Usr/graphics2/image/logo/lbp Cx/rec 3 Dodge 2002 2500 3500 Manual
User Manual: Dodge 2002 2500 - 3500 Manual
Open the PDF directly: View PDF 
.
Page Count: 2255
| Download | |
| Open PDF In Browser | View PDF |
GROUP TAB LOCATOR
Introduction
0
2
3
5
6
7
8A
8B
8E
8F
8G
8H
8I
8J
8L
8M
8N
8O
8P
8Q
8R
8W
9
11
13
14
19
21
22
23
24
25
Lubrication & Maintenance
Suspension
Differential & Driveline
Brakes
Clutch
Cooling
Audio
Chime/Buzzer
Electronic Control Modules
Engine Systems
Heated Systems
Horn
Ignition Control
Instrument Cluster
Lamps
Message Systems
Power Systems
Restraints
Speed Control
Vehicle Theft Security
Wipers/Washers
Wiring
Engine
Exhaust System
Frame & Bumpers
Fuel System
Steering
Transmission and Transfer Case
Tires/Wheels
Body
Heating & Air Conditioning
Emissions Control
Component and System Index
Service Manual Comment Forms
(Rear of Manual)
NOTE: For New Vehicle Preparation
information, see the separate
publication, 81-170-00003.
INTRODUCTION
BR/BE
1
INTRODUCTION
TABLE OF CONTENTS
page
VEHICLE SAFETY CERTIFICATION LABEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
VEHICLE EMISSION CONTROL INFORMATION
(VECI)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
EQUIPMENT IDENTIFICATION PLATE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
BODY CODE PLATE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
INTERNATIONAL VEHICLE CONTROL &
DISPLAY SYMBOLS
DESCRIPTION - INTERNATIONAL SYMBOLS
...1
...1
...3
...3
page
FASTENER IDENTIFICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FASTENER USAGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
THREADED HOLE REPAIR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
METRIC SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
TORQUE REFERENCES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
...4
...5
VEHICLE SAFETY
CERTIFICATION LABEL
DESCRIPTION
A vehicle safety certification label (Fig. 1) is
attached to every Chrysler Corporation vehicle. The
label certifies that the vehicle conforms to all applicable Federal Motor Vehicle Safety Standards. The
label also lists:
• Month and year of vehicle manufacture.
• Gross Vehicle Weight Rating (GVWR). The gross
front and rear axle weight ratings (GAWR’s) are
based on a minimum rim size and maximum cold tire
inflation pressure.
• Vehicle Identification Number (VIN).
• Type of vehicle.
• Type of rear wheels.
• Bar code.
• Month, Day and Hour (MDH) of final assembly.
• Paint and Trim codes.
• Country of origin.
The label is located on the driver-side door shutface.
Fig. 1 Vehicle Safety Certification Label
VEHICLE IDENTIFICATION
NUMBER
DESCRIPTION
VIN CODING/LOCATIONS
The Vehicle Identification Number (VIN) plate is
located on the lower windshield fence near the left
A-pillar (Fig. 2). The VIN contains 17 characters that
provide data concerning the vehicle. Refer to the VIN
decoding chart to determine the identification of a
vehicle.
The Vehicle Identification Number is also
imprinted on the:
• Body Code Plate.
• Equipment Identification Plate.
• Vehicle Safety Certification Label.
• Frame rail.
2
INTRODUCTION
BR/BE
VEHICLE IDENTIFICATION NUMBER (Continued)
To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Identification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documentation. The formula to use the check digit is not
released to the general public.
Fig. 2 Vehicle
1 - INSTRUMENT PANEL
2 - VEHICLE IDENTIFICATION NUMBER PLATE VIN
POSITION
INTERPRETATION
CODE = DESCRIPTION
1
Country of Origin
3 = Mexico
2
Make
B = Dodge
3
Vehicle Type
6 = Incomplete
7 = Truck
4
Gross Vehicle Weight Rating
K = 8001-9000
M = 10,001-14,000
5
Vehicle Line
C = Ram Cab Chassis/Ram Pick Up
(4x2)
F = Ram Cab Chassis/Ram Pick Up
(4x4)
6
Series
2 = 2500
3 = 3500
7
Body Style
3 = Quad Cab
6 = Conventional Cab/Cab Chassis
8
Engine
6 = 5.9L 6 cyl. 24 Valve Diesel
C = 5.9 6cyl. 24 Valve Turbo Diesel
H/O
W = 8.0L 10 cyl. MPI
Z = 5.9L 8 cyl. MPI-LDC
5 = 5.9L 8cyl. MPI-HDC
9
Check Digit
0 through 9 or X
10
Model Year
2=2002
11
Plant Location
12 thru 17
M = Lago Alberto Assembly
Vehicle Build Sequence
INTRODUCTION
BR/BE
VEHICLE EMISSION CONTROL
INFORMATION (VECI)
DESCRIPTION
Vehicles equipped with 5.9L V-8 LDC-gas powered
engines have a vehicle emission control information
(VECI) label.
The label combines both emission control information and vacuum hose routing. This label is located
in the engine compartment in front of the radiator
(Fig. 3).
There are unique VECI labels for vehicles built for
sale in the country of Canada and Heavy Duty Cycle
(HDC) engines. Canadian labels are written in both
the English and French languages. For all Canadian
vehicles, the label is split into two different labels.
The VECI labels are permanently attached and
cannot be removed without defacing information and
destroying label.
The VECI label contains the following:
• Engine family and displacement
• Evaporative family
• Emission control system schematic
• Certification application
• Engine timing specifications (if adjustable)
• Idle speeds (if adjustable)
• Spark plug and gap
3
The VECI label for the 5.9L HDC-gas powered
engine will contain the following:
• Engine family and displacement
• Evaporative family
• Certification application
• Engine timing specifications (if adjustable)
• Idle speeds (if adjustable)
• Spark plug and gap
The label for the 8.0L V-10 HDC-gas powered
engine is also located in the engine compartment. It
is attached to a riveted metal plate located to the
right side of the generator (Fig. 4).
Fig. 4 VECI Label Location—8.0L V-10 Engine
1 - VECI LABEL
2 - GENERATOR
EQUIPMENT IDENTIFICATION
PLATE
DESCRIPTION
Fig. 3 VECI Label Location
1 - VEHICLE EMISSION CONTROL INFORMATION (VECI) LABEL
2 - VECI LABEL (5.9L HDC FOR CANADA ONLY)
3 - VECI LABEL (5.9L HDC ONLY) (INCLUDES CANADA)
The 5.9L HDC-gas powered engine will have two
labels. One of the labels is located in front of the
radiator in the engine compartment (Fig. 3) and will
contain vacuum hose routing only. The other is
attached to the drivers side of the engine air cleaner
housing (Fig. 3).
The Equipment Identification Plate (Fig. 5)is
located at the left, front of the inner hood panel. The
plate lists information concerning the vehicle as follows:
• The model.
• The wheelbase.
• The VIN (Vehicle Identification Number).
• The T.O.N. (order number).
• The optional and special equipment installed on
the vehicle.
Refer to the information listed on the plate when
ordering replacement parts.
4
INTRODUCTION
BR/BE
EQUIPMENT IDENTIFICATION PLATE (Continued)
Fig. 5 Equipment Identification Plate
BODY CODE PLATE
DESCRIPTION
The Body Code Plate (Fig. 6) is located on the floor
pan under the passenger seat or attached to the front
face of the radiator closure panel. There are seven
lines of information on the body code plate. Lines 5,
6, and 7 are not used to define service information.
Information reads from left to right, starting with
line 4 in the center of the plate to line 1 at the bottom of the plate.
The last code imprinted on a vehicle code plate will
be followed by the imprinted word END. When two
vehicle code plates are required, the last available
spaces on the first plate will be imprinted with the
letters CTD (for continued).
When a second vehicle code plate is necessary, the
first four spaces on each row will not be used because
of the plate overlap.
BODY CODE PLATE—LINE 4
DIGITS 1 THROUGH 12
Vehicle Order Number
DIGITS 13, 14, AND 15
Transmission Codes
• DGP = 4–speed Automatic (47RE)
• DGT = 4–speed Automatic (46RE)
• DGK = 4–speed Automatic (42RE)
• DDP = 5–speed Manual (NVG-4500)
• DDX = 5–speed Manual (NVG-4500 Heavy Duty)
• DDC = 5–speed Manual (NVG-3500)
• DEE = 6–speed Manual (NVG-5600)
DIGITS 16, 17, AND 18
Car Line Shell
• BR1 = 1500 4 X
• BE1 = 1500 4 X
• BR6 = 1500 4 X
• BE6 = 1500 4 X
• BR2 = 2500 4 X
• BE2 = 2500 4 X
2
2
4
4
2
2
Fig. 6 Body Code Plate
1 - PRIMARY PAINT
2 - SECONDARY PAINT
3 - TRANSMISSION CODE
4 - VEHICLE MODEL NUMBER
5 - ENGINE CODE
6 - INTERIOR TRIM CODE
7 - VEHICLE IDENTIFICATION NUMBER
8 - TAILGATE CODE
9 - CARGO BOX CODE
10 - TAILGATE TRIM CODE
11 - BODY-IN-WHITE SEQUENCE
12 - MARKET CODE
13 - SPECIES CODE
14 - PAINT PROCEDURE
15 - VEHICLE ORDER NUMBER
•
•
•
•
•
•
BR7
BE7
BR3
BE3
BR8
BE8
=
=
=
=
=
=
2500
2500
3500
3500
3500
3500
4
4
4
4
4
4
X
X
X
X
X
X
4
4
2
2
4
4
DIGIT 19
Price Class
• L = Ram Truck (All)
DIGITS 20 AND 21
Body Type
• 31 = Ram Truck Club Cab (138.7 in.
Base)
• 32 = Ram Truck Club Cab (154.7 in.
Base)
• 33 = Ram Truck Quad Cab (138.7 in.
Base)
• 34 = Ram Truck Quad Cab (154.7 in.
Base)
• 61 = Ram Truck (118.7 in. Wheel Base)
• 62 = Ram Truck (134.7 in. Wheel Base)
• 63 = Ram Truck Cab Chassis (138.7 in.
Base)
Wheel
Wheel
Wheel
Wheel
Wheel
INTRODUCTION
BR/BE
5
BODY CODE PLATE (Continued)
• 64 = Ram Truck Cab Chassis (162.7 in. Wheel
Base)
BODY CODE PLATE—LINE 3
DIGITS 1,2, AND 3
Paint Procedure
• APA = Monotone
• AP9 = Special
• APB = Two-tone (Waterfall)
• APC = Two-tone (Centerband)
• APD = Two-tone (Lower break)
DIGIT 4
Open Space
DIGITS 5 THROUGH 8
Primary Paint
Refer to Group 23, Body for color codes.
DIGIT 9
Open Space
DIGIT 5
Market Code
• B = International
• C = Canada
• M = Mexico
• U = United States
DIGIT 6
Open Space
DIGITS 7 THROUGH 23
Vehicle Identification Number (VIN)
Refer to Vehicle Identification Number (VIN) paragraph for proper breakdown of VIN code.
BODY CODE PLATE—LINE 1
DIGITS 1 THROUGH 6 Body-in-white assembly sequence.
DIGIT 7
Open Space
DIGIT 8 Tailgate trim code.
DIGITS 10 THROUGH 13
Secondary Paint
DIGIT 14
Open Space
DIGITS 15 THROUGH 18
Interior Trim Code
DIGIT 19
Open Space
DIGITS 20, 21, AND 22
Engine Code
• EML = 5.9 L 8 cyl. MPI Gasoline
• EMM = 5.9 L 8 cyl. MPI Gasoline (Heavy Duty)
• ETC = 5.9 L 6 cyl. Turbo Diesel
• EWA = 8.0 L 10 cyl. MPI Gasoline
BODY CODE PLATE—LINE 2
DIGIT 1 Open Space
DIGITS 2 AND 3 Species Code. (Used for Manufacturing)
DIGIT 4
Open Space
DIGIT 9
Open Space
DIGITS 10 THROUGH 12 Cargo box code
• XBS = Sweptline
DIGIT 13
Open Space
DIGITS 14 THROUGH 16 Tailgate code
• MWD = Plain Tailgate
• MPB = Tailgate Applique (Black)
INTERNATIONAL VEHICLE
CONTROL & DISPLAY
SYMBOLS
DESCRIPTION - INTERNATIONAL SYMBOLS
The graphic symbols illustrated in the following
International Control and Display Symbols Chart are
used to identify various instrument controls. The
symbols correspond to the controls and displays that
are located on the instrument panel.
6
INTRODUCTION
BR/BE
INTERNATIONAL VEHICLE CONTROL & DISPLAY SYMBOLS (Continued)
INTERNATIONAL SYMBOLS
1
2
3
4
5
6
7
8
9
10
11
12
High Beam
Fog Lamps
Headlamp, Parking Lamps, Panel Lamps
Turn Warning
Hazard Warning
Windshield Washer
Windshield Wiper
Windshield Wiper and Washer
Windscreen Demisting and Defrosting
Ventilating Fan
Rear Window Defogger
Rear Window Wiper
FASTENER IDENTIFICATION
DESCRIPTION
The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head. The actual
bolt strength grade corresponds to the number of line
marks plus 2. The most commonly used metric bolt
strength classes are 9.8 and 10.9. The metric
strength class identification number is imprinted on
the head of the bolt. The higher the class number,
the greater the bolt strength. Some metric nuts are
imprinted with a single-digit strength class on the
nut face. Refer to the Fastener Identification and
Fastener Strength Charts (Fig. 7) and (Fig. 8).
13
14
15
16
17
18
19
20
21
22
23
24
Rear Window Washer
Fuel
Engine Coolant Temperature
Battery Charging Condition
Engine Oil
Seat Belt
Brake Failure
Parking Brake
Front Hood
Rear hood (Decklid)
Horn
Lighter
INTRODUCTION
BR/BE
FASTENER IDENTIFICATION (Continued)
Fig. 7 FASTENER IDENTIFICATION
7
8
INTRODUCTION
BR/BE
FASTENER IDENTIFICATION (Continued)
Fig. 8 FASTENER STRENGTH
INTRODUCTION
BR/BE
FASTENER USAGE
THREADED HOLE REPAIR
DESCRIPTION
DESCRIPTION
WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PERSONAL INJURY.
Figure art, specifications and torque references in
this Service Manual are identified in metric and SAE
format.
During any maintenance or repair procedures, it is
important to salvage all fasteners (nuts, bolts, etc.)
for reassembly. If the fastener is not salvageable, a
fastener of equivalent specification must be used.
Most stripped threaded holes can be repaired using
a Helicoilt. Follow the vehicle or Helicoilt recommendations for application and repair procedures.
METRIC SYSTEM
DESCRIPTION
The metric system is based on quantities of one,
ten, one hundred, one thousand and one million.
The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.
CONVERSION FORMULAS AND EQUIVALENT VALUES
MULTIPLY
BY
TO GET
MULTIPLY
BY
TO GET
in-lbs
x 0.11298
= Newton Meters
(N·m)
N·m
x 8.851
= in-lbs
ft-lbs
x 1.3558
= Newton Meters
(N·m)
N·m
x 0.7376
= ft-lbs
Inches Hg (60° F)
x 3.377
= Kilopascals (kPa)
kPa
x 0.2961
= Inches Hg
psi
x 6.895
= Kilopascals (kPa)
kPa
x 0.145
= psi
Inches
x 25.4
= Millimeters (mm)
mm
x 0.03937
= Inches
Feet
x 0.3048
= Meters (M)
M
x 3.281
= Feet
Yards
x 0.9144
= Meters
M
x 1.0936
= Yards
mph
x 1.6093
= Kilometers/Hr.
(Km/h)
Km/h
x 0.6214
= mph
Feet/Sec
x 0.3048
= Meters/Sec (M/S)
M/S
x 3.281
= Feet/Sec
mph
x 0.4470
= Meters/Sec (M/S)
M/S
x 2.237
= mph
Kilometers/Hr. (Km/h)
x 0.27778
= Meters/Sec (M/S)
M/S
x 3.600
Kilometers/Hr. (Km/h)
COMMON METRIC EQUIVALENTS
1 inch = 25 Millimeters
1 Cubic Inch = 16 Cubic Centimeters
1 Foot = 0.3 Meter
1 Cubic Foot = 0.03 Cubic Meter
1 Yard = 0.9 Meter
1 Cubic Yard = 0.8 Cubic Meter
1 Mile = 1.6 Kilometers
Refer to the Metric Conversion Chart to convert
torque values listed in metric Newton- meters (N·m).
Also, use the chart to convert between millimeters
(mm) and inches (in.)
9
10
INTRODUCTION
BR/BE
METRIC SYSTEM (Continued)
METRIC CONVERSION CHART
INTRODUCTION
BR/BE
11
tions Chart for torque references not listed in the
individual torque charts.
TORQUE REFERENCES
DESCRIPTION
Individual Torque Charts appear within many or
the Groups. Refer to the Standard Torque Specifica-
TORQUE SPECIFICATIONS
LUBRICATION & MAINTENANCE
BR/BE
0-1
LUBRICATION & MAINTENANCE
TABLE OF CONTENTS
page
INTERNATIONAL SYMBOLS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
PARTS & LUBRICANT RECOMMENDATION
STANDARD PROCEDURE
STANDARD PROCEDURE CLASSIFICATION OF LUBRICANTS . . . .
FLUID TYPES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
FLUID CAPACITIES
SPECIFICATIONS . . . . . . . . . . . . . . . . . . .
MAINTENANCE SCHEDULES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
......1
......1
......2
......6
page
JUMP STARTING
STANDARD PROCEDURE
STANDARD PROCEDURE
STARTING . . . . . . . . . . . .
HOISTING
STANDARD PROCEDURE
STANDARD PROCEDURE
TOWING
STANDARD PROCEDURE
STANDARD PROCEDURE
- JUMP
.................7
- HOISTING . . . . . . . 9
- TOWING . . . . . . . 10
......6
......7
INTERNATIONAL SYMBOLS
DESCRIPTION
DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1).
Fig. 1 International Symbols
PARTS & LUBRICANT
RECOMMENDATION
STANDARD PROCEDURE - CLASSIFICATION OF
LUBRICANTS
Only lubricants that are endorsed by the following
organization should be used to service a
DaimlerChrysler Corporation vehicle.
• Society of Automotive Engineers (SAE)
• American Petroleum Institute (API) (Fig. 6)
• National Lubricating Grease Institute (NLGI)
(Fig. 2)
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 2) on the label. At the bottom NLGI
symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter
“G”. Chassis lubricant is identified by the latter “L”.
The letter following the usage letter indicates the
quality of the lubricant. The following symbols indicate the highest quality.
Fig. 2 NLGI Symbol
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS
When service is required, DaimlerChrysler Corporation recommends that only Mopart brand parts,
lubricants and chemicals be used. Mopar provides
the best engineered products for servicing
DaimlerChrysler Corporation vehicles.
0-2
LUBRICATION & MAINTENANCE
FLUID TYPES
DESCRIPTION - FUEL REQUIREMENTS - GAS
ENGINES
Your engine is designed to meet all emissions regulations and provide excellent fuel economy and performance when using high quality unleaded gasoline
having an octane rating of 87. The use of premium
gasoline is not recommended. The use of premium
gasoline will provide no benefit over high quality regular gasoline, and in some circumstances may result
in poorer performance.
Light spark knock at low engine speeds is not
harmful to your engine. However, continued heavy
spark knock at high speeds can cause damage and
immediate service is required. Engine damage resulting from operation with a heavy spark knock may
not be covered by the new vehicle warranty.
Poor quality gasoline can cause problems such as
hard starting, stalling and hesitations. If you experience these symptoms, try another brand of gasoline
before considering service for the vehicle.
Over 40 auto manufacturers world-wide have
issued and endorsed consistent gasoline specifications
(the Worldwide Fuel Charter, WWFC) to define fuel
properties necessary to deliver enhanced emissions,
performance and durability for your vehicle. We recommend the use of gasolines that meet the WWFC
specifications if they are available.
REFORMULATED GASOLINE
Many areas of the country require the use of
cleaner burning gasoline referred to as “reformulated” gasoline. Reformulated gasoline contain oxygenates, and are specifically blended to reduce vehicle
emissions and improve air quality.
We strongly supports the use of reformulated gasoline. Properly blended reformulated gasoline will
provide excellent performance and durability for the
engine and fuel system components.
GASOLINE/OXYGENATE BLENDS
Some fuel suppliers blend unleaded gasoline with
oxygenates such as 10% ethanol, MTBE, and ETBE.
Oxygenates are required in some areas of the country
during the winter months to reduce carbon monoxide
emissions. Fuels blended with these oxygenates may
be used in your vehicle.
CAUTION: DO NOT use gasoline containing METHANOL. Gasoline containing methanol may damage
critical fuel system components.
BR/BE
MMT IN GASOLINE
MMT is a manganese-containing metallic additive
that is blended into some gasoline to increase octane.
Gasoline blended with MMT provide no performance
advantage beyond gasoline of the same octane number without MMT. Gasoline blended with MMT
reduce spark plug life and reduce emission system
performance in some vehicles. We recommend that
gasolines free of MMT be used in your vehicle. The
MMT content of gasoline may not be indicated on the
gasoline pump; therefore, you should ask your gasoline retailer whether or not his/her gasoline contains
MMT.
It is even more important to look for gasoline without MMT in Canada because MMT can be used at
levels higher than allowed in the United States.
MMT is prohibited in Federal and California reformulated gasoline.
SULFUR IN GASOLINE
If you live in the northeast United States, your
vehicle may have been designed to meet California
low emission standards with Cleaner-Burning California reformulated gasoline with low sulfur. If such
fuels are not available in states adopting California
emission standards, your vehicles will operate satisfactorily on fuels meeting federal specifications, but
emission control system performance may be
adversely affected. Gasoline sold outside of California
is permitted to have higher sulfur levels which may
affect the performance of the vehicle’s catalytic converter. This may cause the Malfunction Indicator
Lamp (MIL), Check Engine or Service Engine Soon
light to illuminate. We recommend that you try a different brand of unleaded gasoline having lower sulfur
to determine if the problem is fuel related prior to
returning your vehicle to an authorized dealer for
service.
CAUTION: If the Malfunction Indicator Lamp (MIL),
Check Engine or Service Engine Soon light is flashing, immediate service is required; see on-board
diagnostics system section.
MATERIALS ADDED TO FUEL
All gasoline sold in the United States and Canada
are required to contain effective detergent additives.
Use of additional detergents or other additives is not
needed under normal conditions.
FUEL SYSTEM CAUTIONS
CAUTION: Follow these guidelines to maintain your
vehicle’s performance:
BR/BE
LUBRICATION & MAINTENANCE
0-3
FLUID TYPES (Continued)
• The use of leaded gas is prohibited by Federal
law. Using leaded gasoline can impair engine performance, damage the emission control system, and
could result in loss of warranty coverage.
• An out-of-tune engine, or certain fuel or ignition
malfunctions, can cause the catalytic converter to
overheat. If you notice a pungent burning odor or
some light smoke, your engine may be out of tune or
malfunctioning and may require immediate service.
Contact your dealer for service assistance.
• When pulling a heavy load or driving a fully
loaded vehicle when the humidity is low and the temperature is high, use a premium unleaded fuel to
help prevent spark knock. If spark knock persists,
lighten the load, or engine piston damage may result.
• The use of fuel additives which are now being
sold as octane enhancers is not recommended. Most
of these products contain high concentrations of
methanol. Fuel system damage or vehicle performance problems resulting from the use of such fuels
or
additives
is
not
the
responsibility
of
DaimlerChrysler Corporation and may not be covered
under the new vehicle warranty.
NOTE: Intentional tampering with emissions control
systems can result in civil penalties being assessed
against you.
DESCRIPTION - FUEL REQUIREMENTS DIESEL ENGINE
DESCRIPTION
WARNING: Do not use alcohol or gasoline as a fuel
blending agent. They can be unstable under certain
conditions and hazardous or explosive when mixed
with diesel fuel.
Use good quality diesel fuel from a reputable supplier in your Dodge truck. For most year-round service, number 2 diesel fuel meeting ASTM
specification D-975 will provide good performance. If
the vehicle is exposed to extreme cold (below 0°F/18°C), or is required to operate at colder-than-normal
conditions for prolonged periods, use climatized No. 2
diesel fuel or dilute the No. 2 diesel fuel with 50%
No. 1 diesel fuel. This will provide better protection
from fuel gelling or wax-plugging of the fuel filters.
Diesel fuel is seldom completely free of water. To
prevent fuel system trouble, including fuel line freezing in winter, drain the accumulated water from the
fuel/water separator using the fuel/water separator
drain provided. If you buy good-quality fuel and follow the cold-weather advice above, fuel conditioners
should not be required in your vehicle. If available in
your area, a high cetane “premium” diesel fuel may
offer improved cold starting and warm-up performance.
DESCRIPTION - ENGINE COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWALLOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMITING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less corrosion protection.
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection.
Mopart
Antifreeze/Coolant,
5
Year/100,000 Mile Formula (MS-9769), or the equivalent ethylene glycol base coolant with organic corrosion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% Ethylene Glycol and 50% distilled
water to obtain a freeze point of -37°C (-35°F). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solution.
CAUTION:
MoparT
Antifreeze/Coolant,
5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Mixing of
coolants other than specified (non-HOAT or other
HOAT), may result in engine damage that may not
be covered under the new vehicle warranty, and
decreased corrosion protection.
0-4
LUBRICATION & MAINTENANCE
BR/BE
FLUID TYPES (Continued)
COOLANT PERFORMANCE
The required ethylene-glycol (antifreeze) and water
mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mixtures follows:
Pure Water-Water can absorb more heat than a
mixture of water and ethylene-glycol. This is for purpose of heat transfer only. Water also freezes at a
higher temperature and allows corrosion.
100 percent Ethylene-Glycol-The corrosion
inhibiting additives in ethylene-glycol need the presence of water to dissolve. Without water, additives
form deposits in system. These act as insulation
causing temperature to rise to as high as 149°C
(300°F). This temperature is hot enough to melt plastic and soften solder. The increased temperature can
result in engine detonation. In addition, 100 percent
ethylene-glycol freezes at -22°C (-8°F).
50/50 Ethylene-Glycol and Water-Is the recommended mixture, it provides protection against freezing to -37°C (-34°F). The antifreeze concentration
must always be a minimum of 44 percent, yearround in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protection against freezing is provided with a 68 percent
antifreeze concentration, which prevents freezing
down to -67.7°C (-90°F). A higher percentage will
freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause the engine to overheat because specific heat of antifreeze is lower than
that of water.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.
DESCRIPTION—ENGINE OIL
API SERVICE GRADE CERTIFIED
WARNING: NEW OR USED ENGINE OIL CAN BE
IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
YOUR HEALTH. THOROUGHLY WASH EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH
SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
NOT POLLUTE, DISPOSE OF USED ENGINE OIL
PROPERLY. CONTACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
Standard engine-oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the label
of engine oil plastic bottles and the top of engine oil
cans.
In diesel engines, use an engine oil that conforms
to API Service Grade CF-4 or CG-4/SH (Fig. 3).
MOPARt provides an engine oil that conforms to this
particular grade.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethylene-glycol.
COOLANT SELECTION AND ADDITIVES
NOTE: Refer to the vehicle’s coolant bottle to identify HOAT or Non-HOAT coolant. Non-HOAT coolant
is green in color.
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only Mopart Antifreeze/Coolant, 5
Year/100,000 Mile Formula (glycol base coolant with
corrosion inhibitors called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a
freeze point of -37°C (-35°F). If it loses color or
becomes contaminated, drain, flush, and replace with
fresh properly mixed coolant solution.
Fig. 3 API Service Grade Certification Label—Diesel
Engine Oil
SAE VISCOSITY
An SAE viscosity grade is used to specify the viscosity of engine oil. SAE 15W–40 specifies a multiple
viscosity engine oil.
When choosing an engine oil, consider the range of
temperatures the vehicle will be operated in before
the next oil change. Select an engine oil that is best
suited to your area’s particular ambient temperature
range and variation. For diesel engines, refer to (Fig.
4).
BR/BE
LUBRICATION & MAINTENANCE
0-5
FLUID TYPES (Continued)
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for
gasoline engines. The designation of ENERGY CONSERVING is located on the label of an engine oil container.
CONTAINER IDENTIFICATION
Fig. 4 Engine Oil Viscosity Recommendation—
Diesel Engines
Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the label
of engine oil plastic bottles and the top of engine oil
cans (Fig. 6).
DESCRIPTION - ENGINE OIL
WARNING: NEW OR USED ENGINE OIL CAN BE
IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
YOUR HEALTH. THOROUGHLY WASH EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH
SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
NOT POLLUTE, DISPOSE OF USED ENGINE OIL
PROPERLY. CONTACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
API SERVICE GRADE CERTIFIED
Use an engine oil that is API Service Grade Certified. MOPARt provides engine oils that conform to
this service grade.
SAE VISCOSITY
An SAE viscosity grade is used to specify the viscosity of engine oil. Use only engine oils with multiple viscosities such as 5W-30 or 10W-30. These oils
are specified with a dual SAE viscosity grade which
indicates the cold-to-hot temperature viscosity range.
Select an engine oil that is best suited to your particular temperature range and variation (Fig. 5).
Fig. 6 API Symbol
DESCRIPTION - AXLE LUBRICATION
A multi-purpose, hypoid gear lubricant which conforms to the following specifications should be used.
Mopar Hypoid Gear Lubricant conforms to these
specifications.
NOTE: Trac-lokT and Powr-lokT equipped axles
require a friction modifier be added to the lubricant.
FRONT AXLE
• The lubricant should have MIL-L-2105C and
API GL 5 quality specifications.
• Lubricant is a thermally stable SAE 80W90.
REAR AXLE
• The lubricant should have MIL-L-2105C and
API GL 5 quality specifications.
• Lubricant is a thermally stable SAE 90W.
DESCRIPTION - TRANSFER CASE - NV241
Recommended lubricant for the NV241 transfer
case is Mopart ATF+4, type 9602, Automatic Transmission Fluid.
DESCRIPTION - MANUAL TRANSMISSION
Mopart Manual Transmission Lubricant is recommended or equivalent for use in the manual transmissions.
Fig. 5 Temperature/Engine Oil Viscosity
0-6
LUBRICATION & MAINTENANCE
BR/BE
FLUID TYPES (Continued)
DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to the maintenance schedules in this
group for the recommended maintenance (fluid/filter
change) intervals for this transmission.
transmission operation and shift feel will remain consistent. Transmission fluid must also be a good conductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
FLUID CAPACITIES
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
Mopart ATF +4, type 9602, Automatic Transmission Fluid is the recommended fluid for
DaimlerChrysler automatic transmissions.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
Mopart ATF +4, type 9602, Automatic Transmission Fluid when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown. This is normal. A dark brown/black fluid
accompanied with a burnt odor and/or deterioration
in shift quality may indicate fluid deterioration or
transmission component failure.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various “special” additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been supported to the satisfaction of DaimlerChrysler and
these additives must not be used. The use of transmission “sealers” should also be avoided, since they
may adversely affect the integrity of transmission
seals.
OPERATION - AUTOMATIC TRANSMISSION
FLUID
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays constant through the temperature range of operation,
SPECIFICATIONS
FLUID CAPACITIES
DESCRIPTION
SPECIFICATION
FUEL TANK
2500 Series Club Cab
and Quad Cab with 6.5’
Short Box
129 L (34 gal.)*****
All 8’ Long Box
132 L (35 gal.)*****
All Cab/Chassis Models
132 L (35 gal.)*****
ENGINE OIL WITH FILTER
5.9L
4.7 L (5.0 qts.)
8.0L
6.6 L (7.0 qts.)
5.9L DIESEL
10.4 L (11.0 qts.)
COOLING SYSTEM
5.9L
19 L (20 qts.)****
8.0L
24.5 L (26.0 qts.)****
5.9L DIESEL
22.7 L (24.0 qts.)****
POWER STEERING
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cooler
options. Depending on type and size of internal
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
Refer to 19, Steering for proper fill and bleed
procedures.
AUTOMATIC TRANSMISSION
Service Fill - 46RE
3.8 L (4.0 qts.)
O-haul - 46RE
9-9.5L (19-20 pts.)*
Service Fill - 47RE
3.8 L (4.0 qts.)
O-haul - 47RE
14-16 L (29-33 pts.)*
LUBRICATION & MAINTENANCE
BR/BE
0-7
FLUID CAPACITIES (Continued)
DESCRIPTION
SPECIFICATION
Dry fill capacity Depending on type and size of
internal cooler, length and inside diameter of cooler
lines, or use of an auxiliary cooler, these figures may
vary. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC/FLUID - STANDARD PROCEDURE)
MANUAL TRANSMISSION
DESCRIPTION
SPECIFICATION
267-RBI (Model 70)
4WD
0.24 L (8 oz)
286-RBI (Model 80)
2WD
0.21 L (7 oz)
286-RBI (Model 80)
4WD
0.30 L (10 oz)
NV4500
3.8 L (8.0 pts.)
**** Includes 0.9L (1.0 qts.) for coolant reservoir.
NV5600
4.5 L (9.5 pts.)
*****Nominal refill capacities are shown. A variation
may be observed from vehicle to vehicle due to
manufacturing tolerance and refill procedure.
TRANSFER CASE
NV241
2.18 L (4.61 pts.)
NV241 HD
3.08 L (6.51 pts.)
FRONT AXLE ± .03 L (1 oz)
248-RBI (Model 60)
4.0 L (8.5 pts.)
REAR AXLE ± .03 L (1 oz)
MAINTENANCE SCHEDULES
DESCRIPTION
9Maintenance Schedule Information not included in
this section, is located in the appropriate Owner’s
Manual.9
248-RBI (Model 60) 2WD
2.9 L (6.1 pts.)
248-RBI (Model 60) 4WD
3.4 L (7.2 pts.)
JUMP STARTING
267-RBI (Model 70)
2WD
3.3 L (7.0 pts.)
STANDARD PROCEDURE - JUMP STARTING
267-RBI (Model 70)
4WD
3.6 L (7.6 pts.)
286-RBI (Model 80)
2WD
3.2 L (6.8 pts.)
286-RBI (Model 80)
4WD
4.8 L (10.1 pts.)
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN GROUP 8A, BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS.
• DO NOT JUMP START A FROZEN BATTERY,
PERSONAL INJURY CAN RESULT.
• DO NOT JUMP START WHEN MAINTENANCE
FREE BATTERY INDICATOR DOT IS YELLOW OR
BRIGHT COLOR.
• DO NOT JUMP START A VEHICLE WHEN THE
BATTERY FLUID IS BELOW THE TOP OF LEAD
PLATES.
• DO NOT ALLOW JUMPER CABLE CLAMPS TO
TOUCH EACH OTHER WHEN CONNECTED TO A
BOOSTER SOURCE.
• DO NOT USE OPEN FLAME NEAR BATTERY.
• REMOVE METALLIC JEWELRY WORN ON
HANDS OR WRISTS TO AVOID INJURY BY ACCIDENTAL ARCING OF BATTERY CURRENT.
• WHEN USING A HIGH OUTPUT BOOSTING
DEVICE, DO NOT ALLOW BATTERY VOLTAGE TO
EXCEED 16 VOLTS. REFER TO INSTRUCTIONS
PROVIDED WITH DEVICE BEING USED.
FAILURE TO FOLLOW THESE INSTRUCTIONS MAY
RESULT IN PERSONAL INJURY.
REAR AXLE - LIMITED SLIP DIFFERENTIAL ± .03 L
(1 oz)
248-RBI (Model 60) 2WD
2.8 L (5.9 pts.)
248-RBI (Model 60) 4WD
3.2 L (6.8 pts.)
267-RBI (Model 70)
2WD
3.1 L (6.5 pts.)
267-RBI (Model 70)
4WD
3.4 L (7.2 pts.)
286-RBI (Model 80)
2WD
3.0 L (6.3 pts.)
286-RBI (Model 80)
4WD
4.5 L (9.5 pts.)
FRICTION MODIFIER ± .03 L (1 oz)
248-RBI (Model 60) 2WD
0.15 L (5 oz)
248-RBI (Model 60) 4WD
0.18 L (6 oz)
267-RBI (Model 70)
2WD
0.21 L (7 oz)
CAUTION: When using another vehicle as a
booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.
0-8
LUBRICATION & MAINTENANCE
BR/BE
JUMP STARTING (Continued)
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
• Battery cable clamp condition, clean if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level.
• Generator drive belt condition and tension.
• Fuel fumes or leakage, correct if necessary.
CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to booster vehicle
charging system can result.
(2) When using another vehicle as a booster
source, park the booster vehicle within cable reach.
Turn off all accessories, set the parking brake, place
the automatic transmission in PARK or the manual
transmission in NEUTRAL and turn the ignition
OFF.
(3) On disabled vehicle, place gear selector in park
or neutral and set park brake. Turn off all accessories.
(4) Connect jumper cables to booster battery. RED
clamp to positive terminal (+). BLACK clamp to negative terminal (-). DO NOT allow clamps at opposite
end of cables to touch, electrical arc will result.
Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable
clamp to positive (+) terminal. Connect BLACK
jumper cable clamp to engine ground as close to the
ground cable attaching point as possible (Fig. 7)and
(Fig. 8).
(6) Start the engine in the vehicle which has the
booster battery, let the engine idle a few minutes,
then start the engine in the vehicle with the discharged battery.
CAUTION: Do not crank starter motor on disabled
vehicle for more than 15 seconds, starter will overheat and could fail.
(7) Allow battery in disabled vehicle to charge to
at least 12.4 volts (75% charge) before attempting to
start engine. If engine does not start within 15 seconds, stop cranking engine and allow starter to cool
(15 min.), before cranking again.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
• Disconnect BLACK cable clamp from engine
ground on disabled vehicle.
Fig. 7 Jumper Cable Clamp Connections—Gas
Engine
1 - NEGATIVE OR GROUND CABLE CONNECTION
2 - POSITIVE CABLE CONNECTION
3 - BATTERY
Fig. 8 Jumper Cable Clamp Connections—Diesel
Engine
1 - POSITIVE CABLE CONNECTION
2 - BATTERY
3 - NEGATIVE OR GROUND CABLE CONNECTION
• When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive
terminal.
• Disconnect RED cable clamp from battery positive terminal on disabled vehicle.
LUBRICATION & MAINTENANCE
BR/BE
HOISTING
STANDARD PROCEDURE - HOISTING
Refer to the Owner’s Manual for emergency vehicle
lifting procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHICLE. WHEN A CHASSIS OR DRIVETRAIN COMPONENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT (Fig. 9) OR SECURE VEHICLE TO HOISTING DEVICE WHEN THESE CONDITIONS EXIST.
0-9
CAUTION: Do not lift vehicle with a floor jack positioned under:
• An axle tube.
• A body side sill.
• A steering linkage component.
• A drive shaft.
• The engine or transmission oil pan.
• The fuel tank.
• A front suspension arm.
NOTE: Use the correct frame rail lifting locations
only (Fig. 11).
HOIST
A
•
•
•
vehicle can be lifted with:
A single-post, frame-contact hoist.
A twin-post, chassis hoist.
A ramp-type, drive-on hoist.
NOTE: When a frame-contact type hoist is used,
verify that the lifting pads are positioned properly
(Fig. 10). The forward lifting pads should be positioned a minimum of 5 inches forward of the crossmember bolt access holes (Fig. 11).
Fig. 9 Safety Stands
1 - SAFETY STANDS
FLOOR JACK
When properly positioned, a floor jack can be used
to lift a vehicle (Fig. 10). Support the vehicle in the
raised position with jack stands at the front and rear
ends of the frame rails (Fig. 9).
Fig. 10 Vehicle Lifting Locations
0 - 10
LUBRICATION & MAINTENANCE
BR/BE
HOISTING (Continued)
Fig. 11 Front Lift Pad Location
1
2
3
4
5
-
SHIPPING TIE DOWN SLOT
CROSSMEMBER BOLT ACCESS HOLE
LIFTARM
LIFT PAD EXTENSION
FRAME RAIL
TOWING
STANDARD PROCEDURE - TOWING
A vehicle equipped with SAE approved sling-type
towing equipment can be used to tow all vehicles.
When towing a 4WD vehicle using a wheel-lift towing
device, use tow dollies under the opposite end of the
vehicle. A vehicle with flat-bed device can also be
used to transport a disabled vehicle (Fig. 12).
A wooden crossbeam may be required for proper
connection when using the sling-type, front-end towing method.
SAFETY PRECAUTIONS
CAUTION: The following safety precautions must be
observed when towing a vehicle:
• Secure loose and protruding parts.
• Always use a safety chain system that is independent of the lifting and towing equipment.
• Do not allow towing equipment to contact the
disabled vehicle’s fuel tank.
• Do not allow anyone under the disabled vehicle
while it is lifted by the towing device.
• Do not allow passengers to ride in a vehicle
being towed.
• Always observe state and local laws regarding
towing regulations.
• Do not tow a vehicle in a manner that could
jeopardize the safety of the operator, pedestrians or
other motorists.
Fig. 12 Tow Vehicles With Approved Equipment
1 - SLING TYPE
2 - WHEEL LIFT
3 - FLAT BED
• Do not attach tow chains, T-hooks, J-hooks, or a
tow sling to a bumper, steering linkage, drive shafts
or a non-reinforced frame hole.
• Do not tow a heavily loaded vehicle. Damage to
the cab, cargo box or frame may result. Use a flatbed
device to transport a loaded vehicle.
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed,
install lug nuts to retain brake drums or rotors.
A towed vehicle should be raised until lifted wheels
are a minimum 100 mm (4 in) from the ground. Be
sure there is adequate ground clearance at the opposite end of the vehicle, especially when towing over
rough terrain or steep rises in the road. If necessary,
remove the wheels from the lifted end of the vehicle
and lower the vehicle closer to the ground, to
increase the ground clearance at the opposite end of
the vehicle. Install lug nuts on wheel attaching studs
to retain brake drums or rotors.
RAMP ANGLE
If a vehicle with flat-bed towing equipment is used,
the approach ramp angle should not exceed 15
degrees.
BR/BE
LUBRICATION & MAINTENANCE
0 - 11
TOWING (Continued)
TOWING WHEN KEYS ARE NOT AVAILABLE
When the vehicle is locked and keys are not available, use a flat bed hauler. A Wheel-lift or Sling-type
device can be used on 4WD vehicles provided all the
wheels are lifted off the ground using tow dollies.
FOUR-WHEEL-DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a vehicle be
transported on a flat-bed device. A Wheel-lift or
Sling-type device can be used provided all the
wheels are lifted off the ground using tow dollies.
WARNING: WHEN TOWING A DISABLED VEHICLE
AND THE DRIVE WHEELS ARE SECURED IN A
WHEEL LIFT OR TOW DOLLIES, ENSURE THE
TRANSMISSION IS IN THE PARK POSITION (AUTOMATIC TRANSMISSION) OR A FORWARD DRIVE
GEAR (MANUAL TRANSMISSION).
CAUTION: Many vehicles are equipped with air
dams, spoilers, and/or ground effect panels. To
avoid component damage, a wheel-lift towing vehicle or a flat-bed hauling vehicle is recommended.
SUSPENSION
BR/BE
2-1
SUSPENSION
TABLE OF CONTENTS
page
page
WHEEL ALIGNMENT
......................1
FRONT - 2WD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
FRONT - 4WD . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
WHEEL ALIGNMENT
TABLE OF CONTENTS
page
WHEEL ALIGNMENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PRE-ALIGNMENT
STANDARD PROCEDURE
STANDARD PROCEDURES - ALIGNMENT
I.F.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
page
STANDARD PROCEDURE - CASTER
CORRECTION MEASUREMENT . . . . . . . . . . . 3
STANDARD PROCEDURE - ALIGNMENT
LINK/COIL SUSPENSION . . . . . . . . . . . . . . . . . 5
SPECIFICATIONS
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . 6
..1
..2
.2
..3
WHEEL ALIGNMENT
DESCRIPTION
Wheel alignment is the positioning of the wheels in
relation to the vehicle. This is accomplished through
suspension and steering linkage adjustments. An
alignment is essential for efficient steering, good
directional stability and to minimize tire wear. The
most important measurements of an alignment are
caster, camber and toe position (Fig. 1)and (Fig. 2).
CAUTION: Do not attempt to modify any suspension or steering components by heating and bending.
NOTE: Periodic lubrication of the front suspension/
steering system components may be required. Rubber bushings must never be lubricated. Refer to
Lubrication And Maintenance for the recommended
maintenance schedule.
Fig. 1 Alignment Angles - Independent Front
Suspension
1
2
3
4
-
FRONT OF VEHICLE
STEERING AXIS INCLINATION
PIVOT POINT
TOE-IN
2-2
WHEEL ALIGNMENT
BR/BE
WHEEL ALIGNMENT (Continued)
Fig. 2 Alignment Angles - Link/Coil
1
2
3
4
-
WHEEL CENTERLINE
NEGATIVE CAMBER ANGLE
PIVOT CENTERLINE
SCRUB RADIUS
5
6
7
8
-
TRUE VERTICAL
KING PIN
VERTICAL
POSITIVE CASTER
OPERATION
DIAGNOSIS AND TESTING - PRE-ALIGNMENT
• CASTER is the forward or rearward tilt of the
steering knuckle from vertical. Tilting the top of the
knuckle rearward provides positive caster. Tilting the
top of the knuckle forward provides negative caster.
Caster is a directional stability angle which enables
the front wheels to return to a straight ahead position after turns.
• CAMBER is the inward or outward tilt of the
wheel relative to the center of the vehicle. Tilting the
top of the wheel inward provides negative camber.
Tilting the top of the wheel outward provides positive
camber. Incorrect camber will cause wear on the
inside or outside edge of the tire.
• WHEEL TOE POSITION is the difference
between the leading inside edges and trailing inside
edges of the front tires. Incorrect wheel toe position
is the most common cause of unstable steering and
uneven tire wear. The wheel toe position is the final
front wheel alignment adjustment.
Before starting wheel alignment, the following
inspection and necessary corrections must be completed. Refer to Suspension and Steering System
Diagnosis Chart for additional information.
(1) Inspect tires for size and tread wear.
(2) Set tire air pressure.
(3) Inspect front wheel bearings for wear.
(4) Inspect front wheels for excessive radial or lateral runout and balance.
(5) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness or binding.
(6) Inspect suspension components for wear and
noise.
(7) Road test the vehicle.
BR/BE
WHEEL ALIGNMENT
2-3
WHEEL ALIGNMENT (Continued)
STANDARD PROCEDURE
STANDARD PROCEDURES - ALIGNMENT I.F.S.
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down several times. Always release the bumper in
the down position. Set the front end alignment to
specifications while the vehicle is in its NORMALLY LOADED CONDITION.
Camber and caster angle adjustments involve
changing the position of the upper suspension arm
pivot bar (Fig. 3). Refer to the Alignment Specification Chart for the correct setting.
inward (toward the engine). Move the front of pivot
bar outward (away from the engine) slightly until
the original camber angle is obtained.
CAMBER: Move the forward position of the pivot
bar in or out. This will change the camber angle significantly and caster angle only slightly. The camber
angle should be adjusted as close as possible to the
preferred service specification. After adjustment
is made tighten pivot bar nuts to specifications.
TOE POSITION: The wheel toe position adjustment should be the final adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Center and secure
the steering wheel and turn off engine.
(2) Loosen the tie rod adjustment sleeve clamp
bolts/nuts.
NOTE: Each front wheel should be adjusted for
one-half of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
(3) Adjust the wheel toe position by turning the tie
rod adjustment sleeves as necessary.
STANDARD PROCEDURE - CASTER
CORRECTION MEASUREMENT
Fig. 3 Caster Camber Adjustment Location
1
2
3
4
- PIVOT BAR
- UPPER SUSPENSION ARM
- SUSPENSION ARM FRAME MOUNT
- ADJUSTMENT SLOTS
CASTER: Move the rear position of the pivot bar
in or out. This will change the caster angle significantly and camber angle only slightly. To retain camber move the forward pivot very slightly in the
opposite direction.
NOTE: For example, to increase a positive caster
angle, move the rear position of the pivot bar
NOTE: To determine the correct caster alignment
angle for Cab-Chassis vehicles the following procedure must be performed.
NOTE: 4x2 11000 GVW has a solid front axle and
uses a 4x4 frame.
(1) Take a height measurement to the center of the
front gauge hole in the frame. Take another measurement to the center of the rear spring hanger bolt
(Fig. 4). Take these measurements on both sides of
the vehicle.
(2) Subtract the front measurement from the rear
measurement and use the average between the right
and left side. Use this number (caster correlation
valve) with the Corrected Caster Chart to obtain the
preferred caster angle.
2-4
WHEEL ALIGNMENT
BR/BE
WHEEL ALIGNMENT (Continued)
Fig. 4 Chassis Measurement
1 - GAUGE HOLE
2 - HANGER BOLT
3 - HANGER BOLT
4 - GAUGE HOLE
WHEEL ALIGNMENT
BR/BE
2-5
WHEEL ALIGNMENT (Continued)
CORRECTED CASTER CHART-CAB CHASSIS
Caster
Correlation
Value
(inches)
4x2 8800
lb. GVW
134.7 in.
wheel
base
4x4 8800
lb. GVW
4x2 & 4x4
11000 lb.
GVW
134.7 &
138.7 in.
wheel
base
4x2 & 4x4
11000 lb.
GVW 162.7
in. wheel
base
Caster ± 1
deg.
Caster ± 1
deg.
Caster ± 1
deg.
25.00
4.27°
3.77°
3.81°
24.75
4.39°
3.89°
3.91°
24.50
4.51°
4.01°
4.01°
24.25
4.64°
4.14°
4.11°
24.00
4.76°
4.26°
4.21°
23.75
4.88°
4.38°
4.31°
23.50
5.00°
4.50°
4.41°
23.25
5.12°
4.62°
4.51°
23.00
5.25°
4.75°
4.61°
22.75
5.37°
4.87°
4.71°
22.50
5.49°
4.99°
4.81°
22.25
5.61°
5.11°
4.91°
22.00
5.74°
5.24°
5.01°
21.75
5.86°
5.36°
5.11°
21.50
5.98°
5.48°
5.21°
21.25
6.10°
5.60°
5.31°
21.00
6.23°
5.73°
5.41°
20.75
6.33°
5.83°
5.51°
20.50
6.47°
5.97°
5.61°
20.25
6.59°
6.09°
5.71°
0.00
6.71°
6.21°
5.81°
STANDARD PROCEDURE - ALIGNMENT
LINK/COIL SUSPENSION
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down several times. Always release the bumper in
the down position. Set the front end alignment to
specifications while the vehicle is in its NORMALLY LOADED CONDITION.
CAMBER: The wheel camber angle is preset and
is not adjustable.
CASTER: Check the caster of the front axle for
correct angle. Be sure the axle is not bent or twisted.
Road test the vehicle and make left and right turn.
Observe the steering wheel return-to-center position.
Low caster will cause poor steering wheel returnability.
Caster can be adjusted by rotating the cams on the
lower suspension arm (Fig. 5). (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE).
Fig. 5 Adjustment Cam
1
2
3
4
- ADJUSTMENT CAM
- AXLE BRACKET
- BRACKET REINFORCEMENT
- LOWER SUSPENSION ARM
TOE POSITION: The wheel toe position adjustment should be the final adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Center and Secure
the steering wheel and turn off engine.
(2) Loosen the adjustment sleeve clamp bolts.
(3) Adjust the right wheel toe position with the
drag link. Turn the sleeve until the right wheel is at
the correct TOE-IN position. Position clamp bolts to
their original position and tighten to specifications.
Make sure the toe setting does not change during clamp tightening.
(4) Adjust left wheel toe position with tie rod at
left knuckle. Turn the sleeve until the left wheel is at
the correct TOE-IN position. Position clamp bolts to
their original position and tighten to specifications.
Make sure the toe setting does not change during clamp tightening.
(5) Verify the right toe setting.
2-6
WHEEL ALIGNMENT
BR/BE
WHEEL ALIGNMENT (Continued)
SPECIFICATIONS
ALIGNMENT
NOTE: *4 x 2 11,000 GVW has a solid front axle with
link/coil suspension system.
DESCRIPTION
SPECIFICATION
GROSS VEHICLE
WEIGHT lbs.
WHEEL BASE
inches
PREFERRED
CASTER ± 1.00°
PREFERRED
CAMBER ± 0.50°
2
2
2
2
2
2
2
2
2
6,400
6,400
6,400
6,400
8,800
8,800
8,800
10,500
10,500
118.7
134.7
138.7
154.7
134.7
138.7
154.7
134.7
154.7
3.66°
3.89°
3.99°
4.17°
3.53°
3.59°
3.78°
3.33°
3.58°
0.50°
0.50°
0.50°
0.50°
0.50°
0.50°
0.50°
0.50°
0.50°
4x4
6,400
118.7
2.86°
4x4
6,400
134.7
3.04°
4x4
6,600
138.7
3.19°
4x4
6,600
154.7
3.37°
4x4
8,800
134.7
2.68°
4x4
8,800
138.7
2.74°
4x4
8,800
154.7
2.88°
4x4
10,500
134.7
2.48°
4x4
10,500
154.7
2.63°
4x2&4x4
4
4
4
4
4
4
4
4
4
x
x
x
x
x
x
x
x
x
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
0.50°
Non Adjustable
CAB-CHASSIS VEHICLES
4x2/4x4
8,800
134.7
*4 x 2 / 4 x 4
11,000
138.7
*4 x 2 / 4 x 4
11,000
162.7
0.50°
Non Adjustable
Caster Correction
Measurement
Preferred Total Toe-In 0.10° (± 0.10°)
Preferred Cross Caster 0° (± 0.5°)
Preferred Cross Camber 0° (± 0.5°)
Thrust Angle 0° (± 0.4°)
0.50°
Non Adjustable
0.50°
Non Adjustable
FRONT - 2WD
BR/BE
2-7
FRONT - 2WD
TABLE OF CONTENTS
page
page
FRONT - 2WD
DESCRIPTION
DESCRIPTION
........................7
DESCRIPTION
........................8
SPECIFICATIONS
TORQUE CHART
......................8
SPECIAL TOOLS
INDEPENDENT FRONT SUSPENSION . . . . . . 9
HUB / BEARING
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
KNUCKLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
LOWER BALL JOINT
DIAGNOSIS AND TESTING - LOWER BALL
JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
LOWER CONTROL ARM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
SHOCK
DIAGNOSIS AND TESTING - SHOCK . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
SPRING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
STABILIZER BAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
UPPER BALL JOINT
DIAGNOSIS AND TESTING - UPPER BALL
JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
UPPER CONTROL ARM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
FRONT - 2WD
DESCRIPTION
DESCRIPTION
The independent front suspension (IFS) is comprised of (Fig. 1) and (Fig. 2):
• Shock absorbers
• Coil springs
• Upper and lower suspension arms
• Stabilizer bar
• Steering Knuckles
• Jounce Bumpers
CAUTION: Components attached with a nut and cotter pin must be torqued to specification. Then if the
slot in the nut does not line up with the cotter pin
hole, tighten nut until it is aligned. Never loosen the
nut to align the cotter pin hole.
Fig. 1 Independent Front Suspension
1
2
3
4
5
6
-
KNUCKLE
SUSPENSION ARM
COIL SPRING
STABILIZER BAR
SUSPENSION ARM
LINK
2-8
FRONT - 2WD
BR/BE
FRONT - 2WD (Continued)
CAUTION: Suspension components with rubber/urethane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bushing wear may occur.
DESCRIPTION
Fig. 2 Independent Front Suspension
1 - SHOCK
2 - JOUNCE BUMPER
The upper suspension arm bolts on frame brackets
through the arm pivot shaft. The frame brackets
have slotted holes which allow the arms to be
adjusted for caster and camber. Pivot shaft bushings
are not replaceable.
The lower suspension arms bolt to the lower frame
brackets and pivot through bushings, these bushings
are not replaceable.
The suspension arms have lube for life riveted ball
studs.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Shock Absorber
Upper Nut
54
40
—
Shock Absorber
Lower Bolt
142
105
—
Lower Suspension Arm
Frame Nuts
169
125
—
Lower Suspension Arm
Ball Joint Nut
149
110
—
Upper Suspension Arm
Pivot Bar Nuts
169
125
—
Upper Suspension Arm
Ball Joint Nut
81
60
—
Stabilizer Bar
Clamp Bolt
54
40
—
Stabilizer Bar
Link Nuts
37
27
—
Hub Bearing
2500/3500 Nut
380
280
—
FRONT - 2WD
BR/BE
2-9
FRONT - 2WD (Continued)
SPECIAL TOOLS
INDEPENDENT FRONT SUSPENSION
Remover, Tie Rod End MB-990635
Fig. 3 Caliper Adapter Assembly
1 - HUB/BEARING
2 - SPINDLE
Puller Tie Rod C-3894-A
HUB / BEARING
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the caliper adapter bolts from the
steering knuckle and remove caliper adapter assembly (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS - REMOVAL).
NOTE: Do not allow brake hose to support caliper
adapter assembly.
(4) Remove the rotor from the hub/bearing wheel
studs.
(5) Remove the hub/bearing nut (Fig. 3) and slide
the hub/bearing off the spindle.On 3500 HD models
the hub spindle shaft must removed (Fig. 4).
CAUTION: The hub/bearing nut can not be re-used.
INSTALLATION
(1) On models with all-wheel antilock system
(ABS), check condition of tone wheel on hub/bearing.
If teeth on wheel are damaged, hub/bearing assembly
will have to be replaced (tone wheel is not serviced
separately).
(2) Slide the hub/bearing onto the spindle.On 3500
HD slide the spindle stub shaft into the hub/bearing
and tighten.
Fig. 4 SPINDLE STUB SHAFT
1 - Hub/Bearing
2 - Knuckle
3 - Spindle Stub Shaft
(3) Install the new hub/bearing nut and tighten
to:
• 2500/3500: 380 N·m (280 ft lbs.)
(4) Install the rotor onto hub/bearing wheel studs.
(5) Install the caliper adapter assembly (Refer to 5
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION), and tighten
adapter bolts to:
• 2500/3500: 285 N·m (210 ft lbs.)
(6) Install the wheel and tire assembly and lower
the vehicle, (Refer to 22 - TIRES/WHEELS/WHEELS
- STANDARD PROCEDURE).
(7) Apply brakes several times to seat brake shoes.
Be sure to obtain firm pedal before moving vehicle.
2 - 10
FRONT - 2WD
KNUCKLE
REMOVAL
BR/BE
NOTE: The dial Indicator plunger must be perpendicular to the machined surface of the steering
knuckle lower ball joint boss.
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the brake caliper and rotor, (Refer to 5
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(4) Remove the cotter pin and nut from the tie-rod
end. Remove the tie rod end from the knuckle with
Puller C-3894-A.
(5) Remove the cotter pins and nuts from the
upper and lower ball joints. Separate upper ball joint
from knuckle with remover MD-990635. Separate
lower ball joint with remover C-4150A and remove
knuckle.
LOWER CONTROL ARM
INSTALLATION
REMOVAL
(1) Position the knuckle on the ball joints and
install the ball joint nuts.
(2) Tighten the upper ball joint nut to 81 N·m (60
ft. lbs.) and install cotter pin.
(3) Tighten the lower ball joint nut to:
• 149 N·m (110 ft. lbs.) Install the cotter pin.
(4) Install the tie rod end on the steering knuckle
and tighten the nut to 108 N·m (80 ft. lbs.). Install
cotter pin.
(5) Install the brake rotor and caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(6) Install wheel and tire assembly (Refer to 22 TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(7) Remove support and lower vehicle.
LOWER BALL JOINT
DIAGNOSIS AND TESTING - LOWER BALL
JOINT
(1) Raise the front of the vehicle. Place safety floor
stands under both lower suspension arms as far outboard as possible. Lower the vehicle to allow the
stands to support some or all of the vehicle weight.
NOTE: The upper suspension arms must not be in
maximum rebound position.
(2) Remove the tire and wheel assembly.
(3) Mount a dial indicator solidly under the lower
suspension arm.
(4) Position indicator plunger against the bottom
of the steering knuckle lower ball joint boss.
(5) Position a pry bar over the top of the upper
suspension arm and under the pivot bar of the upper
suspension arm. Pry down on the upper suspension
arm and then zero the dial indicator.
(6) Reposition the pry bar under the upper suspension arm and on top of the frame rail. Pry up on the
upper suspension arm and record the dial indicator
reading.
(7) If the travel exceeds 0.8 mm (0.030 in.) replace
the suspension arm.
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Remove the brake caliper assembly and rotor,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - REMOVAL).
(4) Remove the cotter pin and nut from the tie rod.
Remove the tie rod end from the steering knuckle
with Puller C-3894-A.
(5) Remove the stabilizer bar link from lower suspension arm.
(6) Support the lower suspension arm outboard
end with jack. Place a jack under the arm in the
front of the shock mount.
(7) Remove the cotter pin and nut from the lower
ball joint. Separate the ball joint with Remover
C-4150A.
(8) Remove the lower shock bolt from the suspension arm.
(9) Lower the jack and suspension arm until
spring tension is relieved. Remove spring and rubber
isolator (Fig. 6).
(10) Remove bolts mounting suspension arm to
crossmember and remove arm.
INSTALLATION
(1) Position the suspension arm on the crossmember and install the bolts and nuts snug.
(2) Install the rubber isolator on top of the spring.
Position the spring into upper spring seat.
(3) Raise the lower suspension arm with a jack
and position the spring into the lower suspension
arm mount.
(4) Install the lower shock bolt and tighten to 142
N·m (105 ft. lbs.).
(5) Install the steering knuckle on the lower ball
joint. Install the lower ball joint nut and tighten to:
FRONT - 2WD
BR/BE
2 - 11
LOWER CONTROL ARM (Continued)
• 136 N·m (110 ft. lbs.) Install the lower ball joint
cotter pin.
(6) Install the stabilizer bar link on the lower suspension arm. Install the grommet, retainer and nut
and tighten to 37 N·m (27 ft. lbs.).
(7) Install the tie rod end on the steering knuckle
and tighten nut to 108 N·m (80 ft. lbs.). Install cotter
pin.
(8) Install the brake rotor and caliper assembly,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - INSTALLATION).
(9) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(10) Remove the support and lower the vehicle.
(11) Tighten the suspension arm crossmember
nuts to 169 N·m (125 ft. lbs.).
SHOCK
DIAGNOSIS AND TESTING - SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching components. These noises can usually be stopped by tightening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attaching components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermittent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjustable. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oilbase lubricants will deteriorate the bushing.
REMOVAL
(1) Raise and support vehicle.
(2) Remove shock upper nut and remove retainer
and grommet.
(3) Remove lower mounting bolt from suspension
arm and remove shock (Fig. 5).
INSTALLATION
(1) Extend shock fully, install retainer and grommet on top of shock absorber. Check grommets and
retainer for wear.
Fig. 5 Shock
1 - SHOCK
2 - JOUNCE BUMPER
(2) Guide shock up through upper suspension arm
bracket. Install top grommet, retainer and nut.
Tighten nut to 54 N·m (40 ft. lbs.).
(3) Align bottom end of shock into lower suspension arm and install mounting bolt. Tighten bolt to
142 N·m (105 ft. lbs.).
(4) Remove support and lower vehicle.
SPRING
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Remove the brake caliper assembly and rotor,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - REMOVAL).
(4) Remove the cotter pin and nut from the tie rod.
Remove the tie rod end from the steering knuckle
with Puller C-3894-A.
(5) Remove the stabilizer bar link from the lower
suspension arm.
(6) Support the lower suspension arm outboard
end with a jack. Place a jack under the arm in front
of the shock mount.
(7) Remove the cotter pin and nut from the lower
ball joint. Separate the ball joint with Remover
C-4150A.
(8) Remove the lower shock bolt from the suspension arm.
(9) Lower the jack and suspension arm until
spring tension is relieved. Remove spring and rubber
isolator (Fig. 6).
2 - 12
FRONT - 2WD
BR/BE
SPRING (Continued)
Fig. 6 Coil Spring
1 - COIL SPRING
2 - RUBBER ISOLATER
INSTALLATION
(1) Install the rubber isolator on top of the spring.
Position the spring into the upper spring seat.
(2) Raise the lower suspension arm with a jack
and position the spring into the lower suspension
arm mount.
(3) Install the lower shock bolt and tighten to 142
N·m (105 ft. lbs.).
(4) Install the steering knuckle on the lower ball
joint. Install the lower ball joint nut and tighten to:
• 136 N·m (110 ft. lbs.) Install the lower ball joint
cotter pin.
(5) Install the stabilizer bar link on the lower suspension arm. Install the grommet, retainer and nut
and tighten to 37 N·m (27 ft. lbs.).
(6) Install the tie rod end on the steering knuckle
and tighten nut to 108 N·m (80 ft. lbs.). Install cotter
pin.
(7) Install the brake rotor and caliper assembly,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - INSTALLATION).
(8) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(9) Remove the support and lower the vehicle.
STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the link nuts, retainers and grommets
from lower suspension arm and stabilizer bar (Fig.
7).
(3) Remove the stabilizer bar clamps from the
frame rails. Remove the stabilizer bar.
Fig. 7 STABILIZER BAR
1
2
3
4
-
STABILIZER BAR
GROMMET
GROMMET
LINK
INSTALLATION
(1) Position the stabilizer bar on the frame rail
and install the clamps and bolts. Ensure the bar is
centered with equal spacing on both sides. Tighten
the bolts to 54 N·m (40 ft. lbs.).
(2) Install links on stabilizer bar and lower suspension arm. Install grommets, retainers and nuts.
Tighten nuts to 37 N·m (27 ft. lbs.).
(3) Remove the supports and lower the vehicle.
UPPER BALL JOINT
DIAGNOSIS AND TESTING - UPPER BALL
JOINT
(1) Position a floor jack under the lower suspension arm. Raise the wheel and allow the tire to
lightly contact the floor (vehicle weight relieved from
the tire).
(2) Mount a dial indicator solidly on the upper suspension arm.
(3) Position the indicator plunger against the
upper ball stud boss of the steering knuckle.
(4) Grasp the top of the tire and apply force in and
out. Look for movement at the ball joint between the
upper suspension arm and steering knuckle.
(5) If lateral movement is greater than 0.8 mm
(0.030 in.), replace the suspension arm.
FRONT - 2WD
BR/BE
2 - 13
UPPER CONTROL ARM
REMOVAL
(1) Raise and support vehicle.
(2) Remove tire and wheel assembly.
(3) Support lower suspension arm at outboard end
with jack stand.
(4) Remove upper ball joint cotter pin and nut.
(5) Separate ball joint from knuckle with remover
MB-990635.
(6) Remove pivot bar bolts from upper suspension
arm bracket and remove arm from vehicle (Fig. 8).
INSTALLATION
(1) Position the upper suspension arm on the
bracket and install the pivot bar bolts. Tighten to
169 N·m (125 ft. lbs.).
(2) Install the ball joint in the knuckle. Install the
nut and tighten to 81 N·m (60 ft. lbs.) and replacement the cotter pin.
(3) Remove the jack from the lower suspension
arm.
(4) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(5) Remove the support and lower the vehicle.
Fig. 8 Upper Suspension Arm
1
2
3
4
- PIVOT BAR
- UPPER SUSPENSION ARM
- SUSPENSION ARM FRAME MOUNT
- ADJUSTMENT SLOTS
(6) Align the front suspension, (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
2 - 14
FRONT - 4WD
BR/BE
FRONT - 4WD
TABLE OF CONTENTS
page
FRONT - 4WD
DESCRIPTION
DESCRIPTION . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . .
SPECIAL TOOLS
LINK/COIL SUSPENSION
....
HUB / BEARING
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
KNUCKLE
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
UPPER CONTROL ARM
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
UPPER BALL JOINT
REMOVAL - DANA 44 & 60 . . . . .
INSTALLATION
INSTALLATION - DANA 44 AXLE
INSTALLATION - DANA 60 AXLE
LOWER CONTROL ARM
REMOVAL . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . 14
. . . . . . . . . . . 15
. . . . . . . . . . . 15
. . . . . . . . . . . 16
. . . . . . . . . . . 16
. . . . . . . . . . . 17
. . . . . . . . . . . 19
. . . . . . . . . . . 19
. . . . . . . . . . . 19
. . . . . . . . . . . 19
. . . . . . . . . . . 19
. . . . . . . . . . 20
. . . . . . . . . . 20
page
INSTALLATION . . . . . . . . . . . . . . . . . . . .
LOWER BALL JOINT
REMOVAL
REMOVAL - DANA 44 AXLE . . . . . . . . .
REMOVAL - DANA 60 AXLE . . . . . . . . .
INSTALLATION
INSTALLATION - DANA 44 AXLE . . . . .
INSTALLATION - DANA 60 AXLE . . . . .
SHOCK
DIAGNOSIS AND TESTING - SHOCK . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
SPRING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
STABILIZER BAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
TRACK BAR
DIAGNOSIS AND TESTING - TRACK BAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . 20
FRONT - 4WD
DESCRIPTION
DESCRIPTION
The link/coil suspension allows each wheel to adapt
to different road surfaces. The suspension is comprised of (Fig. 1) :
• Shock absorbers
• Coil springs
• Upper and lower suspension arms
• Stabilizer bar
• Track bar
• Steering Knuckles
• Jounce Bumper
Fig. 1 Link/Coil Suspension
1
2
3
4
5
6
-
STABILIZER BAR
SHOCK ABSORBER
COIL SPRING
UPPER SUSPENSION ARM
LOWER SUSPENSION ARM
TRACK BAR
. . . . . 20
. . . . . 21
. . . . . 21
. . . . . 21
. . . . . 22
. . . . . 22
. . . . . 22
. . . . . 22
. . . . . 23
. . . . . 23
. . . . . 23
. . . . . 23
. . . . 24
. . . . . 24
. . . . . 24
FRONT - 4WD
BR/BE
2 - 15
FRONT - 4WD (Continued)
CAUTION: Components attached with a nut and cotter pin must be torqued to specification. Then if the
slot in the nut does not line up with the cotter pin
hole, tighten nut until it is aligned. Never loosen the
nut to align the cotter pin hole.
CAUTION: Suspension components with rubber
bushings (except stabilizer bar) should be tightened
with the vehicle at normal height. It is important to
have the springs supporting the weight of the vehicle when the fasteners are torqued. If springs are
not at their normal ride position, vehicle ride comfort could be affected and premature bushing wear
may occur.
DESCRIPTION
The upper and lower suspension arms use bushings to isolate road noise. The suspension arms are
bolted to the frame and axle through the rubber
bushings. The lower suspension arm uses cam bolts
at the axle to allow for caster and pinion angle
adjustment.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Shock Absorber
Upper Nut
47
35
—
Shock Absorber
Lower Bolt
135
100
—
Shock Absorber
Bracket
75
55
—
Suspension Arm Lower
Axle Nut
190
140
—
Suspension Arm Lower
Frame Nut
190
140
—
Suspension Arm Upper
Axle Nut
163
120
—
Suspension Arm Upper
Frame Nut
163
120
—
Stabilizer Bar
Clamp Bolt
54
40
—
Stabilizer Bar
Link Upper Nut
37
27
—
Stabilizer Bar
Link Lower Nut
47
35
—
Track Bar
Ball Stud Nut
95
70
—
Track Bar
Axle Bracket Bolt
176
130
—
Hub/Bearing
Nut
245
180
—
Hub/Bearing
Bolts
166
122
—
2 - 16
FRONT - 4WD
BR/BE
FRONT - 4WD (Continued)
SPECIAL TOOLS
LINK/COIL SUSPENSION
(4) Remove the brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(5) Remove the cotter pin and the hub nut from
the axle shaft (Fig. 3).
Puller C-3894–A
Fig. 3 Hub Nut Cotter Pin
1 - HUB NUT
2 - COTTER PIN
Remover, Wheel Stud C-4150A
HUB / BEARING
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the hub extension mounting nuts and
remove the extension from the rotor if equipped (Fig.
2).
(6) Disconnect the ABS wheel speed sensor wire
from under the hood. Remove the sensor wire from
the frame and steering knuckle if equipped.
(7) Back off the hub/bearing mounting bolts 1/4
inch each (Fig. 4). Then tap the bolts with a hammer
to loosen the hub/bearing from the steering knuckle.
(8) Remove the hub/bearing mounting bolts and
remove the hub/bearing.
Fig. 4 Hub/Bearing Mounting Bolts
Fig. 2 Hub Extension
1 - HUB EXTENSION
2 - HUB
1 - SOCKET AND EXTENSION
2 - ROTOR AND HUB
3 - STEERING KNUCKLE
FRONT - 4WD
BR/BE
2 - 17
HUB / BEARING (Continued)
(9) Remove the rotor assembly (Fig. 5), brake
shield and spacer from the steering knuckle.
Fig. 7 Wheel Speed Sensor
Fig. 5 Rotor Hub/Bearing Assembly
1 - ROTOR AND HUB
2 - UNIT BEARING ASSEMBLY
3 - SEAL
(10) Press out the wheel studs/hub extension studs
and separate the rotor from the hub (Fig. 6).
1 - HUB BEARING
2 - WHEEL SPEED SENSOR
INSTALLATION
(1) Install the wheel speed sensor in the hub bearing if equipped.
(2) Position the rotor on the hub/bearing.
(3) Press the wheel studs/hub extension studs
through the back side of the rotor and through the
hub bearing flange (Fig. 8).
Fig. 6 Rotor And Hub/Bearing
1 - HUB BEARING
2 - ROTOR
(11) Remove the wheel speed sensor (Fig. 7) from
the hub bearing if equipped.
Fig. 8 Rotor, Hub/Bearing And Stud
1 - HUB BEARING
2 - ROTOR
3 - STUD
2 - 18
FRONT - 4WD
BR/BE
HUB / BEARING (Continued)
(4) Apply a liberal quantity of anti-seize compound
to the splines of the front drive shaft.
(5) Insert the two rearmost, top and bottom rotor
hub bolts in the steering knuckle. Insert the bolts
through the back side of the knuckle so they extend
out the front face as shown.
(6) Position the hub spacer (Fig. 9) and brake
shield (Fig. 10) on bolts just installed in knuckle.
NOTE: If the vehicle is equipped with a wheel speed
sensor the brake shield must be positioned on the
hub bearing (Fig. 11).
Fig. 10 Brake Shield
1 - BRAKE SHIELD
2 - HUB BEARING BOLTS
3 - STEERING KNUCKLE
Fig. 9 Hub Spacer
1 - ROTOR HUB BOLTS
2 - HUB SPACER (POSITION FLAT TO REAR)
3 - APPLY ANTI-SEIZE COMPOUND TO SPLINES
(7) Align the rotor hub with the drive shaft and
start the shaft into the rotor hub splines.
NOTE: Position wheel speed sensor wire at the top
of the knuckle if equipped.
(8) Align the bolt holes in the hub bearing flange
with the bolts installed in the knuckle. Then thread
the bolts into the bearing flange far enough to hold
the assembly in place.
(9) Install the remaining bolts. Tighten the hub/
bearing bolts to 166 N·m (122 ft. labs.
(10) Install the washer and hub nut and tighten to
245 N·m (180 ft. lbs.).
(11) Install a new cotter pin in the hub nut.
Tighten the nut as needed to align the cotter pin hole
in the shaft with the opening in nut.
(12) Install the brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(13) Install the sensor wire to the steering knuckle
and frame and if equipped. Connect the wheel speed
sensor wire under the hood.
Fig. 11 Brake Shield With Wheel Speed Sensor
1 - WHEEL SPEED SENSOR
2 - HUB BEARING
3 - SHIELD
(14) Install the wheel and tire assemblies, (Refer
to 22 - TIRES/WHEELS/WHEELS - STANDARD
PROCEDURE).
(15) Remove the support and lower the vehicle.
(16) Apply the brakes several times to seat the
brake shoes and caliper piston. Do not move the vehicle until a firm brake pedal is obtained.
FRONT - 4WD
BR/BE
2 - 19
KNUCKLE
REMOVAL
(1) Remove hub bearing and axle shaft.
(2) Remove tie-rod or drag link end from the steering knuckle arm.
(3) Remove the ABS sensor wire and bracket from
knuckle. Refer to Brakes, for proper procedures.
(4) Remove the cotter pin from the upper ball stud
nut. Remove the upper and lower ball stud nuts.
(5) Strike the steering knuckle with a brass hammer to loosen.
(6) Remove knuckle from axle tube yokes.
INSTALLATION
(1) Position the steering knuckle on the ball studs.
(2) Install and tighten lower ball stud nut to 47
N·m (35 ft. lbs.) torque. Do not install cotter pin at
this time.
(3) Install and tighten upper ball stud nut to 94
N·m (70 ft. lbs.) torque. Advance nut to next slot to
line up hole and install new cotter pin.
(4) Retorque lower ball stud nut to 190–217 N·m
(140–160 ft. lbs.) torque. Advance nut to next slot to
line up hole and install new cotter pin.
(5) Install the hub bearing and axle shaft.
(6) Install tie-rod or drag link end onto the steering knuckle arm.
(7) Install the ABS sensor wire and bracket to the
knuckle. Refer to Brakes, for proper procedure.
Fig. 12 Upper and Lower Suspension Arm
1
2
3
4
5
6
-
STABILIZER BAR
SHOCK ABSORBER
COIL SPRING
UPPER SUSPENSION ARM
LOWER SUSPENSION ARM
TRACK BAR
UPPER BALL JOINT
REMOVAL - DANA 44 & 60
(1) Position tools as shown to remove upper ball
stud (Fig. 13).
UPPER CONTROL ARM
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 12).
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail.
(2) Install the bolts and finger tighten the nuts.
(3) Remove the supports and lower the vehicle.
(4) Tighten nut at the axle bracket to 163 N·m
(120 ft. lbs.). Tighten nut at frame bracket to 163
N·m (120 ft. lbs.).
Fig. 13 UPPER BALL JOINT REMOVAL
1
2
3
4
-
SPECIAL TOOL C4212-F
SPECIAL TOOL 6761
KNUCKLE
SPECIAL TOOL 8445-3
2 - 20
FRONT - 4WD
BR/BE
UPPER BALL JOINT (Continued)
INSTALLATION
LOWER CONTROL ARM
INSTALLATION - DANA 44 AXLE
REMOVAL
(1) Position tools as shown to install upper ball
stud (Fig. 14).
(1) Raise and support the vehicle.
(2) Paint or scribe alignment marks on the cam
adjusters and suspension arm for installation reference (Fig. 16).
Fig. 14 UPPER BALL JOINT INSTALLATION
1
2
3
4
5
-
SPECIAL TOOL C-4212-F
SPECIAL TOOL 6758
BALL JOINT
SPECIAL TOOL 6289-C
KNUCKLE
INSTALLATION - DANA 60 AXLE
(1) Position tools as shown to install upper ball
stud (Fig. 15).
Fig. 16 Cam Adjuster
1
2
3
4
- ADJUSTMENT CAM
- AXLE BRACKET
- BRACKET REINFORCEMENT
- LOWER SUSPENSION ARM
(3) Remove the lower suspension arm nut, cam
and cam bolt from the axle.
(4) Remove the nut and bolt from the frame rail
bracket and remove the lower suspension arm (Fig.
12).
INSTALLATION
Fig. 15 UPPER BALL JOINT INSTALLATION
1
2
3
4
-
SPECIAL TOOL C4212-F
SPECIAL TOOL 8445-2
BALL JOINT
KNUCKLE
(1) Position the lower suspension arm at the axle
bracket and frame rail bracket.
(2) Install the rear bolt and finger tighten the nut.
(3) Install the cam bolt, cam and nut in the axle
and align the reference marks.
(4) Remove support and lower the vehicle.
(5) Tighten cam nut at the axle bracket to 190
N·m (140 ft. lbs.). Tighten rear nut at the frame
bracket to 190 N·m (140 ft. lbs.).
FRONT - 4WD
BR/BE
2 - 21
LOWER BALL JOINT
REMOVAL
REMOVAL - DANA 44 AXLE
(1) Position tools as shown to remove lower ball
stud (Fig. 17).
Fig. 19 LOWER BALL JOINT REMOVAL
1 - SPECIAL TOOL C4212-F
2 - SPECIAL TOOL 8445-3
3 - SPECIAL TOOL 8445-1
INSTALLATION
INSTALLATION - DANA 44 AXLE
Fig. 17 LOWER BALL JOINT REMOVAL
1 - SPECIAL TOOL C4212-F
2 - SPECIAL TOOL 8445-3
3 - SPECIAL TOOL 8445-1
(1) Position tools as shown to install lower ball
stud (Fig. 20).
REMOVAL - DANA 60 AXLE
(1) Remove lower snap ring from the lower ball
joint (Fig. 18).
Fig. 20 LOWER BALL JOINT INSTALL
1
2
3
4
Fig. 18 LOWER SNAP RING
(2) Position tools as shown to remove lower ball
stud (Fig. 19).
-
SPECIAL TOOL C4212-F
KNUCKLE
BALL JOINT
SPECIAL TOOL 6758
2 - 22
FRONT - 4WD
BR/BE
LOWER BALL JOINT (Continued)
INSTALLATION - DANA 60 AXLE
REMOVAL
(1) Position tools as shown to install lower ball
stud (Fig. 21).
(1) Remove the nut, retainer and grommet from
the upper stud in the engine compartment.
(2) Remove three nuts from the upper shock
bracket (Fig. 22).
Fig. 21 LOWER BALL JOINT INSTALL
1
2
3
4
-
SPECIAL TOOL C4212-F
KNUCKLE
BALL JOINT
SPECIAL TOOL 8445-2
SHOCK
DIAGNOSIS AND TESTING - SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching components. These noises can usually be stopped by tightening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attaching components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermittent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjustable. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oilbase lubricants will deteriorate the bushing.
Fig. 22 Shock Absorber and Bracket
1
2
3
4
5
6
-
GROMMET
RETAINER
BRACKET
RETAINER
SHOCK
GROMMET
(3) Remove the lower bolt from the axle bracket
(Fig. 23). Remove the shock absorber from engine
compartment.
INSTALLATION
(1) Position the lower retainer and grommet on the
upper stud. Insert the shock absorber through the
spring from engine compartment.
(2) Install the lower bolt and tighten to 135 N·m
(100 ft. lbs.).
(3) Install the upper shock bracket and three nuts.
Tighten nuts to 75 N·m (55 ft. lbs.).
(4) Install upper grommet and retainer. Install
upper shock nut and tighten to 47 N·m (35 ft. lbs).
FRONT - 4WD
BR/BE
2 - 23
SHOCK (Continued)
(6) Install drag link to pitman arm and tighten
nut to specifications. Install new cotter pin.
(7) Remove the supports and lower the vehicle.
(8) Tighten the following suspension components
to specifications:
• Link to stabilizer bar nut.
• Lower shock bolt.
• Track bar bolt at axle shaft tube bracket.
• Upper suspension arm nut at axle bracket.
• Upper suspension nut at frame bracket.
• Align lower suspension arm reference marks and
tighten cam nut.
• Lower suspension nut at frame bracket.
STABILIZER BAR
REMOVAL
Fig. 23 Shock Absorber Axle Mount
1
2
3
4
-
SHOCK
SPRING
FLAG NUT
SHOCK BOLT
SPRING
REMOVAL
(1) Raise and support the vehicle.
(2) Hold the stabilizer link shafts with a wrench
and remove the link nuts at the stabilizer bar.
(3) Remove the retainers and grommets from the
stabilizer bar links.
(4) Remove the stabilizer bar link nuts from the
axle brackets.
(5) Remove the links from the axle brackets with
Puller C-3894-A (Fig. 24).
(6) Remove the stabilizer bar clamps from the
frame rails and remove the stabilizer bar.
(1) Raise and support the vehicle. Position a
hydraulic jack under the axle to support it.
(2) Paint or scribe alignment marks on lower suspension arm cam adjusters and axle bracket for
installation reference.
(3) Remove the upper suspension arm and loosen
lower suspension arm bolts.
(4) Mark and disconnect the front propeller shaft
from the axle 4x4 models.
(5) Disconnect the track bar from the frame rail
bracket.
(6) Disconnect the drag link from pitman arm.
(7) Disconnect the stabilizer bar link and shock
absorber from the axle.
(8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring.
INSTALLATION
(1) Position the coil spring on the axle pad.
(2) Raise the axle into position until the spring
seats in the upper mount.
(3) Connect the stabilizer bar links and shock
absorbers to the axle bracket. Connect the track bar
to the frame rail bracket.
(4) Install the upper suspension arm.
(5) Install the front propeller shaft to the axle 4x4
model.
Fig. 24 Stabilizer Link
1 - PULLER
2 - LINK
INSTALLATION
(1) Position the stabilizer bar on the frame rail
and install the clamps and bolts. Ensure the bar is
centered with equal spacing on both sides.
(2) Tighten the clamp bolts to 54 N·m (40 ft. lbs.).
(3) Install links to the axle bracket and tighten
nut to 47 N·m (35 ft. lbs.).
2 - 24
FRONT - 4WD
BR/BE
STABILIZER BAR (Continued)
(4) Install links, retainers, grommets and nuts to
the stabilizer bar. Hold the link shaft with a wrench
and tighten the nuts to 37 N·m (27 ft. lbs.).
(5) Remove the supports and lower the vehicle.
TRACK BAR
DIAGNOSIS AND TESTING - TRACK BAR
(1) Turn the front wheel 90° to the left of center.
(2) Mount a dial indicator to the left frame rail in
front of the track bar ball joint (Fig. 25).
(3) Position the dial indicator plunger on the ball
joint end cap next to the grease fitting and zero the
indicator.
NOTE: Dial indicator plunger must be perpendicular
to the ball joint end cap.
(4) Turn the front wheel 180° to the right and
record the dial indicator reading. Repeat this step
three times and record all readings.
(5) If any of the readings exceed 2.03 mm (0.080
in) replace the track bar.
Fig. 26 Track Bar
1
2
3
4
- AXLE BRACKET
- FRAME BRACKET
- TRACK BAR
- FLAG NUT
Fig. 27 Track Bar Puller
1 - TRACK BAR
2 - PULLER
Fig. 25 Dial Indicator Location
1 - TRACK BAR BALL JOINT
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the cotter pin and nut from the ball
stud end at the frame rail bracket (Fig. 26).
(3) Remove ball stud from bracket with Puller
C-4150A (Fig. 27).
(4) Remove the bolt and flag nut from the axle
bracket and remove the track bar (Fig. 26).
INSTALLATION
(1) Install the track bar at axle bracket. Loosely
install the retaining bolt and flag nut.
(2) Pry the axle assembly over to install the track
bar at the frame rail bracket.
(3) Install the retaining nut on the stud. Tighten
the ball stud nut to 95 N·m (70 ft. lbs.). Install a new
cotter pin.
(4) Remove the supports and lower the vehicle.
(5) Tighten the bolt at the axle bracket to 176 N·m
(130 ft. lbs.).
REAR
BR/BE
2 - 25
REAR
TABLE OF CONTENTS
page
REAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SPRING AND
SHOCK . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
SUSPENSION-REAR . . . . . . . . . . . . . .
BUSHINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 25
. . . . . 25
. . . . . 26
. . . . . 27
. . . . . 27
REAR
DESCRIPTION
The rear suspension is comprised of:
• Shock Absorbers
• Jounce Bumpers
• Stabilizer Bar (optional)
• Leaf Springs
• Drive Axle
CAUTION: A vehicle should always be loaded so
the vehicle weight center-line is located immediately forward of the rear axle. Correct vehicle loading provides proper front tire-to-road contact. This
results in maximum vehicle handling stability and
safety. Incorrect vehicle weight distribution can
cause excessive tire tread wear, spring fatigue or
failure, and erratic steering.
CAUTION: Suspension components with rubber/urethane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bushing wear may occur.
page
INSTALLATION
SHOCK
REMOVAL . . . .
INSTALLATION
SPRING
REMOVAL . . . .
INSTALLATION
STABILIZER BAR
REMOVAL . . . .
INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . . . . . . 28
. . . . . . . . . . . . . . . . . . . . . . . . . 29
. . . . . . . . . . . . . . . . . . . . . . . . . 29
DIAGNOSIS AND TESTING - SPRING AND
SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching components. These noises can usually be stopped by tightening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attaching components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermittent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjustable. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The spring eye and shock absorber bushings do not
require any type of lubrication. Do not attempt to
stop spring bushing noise by lubricating them.
Grease and mineral oil-base lubricants will deteriorate the bushing rubber.
If the vehicle is used for severe, off-road operation,
the springs should be examined periodically. Check
for broken and shifted leafs, loose and missing clips,
and broken center bolts. Refer to Spring and Shock
Absorber Diagnosis chart for additional information.
2 - 26
REAR
BR/BE
REAR (Continued)
SPRING AND SHOCK ABSORBER
CONDITION
SPRING SAGS
SPRING NOISE
SHOCK NOISE
POSSIBLE CAUSES
CORRECTION
1. Broken leaf.
1. Replace spring.
2. Spring fatigue.
2. Replace spring.
1. Loose spring clamp bolts.
1. Tighten to specification.
2. Worn bushings.
2. Replace bushings.
3. Worn or missing spring tip inserts.
3. Replace spring tip inserts.
1. Loose mounting fastener.
1. Tighten to specification.
2. Worn bushings.
2. Replace shock.
3. Leaking shock.
3. Replace shock.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Shock Absorber
Lower Nut
136
100
—
Shock Absorber
Upper Nut
136
100
—
Spring Clamp Nuts
6,010-10,500 GVW
149
110
—
Spring Clamp Nuts
11,000 GVW Cab-Chassis
163
120
—
Spring Front and Rear
Eye and Shackle
Bolt/Nut 6,010-6,400 GVW
163
120
—
Spring Front and Rear
Eye and Shackle
Bolt/Nut 8,800-11,000
GVW
176
130
—
Stabilizer Bar
Retainer Nuts
54
40
—
Stabilizer Bar
Link Ball Stud Nut
68
50
—
Stabilizer Bar
Link Upper Nut
68
50
—
Stabilizer Bar
Frame Bracket Nuts
54
40
—
Jounce Bumper
Bolts
61
45
—
REAR
BR/BE
2 - 27
REAR (Continued)
SPECIAL TOOLS
SUSPENSION-REAR
Puller C-3894-A
BUSHINGS
REMOVAL
(1) Remove the spring from the vehicle.
(2) Position the spring eye in a press.
(3) Press the bushing out with an appropriate size
driver.
Fig. 1 Shock Absorber
1 - FLAG NUT
2 - AXLE
3 - SHOCK
INSTALLATION
(1) Press new bushing into the spring eye with an
appropriate size driver. The bushing should be centered in the spring eye.
(2) Install the spring on the vehicle.
SHOCK
REMOVAL
(1) Raise vehicle and support axle.
(2) Remove the bolt and flag nut from the frame
crossmember bracket (Fig. 1).
(3) Remove the bolt and nut from the axle bracket.
(4) Remove the rear shock absorber from the vehicle.
INSTALLATION
(1) Position the shock absorber in the brackets.
(2) Install the bolts through the brackets and the
shock. Install the flag nut on the top bolt and nut on
lower bolt.
(3) Tighten the upper and lower bolt/nuts Tighten
to 136 N.m (100 ft. lbs.)
(4) Remove the support and lower the vehicle.
SPRING
REMOVAL
(1) Raise the vehicle and support the axle to
remove all weight from the springs.
(2) Remove the nuts and spring clamp bolts that
attach the spring to the axle (Fig. 2) and (Fig. 3)and
(Fig. 4).
(3) Remove the nuts and bolts from the spring
front and rear shackle eyes. Note: To remove front
eye bolt on left side spring fuel tank must be
removed, (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/FUEL TANK - REMOVAL).
(4) Remove the spring from the vehicle.
(5) Remove the shackle from the spring.
2 - 28
REAR
BR/BE
SPRING (Continued)
Fig. 2 Rear Spring - 4x2
1
2
3
4
5
-
SPRING CLAMP BOLTS
SPRING SEAT
SPRING
SHACKLE
SPRING PLATE
Fig. 3 Rear Spring - 4x4
1
2
3
4
5
6
-
SPRING CLAMP BOLT
SPRING SEAT
SPRING
SHACKLE
SPRING PLATE
SPACER
INSTALLATION
(1) Install shackle on rear spring eye and install
bolt and nut.
Fig. 4 Rear Spring - Cab-Chassis 11000 GVW
1
2
3
4
5
6
7
- SPRING CLAMP BOLT
- SPRING SEAT
- AUXILIARY SPRING
- SPRING
- SHACKLE
- SPRING PLATE
- SPACER
(2) Position spring on axle shaft tube so spring
center bolt is inserted into the locating hole in the
axle tube spring pad or spacer.
(3) Align spring front eye with bolt hole in the
front bracket. Install the eye pivot bolt and nut.
(4) Align shackle eye with bolt hole in rear
bracket. Install bolt and nut.
(5) Tighten the spring front and rear eye pivot bolt
snug do not torque.
(6) Install spring clamp bolts and the retaining
nuts.
(7) Align the auxiliary spring with the primary
spring if equipped. Tighten the nuts until they force
the plate flush against the axle tube.
(8) Remove the supports and lower the vehicle so
that the weight is being supported by the tires.
(9) Tighten the spring clamp retaining nuts to
specifications
(10) Tighten spring front and rear eye pivot bolt
nuts and shackle eye to specifications.
REAR
BR/BE
2 - 29
STABILIZER BAR
REMOVAL
(1) Raise and support vehicle.
(2) Remove nuts from the links at the stabilizer
bar and separate the links with Puller C-3894-A (Fig.
5).
(3) Remove stabilizer bar retainer nuts and retainers (Fig. 6).
(4) Remove stabilizer bar and replace worn,
cracked or distorted bushings.
(5) Remove links upper mounting nuts and bolts
and remove links.
Fig. 6 Stabilizer Bar Mounting Bolts And
1 - STABILIZER BAR
2 - RETAINERS
INSTALLATION
Fig. 5 Stabilizer Link
1 - LINK
2 - PULLER
(1) Install link into frame brackets and install
mounting nuts and bolts.
(2) Install the stabilizer bar and center it with
equal spacing on both sides. Install stabilizer bar
retainers and tighten nuts to 54 N·m (40 ft. lbs.).
(3) Install stabilizer link ball studs into the bar
and tighten nuts to 68 N·m (50 ft. lbs.).
(4) Remove support and lower vehicle.
(5) Tighten upper link mounting nuts to 68 N·m
(50 ft. lbs.).
DIFFERENTIAL & DRIVELINE
BR/BE
3-1
DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page
PROPELLER SHAFT
......................1
FRONT AXLE - 248FBI . . . . . . . . . . . . . . . . . . . . 14
REAR AXLE - 248RBI . . . . . . . . . . . . . . . . . . . . . 46
page
REAR AXLE - 267RBI
REAR AXLE - 286RBI
. . . . . . . . . . . . . . . . . . . . . 78
. . . . . . . . . . . . . . . . . . . . 107
PROPELLER SHAFT
TABLE OF CONTENTS
page
PROPELLER SHAFT
DIAGNOSIS AND TESTING - PROPELLER
SHAFT . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURES . . . . . . . . . .
SPECIFICATIONS
PROPELLER SHAFT . . . . . . . . . . . . . .
SPECIAL TOOLS
PROPELLER SHAFT . . . . . . . . . . . . . .
PROPELLER SHAFT - FRONT
REMOVAL
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . .
PROPELLER SHAFT - REAR
REMOVAL
.......................
......1
......3
......6
......6
......6
......7
page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
CENTER BEARING
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ADJUSTMENTS
ADJUSTMENT - CENTER BEARING . . . . . . . . 8
SINGLE CARDAN UNIVERSAL JOINTS
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DOUBLE CARDAN UNIVERSAL JOINTS
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 10
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
......7
PROPELLER SHAFT
DIAGNOSIS AND TESTING - PROPELLER
SHAFT
VIBRATION
Tires that are out-of-round or wheels that are
unbalanced will cause a low frequency vibration.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
Brake drums that are unbalanced will cause a
harsh, low frequency vibration. (Refer to 5 - BRAKES
- DIAGNOSIS AND TESTING)
Driveline vibration can also result from loose or
damaged engine mounts.
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a propeller shaft being unbalanced. Defective universal
joints or an incorrect propeller shaft angle, are usually the cause of such a vibration.
3-2
PROPELLER SHAFT
BR/BE
PROPELLER SHAFT (Continued)
DRIVELINE VIBRATION
Drive Condition
Propeller Shaft Noise
Universal Joint Noise
Possible Cause
Correction
1) Undercoating or other foreign
material on shaft.
1) Clean exterior of shaft and wash
with solvent.
2) Loose U-joint clamp screws.
2) Install new clamps and screws
and tighten to proper torque.
3) Loose or bent U-joint yoke or
excessive runout.
3) Install new yoke.
4) Incorrect driveline angularity.
4) Measure and correct driveline
angles.
5) Rear spring center bolt not in
seat.
5) Loosen spring u-bolts and seat
center bolt.
6) Worn U-joint bearings.
6) Install new U-joint.
7) Propeller shaft damaged or out
of balance.
7) Installl new propeller shaft.
8) Broken rear spring.
8) Install new rear spring.
9) Excessive runout or unbalanced
condition.
9) Re-index propeller shaft, test,
and evaluate.
10) Excessive drive pinion gear
shaft runout.
10) Re-index propeller shaft and
evaluate.
11) Excessive axle yoke deflection.
11) Inspect and replace yoke if
necessary.
12) Excessive transfer case runout.
12) Inspect and repair as necessary.
1) Loose U-joint clamp screws.
1) Install new clamps and screws
and tighten to proper torque.
2) Lack of lubrication.
2) Replace as U-joints as
necessary.
BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180° relative to the yoke may eliminate some
vibrations.
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propeller shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds and bent areas. If the propeller shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, properly installed and correctly aligned
with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90° apart.
(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 1).
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If there is no difference in vibration at the
other positions, the source of the vibration may not
be propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 2) and repeat the test.
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/2 inch above and
below the mark). Repeat the vibration test (Fig. 3).
(14) Increase distance between the clamp screws
and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
so the screws will not loosen.
PROPELLER SHAFT
BR/BE
3-3
PROPELLER SHAFT (Continued)
(15) If the vibration remains unacceptable, apply
the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
RUNOUT
Fig. 1 Clamp Screw At Position 1
1 - CLAMP
2 - SCREWDRIVER
Fig. 2 Two Clamp Screws At The Same Position
(1) Remove dirt, rust, paint and undercoating from
the propeller shaft surface where the dial indicator
will contact the shaft.
(2) The dial indicator must be installed perpendicular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If propeller shaft runout is out of specification,
remove the propeller shaft, index the shaft 180° and
re-install the propeller shaft. Measure shaft runout
again.
(6) If propeller shaft runout is now within specifications, mark the shaft and yokes for proper orientation.
(7) If the propeller shaft runout is not within specifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RUNOUT SPECIFICATIONS
Front of Shaft
0.020 in. (0.50 mm)
Center of Shaft
0.025 in. (0.63 mm)
Rear of Shaft
0.020 in. (0.50 mm)
note:
Measure front/rear runout approximately 3 inches (76
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURES
To accurately check driveline alignment, raise and
support the vehicle at the axles as level as possible.
Allow the wheels and propeller shaft to turn.
(1) Remove any external bearing snap rings, if
equipped from universal joint so protractor base sits
flat.
(2) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
Fig. 3 Clamp Screws Separated
1 - ½ INCH
NOTE: Always make measurements from front to
rear and from the same side of the vehicle.
3-4
PROPELLER SHAFT
BR/BE
PROPELLER SHAFT (Continued)
(3) Place Inclinometer 7663 on yoke bearing (A)
parallel to the shaft (Fig. 4). Center bubble in sight
glass and record measurement.
This measurement will give you the transmission or Output Yoke Angle (A).
Fig. 5 Propeller Shaft Angle Measurement (C)
1 - SHAFT YOKE BEARING CAP
2 - INCLINOMETER
Fig. 4 Front (Output) Angle Measurement (A)
1 - SLIP YOKE BEARING CAP
2 - INCLINOMETER
(4) Rotate propeller shaft 90 degrees and place
Inclinometer on yoke bearing parallel to the shaft
(Fig. 5). Center bubble in sight glass and record measurement. This measurement can also be taken at
the rear end of the shaft.
This measurement will give you the Propeller
Shaft Angle (C).
(5) Subtract smaller figure from larger (C minus
A) to obtain Transmission Output Operating Angle.
(6) Rotate propeller shaft 90 degrees and place
Inclinometer on pinion yoke bearing parallel to the
shaft (Fig. 6). Center bubble in sight glass and record
measurement.
This measurement will give you the pinion
shaft or Input Yoke Angle (B).
(7) Subtract smaller figure from larger (C minus
B) to obtain axle Input Operating Angle.
Refer to rules given below and the example in (Fig.
7) for additional information.
• Good cancellation of U-joint operating angles
(within 1°).
• Operating angles less than 3°.
• At least 1/2 of one degree continuous operating
(propeller shaft) angle.
Fig. 6 Rear (Input) Angle Measurement (B)
1 - PINION YOKE BEARING CAP
2 - INCLINOMETER
TWO-PIECE PROPELLER SHAFT
The procedure to measure the propeller shaft
angles involved with a two-piece (Fig. 8) propeller
shaft is the same as those for a one-piece propeller
shaft.
PROPELLER SHAFT
BR/BE
PROPELLER SHAFT (Continued)
Fig. 7 Universal Joint Angle Example
1 - 4.9° Angle (C)
2 - 3.2° Angle (B)
3 - Input Yoke
4 - 3.0° Angle (A)
5 - Output Yoke
Fig. 8 Universal Joint Angle Two-Piece Shaft
1 - YOKES MUST BE IN SAME PLANE
3-5
3-6
PROPELLER SHAFT
BR/BE
PROPELLER SHAFT (Continued)
SPECIFICATIONS
PROPELLER SHAFT
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Center Bearing Bolts
68
50
-
Front Shaft Flange Yoke
88
65
-
Front Shaft Axle Yoke
19
14
-
Rear Shaft Axle Yoke
29
22
-
SPECIAL TOOLS
PROPELLER SHAFT
(2) Raise and support vehicle and remove skid
plate, if equipped.
(3) Mark a line across the companion flange at the
transfer case and propeller shaft flange yoke for
installation reference.
(4) Mark a line across the propeller shaft yoke and
the pinion shaft yoke for installation reference.
(5) Remove the universal joint strap bolts at the
pinion shaft yoke (Fig. 9).
(6) Remove the bolts holding the propeller shaft to
the transfer case companion flange.
(7) Remove the propeller shaft.
Inclinometer - 7663
Bearing Splitter - 1130
Installer, Bearing - 6052
PROPELLER SHAFT - FRONT
REMOVAL
(1) Shift the transmission and transfer case to
their neutral positions.
Fig. 9 Front Propeller Shaft
1
2
3
4
5
6
- TRANSFER CASE
- FRONT AXLE
- AXLE YOKE
- SLIP YOKE BOOT
- STRAP
- FLANGE YOKE/COMPANION FLANGE
PROPELLER SHAFT
BR/BE
PROPELLER SHAFT - FRONT (Continued)
INSTALLATION
(1) Position front propeller shaft under vehicle
with rear universal joint over the transfer case companion flange.
(2) Place front universal joint into the axle pinion
yoke.
(3) Align the mark on the flange yoke to the mark
on the transfer case companion flange.
(4) Loosely install bolts to hold universal joint to
transfer case companion flange.
(5) Align mark on front universal joint to the mark
on the axle pinion yoke.
(6) Install bolts to hold front universal joint to axle
pinion yoke. Tighten bolts to 19 N·m (14 ft. lbs.).
(7) Tighten bolts to hold universal joint to transfer
case companion flange to 88 N·m (65 ft. lbs.).
(8) Install skid plate, if equipped.
(9) Lower vehicle and road test to verify repair.
PROPELLER SHAFT - REAR
REMOVAL
(1) Shift transmission into Neutral.
(2) Raise and support vehicle on safety stands.
(3) Mark a line across the axle pinion yoke or companion flange and propeller shaft or flange yoke for
installation reference.
(4) Mark the outline of the center bearing on the
frame crossmember for installation reference, if
equipped.
(5) Remove bolts that attach the center bearing to
the support bracket (Fig. 10), if equipped.
(6) Remove the bolts holding the universal joint
clamps to the pinion yoke (Fig. 11).
(7) Slide the slip yoke off of the transmission, or
transfer case, output shaft and remove the propeller
shaft (Fig. 11).
Fig. 10 CENTER BEARING
1 - SUPPORT BRACKET
2 - CENTER BEARING
INSTALLATION
(1) Slide the slip yoke onto the transmission or
transfer case output shaft.
(2) Align the reference marks on the propeller
shaft yoke/flange yoke and pinion yoke/companion
flange.
(3) Align and install the center bearing to the support bracket, if necessary.
(4) Install the bolts and tighten to 68 N·m (50 ft.
lbs.).
(5) Position universal joint into pinion yoke and
tighten strap bolts to 29 N·m (22 ft. lbs.).
(6) Lower the vehicle.
Fig. 11 REAR PROPELLER SHAFT
1
2
3
4
5
6
-
SLIDING YOKE
PROPELLER SHAFT
PINION YOKE
CLAMP
SCREW
OUTPUT SHAFT
3-7
3-8
PROPELLER SHAFT
CENTER BEARING
REMOVAL
(1) Remove rear propeller shaft.
(2) Remove slip joint boot clamp and separate the
two half-shafts.
(3) Use hammer and punch to tap slinger away
from shaft to provide room for bearing splitter.
(4) Position Bearing Splitter Tool 1130 between
slinger and shaft.
CAUTION: Do not damage shaft spline during
removal of center bearing.
BR/BE
SINGLE CARDAN UNIVERSAL
JOINTS
DISASSEMBLY
Individual components of cardan universal joints
are not serviceable. If worn or leaking, they must be
replaced as an assembly.
(1) Remove the propeller shaft.
(2) With a soft drift, tap the outside of the bearing
cap assembly to loosen snap ring.
(3) Remove snap rings from both sides of yoke
(Fig. 12).
(5) Set shaft in press and press bearing off the shaft.
INSTALLATION
NOTE: Two types of center bearings are used and
are not interchangeable. Install the same type as
the vehicle was built with.
(1) Install new slinger on shaft and drive into position with appropriate installer tool.
(2) Install new center bearing on shaft with Bearing Installer Tool 6052. Drive on shaft with hammer
until bearing is seated.
(3) Clean shaft splines and apply a coat of multipurpose grease.
(4) Align master splines and slide front and rear
half-shafts together. Reposition slip yoke boot and
install new clamp.
(5) Install propeller shaft in vehicle.
Fig. 12 Remove Snap Ring
1 - SNAP RING
ADJUSTMENTS
ADJUSTMENT - CENTER BEARING
Launch shudder is a vibration that occurs at first
acceleration from a stop. Shudder vibration usually
peaks at the engines highest torque output. Shudder is
a symptom associated with vehicles using a two-piece
propeller shaft. To decrease shudder, lower the center
bearing in 1/8 inch increments. Use shim stock or fabricated plates. Plate stock must be used to maintain
compression of the rubber insulator around the bearing.
Do not use washers. Replace the original bolts with the
appropriate increased length bolts.
(4) Set the yoke in an arbor press or vise with a
socket whose inside diameter is large enough to
receive the bearing cap positioned beneath the yoke.
(5) Position the yoke with the grease fitting, if
equipped, pointing up.
(6) Place a socket with an outside diameter
smaller than the upper bearing cap on the upper
bearing cap and press the cap through the yoke to
release the lower bearing cap (Fig. 13).
PROPELLER SHAFT
BR/BE
SINGLE CARDAN UNIVERSAL JOINTS (Continued)
Fig. 13 Press Out Bearing
1 - PRESS
2 - SOCKET
Fig. 14 Press Out Remaining Bearing
1 - CROSS
2 - BEARING CAP
(7) If the bearing cap will not pull out of the yoke
by hand after pressing, tap the yoke ear near the
bearing cap to dislodge the cap.
(8) Turn the yoke over and straighten the cross in
the open hole. Carefully press the end of the cross
until the remaining bearing cap can be removed (Fig.
14).
CAUTION: If cross or bearing cap are not straight
during installation, the bearing cap will score the
walls of the yoke bore and damage can occur.
ASSEMBLY
CAUTION: If the cross or bearing cap are not
straight during installation, the bearing cap will
score the walls of the yoke bore and damage can
occur.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installation.
(2) Position the cross in the yoke with its lube fitting if equipped, pointing up (Fig. 15).
Fig. 15 Install Cross In Yoke
1 - CROSS
2 - YOKE
3-9
3 - 10
PROPELLER SHAFT
BR/BE
SINGLE CARDAN UNIVERSAL JOINTS (Continued)
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 16). Keep the
needle bearings upright in the bearing assembly.
Fig. 17 SNAP RINGS
Fig. 16 Install Bearing On Trunnion
1 - BEARING CAP
2 - TRUNNION
(4) Press the bearing cap into the yoke bore
enough to install a snap ring.
(5) Install a snap ring.
(6) Repeat Step 3 and Step 4to install the opposite
bearing cap. If the joint is stiff or binding, strike the
yoke with a soft hammer to seat the needle bearings.
(7) Add grease to lube fitting, if equipped.
(8) Install the propeller shaft.
(6) Position a socket on the press with an inside
diameter large enough to receive the bearing cap
under the link yoke.
(7) Place another socket with an outside diameter
smaller than the bearing cap on the upper bearing
cap.
(8) Press one bearing cap from the outboard side of
the link yoke enough to grasp the cap with vise jaws
(Fig. 18).
DOUBLE CARDAN UNIVERSAL
JOINTS
DISASSEMBLY
NOTE: Individual components of cardan universal
joints are not serviceable they must be replaced as
an assembly.
(1) Remove the propeller shaft.
(2) Mark the propeller shaft, link yoke and flange
yoke for assembly reference.
(3) Tap the outside of the bearing cap assembly
with drift to loosen snap rings.
(4) Remove all the bearing cap snap rings (Fig.
17).
(5) Remove any grease fittings if equipped.
Fig. 18 PRESS OUT BEARING
PROPELLER SHAFT
BR/BE
3 - 11
DOUBLE CARDAN UNIVERSAL JOINTS (Continued)
(9) Grasp protruding bearing cap with vise jaws
and tap link yoke with a mallet and drift to remove
bearing cap (Fig. 19).
ASSEMBLY
CAUTION: All alignment marks on the link yoke and
propeller shaft yoke must be aligned during assembled.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores.
(2) Fit a cross into the propeller shaft yoke (Fig.
21).
Fig. 19 REMOVE BEARING FROM YOKE
(10) Flip assembly and repeat Step 6, Step 7, Step
8 and Step 9 to remove the opposite bearing cap.
(11) Remove the cross centering kit assembly and
spring (Fig. 20).
Fig. 21 INSTALL CROSS IN YOKE
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 22). Keep needle bearings upright in the bearing cap.
Fig. 20 REMOVE CENTERING KIT
(12) Press the remaining bearing caps out the
other end of the link yoke as described above to complete the disassembly.
Fig. 22 INSTALL BEARING CAP
3 - 12
PROPELLER SHAFT
BR/BE
DOUBLE CARDAN UNIVERSAL JOINTS (Continued)
(4) Press bearing cap into the yoke bore enough to
clear snap ring groove (Fig. 23).
(5) Install a snap ring.
(7) Fit the link yoke onto the remaining trunnions
and press both bearing caps into place and install
snap rings (Fig. 25).
Fig. 25 INSTALL LINK YOKE
Fig. 23 PRESS BEARING CAP
(6) Flip propeller shaft yoke and install other bearing cap onto the opposite trunnion and install a snap
ring (Fig. 24).
(8) Install centering kit assembly inside the link
yoke (Fig. 26).
NOTE: Making sure the spring is properly positioned.
Fig. 26 CENTERING KIT
Fig. 24 PRESS BEARING CAP
PROPELLER SHAFT
BR/BE
3 - 13
DOUBLE CARDAN UNIVERSAL JOINTS (Continued)
(9) Place two bearing caps on opposite trunnions of
the remaining cross. Fit the open trunnions into the
link yoke bores and the bearing caps into the centering kit (Fig. 27).
Fig. 29 SEAT SNAP RINGS
Fig. 27 REMAINING CROSS
(10) Press the remaining two bearing caps into
place and install snap rings (Fig. 28).
Fig. 28 PRESS BEARING CAP
(11) Tap the snap rings to seat them into the
grooves (Fig. 29).
(12) Verify for proper assembly. Flexing the joint
beyond center, the joint should snap over-center in
both directions if correctly assembled (Fig. 30).
Fig. 30 VERIFY ASSEMBLY
(13) Install the propeller shaft.
3 - 14
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI
TABLE OF CONTENTS
page
FRONT AXLE - 248FBI
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AXLE . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
ADJUSTMENTS . . . . . . . . . . . . . . . . .
SPECIFICATIONS
FRONT AXLE - 248FBI
..........
SPECIAL TOOLS
FRONT AXLE
.................
AXLE SHAFTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
AXLE SHAFTS - INTERMEDIATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - INTERMEDIATE AXLE
AXLE SHAFT SEALS
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
AXLE VACUUM MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 14
. 14
. 15
. 18
. 18
. 19
. . . . . . . 27
. . . . . . . 27
. . . . . . . 29
. . . . . . . 29
. . . . . . . 30
. . . . . . 30
. . . . . . . 31
. . . . . . . 31
. . . . . . . 31
. . . . . . . 31
FRONT AXLE - 248FBI
DESCRIPTION
The Front Beam-design Iron (FBI) axle consists of a
cast iron center casting differential housing with axle
shaft tubes extending from each side. The tubes are
pressed into the differential housing and welded. The
axles is equipped with semi-floating axle shafts, meaning that loads are supported by the hub bearings.
The differential case is a one-piece design. Differential bearing preload and ring gear backlash is
adjusted by the use of shims located between the differential bearing cones and case. Pinion bearing pre-
page
DIAGNOSIS AND TESTING - VACUUM MOTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
SINGLE CARDAN UNIVERSAL JOINTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
PINION GEAR/RING GEAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
. 32
. 34
. 34
. 34
. 34
. 34
. 35
. 35
. 35
. 37
. 38
. 38
. 39
. 40
. 41
. 41
. 43
load is set and maintained by the use of a collapsible
spacer. The stamped steel cover provides a means for
inspection and servicing the differential.
OPERATION
The axle receives power from the transfer case
through the front propeller shaft. The front propeller
shaft is connected to the pinion gear which rotates
the differential through the gear mesh with the ring
gear bolted to the differential case. The engine power
is transmitted to the axle shafts through the pinion
mate and side gears. The side gears are splined to
the axle shafts.
FRONT AXLE - 248FBI
BR/BE
3 - 15
FRONT AXLE - 248FBI (Continued)
During straight-ahead driving, the differential pinion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
Fig. 2 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 1 DIFFERENTIAL-STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, tooth contact, worn/damaged
gears or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are acceleration, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then accelerate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehicle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differential. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually produce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differential bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
3 - 16
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
VIBRATION
DRIVELINE SNAP
Vibration at the rear of the vehicle is usually
caused by:
• Damaged drive shaft.
• Missing drive shaft balance weight(s).
• Worn or out of balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear end
vibration. Do not overlook engine accessories, brackets and drive belts.
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged) can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts.
• Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
DIAGNOSTIC CHART
Condition
Wheel Noise
Axle Shaft Noise
Possible Causes
Correction
1. Wheel loose.
1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing.
2. Replace bearing.
1. Misaligned axle tube.
1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft.
2. Inspect and correct as necessary.
3. End-play in pinion bearings.
3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.
4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.
5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut.
6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.
7. Inspect and replace as
necessary.
FRONT AXLE - 248FBI
BR/BE
3 - 17
FRONT AXLE - 248FBI (Continued)
Condition
Axle Shaft Broke
Differential Cracked
Differential Gears Scored
Loss Of Lubricant
Axle Overheating
Possible Causes
Correction
1. Misaligned axle tube.
1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded.
2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation.
3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch.
4. Replace broken shaft and inspect
and repair clutch as necessary.
1. Improper adjustment of the
differential bearings.
1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash.
2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded.
3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation.
4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
1. Insufficient lubrication.
1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant.
2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.
3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
1. Lubricant level too high.
1. Drain lubricant to the correct
level.
2. Worn axle shaft seals.
2. Replace seals.
3. Cracked differential housing.
3. Repair as necessary.
4. Worn pinion seal.
4. Replace seal.
5. Worn/scored yoke.
5. Replace yoke and seal.
6. Axle cover not properly sealed.
6. Remove, clean, and re-seal
cover.
1. Lubricant level low.
1. Fill differential to correct level.
2. Improper grade of lubricant.
2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high.
3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash.
4. Re-adjust ring gear backlash.
3 - 18
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
Condition
Gear Teeth Broke
Axle Noise
Possible Causes
Correction
1. Overloading.
1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation.
2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement.
3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments.
4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
1. Insufficient lubricant.
1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.
2. Check ring gear and pinion
contact pattern.
3. Unmatched ring gear and pinion.
3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or
pinion.
4. Replace ring gear and pinion.
5. Loose pinion bearings.
5. Adjust pinion bearing pre-load.
6. Loose differential bearings.
6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear.
7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.
8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly.
9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheels and tires.
(3) Remove brake calipers and rotors. Refer to 5
Brakes for procedures.
(4) Remove ABS wheel speed sensors, if equipped.
Refer to 5 Brakes for procedures.
(5) Disconnect axle vent hose.
(6) Disconnect vacuum hose and electrical connector at disconnect housing.
(7) Remove front propeller shaft.
(8) Disconnect stabilizer bar links at the axle
brackets.
(9) Disconnect shock absorbers from axle brackets.
(10) Disconnect track bar from the axle bracket.
(11) Disconnect tie rod and drag link from the
steering knuckles.
(12) Position suitable lifting device under the axle
assembly.
(13) Secure axle to lifting device.
(14) Mark suspension alignment cams for installation reference.
(15) Disconnect upper and lower suspension arms
from the axle bracket.
(16) Lower the axle. The coil springs will drop
with the axle.
(17) Remove the coil springs from the axle bracket.
INSTALLATION
CAUTION: Suspension components with rubber
bushings should be tightened with the weight of the
vehicle on the suspension, at normal height. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bushing wear may occur. Rubber bushings must never
be lubricated.
(1) Support the axle on a suitable lifting device.
BR/BE
FRONT AXLE - 248FBI
3 - 19
FRONT AXLE - 248FBI (Continued)
(2) Secure axle to lifting device.
(3) Position the axle under the vehicle.
(4) Install springs, retainer clip and bolts.
(5) Raise axle and align it with the spring pads.
(6) Position upper and lower suspension arms in
the axle brackets. Install bolts, nuts and align the
suspension alignment cams to the reference marks.
Do not tighten at this time.
(7) Connect track bar to the axle bracket and
install the bolt. Do not tighten at this time.
(8) Install shock absorber and tighten bolts to 121
N·m (89 ft. lbs.).
(9) Install stabilizer bar link to the axle bracket.
Tighten the nut to 37 N·m (27 ft. lbs.).
(10) Install drag link and tie rod to the steering
knuckles and tighten the nuts to 88 N·m (65 ft. lbs.).
(11) Install ABS wheel speed sensors, if equipped.
Refer to 5 Brakes for procedures.
(12) Install rotors and brake calipers, refer to 5
Brakes for procedures.
(13) Connect the vent hose to the tube fitting.
(14) Connect vacuum hose and electrical connector
to disconnect housing.
(15) Install front propeller shaft.
(16) Check and add differential lubricant, if necessary. Refer to Lubricant Specifications for lubricant
requirements.
(17) Install wheel and tire assemblies.
(18) Remove supports and lower the vehicle.
(19) Tighten upper suspension arm nuts at axle to
121 N·m (89 ft. lbs.). Tighten upper suspension arm
nuts at frame to 84 N·m (62 ft. lbs.).
(20) Tighten lower suspension arm nuts at axle to
84 N·m (62 ft. lbs.). Tighten the lower suspension
arm nuts at frame to 119 N·m (88 ft. lbs.).
(21) Tighten track bar bolt at the axle bracket to
176 N·m (130 ft. lbs.).
(22) Check front wheel alignment.
Fig. 3 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
Compensation for pinion depth variance is
achieved with a select shim/slinger. The shims are
placed between the rear pinion bearing and the pinion gear head (Fig. 4).
ADJUSTMENTS
Ring and pinion gears are supplied as matched sets
only. The identifying numbers for the ring and pinion
gear are etched into the face of each gear (Fig. 3). A
plus (+) number, minus (–) number or zero (0) is etched
into the face of the pinion gear. This number is the
amount (in thousandths of an inch) the depth varies
from the standard depth setting of a pinion etched with
a (0). The standard setting from the center line of the
ring gear to the back face of the pinion is 127 mm (5.00
in.). The standard depth provides the best gear tooth
contact pattern. Refer to Backlash and Contact Pattern
in this section for additional information.
Fig. 4 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM/SLINGER
2 - DIFFERENTIAL BEARING SHIM
3 - 20
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
If a new gear set is being installed, note the depth
variance etched into both the original and replacement pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Note the etched number on the face of the pinion
gear head (–1, –2, 0, +1, +2, etc.). The numbers represent thousands of an inch deviation from the standard. If the number is negative, add that value to the
required thickness of the depth shims. If the number
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is necessary.
PINION GEAR DEPTH VARIANCE
Original Pinion
Gear Depth
Variance
Replacement Pinion Gear Depth Variance
24
23
22
21
0
+1
+2
+3
+4
+4
+0.008
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
+3
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
+2
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
+1
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
0
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
21
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
22
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
23
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
24
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
20.008
FRONT AXLE - 248FBI
BR/BE
3 - 21
FRONT AXLE - 248FBI (Continued)
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the housing. Take
measurements with Pinion Gauge Set and Dial Indicator C-3339 (Fig. 5).
Fig. 6 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
Fig. 5 PINION GEAR DEPTH GAUGE TOOLS
1
2
3
4
5
6
7
8
- DIAL INDICATOR
- ARBOR
- PINION HEIGHT BLOCK
- CONE
- SCREW
- PINION BLOCK
- SCOOTER BLOCK
- ARBOR DISC
(1) Assemble Pinion Height Block 6739, Pinion
Block 6736 and rear pinion bearing onto Screw 6741
(Fig. 5).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 6).
(3) Install front pinion bearing and Cone-nut 6740
hand tight (Fig. 5).
(4) Place Arbor Disc 6732 on Arbor D-115-3 in position in the housing side bearing cradles (Fig. 7).
NOTE: Arbor Discs 6732 has different step diameters to fit other axles. Choose proper step for axle
being serviced.
(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 108 N·m (80 ft. lbs.).
(6) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
Fig. 7 GAUGE TOOLS IN HOUSING
1
2
3
4
- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK
(7) Position Scooter Block/Dial Indicator flush on
the pinion height block. Hold scooter block and zero
the dial indicator.
(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 8). Move the
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim/slinger equal to the dial indicator
reading plus the pinion depth variance number
etched in the face of the pinion (Fig. 3). For example,
if the depth variance is –2, add +0.002 in. to the dial
indicator reading.
3 - 22
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
Fig. 8 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
DIFFERENTIAL SIDE BEARING PRELOAD AND
GEAR BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims positioned behind the
differential side bearing cones. The proper shim
thickness can be determined using slip-fit Dummy
Bearings D-343 in place of the differential side bearings and a Dial Indicator C-3339. Before proceeding
with the differential bearing preload and gear backlash measurements, measure the pinion gear depth
and prepare the pinion for installation. Establishing
proper pinion gear depth is essential to establishing
gear backlash and tooth contact patterns. After the
overall shim thickness to take up differential side
play is measured, the pinion is installed, and the
gear backlash shim thickness is measured. The overall shim thickness is the total of the dial indicator
reading and the preload specification added together.
The gear backlash measurement determines the
thickness of the shim used on the ring gear side of
the differential case. Subtract the gear backlash shim
thickness from the total overall shim thickness and
select that amount for the pinion gear side of the differential (Fig. 9). Differential shim measurements
are performed with spreader W-129-B removed.
Fig. 9 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM/SLINGER
2 - DIFFERENTIAL BEARING SHIM
(2) Remove factory installed shims from differential case.
(3) Install ring gear on differential case and
tighten bolts to specification.
(4) Install dummy side bearings D-343 on differential case.
(5) Install differential case in the housing.
(6) Install the marked bearing caps in their correct
positions and snug the bolts (Fig. 10).
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differential case.
Fig. 10 BEARING CAP BOLTS
1 - BEARING CAP
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
(7) Using a dead-blow hammer, seat the differential dummy bearings to each side of the housing (Fig.
11) and (Fig. 12).
Fig. 11 SEAT PINION GEAR SIDE DUMMY BEARING
1 - DEAD-BLOW HAMMER
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
Fig. 13 DIFFERENTIAL SIDE PLAY
1
2
3
4
-
DIFFERENTIAL CASE
DIFFERENTIAL HOUSING
PILOT STUD
DIAL INDICATOR
Fig. 12 SEAT RING GEAR SIDE DUMMY BEARING
1 - DIFFERENTIAL HOUSING
2 - DEAD-BLOW HAMMER
3 - DIFFERENTIAL CASE
(8) Thread Pilot Stud C-3288-B into rear cover bolt
hole below ring gear (Fig. 13).
(9) Attach the Dial Indicator C-3339 to pilot stud.
Position the dial indicator plunger on a flat surface
between the ring gear bolt heads (Fig. 13).
(10) Push and hold differential case to pinion gear
side of the housing and zero dial indicator (Fig. 14).
Fig. 14 DIAL INDICATOR LOCATION
1
2
3
4
-
DIFFERENTIAL CASE TO PINION GEAR SIDE
PILOT STUD
DIAL INDICATOR ARM
DIAL INDICATOR FACE
3 - 23
3 - 24
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
(11) Push and hold differential case to ring gear
side of the housing and record the dial indicator
reading (Fig. 15).
Fig. 16 DIFFERENTIAL CASE PINION GEAR SIDE
Fig. 15 DIFFERENTIAL CASE RING GEAR SIDE
1 - DIAL INDICATOR
2 - DIFFERENTIAL CASE TO RING GEAR SIDE
3 - DIFFERENTIAL HOUSING
(12) Add 0.38 mm (0.015 in.) to the zero end play
total. This total represents the thickness of shims
needed to preload the new bearings when the differential is installed.
(13) Rotate dial indicator out of the way on the
pilot stud.
(14) Remove differential case and dummy bearings
from the housing.
(15) Install the pinion gear in the housing. Install
the pinion yoke and establish the correct pinion
rotating torque.
(16) Install differential case and dummy bearings
D-343 in the housing (without shims), install bearing
caps and tighten bolts snug.
(17) Seat ring gear side dummy bearing (Fig. 12).
(18) Position dial indicator plunger on a flat surface between the ring gear bolt heads (Fig. 13).
(19) Push and hold differential case toward pinion
gear and zero the dial indicator (Fig. 16).
(20) Push and hold differential case to ring gear
side of the housing and record dial indicator reading
(Fig. 17). This is the shim thickness needed on the
ring gear side of the differential case for proper backlash.
(21) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
housing.
(22) Rotate dial indicator out of the way on pilot
stud.
(23) Remove differential case and dummy bearings
from the housing.
1
2
3
4
5
-
1
2
3
4
5
-
DIAL INDICATOR FACE
DIFFERENTIAL CASE TO PINION GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
Fig. 17 DIFFERENTIAL CASE RING GEAR SIDE
DIAL INDICATOR
DIFFERENTIAL CASE TO RING GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
(24) Install selected side bearing shims onto the
differential case hubs.
(25) Install side bearings on differential case hubs
with Install C-4487-1 and Handle C-4171.
(26) Install bearing cups on differential.
(27) Install Spreader W-129-B and some items
from Adapter Set 6987 on the housing and spread
open enough to receive differential case.
FRONT AXLE - 248FBI
BR/BE
3 - 25
FRONT AXLE - 248FBI (Continued)
CAUTION: Never spread housing over 0.50 mm
(0.020 in.). The housing can be damaged if overspread.
(28) Install differential case into the housing.
(29) Remove spreader from the housing.
(30) Rotate differential case several times to seat
the side bearings.
(31) Position indicator plunger against a ring gear
tooth (Fig. 18).
(32) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(33) Zero dial indicator face to pointer.
(34) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and
0.20 mm (0.008 in.). If backlash is not within specifications transfer the necessary amount of shim thickness from one side of the housing to the other (Fig.
19).
(35) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform
Gear Contact Pattern Analysis procedure.
Fig. 18 RING GEAR BACKLASH
1 - DIAL INDICATOR
Fig. 19 BACKLASH SHIM
GEAR CONTACT PATTERN
The ring and pinion gear contact patterns will
show if the pinion depth is correct. It will also show
if the ring gear backlash has been adjusted correctly.
The backlash can be adjusted within specifications to
achieve desired tooth contact patterns.
(1) Apply a thin coat of hydrated ferric oxide or
equivalent to the drive and coast side of the ring gear
teeth.
(2) Wrap, twist and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pattern.
(3) With a boxed end wrench on the ring gear bolt,
rotate the differential case one complete revolution in
both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will squeegee the compound to the areas with the least amount
of contact. Note and compare patterns on the ring
gear teeth to Gear Tooth Contact Patterns chart (Fig.
20)and adjust pinion depth and gear backlash as necessary.
3 - 26
FRONT AXLE - 248FBI
FRONT AXLE - 248FBI (Continued)
Fig. 20 GEAR TOOTH CONTACT PATTERNS
BR/BE
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
SPECIFICATIONS
FRONT AXLE - 248FBI
AXLE SPECIFICATIONS
DESCRIPTION
SPECIFICATION
Axle Ratio
3.54, 4.10
Ring Gear Diameter
248 mm (9.75 in.)
Ring Gear Backlash
0.12-0.20 mm (0.005-0.008 in.)
Pinion Gear Standard Depth
127 mm (5.000 in.)
Pinion Bearing Preload - Original Bearing
1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearing
2.26-4.52 N·m (20-40 in. lbs.)
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Fill Hole Plug
34
25
-
Differential Cover Bolts
41
30
-
Bearing Cap Bolts
108
80
-
Ring Gear Bolts
176
130
-
Pinion Nut
292-678
215-496
-
Axle Nut
237
175
-
Shift Motor Bolts
11
8
96
SPECIAL TOOLS
FRONT AXLE
INSTALLER, BEARING - C-3095-A
REMOVER - C-452
WRENCH, FLANGE - C-3281
SPREADER - W-129-B
3 - 27
3 - 28
FRONT AXLE - 248FBI
BR/BE
FRONT AXLE - 248FBI (Continued)
PILOTS, STUDS - C-3288-B
INSTALLER, CUP - C-111
DIAL INDICATOR, SET - C-3339
INSTALLER, CUP - C-146
INSTALLER, FLANGE - C-3718
REMOVER, CUP - D-158
REMOVER, CUP - D-162
HANDLE, DRIVE - C-4171
PULLER/PRESS - C-293-PA
INSTALLER, BEARING - C-4190
FRONT AXLE - 248FBI
BR/BE
3 - 29
FRONT AXLE - 248FBI (Continued)
AXLE SHAFTS
REMOVAL
BLOCK, ADAPTER – C-239-37
(1) Raise and support the vehicle.
(2) Remove wheel and tire assembly.
(3) Remove brake caliper, rotor and ABS wheel
speed sensor if equipped. Refer to 5 Brakes for procedures.
(4) Remove the cotter pin and axle hub nut.
(5) Remove hub bearing bolts (Fig. 21) and remove
hub bearing from the steering knuckle.
BLOCK, ADAPTER – C-239-62
Fig. 21 HUB AND KNUCKLE
HOLDER, YOKE - 6719A
1 - KNUCKLE
2 - HUB BEARING
(6) Remove brake dust shield from knuckle.
(7) Remove axle shaft from the housing. Avoid
damaging the axle shaft oil seal.
INSTALLATION
PINION DEPTH, SET – 6730
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease to the shaft splines,
seal contact surface, hub bore.
(2) Install axle shaft into the housing and differential side gears. Avoid damaging axle shaft oil seals in
the differential.
(3) Install dust shield and hub bearing on knuckle.
(4) Install hub bearing bolts and tighten to 170
N·m (125 ft. lbs.).
(5) Install axle washer and nut, tighten nut to 237
N·m (175 ft. lbs.). Align nut to next cotter pin hole
and install new cotter pin.
(6) Install ABS wheel speed sensor, brake rotor
and caliper. Refer to Brakes for proper procedures.
(7) Install wheel and tire assembly.
(8) Remove support and lower the vehicle.
3 - 30
FRONT AXLE - 248FBI
BR/BE
AXLE SHAFTS INTERMEDIATE
REMOVAL
(1) Remove vacuum shift motor housing.
(2) Remove outer axle shaft.
(3) Remove inner axle shaft seal from the shift
motor housing with a long drift or punch. Be careful
not to damage housing.
(4) Remove intermediate axle shaft and shift collar.
(5) Assemble intermediate axle shaft bushing tools
(Fig. 22).
(6) Remove intermediate axle shaft bushing.
Fig. 23 BUSHING INSTALLATION
1
2
3
4
5
-
SHIFT MOTOR HOUSING OPENING
SPECIAL TOOL 5417
SPECIAL TOOL 5041-2
SPECIAL TOOL 8416
BUSHING
1
2
3
4
5
6
7
- SHIFT MOTOR HOUSING OPENING
- SEAL
- AXLE TUBE
- LOCATION FOR OPEN-END WRENCH
- SPECIAL TOOL 5041-2
- SPECIAL TOOL 8417
- SPECIAL TOOL 8411
Fig. 22 INTERMEDIATE SHAFT BUSHING
1
2
3
4
5
6
7
8
- BUSHING
- SHIFT MOTOR HOUSING OPENING
- AXLE TUBE
- LOCATION FOR OPEN-END WRENCH
- SPECIAL TOOL 5041-2
- NUT
- SPECIAL TOOL 8417
- SPECIAL TOOL 8415
INSTALLATION - INTERMEDIATE AXLE
(1) Position the bushing on installation tool and
seat the bushing (Fig. 23) in the housing bore.
(2) Clean the inside perimeter of the axle shaft
tube with fine crocus cloth.
(3) Apply a light film of oil to the inside lip of the
new axle shaft seal.
(4) Install the inner axle seal (Fig. 24).
(5) Install the shift collar in the axle housing.
(6) Lubricate splined end of the intermediate axle
shaft with multi-purpose lubricant.
(7) Insert the intermediate axle shaft into the differential side gear.
Fig. 24 SEAL INSTALLATION
CAUTION: Apply all-purpose lubricant to the axle
shaft splines to prevent damage to the seal during
axle shaft installation.
(8) Insert axle shaft into the tube and engage the
splined end of the shaft with the shift collar.
(9) Install the vacuum shift motor housing.
FRONT AXLE - 248FBI
BR/BE
AXLE SHAFT SEALS
AXLE VACUUM MOTOR
REMOVAL
DESCRIPTION
(1) Remove hub bearings and axle shafts.
(2) Remove axle shaft seal from the differential
housing with a long drift or punch. Be careful not
to damage housing.
(3) Clean the inside perimeter of the differential
housing with fine crocus cloth.
3 - 31
The disconnect axle control system consists of:
• Shift motor.
• Indicator switch.
• Vacuum switch.
• Vacuum harness (Fig. 26).
INSTALLATION
(1) Apply a light film of oil to the inside lip of the
new axle shaft seal.
(2) Install the inner axle seal (Fig. 25).
Fig. 26 VACUUM CONTROL SYSTEM
Fig. 25 SEAL INSTALLATION
1
2
3
4
5
6
-
DIFFERENTIAL HOUSING
POSITION FOR OPEN-END WRENCH
SPECIAL TOOL 5041-2
SPECIAL TOOL 8417
SEAL
SPECIAL TOOL 8411
(3) Install axles and hub bearings.
1
2
3
4
5
- CHECK VALVE
- CONTROL SWITCH ON TRANSFER CASE
- AIR VENT FILTER
- AXLE SHIFT MOTOR
- INDICATOR SWITCH
OPERATION
The shift motor receives a vacuum signal from the
switch mounted on the transfer case when the vehicle operator wants to switch from two wheel drive
mode to four wheel drive mode, or vice versa. When
this signal is received, the shift motor begins to move
the shift fork and collar within the axle housing. In
the four wheel drive mode, the shift collar connects
the axle intermediate shaft to the axle shaft to supply engine power to both front wheels. In two wheel
drive mode, the shift collar is disengaged from the
intermediate shaft and the intermediate shaft is
allowed to free-spin. When the two shafts are disengaged, the load on the engine is reduced, thereby providing better fuel economy and road handling.
3 - 32
FRONT AXLE - 248FBI
BR/BE
AXLE VACUUM MOTOR (Continued)
DIAGNOSIS AND TESTING - VACUUM MOTOR
AXLE VACUUM SHIFT MOTOR
FRONT AXLE - 248FBI
BR/BE
AXLE VACUUM MOTOR (Continued)
AXLE VACUUM SHIFT MOTOR (CONT’D)
3 - 33
3 - 34
FRONT AXLE - 248FBI
BR/BE
AXLE VACUUM MOTOR (Continued)
REMOVAL
(1) Disconnect the vacuum and wiring connector
from the shift housing.
(2) Remove indicator switch.
(3) Remove shift motor housing cover, gasket and
shield from the housing (Fig. 27).
Fig. 28 SHIFT MOTOR COMPONENTS
Fig. 27 SHIFT MOTOR HOUSING
1
2
3
4
5
6
7
8
9
- INDICATOR LAMP SWITCH
- DISCONNECT HOUSING
- VACUUM SHIFT MOTOR
- AXLE SHAFT
- SEAL
- SHIFT COLLAR
- SHIFT FORK
- BEARING
- INTERMEDIATE AXLE SHAFT
DISASSEMBLY
(1) Remove E-clips from the shift motor housing
and shaft. Remove shift motor and shift fork from
the housing (Fig. 28).
(2) Remove O-ring seal from the shift motor shaft.
(3) Clean and inspect all components. Replaced
any component that is excessively worn or damaged.
ASSEMBLY
(1) Install a new O-ring seal on the shift motor
shaft.
(2) Insert shift motor shaft through the hole in the
housing and shift fork. The shift fork offset should be
toward the differential.
(3) Install E-clips on the shift motor shaft and
housing.
INSTALLATION
(1) Install shift motor housing gasket.
(2) Guide the shift fork onto the shift collar groove,
while install the shift motor housing cover.
(3) Install shift motor housing shield and tighten
the bolts to 11 N·m (96 in. lbs.).
1
2
3
4
5
6
7
-
INDICATOR SWITCH
E-CLIP
O-RING
SHIFT MOTOR
SHIFT FORK
VACUUM PORTS
DISCONNECT HOUSING AND GASKET
(4) Add 148 ml (5 ounces) of API grade GL 5
hypoid gear lubricant to the shift motor housing. Add
lubricant through indicator switch mounting hole.
(5) Install indicator switch, electrical connector
and vacuum harness.
SINGLE CARDAN UNIVERSAL
JOINTS
REMOVAL
Single cardan U-joint components are not serviceable. If defective they must be replaced as a unit.
CAUTION: Clamp only the narrow forged portion of
the yoke in the vise. To avoid distorting the yoke,
do not over tighten the vise jaws.
(1) Remove axle shaft.
(2) Remove the bearing cap retaining snap rings
(Fig. 29).
NOTE: Saturate the bearing caps with penetrating
oil prior to removal.
(3) Locate a socket with an inside diameter is
larger than the bearing cap. Place the socket (receiver) against the yoke and around the perimeter of the
bearing cap to be removed.
(4) Locate a socket with an outside diameter is
smaller than the bearing cap. Place the socket (driver) against the opposite bearing cap.
FRONT AXLE - 248FBI
BR/BE
3 - 35
SINGLE CARDAN UNIVERSAL JOINTS (Continued)
Fig. 29 AXLE SHAFT OUTER U-JOINT
1
2
3
4
5
6
7
8
9
-
SHAFT YOKE
BEARING CAP
SNAP RINGS
BEARING CAP
SPINDLE YOKE
BEARING
BEARING CAP
SNAP RINGS
BEARING CAP
(5) Position the yoke with the sockets in a vise
(Fig. 30).
(6) Tighten the vise jaws to force the bearing cap
into the larger socket (receiver).
(7) Release the vise jaws. Remove the sockets and
bearing cap that was partially forced out of the yoke.
(8) Repeat the above procedure for the remaining
bearing cap and remove spider from the propeller
shaft yoke.
INSTALLATION
(1) Pack the bearing caps 1/3 full of wheel bearing
lubricant. Apply extreme pressure (EP), lithium-base
lubricant to aid in installation.
(2) Position the spider in the yoke. Insert the seals
and bearings. Tap the bearing caps into the yoke
bores far enough to hold the spider in position.
(3) Place the socket (driver) against one bearing
cap. Position the yoke with the socket in a vise.
(4) Tighten the vise to force the bearing caps into
the yoke. Force the caps enough to install the retaining clips.
(5) Install the bearing cap retaining clips.
(6) Install axle shaft.
Fig. 30 YOKE BEARING CAP
1 - LARGE-DIAMETER SOCKET WRENCH
2 - VISE
3 - SMALL-DIAMETER SOCKET WRENCH
PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheel and tire assemblies.
(3) Remove brake calipers and rotors
(4) Mark the propeller shaft and pinion yoke for
installation reference.
(5) Remove the propeller shaft from the yoke.
(6) Rotate the pinion gear three or four times.
(7) Measure the amount of torque necessary to
rotate the pinion gear with a (in. lbs.) dial-type
torque wrench. Record the torque reading for installation reference.
(8) Remove the pinion yoke nut and washer. Use
Remover C-452 and Wrench C-3281 to remove the
pinion yoke (Fig. 31) .
(9) Use suitable pry tool or slide hammer mounted
screw to remove the pinion shaft seal.
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with an appropriate
installer (Fig. 32).
(2) Install yoke on the pinion gear with Installer
C-3718 and Holder 6719 (Fig. 33).
CAUTION: Do not exceed the minimum tightening
torque when installing the pinion yoke retaining
nut. Damage to collapsible spacer or bearings may
result.
3 - 36
FRONT AXLE - 248FBI
BR/BE
PINION SEAL (Continued)
Fig. 31 Pinion
1 - YOKE HOLDER
2 - YOKE
3 - YOKE PULLER
Fig. 33 PINION YOKE
1 - INSTALLER
2 - YOKE HOLDER
Fig. 32 Pinion Seal Installation
1 - HANDLE
2 - INSTALLER
(3) Install a new nut on the pinion gear. Tighten
the nut only enough to remove the shaft end play.
(4) Rotate the pinion shaft using an inch pound
torque wrench. Rotating torque should be equal to
the reading recorded during removal, plus an additional 0.56 N·m (5 in. lbs.) (Fig. 34).
(5) If the rotating torque is to low, use Holder 6719
to hold the pinion yoke (Fig. 35), and tighten the pinion shaft nut in 6.8 N·m (5 ft. lbs.) until proper rotating torque is achieved.
(6) Align the installation reference marks and
attach the propeller shaft to the yoke.
(7) Check and add lubricant to axle, if necessary.
Refer to Lubricant Specifications in this section for
lubricant requirements.
(8) Install brake rotors and calipers.
(9) Install wheel and tire assemblies.
(10) Lower the vehicle.
Fig. 34 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
FRONT AXLE - 248FBI
BR/BE
3 - 37
PINION SEAL (Continued)
Fig. 35 PINION SHAFT NUT
1 - PINION FLANGE
2 - YOKE HOLDER
3 - DIFFERENTIAL HOUSING
Fig. 36 Bearing Cap Reference
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
DIFFERENTIAL
REMOVAL
(1) Raise and support vehicle.
(2) Remove lubricant fill hole plug from the differential housing cover.
(3) Remove differential housing cover and drain
the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove hub bearings and axle shafts.
(6) Note the installation reference letters stamped
on the bearing caps and housing machined sealing
surface (Fig. 36).
(7) Remove the differential bearing caps.
(8) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes (Fig. 37).
(9) Install the hold down clamps and tighten the
spreader turnbuckle finger-tight.
(10) Install Pilot Stud C-3288-B to the left side of
the differential housing and attach dial indicator to
the pilot stud. Load the indicator plunger against the
opposite side of the housing (Fig. 37) and zero the
dial indicator.
(11) Spread the housing enough to remove the case
from the housing. Measure the distance with the dial
indicator (Fig. 37).
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If the housing is over-spread it could be
distorted or damaged.
(12) Remove the dial indicator.
Fig. 37 SPREAD DIFFERENTIAL HOUSING
1
2
3
4
5
-
SPREADER
DIAL INDICATOR
DIFFERENTIAL
DIFFERENTIAL HOUSING
PILOT STUD
3 - 38
FRONT AXLE - 248FBI
BR/BE
DIFFERENTIAL (Continued)
(13) Pry the differential case loose from the housing. To prevent damage, pivot on housing with the
end of the pry bar against spreader (Fig. 38).
Fig. 39 PINION MATE SHAFT
1
2
3
4
-
PINION MATE GEAR
PINION MATE SHAFT
SIDE GEAR
DRIFT
Fig. 38 DIFFERENTIAL REMOVAL
1 - DIFFERENTIAL
2 - PRY BAR
(14) Remove the case from housing.
(15) Remove and tag bearing cups to indicate their
location.
DISASSEMBLY
(1) Remove roll-pin holding mate shaft in housing.
(2) Remove pinion gear mate shaft (Fig. 39).
(3) Rotate differential side gears and remove pinion mate gears and thrust washers (Fig. 40).
(4) Remove differential side gears and thrust
washers.
ASSEMBLY
(1) Install differential side gears and thrust washers.
(2) Install pinion mate gears and thrust washers.
(3) Install pinion gear mate shaft.
(4) Align hole in the pinion gear mate shaft with
hole in the differential case.
(5) Install and seat pinion mate shaft roll-pin in
the differential case and mate shaft with a punch
and hammer (Fig. 41). Peen the edge of the roll-pin
hole in the differential case slightly in two places
180° apart.
(6) Lubricate all differential components with
hypoid gear lubricant.
Fig. 40 Pinion Mate/Side Gear
1 - THRUST WASHER
2 - SIDE GEAR
3 - PINION MATE GEAR
FRONT AXLE - 248FBI
BR/BE
3 - 39
DIFFERENTIAL (Continued)
(5) Install differential into the housing. Tap the
differential case with a rawhide/rubber hammer to
ensure the bearings are seated in housing (Fig. 42).
(6) Remove the spreader.
Fig. 41 Pinion Mate Shaft Roll-Pin
1 - PUNCH
2 - PINION MATE SHAFT
3 - MATE SHAFT LOCKPIN
Fig. 42 DIFFERENTIAL CASE
INSTALLATION
NOTE: If replacement differential bearings or differential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments (Differential Bearing Preload and Gear
Backlash) procedures to determine proper shim
selection.
1 - RAWHIDE HAMMER
(7) Install bearing caps in their original locations
(Fig. 43) and tighten bearing cap bolts in a crisscross pattern to 109 N·m (80 ft. lbs.).
(1) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes. Install the hold
down clamps and tighten the tool turnbuckle fingertight.
(2) Install a Pilot Stud C-3288-B at the left side of
the differential housing and attach dial indicator to
the pilot stud. Load the indicator plunger against the
opposite side of the housing and zero the dial indicator.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator.
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If housing is over-spread, it could be distorted or damaged.
(4) Remove the dial indicator.
Fig. 43 Bearing Cap Reference
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
(8) Install axle shafts.
(9) Install the hub bearings.
3 - 40
FRONT AXLE - 248FBI
BR/BE
DIFFERENTIAL (Continued)
(10) Apply a bead of red Mopar Silicone Rubber
Sealant or equivalent to the housing cover (Fig. 44).
DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove bearings from the differential case
with Puller/Press C-293-PA, Adapters C-293-62 and
Step Plate C-4487-1 (Fig. 45).
Fig. 44 DIFFERENTIAL COVER - TYPICAL
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKNESS
CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied or adhesion quality will be compromised.
(11) Install the cover and tighten bolts in a crisscross pattern to 47 N·m (35 ft. lbs.).
(12) Fill the differential with Mopar Hypoid Gear
Lubricant or equivalent to bottom of the fill plug
hole.
(13) Install fill hole plug and tighten to 34 N·m (25
ft. lbs.).
(14) Remove support and lower vehicle.
Fig. 45 Differential Bearing Removal
1
2
3
4
5
- PULLER
- ADAPTERS
- STEP PLATE
- BEARING
- DIFFERENTIAL CASE
FRONT AXLE - 248FBI
BR/BE
3 - 41
DIFFERENTIAL CASE BEARINGS (Continued)
INSTALLATION
(1) Install differential side bearings with Installer
C-4190 and Handle C-4171 (Fig. 46).
Fig. 47 RING GEAR
1 - CASE
2 - RING GEAR
3 - HAMMER
Fig. 46 Install Differential Side Bearings
1
2
3
4
-
HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER
(6) Remove propeller shaft from pinion yoke and
tie propeller shaft to underbody.
(7) Hold pinion yoke with Holder 6719A and
remove pinion yoke nut and washer.
(8) Remove pinion yoke with Puller C-452 and
Flange Wrench C-3281 (Fig. 48).
(2) Install differential case in axle housing.
PINION GEAR/RING GEAR
REMOVAL
NOTE: The ring and pinion gears are service in a
matched set. Do not replace the ring gear without
replacing the match pinion gear.
(1) Remove differential from housing.
(2) Place differential case in a vise with soft metal
jaw.
(3) Remove ring gear bolts from differential case.
(4) Drive ring gear from differential case with a
soft hammer (Fig. 47).
(5) Mark pinion yoke and propeller shaft for
installation alignment.
Fig. 48 PINION YOKE
1 - FLANGE WRENCH
2 - YOKE
3 - PULLER
3 - 42
FRONT AXLE - 248FBI
BR/BE
PINION GEAR/RING GEAR (Continued)
(9) Remove pinion gear from housing (Fig. 49).
(13) Remove rear bearing cup with remover D-162
and Handle C-4171 (Fig. 51).
Fig. 51 REAR PINION BEARING CUP
Fig. 49 PINION GEAR REMOVAL
1 - RAWHIDE HAMMER
1 - DRIVER
2 - HANDLE
(10) Remove pinion seal with a pry bar or screw
mounted slide hammer.
(11) Remove oil slinger and front pinion bearing.
(12) Remove front pinion bearing cup with Driver
D-158 and Handle C-4171 (Fig. 50).
(14) Remove collapsible preload spacer (Fig. 52).
Fig. 52 COLLAPSIBLE SPACER
Fig. 50 FRONT PINION BEARING CUP
1 - REMOVER
2 - HANDLE
1
2
3
4
5
-
COLLAPSIBLE SPACER
SHOULDER
PINION GEAR
OIL SLINGER
REAR BEARING
FRONT AXLE - 248FBI
BR/BE
PINION GEAR/RING GEAR (Continued)
(15) Remove rear pinion bearing from pinion with
Puller C-293-PA and Adapters C-293-37 (Fig. 53).
Fig. 54 REAR PINION BEARING CUP
Fig. 53 REAR PINION BEARING
1
2
3
4
- PULLER
- VISE
- ADAPTERS
- PINION SHAFT
1 - INSTALLER
2 - HANDLE
(16) Remove pinion depth shims from the pinion
shaft and record thickness.
INSTALLATION
NOTE: Pinion depth shims are placed between the
rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If ring and pinion
gears are reused, the original pinion depth shim
can be used. Refer to Adjustments (Pinion Gear
Depth) to select the proper shim thickness if ring
and pinion gears are replaced.
(1) Apply Mopar Door Ease stick lubricant or
equivalent to outside surface of bearing cups.
(2) Install rear pinion bearing cup with Installer
D-111 and Handle C-4171 (Fig. 54) and verify cup is
seated.
(3) Install front pinion bearing cup with Installer
D-146 and Handle C-4171 (Fig. 55) and verify cup is
seated.
(4) Install pinion front bearing, oil slinger. Apply a
light coating of gear lubricant on the lip of pinion
seal.
Fig. 55 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
3 - 43
3 - 44
FRONT AXLE - 248FBI
BR/BE
PINION GEAR/RING GEAR (Continued)
(5) Install pinion seal with an appropriate installer
(Fig. 56).
Fig. 56 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
(6) Install proper thickness depth shim on the pinion gear.
(7) Install rear bearing and oil slinger on pinion
gear with Installer C-3095-A (Fig. 57).
Fig. 58 COLLAPSIBLE SPACER
1
2
3
4
5
-
COLLAPSIBLE SPACER
SHOULDER
PINION GEAR
OIL SLINGER
REAR PINION BEARING
Fig. 57 REAR PINION BEARING
1
2
3
4
-
PRESS
INSTALLER
PINION GEAR
PINION REAR BEARING
Fig. 59 PINION YOKE INSTALLER
(8) Install a new collapsible preload spacer on pinion shaft (Fig. 58).
(9) Install pinion gear in housing.
(10) Install yoke with Installer C-3718 and Yoke
Holder 6719A (Fig. 59).
1 - INSTALLER
2 - YOKE HOLDER
FRONT AXLE - 248FBI
BR/BE
PINION GEAR/RING GEAR (Continued)
(11) Install yoke washer and a new nut on the
pinion gear. Tighten the nut to 291 N·m (215 ft. lbs.)
minimum. Do not over–tighten. Maximum torque
is 678 N·m (500 ft. lbs.).
CAUTION: Never loosen pinion gear nut to decrease
pinion preload torque and never exceed specified
preload torque. If preload torque is exceeded a new
collapsible spacer must be installed.
(12) Use Yoke Holder 6719A to hold the yoke (Fig.
60) and tighten the nut in 6.8 N·m (5 ft. lbs.) until
the rotating torque is achieved. Measure the preload
torque frequently to avoid over-tightening the nut.
Fig. 61 Pinion Rotating Torque
1 -TORQUE WRENCH
2 - PINION YOKE
Fig. 60 PINION NUT
1 - PINION FLANGE
2 - YOKE HOLDING
3 - DIFFERENTIAL HOUSING
(13) Check bearing preload torque with an inch
pound torque wrench (Fig. 61). The torque to rotate
the pinion gear should be:
• Original Bearings: 1 to 2 N·m (10 to 20 in. lbs.).
• New Bearings: 2.26 to 4.52 N·m (20 to 40 in.
lbs.).
(14) Invert differential case in a vise and start two
ring gear bolts. This will provide case-to-ring gear
bolt hole alignment.
(15) Install new ring gear bolts and alternately
tighten to 176 N·m (130 ft. lbs.). (Fig. 62).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.
(16) Install differential in axle housing and verify
gear mesh and contact pattern. Refer to Adjustments
(Gear Contact Pattern).
(17) Install differential cover and fill with lubricant.
Fig. 62 RING GEAR BOLT
1
2
3
4
-
TORQUE WRENCH
RING GEAR BOLT
RING GEAR
CASE
3 - 45
3 - 46
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI
TABLE OF CONTENTS
page
REAR AXLE - 248RBI
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AXLE
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
ADJUSTMENTS . . . . . . . . . . . . .
SPECIFICATIONS
REAR AXLE - 248RBI . . . . . . .
SPECIAL TOOLS
REAR AXLE - 248RBI . . . . . . .
AXLE SHAFTS
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
AXLE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . . . .
...
...
..
...
...
...
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 46
. 46
. 47
. 51
. 51
. 51
. . . . . . . . . . . 59
. . . . . . . . . . . 59
. . . . . . . . . . . 62
. . . . . . . . . . . 62
. . . . . . . . . . . 62
. . . . . . . . . . . 62
page
INSTALLATION . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKT
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
PINION GEAR/RING GEAR/TONE RING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
. . . . . . 63
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 64
. 65
. 66
. 66
. . . . . 67
. . . . . . 68
. . . . . . 70
. . . . . . 72
. . . . . . 72
. . . . . . 73
. . . . . . 75
. . . . . . . . . . . 63
REAR AXLE - 248RBI
DESCRIPTION
The Rear Beam-design Iron (RBI) axle housings consist
of an iron center casting (differential housing) with axle
shaft tubes extending from either side. The tubes are
pressed into the differential housing and welded. The
axles are equipped with full-floating axle shafts, meaning
that loads are supported by the axle housing tubes.
The differential case for the standard differentials
and the Trac-lokt differential are a one-piece design.
Differential bearing preload and ring gear backlash
are adjusted by the use of shims located between the
differential bearing cones and case. Pinion bearing
preload is set and maintained by the use of a collapsible spacer. The removable, stamped steel cover provides a means for inspection and service.
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
During straight-ahead driving, the differential pinion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
OPERATION
STANDARD DIFFERENTIAL
The axle receives power from the transmission/
transfer case through the rear propeller shaft. The
rear propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
Fig. 1 STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
REAR AXLE - 248RBI
BR/BE
3 - 47
REAR AXLE - 248RBI (Continued)
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.
Fig. 2 DIFFERENTIAL ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
TRAC-LOKT DIFFERENTIAL
The differential clutches are engaged by two concurrent forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces generated by the side gears as torque is applied through
the ring gear (Fig. 3).
This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. The
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
traction. Pulling power is provided continuously until
both wheels loose traction. If both wheels slip due to
unequal traction, Trac-lokt operation is normal. In
extreme cases of differences of traction, the wheel
with the least traction may spin.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, incorrect pinion depth, tooth
Fig. 3 TRAC-LOK LIMITED SLIP DIFFERENTIAL
1
2
3
4
5
6
7
8
-
CASE
RING GEAR
DRIVE PINION
PINION GEAR
MATE SHAFT
CLUTCH PACK
SIDE GEAR
CLUTCH PACK
contact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are acceleration, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then accelerate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
3 - 48
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
cle turns. A worn pinion shaft can also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differential. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually produce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differential bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side–gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
• Damaged drive shaft.
• Missing drive shaft balance weight(s).
• Worn or out-of-balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibration. Do not overlook engine accessories, brackets
and drive belts.
NOTE: All driveline components should be examined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts.
• Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
REAR AXLE - 248RBI
BR/BE
3 - 49
REAR AXLE - 248RBI (Continued)
DIAGNOSTIC CHART
Condition
Wheel Noise
Axle Shaft Noise
Axle Shaft Broke
Differential Cracked
Differential Gears Scored
Possible Causes
Correction
1. Wheel loose.
1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing.
2. Replace bearing.
1. Misaligned axle tube.
1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft.
2. Inspect and correct as necessary.
1. Misaligned axle tube.
1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded.
2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation.
3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch.
4. Replace broken shaft and inspect
and repair clutch as necessary.
1. Improper adjustment of the
differential bearings.
1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash.
2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded.
3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation.
4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
1. Insufficient lubrication.
1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant.
2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.
3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
3 - 50
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
Condition
Loss Of Lubricant
Axle Overheating
Gear Teeth Broke
Axle Noise
Possible Causes
Correction
1. Lubricant level too high.
1. Drain lubricant to the correct
level.
2. Worn axle shaft seals.
2. Replace seals.
3. Cracked differential housing.
3. Repair as necessary.
4. Worn pinion seal.
4. Replace seal.
5. Worn/scored yoke.
5. Replace yoke and seal.
6. Axle cover not properly sealed.
6. Remove, clean, and re-seal
cover.
1. Lubricant level low.
1. Fill differential to correct level.
2. Improper grade of lubricant.
2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high.
3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash.
4. Re-adjust ring gear backlash.
1. Overloading.
1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation.
2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement.
3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments.
4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
1. Insufficient lubricant.
1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.
2. Check ring gear and pinion
contact pattern. Adjust backlash or
pinion depth.
3. Unmatched ring gear and pinion.
3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or
pinion.
4. Replace ring gear and pinion.
5. Loose pinion bearings.
5. Adjust pinion bearing pre-load.
6. Loose differential bearings.
6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear.
7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.
8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly.
9. Replace housing.
BR/BE
REAR AXLE - 248RBI
3 - 51
REAR AXLE - 248RBI (Continued)
REMOVAL
(1) Raise and support the vehicle.
(2) Position an axle lift under the axle and secure
it to the axle.
(3) Remove the wheels and tires.
(4) Remove RWAL sensor from the differential
housing, if necessary.
(5) Remove brake hose from the axle junction
block.
(6) Disconnect parking brake cables and cable
brackets.
(7) Remove vent hose from the axle shaft tube.
(8) Mark propeller shaft and yoke for installation
alignment reference.
(9) Remove propeller shaft.
(10) Remove shock absorbers from the axle brackets.
(11) Remove spring clamps and spring brackets.
(12) Remove axle from the vehicle.
Fig. 4 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
INSTALLATION
(1) Raise axle with lift and align to the leaf spring
centering bolts.
(2) Install spring clamps and spring brackets.
(3) Install shock absorbers and tighten to specifications.
(4) Install RWAL sensor to the differential housing, if necessary.
(5) Install parking brake cables and cable brackets
(6) Install brake hose to the axle junction block.
(7) Install axle vent hose.
(8) Install propeller shaft with reference marks
aligned.
(9) Install wheels and tires assemblies.
(10) Add gear lubricant, if necessary.
(11) Remove lift from the axle and lower the vehicle.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
4). A plus (+) number, minus (–) number or zero (0) is
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched with a (0). The standard setting from the center line of the ring gear to the back face of the pinion
is 127 mm (5.00 in.). The standard depth provides
the best gear tooth contact pattern. Refer to Backlash and Contact Pattern in this section for additional information.
Compensation for pinion depth variance is
achieved with a select shim. The shims are placed
between the rear pinion bearing and the pinion gear
head (Fig. 5).
Fig. 5 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING SHIM
If a new gear set is being installed, note the depth
variance etched into both the original and replacement pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
3 - 52
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
Note the etched number on the face of the pinion
gear head (–1, –2, 0, +1, +2, etc.). The numbers represent thousands of an inch deviation from the standard. If the number is negative, add that value to the
required thickness of the depth shims. If the number
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is necessary.
PINION GEAR DEPTH VARIANCE
Original Pinion
Gear Depth
Variance
Replacement Pinion Gear Depth Variance
24
23
22
21
0
+1
+2
+3
+4
+4
+0.008
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
+3
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
+2
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
+1
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
0
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
21
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
22
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
23
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
24
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
20.008
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the housing. Take
measurements with Pinion Gauge Set and Dial Indicator C-3339 (Fig. 6).
(1) Assemble Pinion Height Block 6739, Pinion
Block 6736 and rear pinion bearing onto Screw 6741
(Fig. 6).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 7).
(3) Install front pinion bearing and Cone-nut 6740
hand tight (Fig. 6).
(4) Place Arbor Disc 6732 on Arbor D-115-3 in position in the housing side bearing cradles (Fig. 8).
NOTE: Arbor Discs 6732 has different step diameters to fit other axles. Choose proper step for axle
being serviced.
(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 108 N·m (80 ft. lbs.).
(6) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(7) Position Scooter Block/Dial Indicator flush on
the pinion height block. Hold scooter block and zero
the dial indicator.
(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 9). Move the
Fig. 6 PINION DEPTH GAUGE TOOLS
1
2
3
4
5
6
7
8
- DIAL INDICATOR
- ARBOR
- PINION HEIGHT BLOCK
- CONE
- SCREW
- PINION BLOCK
- SCOOTER BLOCK
- ARBOR DISC
REAR AXLE - 248RBI
BR/BE
3 - 53
REAR AXLE - 248RBI (Continued)
Fig. 7 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
Fig. 8 GAUGE TOOLS IN HOUSING
1
2
3
4
- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim equal to the dial indicator reading plus the pinion depth variance number etched in
the face of the pinion (Fig. 4). For example, if the
depth variance is –2, add +0.002 in. to the dial indicator reading.
DIFFERENTIAL SIDE BEARING PRELOAD AND
GEAR BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims positioned behind the
differential side bearing cones. The proper shim
Fig. 9 PINION DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
thickness can be determined using slip-fit Dummy
Bearings D-343 in place of the differential side bearings and a Dial Indicator C-3339. Before proceeding
with the differential bearing preload and gear backlash measurements, measure the pinion gear depth
and prepare the pinion for installation. Establishing
proper pinion gear depth is essential to establishing
gear backlash and tooth contact patterns. After the
overall shim thickness to take up differential side
play is measured, the pinion is installed, and the
gear backlash shim thickness is measured. The overall shim thickness is the total of the dial indicator
reading and the preload specification added together.
The gear backlash measurement determines the
thickness of the shim used on the ring gear side of
the differential case. Subtract the gear backlash shim
thickness from the total overall shim thickness and
select that amount for the pinion gear side of the differential (Fig. 10). Differential shim measurements
are performed with spreader W-129-B removed.
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differential case.
(2) Remove factory installed shims from differential case.
(3) Install ring gear on differential case and
tighten bolts to specification.
(4) Install dummy side bearings D-343 on differential case.
3 - 54
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
Fig. 12 SEAT PINION GEAR SIDE DUMMY BEARING
1 - DEAD-BLOW HAMMER
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
Fig. 10 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING SHIM
(5) Install differential case in the housing.
(6) Install the marked bearing caps in their correct
positions and snug the bolts (Fig. 11).
Fig. 13 SEAT RING GEAR SIDE DIFFERENTIAL
DUMMY BEARING
1 - DIFFERENTIAL HOUSING
2 - DEAD-BLOW HAMMER
3 - DIFFERENTIAL CASE
Fig. 11 BEARING CAP BOLTS
1 - BEARING CAP
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
(7) Using a dead-blow hammer, seat the differential dummy bearings to each side of the housing (Fig.
12) and (Fig. 13).
(8) Thread Pilot Stud C-3288-B into rear cover bolt
hole below ring gear (Fig. 14).
(9) Attach the Dial Indicator C-3339 to pilot stud.
Position the dial indicator plunger on a flat surface
between the ring gear bolt heads (Fig. 14).
(10) Push and hold differential case to pinion gear
side of the housing and zero dial indicator (Fig. 15).
(11) Push and hold differential case to ring gear
side of the housing and record the dial indicator
reading (Fig. 16).
(12) Add 0.38 mm (0.015 in.) to the zero end play
total. This total represents the thickness of shims
needed to preload the new bearings when the differential is installed.
REAR AXLE - 248RBI
BR/BE
3 - 55
REAR AXLE - 248RBI (Continued)
Fig. 16 DIFFERENTIAL CASE TO RING GEAR SIDE
1 - DIAL INDICATOR
2 - DIFFERENTIAL CASE TO RING GEAR SIDE
3 - DIFFERENTIAL HOUSING
Fig. 14 DIFFERENTIAL SIDE PLAY MEASUREMENT
1
2
3
4
-
DIFFERENTIAL CASE
DIFFERENTIAL HOUSING
PILOT STUD
DIAL INDICATOR
(15) Install the pinion gear in the housing. Install
the pinion yoke and establish the correct pinion
rotating torque.
(16) Install differential case and dummy bearings
D-343 in the housing (without shims), install bearing
caps and tighten bolts snug.
(17) Seat ring gear side dummy bearing (Fig. 13).
(18) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads (Fig. 14).
(19) Push and hold differential case toward pinion
gear and zero the dial indicator (Fig. 17).
Fig. 15 DIAL INDICATOR LOCATION
1
2
3
4
-
DIFFERENTIAL CASE TO PINION GEAR SIDE
PILOT STUD
DIAL INDICATOR ARM
DIAL INDICATOR FACE
(13) Rotate dial indicator out of the way on the
pilot stud.
(14) Remove differential case and dummy bearings
from the housing.
Fig. 17 DIFFERENTIAL CASE TO PINION GEAR
SIDE
1
2
3
4
5
-
DIAL INDICATOR FACE
DIFFERENTIAL CASE TO PINION GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
3 - 56
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
(20) Push and hold differential case to ring gear
side of the housing and record dial indicator reading
(Fig. 18).
Fig. 18 DIFFERENTIAL CASE TO RING GEAR SIDE
1
2
3
4
5
-
DIAL INDICATOR
DIFFERENTIAL CASE TO RING GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
(21) This is the shim thickness needed on the ring
gear side of the differential case for proper backlash.
(22) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
housing.
(23) Rotate dial indicator out of the way on pilot
stud.
(24) Remove differential case and dummy bearings
from the housing.
(25) Install the selected side bearing shims onto
the differential case hubs.
(26) Install side bearings on differential case hubs
with Install C-4487-1 and Handle C-4171.
(27) Install bearing cups on differential.
(28) Install Spreader W-129-B and some items
from Adapter Set 6987 on the housing and spread
open enough to receive differential case.
CAUTION: Never spread housing over 0.50 mm
(0.020 in.). The housing can be damaged if overspread.
(29) Install differential case into the housing.
(30) Remove spreader from the housing.
(31) Rotate the differential case several times to
seat the side bearings.
(32) Position the indicator plunger against a ring
gear tooth (Fig. 19).
(33) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(34) Zero dial indicator face to pointer.
(35) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and
0.20 mm (0.008 in.). If backlash is not within specifications transfer the necessary amount of shim thickness from one side of the housing to the other (Fig.
20).
(36) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform
Gear Contact Pattern Analysis procedure.
Fig. 19 RING GEAR BACKLASH MEASUREMENT
1 - DIAL INDICATOR
REAR AXLE - 248RBI
BR/BE
3 - 57
REAR AXLE - 248RBI (Continued)
GEAR CONTACT PATTERN
Fig. 20 BACKLASH SHIM
The ring and pinion gear contact patterns will
show if the pinion depth is correct. It will also show
if the ring gear backlash has been adjusted correctly.
The backlash can be adjusted within specifications to
achieve desired tooth contact patterns.
(1) Apply a thin coat of hydrated ferric oxide or
equivalent to the drive and coast side of the ring gear
teeth.
(2) Wrap, twist and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pattern.
(3) With a boxed end wrench on the ring gear bolt,
rotate the differential case one complete revolution in
both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will squeegee the compound to the areas with the least amount
of contact. Note and compare patterns on the ring
gear teeth to Gear Tooth Contact Patterns chart (Fig.
21)and adjust pinion depth and gear backlash as necessary.
3 - 58
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
Fig. 21 GEAR TOOTH CONTACT PATTERNS
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
SPECIFICATIONS
REAR AXLE - 248RBI
AXLE SPECIFICATIONS
DESCRIPTION
SPECIFICATION
Axle Ratio
3.55, 4.10
Ring Gear Diameter
248 mm (9.75 in.)
Ring Gear Backlash
0.12-0.20 mm (0.005-0.008 in.)
Pinion Gear Standard Depth
127.0 mm (5.000 in.)
Pinion Bearing Preload - Original Bearings
1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings
2.3-5.1 N·m (20-45 in. lbs.)
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Fill Hole Plug
34
25
-
Differential Cover Bolts
41
30
-
Bearing Cap Bolts
108
80
-
Ring Gear Bolt
176
130
-
Pinion Nut
292-447
215-330
-
Axle Shaft Bolts
122-136
90-100
-
Hub Bearing Nut
163-190
120-140
-
SPECIAL TOOLS
REAR AXLE - 248RBI
Installer 5064
Puller 6790
Installer D-111
Wrench DD-1241-JD
3 - 59
3 - 60
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
Pilot Studs C-3288-B
Installer 8149
Dial Indicator C-3339
Holder 6719A
Puller/Press C-293-PA
Puller C-452
Adapters C-293-37
Installer 8108
Installer C-4190
Spreader W-129-B
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
Installer D-111
Handle C-4171
Installer D-146
Fixture 6963-A
Installer C-3095-A
Remover D-158
Installer C-3718
Remover D-162
Trac-lok Tools 8139
Adapters C-293-37
3 - 61
3 - 62
REAR AXLE - 248RBI
BR/BE
REAR AXLE - 248RBI (Continued)
AXLE BEARINGS
REMOVAL
Trac-lok Tools C-4487
(1) Remove wheel and tire assembly.
(2) Remove brake drum.
(3) Remove the axle shaft.
(4) Remove the lock wedge and adjustment nut.
Use Socket DD-1241–JD to remove the adjustment
nut.
(5) Remove the hub assembly. The outer axle bearing will slide out as the hub is being removed.
(6) Remove inner grease seal and discard. Use
Installer 5064 and Handle C-4171 to drive grease
seal and inner axle bearing from the hub.
(7) Remove the bearing cups from the hub bore.
Use a brass drift, or an appropriate removal tool, to
tap out the cups.
INSTALLATION
Gauge Set 6730
Arbor Discs 6732
AXLE SHAFTS
REMOVAL
(1) Remove the axle shaft flange bolts.
(2) Slide the axle shaft out from the axle tube.
INSTALLATION
(1) Clean the gasket contact surface area on the
flange with an appropriate solvent. Install a new
flange gasket and slide the axle shaft into the tube.
(2) Install the bolts and tighten to 129 N·m (95 ft.
lbs.).
(1) Thoroughly clean both axle bearings and interior of the hub with an appropriate cleaning solvent.
(2) Install bearing cups with Installer 8151 and
Handle C-4171.
(3) Pack inner and outer bearings with
Mopar wheel bearing grease or equivalent.
(4) Apply grease to inner and outer bearing cup
surfaces.
(5) Install inner axle bearing in the hub.
(6) Install new grease seal in hub with Installer
8149 and Handle C-4171.
(7) Inspect bearing and seal contact surfaces on
the axle tube for burrs/roughness. Remove all the
rough contact surfaces from the axle tube.
(8) Carefully slide the hub onto the axle.
CAUTION: Do not let grease seal contact axle tube
threads during installtion.
(9) Install outer axle bearing.
(10) Install hub bearing adjustment nut with
Socket DD-1241–JD.
(11) Tighten adjustment nut to 163-190 N·m (120140 ft. lbs.) while rotating the wheel. Then loosen
adjustment nut 1/8 to 1/3 of-a-turn to provide 0.0250.250mm (0.001-0.009 in.) wheel bearing end play.
(12) Tap locking wedge into the spindle keyway
and adjustment nut.
NOTE: Located locking wedge in a new position in
the adjustment nut.
(13) Install axle shaft and brake drum.
(14) Install the wheel and tire assembly.
REAR AXLE - 248RBI
BR/BE
3 - 63
PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Mark universal joint, pinion yoke and shaft for
installation reference.
(3) Disconnect the propeller shaft from the pinion
yoke.
(4) Remove the wheel and tire assemblies.
(5) Remove brake calipers to prevent any drag
that may cause a false bearing preload torque measurement.
(6) Rotate pinion yoke three or four times.
(7) Record pinion gear rotating torque with an
inch pound torque wrench (Fig. 22).
Fig. 23 PINION YOKE REMOVER
1 - PINION YOKE
2 - REMOVER
Fig. 24 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
Fig. 22 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
(8) Hold yoke with Yoke Holder 6719A and remove
the pinion shaft nut and washer.
(9) Remove yoke with Remover C-452 (Fig. 23).
(10) Remove pinion seal with pry tool or slidehammer mounted screw.
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal.
(2) Install new pinion seal with an aproppriate
installer (Fig. 24).
(3) Install yoke on pinion shaft with Installer
C-3718 and Yoke Holder 6719.
(4) Install pinion yoke washer with the concave
surface against the yoke end.
(5) Install new pinion nut.
CAUTION: Never exceed the minimum tightening
torque when installing the pinion yoke retaining nut
at this point. Damage to collapsible spacer, if
equipped, or bearings may result.
(6) Hold pinion yoke with Yoke Holder 6719 and
tighten shaft nut to 291.5 N·m (215 ft. lbs.) (Fig. 25).
Rotate pinion shaft several revolutions to ensure the
bearing rollers are seated.
(7) Rotate pinion shaft with a inch pound torque
wrench. Rotating torque should be equal to the reading recorded during removal, plus an additional 0.56
N·m (5 in. lbs.) (Fig. 26).
3 - 64
REAR AXLE - 248RBI
BR/BE
PINION SEAL (Continued)
ion nut and collapsible spacer, if equipped, must be
installed.
(8) If rotating torque is low, use Yoke Holder 6719
to hold the pinion yoke (Fig. 25) and tighten the pinion shaft nut in 6.8 N·m (5 ft. lbs.) increments until
proper rotating torque is achieved.
NOTE: The bearing rotating torque should be constant during a complete revolution of the pinion. If
the rotating torque varies, this indicates a binding
condition.
(9) Install propeller shaft with reference marks
aligned.
(10) Add gear lubricant to the differential housing,
if necessary.
(11) Install wheel and tire assemblies and lower
the vehicle.
(12) Pump the brake pedal before moving the vehicle.
Fig. 25 TIGHTEN PINION NUT
1 - DIFFERENTIAL HOUSING
2 - YOKE HOLDER
3 - TORQUE WRENCH
DIFFERENTIAL
REMOVAL
(1) Raise and support the vehicle.
(2) Remove fill hole plug from the differential
housing cover.
(3) Remove differential housing cover and drain
lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove axle shafts.
(6) Note the orientation of the installation reference letters stamped on the bearing caps and housing machined sealing surface (Fig. 27).
Fig. 26 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
CAUTION: Never loosen pinion gear nut to decrease
pinion rotating torque and never exceed specified preload torque. If preload torque is exceeded a new pin-
Fig. 27 BEARING CAP IDENTIFICATION
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
REAR AXLE - 248RBI
BR/BE
DIFFERENTIAL (Continued)
(7) Remove the differential bearing caps.
(8) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes (Fig. 28).
(9) Install the hold down clamps and tighten the
tool turnbuckle finger-tight.
Fig. 29 DIFFERENTIAL REMOVAL
Fig. 28 SPREAD DIFFERENTIAL HOUSING
1
2
3
4
5
-
SPREADER
DIAL INDICATOR
DIFFERENTIAL
DIFFERENTIAL HOUSING
PILOT STUD
1 - DIFFERENTIAL
2 - PRY BAR
(10) Install a Pilot Stud C-3288-B at the left side
of the differential housing. Attach dial indicator to
housing pilot stud. Load the indicator plunger
against the opposite side of the housing (Fig. 28) and
zero the indicator.
(11) Spread the housing enough to remove the case
from the housing. Measure the distance with the dial
indicator (Fig. 28).
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If housing is over-spread, it could be distorted or damaged.
(12) Remove the dial indicator.
(13) Pry the differential case loose from the housing. To prevent damage, pivot on housing with the
end of the pry bar against spreader (Fig. 29).
(14) Remove the case from housing. Tag bearing
cups to indicate their location.
DISASSEMBLY
(1) Remove roll-pin holding mate shaft in housing.
(2) Remove pinion gear mate shaft (Fig. 30).
(3) Rotate the differential side gears and remove
the pinion mate gears and thrust washers (Fig. 31).
Fig. 30 PINION MATE SHAFT
1
2
3
4
-
PINION MATE GEAR
PINION MATE SHAFT
SIDE GEAR
DRIFT
3 - 65
3 - 66
REAR AXLE - 248RBI
BR/BE
DIFFERENTIAL (Continued)
Fig. 31 PINION MATE/SIDE GEAR
1 - THRUST WASHER
2 - SIDE GEAR
3 - PINION MATE GEAR
(4) Remove the differential side gears and thrust
washers.
ASSEMBLY
(1) Install the differential side gears and thrust
washers.
(2) Install the pinion mate gears and thrust washers.
(3) Install the pinion gear mate shaft.
(4) Align the hole in the pinion gear mate shaft
with the hole in the differential case.
(5) Install and seat the pinion mate shaft roll-pin
in the differential case and mate shaft with a punch
and hammer (Fig. 32). Peen the edge of the roll-pin
hole in the differential case slightly in two places,
180° apart.
(6) Lubricate all differential components with
hypoid gear lubricant.
INSTALLATION
NOTE: If replacement differential bearings or differential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments (Differential Bearing Preload and Gear
Backlash) procedures to determine proper shim
selection.
Fig. 32 PINION MATE SHAFT ROLL-PIN
1 - PUNCH
2 - PINION MATE SHAFT
3 - MATE SHAFT LOCKPIN
(1) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes. Install the hold
down clamps and tighten the tool turnbuckle fingertight.
(2) Install a Pilot Stud C-3288-B at the left side of
the differential housing and attach dial indicator to
the pilot stud. Load the indicator plunger against the
opposite side of the housing and zero the dial indicator.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator.
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If housing is over-spread, it could be distorted or damaged.
(4) Remove the dial indicator.
(5) Install differential into the housing. Tap the
differential case with a rawhide/rubber hammer to
ensure the bearings are seated in housing (Fig. 33).
(6) Remove the spreader.
(7) Install bearing caps in their original locations
(Fig. 34) and tighten bearing cap bolts in a crisscross pattern to 109 N·m (80 ft. lbs.).
(8) Install axle shafts.
(9) Install the hub bearings.
(10) Apply a bead of red Mopar Silicone Rubber
Sealant or equivalent to the housing cover (Fig. 35).
REAR AXLE - 248RBI
BR/BE
3 - 67
DIFFERENTIAL (Continued)
Fig. 33 DIFFERENTIAL CASE
1 - RAWHIDE HAMMER
Fig. 35 DIFFERENTIAL COVER - TYPICAL
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKNESS
(13) Install fill hole plug and tighten to 34 N·m (25
ft. lbs.).
(14) Remove support and lower vehicle.
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKT
Fig. 34 Bearing Cap Reference
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied or adhesion quality will be compromised.
(11) Install the cover and tighten bolts in a crisscross pattern to 47 N·m (35 ft. lbs.).
(12) Fill the differential with Mopar Hypoid Gear
Lubricant or equivalent to bottom of the fill plug
hole.
The most common problem is a chatter noise when
turning corners. Before removing the unit for repair,
drain, flush and refill the axle with the specified
lubricant. A container of Mopar Trac-lokt Lubricant
(friction modifier) should be added after repair service or during a lubricant change.
After changing the lubricant, drive the vehicle and
make 10 to 12 slow, figure-eight turns. This maneuver will pump lubricant through the clutches. This
will correct the condition in most instances. If the
chatter persists, clutch damage could have occurred.
DIFFERENTIAL TEST
The differential can be tested without removing the
differential case by measuring rotating torque. Make
sure brakes are not dragging during this measurement.
(1) Place blocks in front and rear of both front
wheels.
(2) Raise one rear wheel until it is completely off
the ground.
3 - 68
REAR AXLE - 248RBI
BR/BE
DIFFERENTIAL - TRAC-LOK (Continued)
(3) Engine off, transmission in neutral, and parking brake off.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 36).
Fig. 37 DIFFERENTIAL CASE FIXTURE
Fig. 36 ROTATING TORQUE TEST
1 - SPECIAL TOOL WITH BOLT IN CENTER HOLE
2 - TORQUE WRENCH
1 - HOLDING FIXTURE
2 - VISE
3 - DIFFERENTIAL
(6) If rotating torque is less than 41 N·m (56 ft.
lbs.) or more than 271 N·m (200 ft. lbs.) on either
wheel the unit should be serviced.
DISASSEMBLY
(1) Clamp side gear Holding Fixture 6965 in a vise
and position the differential case on the Holding Fixture (Fig. 37).
(2) Remove ring gear if the ring gear is to be
replaced. The Trac-lokt differential can be serviced
with the ring gear installed.
(3) Remove pinion gear mate shaft roll pin.
(4) Remove pinion gear mate shaft with a drift and
hammer.
(5) Install and lubricate Step Plate C-6960-3 (Fig.
38).
Fig. 38 Step Plate
1 - LOWER SIDE GEAR
2 - DIFFERENTIAL CASE
3 - STEP PLATE
REAR AXLE - 248RBI
BR/BE
3 - 69
DIFFERENTIAL - TRAC-LOK (Continued)
(6) Assemble Threaded Adapter C-6960-1 into top
side gear. Thread Forcing Screw C-6960-4 into
adapter until it becomes centered in adapter plate.
(7) Position a small screw driver in slot of
Threaded Adapter Disc C-6960-3 (Fig. 39) to prevent
adapter from turning.
(8) Install Forcing Screw C-6960-4 and tighten
screw to 122 N·m (90 ft. lbs.) maximum to compress
Belleville springs in clutch packs (Fig. 40).
Fig. 40 COMPRESS BELLEVILLE SPRING
1 - TORQUE WRENCH
2 - TOOL ASSEMBLED
3 - DIFFERENTIAL CASE
(9) With a feeler gauge remove thrust washers
from behind the pinion gears (Fig. 41).
Fig. 39 Threaded Adapter Disc
1
2
3
4
5
6
-
SOCKET
SLOT IN ADAPTER
SCREWDRIVER
DISC
FORCING SCREW
THREADED ADAPTER DISC
Fig. 41 PINION GEAR THRUST WASHER
1 - THRUST WASHER
2 - FEELER GAUGE
3 - 70
REAR AXLE - 248RBI
BR/BE
DIFFERENTIAL - TRAC-LOK (Continued)
(10) Insert Turning Bar C-6960-2 into the pinion
mate shaft hole in the case (Fig. 42).
(11) Loosen the Forcing Screw in small increments
until the clutch pack tension is relieved and the differential case can be turned using Turning Bar.
(12) Rotate differential case until the pinion gears
can be removed.
(13) Remove pinion gears from differential case.
Fig. 43 SIDE GEAR & CLUTCH PACK
Fig. 42 PINION GEAR
1 - DIFFERENTIAL CASE
2 - RETAINER
3 - SIDE GEAR AND CLUTCH DISC PACK
1 - PINION GEARS
2 - TURNING BAR
(14) Remove Forcing Screw, Step Plate and
Threaded Adapter.
(15) Remove top side gear, clutch pack retainer
and clutch pack. Keep plates in correct order during
removal (Fig. 43).
(16) Remove differential case from the Holding
Fixture. Remove side gear, clutch pack retainer and
clutch pack. Keep plates in correct order during
removal.
ASSEMBLY
Clean all components in cleaning solvent and dry
components with compressed air. Inspect clutch pack
plates for wear, scoring or damage. Replace both
clutch packs if any one component in either pack is
damaged. Inspect side gears and pinions. Replace
any gear that is worn, cracked, chipped or damaged.
Inspect differential case and pinion shaft. Replace if
worn or damaged.
(1) Lubricate each component with gear lubricant
before assembly.
(2) Assemble the clutch discs into packs and
secure disc packs with retaining clips (Fig. 44).
NOTE: New Plates and discs with fiber coating (no
grooves or lines) must be presoaked in Friction
Modifier before assembly. Soak plates and discs for
a minimum of 20 minutes.
Fig. 44 CLUTCH DISC PACK
1
2
3
4
-
CLUTCH PACK
RETAINER
SIDE GEAR
RETAINER
BR/BE
REAR AXLE - 248RBI
3 - 71
DIFFERENTIAL - TRAC-LOK (Continued)
(3) Position assembled clutch disc packs on the
side gear hubs.
(4) Install clutch pack and side gear in the ring
gear side of the differential case (Fig. 45). Be sure
clutch pack retaining clips remain in position
and are seated in the case pockets.
Fig. 46 Clutch Pack and Upper Side Gear
1 - SIDE GEAR AND CLUTCH PACK
2 - DIFFERENTIAL CASE
3 - STEP PLATE - C-6960-3
Fig. 45 Clutch Pack and Lower Side Gear
1 - DIFFERENTIAL CASE
2 - LOWER SIDE GEAR AND CLUTCH PACK
(5) Position the differential case on the Holding
Fixture 6965.
(6) Install lubricated Step Plate C-6960-3 in lower
side gear (Fig. 46).
(7) Install the upper side gear and clutch disc pack
(Fig. 46).
(8) Hold assembly in position. Insert Threaded
Adapter C-6960-1 into top side gear.
(9) Install Forcing Screw C-6960-4 and tighten
screw to slightly compress clutch disc.
(10) Place pinion gears in position in side gears
and verify that the pinion mate shaft hole is aligned.
(11) Rotate case with Turning Bar C-6960-2 until
the pinion mate shaft holes in pinion gears align
with holes in case. It may be necessary to slightly
tighten the forcing screw in order to install the pinion gears.
(12) Tighten forcing screw to 122 N·m (90 ft. lbs.)
maximum to compress the Belleville springs.
(13) Lubricate and install thrust washers behind
pinion gears and align washers with a small screw
driver. Insert mate shaft into each pinion gear to verify alignment.
(14) Remove Forcing Screw, Step Plate and
Threaded Adapter.
(15) Install pinion gear mate shaft and align holes
in shaft and case.
(16) Install pinion mate shaft roll pin. Peen the
edge of the roll pin hole in the case slightly in two
places 180° apart.
(17) Lubricate all differential components with
hypoid gear lubricant.
3 - 72
REAR AXLE - 248RBI
DIFFERENTIAL CASE
BEARINGS
BR/BE
INSTALLATION
(1) Install differential side bearings with installer
C-4190 and Handle C-4171 (Fig. 48).
REMOVAL
(1) Remove differential case from the housing.
(2) Remove bearings from the differential case
with Puller/Press C-293-PA, Adapters C-293-62 and
Step Plate 8139-2 (Fig. 47).
Fig. 48 CASE BEARING INSTALLER
1
2
3
4
-
HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER
(2) Install differential case into the housing.
Fig. 47 DIFFERENTIAL CASE BEARING
1
2
3
4
5
- PULLER
- ADAPTERS
- STEP PLATE
- BEARING
- DIFFERENTIAL CASE
REAR AXLE - 248RBI
BR/BE
3 - 73
PINION GEAR/RING GEAR/
TONE RING
REMOVAL
NOTE: The ring and pinion gears are service as a
matched set. Never replace ring gear without
replacing the matched pinion gear.
(1) Remove differential from housing.
(2) Place differential case in a suitable vise with
soft metal jaw protectors. (Fig. 49)
(3) Remove bolts holding ring gear to differential
case.
(4) Drive ring gear from the differential case with
a soft hammer (Fig. 49).
Fig. 50 PINION YOKE REMOVER
1 - FLANGE WRENCH
2 - PINION YOKE
3 - REMOVER
Fig. 49 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - RAWHIDE HAMMER
(5) Remove exciter ring from the differential case
by slowly tapping the ring with a brass drift.
(6) Mark pinion yoke and propeller shaft for
installation alignment.
(7) Disconnect propeller shaft from pinion yoke
and tie propeller shaft to underbody.
(8) Hold yoke with Yoke Holder 6719A and remove
pinion yoke nut and washer.
(9) Remove pinion yoke with Remover C-452 and
Flange Wrench C-3281 (Fig. 50).
(10) Remove pinion gear from housing (Fig. 51).
(11) Remove pinion seal with a slide hammer or
suitable pry bar.
(12) Remove oil slinger, if equipped, and front pinion bearing.
(13) Remove front pinion bearing cup with
Remover D-158 and Handle C–4171 (Fig. 52).
Fig. 51 PINION GEAR REMOVAL
1 - RAWHIDE HAMMER
(14) Remove rear bearing cup with Remover D-162
and Handle C-4171 (Fig. 53).
(15) Remove collapsible preload spacer (Fig. 54)
from pinion gears.
(16) Remove rear pinion bearing with Puller/Press
C-293-PA and Adapters C-293-37 (Fig. 55).
(17) Remove pinion depth shims from the pinion
shaft and record thickness of the depth shims.
3 - 74
REAR AXLE - 248RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
Fig. 52 FRONT PINION BEARING CUP
1 - REMOVER
2 - HANDLE
Fig. 54 COLLAPSIBLE SPACER
1
2
3
4
5
-
COLLAPSIBLE SPACER
SHOULDER
PINION GEAR
PINION DEPTH SHIM
REAR BEARING
1
2
3
4
- PULLER
- VISE
- ADAPTERS
- PINION GEAR SHAFT
Fig. 53 REAR PINION BEARING CUP
1 - DRIVER
2 - HANDLE
Fig. 55 REAR PINION BEARING
REAR AXLE - 248RBI
BR/BE
3 - 75
PINION GEAR/RING GEAR/TONE RING (Continued)
INSTALLATION
(1) Apply Mopar Door Ease stick or equivalent
lubricant to outside surface of bearing cups.
(2) Install rear pinion bearing cup with Installer
D-111 and Handle C-4171 (Fig. 56) and verify cup is
seated.
(5) Apply a light coating of gear lubricant on the
lip of pinion seal. Install new pinion seal with an
appropriate installer (Fig. 58).
Fig. 58 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
NOTE: Pinion depth shims are placed between the
rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If ring and pinion
gears are reused, the pinion depth shim should not
require replacement. Refer to Adjustments (Pinion
Gear Depth) to select the proper thickness shim
before installing rear pinion bearing cone.
Fig. 56 REAR PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
(6) Place the proper thickness pinion depth shim
on the pinion gear.
(7) Install rear pinion bearing on the pinion gear
with Installer C-3095-A (Fig. 59).
(3) Install front pinion bearing cup with Installer
D-146 and Handle C-4171 (Fig. 57) and verify cup is
seated.
Fig. 57 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
(4) Install front pinion bearing and oil slinger, if
equipped.
Fig. 59 REAR PINION BEARING
1
2
3
4
-
PRESS
INSTALLER
PINION GEAR
REAR PINION BEARING
3 - 76
REAR AXLE - 248RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
(8) Install a new collapsible preload spacer on pinion shaft (Fig. 60).
(9) Install pinion gear into the housing.
Fig. 61 PIONION YOKE INSTALLER
1 - INSTALLER
2 - YOKE HOLDER
Fig. 60 COLLASIBLE SPACER
1
2
3
4
5
-
COLLAPSIBLE SPACER
SHOULDER
PINION GEAR
OIL SLINGER
REAR PINION BEARING
• Original Bearings - 1 to 3 N·m (10 to 20 in. lbs.).
• New Bearings - 2.3 to 5.1 N·m (20 to 45 in. lbs.).
(15) Invert the differential case in the vise.
(10) Install yoke with Installer C-3718 and Yoke
Holder 6719A (Fig. 61).
(11) Install pinion yoke washer with concave surface against the yoke end.
(12) Install a new nut on the pinion gear. Tighten
the nut to 292 N·m (215 ft. lbs.) minimum. Do not
over-tighten. Maximum torque is 447 N·m (330 ft.
lbs.).
CAUTION: Never loosen pinion gear nut to decrease
pinion preload torque and never exceed specified
preload torque. If preload torque is exceeded a new
pinion nut and collapsible spacer must be installed.
(13) Tighten pinion nut with Yoke Holder 6719A,
and a torque wrench set at 447 N·m (330 ft. lbs.).
Crush collapsible spacer until bearing end play is
taken up. Slowly tighten the nut in 6.8 N·m (5 ft.
lbs.) increments until the rotating torque is achieved.
Measure the rotating torque frequently to avoid over
crushing the collapsible spacer (Fig. 62).
(14) Check bearing rotating torque with an inch
pound torque wrench (Fig. 62). Pinion rotating torque
should be:
Fig. 62 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
REAR AXLE - 248RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
(16) Position exciter ring on differential case
slowly and evenly tap the exciter ring into position
with a brass drift.
(17) Istall ring gear and start two ring gear bolts
to provide case-to-ring gear bolt hole alignment.
(18) Invert differential case in the vise.
(19) Install new ring gear bolts and alternately
tighten to 176 N·m (130 ft. lbs.) (Fig. 63).
CAUTION: Never reuse ring gear bolts, the bolts
can fracture causing extensive damage.
(20) Install differential into the housing and verify
gear mesh and contact pattern.
(21) Install axle shafts.
(22) Install differential cover and fill differential
with gear lubricant.
Fig. 63 RING GEAR BOLT
1
2
3
4
-
TORQUE WRENCH
RING GEAR BOLT
RING GEAR
CASE
3 - 77
3 - 78
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI
TABLE OF CONTENTS
page
REAR AXLE - 267RBI
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AXLE
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
ADJUSTMENTS . . . . . . . . . . . . .
SPECIFICATIONS
REAR AXLE - 267RBI . . . . . . .
SPECIAL TOOLS
REAR AXLE - 267RBI . . . . . . .
AXLE SHAFTS
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
AXLE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . . . .
...
...
..
...
...
...
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 78
. 78
. 80
. 82
. 82
. 83
. . . . . . . . . . . 91
. . . . . . . . . . . 91
. . . . . . . . . . . 94
. . . . . . . . . . . 94
. . . . . . . . . . . 94
. . . . . . . . . . . 94
page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 95
DIFFERENTIAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 97
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 97
DIFFERENTIAL - POWR-LOK
DIAGNOSIS AND TESTING - POWR-LOKT . . . . 99
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 99
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 102
PINION GEAR/RING GEAR/TONE RING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 104
. . . . . . . . . . . 94
REAR AXLE - 267RBI
DESCRIPTION
The Rear Beam-design Iron (RBI) axle housings
consist of an iron center casting (differential housing)
with axle shaft tubes extending from either side. The
tubes are pressed into the differential housing and
welded. The axles are full-floating axle shafts, supported by the axle housing tubes. The full-float shafts
are retained by bolts attached to the hub.
The differential case for the standard differential is
a one-piece design. Differential bearing preload and
ring gear backlash are adjusted by the use of shims
located between the differential bearing cones and
case. Pinion bearing preload is set and maintained by
the use of a solid shims. The differential cover provides a means for inspection and service.
Axles equipped with a Powr-lokt differential are
optional. The differential has a two-piece differential
case. The differential contains four pinion gears and
a two-piece pinion mate cross shaft to provide
increased torque to the non-slipping wheel through a
ramping motion in addition to the standard Trac-lokt
components.
OPERATION
STANDARD DIFFERENTIAL
The axle receives power from the transmission/
transfer case through the rear propeller shaft. The
rear propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
REAR AXLE - 267RBI
BR/BE
3 - 79
REAR AXLE - 267RBI (Continued)
During straight-ahead driving, the differential pinion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
Fig. 2 Differential Operation - On Turns
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 1 Differential Operation - Straight Ahead Driving
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.
POWR-LOKT DIFFERENTIAL
The differential clutches are engaged by two concurrent forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces generated by the side gears as torque is applied through
the ring gear (Fig. 3).
This design provide the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. The
Powr-lokt differential additionally utilizes a ramping
action supplied by the cross shafts to increase the
force applied to the clutch packs to increase the
Fig. 3 Powr-LokT Limited Slip Differential
1
2
3
4
5
6
7
8
-
CASE
RING GEAR
DRIVE PINION
PINION GEAR
MATE SHAFT
CLUTCH PACK
SIDE GEAR
CLUTCH PACK
3 - 80
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
torque supplied to the non-slipping wheel. The differential resist wheel spin on bumpy roads and provide
more pulling power when one wheel looses traction.
Pulling power is provided continuously until both
wheels loose traction. If both wheels slip due to
unequal traction, operation is normal. In extreme
cases of differences of traction, the wheel with the
least traction may spin.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, incorrect pinion depth, tooth
contact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are acceleration, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then accelerate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehicle turns. A worn pinion shaft can also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differential. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually produce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differential bearing noise is also constant and varies only
with vehicle speed.
Low speed knock is generally caused by a worn
U-joint or by worn side–gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
• Damaged drive shaft.
• Missing drive shaft balance weight(s).
• Worn or out-of-balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibration. Do not overlook engine accessories, brackets
and drive belts.
NOTE: All driveline components should be examined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts.
• Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
REAR AXLE - 267RBI
BR/BE
3 - 81
REAR AXLE - 267RBI (Continued)
DIAGNOSTIC CHART
Condition
Wheel Noise
Axle Shaft Noise
Axle Shaft Broke
Differential Cracked
Differential Gears Scored
Loss Of Lubricant
Possible Causes
Correction
1. Wheel loose.
1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing.
2. Replace bearing.
1. Misaligned axle tube.
1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft.
2. Inspect and correct as necessary.
1. Misaligned axle tube.
1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded.
2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation.
3. Replace broken shaft and avoid or
correct erratic clutch operation.
4. Grabbing clutch.
4. Replace broken shaft and inspect
and repair clutch as necessary.
1. Improper adjustment of the
differential bearings.
1. Replace case and inspect gears
and bearings for further damage. Set
differential bearing pre-load properly.
2. Excessive ring gear backlash.
2. Replace case and inspect gears
and bearings for further damage. Set
ring gear backlash properly.
3. Vehicle overloaded.
3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation.
4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
1. Insufficient lubrication.
1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant.
2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.
3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
1. Lubricant level too high.
1. Drain lubricant to the correct level.
2. Worn axle shaft seals.
2. Replace seals.
3. Cracked differential housing.
3. Repair as necessary.
4. Worn pinion seal.
4. Replace seal.
5. Worn/scored yoke.
5. Replace yoke and seal.
6. Axle cover not properly sealed.
6. Remove, clean, and re-seal cover.
3 - 82
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
Condition
Axle Overheating
Gear Teeth Broke
Axle Noise
Possible Causes
Correction
1. Lubricant level low.
1. Fill differential to correct level.
2. Improper grade of lubricant.
2. Fill differential with the correct fluid
type and quantity.
3. Bearing pre-loads too high.
3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash.
4. Re-adjust ring gear backlash.
1. Overloading.
1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation.
2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement.
3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments.
4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
1. Insufficient lubricant.
1. Fill differential with the correct fluid
type and quantity.
2. Improper ring gear and pinion
adjustment.
2. Check ring gear and pinion contact
pattern. Adjust backlash or pinion
depth.
3. Unmatched ring gear and pinion.
3. Replace gears with a matched ring
gear and pinion.
4. Worn teeth on ring gear and/or
pinion.
4. Replace ring gear and pinion.
5. Loose pinion bearings.
5. Adjust pinion bearing pre-load.
6. Loose differential bearings.
6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear.
7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.
8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued tot
he proper specification.
9. Housing not machined properly.
9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Position an axle lift under the axle and secure
it to the axle.
(3) Remove the wheels and tires.
(4) Remove RWAL sensor from the differential
housing, if necessary.
(5) Remove brake hose from the axle junction
block.
(6) Disconnect parking brake cables and cable
brackets.
(7) Remove vent hose from the axle shaft tube.
(8) Mark propeller shaft and yoke for installation
alignment reference.
(9) Remove propeller shaft.
(10) Remove shock absorbers from the axle brackets.
(11) Remove spring clamps and spring brackets.
(12) Remove axle from the vehicle.
INSTALLATION
(1) Raise axle with lift and align to the leaf spring
centering bolts.
(2) Install spring clamps and spring brackets.
BR/BE
REAR AXLE - 267RBI
REAR AXLE - 267RBI (Continued)
(3) Install shock absorbers and tighten to specifications.
(4) Install RWAL sensor to the differential housing, if necessary.
(5) Install parking brake cables and cable brackets
(6) Install brake hose to the axle junction block.
(7) Install axle vent hose.
(8) Install propeller shaft with reference marks
aligned.
(9) Install wheels and tires assemblies.
(10) Add gear lubricant, if necessary.
(11) Remove lift from the axle and lower the vehicle.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched onto each gear (Fig. 4). A plus
(+) number, minus (–) number or zero (0) is etched
onto the pinion gear. This number is the amount (in
thousandths of an inch) the depth varies from the
standard depth setting of a pinion etched with a (0).
The standard setting from the center line of the ring
gear to the back face of the pinion is 136.53 mm
(5.375 in.). The standard depth provides the best
gear tooth contact pattern. Refer to Backlash and
Contact Pattern in this section for additional information.
Compensation for pinion depth variance is
achieved with a select shim/oil baffle. The shims are
placed between the rear pinion bearing and the pinion gear head (Fig. 5).
If a new gear set is being installed, note the depth
variance etched into both the original and replacement pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Note the etched number on the face of the pinion
gear head (–1, –2, 0, +1, +2, etc.). The numbers represent thousands of an inch deviation from the standard. If the number is negative, add that value to the
required thickness of the depth shims. If the number
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is necessary.
Fig. 4 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
Fig. 5 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM/OIL BAFFLE
2 - DIFFERENTIAL BEARING SHIM
3 - 83
3 - 84
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
PINION GEAR DEPTH VARIANCE
Original Pinion
Gear Depth
Variance
Replacement Pinion Gear Depth Variance
24
23
22
21
0
+1
+2
+3
+4
+4
+0.008
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
+3
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
+2
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
+1
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
0
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
21
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
22
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
23
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
24
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
20.008
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the housing. Take
measurements with Pinion Gauge Set and Dial Indicator C-3339 (Fig. 6).
(1) Assemble Pinion Height Block 6739, Pinion
Block 6737 and rear pinion bearing onto Screw 6741
(Fig. 6).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 7).
(3) Install front pinion bearing and Cone-nut 6740
hand tight (Fig. 6).
Fig. 7 PINION HEIGHT BLOCK
Fig. 6 PINION GEAR DEPTH GAUGE TOOLS
1
2
3
4
5
6
7
8
- DIAL INDICATOR
- ARBOR
- PINION HEIGHT BLOCK
- CONE
- SCREW
- PINION BLOCK
- SCOOTER BLOCK
- ARBOR DISC
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
(4) Place Arbor Disc 6732 on Arbor D-115-3 in position in the housing side bearing cradles (Fig. 8).
NOTE: Arbor Discs 6732 has different step diameters to fit other axles. Choose proper step for axle
being serviced.
REAR AXLE - 267RBI
BR/BE
3 - 85
REAR AXLE - 267RBI (Continued)
(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 108 N·m (80 ft. lbs.).
Fig. 9 PINION GEAR DEPTH MEASUREMENT
Fig. 8 GAUGE TOOLS IN HOUSING
1
2
3
4
- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK
(6) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(7) Position Scooter Block/Dial Indicator flush on
the pinion height block. Hold scooter block and zero
the dial indicator.
(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 9). Move the
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim/oil baffle equal to the dial indicator reading plus the pinion depth variance number
etched in the face of the pinion (Fig. 4). For example,
if the depth variance is –2, add +0.002 in. to the dial
indicator reading.
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
together. The gear backlash measurement determines
the thickness of the shim used on the ring gear side of
the differential case. Subtract the gear backlash shim
thickness from the total overall shim thickness and
select that amount for the pinion gear side of the differential (Fig. 10). Differential shim measurements are
performed with spreader W-129-B removed.
DIFFERENTIAL SIDE BEARING PRELOAD AND
GEAR BACKLASH
Differential side bearing preload and gear backlash is
achieved by selective shims positioned behind the differential side bearing cones. The proper shim thickness
can be determined using slip-fit Dummy Bearings D-343
in place of the differential side bearings and a Dial Indicator C-3339. Before proceeding with the differential
bearing preload and gear backlash measurements, measure the pinion gear depth and prepare the pinion for
installation. Establishing proper pinion gear depth is
essential to establishing gear backlash and tooth contact patterns. After the overall shim thickness to take
up differential side play is measured, the pinion is
installed, and the gear backlash shim thickness is measured. The overall shim thickness is the total of the dial
indicator reading and the preload specification added
Fig. 10 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM/OIL BAFFLE
2 - DIFFERENTIAL BEARING SHIM
3 - 86
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differential case.
(2) Remove factory installed shims from differential case.
(3) Install ring gear on differential case and
tighten bolts to specification.
(4) Install dummy side bearings D-343 on differential case.
(5) Install differential case in the housing.
(6) Install the marked bearing caps in their correct
positions and snug the bolts (Fig. 11).
Fig. 12 SEAT PINION GEAR SIDE BEARING
1 - DEAD-BLOW HAMMER
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
Fig. 11 BEARING CAP BOLTS
1 - BEARING CAP
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
(7) Using a dead-blow hammer, seat the differential dummy bearings to each side of the housing (Fig.
12) and (Fig. 13).
(8) Thread Pilot Stud C-3288-B into rear cover bolt
hole below ring gear (Fig. 14).
(9) Attach the Dial Indicator C-3339 to pilot stud.
Position the dial indicator plunger on a flat surface
between the ring gear bolt heads (Fig. 14).
(10) Push and hold differential case to pinion gear
side of the housing and zero dial indicator (Fig. 15).
(11) Push and hold differential case to ring gear
side of the housing and record the dial indicator
reading (Fig. 16).
(12) Add 0.38 mm (0.015 in.) to the zero end play
total. This total represents the thickness of shims
needed to preload the new bearings when the differential is installed.
Fig. 13 SEAT RING GEAR SIDE BEARING
1 - DIFFERENTIAL HOUSING
2 - DEAD-BLOW HAMMER
3 - DIFFERENTIAL CASE
(13) Rotate dial indicator out of the way on the
pilot stud.
(14) Remove differential case and dummy bearings
from the housing.
(15) Install the pinion gear in the housing. Install
the pinion yoke and establish the correct pinion
rotating torque.
(16) Install differential case and dummy bearings
D-343 in the housing (without shims), install bearing
caps and tighten bolts snug.
(17) Seat ring gear side dummy bearing (Fig. 13).
(18) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads (Fig. 14).
REAR AXLE - 267RBI
BR/BE
3 - 87
REAR AXLE - 267RBI (Continued)
Fig. 16 DIFFERENTIAL CASE RING GEAR SIDE
1 - DIAL INDICATOR
2 - DIFFERENTIAL CASE TO RING GEAR SIDE
3 - DIFFERENTIAL HOUSING
Fig. 14 DIFFERENTIAL SIDE PLAY
1
2
3
4
-
(19) Push and hold differential case toward pinion
gear and zero the dial indicator (Fig. 17).
DIFFERENTIAL CASE
DIFFERENTIAL HOUSING
PILOT STUD
DIAL INDICATOR
Fig. 17 DIFFERENTIAL CASE PINION GEAR SIDE
Fig. 15 DIAL INDICATOR LOCATION
1
2
3
4
-
DIFFERENTIAL CASE TO PINION GEAR SIDE
PILOT STUD
DIAL INDICATOR ARM
DIAL INDICATOR FACE
1
2
3
4
5
-
DIAL INDICATOR FACE
DIFFERENTIAL CASE TO PINION GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
3 - 88
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
(20) Push and hold differential case to ring gear
side of the housing and record dial indicator reading
(Fig. 18).
(35) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator reading should be between 0.12 mm (0.005 in.) and 0.20 mm
(0.008 in.). If backlash is not within specifications transfer the necessary amount of shim thickness from one
side of the housing to the other (Fig. 20).
(36) Verify differential case and ring gear runout by
measuring ring to pinion gear backlash at eight locations around the ring gear. Readings should not vary
more than 0.05 mm (0.002 in.). If readings vary more
than specified, the ring gear or the differential case is
defective.
After the proper backlash is achieved, perform
Gear Contact Pattern Analysis procedure.
Fig. 18 DIFFERENTIAL CASE RING GEAR SIDE
1
2
3
4
5
-
DIAL INDICATOR
DIFFERENTIAL CASE TO RING GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
(21) This is the shim thickness needed on the ring
gear side of the differential case for proper backlash.
(22) Subtract the backlash shim thickness from the
total preload shim thickness. The remainder is the shim
thickness required on the pinion side of the housing.
(23) Rotate dial indicator out of the way on pilot stud.
(24) Remove differential case and dummy bearings
from the housing.
(25) Install the selected side bearing shims onto
the differential case hubs.
(26) Install side bearings on differential case hubs
with Install C-4487-1 and Handle C-4171.
(27) Install bearing cups on differential.
(28) Install Spreader W-129-B and some items
from Adapter Set 6987 on the housing and spread
open enough to receive differential case.
Fig. 19 RING GEAR BACKLASH
1 - DIAL INDICATOR
CAUTION: Never spread housing over 0.50 mm
(0.020 in.). The housing can be damaged if overspread.
(29) Install differential case into the housing.
(30) Remove spreader from the housing.
(31) Rotate differential case several times to seat
the side bearings.
(32) Position the indicator plunger against a ring
gear tooth (Fig. 19).
(33) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(34) Zero dial indicator face to pointer.
Fig. 20 BACKLASH SHIM
BR/BE
REAR AXLE - 267RBI
3 - 89
REAR AXLE - 267RBI (Continued)
GEAR CONTACT PATTERN
The ring and pinion gear contact patterns will
show if the pinion depth is correct. It will also show
if the ring gear backlash has been adjusted correctly.
The backlash can be adjusted within specifications to
achieve desired tooth contact patterns.
(1) Apply a thin coat of hydrated ferric oxide or
equivalent to the drive and coast side of the ring gear
teeth.
(2) Wrap, twist and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pattern.
(3) With a boxed end wrench on the ring gear bolt,
rotate the differential case one complete revolution in
both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will squeegee the compound to the areas with the least amount
of contact. Note and compare patterns on the ring
gear teeth to Gear Tooth Contact Patterns chart (Fig.
21)and adjust pinion depth and gear backlash as necessary.
3 - 90
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
Fig. 21 GEAR TOOTH CONTACT PATTERNS
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
SPECIFICATIONS
REAR AXLE - 267RBI
AXLE SPECIFICATIONS
DESCRIPTION
SPECIFICATION
Axle Ratio
3.55, 4.10
Ring Gear Diameter
267 mm (10.50 in.)
Ring Gear Backlash
0.12-0.20 mm (0.005-0.008 in.)
Pinion Gear Standard. Depth
136.53 mm (5.375 in.)
Pinion Bearing Preload - Original Bearings
1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings
2.3-5.1 N·m (20-45 in. lbs.)
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Fill Hole Plug
34
25
-
Differential Cover Bolts
47
35
-
Bearing Cap Bolts
108
80
-
Ring Gear Bolt
176
130
-
Pinion Nut
298-380
220-280
-
Axle Shaft Bolts
129
95
-
Hub Bearing Nut
163-190
120-140
-
SPECIAL TOOLS
REAR AXLE - 267RBI
Installer 5064
Puller 6790
Installer 8149
Wrench DD-1241-JD
3 - 91
3 - 92
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
Holder 6719A
Puller/Press C-293-PA
Puller C-452
Adapters C-293-62
Installer 8108
Installer C-4190
Spreader W-129-B
Handle C-4171
Pilot Studs C-3288-B
Fixture 6963-A
Dial Indicator C-3339
REAR AXLE - 267RBI
BR/BE
REAR AXLE - 267RBI (Continued)
Remover D-158
Installer C-3718
Remover D-162
Trac-lok Tools 8139
Adapters C-293-62
Trac-lok Tools C-4487
Installer D-111
Gauge Set 6730
Installer D-146
Arbor Discs 6732
Installer C-3095-A
3 - 93
3 - 94
REAR AXLE - 267RBI
AXLE SHAFTS
REMOVAL
(1) Remove the axle shaft flange bolts.
(2) Slide the axle shaft out from the axle tube.
INSTALLATION
(1) Clean the gasket contact surface area on the
flange with an appropriate solvent. Install a new
flange gasket and slide the axle shaft into the tube.
(2) Install the bolts and tighten to 129 N·m (95 ft.
lbs.).
AXLE BEARINGS
REMOVAL
(1) Remove wheel and tire assembly.
(2) Remove brake drum.
(3) Remove the axle shaft.
(4) Remove the lock wedge and adjustment nut.
Use Socket DD-1241–JD to remove the adjustment
nut.
(5) Remove the hub assembly. The outer axle bearing will slide out as the hub is being removed.
(6) Remove inner grease seal and discard. Use
Installer 5064 and Handle C-4171 to drive grease
seal and inner axle bearing from the hub.
(7) Remove the bearing cups from the hub bore.
Use a brass drift, or an appropriate removal tool, to
tap out the cups.
BR/BE
(11) Tighten adjustment nut to 163-190 N·m (120140 ft. lbs.) while rotating the wheel. Then loosen
adjustment nut 1/8 to 1/3 of-a-turn to provide 0.0250.250mm (0.001-0.009 in.) wheel bearing end play.
(12) Tap locking wedge into the spindle keyway
and adjustment nut.
NOTE: Located locking wedge in a new position in
the adjustment nut.
(13) Install axle shaft and brake drum.
(14) Install the wheel and tire assembly.
PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Mark universal joint, pinion yoke and shaft for
installation reference.
(3) Disconnect the propeller shaft from the pinion
yoke.
(4) Remove the wheel and tire assemblies.
(5) Remove brake calipers to prevent any drag
that may cause a false bearing preload torque measurement.
(6) Rotate pinion yoke three or four times.
(7) Record pinion gear rotating torque with an
inch pound torque wrench (Fig. 22).
INSTALLATION
(1) Thoroughly clean both axle bearings and interior of the hub with an appropriate cleaning solvent.
(2) Install bearing cups with Installer 8151 and
Handle C-4171.
(3) Pack inner and outer bearings with
Mopar wheel bearing grease or equivalent.
(4) Apply grease to inner and outer bearing cup
surfaces.
(5) Install inner axle bearing in the hub.
(6) Install new grease seal in hub with Installer
8149 and Handle C-4171.
(7) Inspect bearing and seal contact surfaces on
the axle tube for burrs/roughness. Remove all the
rough contact surfaces from the axle tube.
(8) Carefully slide the hub onto the axle.
CAUTION: Do not let grease seal contact axle tube
threads during installtion.
(9) Install outer axle bearing.
(10) Install hub bearing adjustment nut with
Socket DD-1241–JD.
Fig. 22 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
REAR AXLE - 267RBI
BR/BE
PINION SEAL (Continued)
(8) Hold yoke with Yoke Holder 6719A and remove
the pinion shaft nut and washer.
(9) Remove yoke with Remover C-452 (Fig. 23).
Fig. 23 PINION YOKE REMOVER
1 - PINION YOKE
2 - REMOVER
(10) Remove pinion seal with pry tool or slidehammer mounted screw.
Fig. 24 PINION YOKE INSTALLER
1 - INSTALLER
2 - YOKE HOLDER
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal.
(2) Install new pinion seal with an appropriate
installer.
(3) Install yoke with Installer D-191 and Yoke
Holder 6719A (Fig. 24).
(4) Install pinion yoke washer and nut.
(5) Hold pinion yoke with Yoke Holder 6719A and
tighten shaft nut to 289-380 N·m (220-280 ft. lbs.)
(Fig. 25). Rotate pinion shaft several revolutions to
ensure the bearing rollers are seated.
(6) Rotate the pinion shaft using an inch pound
torque wrench. Rotating resistance torque should be
equal to the reading recorded, plus a small amount
for the drag the new seal will have (Fig. 26).
NOTE: The bearing rotating torque should be constant during a complete revolution of the pinion. If
the rotating torque varies, this indicates a binding
condition.
(7) Install propeller shaft with the installation reference marks aligned.
(8) Install the brake drums.
(9) Add gear lubricant to the differential housing,
if necessary.
(10) Install wheel and tire assemblies and lower
the vehicle.
Fig. 25 TIGHTEN PINION NUT
1 - DIFFERENTIAL HOUSING
2 - YOKE HOLDER
3 - TORQUE WRENCH
3 - 95
3 - 96
REAR AXLE - 267RBI
BR/BE
DIFFERENTIAL (Continued)
Fig. 27 BEARING CAP IDENTIFICATION
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
Fig. 26 Pinon Rotating Torque
1 -TORQUE WRENCH
2 - PINION YOKE
DIFFERENTIAL
REMOVAL
(1) Raise and support the vehicle.
(2) Remove fill hole plug from the differential
housing cover.
(3) Remove differential housing cover and drain
lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove axle shafts.
(6) Note the orientation of the installation reference letters stamped on the bearing caps and housing machined sealing surface (Fig. 27).
(7) Remove the differential bearing caps.
(8) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes (Fig. 28).
(9) Install the hold down clamps and tighten the
tool turnbuckle finger-tight.
(10) Install a Pilot Stud C-3288-B at the left side
of the differential housing. Attach dial indicator to
housing pilot stud. Load the indicator plunger
against the opposite side of the housing (Fig. 28) and
zero the indicator.
(11) Spread the housing enough to remove the case
from the housing. Measure the distance with the dial
indicator (Fig. 28).
Fig. 28 SPREAD DIFFERENTIAL HOUSING
1
2
3
4
5
-
SPREADER
DIAL INDICATOR
DIFFERENTIAL
DIFFERENTIAL HOUSING
PILOT STUD
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If housing is over-spread, it could be distorted or damaged.
(12) Remove the dial indicator.
(13) Pry the differential case loose from the housing. To prevent damage, pivot on housing with the
end of the pry bar against spreader (Fig. 29).
(14) Remove the case from housing. Tag bearing
cups to indicate their location.
REAR AXLE - 267RBI
BR/BE
3 - 97
DIFFERENTIAL (Continued)
Fig. 29 DIFFERENTIAL REMOVAL
1 - DIFFERENTIAL
2 - PRY BAR
DISASSEMBLY
(1) Remove roll-pin holding mate shaft in housing.
(2) Remove pinion gear mate shaft (Fig. 30).
(3) Rotate differential side gears and remove pinion mate gears and thrust washers (Fig. 31).
Fig. 31 Pinion Mate/Side Gear
1 - THRUST WASHER
2 - SIDE GEAR
3 - PINION MATE GEAR
(4) Remove differential side gears and thrust
washers.
ASSEMBLY
(1) Install differential side gears and thrust washers.
(2) Install pinion mate gears and thrust washers.
(3) Install pinion gear mate shaft.
(4) Align hole in the pinion gear mate shaft with
hole in the differential case.
(5) Install and seat pinion mate shaft roll-pin in
the differential case and mate shaft with a punch
and hammer (Fig. 32). Peen the edge of the roll-pin
hole in the differential case slightly in two places
180° apart.
(6) Lubricate all differential components with
hypoid gear lubricant.
INSTALLATION
Fig. 30 PINION MATE SHAFT
1
2
3
4
-
PINION MATE GEAR
PINION MATE SHAFT
SIDE GEAR
DRIFT
NOTE: If replacement differential bearings or differential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments (Differential Bearing Preload and Gear
Backlash) procedures to determine proper shim
selection.
(1) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes. Install the hold
3 - 98
REAR AXLE - 267RBI
BR/BE
DIFFERENTIAL (Continued)
Fig. 32 Pinion Mate Shaft Roll-Pin
1 - PUNCH
2 - PINION MATE SHAFT
3 - MATE SHAFT LOCKPIN
Fig. 33 DIFFERENTIAL CASE
1 - RAWHIDE HAMMER
down clamps and tighten the tool turnbuckle fingertight.
(2) Install a Pilot Stud C-3288-B at the left side of
the differential housing and attach dial indicator to
the pilot stud. Load the indicator plunger against the
opposite side of the housing and zero the dial indicator.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator.
CAUTION: Do not spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
Fig. 34 BEARING CAP IDENTIFICATION
(4) Remove the dial indicator.
(5) Install differential into the housing. Tap the
differential case with a rawhide/rubber hammer to
ensure the bearings are seated in housing (Fig. 33).
(6) Remove the spreader.
(7) Install bearing caps in their original locations
(Fig. 34) and tighten bearing cap bolts in a crisscross pattern to 109 N·m (80 ft. lbs.).
(8) Install axle shafts.
(9) Install the hub bearings.
(10) Apply a bead of red Mopar Silicone Rubber
Sealant or equivalent to the housing cover (Fig. 35).
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied or adhesion quality will be compromised.
(11) Install the cover and any identification tag.
Tighten the cover bolts in a criss-cross pattern to 47
N·m (35 ft. lbs.).
(12) Fill the differential with Mopar Hypoid Gear
Lubricant or equivalent to bottom of the fill plug
hole.
REAR AXLE - 267RBI
BR/BE
3 - 99
DIFFERENTIAL (Continued)
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 36).
Fig. 36 POWR-LOK TEST -TYPICAL
1 - SPECIAL TOOL
2 - TORQUE WRENCH
Fig. 35 DIFFERENTIAL COVER - TYPICAL
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKNESS
(13) Install the fill hole plug and tighten to 34 N·m
(25 ft. lbs.).
(14) Remove support and lower vehicle.
DIFFERENTIAL - POWR-LOK
DIAGNOSIS AND TESTING - POWR-LOKT
WARNING: WHEN SERVICING VEHICLES WITH A
POWR-LOKT DIFFERENTIAL DO NOT USE THE
ENGINE TO TURN THE AXLE AND WHEELS. BOTH
REAR WHEELS MUST BE RAISED AND THE VEHICLE SUPPORTED. THE AXLE CAN EXERT ENOUGH
FORCE IF ONE WHEEL IS IN CONTACT WITH A
SURFACE TO CAUSE THE VEHICLE TO MOVE.
The differential can be tested without removing the
differential case by measuring rotating torque. Make
sure brakes are not dragging during this measurement.
(1) Place blocks in front and rear of both front
wheels.
(2) Raise one rear wheel until it is completely off
the ground.
(3) Engine off, transmission in neutral, and parking brake off.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent to wheel studs.
(6) If rotating torque is less than 22 N·m (30 ft.
lbs.) or more than 271 N·m (200 ft. lbs.) on either
wheel the unit should be serviced.
DISASSEMBLY
The Powr-Lokt differential has a two-piece cross
shaft and uses 2 disc and 3 plates for each clutch
pack. One plate and one disc in each clutch pack is
dished.
NOTE: Pay close attention to the clutch pack
arrangement during this procedure. Note the direction of the concave and convex side of the plates
and discs.
(1) Mark the ring gear half and cover half for
installation reference (Fig. 37).
(2) Remove the case attaching bolts and remove
the button cover half (Fig. 38).
(3) Remove top clutch pack (Fig. 39).
(4) Remove top side gear clutch ring.
(5) Remove top side gear.
(6) Remove pinion mate gears and cross shafts.
(7) Remove the same parts listed above from the
ring gear flange half of the case. Keep these parts
with the flange cover half for correct installation in
their original positions.
ASSEMBLY
The Powr-Lokt differential has a two-piece cross
shaft and uses 2 disc and 3 plates for each clutch
pack. One plate and one disc in each clutch pack is
dished.
3 - 100
REAR AXLE - 267RBI
BR/BE
DIFFERENTIAL - POWR-LOK (Continued)
Fig. 38 COVER HALF REMOVAL
Fig. 37 CASE MARKED
1 - REFERENCE MARKS
1 - CLUTCH PLATES
2 - BUTTON HALF
3 - FLANGE HALF
Fig. 39 POWR-LOK COMPONENTS
1
2
3
4
5
6
-
FLANGE HALF
CLUTCH RING
SIDE GEAR
PINION MATE GEAR
SCREW
BUTTON HALF
7 - PINION MATE CROSS SHAFT
8 - DISHED DISC
9 - PLATE
10 - DISHED DISC
11 - PLATE
REAR AXLE - 267RBI
BR/BE
3 - 101
DIFFERENTIAL - POWR-LOK (Continued)
NOTE: The clutch discs are replaceable as complete sets only. If one clutch disc pack is damaged,
both packs must be replaced.
(1) Saturate the clutch plates with Mopart Hypoid
Gear Lubricant or Additive (Fig. 40). Assemble clutch
packs into the side gear plate in exactly the same
position as removed (Fig. 39).
Fig. 41 CLUTCH PACK INSTALLATION
1 - LUGS
2 - FLANGE HALF
3 - SIDE GEAR
Fig. 40 CLUTCH PACK PRE-LUBRICATION
1 - CLUTCH PLATES
2 - SIDE GEAR
3 - CLUTCH RING
(2) Line up the plate ears and install the assembled pack into the flange half (Fig. 41). Ensure that
the clutch plate lugs enter the slots in the case. Also
ensure that the clutch pack bottoms out on the case.
(3) Install pinion mate shafts and pinion mate
gears (Fig. 42). Make sure shafts are correctly
installed according to the alignment marks.
(4) Lubricate and install the other side gear and
clutch pack (Fig. 41).
(5) Correctly align and assemble button half to
flange half. Install case body screws finger tight.
(6) Tighten body screws alternately and evenly.
Tighten screws to 89-94 N·m (65-70 ft. lbs.) (Fig. 43).
If bolt heads have 7 radial lines or the number 180
stamped on the head, tighten these bolts to 122-136
N·m (90-100 ft. lbs.).
Fig. 42 CLUTCH PACK
1
2
3
4
- CLUTCH PACK
- SIDE GEAR
- PINION GEARS AND MATE SHAFT
- ALIGNMENT MARKS
3 - 102
REAR AXLE - 267RBI
BR/BE
DIFFERENTIAL - POWR-LOK (Continued)
Fig. 43 CASE HALF INSTALLATION
1 - FIXTURE
2 - CASE BOLTS
3 - TORQUE WRENCH
DIFFERENTIAL CASE
BEARINGS
Fig. 44 DIFFERENTIAL CASE BEARING
1
2
3
4
5
- PULLER
- ADAPTERS
- STEP PLATE
- BEARING
- DIFFERENTIAL CASE
REMOVAL
(1) Remove differential case from the housing.
(2) Remove bearings from the differential case
with Puller/Press C-293-PA, Adapters C-293-62 and
Step Plate 8139-2 (Fig. 44).
INSTALLATION
(1) Install differential side bearings with installer
C-4190 and Handle C-4171 (Fig. 45).
(2) Install differential case into the housing.
Fig. 45 CASE BEARING INSTALLER
1
2
3
4
-
HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER
REAR AXLE - 267RBI
BR/BE
3 - 103
PINION GEAR/RING GEAR/
TONE RING
REMOVAL
NOTE: The ring and pinion gears are service in a
matched set. Do not replace the ring gear without
replacing the matched pinion gear.
(1) Remove differential from axle housing.
(2) Place differential case in a vise with soft metal
jaw protectors. (Fig. 46)
(3) Remove bolts holding ring gear to differential
case.
(4) Drive ring gear from differential case with a
soft hammer (Fig. 46).
Fig. 47 PINION YOKE REMOVER
1 - WRENCH
2 - YOKE
3 - REMOVER
Fig. 46 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - HAMMER
(5) Remove exciter ring from the differential case
with a brass drift and a hammer.
(6) Mark pinion yoke and propeller shaft for
installation alignment.
(7) Disconnect propeller shaft from pinion yoke.
Tie propeller shaft to underbody.
(8) Hold pinion yoke with Yoke Holder 6719A and
remove pinion yoke nut and washer.
(9) Remove pinion yoke from pinion with Remover
C-452 and Wrench C-3281 (Fig. 47).
(10) Remove pinion gear from housing (Fig. 48).
(11) Remove pinion seal with a slide hammer or
pry bar.
(12) Remove oil slinger, if equipped, and the front
pinion bearing.
(13) Remove front pinion bearing cup with
Remover D-158 and Handle C–4171 (Fig. 49).
Fig. 48 PINION GEAR REMOVAL
1 - RAWHIDE HAMMER
(14) Remove rear bearing cup with Remover D-162
and Handle C-4171 (Fig. 50).
(15) Remove rear bearing from the pinion with
Puller/Press C-293-PA and Adapters C-293-37 (Fig.
51).
(16) Remove pinion depth shims from the pinion
gear shaft and record thickness of the shims.
3 - 104
REAR AXLE - 267RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
Fig. 51 REAR PINION BEARING
Fig. 49 FRONT PINION BEARING CUP
1 - REMOVER
2 - HANDLE
1
2
3
4
- PULLER
- VISE
- PINION SHAFT
- ADAPTER BLOCKS
(2) Install rear pinion bearing cup with Installer
C-111 and Handle C-4171 (Fig. 52) and verify cup is
seated.
Fig. 50 REAR BEARING CUP
1 - REMOVER
2 - HANDLE
INSTALLATION
(1) Apply Mopar Door Ease stick lubricant or
equivalent to the outside surface of bearing cups.
Fig. 52 REAR PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
REAR AXLE - 267RBI
BR/BE
3 - 105
PINION GEAR/RING GEAR/TONE RING (Continued)
(3) Install front pinion bearing cup with Installer
D-146 and Handle C-4171 (Fig. 53) and verify cup is
seated.
(7) Install rear bearing and oil slinger, if equipped
on the pinion gear with Installer C-3095-A and a
press (Fig. 55).
Fig. 53 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
(4) Install pinion front bearing and oil slinger, if
equipped. Apply a light coating of gear lubricant on
the lip of pinion seal.
(5) Install a new pinion seal with an appropriate
installer (Fig. 54).
NOTE: Pinion depth shims are placed between the
rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If ring and pinion
gears are reused, the pinion depth shim should not
require replacement. If the ring and pinion gears are
replaced refer to Adjustments (Pinion Gear Depth )
to select the proper thickness shim.
Fig. 54 PINION SEAL
1 - HANDLE
2 - INSTALLER
(6) Place the proper thickness pinion depth shim
on the pinion gear.
Fig. 55 REAR PINION BEARING
1
2
3
4
-
PRESS
INSTALLER
PINION GEAR
PINION BEARING
(8) Install original solid shims on pinion gears.
(9) Install yoke with Installer C-3718 and Yoke
Holder 6719A (Fig. 56).
(10) Install the yoke washer and new nut on the
pinion gear. Tighten the nut to 298-380 N·m (220-280
ft. lbs.).
(11) Check bearing rotating torque with an inch
pound torque wrench (Fig. 57). Pinion rotating torque
should be:
• Original Bearings: 1 to 3 N·m (10 to 20 in. lbs.).
• New Bearings: 2.3 to 5.1 N·m (20 to 45 in. lbs.).
(12) If rotating torque is less than the desired
rotating torque, remove the pinion yoke and decrease
the thickness of the solid shim pack if greater
increase shim pack. Changing the shim pack thickness by 0.025 mm (0.001 in.) will change the rotating
torque approximately 0.9 N·m (8 in. lbs.).
3 - 106
REAR AXLE - 267RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
(13) Invert the differential case.
(14) Position exciter ring on differential case.
(15) Using a brass drift, slowly and evenly tap the
exciter ring into position.
(16) Invert differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(17) Invert the differential case in the vise.
(18) Install new ring gear bolts and alternately
tighten to 176 N·m (130 ft. lbs.) (Fig. 58).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.
Fig. 56 PINION YOKE INSTALLER
1 - INSTALLER
2 - HOLDER
Fig. 58 RING GEAR BOLT
1
2
3
4
-
TORQUE WRENCH
RING GEAR BOLT
RING GEAR
CASE
(19) Install differential in housing and verify gear
mesh and contact pattern.
(20) Install differential cover and fill with gear
lubricant.
Fig. 57 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
REAR AXLE - 286RBI
BR/BE
3 - 107
REAR AXLE - 286RBI
TABLE OF CONTENTS
page
page
REAR AXLE - 286RBI
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 107
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 108
DIAGNOSIS AND TESTING - AXLE . . . . . . . . . 108
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 112
ADJUSTMENTS
. . . . . . . . . . . . . . . . . . . . . . . 112
SPECIFICATIONS
REAR AXLE - 286RBI
. . . . . . . . . . . . . . . . . 120
SPECIAL TOOLS
REAR AXLE - 286 RBI . . . . . . . . . . . . . . . . . 120
AXLE SHAFTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 123
AXLE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 123
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
INSTALLATION . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKT
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
PINION GEAR/RING GEAR/TONE RING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
REAR AXLE - 286RBI
case. Outboard protective spacers are located
between the differential bearing cup and housing.
Pinion bearing preload is set and maintained by the
use of shims. Pinion height is controlled by a shim
pack located under the inner pinion bearing cup. The
differential cover provides a means for inspection and
service.
Axles equipped with a Trac-Lokt differential are
optional. The differential contains two clutch packs,
four pinion gears, and a one-piece pinion mate cross
shaft to provide increased torque to the non-slipping
wheel in addition to the standard differential components. A Trac-lokt differential for the has a two-piece
differential case.
DESCRIPTION
The Rear Beam-design Iron (RBI) axle housings
consist of an iron center casting (differential housing)
with axle shaft tubes extending from either side. The
tubes are pressed into the differential housing and
welded. The axles are full-floating axle shafts, that
are supported by the axle housing tubes. The fullfloat axle shafts are retained by bolts attached to the
hub.
The differential case for the standard differential is
a one-piece design. Differential bearing preload and
ring gear backlash are adjusted by the use of shims
located between the differential bearing cones and
. . . . . 124
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 125
. 126
. 126
. 126
. . . . 128
. . . . . 128
. . . . . 129
. . . . . 129
. . . . . 129
. . . . . 131
. . . . . 132
3 - 108
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
OPERATION
STANDARD DIFFERENTIAL
The axle receives power from the transmission/
transfer case through the rear propeller shaft. The
rear propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
During straight-ahead driving, the differential pinion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
Fig. 1 STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
When turning corners, the outside wheel must travel
a greater distance than the inside wheel to complete a
turn. The difference must be compensated for to prevent
the tires from scuffing and skidding through turns. To
accomplish this, the differential allows the axle shafts
to turn at unequal speeds (Fig. 2). In this instance, the
input torque applied to the pinion gears is not divided
equally. The pinion gears now rotate around the pinion
mate shaft in opposite directions. This allows the side
gear and axle shaft attached to the outside wheel to
rotate at a faster speed.
TRAC-LOK™ DIFFERENTIAL
The Trac-lok™ clutches are engaged by two concurrent forces. The first being the preload force exerted
through Belleville spring washers within the clutch
packs. The second is the separating forces generated
Fig. 2 ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
by the side gears as torque is applied through the
ring gear (Fig. 3).
The Trac-lok™ design provides the differential
action needed for turning corners and for driving
straight ahead during periods of unequal traction.
When one wheel looses traction, the clutch packs
transfer additional torque to the wheel having the
most traction. Trac-lok™ differentials resist wheel
spin on bumpy roads and provide more pulling power
when one wheel looses traction. Pulling power is provided continuously until both wheels loose traction. If
both wheels slip due to unequal traction, Trac-lok™
operation is normal. In extreme cases of differences
of traction, the wheel with the least traction may
spin.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, incorrect pinion depth, tooth
contact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are acceleration, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then accelerate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
REAR AXLE - 286RBI
BR/BE
3 - 109
REAR AXLE - 286RBI (Continued)
similar to pinion bearing noise. The pitch of differential bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side–gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Fig. 3 TRAC-LOK LIMITED SLIP DIFFERENTIAL
1
2
3
4
5
6
7
8
-
CASE
RING GEAR
DRIVE PINION
PINION GEAR
MATE SHAFT
CLUTCH PACK
SIDE GEAR
CLUTCH PACK
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehicle turns. A worn pinion shaft can also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differential. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually produce a low pitch noise. Differential bearing noise is
Vibration at the rear of the vehicle is usually
caused by a:
• Damaged drive shaft.
• Missing drive shaft balance weight(s).
• Worn or out-of-balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibration. Do not overlook engine accessories, brackets
and drive belts.
NOTE: All driveline components should be examined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts.
• Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
3 - 110
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
DIAGNOSTIC CHART
Condition
Wheel Noise
Axle Shaft Noise
Axle Shaft Broke
Differential Cracked
Differential Gears Scored
Possible Causes
Correction
1. Wheel loose.
1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing.
2. Replace bearing.
1. Misaligned axle tube.
1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft.
2. Inspect and correct as necessary.
1. Misaligned axle tube.
1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded.
2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation.
3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch.
4. Replace broken shaft and inspect
and repair clutch as necessary.
1. Improper adjustment of the
differential bearings.
1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash.
2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded.
3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation.
4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
1. Insufficient lubrication.
1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant.
2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.
3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
REAR AXLE - 286RBI
BR/BE
3 - 111
REAR AXLE - 286RBI (Continued)
Condition
Loss Of Lubricant
Axle Overheating
Gear Teeth Broke
Axle Noise
Possible Causes
Correction
1. Lubricant level too high.
1. Drain lubricant to the correct
level.
2. Worn axle shaft seals.
2. Replace seals.
3. Cracked differential housing.
3. Repair as necessary.
4. Worn pinion seal.
4. Replace seal.
5. Worn/scored yoke.
5. Replace yoke and seal.
6. Axle cover not properly sealed.
6. Remove, clean, and re-seal
cover.
1. Lubricant level low.
1. Fill differential to correct level.
2. Improper grade of lubricant.
2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high.
3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash.
4. Re-adjust ring gear backlash.
1. Overloading.
1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation.
2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement.
3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments.
4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
1. Insufficient lubricant.
1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.
2. Check ring gear and pinion
contact pattern. Adjust backlash or
pinion depth.
3. Unmatched ring gear and pinion.
3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or
pinion.
4. Replace ring gear and pinion.
5. Loose pinion bearings.
5. Adjust pinion bearing pre-load.
6. Loose differential bearings.
6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear.
7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.
8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly.
9. Replace housing.
3 - 112
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
REMOVAL
(1) Raise and support the vehicle.
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(4) Remove the wheels and tires.
(5) Remove the RWAL sensor from the differential
housing, if necessary.
(6) Disconnect the brake hose at the axle junction
block.
(7) Disconnect the parking brake cables and cable
brackets.
(8) Disconnect the vent hose from the axle shaft tube.
(9) Mark the propeller shaft and companion flange
for installation alignment reference.
(10) Remove propeller shaft.
(11) Disconnect shock absorbers from axle.
(12) Remove the spring clamps and spring brackets.
(13) Separate the axle from the vehicle.
Fig. 4 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
INSTALLATION
(1) Raise the axle with lifting device and align to
the leaf spring centering bolts.
(2) Install the spring clamps and spring brackets.
(3) Install the shock absorbers.
(4) Install the RWAL sensor to the differential
housing, if necessary
(5) Install the parking brake cables and cable
brackets.
(6) Install the brake hose to the axle junction block.
(7) Install axle vent hose.
(8) Install the propeller shaft with reference marks
aligned.
(9) Install the wheels and tires.
(10) Add gear lubricant, if necessary. Refer to
Specifications for lubricant requirements.
(11) Remove lifting device from axle and lower the
vehicle.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
4). A plus (+) number, minus (–) number or zero (0) is
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched with a (0). The standard setting from the center line of the ring gear to the back face of the pinion
is 147.625 mm (5.812 in.). The standard depth provides the best teeth contact pattern. Refer to Backlash and Contact Pattern Analysis Paragraph in this
section for additional information.
Compensation for pinion depth variance is
achieved with select shims. The shims are placed
under the inner pinion bearing cone (Fig. 5).
Fig. 5 SHIM LOCATIONS
1 - PINION BEARING PRELOAD SHIM
2 - DIFFERENTIAL BEARING SHIM
3 - PINION GEAR DEPTH SHIM
If a new gear set is being installed, note the depth
variance etched into both the original and replacement pinion gear. Add or subtract the thickness of
the original depth shims to compensate for the difference in the depth variances. Refer to the Depth Variance charts.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus amount needed.
Note the etched number on the face of the drive pinion gear (–1, –2, 0, +1, +2, etc.). The numbers represent
REAR AXLE - 286RBI
BR/BE
3 - 113
REAR AXLE - 286RBI (Continued)
thousands of an inch deviation from the standard. If the
number is negative, add that value to the required
thickness of the depth shim(s). If the number is posi-
tive, subtract that value from the thickness of the depth
shim(s). If the number is 0 no change is necessary. Refer
to the Pinion Gear Depth Variance Chart.
PINION GEAR DEPTH VARIANCE
Original
Pinion
Gear
Depth
Variance
+4
Replacement Pinion Gear Depth Variance
24
23
22
21
0
+1
+2
+3
+4
+0.008
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
+3
+0.007
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
+2
+0.006
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
+1
+0.005
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
0
+0.004
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
21
+0.003
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
22
+0.002
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
23
+0.001
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
24
0
20.001
20.002
20.003
20.004
20.005
20.006
20.007
20.008
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion cups and pinion bearings installed in housing. Take measurements with a Pinion Gauge Set 6730 and Dial
Indicator C-3339 (Fig. 6).
(1) Assemble Pinion Height Block 6739, Pinion
Block 6738 and rear pinion bearing onto Screw 6741
(Fig. 6).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 7).
(3) Install front pinion bearing and Cone 6740
hand tight (Fig. 6).
(4) Place Arbor Disc 6732 on Arbor D-115-3 in position in the housing side bearing cradles (Fig. 8).
Install differential bearing caps on Arbor Discs and
snug the bearing cap bolts. Then tighten cap bolts in
a criss-cross pattern to 108 N·m (80 ft. lbs.).
NOTE: Arbor Discs 6732 have different step diameters to fit other axle sizes. Pick correct size step for
axle being serviced.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Position Scooter Block/Dial Indicator flush on
the pinion height block. Hold scooter block and zero
the dial indicator.
(7) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 9). Move the
scooter block till dial indicator crests the arbor, then
record the highest reading.
Fig. 6 PINION GEAR DEPTH GAUGE
1
2
3
4
5
6
7
8
- DIAL INDICATOR
- ARBOR
- PINION HEIGHT BLOCK
- CONE
- SCREW
- PINION BLOCK
- SCOOTER BLOCK
- ARBOR DISC
3 - 114
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
Fig. 7 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
Fig. 8 GAUGE TOOLS IN HOUSING
1
2
3
4
- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK
(8) Select a shim equal to the dial indicator reading plus the drive pinion gear depth variance number
etched in the face of the pinion gear (Fig. 4) using
the opposite sign on the variance number. For example, if the depth variance is –2, add +0.002 in. to the
dial indicator reading.
(9) Remove the pinion depth gauge components
from the axle housing
DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims positioned behind the
Fig. 9 PINION DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
differential side bearing cones. The proper shim
thickness can be determined using slip-fit dummy
bearings D-346 in place of the differential side bearings and a dial indicator C-3339. Before proceeding
with the differential bearing preload and gear backlash measurements, measure the pinion gear depth
and prepare the pinion gear for installation. Establishing proper pinion gear depth is essential to establishing gear backlash and tooth contact patterns.
After the overall shim thickness to take up differential side play is measured, the pinion gear is
installed, and the gear backlash shim thickness is
measured. The overall shim thickness is the total of
the dial indicator reading and the preload specification added together. The gear backlash measurement
determines the thickness of the shim used on the
ring gear side of the differential case. Subtract the
gear backlash shim thickness from the total overall
shim thickness and select that amount for the pinion
gear side of the differential (Fig. 10). Differential
shim measurements are performed with axle
spreader W-129-B removed.
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differential case.
(2) Remove factory installed shims from differential case.
(3) Install ring gear on differential case and
tighten bolts to specification, if necessary.
REAR AXLE - 286RBI
BR/BE
3 - 115
REAR AXLE - 286RBI (Continued)
(7) Using a dead-blow hammer, seat the differential dummy bearings to each side of the housing (Fig.
12) and (Fig. 13).
Fig. 12 SEAT PINION GEAR SIDE BEARING
Fig. 10 SHIM LOCATIONS
1 - PINION BEARING PRELOAD SHIM
2 - DIFFERENTIAL BEARING SHIM
3 - PINION GEAR DEPTH SHIM
1 - DEAD-BLOW HAMMER
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
(4) Install dummy side bearings D-346 on differential case.
(5) Install differential case in the housing.
(6) Install the marked bearing caps in their correct
positions. Install and snug the bolts (Fig. 11).
Fig. 13 SEAT RING GEAR SIDE BEARING
1 - DIFFERENTIAL HOUSING
2 - DEAD-BLOW HAMMER
3 - DIFFERENTIAL CASE
Fig. 11 BEARING CAP BOLTS
1 - BEARING CAP
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
3 - 116
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
(8) Thread Pilot Stud C-3288-B into rear cover bolt
hole below ring gear (Fig. 14).
(9) Attach a dial indicator C-3339 to pilot stud.
Position the dial indicator plunger on a flat surface
between the ring gear bolt heads (Fig. 14).
Fig. 15 DIAL INDICATOR LOCATION
1
2
3
4
-
DIFFERENTIAL CASE TO PINION GEAR SIDE
PILOT STUD
DIAL INDICATOR EXTENSION
DIAL INDICATOR FACE
Fig. 14 DIFFERENTIAL SIDE PLAY MEASUREMENT
1
2
3
4
-
DIFFERENTIAL CASE
DIFFERENTIAL HOUSING
PILOT STUD
DIAL INDICATOR
(10) Push and hold differential case to pinion gear
side of the housing and zero dial indicator (Fig. 15).
(11) Push and hold differential case to ring gear
side of the housing and record dial indicator reading
(Fig. 16).
(12) Add 0.254mm (0.010 in.) to the zero end play
total. This total represents the thickness of shims to
preload the new bearings when the differential is
installed.
(13) Rotate dial indicator out of the way on the
pilot stud.
(14) Remove differential case and dummy bearings
from the housing.
Fig. 16 DIFFERENTIAL CASE AND DIAL INDICATOR
1 - DIAL INDICATOR
2 - DIFFERENTIAL CASE TO RING GEAR SIDE
3 - DIFFERENTIAL HOUSING
(15) Install the pinion gear in axle housing. Install
the pinion yoke, or flange, and establish the correct
pinion rotating torque.
(16) Install differential case and Dummy Bearings
D-346 in the housing (without shims), install bearing
caps and tighten bolts snug.
(17) Seat ring gear side dummy bearing (Fig. 12).
(18) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads. (Fig. 14).
REAR AXLE - 286RBI
BR/BE
3 - 117
REAR AXLE - 286RBI (Continued)
(19) Push and hold differential case toward pinion
gear (Fig. 17).
(20) Zero dial indicator face to pointer (Fig. 17).
Fig. 17 PINION GEAR SIDE
1
2
3
4
5
-
DIAL INDICATOR FACE
DIFFERENTIAL CASE TO PINION GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
(21) Push and hold differential case to ring gear
side of the housing and record dial indicator reading
(Fig. 18).
(22) This is the thickness shim required on the
ring gear side of the differential case to achieve
proper backlash.
(23) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
housing.
(24) Rotate dial indicator out of the way on pilot
stud.
(25) Remove differential case and dummy bearings
from the housing.
(26) Install side bearing shims on differential case
hubs.
(27) Install side bearings and cups on differential
case.
(28) Install spreader W-129-B on the housing and
spread housing enough to install differential case.
CAUTION: Do not spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
(29) Install differential case in the housing.
(30) Remove spreader from the housing.
(31) Rotate the differential case several times to
seat the side bearings.
(32) Position the indicator plunger against a ring
gear tooth (Fig. 19).
Fig. 19 RING GEAR BACKLASH
Fig. 18 RING GEAR SIDE
1
2
3
4
5
-
DIAL INDICATOR
DIFFERENTIAL CASE TO RING GEAR SIDE
PINION GEAR
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
1 - DIAL INDICATOR
3 - 118
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
(33) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(34) Zero dial indicator face to pointer.
(35) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and
0.20 mm (0.008 in.). If backlash is not within specifications transfer the necessary amount of shim thickness from one side of the axle housing to the other
(Fig. 20).
(36) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at several
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform
Gear Contact Pattern Analysis procedure.
Fig. 20 BACKLASH SHIM ADJUSTMENT
GEAR CONTACT PATTERN ANALYSIS
The ring gear and pinion teeth contact patterns
will show if the pinion depth is correct in the axle
housing. It will also show if the ring gear backlash
has been adjusted correctly. The backlash can be
adjusted within specifications to achieve desired
tooth contact patterns.
(1) Apply a thin coat of hydrated ferric oxide, or
equivalent, to the drive and coast side of the ring
gear teeth.
(2) Wrap, twist, and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pattern.
(3) Using a boxed end wrench on a ring gear bolt,
Rotate the differential case one complete revolution
in both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will squeegee the compound to the areas with the least amount
of contact. Note and compare patterns on the ring
gear teeth to Gear Tooth Contact Patterns chart (Fig.
21)and adjust pinion depth and gear backlash as necessary.
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
Fig. 21 GEAR TOOTH CONTACT PATTERN
3 - 119
3 - 120
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
SPECIFICATIONS
REAR AXLE - 286RBI
AXLE SPECIFICATIONS
DESCRIPTION
SPECIFICATION
Axle Ratio
3.55, 4.10
Ring Gear Diameter
286 mm (11.25 in.)
Ring Gear Backlash
0.12-0.20 mm (0.005-0.008 in.)
Pinion Gear Standard Depth
147.625 mm (5.812 in.)
Pinion Bearing Preload - Original Bearings
1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings
2.8-5.1 N·m (25-45 in. lbs.)
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Fill Hole Plug
34
25
-
Differential Cover Bolts
47
35
-
Bearing Cap Bolts
108
80
-
Ring Gear Bolt
298
220
-
Pinion Nut
637-678
470-500
-
Axle Shaft Bolts
128
95
-
Trac-LocT Case Bolts
122-136
90-100
-
* Hub Bearing Nut
163-190
120-140
-
* Torque to spec. then back off nut 1/8 to 1/3 turn and install locking wedge.
SPECIAL TOOLS
REAR AXLE - 286 RBI
Installer 5064
Puller, Hub 6790
Installer C-4308
Wrench DD-1241-JD
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
Puller C-452
Installer, Seal 8152
Wrench C-3281
Bridge 938
Dial Indicator Set C-3339
Splitter, Bearing 1130
Holder, Yoke 6719
Handle C-4171
Gauge, Pinion Depth Seting 6730
Installer C-4190
3 - 121
3 - 122
REAR AXLE - 286RBI
BR/BE
REAR AXLE - 286RBI (Continued)
Installer C-4308
Installer D-191
Installer C-4204
Installer D-389
Remover C-4307
Spreader W-129-B
Remover D-159
Pilot Studs C-3288-B
Installer D-187-B
REAR AXLE - 286RBI
BR/BE
AXLE SHAFTS
REMOVAL
(1) Remove the axle shaft flange bolts.
(2) Slide the axle shaft out from the axle tube.
INSTALLATION
(1) Clean the gasket contact surface area on the
flange with an appropriate solvent. Install a new
flange gasket and slide the axle shaft into the tube.
(2) Install the bolts and tighten to 129 N·m (95 ft.
lbs.).
AXLE BEARINGS
REMOVAL
(1) Remove wheel and tire assembly.
(2) Remove brake drum.
(3) Remove the axle shaft.
(4) Remove the lock wedge and adjustment nut.
Remove adjustment nut with Socket DD-1241-JD.
(5) Remove the hub assembly. The outer axle bearing will slide out as the hub is being removed.
(6) Drive grease seal and inner bearing out of the
hub with Installer 5064 and Handle C-4171.
(7) Remove bearing cups from the hub with a
brass drift and a hammer.
INSTALLATION
(1) Thoroughly clean both axle bearings and interior of the hub with an appropriate cleaning solvent.
(2) Install bearing cups with Installer 8153 and
Handle C-4171.
(3) Pack inner and outer bearings with Mopar
wheel bearing grease or equivalent
(4) Apply lubricant to surface area of the bearing
cup.
(5) Install inner axle bearing in the hub.
(6) Install a new bearing grease seal with
Installer 8152 and Handle C-4171.
(7) Inspect bearing and seal contact surfaces on
the axle tube spindle for burrs and/or roughness.
Remove all the rough contact surfaces from the axle
spindle.
3 - 123
(12) Loosen adjustment nut 1/8 of-a-turn to provide 0.001-inch to 0.010-inch wheel bearing end play.
(13) Tap the locking wedge into the spindle keyway and adjustment nut.
NOTE: Locate locking wedge in a new position in
the adjustment nut.
(14) Install axle shaft and brake drum.
(15) Install wheel and tire assembly.
PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Mark the universal joint, pinion yoke, and pinion shaft for installation reference.
(3) Disconnect the propeller shaft from the pinion
yoke. Secure the propeller shaft in an upright position to prevent damage to the rear universal joint.
(4) Remove wheel and tire assemblies.
(5) Remove brake calipers to prevent any drag.
The drag may cause a false bearing preload torque
measurement.
(6) Rotate pinion yoke three or four times.
(7) Record the amount of torque necessary to
rotate the pinion gear with an inch pound dial-type
torque wrench.
(8) Hold the yoke with Holder 6719A and remove
the pinion shaft nut and washer.
(9) Remove yoke from the pinion with Remover
C-452 (Fig. 22).
CAUTION: Do not let grease seal contact the axle
tube threads during installation.
(8) Carefully slide the hub onto the axle.
(9) Install outer axle bearing.
(10) Install hub bearing adjustment nut with
Socket DD-1241–JD.
(11) Tighten adjustment nut to 163-190 N·m (120140 ft. lbs.) while rotating the wheel.
Fig. 22 Yoke Removal
1 - PINION YOKE
2 - REMOVER
(10) Remove pinion shaft seal with suitable pry
tool or slide-hammer mounted screw.
3 - 124
REAR AXLE - 286RBI
BR/BE
PINION SEAL (Continued)
INSTALLATION
(1) Clean the seal contact surface in the housing
bore.
(2) Apply a light coating of gear lubricant on the
lip of pinion seal.
(3) Install new pinion shaft seal with an appropriate Installer.
(4) Position pinion yoke on the end of the shaft
with the reference marks aligned.
(5) Install the yoke with Installer D-191 and Yoke
Holder 6719A (Fig. 23).
Fig. 24 Tightening Pinion Shaft Nut
1 - DIFFERENTIAL HOUSING
2 - YOKE HOLDER
3 - TORQUE WRENCH
Fig. 23 Pinion Yoke Installation
1 - INSTALLER
2 - YOKE HOLDER
(6) Install the pinion yoke washer and nut.
(7) Hold pinion yoke with Yoke Holder 6719A and
tighten shaft nut to 597 N·m (440 ft. lbs.) (Fig. 24).
Rotate pinion shaft several revolutions to ensure the
bearing rollers are seated.
(8) Rotate pinion shaft using an inch pound torque
wrench. Rotating resistance torque should be equal
to the reading recorded, plus a small amount for the
drag the new seal will have (Fig. 25).
NOTE: The bearing rotating torque should be constant during a complete revolution of the pinion. If
the rotating torque varies, this indicates a binding
condition.
(9) Install propeller shaft with the installation reference marks aligned.
(10) Install the brake calipers.
Fig. 25 Pinion Rotating Torque
1 -TORQUE WRENCH
2 - PINION YOKE
(11) Add gear lubricant to the differential housing,
if necessary.
REAR AXLE - 286RBI
BR/BE
3 - 125
PINION SEAL (Continued)
(12) Install wheel and tire assemblies and lower
the vehicle.
DIFFERENTIAL
REMOVAL
(1) Raise and support the vehicle.
(2) Remove fill hole plug from the differential
housing cover.
(3) Remove differential housing cover and drain
lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove axle shafts.
(6) Note the orientation of the installation reference letters stamped on the bearing caps and housing machined sealing surface (Fig. 26).
Fig. 27 SPREAD DIFFERENTIAL HOUSING
1
2
3
4
5
-
SPREADER
DIAL INDICATOR
DIFFERENTIAL
DIFFERENTIAL HOUSING
PILOT STUD
(12) Remove the dial indicator.
(13) Pry the differential case loose from the housing. To prevent damage, pivot on housing with the
end of the pry bar against spreader (Fig. 28).
Fig. 26 BEARING CAP IDENTIFICATION
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
(7) Remove the differential bearing caps.
(8) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes (Fig. 27).
(9) Install the hold down clamps and tighten the
tool turnbuckle finger-tight.
(10) Install a Pilot Stud C-3288-B at the left side
of the differential housing. Attach dial indicator to
housing pilot stud. Load the indicator plunger
against the opposite side of the housing (Fig. 27) and
zero the indicator.
(11) Spread the housing enough to remove the case
from the housing. Measure the distance with the dial
indicator (Fig. 27).
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If housing is over-spread, it could be distorted or damaged.
Fig. 28 DIFFERENTIAL REMOVAL
1 - DIFFERENTIAL
2 - PRY BAR
3 - 126
REAR AXLE - 286RBI
BR/BE
DIFFERENTIAL (Continued)
(14) Remove the case from housing. Tag bearing
cups to indicate their location.
DISASSEMBLY
(1) Remove roll-pin holding mate shaft in housing.
(2) Remove pinion gear mate shaft (Fig. 29).
(3) Rotate differential side gears and remove pinion mate gears and thrust washers (Fig. 30).
Fig. 30 Pinion Mate/Side Gear
Fig. 29 PINION MATE SHAFT
1
2
3
4
-
1 - THRUST WASHER
2 - SIDE GEAR
3 - PINION MATE GEAR
PINION MATE GEAR
PINION MATE SHAFT
SIDE GEAR
DRIFT
(4) Remove differential side gears and thrust
washers.
ASSEMBLY
(1) Install differential side gears and thrust washers.
(2) Install pinion mate gears and thrust washers.
(3) Install pinion gear mate shaft.
(4) Align hole in the pinion gear mate shaft with
hole in the differential case.
(5) Install and seat pinion mate shaft roll-pin in
the differential case and mate shaft with a punch
and hammer (Fig. 31). Peen the edge of the roll-pin
hole in the differential case slightly in two places
180° apart.
(6) Lubricate all differential components with
hypoid gear lubricant.
INSTALLATION
NOTE: If replacement differential bearings or differential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments (Differential Bearing Preload and Gear
Fig. 31 Pinion Mate Shaft Roll-Pin
1 - PUNCH
2 - PINION MATE SHAFT
3 - MATE SHAFT LOCKPIN
Backlash) procedures to determine proper shim
selection.
REAR AXLE - 286RBI
BR/BE
3 - 127
DIFFERENTIAL (Continued)
(1) Position Spreader W-129-B with the tool dowel
pins seated in the locating holes. Install the hold
down clamps and tighten the tool turnbuckle fingertight.
(2) Install a Pilot Stud C-3288-B at the left side of
the differential housing and attach dial indicator to
the pilot stud. Load the indicator plunger against the
opposite side of the housing and zero the dial indicator.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator.
CAUTION: Never spread the housing over 0.50 mm
(0.020 in). If housing is over-spread, it could be distorted or damaged.
(4) Remove the dial indicator.
(5) Install differential into the housing. Tap the
differential case with a rawhide/rubber hammer to
ensure the bearings are seated in housing (Fig. 32).
(6) Remove the spreader.
Fig. 33 Bearing Cap Reference
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
Fig. 34 DIFFERENTIAL COVER - TYPICAL
Fig. 32 DIFFERENTIAL CASE
1 - RAWHIDE HAMMER
(7) Install bearing caps in their original locations
(Fig. 33) and tighten bearing cap bolts in a crisscross pattern to 109 N·m (80 ft. lbs.).
(8) Install axle shafts.
(9) Install the hub bearings.
(10) Apply a bead of red Mopar Silicone Rubber
Sealant or equivalent to the housing cover (Fig. 34).
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKNESS
CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied or adhesion quality will be compromised.
(11) Install the cover and tighten bolts in a crisscross pattern to 47 N·m (35 ft. lbs.).
3 - 128
REAR AXLE - 286RBI
BR/BE
DIFFERENTIAL (Continued)
(12) Fill the differential with Mopar Hypoid Gear
Lubricant or equivalent to bottom of the fill plug
hole.
(13) Install fill hole plug and tighten to 34 N·m (25
ft. lbs.).
(14) Remove support and lower vehicle.
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKT
The most common problem is a chatter noise when
turning corners. Before removing a Trac-lok™ unit
for repair, drain, flush and refill the axle with the
specified lubricant. A container of Mopar Trac-lok™
Lubricant (friction modifier) should be added after
repair service or during a lubricant change.
After changing the lubricant, drive the vehicle and
make 10 to 12 slow, figure-eight turns. This maneuver will pump lubricant through the clutches. This
will correct the condition in most instances. If the
chatter persists, clutch damage could have occurred.
DIFFERENTIAL TEST
Fig. 35 CASE MARKED
1 - REFERENCE MARKS
The differential can be tested without removing the
differential case by measuring rotating torque. Make
sure brakes are not dragging during this measurement.
(1) Place blocks in front and rear of both front
wheels.
(2) Raise one rear wheel until it is completely off
the ground.
(3) Engine off, transmission in neutral, and parking brake off.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque.
(6) If rotating torque is less than 22 N·m (30 ft.
lbs.) or more than 271 N·m (200 ft. lbs.) on either
wheel the unit should be serviced.
DISASSEMBLY
The Trac-Lokt differential on this axle has a onepiece cross shaft and uses one dished disc, regular 5
disc and 7 plates.
NOTE: Pay attention to the clutch pack arrangement
during disassembly. Note the direction of the concave and convex side of the plates and discs.
(1) Mark the ring gear half and cover half for
installation reference (Fig. 35).
(2) Remove case attaching bolts and remove the
button cover half (Fig. 36).
(3) Remove top clutch pack.
(4) Remove top side gear clutch ring.
Fig. 36 COVER HALF REMOVAL
1 - CLUTCH PLATES
2 - BUTTON HALF
3 - FLANGE HALF
(5) Remove top side gear.
(6) Remove pinion mate gears and cross shaft.
(7) Remove the same parts listed above from the
ring gear flange half of the case. Keep these parts
REAR AXLE - 286RBI
BR/BE
3 - 129
DIFFERENTIAL - TRAC-LOK (Continued)
with the flange cover half for installation in their
original positions.
ASSEMBLY
The Trac-Lokt differential for this axle has a onepiece cross shaft and uses one dished disc, 5 regular
disc and 7 plates for each clutch pack.
NOTE: The clutch discs are replaceable as complete sets only. If one clutch disc pack is damaged,
both packs must be replaced.
Lubricate each component with gear lube before
assembly and installation.
(1) Saturate the clutch plates with Mopar Hypoid
Gear Lubricant or Additive.
(2) Assembly the discs and plates on the side gear
(Fig. 37) in the following order.
(a) Install dished disc on side gear.
(b) Install one disc on side gear.
(c) Install one plate on side gear.
(d) Install one disc on side gear.
(e) Install one plate on side gear.
(f) Install three discs on side gear.
(g) Install five plates on side gear.
Fig. 38 CLUTCH PACK
1 - LUGS
2 - FLANGE HALF
3 - SIDE GEAR
(4) Install pinion mate shafts and pinion mate
gears (Fig. 39).Verify shafts are correctly
installed according to the alignment marks.
(5) Lubricate and install the other side gear and
clutch pack (Fig. 38).
(6) Correctly align and assemble button half to
flange half. Install case body screws finger tight.
(7) Tighten body screws alternately and evenly to
122-136 N·m (90-100 ft. lbs.) (Fig. 40).
DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential case from the housing.
(2) Remove bearings from the differential case
with bridge and bearing splitter (Fig. 41).
Fig. 37 CLUTCH PACK ASSEMBLY
1 - CLUTCH PLATES
2 - SIDE GEAR
3 - CLUTCH RING
(3) Line up the plate ears and install the assembled pack into the flange half (Fig. 38). Verify clutch
plate lugs enter the slots in the case and clutch pack
bottoms out in the case.
INSTALLATION
(1) Install differential bearings with
C-4190 and Handle C-4171 (Fig. 42).
(2) Install differential in the housing.
Installer
3 - 130
REAR AXLE - 286RBI
BR/BE
DIFFERENTIAL CASE BEARINGS (Continued)
Fig. 41 DIFFERENTIAL CASE BEARING
Fig. 39 CLUTCH PACK
1
2
3
4
- CLUTCH PACK
- SIDE GEAR
- PINION GEARS AND MATE SHAFT
- ALIGNMENT MARKS
1 - BRIDGE
2 - SPLITTER
3 - DIFFERENTIAL
Fig. 42 CASE BEARING INSTALLER
Fig. 40 CASE HALF BOLTS
1 - FIXTURE
2 - CASE BOLTS
3 - TORQUE WRENCH
1
2
3
4
-
HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER
REAR AXLE - 286RBI
BR/BE
PINION GEAR/RING GEAR/
TONE RING
REMOVAL
NOTE: The ring and pinion gears are service as a
matched set. Never replace the ring gear without
replacing the matched pinion gear.
(1) Remove differential from the housing.
(2) Place differential case in a vise with soft metal
jaw protectors. (Fig. 43)
(3) Remove the ring gear bolts.
(4) Drive ring gear from differential case with a
soft hammer (Fig. 43).
Fig. 44 PINION YOKE REMOVER
1 - WRENCH
2 - YOKE
3 - REMOVER
Fig. 43 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - HAMMER
(5) Remove the exciter ring from the differential
case by tapping it off with a brass drift.
(6) Hold the pinion yoke with Holder 6719A and
remove pinion yoke nut and washer.
(7) Remove pinion yoke with Remover C-452 and
Wrench C-3281 (Fig. 44).
(8) Remove pinion gear from housing (Fig. 45).
(9) Remove pinion seal with a slide hammer or pry
bar.
(10) Remove oil slinger, if equipped, and the front
pinion bearing.
Fig. 45 PINION GEAR REMOVAL
1 - RAWHIDE HAMMER
3 - 131
3 - 132
REAR AXLE - 286RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
(11) Remove front pinion bearing cup with
Remover C-4307 and Handle C–4171 (Fig. 46).
Fig. 47 REAR PINION BEARING CUP
1 - REMOVER
2 - HANDLE
Fig. 46 FRONT PINION BEARING CUP
1 - REMOVER
2 - HANDLE
(12) Remove rear bearing cup with Remover D-159
and Handle C-4171 (Fig. 47).
(13) Remove pinion depth shims under rear bearing cup in the housing bore.
(14) Remove rear bearing from the pinion with
Puller/Press C-293-PA and Adapters DD-914-95 (Fig.
48).
INSTALLATION
(1) Apply Mopar Door Ease stick lubricant or
equivalent to outside surface of bearing cups.
(2) Install proper thickness pinion depth shims in
the housing bore and install rear pinion bearing cup
with Installer C-4204 and Handle C-4171 (Fig. 49)
and verify cup is seated.
(3) Install pinion front bearing cup with Installer
C-4308 and Handle C-4171 (Fig. 50) and verify cup is
seated.
Fig. 48 REAR PINION BEARING
1
2
3
4
- PULLER
- VISE
- PINION SHAFT
- ADAPTER BLOCKS
REAR AXLE - 286RBI
BR/BE
3 - 133
PINION GEAR/RING GEAR/TONE RING (Continued)
gears are reused, the pinion depth shim should not
require replacement or adjustment. If the ring and
pinion gears are replaced refer to Adjustments to
select the proper thickness shim.
Fig. 51 PINION SEAL
1 - HANDLE
2 - INSTALLER
Fig. 49 REAR PINION BEARING CUP
(6) Install rear bearing on the pinion gear with
Installer D-389 and a press (Fig. 52).
1 - INSTALLER
2 - HANDLE
Fig. 50 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
(4) Install pinion front bearing and oil slinger, if
equipped. Apply a light coating of gear lubricant on
the lip of pinion seal.
(5) Install new pinion seal with an appropriate
installer (Fig. 51).
NOTE: Pinion depth shims are placed between the
rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If ring and pinion
Fig. 52 REAR PINION BEARING
1
2
3
4
-
PRESS
INSTALLER
PINION GEAR
PINION BEARING
(7) Install original solid shims on pinion gears.
(8) Install yoke with Installer C-3718 and Yoke
Holder 6719A (Fig. 53).
(9) Install yoke washer and new nut on the pinion
gear. Tighten the nut to 637 N·m (470 ft. lbs.).
3 - 134
REAR AXLE - 286RBI
BR/BE
PINION GEAR/RING GEAR/TONE RING (Continued)
Fig. 53 PINION YOKE
1 - INSTALLER
2 - HOLDER
Fig. 54 Pinion Rotating Torque
1 -TORQUE WRENCH
2 - PINION YOKE
(10) Check bearing rotating torque with an inch
pound torque wrench (Fig. 54). Pinion rotating torque
should be:
• Original Bearings: 1 to 3 N·m (10 to 20 in. lbs.).
• New Bearings: 2.8 to 5.1 N·m (25 to 45 in. lbs.).
(11) If rotating torque is less than the desired
rotating torque, remove the pinion yoke and decrease
the thickness of the solid shim pack if greater
increase shim pack. Changing the shim pack thickness by 0.025 mm (0.001 in.) will change the rotating
torque approximately 0.9 N·m (8 in. lbs.).
(12) Invert the differential case.
(13) Position exciter ring on differential case and
tap onto the case with a brass drift slowly and
evenly.
(14) Invert differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(15) Invert the differential case in the vise.
(16) Install new ring gear bolts and alternately
tighten to 298 N·m (220 ft. lbs.) (Fig. 55).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.
(17) Install differential in housing and verify gear
mesh and contact pattern.
Fig. 55 RING GEAR BOLT
1
2
3
4
-
TORQUE WRENCH
RING GEAR BOLT
RING GEAR
CASE
BRAKES
BR/BE
5-1
BRAKES
TABLE OF CONTENTS
page
page
BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
BRAKES - ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
BRAKES - BASE
TABLE OF CONTENTS
page
BRAKES - BASE
SPECIFICATIONS
BASE BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . 2
TORQUE CHART
......................3
SPECIAL TOOLS
BASE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . 4
HYDRAULIC/MECHANICAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 4
WARNING
.............................4
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
STANDARD PROCEDURE
STANDARD PROCEDURE - MANUAL
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
STANDARD PROCEDURE - PRESSURE
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
BRAKE LINES
STANDARD PROCEDURE
STANDARD PROCEDURE - DOUBLE
INVERTED FLARING . . . . . . . . . . . . . . . . . . . . 8
STANDARD PROCEDURE - ISO FLARING . . . 8
COMBINATION VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - COMBINATION
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DISC BRAKE CALIPERS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL
REMOVAL - REAR . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL - FRONT . . . . . . . . . . . . . . . . . . . . 11
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 11
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 12
page
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR . . . . . . . . . . . . .
INSTALLATION - FRONT . . . . . . . . . . . .
FLUID
DIAGNOSIS AND TESTING - BRAKE FLUID
CONTAMINATION . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - BRAKE FLUID
LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
BRAKE FLUID . . . . . . . . . . . . . . . . . . . .
FLUID RESERVOIR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
PEDAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
POWER BRAKE BOOSTER
DIAGNOSIS AND TESTING - HYDRAULIC
BOOSTER . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - BLEEDING . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ROTORS
DIAGNOSIS AND TESTING
DISC BRAKE ROTOR . . . . . . . . . . . . . .
REMOVAL
REMOVAL - REAR . . . . . . . . . . . . . . . . .
REMOVAL - FRONT – 2500 . . . . . . . . . .
REMOVAL - FRONT - 3500 . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR . . . . . . . . . . . . .
INSTALLATION - FRONT – 2500 . . . . . .
INSTALLATION - FRONT - 3500 . . . . . . .
. . . . 13
. . . . 14
. . . . 14
. . . . 15
. . . . 15
. . . . 15
. . . . 15
. . . . 15
.
.
.
.
.
.
.
.
.
.
.
.
. 17
. 17
. 17
. 17
.
.
.
.
.
.
.
.
.
.
.
.
. 18
. 19
. 19
. 19
. . . . 20
. . . . 21
. . . . 22
. . . . 22
. . . . 22
. . . . 23
. . . . 23
5-2
BRAKES - BASE
BR/BE
BRAKE PADS/SHOES
REMOVAL
REMOVAL - REAR . . . . . . . . . . . . .
REMOVAL - FRONT . . . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR . . . . . . . . .
INSTALLATION - FRONT . . . . . . . .
MASTER CYLINDER
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER . . .
STANDARD PROCEDURE - MASTER
CYLINDER BLEEDING . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
PARKING BRAKE
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
PEDAL
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
. . . . . . . . 23
. . . . . . . . 24
. . . . . . . . 25
. . . . . . . . 26
. . . . . . . . 26
. . . . . . . . 26
. . . . . . . . 26
. . . . . . . . 27
. . . . . . . . 27
. . . . . . . . 28
. . . . . . . . 28
. . . . . . . . 28
. . . . . . . . 28
. . . . . . . . 29
BRAKES - BASE
SPECIFICATIONS
BASE BRAKE
SPECIFICATIONS
DESCRIPTION
SPECIFICATION
Front/Rear Disc Brake
Caliper
Type
Dual Piston Sliding
Front Disc Brake Caliper
Piston Diameter HD
56 mm (2.00 in.)
Front Disc Brake Rotor
326.5×36 mm
(12.5×1.5 in.)
Front/Rear Disc Brake
Rotor
Max. Runout
0.127 mm (0.005 in.)
Front/Rear Disc Brake
Rotor
Max. Thickness Variation
0.025 mm (0.001 in.)
CABLES
REMOVAL
REMOVAL - REAR PARK BRAKE CABLE
REMOVAL - FRONT PARKING BRAKE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR PARK BRAKE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - FRONT PARKING BRAKE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . .
CABLE TENSIONER
ADJUSTMENTS
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . .
RELEASE HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
SHOES
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES
. . . 29
. . . 29
. . . 30
. . . 30
. . . 30
. . . 31
. . . 32
. . . 32
. . . 32
. . 33
DESCRIPTION
SPECIFICATION
Minimum Front Rotor
Thickness
33.90 mm (1.334 in.)
Mininium Rear Rotor
Thickness
28.39 mm (1.117 in)
Rear Disc Brake Caliper
2500
2x45 mm (1.77 in)
Rear Disc Brake Caliper
3500
2x51 mm (2.00 in)
Rear Disc Brake Rotor
2500/3500
323.5x30 mm (1.18 in)
Brake Booster
Type
2500 Gasoline Engines
Vacuum Dual Diaphragm
Brake Booster
Type
All 3500/
2500 Diesel Engines
Only
Hydraulic
BRAKES - BASE
BR/BE
BRAKES - BASE (Continued)
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Booster
Mounting Nuts To
Dashpanel
28
21
250
Master Cylinder
Mounting Nuts
23
17
200
Master Cylinder
Brake Lines
21
16
190
Combination Valve
Mounting Bolt
23
17
210
Combination Valve
Brake Lines
21
16
190
Proportioning Valve
Mounting Nuts
34
25
300
Proportioning Valve
Brake Hose
31
23
276
Proportioning Valve
Brake Lines
21
16
190
Front Caliper
Mounting Bolts
33
24
—
Front Caliper
HD Adapter Bolts
285
210
—
Rear Caliper
Slide Pins
33
24
300
Rotor to Hub Rear
Bolt
128
95
—
All Caliper
Banjo Bolts
40
30
360
Support Plate
Mounting Bolts
58
43
—
Park Brake Pedal
Assembly
Mounting Bolts/Nuts
28
21
250
Hub/Bearing
HD 4x2 Spindle Nut
380
280
—
Hub/Bearing
4x4 Hub/Bearing Bolts
170
125
—
5-3
5-4
BRAKES - BASE
BR/BE
BRAKES - BASE (Continued)
SPECIAL TOOLS
HYDRAULIC/MECHANICAL
BASE BRAKES
DESCRIPTION
Installer, Brake Caliper Dust Boot C-4340
Installer, Brake Caliper Dust Boot C-3716-A
This vehicle is equipped with front disc brakes and
rear drum brakes also certain vehicles have four
wheel disc brakes. The front and rear disc brakes
consist of dual piston calipers and ventilated rotors.
The rear brakes are dual brake shoe, internal
expanding units with cast brake drums. The parking
brake mechanism is cable operated and connected to
the rear brake trailing shoes. Power brake assist is
standard equipment. A vacuum operated power brake
booster is used on gas engine vehicles. A hydraulic
booster is used on diesel engine vehicles.
Two antilock brake systems are used on this vehicle. A rear wheel antilock (RWAL) brake system and
all-wheel antilock brake system (ABS). The RWAL
and ABS systems are designed to retard wheel
lockup while braking. Retarding wheel lockup is
accomplished by modulating fluid pressure to the
wheel brake units. Both systems are monitored by a
microprocessor which controls the operation of the
systems.
WARNING
Handle C-4171
Cap, Master Cylinder Pressure Bleed 6921
WARNING: DUST AND DIRT ACCUMULATING ON
BRAKE PARTS DURING NORMAL USE MAY CONTAIN ASBESTOS FIBERS FROM PRODUCTION OR
AFTERMARKET LININGS. BREATHING EXCESSIVE
CONCENTRATIONS OF ASBESTOS FIBERS CAN
CAUSE SERIOUS BODILY HARM. EXERCISE CARE
WHEN SERVICING BRAKE PARTS. DO NOT CLEAN
BRAKE PARTS WITH COMPRESSED AIR OR BY
DRY BRUSHING. USE A VACUUM CLEANER SPECIFICALLY DESIGNED FOR THE REMOVAL OF
ASBESTOS FIBERS FROM BRAKE COMPONENTS.
IF A SUITABLE VACUUM CLEANER IS NOT AVAILABLE, CLEANING SHOULD BE DONE WITH A
WATER DAMPENED CLOTH. DO NOT SAND, OR
GRIND BRAKE LINING UNLESS EQUIPMENT USED
IS DESIGNED TO CONTAIN THE DUST RESIDUE.
DISPOSE OF ALL RESIDUE CONTAINING ASBESTOS FIBERS IN SEALED BAGS OR CONTAINERS
TO MINIMIZE EXPOSURE TO YOURSELF AND OTHERS. FOLLOW PRACTICES PRESCRIBED BY THE
OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION AND THE ENVIRONMENTAL PROTECTION
AGENCY FOR THE HANDLING, PROCESSING, AND
DISPOSITION OF DUST OR DEBRIS THAT MAY
CONTAIN ASBESTOS FIBERS.
BRAKES - BASE
BR/BE
5-5
HYDRAULIC/MECHANICAL (Continued)
CAUTION: Never use gasoline, kerosene, alcohol,
motor oil, transmission fluid, or any fluid containing
mineral oil to clean the system components. These
fluids damage rubber cups and seals. Use only
fresh brake fluid or Mopar brake cleaner to clean or
flush brake system components. These are the only
cleaning materials recommended. If system contamination is suspected, check the fluid for dirt, discoloration, or separation into distinct layers. Also
check the reservoir cap seal for distortion. Drain
and flush the system with new brake fluid if contamination is suspected.
CAUTION: Use Mopar brake fluid, or an equivalent
quality fluid meeting SAE/DOT standards J1703 and
DOT 3. Brake fluid must be clean and free of contaminants. Use fresh fluid from sealed containers
only to ensure proper antilock component operation.
CAUTION: Use Mopar multi-mileage or high temperature grease to lubricate caliper slide surfaces,
drum brake pivot pins, and shoe contact points on
the backing plates. Use multi-mileage grease or GE
661 or Dow 111 silicone grease on caliper slide pins
to ensure proper operation.
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM
Base brake components consist of the brake shoes,
calipers, wheel cylinders, brake drums, rotors, brake
lines, master cylinder, booster, and parking brake
components.
Brake diagnosis involves determining if the problem is related to a mechanical, hydraulic, or vacuum
operated component.
The first diagnosis step is the preliminary check.
PRELIMINARY BRAKE CHECK
(1) Check condition of tires and wheels. Damaged
wheels and worn, damaged, or underinflated tires
can cause pull, shudder, vibration, and a condition
similar to grab.
(2) If complaint was based on noise when braking,
check suspension components. Jounce front and rear
of vehicle and listen for noise that might be caused
by loose, worn or damaged suspension or steering
components.
(3) Inspect brake fluid level and condition. Note
that the brake reservoir fluid level will decrease in
proportion to normal lining wear. Also note that
brake fluid tends to darken over time. This is
normal and should not be mistaken for contamination.
(a) If fluid level is abnormally low, look for evidence of leaks at calipers, wheel cylinders, brake
lines, and master cylinder.
(b) If fluid appears contaminated, drain out a
sample to examine. System will have to be flushed
if fluid is separated into layers, or contains a substance other than brake fluid. The system seals
and cups will also have to be replaced after flushing. Use clean brake fluid to flush the system.
(4) Check parking brake operation. Verify free
movement and full release of cables and pedal. Also
note if vehicle was being operated with parking
brake partially applied.
(5) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for
being loose or for bind condition. Do not road test
until condition is corrected.
(6) Check booster vacuum check valve and hose.
(7) If components checked appear OK, road test
the vehicle.
ROAD TESTING
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
(2) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under constant foot pressure.
(3) During road test, make normal and firm brake
stops in 25-40 mph range. Note faulty brake operation such as low pedal, hard pedal, fade, pedal pulsation, pull, grab, drag, noise, etc.
(4) Attempt to stop the vehicle with the parking
brake only and note grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brake line, fitting, hose, or
caliper/wheel cylinder. If leakage is severe, fluid will
be evident at or around the leaking component.
Internal leakage (seal by-pass) in the master cylinder caused by worn or damaged piston cups, may
also be the problem cause.
An internal leak in the ABS or RWAL system may
also be the problem with no physical evidence.
LOW PEDAL
If a low pedal is experienced, pump the pedal several times. If the pedal comes back up, worn linings,
rotors, drums, or rear brakes out of adjustment are
the most likely causes. The proper course of action is
to inspect and replace all worn component and make
the proper adjustments.
5-6
BRAKES - BASE
BR/BE
HYDRAULIC/MECHANICAL (Continued)
SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. However, thin brake drums or substandard
brake lines and hoses can also cause a spongy pedal.
The proper course of action is to bleed the system,
and replace thin drums and substandard quality
brake hoses if suspected.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake
rotors with excessive lateral runout or thickness variation, or out of round brake drums. Other causes are
loose wheel bearings or calipers and worn or damaged tires.
NOTE: Some pedal pulsation may be felt during
ABS/EBD activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only.
Drag is a product of incomplete brake shoe release.
Drag can be minor or severe enough to overheat the
linings, rotors and drums.
Minor drag will usually cause slight surface charring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down process. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In
severe cases, the lining may generate smoke as it
chars from overheating.
Common causes of brake drag are:
• Seized or improperly adjusted parking brake
cables
• Loose/worn wheel bearing
• Seized caliper or wheel cylinder piston
• Caliper binding on damaged or missing anti-rattle clips or bushings
• Loose caliper mounting
• Drum brake shoes binding on worn/damaged
support plates
• Mis-assembled components
• Long booster output rod
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
• Contaminated lining in one caliper
• Seized caliper piston
• Binding caliper
• Loose caliper
• Damaged anti-rattle clips
• Improper brake shoes
• Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condition is where direction of pull changes after a few
stops. The cause is a combination of brake drag followed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contaminated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
BR/BE
BRAKES - BASE
5-7
HYDRAULIC/MECHANICAL (Continued)
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or wheel cylinders, worn seals, driving through deep water puddles, or lining that has
become covered with grease and grit during repair.
Contaminated lining should be replaced to avoid further brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibration and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
THUMP/CLUNK NOISE
Thumping or clunk noises during braking are frequently not caused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide surfaces can generate
a thump or clunk noise. In addition, worn out,
improperly adjusted, or improperly assembled rear
brake shoes can also produce a thump noise.
STANDARD PROCEDURE
STANDARD PROCEDURE - MANUAL BLEEDING
Use Mopar brake fluid, or an equivalent quality
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at
all times.
(1) Remove reservoir filler caps and fill reservoir.
(2) If calipers, or wheel cylinders were overhauled,
open all caliper and wheel cylinder bleed screws.
Then close each bleed screw as fluid starts to drip
from it. Top off master cylinder reservoir once more
before proceeding.
(3) Attach one end of bleed hose to bleed screw
and insert opposite end in glass container partially
filled with brake fluid (Fig. 1). Be sure end of bleed
hose is immersed in fluid.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors and drums can become so scored that replacement is necessary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
of chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings
and contaminated brake lining.
Fig. 1 Bleed Hose Setup
1 - BLEED HOSE
2 - FLUID CONTAINER PARTIALLY FILLED WITH FLUID
(4) Open up bleeder, then have a helper press down
the brake pedal. Once the pedal is down close the
bleeder. Repeat bleeding until fluid stream is clear and
free of bubbles. Then move to the next wheel.
5-8
BRAKES - BASE
BR/BE
HYDRAULIC/MECHANICAL (Continued)
STANDARD PROCEDURE - PRESSURE
BLEEDING
Use Mopar brake fluid, or an equivalent quality
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at
all times.
If pressure bleeding equipment will be used, the
front brake metering valve will have to be held open
to bleed the front brakes. The valve stem is located
in the forward end or top of the combination valve.
The stem must either be pressed inward, or held outward slightly. A spring clip tool or helper is needed to
hold the valve stem in position.
Follow the manufacturers instructions carefully
when using pressure equipment. Do not exceed the
tank manufacturers pressure recommendations. Generally, a tank pressure of 15-20 psi is sufficient for
bleeding.
Fill the bleeder tank with recommended fluid and
purge air from the tank lines before bleeding.
Do not pressure bleed without a proper master cylinder adapter. The wrong adapter can lead to leakage, or drawing air back into the system. Use
adapter provided with the equipment or Adapter
6921.
BRAKE LINES
STANDARD PROCEDURE
STANDARD PROCEDURE - DOUBLE INVERTED
FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
(1) Cut off damaged tube with Tubing Cutter.
(2) Ream cut edges of tubing to ensure proper
flare.
(3) Install replacement tube nut on the tube.
(4) Insert tube in flaring tool.
(5) Place gauge form over the end of the tube.
(6) Push tubing through flaring tool jaws until
tube contacts recessed notch in gauge that matches
tube diameter.
(7) Tighten the tool bar on the tube
(8) Insert plug on gauge in the tube. Then swing
compression disc over gauge and center tapered flaring screw in recess of compression disc (Fig. 2).
(9) Tighten tool handle until plug gauge is
squarely seated on jaws of flaring tool. This will start
the inverted flare.
(10) Remove the plug gauge and complete the
inverted flare.
Fig. 2 Inverted Flare Tools
STANDARD PROCEDURE - ISO FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
To make a ISO flare use an ISO flaring tool kit.
(1) Cut off damaged tube with Tubing Cutter.
(2) Remove any burrs from the inside of the tube.
(3) Install tube nut on the tube.
(4) Position the tube in the flaring tool flush with
the top of the tool bar (Fig. 3). Then tighten the tool
bar on the tube.
(5) Install the correct size adaptor on the flaring
tool yoke screw.
(6) Lubricate the adaptor.
(7) Align the adaptor and yoke screw over the tube
(Fig. 3).
(8) Turn the yoke screw in until the adaptor is
squarely seated on the tool bar.
COMBINATION VALVE
DESCRIPTION
The combination valve/rear brake proportioning
valve are not repairable and must be replaced as an
assembly.
The pressure differential switch is connected to the
brake warning lamp.
BRAKES - BASE
BR/BE
5-9
COMBINATION VALVE (Continued)
(3) Connect bleed hose to a rear wheel cylinder
and immerse hose end in container partially filled
with brake fluid.
(4) Have helper press and hold brake pedal to floor
and observe warning light.
(a) If warning light illuminates, switch is operating correctly.
(b) If light fails to illuminate, check circuit fuse,
bulb, and wiring. The parking brake switch can be
used to aid in identifying whether or not the brake
light bulb and fuse is functional. Repair or replace
parts as necessary and test differential pressure
switch operation again.
(5) If warning light still does not illuminate,
switch is faulty. Replace combination valve assembly,
bleed brake system and verify proper switch and
valve operation.
REMOVAL
Fig. 3 ISO Flaring
1
2
3
4
5
6
- ADAPTER
- LUBRICATE HERE
- PILOT
- FLUSH WITH BAR
- TUBING
- BAR ASSEMBLY
(1) Remove pressure differential switch wire connector (Fig. 4) from the valve.
(2) Remove the brake lines from the valve.
(3) Remove the valve mounting bolt and remove
the valve from the bracket.
OPERATION
PRESSURE DIFFERENTIAL SWITCH
The switch is triggered by movement of the switch
valve. The purpose of the switch is to monitor fluid
pressure in the separate front/rear brake hydraulic
circuits.
A decrease or loss of fluid pressure in either
hydraulic circuit will cause the switch valve to shuttle forward or rearward in response to the pressure
differential. Movement of the switch valve will push
the switch plunger upward. This closes the switch
internal contacts completing the electrical circuit to
the warning lamp. The switch valve may remain in
an actuated position until repair restores system
pressures to normal levels.
DIAGNOSIS AND TESTING - COMBINATION
VALVE
Pressure Differential Switch
(1) Have helper sit in drivers seat to apply brake
pedal and observe red brake warning light.
(2) Raise vehicle on hoist.
Fig. 4 Pressure
1
2
3
4
-
COMBINATION VALVE
BRAKE LINES
MOUNTING BOLT
PRESSURE DIFFERENTIAL SWITCH
INSTALLATION
(1) Position the valve on the bracket and install
the mounting bolt. Tighten the mounting bolt to 23
N·m (210 in. lbs.).
(2) Install the brake lines into the valve and
tighten to 19-23 N·m (170-200 in. lbs.).
5 - 10
BRAKES - BASE
BR/BE
COMBINATION VALVE (Continued)
(3) Connect the pressure differential switch wire
connector.
(4) Bleed base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).
DISC BRAKE CALIPERS
DESCRIPTION
The caliper is a one-piece casting. The piston bores
are located in the inboard side. A square-cut piston
seal is located in a machined groove in the cylinder
bore.
The caliper pistons dust boot prevents dirt, water
and road splash from entering the piston bore. The
boot is seated in a groove machined at the outer end
of the caliper piston. The boot retaining flange is
seated in a counterbore machined in the outer end of
the caliper piston bore.
Ventilated disc brake rotors are used for all applications. The rotors are serviceable and can be
machined to restore surface finish when necessary.
OPERATION
When the brakes are applied fluid pressure is
exerted against the caliper piston. The fluid pressure
is exerted equally and in all directions. This means
pressure exerted against the caliper piston and
within the caliper bore will be equal (Fig. 5).
Fluid pressure applied to the piston is transmitted
directly to the inboard brake shoe. This forces the
shoe lining against the inner surface of the disc
brake rotor. At the same time, fluid pressure within
the piston bore forces the caliper to slide inward on
the mounting bolts. This action brings the outboard
brake shoe lining into contact with the outer surface
of the disc brake rotor.
In summary, fluid pressure acting simultaneously
on both piston and caliper, produces a strong clamping action. When sufficient force is applied, friction
will attempt to stop the rotors from turning and
bring the vehicle to a stop.
Application and release of the brake pedal generates only a very slight movement of the caliper and
piston. Upon release of the pedal, the caliper and piston return to a rest position. The brake shoes do not
retract an appreciable distance from the rotor. In
fact, clearance is usually at, or close to zero. The reasons for this are to keep road debris from getting
between the rotor and lining and in wiping the rotor
surface clear each revolution.
The caliper piston seal controls the amount of piston extension needed to compensate for normal lining
wear.
Fig. 5 Brake Caliper Operation
1
2
3
4
5
6
-
CALIPER
PISTON
PISTON BORE
SEAL
INBOARD SHOE
OUTBOARD SHOE
During brake application, the seal is deflected outward by fluid pressure and piston movement (Fig. 6).
When the brakes (and fluid pressure) are released,
the seal relaxes and retracts the piston.
The amount of piston retraction is determined by
the amount of seal deflection. Generally the amount
is just enough to maintain contact between the piston and inboard brake shoe.
REMOVAL
REMOVAL - REAR
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Compress the disc brake caliper using tool
#C4212F.
(4) Remove the caliper pin bolts.
(5) Remove the banjo bolt and discard the copper
washer.
CAUTION: Never allow the disc brake caliper to
hang from the brake hose. Damage to the brake
hose with result. Provide a suitable support to hang
the caliper securely.
(6) Remove the rear disc brake caliper (Fig. 7).
BRAKES - BASE
BR/BE
5 - 11
DISC BRAKE CALIPERS (Continued)
Fig. 6 Lining Wear Compensation By Piston Seal
1
2
3
4
5
6
-
PISTON
CYLINDER BORE
PISTON SEAL BRAKE PRESSURE OFF
CALIPER HOUSING
DUST BOOT
PISTON SEAL BRAKE PRESSURE ON
Fig. 8 Caliper
1 - WASHERS
2 - MOUNTING BOLTS
3 - HOSE BOLT
DISASSEMBLY
(1) Drain the brake fluid from caliper.
(2) C-clamp a block of wood over one piston (Fig.
9).
Fig. 7 REAR CALIPER
1 - Banjo Bolt
2 - Caliper Pin Bolts
REMOVAL - FRONT
(1) Raise and support vehicle.
(2) Remove front wheel and tire assembly.
(3) Remove caliper brake hose bolt, washers and
hose (Fig. 8).
(4) Remove caliper mounting bolts.
(5) Tilt the top of the caliper up and remove it
from the adapter.
(6) Remove anti-rattle springs.
NOTE: Upper and lower anti-rattle springs are not
interchangeable.
Fig. 9 C-Clamp One Piston
1 - BLOCK OF WOOD
2 - C-CLAMP
3 - CALIPER
(3) Take another piece of wood and pad it with
one-inch thickness of shop towels. Place this piece in
the outboard shoe side of the caliper in front of the
other piston. This will cushion and protect caliper
piston during removal (Fig. 10).
(4) To remove the caliper piston direct short
bursts of low pressure air with a blow gun
through the caliper brake hose port. Use only enough
air pressure to ease the piston out.
5 - 12
BRAKES - BASE
BR/BE
DISC BRAKE CALIPERS (Continued)
Fig. 10 Protect Caliper Piston
1 - CALIPER
2 - PADDED BLOCK OF WOOD
3 - C-CLAMP
Fig. 11 Piston Dust Boot Removal
1 - CALIPER
2 - DUST BOOT
CAUTION: Do not blow the piston out of the bore
with sustained air pressure. This could result in a
cracked piston.
WARNING: NEVER ATTEMPT TO CATCH THE PISTON AS IT LEAVES THE BORE. THIS COULD
RESULT IN PERSONAL INJURY.
(5) Remove the C-clamp and block of wood from
the caliper and clamp it over the dust boot of the
first piston removed. This will seal the empty piston
bore.
(6) Move the padded piece of wood in front of the
other piston.
(7) Remove the second piston using the same procedure with short bursts of low pressure air.
(8) Remove piston dust boots with a suitable pry
tool (Fig. 11).
(9) Remove piston seals from caliper (Fig. 12).
Fig. 12 Piston Seal
1 - CALIPER
2 - PISTON BORE
3 - PISTON SEAL
CAUTION: Do not scratch piston bore while removing the seals.
CAUTION: Do not use gasoline, kerosene, thinner,
or similar solvents. These products may leave a
residue that could damage the piston and seal.
(10) Push caliper mounting bolt bushings out of
the boot seals and remove the boot seals from the
caliper (Fig. 13).
(11) Remove caliper bleed screw.
INSPECTION
CLEANING
Clean the caliper components with clean brake
fluid or brake clean only. Wipe the caliper and piston
dry with lint free towels or use low pressure compressed air.
The piston is made from a phenolic resin (plastic
material) and should be smooth and clean.
The piston must be replaced if cracked or scored.
Do not attempt to restore a scored piston surface by
sanding or polishing.
BRAKES - BASE
BR/BE
5 - 13
DISC BRAKE CALIPERS (Continued)
ASSEMBLY
CAUTION: Dirt, oil, and solvents can damage caliper seals. Insure assembly area is clean and dry.
(1) Lubricate caliper pistons, piston seals and piston bores with clean, fresh brake fluid.
(2) Install new piston seals into caliper bores (Fig.
15).
NOTE: Verify seal is fully seated and not twisted.
Fig. 13 Bushings And Boot Seals
1 - CALIPER
2 - BUSHING
3 - BOOT SEAL
CAUTION: If the caliper piston is replaced, install
the same type of piston in the caliper. Never interchange phenolic resin and steel caliper pistons.
The pistons, seals, seal grooves, caliper bore and
piston tolerances are different.
The bore can be lightly polished with a brake
hone to remove very minor surface imperfections
(Fig. 14). The caliper should be replaced if the bore is
severely corroded, rusted, scored, or if polishing
would increase bore diameter more than 0.025 mm
(0.001 inch).
Fig. 15 Piston Seal
1 - CALIPER
2 - PISTON BORE
3 - PISTON SEAL
(3) Lightly lubricate lip of new boot with silicone
grease. Install boot on piston and work boot lip into
the groove at the top of piston.
(4) Stretch boot rearward to straighten boot folds,
then move boot forward until folds snap into place.
(5) Install piston into caliper bore and press piston
down to the bottom of the caliper bore by hand or
with hammer handle (Fig. 16).
(6) Seat dust boot in caliper (Fig. 17) with Handle
C-4171 and Installer:
• HD 56 mm caliper: Installer C-4340
• LD 54 mm caliper: Installer C-3716-A
(7) Install the second piston and dust boot.
(8) Lubricate caliper mounting bolt bushings, boot
seals and bores with Mopar brake grease or Dow
Corningt 807 grease only.
Fig. 14 Polishing Piston Bore
1 - HONE
2 - CALIPER
3 - PISTON BORE
CAUTION: Use of alternative grease may cause
damage to the boots seals.
(9) Install the boot seals into the caliper seal bores
and center the seals in the bores.
5 - 14
BRAKES - BASE
BR/BE
DISC BRAKE CALIPERS (Continued)
(2) Install the banjo bolt with new copper washers
to the caliper.tighten to 38 N·m (28 ft. lbs.)
(3) Install the caliper pin bolts. tighten to 33 N·m
(25 ft. lbs.)
Fig. 16 Caliper Piston Installation
1 - CALIPER
2 - DUST BOOT
3 - PISTON
Fig. 18 REAR CALIPER INSTALL
1 - ROTOR
2 - BRAKE SHOES
3 - DISC BRAKE CALIPER
(4) Bleed the base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).
(5) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(6) Lower the vehicle.
INSTALLATION - FRONT
(10) Install mounting bolt bushings into the boot
seals and insure seal lip is engaged into the bushing
grooves at either end of the bushing.
(11) Install caliper bleed screw.
(1) Clean the caliper mounting adapter and the
anti-rattle springs and grease with Mopar brake
grease or Dow Corningt 807 grease only.
(2) Install the anti-rattle springs.
(3) Tilt the bottom of the caliper over the rotor and
under the adapter. Then push the top of the caliper
down onto the adapter.
(4) Install the caliper mounting bolts and tighten
to 33 N·m (24 ft. lbs.).
(5) Install the brake hose to caliper with new seal
washers and tighten fitting bolt to 24 N·m (18 ft.
lbs.).
INSTALLATION
CAUTION: Verify brake hose is not twisted or
kinked before tightening fitting bolt.
Fig. 17 Seating Dust Boot
1 - HANDLE
2 - CALIPER
3 - DUST BOOT INSTALLER
INSTALLATION - REAR
NOTE: Install a new copper washers on the banjo
bolt when installing
(1) Install the rear disc brake caliper (Fig. 18).
(6) Bleed the base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).
(7) Install the wheel and tire assemblies, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
BRAKES - BASE
BR/BE
5 - 15
DISC BRAKE CALIPERS (Continued)
(8) Remove the supports and lower the vehicle.
(9) Verify a firm pedal before moving the vehicle.
SPECIFICATIONS
BRAKE FLUID
FLUID
DIAGNOSIS AND TESTING - BRAKE FLUID
CONTAMINATION
Indications of fluid contamination are swollen or
deteriorated rubber parts.
Swollen rubber parts indicate the presence of
petroleum in the brake fluid.
To test for contamination, put a small amount of
drained brake fluid in clear glass jar. If fluid separates into layers, there is mineral oil or other fluid
contamination of the brake fluid.
If brake fluid is contaminated, drain and thoroughly flush system. Replace master cylinder, proportioning valve, caliper seals, wheel cylinder seals,
Antilock Brakes hydraulic unit and all hydraulic
fluid hoses.
STANDARD PROCEDURE - BRAKE FLUID
LEVEL
Always clean the master cylinder reservoir and
caps before checking fluid level. If not cleaned, dirt
could enter the fluid.
The fluid fill level is indicated on the side of the
master cylinder reservoir (Fig. 19).
The correct fluid level is to the FULL indicator on
the side of the reservoir. If necessary, add fluid to the
proper level.
The brake fluid used in this vehicle must conform
to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid
from an container which has been left open. An
open container of brake fluid will absorb moisture
from the air and contaminate the fluid.
CAUTION: Never use any type of a petroleum-based
fluid in the brake hydraulic system. Use of such
type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the
vehicle brake system. Petroleum based fluids would
be items such as engine oil, transmission fluid,
power steering fluid, etc.
FLUID RESERVOIR
REMOVAL
(1) Remove reservoir cap and empty fluid into
drain container.
(2) Clamp cylinder body in vise with brass protective jaws.
(3) Remove pins that retain reservoir to master
cylinder. Use hammer and pin punch to remove pins
(Fig. 20).
(4) Loosen reservoir from grommets with pry tool
(Fig. 21).
(5) Remove reservoir by rocking it to one side and
pulling free of grommets (Fig. 22).
(6) Remove old grommets from cylinder body (Fig.
23).
INSTALLATION
CAUTION: Do not use any type of tool to install the
grommets. Tools may cut, or tear the grommets creating a leak problem after installation. Install the
grommets using finger pressure only.
Fig. 19 Master Cylinder Fluid Level - Typical
1 - INDICATOR
2 - RESERVOIR
(1) Lubricate new grommets with clean brake fluid
and Install new grommets in cylinder body (Fig. 24).
Use finger pressure to install and seat grommets.
(2) Start reservoir in grommets. Then rock reservoir back and forth while pressing downward to seat
it in grommets.
5 - 16
BRAKES - BASE
BR/BE
FLUID RESERVOIR (Continued)
Fig. 22 Reservoir Removal
1 - RESERVOIR
2 - GROMMETS
Fig. 20 Reservoir Retaining Pins
1
2
3
4
-
PIN PUNCH
RESERVOIR
BODY
ROLL PINS
Fig. 23 Grommet Removal
1 - MASTER CYLINDER BODY
2 - GROMMETS
Fig. 21 Loosening Reservoir
1
2
3
4
-
PRY TOOL
RESERVOIR
GROMMET
MASTER CYLINDER BODY
(3) Install pins that retain reservoir to cylinder
body.
(4) Fill and bleed master cylinder on bench before
installation in vehicle.
Fig. 24 Grommet Installation
1 - WORK NEW GROMMETS INTO PLACE USING FINGER
PRESSURE ONLY
BRAKES - BASE
BR/BE
PEDAL
DESCRIPTION
The brake booster is operated by a suspended type
brake pedal. The pedal pivots on a shaft located in a
mounting bracket attached to the dash panel. The
pedal shaft is supported by bushings in the pedal
and mounting bracket. The brake pedal is attached
to the booster push rod.
5 - 17
(8) Push pedal shaft back and out of passenger
side of bracket (Fig. 26).
(9) Remove pedal shaft, brake pedal, wave washer
and bushings from vehicle.
OPERATION
When the pedal is depressed, the primary booster
push rod is depressed which move the booster secondary rod. The booster secondary rod depress the
master cylinder piston.
REMOVAL
(1) Remove knee bolster, (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(2) Remove brake lamp switch, (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/BRAKE
LAMP SWITCH - REMOVAL).
(3) Remove switches from tabs on brake lamp
switch bracket.
(4) Remove brake lamp switch bracket bolts and
remove bracket (Fig. 25).
Fig. 26 Brake Pedal Mounting (With Automatic
Transmission)
1
2
3
4
5
-
PEDAL SHAFT
SHAFT RETAINING E-CLIPS (2)
BRAKE PEDAL
PEDAL BUSHING (2)
PEDAL MOUNTING BRACKET
INSTALLATION
Fig. 25 Brake Lamp Switch Bracket
1 - PEDAL BRACKET
2 - BRAKELIGHT SWITCH BRACKET
3 - BRACKET SCREWS (2)
(5) Remove clip and washer attaching booster push
rod and slide push rod off pedal.
(6) Remove E-clip from passenger side of pedal
shaft (Fig. 26). Use flat blade screwdriver to pry clip
out of shaft groove.
(7) Push shaft toward driver side of bracket just
enough to expose opposite E-clip. Then remove E-clip
with flat blade screwdriver.
(1) Replace bracket and pedal bushings if necessary. Lubricate shaft bores in bracket and pedal
before installing bushings with Mopar Multi-mileage
silicone grease.
(2) Apply liberal quantity of Mopar multi-mileage
grease to pedal shaft and to pedal and bracket bushings.
(3) Position brake pedal in mounting bracket.
(4) Slide pedal shaft into bracket and through
pedal from passenger side.
(5) Push pedal shaft out driver side of mounting
bracket just enough to allow installation of retaining
E-clip.
(6) Install the wave washer between the bracket
and the pedal bushing on the passenger side.
(7) Push pedal shaft back toward passenger side of
bracket and install remaining E-clip on pedal shaft.
(8) Install booster push rod on brake pedal. Secure
push rod to pedal with washer and retaining clip.
(9) Install brake lamp switch bracket and switch,
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
5 - 18
BRAKES - BASE
BR/BE
PEDAL (Continued)
EXTERIOR/BRAKE LAMP SWITCH - INSTALLATION).
(10) Install knee bolster, (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
POWER BRAKE BOOSTER
DIAGNOSIS AND TESTING - HYDRAULIC
BOOSTER
The hydraulic booster uses hydraulic pressure from
the power steering pump. Before diagnosing a
booster problem, first verify the power steering pump
is operating properly. Perform the following checks.
• Check the power steering fluid level.
• Check the brake fluid level.
• Check all power steering hoses and lines for
leaks and restrictions.
• Check power steering pump pressure.
(2) With the engine off depress the brake pedal
several times to discharge the accumulator. Grasp
the accumulator and see if it wobbles or turns. If it
does the accumulator has lost a gas charge and the
booster must be replaced.
SEAL LEAKAGE
If the booster leaks from any of the seals the
booster assembly must be replaced (Fig. 27).
• INPUT ROD SEAL: Fluid leakage from rear
end of the booster.
• PISTON SEAL: Fluid leakage from vent at
front of booster.
• HOUSING SEAL: Fluid leakage between housing and housing cover.
• SPOOL VALVE SEAL: Fluid leakage near
spool plug.
• RETURN PORT FITTING SEAL: Fluid leakage from port fitting.
NOISES
The hydraulic booster unit will produce certain
characteristic booster noises. The noises may occur
when the brake pedal is used in a manner not associated with normal braking or driving habits.
HISSING
A hissing noise may be noticed when above normal
brake pedal pressure is applied, 40 lbs. or above. The
noise will be more noticeable if the vehicle is not
moving. The noise will increase with the brake pedal
pressure and an increase of system operating temperature.
CLUNK-CHATTER-CLICKING
A clunk-chatter-clicking may be noticed when the
brake pedal is released quickly, after above normal
brake pedal pressure is applied 50-100 lbs..
BOOSTER FUNCTION TEST
With the engine off depress the brake pedal several
times to discharge the accumulator. Then depress the
brake pedal using 40 lbs. of force and start the
engine. The brake pedal should fall and then push
back against your foot. This indicates the booster is
operating properly.
ACCUMULATOR LEAKDOWN
(1) Start the engine, apply the brakes and turn the
steering wheel from lock to lock. This will ensure the
accumulator is charged. Turn off the engine and let
the vehicle sit for one hour. After one hour there
should be at least two power assisted brake application with the engine off. If the system does not retain
a charge the booster must be replaced.
Fig. 27 Hydraulic Booster Seals
1
2
3
4
5
6
7
8
- PUMP
- GEAR
- INPUT SEAL
- HOUSING SEAL
- ACCUMULATOR SEAL
- PISTON SEAL
- SPOOL PLUG SEAL
- RETURN
BRAKES - BASE
BR/BE
5 - 19
POWER BRAKE BOOSTER (Continued)
HYDRAULIC BOOSTER DIAGNOSIS CHART
CONDITION
Slow Brake Pedal Return
POSSIBLE CAUSES
CORRECTION
1. Excessive seal friction in booster.
1. Replace booster.
2. Faulty spool valve action.
2. Replace booster.
3. Restriction in booster return hose.
3. Replace hose.
4. Damaged input rod.
4. Replace booster.
Excessive Brake Pedal
Effort.
1. Internal or external seal leakage.
1. Replace booster.
2. Faulty steering pump.
2. Replace pump.
Brakes Self Apply
1. Dump valve faulty.
1. Replace booster.
2. Contamination in hydraulic
system.
2. Flush hydraulic system and replace
booster.
3. Restriction in booster return hose.
3. Replace hose.
Booster Chatter, Pedal
Vibration
1. Slipping pump belt.
1. Replace power steering belt.
2. Low pump fluid level.
2. Fill pump and check for leaks.
Grabbing Brakes
1. Low pump flow.
1. Test and repair/replace pump.
2. Faulty spool valve action.
2. Replace booster.
STANDARD PROCEDURE - BLEEDING
The hydraulic booster is generally self-bleeding,
this procedure will normally bleed the air from the
booster. Normal driving and operation of the unit will
remove any remaining trapped air.
(1) Fill power steering pump reservoir.
(2) Disconnect fuel shutdown relay and crank the
engine for several seconds, Refer to Fuel System for
relay location and WARNING.
(3) Check fluid level and add if necessary.
(4) Connect fuel shutdown relay and start the
engine.
(5) Turn the steering wheel slowly from lock to
lock twice.
(6) Stop the engine and discharge the accumulator
by depressing the brake pedal 5 times.
(7) Start the engine and turn the steering wheel
slowly from lock to lock twice.
(8) Turn off the engine and check fluid level and
add if necessary.
NOTE: If fluid foaming occurs, wait for foam to dissipate and repeat steps 7 and 8.
REMOVAL
NOTE: If the booster is being replaced because the
power steering fluid is contaminated, flush the
power steering system before replacing the booster.
(1) With engine off depress the brake pedal 5
times to discharge the accumulator.
(2) Remove brake lines from master cylinder.
(3) Remove mounting nuts from the master cylinder.
(4) Remove the bracket from the hydraulic booster
lines and master cylinder mounting studs.
(5) Remove the master cylinder.
(6) Remove the return hose and the two pressure
lines from the hydraulic booster (Fig. 28).
(7) Remove the booster push rod clip, washer and
rod remove from the brake pedal. (Fig. 29).
(8) Remove the mounting nuts from the hydraulic
booster and remove the booster (Fig. 30).
INSTALLATION
(1) Install the hydraulic booster and tighten the
mounting nuts to 28 N·m (21 ft. lbs.).
(2) Install the booster push rod, washer and clip
onto the brake pedal.
(3) Install the master cylinder on the mounting
studs. and tighten the mounting nuts to 23 N·m (17
ft. lbs.).
(4) Install the brake lines to the master cylinder
and tighten to 19-200 N·m (170-200 in. lbs.).
(5) Install the hydraulic booster line bracket onto
the master cylinder mounting studs.
(6) Install the master cylinder mounting nuts and
tighten to 23 N·m (17 ft. lbs.).
5 - 20
BRAKES - BASE
BR/BE
POWER BRAKE BOOSTER (Continued)
Fig. 28 Master Cylinder And Booster
1
2
3
4
5
-
MASTER CYLINDER
RETURN LINE
LINE FROM PUMP
HYDRAULIC BOOSTER
LINE TO GEAR
Fig. 30 Booster Mounting
1
2
3
4
-
STEERING COLUMN
MOUNTING NUTS
BOOSTER PEDAL ROD
MOUNTING NUTS
(10) Bleed base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).
(11) Fill the power steering pump with fluid,
(Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
CAUTION: Use only MOPAR power steering fluid or
equivalent. Do not use automatic transmission fluid
and do not overfill.
(12) Bleed the hydraulic booster.
ROTORS
DIAGNOSIS AND TESTING
Fig. 29 Booster Push Rod
1
2
3
4
-
BOOSTER PUSH ROD
WASHER
CLIP
PEDAL
(7) Install the hydraulic booster pressure lines to
the bracket and booster.
(8) Tighten the pressure lines to 41 N·m (30 ft.
lbs.).
NOTE: Inspect o-rings on the pressure line fittings
to insure they are in good condition before installation. Replace o-rings if necessary.
(9) Install the return hose to the booster.
DISC BRAKE ROTOR
The rotor braking surfaces should not be refinished
unless necessary.
Light surface rust and scale can be removed with a
lathe equipped with dual sanding discs. The rotor
surfaces can be restored by machining with a disc
brake lathe if surface scoring and wear are light.
Replace the rotor for the following conditions:
• Severely Scored
• Tapered
• Hard Spots
• Cracked
• Below Minimum Thickness
BRAKES - BASE
BR/BE
5 - 21
ROTORS (Continued)
ROTOR MINIMUM THICKNESS
Measure rotor thickness at the center of the brake
shoe contact surface. Replace the rotor if below minimum thickness, or if machining would reduce thickness below the allowable minimum.
Rotor minimum thickness is usually specified on
the rotor hub. The specification is either stamped or
cast into the hub surface.
ROTOR RUNOUT
Check rotor lateral runout with dial indicator
C-3339 (Fig. 31) . Excessive lateral runout will cause
brake pedal pulsation and rapid, uneven wear of the
brake shoes. Position the dial indicator plunger
approximately 25.4 mm (1 in.) inward from the rotor
edge.
NOTE: Be sure wheel bearing has zero end play
before checking rotor runout.
Maximum allowable rotor runout is 0.127 mm
(0.005 in.).
Fig. 32 Measuring Rotor Thickness
1 - MICROMETER
2 - ROTOR
REMOVAL
REMOVAL - REAR
(1) Raise and support the vehicle
(2) Remove the tire and wheel assembly.
(3) Remove the disc brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(4) Remove the caliper adapter bolts.
(5) Remove the rear axle shaft from the housing
on dual rear wheels, (Refer to 3 - DIFFERENTIAL &
DRIVELINE/REAR AXLE - 286RBI/AXLE SHAFTS REMOVAL).
(6) Remove the hub and rotor assembly (C3500
only) (Fig. 33).
Fig. 31 Checking Rotor Runout And Thickness
Variation
1 - DIAL INDICATOR
ROTOR THICKNESS VARIATION
Variations in rotor thickness will cause pedal pulsation, noise and shudder.
Measure rotor thickness at 6 to 12 points around
the rotor face (Fig. 32) .
Position the micrometer approximately 25.4 mm (1
in.) from the rotor outer circumference for each measurement.
Thickness should not vary by more than 0.025 mm
(0.001 in.) from point-to-point on the rotor. Machine
or replace the rotor if necessary.
Fig. 33 ROTOR / HUB REMOVAL
5 - 22
BRAKES - BASE
BR/BE
ROTORS (Continued)
REMOVAL - FRONT – 2500
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the caliper from the steering knuckle,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - REMOVAL) and remove
caliper adapter assembly (Fig. 34).
INSTALLATION
INSTALLATION - REAR
(1) Install the hub to the rotor. Tighten the bolts to
128 N·m (95 ft. lbs.) (Fig. 35).
NOTE: Do not allow brake hose to support caliper
adapter assembly.
Fig. 35 ROTOR TO HUB
1 - Hub Bolts
2 - Socket
Fig. 34 Caliper Adapter Assembly
1 - KNUCKLE
2 - CALIPER
3 - ROTOR
(2) Install the hub and rotor assembly.
(3) Install the rear axle shaft to the housing with
dual wheels, (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 286RBI/AXLE SHAFTS INSTALLATION).
(4) Install the caliper adapter bolts.
(5) Install the disc brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION). (Fig. 36).
(4) Remove the rotor from the hub/bearing wheel
studs.
REMOVAL - FRONT - 3500
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the hub extension mounting nuts and
remove the extension from the rotor if equipped.
(4) Remove the brake caliper adapter assembly.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - REMOVAL).
(5) Remove the rotor assembly.
Fig. 36 ROTOR INSTALLED
(6) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(7) Lower the vehicle.
BRAKES - BASE
BR/BE
5 - 23
ROTORS (Continued)
INSTALLATION - FRONT – 2500
(1) On models with all-wheel antilock system
(ABS), check condition of tone wheel on hub/bearing.
If teeth on wheel are damaged, hub/bearing assembly
will have to be replaced (tone wheel is not serviced
separately).
(2) Install rotor onto the hub/bearing wheel studs.
(3) Install the caliper adapter assembly,(Refer to 5
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION) and tighten
adapter bolts to:
• LD 1500: 176 N·m (130 ft lbs.)
• HD 2500: 285 N·m (210 ft lbs.)
(4) Install the wheel and tire assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE) and lower vehicle.
(5) Apply brakes several times to seat brake shoes.
Be sure to obtain firm pedal before moving vehicle.
INSTALLATION - FRONT - 3500
Fig. 37 ROTOR / PADS/ CALIPER
1 - ROTOR
2 - BRAKE SHOES
3 - DISC BRAKE CALIPER
(1) Position the rotor on the hub/bearing.
(2) Install the brake caliper adapter assembly
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - INSTALLATION) and
tighten adapter bolts to 285 N·m (210 ft. lbs).
(3) Install the wheel and tire assemblies, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(4) Remove the support and lower the vehicle.
(5) Apply brakes several times to seat brake shoes
and caliper piston. Do not move vehicle until firm
brake pedal is obtained.
BRAKE PADS/SHOES
REMOVAL
REMOVAL - REAR
(1)
(2)
(3)
(4)
Raise and support the vehicle.
Remove the rear wheel and tire assemblies.
Compress the caliper.
Remove caliper mounting bolts
NOTE: Do not allow brake hose to support caliper
assembly.
(5) Remove the caliper, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- REMOVAL) and then tilt the top up and off the caliper adapter (Fig. 37).
(6) Remove inboard brake shoe from the caliper
adapter (Fig. 38).
(7) Remove outboard brake shoe from caliper
adapter (Fig. 39).
Fig. 38 Inboard Brake Shoe
1 - INBOARD SHOE
2 - CALIPER ADAPTER
(8) Remove the anti-rattle springs from the caliper
adapter (Fig. 40) and (Fig. 41).
NOTE: Anti-rattle springs are not interchangeable.
5 - 24
BRAKES - BASE
BR/BE
BRAKE PADS/SHOES (Continued)
Fig. 41 Bottom Anti-Rattle Spring
1 - ANTI-RATTLE SPRING
2 - CALIPER ADAPTER
Fig. 39 Outboard Brake Shoe
NOTE: Do not allow brake hose to support caliper
assembly.
1 - OUTBOARD SHOE
2 - CALIPER ADAPTER
Fig. 42 Caliper
Fig. 40 Top Anti-Rattle Spring
1 - CALIPER ADAPTER
2 - ANTI-RATTLE SPRING
REMOVAL - FRONT
(1) Raise and support vehicle.
(2) Remove front wheel and tire assemblies.
(3) Compress caliper.
(4) Remove caliper, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- REMOVAL).
(5) Remove caliper by tilting the top up and off the
caliper adapter (Fig. 42).
1 - CALIPER
2 - CALIPER ADAPTER
(6) Remove inboard brake shoe from the caliper
adapter (Fig. 43).
(7) Remove outboard brake shoe from caliper
adapter (Fig. 44).
(8) Remove the anti-rattle springs from the caliper
adapter (Fig. 45) and (Fig. 46).
NOTE: Anti-rattle springs are not interchangeable.
BRAKES - BASE
BR/BE
5 - 25
BRAKE PADS/SHOES (Continued)
Fig. 45 Top Anti-Rattle Spring
1 - CALIPER ADAPTER
2 - ANTI-RATTLE SPRING
Fig. 43 Inboard Brake Shoe
1 - INBOARD SHOE
2 - CALIPER ADAPTER
Fig. 46 Bottom Anti-Rattle Spring
1 - ANTI-RATTLE SPRING
2 - CALIPER ADAPTER
INSTALLATION
INSTALLATION - REAR
Fig. 44 Outboard Brake Shoe
1 - OUTBOARD SHOE
2 - CALIPER ADAPTER
(1) Clean caliper mounting adapter and anti-rattle
springs.
(2) Lubricate anti-rattle springs with Mopar brake
grease.
(3) Install anti-rattle springs.
NOTE: Anti-rattle springs are not interchangeable.
(4) Install inboard brake shoe in adapter.
(5) Install outboard brake shoe in adapter.
(6) Tilt the bottom of the caliper over rotor and
under adapter. Then push the top of the caliper down
onto the adapter.
5 - 26
BRAKES - BASE
BR/BE
BRAKE PADS/SHOES (Continued)
(7) Install caliper, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION) (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS INSTALLATION).
(8) Install wheel and tire assemblies and lower
vehicle, (Refer to 22 - TIRES/WHEELS/WHEELS STANDARD PROCEDURE).
(9) Apply brakes several times to seat caliper pistons and brake shoes and obtain firm pedal.
(10) Top off master cylinder fluid level.
Care must be exercised when removing/installing
the master cylinder connecting lines. The threads in
the cylinder fluid ports can be damaged if care is not
exercised. Start all brake line fittings by hand to
avoid cross threading.
The cylinder reservoir can be replaced when necessary. However, the aluminum body section of the
master cylinder is not a repairable component.
NOTE: If diagnosis indicates that an internal malfunction has occurred, the aluminum body section
must be replaced as an assembly.
INSTALLATION - FRONT
(1) Bottom pistons in caliper bore with C-clamp.
Place an old brake shoe between a C-clamp and caliper piston.
(2) Clean caliper mounting adapter and anti-rattle
springs.
(3) Lubricate anti-rattle springs with Mopar brake
grease.
(4) Install anti-rattle springs.
NOTE: Anti-rattle springs are not interchangeable.
(5) Install inboard brake shoe in adapter.
(6) Install outboard brake shoe in adapter.
(7) Tilt the bottom of the caliper over rotor and
under adapter. Then push the top of the caliper down
onto the adapter.
(8) Install caliper, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION).
(9) Install wheel and tire assemblies and lower
vehicle, (Refer to 22 - TIRES/WHEELS/WHEELS STANDARD PROCEDURE).
(10) Apply brakes several times to seat caliper pistons and brake shoes and obtain firm pedal.
(11) Top off master cylinder fluid level.
MASTER CYLINDER
DESCRIPTION
A two-piece master cylinder is used on all models.
The cylinder body containing the primary and secondary pistons is made of aluminum. The removable
fluid reservoir is made of nylon reinforced with glass
fiber. The reservoir stores reserve brake fluid for the
hydraulic brake circuits. The reservoir is the only
serviceable component.
The fluid compartments of the nylon reservoir are
interconnected to permit fluid level equalization.
However, the equalization feature does not affect circuit separation in the event of a front or rear brake
malfunction. The reservoir compartments will retain
enough fluid to operate the functioning hydraulic circuit.
OPERATION
The master cylinder bore contains a primary and
secondary piston. The primary piston supplies
hydraulic pressure to the front brakes. The secondary
piston supplies hydraulic pressure to the rear brakes.
DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER
(1) Start engine and check booster vacuum hose
connections. A hissing noise indicates vacuum leak.
Correct any vacuum leak before proceeding.
(2) Stop engine and shift transmission into Neutral.
(3) Pump brake pedal until all vacuum reserve in
booster is depleted.
(4) Press and hold brake pedal under light foot
pressure. The pedal should hold firm, if the pedal
falls away master cylinder is faulty (internal leakage).
(5) Start engine and note pedal action. It should
fall away slightly under light foot pressure then hold
firm. If no pedal action is discernible, power booster,
vacuum supply, or vacuum check valve is faulty. Proceed to the POWER BOOSTER VACUUM TEST.
(6) If the POWER BOOSTER VACUUM TEST
passes, rebuild booster vacuum reserve as follows:
Release brake pedal. Increase engine speed to 1500
rpm, close the throttle and immediately turn off ignition to stop engine.
(7) Wait a minimum of 90 seconds and try brake
action again. Booster should provide two or more vacuum assisted pedal applications. If vacuum assist is
not provided, booster is faulty.
POWER BOOSTER VACUUM TEST
(1) Connect vacuum gauge to booster check valve
with short length of hose and T-fitting (Fig. 47).
(2) Start and run engine at curb idle speed for one
minute.
(3) Observe the vacuum supply. If vacuum supply
is not adequate, repair vacuum supply.
BRAKES - BASE
BR/BE
5 - 27
MASTER CYLINDER (Continued)
(4) Clamp hose shut between vacuum source and
check valve.
(5) Stop engine and observe vacuum gauge.
(6) If vacuum drops more than one inch HG (33
millibars) within 15 seconds, booster diaphragm or
check valve is faulty.
Fig. 48 Vacuum Check Valve And Seal
1 - BOOSTER CHECK VALVE
2 - APPLY TEST VACUUM HERE
3 - VALVE SEAL
(3) Fill reservoir with fresh brake fluid.
(4) Press cylinder pistons inward with wood dowel.
Then release pistons and allow them to return under
spring pressure. Continue bleeding operations until
air bubbles are no longer visible in fluid.
Fig. 47 Typical Booster Vacuum Test Connections
1
2
3
4
5
6
7
-
TEE FITTING
SHORT CONNECTING HOSE
CHECK VALVE
CHECK VALVE HOSE
CLAMP TOOL
INTAKE MANIFOLD
VACUUM GAUGE
POWER BOOSTER CHECK VALVE TEST
(1) Disconnect vacuum hose from check valve.
(2) Remove check valve and valve seal from
booster.
(3) Use a hand operated vacuum pump for test.
(4) Apply 15-20 inches vacuum at large end of
check valve (Fig. 48).
(5) Vacuum should hold steady. If gauge on pump
indicates vacuum loss, check valve is faulty and
should be replaced.
STANDARD PROCEDURE - MASTER CYLINDER
BLEEDING
A new master cylinder should be bled before installation on the vehicle. Required bleeding tools include
bleed tubes and a wood dowel to stroke the pistons.
Bleed tubes can be fabricated from brake line.
(1) Mount master cylinder in vise.
(2) Attach bleed tubes to cylinder outlet ports.
Then position each tube end into reservoir (Fig. 49).
Fig. 49 Master Cylinder Bleeding–Typical
1 - BLEEDING TUBES
2 - RESERVOIR
REMOVAL
(1) Pump the brake pedal several times to deplete
booster vacuum reserve.
(2) Remove brake lines from the master cylinder
(Fig. 50) .
(3) Remove mounting nuts from the master cylinder (Fig. 50) .
(4) Remove the master cylinder.
5 - 28
BRAKES - BASE
BR/BE
MASTER CYLINDER (Continued)
Fig. 51 SHOES REMOVAL
Fig. 50 Master Cylinder
1
2
3
4
-
MOUNTING NUT
MOUNTING NUT
BRAKE LINES
MASTER CYLINDER
INSTALLATION
NOTE: If master cylinder is replaced, bleed cylinder
before installation.
(1) Install master cylinder on the booster mounting studs.
(2) Install mounting nuts and tighten to 23 N·m
(17 ft. lbs.).
(3) Install brake lines and tighten to 19-23 N·m
(170-200 in. lbs.).
(4) Bleed base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE)
PARKING BRAKE
DESCRIPTION
The parking brakes are operated by a system of
cables and levers attached to a primary and secondary shoe positioned within the drum section of the
rotor.
The drum-in-hat design utilizes an independent set
of shoes to park the vehicle (Fig. 51).
OPERATION
To apply the parking brake the pedal is depressed.
This creates tension in the cable which pulls forward
on the park brake lever. The lever pushes the park
brake shoes outward and into contact with the drum
section of the rotor. The contact of shoe to rotor parks
the vehicle.
1
2
3
4
5
- PARK BRAKE SHOES
- ADJUSTER
- RETURN SPRINGS
- SPLASH SHIELD
- HOLD DOWNS
A torsion locking mechanism is used to hold the
pedal in an applied position. Parking brake release is
accomplished by the hand release.
A parking brake switch is mounted on the parking
brake lever and is actuated by movement of the
lever. The switch, which is in circuit with the red
warning light in the dash, will illuminate the warning light whenever the parking brake is applied.
Parking brake adjustment is controlled by a cable
tensioner mechanism. The cable tensioner, once
adjusted at the factory, should not need further
adjustment under normal circumstances. Adjustment
may be required if a new tensioner, or cables are
installed, or disconnected.
PEDAL
REMOVAL
(1) Release the parking brake.
(2) Raise the vehicle.
(3) Loosen the cable tensioner nut at the equalizer
to create slack in the front cable.
(4) Lower the vehicle.
(5) Remove the knee bolster, (Refer to 23 - BODY/
INSTRUMENT
PANEL/STEERING
COLUMN
OPENING COVER - REMOVAL).
(6) Disconnect the brake lamp wire from the
switch on the pedal assembly.
(7) Roll the carpet back, loosen the front cable
grommet from the floorpan and the cable retainer.
(8) Disengage the cable end connector (Fig. 52)
from the arm on the pedal assembly.
BRAKES - BASE
BR/BE
5 - 29
PEDAL (Continued)
(9) Remove the bolts/nuts from the pedal assembly
and remove the assembly.
Fig. 53 LOCK OUT PARKING CABLE
1 - LOCKING PLIERS
2 - PARKING BRAKE CABLE
Fig. 52 Parking Brake Pedal Assembly
1 - PARK BRAKE PEDAL
2 - FRONT CABLE
(5) Compress tabs on cable end fitting on the rear
park brake cable to the frame mount bracket. Then
pull the cable through the bracket.
(6) Disengage the park brake cable from behind
the rotor assembly. (Fig. 54).
INSTALLATION
(1) Position the replacement pedal assembly on the
dash and cowl.
(2) Install the bolts/nuts and tighten to 28 N·m (21
ft. lbs.).
(3) Connect the front cable to the arm on the pedal
assembly.
(4) Tighten the front cable grommet to the floorpan and the cable retainer, roll the carpet back.
(5) Connect the wires to the brake lamp switch.
(6) Install the knee bolster, (Refer to 23 - BODY/
INSTRUMENT
PANEL/STEERING
COLUMN
OPENING COVER - INSTALLATION).
(7) Raise the vehicle.
(8) Adjust the parking brake cable tensioner.
Fig. 54 DISENGAGEMENT OF CABLE
1 - LEVER
2 - CABLE END
CABLES
REMOVAL
REMOVAL - REAR PARK BRAKE CABLE
(1) Raise and support the vehicle.
(2) Lockout the parking brake cable (Fig. 53).
(3) Loosen cable adjuster nut.
(4) Remove the rear park brake cable from the
intermediate park brake cable.
(7) Compress cable tabs on each cable end fitting
at the brake cable support plate.
(8) Remove the cables from the brake cable support plates.
REMOVAL - FRONT PARKING BRAKE CABLE
(1) Raise and support vehicle.
(2) Loosen adjusting nut to create slack in front
cable.
5 - 30
BRAKES - BASE
BR/BE
CABLES (Continued)
(3) Remove the front cable from the cable connector.
(4) Compress cable end fitting at underbody
bracket and remove the cable from the bracket.
(5) Lower vehicle.
(6) Push ball end of cable out of pedal clevis with
small screwdriver.
(7) Compress cable end fitting at the pedal bracket
and remove the cable (Fig. 55).
(5) Install the cable to the intermediate cable connector.
(6) Release and remove the lock out device.
(7) Perform the park brake adjustment procedure,
(Refer to 5 - BRAKES/PARKING BRAKE/CABLE
TENSIONER - ADJUSTMENTS).
(8) Remove the supports and lower the vehicle.
INSTALLATION - FRONT PARKING BRAKE
CABLE
(1) From inside the vehicle, insert the cable end
fitting into the hole in the pedal assembly.
(2) Seat the cable retainer in the pedal assembly.
(3) Engage the cable ball end in clevis on the pedal
assembly.
(4) Route the cable along the top of the wheel well
and clip in place.
(5) Route the cable through the floorpan and
install the body grommet.
(6) Place the carpet down and install the left cowl
trim and sill plate.
(7) Raise and support the vehicle.
(8) Route the cable through the underbody bracket
and seat the cable housing retainer in the bracket.
(9) Connect the cable to the cable connector.
(10) Perform the park brake adjustment procedure, (Refer to 5 - BRAKES/PARKING BRAKE/CABLE TENSIONER - ADJUSTMENTS).
(11) Lower the vehicle.
Fig. 55 Parking Brake Pedal
1 - PARK BRAKE PEDAL
2 - FRONT CABLE
CABLE TENSIONER
ADJUSTMENTS
(8) Remove the left cowl trim and sill plate.
(9) Pull up the carpet and remove the cable from
the body clip.
(10) Pull up on the cable and remove the cable
with the body grommet.
INSTALLATION
INSTALLATION - REAR PARK BRAKE CABLE
(1) Push each cable end through the brake cable
support plate hole until the cable end fitting tabs
lock into place.
NOTE: Pull on the cable to ensure it is locked into
place.
(2) Push the cable through the frame bracket.
(3) Lock the left cable end fitting tabs into the
frame bracket hole.
(4) Install the rear cables into the tensioner rod
behind the rear of the brake assembly.
ADJUSTMENT
NOTE: Tensioner adjustment is only necessary
when the tensioner, or a cable has been replaced or
disconnected for service. When adjustment is necessary, perform adjustment only as described in the
following procedure. This is necessary to avoid
faulty park brake operation.
(1) Raise the vehicle.
(2) Back off the cable tensioner adjusting nut to
create slack in the cables.
(3) Remove the rear wheel/tire assemblies. Then
remove the brake drum in hat assembly.
(4) Verify the brakes are in good condition and
operating properly.
(5) Verify the park brake cables operate freely and
are not binding, or seized.
(6) Check the rear brake shoe adjustment with
standard brake gauge.
BRAKES - BASE
BR/BE
5 - 31
CABLE TENSIONER (Continued)
(7) Install the drum in hat assembly and verify
that the rotor rotates freely without drag.
(8) Install the wheel/tire assemblies, (Refer to 22 TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(9) Lower the vehicle enough for access to the park
brake foot pedal. Then fully apply the park brakes.
NOTE: Leave park brakes applied until adjustment
is complete.
(10) Raise the vehicle again.
(11) Mark the tensioner rod 6.35 mm (1/4 in.) from
edge of the tensioner (Fig. 56).
(12) Tighten the adjusting nut on the tensioner rod
until the mark is no longer visible.
CAUTION: Do not loosen, or tighten the tensioner
adjusting nut for any reason after completing
adjustment.
(13) Lower the vehicle until the rear wheels are
15-20 cm (6-8 in.) off the shop floor.
(14) Release the park brake foot pedal and verify
that rear wheels rotate freely without drag. Then
lower the vehicle.
tic retainer clip that secures the park brake release
linkage rod to the park brake mechanism on the left
cowl side inner panel.
(3) Disengage the park brake release linkage rod
end from the park brake mechanism.
(4) Lift the park brake release handle to access
and unsnap the plastic retainer clip that secures the
park brake release linkage rod to the lever on the
back of the park brake release handle.
(5) Lower the park brake release handle and reach
under the driver side outboard end of the instrument
panel to disengage the park brake release linkage
rod end from the lever on the back of the park brake
release handle.
(6) Lift the park brake release handle to access the
handle mounting bracket.
(7) Using a trim stick or another suitable wide
flat-bladed tool, gently pry each of the park brake
release handle mounting bracket latch tabs away
from the retaining notches in the instrument panel
receptacle (Fig. 57) .
Fig. 56 Adjustment Mark
1 - TENSIONER CABLE BRACKET
2 - TENSIONER
3 - CABLE CONNECTOR
4 - 6.35mm
(1/4 IN.)
5 - ADJUSTER NUT
RELEASE HANDLE
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the driver side outboard end of
the instrument panel to access and unsnap the plas-
Fig. 57 Park Brake Release Handle Remove/Install
1
2
3
4
5
6
-
CLIP
ROD
MOUNTING BRACKET
TRIM STICK
LATCH TABS
PARK BRAKE RELEASE HANDLE
(8) With both of the park brake release handle
mounting bracket latches released, slide the handle
and bracket assembly down and out of the instrument panel receptacle.
5 - 32
BRAKES - BASE
BR/BE
RELEASE HANDLE (Continued)
INSTALLATION
(1) Position the park brake release handle to the
instrument panel.
(2) Slide the handle and bracket assembly up into
the instrument panel receptacle until both of the
park brake release handle mounting bracket latches
are engaged with the notches in the instrument
panel receptacle.
(3) Lower the park brake release handle and reach
under the driver side outboard end of the instrument
panel to engage the park brake release linkage rod
end with the lever on the back of the park brake
release handle.
(4) Lift the park brake release handle to access
and snap the plastic retainer clip that secures the
park brake release linkage rod to the lever on the
back of the park brake release handle over the linkage rod.
(5) Reach under the driver side outboard end of
the instrument panel to access and engage the park
brake release linkage rod end to the park brake
mechanism.
(6) Snap the plastic retainer clip that secures the
park brake release linkage rod to the park brake
mechanism on the left cowl side inner panel over the
linkage rod.
(7) Reconnect the battery negative cable.
Fig. 58 LOCK OUT PARKING CABLE
1 - LOCKING PLIERS
2 - PARKING BRAKE CABLE
SHOES
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Remove the disc brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL)
(4) Remove the disc brake rotor, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
REMOVAL)
(5) Lockout the parking brake cable (Fig. 58).
(6) Disengage the park brake cable from behind
the rotor assembly to allow easier disassembly of the
park brake shoes (Fig. 59).
(7) Disassemble the rear park brake shoes (Fig.
60).
INSTALLATION
(1) Reassemble the rear park brake shoes (Fig.
61).
(2) Release the parking brake cable.
(3) Adjust the rear park brake shoes (Refer to 5 BRAKES/PARKING BRAKE/SHOES - ADJUSTMENTS).
Fig. 59 DISENGAGEMENT OF CABLE
1 - LEVER
2 - CABLE END
(4) Install the disc brake rotor, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
INSTALLATION).
(5) Install the disc brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(6) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(7) Lower the vehicle.
BRAKES - BASE
BR/BE
5 - 33
SHOES (Continued)
(1) Raise vehicle.
(2) Remove tire and wheel.
(3) Remove disc brake caliper from caliper adapter
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - REMOVAL).
(4) Remove rotor from the axleshaft (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
REMOVAL).
NOTE: When measuring the brake drum diameter,
the diameter should be measured in the center of
the area in which the park brake shoes contact the
surface of the brake drum.
Fig. 60 SHOES REMOVAL
1
2
3
4
5
- PARK BRAKE SHOES
- ADJUSTER
- RETURN SPRINGS
- SPLASH SHIELD
- HOLD DOWNS
(5) Using Brake Shoe Gauge, Special Tool C-3919,
or equivalent, accurately measure the inside diameter of the park brake drum portion of the rotor (Fig.
62).
Fig. 62 Measuring Park Brake Drum Diameter
(6) Using a ruler that reads in 64th of an inch,
accurately read the measurement of the inside diameter of the park brake drum from the special tool
(Fig. 63).
Fig. 61 SHOE ASSEMBLY
1 - Park Brake Shoes
2 - Hold Downs
3 - Return Springs
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES
CAUTION: Before adjusting the park brake shoes be
sure that the park brake pedal is in the fully
released position. If park brake pedal is not in the
fully released position, the park brake shoes can
not be accurately adjusted.
Fig. 63 Reading Park Brake Drum Diameter
5 - 34
BRAKES - BASE
BR/BE
SHOES (Continued)
(7) Reduce the inside diameter measurement of
the brake drum that was taken using Special Tool
C-3919 by 1/64 of an inch. Reset Gauge, Brake Shoe,
Special Tool C-3919 or the equivalent used, so that
the outside measurement jaws are set to the reduced
measurement (Fig. 64).
Fig. 64 Setting Gauge To Park Brake Shoe
Measurement
(8) Place Gauge, Brake Shoe, Special Tool C-3919,
or equivalent over the park brake shoes. The special
tool must be located diagonally across at the top of
one shoe and bottom of opposite shoe (widest point)
of the park brake shoes.
(9) Using the star wheel adjuster, adjust the park
brake shoes until the lining on the park brake shoes
just touches the jaws on the special tool.
(10) Repeat step 8 above and measure shoes in
both directions.
(11) Install brake rotor on the axleshaft (Refer to 5
- BRAKES/HYDRAULIC/MECHANICAL/ROTORS INSTALLATION) .
(12) Rotate rotor to verify that the park brake
shoes are not dragging on the brake drum. If park
brake shoes are dragging, remove rotor and back off
star wheel adjuster one notch and recheck for brake
shoe drag against drum. Continue with the previous
step until brake shoes are not dragging on brake
drum.
(13) Install disc brake caliper on caliper adapter
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - INSTALLATION).
(14) Install wheel and tire.
(15) Tighten the wheel mounting nuts in the
proper sequence until all nuts are torqued to half the
specified torque. Then repeat the tightening sequence
to the full specified torque of 129 N·m (95 ft. lbs.).
(16) Lower vehicle.
(17) Apply and release the park brake pedal one
time. This will seat and correctly adjust the park
brake cables.
CAUTION: Before moving vehicle, pump brake
pedal several times to ensure the vehicle has a firm
enough pedal to stop the vehicle.
(18) Road test the vehicle to ensure proper function of the vehicle’s brake system.
BRAKES - ABS
BR/BE
5 - 35
BRAKES - ABS
TABLE OF CONTENTS
page
BRAKES - ABS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - ANTILOCK
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - RWAL SERVICE
PRECAUTIONS . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - BLEEDING ABS
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . .
FRONT WHEEL SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 4X2 . . . . . . . . . . . . . . . . . . . .
. . 35
. . 36
. . 36
. . 36
. . 36
. . 37
. . 38
. . 38
page
REMOVAL - 4X4 . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 4X2 . . . . . . . . . . . . . . .
INSTALLATION - 4X4 . . . . . . . . . . . . . . .
REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
. . 39
BRAKES - ABS
• ABS Warning Light
DESCRIPTION
The antilock brake system (ABS) is an electronically operated, all wheel brake control system. 2500
and 3500 vehicles have Electronic Brake Distribution
(EBD) designed into the systen which eliminates the
combination/proportioning valve.
The system is designed to prevent wheel lockup
and maintain steering control during periods of high
wheel slip when braking. Preventing lockup is accomplished by modulating fluid pressure to the wheel
brake units.
The hydraulic system is a three channel design.
The front wheel brakes are controlled individually
and the rear wheel brakes in tandem (Fig. 1). The
ABS electrical system is separate from other electrical circuits in the vehicle. A specially programmed
controller antilock brake unit operates the system
components.
ABS system major components include:
• Controller Antilock Brakes (CAB)
• Hydraulic Control Unit (HCU)
• Wheel Speed Sensors (WSS)
Fig. 1 Antilock Brake System
1 - MASTER CYLINDER AND RESERVOIR
2 - POWER BRAKE BOOSTER
3 - WIRES TO WHEEL SPEED SENSORS
4 - RIGHT REAR WHEEL
5 - LEFT REAR WHEEL
6 - HYDRAULIC BRAKE LINES TO WHEELS
7 - COMBINATION VALVE
8 - HARNESS
9 - RIGHT FRONT WHEEL
10 - LEFT FRONT WHEEL
11 - CAB/HCU
. . . . 39
. . . . 39
. . . . 39
. . . . 40
. . . . 40
. . . . 40
.
.
.
.
.
.
.
.
.
.
.
.
. 40
. 40
. 41
. 41
5 - 36
BRAKES - ABS
BR/BE
BRAKES - ABS (Continued)
OPERATION
Battery voltage is supplied to the CAB when a
speed of 15 miles per hour is reached. The CAB performs a system initialization procedure at this point.
Initialization consists of a static and dynamic self
check of system electrical components.
The static and dynamic checks occurs at ignition
start up. During the dynamic check, the CAB briefly
cycles the pump and solenoids to verify operation. An
audible noise may be heard during this self check.
This noise should be considered normal.
If an ABS component exhibits a fault during initialization, the CAB illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
The CAB monitors wheel speed sensor inputs continuously while the vehicle is in motion. However,
the CAB will not activate any ABS components as
long as sensor inputs indicate normal braking.
During normal braking, the master cylinder, power
booster and wheel brake units all function as they
would in a vehicle without ABS. The HCU components are not activated.
The purpose of the antilock system is to prevent
wheel lockup during periods of high wheel slip. Preventing lockup helps maintain vehicle braking action
and steering control.
The antilock CAB activates the system whenever
sensor signals indicate periods of wheel slip. Periods
of wheel slip occur when brake stops involve high
pedal pressure and rate of vehicle deceleration.
The antilock system prevents lockup during a
wheel slip condition by modulating fluid apply pressure to the wheel brake units.
Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of deceleration. Sensors at each front wheel convert wheel speed
into electrical signals. These signals are transmitted
to the CAB for processing and determination of
wheel slip and deceleration rate.
The ABS system has three fluid pressure control
channels. The front brakes are controlled separately
and the rear brakes in tandem. A speed sensor input
signal indicating a wheel slip condition activates the
CAB antilock program.
There are Two solenoid valves (Isolation and Dump
valve) which are used in each antilock control channel. The valves are all located within the HCU valve
body and work in pairs to either increase, hold, or
decrease apply pressure as needed in the individual
control channels.
During an ABS stop the ISO valve actuates, Stopping anymore pressure build —up to the calipers.
Then the Dump valve dumps off pressure until the
wheel unlocks. This will continue until the wheels
quit slipping altogether.
DIAGNOSIS AND TESTING - ANTILOCK
BRAKES
The ABS brake system performs several self-tests
every time the ignition switch is turned on and the
vehicle is driven. The CAB monitors the systems
input and output circuits to verify the system is operating correctly. If the on board diagnostic system
senses that a circuit is malfunctioning the system
will set a trouble code in its memory.
NOTE: An audible noise may be heard during the
self-test. This noise should be considered normal.
NOTE: The MDS or DRB III scan tool is used to
diagnose the ABS system. For additional information refer to the Antilock Brake section in Group
8W. For test procedures refer to the Chassis Diagnostic Manual.
STANDARD PROCEDURE
STANDARD PROCEDURE - RWAL SERVICE
PRECAUTIONS
The RWAL uses an electronic control module, the
CAB. This module is designed to withstand normal
current draws associated with vehicle operation.
Care must be taken to avoid overloading the CAB
circuits. In testing for open or short circuits, do
not ground or apply voltage to any of the circuits unless instructed to do so for a diagnostic
procedure. These circuits should only be tested
using a high impedance multi-meter or the DRB
tester as described in this section. Power should
never be removed or applied to any control module
with the ignition in the ON position. Before removing
or connecting battery cables, fuses, or connectors,
always turn the ignition to the OFF position.
CAUTION: Use only factory wiring harnesses. Do
not cut or splice wiring to the brake circuits. The
addition of after-market electrical equipment (car
phone, radar detector, citizen band radio, trailer
lighting, trailer brakes, ect.) on a vehicle equipped
with antilock brakes may affect the function of the
antilock brake system.
STANDARD PROCEDURE - BLEEDING ABS
BRAKE SYSTEM
ABS system bleeding requires conventional bleeding methods plus use of the DRB scan tool. The procedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
BRAKES - ABS
BR/BE
5 - 37
BRAKES - ABS (Continued)
HCU pump and solenoids. A second base brake bleeding procedure is then required to remove any air
remaining in the system.
(1) Perform the base brake bleeding, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).
(2) Connect the scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MISCELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL STANDARD PROCEDURE).
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
ABS Assembly
Bracket Bolts
13
10
120
ABS Assembly
Mounting Nuts
13
10
102
ABS Assembly
CAB Screws
4
3
35
ABS Assembly
Brake Lines
21
15
190
Wheel Speed Sensor
Frt. Bolts (4x2)
23
17
200
Wheel Speed Sensor
Frt. Bolts (4x4)
14
10
120
Wheel Speed Sensor
Rear Bolt
24
18
210
5 - 38
BRAKES - ABS
BR/BE
FRONT WHEEL SPEED
SENSOR
DESCRIPTION
The ABS brake system uses 3 wheel speed sensors.
A sensor is mounted to each front steering knuckles.
The third sensor is mounted on top of the rear axle
differential housing.
OPERATION
The Wheel Speed Sensor consists of a magnet surrounded by windings from a single strand of wire.
The sensor sends a small AC signal to the CAB. This
signal is generated by magnetic induction. The magnetic induction is created when a toothed sensor ring
(exciter ring or tone wheel) passes the stationary
magnetic WSS.
When the ring gear is rotated, the exciter ring
passes the tip of the WSS. As the exciter ring tooth
approaches the tip of the WSS, the magnetic lines of
force expand, causing the magnetic field to cut across
the sensor’s windings. This, in turn causes current to
flow through the WSS circuit (Fig. 2) in one direction. When the exciter ring tooth moves away from
the sensor tip, the magnetic lines of force collapse
cutting the winding in the opposite direction. This
causes the current to flow in the opposite direction.
Every time a tooth of the exciter ring passes the tip
of the WSS, an AC signal is generated. Each AC signal (positive to negative signal or sinewave) is interpreted by the CAB. It then compares the frequency of
the sinewave to a time value to calculate vehicle
speed. The CAB continues to monitor the frequency
to determine a deceleration rate that would indicate
a possible wheel-locking tendency.
The signal strength of any magnetic induction sensor is directly affected by:
• Magnetic field strength; the stronger the magnetic field, the stronger the signal
• Number of windings in the sensor; more windings provide a stronger signal
• Exciter ring speed; the faster the exciter ring/
tone wheel rotates, the stronger the signal will be
• Distance between the exciter ring teeth and
WSS; the closer the WSS is to the exciter ring/tone
wheel, the stronger the signal will be
The rear WSS is not adjustable. A clearance specification has been established for manufacturing tolerances. If the clearance is not within these
specifications, then either the WSS or other components may be damaged. The clearance between the
WSS and the exciter ring is 0.005 – 0.050 in.
The assembly plant performs a “Rolls Test” on
every vehicle that leaves the assembly plant. One of
the test performed is a test of the WSS. To properly
Fig. 2 Operation of the Wheel Speed Sensor
1
2
3
4
5
- MAGNETIC CORE
- CAB
- AIR GAP
- EXCITER RING
- COIL
test the sensor, the assembly plant connects test
equipment to the Data Link Connector (DLC). This
connector is located to the right of the steering column and attached to the lower portion of the instrument panel (Fig. 3). The rolls test terminal is spliced
to the WSS circuit. The vehicle is then driven on a
set of rollers and the WSS output is monitored for
proper operation.
Fig. 3 Data Link Connector - Typical
1 - 16–WAY DATA LINK CONNECTOR
BRAKES - ABS
BR/BE
5 - 39
REMOVAL
REMOVAL - 4X2
(1) Raise and support vehicle.
(2) Disconnect the ABS wheel speed sensor wire
from under the hood. Remove sensor wire from the
frame, brake hose and steering knuckle.
(3) Remove sensor bolt from the backside of the
steering knuckle and remove the sensor (Fig. 4).
Fig. 5 WHEEL SPEED SENSOR - 4X4
1 - HUB/BEARING
2 - WHEEL SPEED SENSOR
INSTALLATION
INSTALLATION - 4X2
Fig. 4 Wheel Speed Sensor - 4x2
1 - KNUCKLE
2 - SENSOR
REMOVAL - 4X4
(1) Disconnect the ABS wheel speed sensor wire
from under the hood.
(2) Raise and support the vehicle.
(3) Remove the tire and wheel assembly.
(4) Remove the sensor wire from the clips on the
brake hose.
(5) Remove the brake caliper. (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(6) Remove the disc brake rotor and adapter.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - REMOVAL).
(7) Bend the tab on the dust shield upwards to
allow access to the bolt.
(8) Remove the bolt attaching the sensor to the
hub bearing. (Fig. 5)
(9) Remove the sensor wire.
(1) Position sensor in knuckle.
(2) Install and tighten sensor bolt to 23 N·m (17 ft.
lbs.). Use original or replacement sensor bolt
only. The bolt is special and must not be substituted.
(3) Install sensor wire to the steering knuckle,
brake hose and frame. Connect the wheel speed sensor wire under the hood.
(4) Check sensor wire routing. Be sure wire is
clear of all chassis components and is not twisted or
kinked at any spot.
(5) Remove support and lower the vehicle.
(6) Verify sensor operation with scan tool.
INSTALLATION - 4X4
NOTE: Use original or replacement sensor bolts
only. The bolts are special and must not be substituted.
(1) Install the sensor in the hub bearing and
tighten the bolt to 14 N·m (11 ft. lbs.). (Fig. 5)
(2) Bend the dust shield tab back downwards into
position.
(3) Install the disc brake rotor and caliper adapter.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - REMOVAL).
(4) Install the brake caliper. (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS - REMOVAL).
(5) Route the wire into the clips.
5 - 40
BRAKES - ABS
BR/BE
FRONT WHEEL SPEED SENSOR (Continued)
NOTE: Check the sensor wire routing. Be sure the
wire is clear of all chassis components and is not
twisted or kinked at any spot.
(6) Install the tire and wheel assembly.
(7) Remove the support and lower the vehicle.
(8) Reconnect the ABS wheel speed sensor wire
electrical connector inside the engine compartment.
(9) Apply the brakes several times to seat the
brake shoes and caliper piston. Do not move the vehicle until a firm brake pedal is obtained.
(10) Verify the wheel speed sensor operation with
a scan tool.
REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR
Diagnosis of base brake conditions which are
mechanical in nature should be performed first. This
includes brake noise, lack of power assist, parking
brake, or vehicle vibration during normal braking.
The Antilock brake system performs several selftests every time the ignition switch is turned on and
the vehicle is driven. The CAB monitors the system
inputs and outputs circuits to verify the system is
operating properly. If the CAB senses a malfunction
in the system it will set a DTC into memory and trigger the warning lamp.
NOTE: The MDS or DRB III scan tool is used to
diagnose the Antilock Brake system. For test procedures refer to the Chassis Diagnostic Manual.
REMOVAL
(1) Raise vehicle on hoist.
(2) Remove brake line mounting nut and remove
the brake line from the sensor stud.
(3) Remove mounting stud from the sensor and
shield (Fig. 6) .
(4) Remove sensor and shield from differential
housing.
(5) Disconnect sensor wire harness and remove
sensor.
INSTALLATION
(1) Connect harness to sensor. Be sure seal is
securely in place between sensor and wiring
connector.
(2) Install O-ring on sensor (if removed).
(3) Insert sensor in differential housing.
(4) Install sensor shield.
(5) Install the sensor mounting stud and tighten to
24 N·m (18 ft. lbs.).
Fig. 6 Rear Speed Sensor Mounting
1 - WHEEL SPEED SENSOR
2 - AXLE
(6) Install the brake line on the sensor stud and
install the nut.
(7) Lower vehicle.
HCU (HYDRAULIC CONTROL
UNIT)
DESCRIPTION
The hydraulic control unit (HCU) consists of a
valve body, pump, two accumulators and a motor.
The assembly is mounted on the driverside inner
fender under the hood.
OPERATION
The pump, motor, and accumulators are combined
into an assembly attached to the valve body. The
accumulators store the extra fluid which had to be
dumped from the brakes. This is done to prevent the
wheels from locking up. The pump provides the fluid
volume needed and is operated by a DC type motor.
The motor is controlled by the CAB.
During normal braking, the HCU solenoid valves
and pump are not activated. The master cylinder and
power booster operate the same as a vehicle without
an ABS brake system.
The valve body contains the solenoid valves. The
valves modulate brake pressure during antilock braking and are controlled by the CAB.
The HCU provides three channel pressure control
to the front and rear brakes. One channel controls
the rear wheel brakes in tandem. The two remaining
channels control the front wheel brakes individually.
BRAKES - ABS
BR/BE
5 - 41
HCU (HYDRAULIC CONTROL UNIT) (Continued)
During antilock braking, the solenoid valves are
opened and closed as needed. The valves are not
static. They are cycled rapidly and continuously to
modulate pressure and control wheel slip and deceleration.
During antilock braking, solenoid valve pressure
modulation occurs in three stages, pressure decrease,
pressure hold, and pressure increase. The valves are
all contained in the valve body portion of the HCU.
PRESSURE DECREASE
The inlet valve is closed and the outlet valve is
opened during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the CAB closes the inlet
to prevent the driver from further increasing the
brake pressure and locking the brakes. The CAB
then opens the outlet valve, which also opens the
return circuit to the accumulators. Fluid pressure is
allowed to bleed off (decrease) as needed to prevent
wheel lock.
Once the period of high wheel slip has ended, the
CAB closes the outlet valve and begins a pressure
increase or hold cycle as needed.
REMOVAL
(1) Disconnect battery negative cable.
(2) Push the harness connector locks to release the
locks, then remove the connectors from the CAB.
(3) Disconnect brake lines from HCU (Fig. 7).
(4) Remove the two mounting bolts on either side
of the assembly which attach the assembly to the
mounting bracket.
(5) Tilt the assembly upward were the brake lines
attach and remove the assembly from the mounting
bracket.
PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control channel is maintained at a constant rate. The CAB maintains the hold cycle until sensor inputs indicate a
pressure change is necessary.
PRESSURE INCREASE
The inlet valve is open and the outlet valve is
closed during the pressure increase cycle. The pressure increase cycle is used to counteract unequal
wheel speeds. This cycle controls re-application of
fluid apply pressure due to changing road surfaces or
wheel speed.
Fig. 7 Brake Lines
1 - BRAKE LINES
2 - HCU
INSTALLATION
(1) Install the assembly into the mounting bracket.
(2) Install the mounting bolts and tighten to 12
N·m (102 in. lbs.).
(3) Connect the CAB harnesses.
(4) Connect the brake lines to the HCU. Tighten
brake line fittings to 19-23 N·m (170-200 in. lbs.).
(5) Connect battery.
(6) Bleed brake system, (Refer to 5 - BRAKES STANDARD PROCEDURE).
CLUTCH
BR/BE
6-1
CLUTCH
TABLE OF CONTENTS
page
CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
WARNING
.............................2
DIAGNOSIS AND TESTING - CLUTCH . . . . . . . . 2
SPECIFICATIONS - CLUTCH . . . . . . . . . . . . . . . 7
CLUTCH DISC
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
CLUTCH HOUSING
DIAGNOSIS AND TESTING - CLUTCH
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
CLUTCH RELEASE BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
page
FLYWHEEL
DIAGNOSIS AND TESTING - FLYWHEEL
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
PILOT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
CLUTCH PEDAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
LINKAGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
CLUTCH PEDAL POSITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
CLUTCH
DESCRIPTION
The clutch mechanism consists of a flywheel, drytype disc, diaphragm style pressure plate (Fig. 1) and
hydraulic linkage. The flywheel is bolted to the rear
flange of the crankshaft. The clutch pressure plate is
bolted to the flywheel with the clutch disc between
these two components. The clutch system provides
the mechanical, link between the engine and the
transmission. The system is designed to transfer the
torque output of the engine, to the transmission
while isolating the transmission from the engine firing pulses to minimize concerns such as gear rattle.
Fig. 1 ENGINE POWERFLOW
. . . . . 13
. . . . . . 13
. . . . . . 14
. . . . . . 14
. . . . . . 14
. . . . . . 15
. . . . . . 15
. . . . . . 15
. . . . . . 16
. . . . . . 17
. . . . . . 17
6-2
CLUTCH
BR/BE
CLUTCH (Continued)
OPERATION
When the clutch pedal is depressed, it actuates the
clutch master cylinder. This sends hydraulic pressure
to the clutch slave cylinder. The release fork is then
actuated by the slave cylinder mounted on the transmission housing. The release fork pivots on a ball
stud mounted in the transmission housing and
pushes the release bearing. The release bearing then
depresses the pressure plate spring fingers, thereby
releasing pressure on the clutch disc and allowing
the engine crankshaft to spin independently of the
transmission input shaft (Fig. 2).
WITH A WATER DAMPENED RAGS OR USE A VACUUM CLEANER SPECIFICALLY DESIGNED FOR
REMOVING ASBESTOS FIBERS AND DUST. DO NOT
CREATE DUST BY SANDING A CLUTCH DISC.
REPLACE THE DISC IF THE FRICTION MATERIAL IS
DAMAGED OR CONTAMINATED. DISPOSE OF ALL
DUST AND DIRT CONTAINING ASBESTOS FIBERS
IN SEALED BAGS OR CONTAINERS. THIS WILL
HELP MINIMIZE EXPOSURE TO YOURSELF AND TO
OTHERS. FOLLOW ALL RECOMMENDED SAFETY
PRACTICES PRESCRIBED BY THE OCCUPATIONAL
SAFETY AND HEALTH ADMINISTRATION (OSHA)
AND THE ENVIRONMENTAL SAFETY AGENCY
(EPA), FOR THE HANDLING AND DISPOSAL OF
PRODUCTS CONTAINING ASBESTOS.
DIAGNOSIS AND TESTING - CLUTCH
A road test and component inspection (Fig. 3) is
recommended to determine a clutch problem.
During a road test, drive the vehicle at normal
speeds. Shift the transmission through all gear
ranges and observe clutch action. If the clutch chatters, grabs, slips or does not release properly, remove
and inspect the clutch components. If the problem is
noise or hard shifting, further diagnosis may be
needed as the transmission or another driveline component may be at fault.
CLUTCH CONTAMINATION
Fig. 2 CLUTCH OPERATION
1
2
3
4
5
6
7
-
FLYWHEEL
PRESSURE PLATE FINGERS
PIVOT POINT
RELEASE BEARING PUSHED IN
CLUTCH DISC ENGAGED
CLUTCH DISC ENGAGED
RELEASE BEARING
WARNING
WARNING: EXERCISE CARE WHEN SERVICING
CLUTCH COMPONENTS. FACTORY INSTALLED
CLUTCH DISCS DO NOT CONTAIN ASBESTOS
FIBERS. DUST AND DIRT ON CLUTCH PARTS MAY
CONTAIN ASBESTOS FIBERS FROM AFTERMARKET COMPONENTS. BREATHING EXCESSIVE CONCENTRATIONS OF THESE FIBERS CAN CAUSE
SERIOUS BODILY HARM. WEAR A RESPIRATOR
DURING SERVICE AND NEVER CLEAN CLUTCH
COMPONENTS WITH COMPRESSED AIR OR WITH
A DRY BRUSH. EITHER CLEAN THE COMPONENTS
Fluid contamination is a frequent cause of clutch
malfunctions. Oil, water or clutch fluid on the clutch
disc and pressure plate surfaces will cause chatter,
slip and grab.
During inspection, note if any components are contaminated with oil, hydraulic fluid or water/road
splash.
Oil contamination indicates a leak at either the
rear main seal or transmission input shaft. Oil leakage produces a residue of oil on the housing interior
and on the clutch cover and flywheel. Heat buildup
caused by slippage between the cover, disc and flywheel, can sometimes bake the oil residue onto the
components. The glaze-like residue ranges in color
from amber to black.
Road splash contamination means dirt/water is
entering the clutch housing due to loose bolts, housing cracks or through hydraulic line openings. Driving through deep water puddles can force water/road
splash into the housing through such openings.
Clutch fluid leaks are usually from damaged slave
cylinder push rod seals.
CLUTCH
BR/BE
CLUTCH (Continued)
Fig. 3 CLUTCH COMPONENTS AND INSPECTION
6-3
6-4
CLUTCH
BR/BE
CLUTCH (Continued)
IMPROPER RELEASE OR CLUTCH ENGAGEMENT
CLUTCH COVER AND DISC RUNOUT
Clutch release or engagement problems are caused
by wear or damage to one or more clutch components. A visual inspection of the release components
will usually reveal the problem part.
Release problems can result in hard shifting and
noise. Items to look for are: leaks at the clutch cylinders and interconnecting line; loose slave cylinder
bolts; worn/loose release fork and pivot stud; damaged release bearing; and a worn clutch disc, or pressure plate.
Normal condensation in vehicles that are stored or
out of service for long periods of time can generate
enough corrosion to make the disc stick to the flywheel, or pressure plate. If this condition is experienced, correction only requires that the disc be
loosened manually through the inspection plate opening.
Engagement problems usually result in slip, chatter/shudder, and noisy operation. The primary causes
are clutch disc contamination; clutch disc wear; misalignment, or distortion; flywheel damage; or a combination of the foregoing. A visual inspection is
required to determine the part actually causing the
problem.
Check the clutch disc before installation. Axial
(face) runout of a new disc should not exceed 0.50
mm (0.020 in.). Measure runout about 6 mm (1/4 in.)
from the outer edge of the disc facing. Obtain
another disc if runout is excessive.
Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab
and incomplete release or engagement. Be careful
when handling the cover and disc. Impact can distort
the cover, diaphragm spring, release fingers and the
hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalignment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion (and
consequent misalignment) is improper bolt tightening.
CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage
of any clutch component will cause grab, chatter and
improper clutch release.
DIAGNOSIS CHART
The clutch inspection chart (Fig. 3) outlines items
to be checked before and during clutch installation.
Use the chart as a check list to help avoid overlooking potential problem sources during service operations.
The diagnosis charts Diagnosis Chart describe
common clutch problems, causes and correction.
Fault conditions are listed at the top of each chart.
Conditions, causes and corrective action are outlined
in the indicated columns.
The charts are provided as a convenient reference
when diagnosing faulty clutch operation.
DIAGNOSIS CHART
CONDITION
Disc facing worn out
Clutch disc facing contaminated with
oil, grease, or clutch fluid.
POSSIBLE CAUSES
CORRECTION
1. Normal wear.
1. Replace cover and disc.
2. Driver frequently rides (slips) the
clutch. Results in rapid overheating
and wear.
2. Replace cover and disc.
3. Insufficient clutch cover
diaphragm spring tension.
3. Replace cover and disc.
1. Leak at rear main engine seal or
transmission input shaft seal.
1. Replace appropriate seal.
2. Excessive amount of grease
applied to the input shaft splines.
2. Remove grease and apply the
correct amount of grease.
3. Road splash, water entering
housing.
3. Replace clutch disc. Clean clutch
cover and reuse if in good condition.
4. Slave cylinder leaking.
4. Replace hydraulic clutch linkage.
CLUTCH
BR/BE
6-5
CLUTCH (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
Clutch is running partially
disengaged.
1. Release bearing sticking or
binding and does not return to the
normal running position.
1. Verify failure. Replace the release
bearing and transmission front
bearing retainer as necessary.
Flywheel below minimum thickness
specification.
1. Improper flywheel machining.
Flywheel has excessive taper or
excessive material removal.
1. Replace flywheel.
Clutch disc, cover and/or diaphragm
spring warped or distorted.
1. Rough handling. Impact bent
cover, spring, or disc.
1. Replace disc or cover as
necessary.
2. Improper bolt tightening
procedure.
2. Tighten clutch cover using proper
procedure.
1. Flywheel surface scored or
nicked.
1. Correct surface condition if
possible. Replace flywheel and disc
as necessary.
2. Clutch disc sticking or binding on
transmission input shaft.
2. Inspect components and
correct/replace as necessary.
1. Frequent operation under high
loads or hard acceleration
conditions.
1. Correct condition of flywheel and
pressure plate surface. Replace
clutch cover and disc. Alert driver to
problem cause.
2. Driver frequently rides (slips)
clutch. Results in rapid wear and
overheating of disc and cover.
2. Correct condition of flywheel and
pressure plate surface. Replace
clutch cover and disc. Alert driver to
problem cause.
1. Clutch disc hub splines damaged
during installation.
1. Clean, smooth, and lubricate hub
splines if possible. Replace disc if
necessary.
2. Input shaft splines rough,
damaged, or corroded.
2. Clean, smooth, and lubricate
shaft splines if possible. Replace
input shaft if necessary.
Clutch disc rusted to flywheel and/or
pressure plate.
1. Clutch not used for and extended
period of time (e.g. long term
vehicle storage).
1. Sand rusted surfaces with 180
grit sanding paper. Replace clutch
cover and flywheel if necessary.
Pilot bearing seized, loose, or rollers
are worn.
1. Bearing cocked during
installation.
1. Install and lubricate a new
bearing.
2. Bearing defective.
2. Install and lubricate a new
bearing.
3. Bearing not lubricated.
3. Install and lubricate a new
bearing.
4. Clutch misalignment.
4. Inspect clutch and correct as
necessary. Install and lubricate a
new bearing.
Facing on flywheel side of disc torn,
gouged, or worn.
Clutch disc facing burnt. Flywheel
and cover pressure plate surfaces
heavily glazed.
Clutch disc binds on input shaft
splines.
6-6
CLUTCH
BR/BE
CLUTCH (Continued)
CONDITION
Clutch will not disengage properly.
POSSIBLE CAUSES
CORRECTION
1. Low clutch fluid level.
1. Add Fluid / Replace hydraulic
linkage assembly.
2. Clutch cover loose.
2. Follow proper bolt tightening
procedure.
3. Clutch disc bent or distorted.
3. Replace clutch disc.
4. Clutch cover diaphragm spring
bent or warped.
4. Replace clutch cover.
5. Clutch disc installed backwards.
5. Remove and install clutch disc
correctly.
6. Release fork bent or fork pivot
loose or damaged.
6. Replace fork or pivot as
necessary.
7. Clutch master or slave cylinder
failure.
7. Replace hydraulic linkage
assembly.
1. Pivot pin loose.
1. Tighten pivot pin if possible.
Replace clutch pedal if necessary.
2. Master cylinder bushing not
lubricated.
2. Lubricate master cylinder
bushing.
3. Pedal bushings worn out or
cracked.
3. Replace and lubricate bushings.
Clutch master or slave cylinder
plunger dragging andør binding
1. Master or slave cylinder
components worn or corroded.
1. Replace clutch hydraulic linkage
assembly.
Release bearing is noisy.
1. Release bearing defective or
damaged.
1. Replace release bearing.
Contact surface of release bearing
damaged.
1. Clutch cover incorrect or release
fingers bent or distorted.
1. Replace clutch cover and release
bearing.
2. Release bearing defective or
damaged.
2. Replace the release bearing.
3. Release bearing misaligned.
3. Check and correct runout of
clutch components. Check front
bearing sleeve for damage/
alignment. Repair as necessary.
1. Clutch pressure plate position
incorrect.
1. Replace clutch disc and cover.
2. Clutch cover, spring, or release
fingers bent or distorted.
2. Replace clutch disc and cover.
3. Clutch disc damaged or
distorted.
3. Replace clutch disc.
4. Clutch misalignment.
4. Check alignment and runout of
flywheel, disc, pressure plate, andør
clutch housing. Correct as
necessary.
Clutch pedal squeak.
Partial engagement of clutch disc.
One side of disc is worn and the
other side is glazed and lightly
worn.
CLUTCH
BR/BE
6-7
CLUTCH (Continued)
SPECIFICATIONS - CLUTCH
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Nut, slave cylinder
19-26
14-19
170-230
Bolt, clutch cover-5/16 in.
23
17
-
Bolt, clutch cover-3/8 in.
41
30
-
Pivot, release bearing
23
17
-
Screw, fluid reservoir
5
-
40
CLUTCH DISC
(4) If pressure plate will be reused, mark position
of cover on flywheel with paint or scriber (Fig. 5).
REMOVAL
(1) Raise and support vehicle.
(2) Support engine with wood block and adjustable
jack stand, so engine mounts are not strained (Fig.
4).
Fig. 5 Marking Pressure Plate Position
Fig. 4 Supporting Engine -Diesel Model Shown
1 - WOOD BLOCK
2 - ADJUSTABLE JACK STAND
(3) Remove transmission and transfer case, if
equipped. Refer to 21 Transmission and Transfer
Case for procedures.
1 - FLYWHEEL
2 - ALIGNMENT MARKS
3 - PRESSURE PLATE
(5) Insert clutch alignment tool through clutch disc
and into pilot bushing, to hold disc in place.
6-8
CLUTCH
BR/BE
CLUTCH DISC (Continued)
(6) If pressure plate will be reused, loosen cover
bolts evenly only few threads at a time in a diagonal
pattern (Fig. 6). This relieves cover spring tension
evenly to avoid warping.
Fig. 7 Pressure Plate And Disc Alignment
1 - FLYWHEEL
2 - PRESSURE PLATE AND DISC
3 - CLUTCH DISC ALIGNMENT TOOL
Fig. 6 Bolt Loosening/Tightening Pattern
(7) Remove bolts completely and remove plate, disc
and alignment tool.
INSTALLATION
(1) Check runout and free operation of new clutch
disc.
(2) Insert clutch alignment tool in pressure plate
and clutch disc.
(3) Insert alignment tool in pilot bearing and position plate and disc on flywheel (Fig. 7).
NOTE: Raised side of disc hub faces away from the
flywheel.
(4) Iinstall cover bolts finger tight.
(5) Tighten cover bolts evenly and a few threads at
a time.
CAUTION: Cover bolts must be tightened evenly to
avoid distorting cover.
(6) Tighten clutch cover bolts to:
• 5/16 in. diameter bolts to 23 N·m (17 ft. lbs.).
• 3/8 in. diameter bolts to 41 N·m (30 ft. lbs.).
(7) Remove release lever and release bearing from
clutch housing. Apply Mopar high temperature bearing grease or equivalent to bore of release bearing,
release lever contact surfaces and release lever pivot
stud (Fig. 8).
(8) Apply light coat of Mopar high temperature
bearing grease or equivalent to splines of transmission input shaft (or drive gear) and to release bearing
slide surface of the transmission front bearing
retainer (Fig. 9).
CAUTION: Do not over lubricate shaft splines. This
can result in grease contamination of disc.
(9) Install release lever and bearing in clutch
housing. Be sure spring clips that retain fork on
pivot ball and release bearing on fork are secure (Fig.
10). Also verify that the release lever is installed
properly.
NOTE: Release lever is installed correctly, when
lever part number is toward the bottom of the transmission. Also a stamped “I” in the lever goes
towards the pivot ball side of the transmission.
(10) Install transmission. Refer to 21 Transmission
and Transfer Case for procedures.
(11) Check fluid level in clutch master cylinder.
CLUTCH
BR/BE
6-9
CLUTCH DISC (Continued)
Fig. 10 Release Fork And Bearing Spring Clip
Position
1
2
3
4
-
FORK
SPRING CLIP
BEARING
SPRING CLIP
CLUTCH HOUSING
DIAGNOSIS AND TESTING - CLUTCH HOUSING
Fig. 8 Clutch Release Component Lubrication
Points
1
2
3
4
5
-
CLUTCH HOUSING
RELEASE FORK PIVOT BALL STUD
RELEASE FORK
RELEASE BEARING BORE
LUBE POINTS (HIGH TEMP. GREASE)
The clutch housing maintains alignment between
the crankshaft and transmission input shaft. Misalignment can cause clutch noise, hard shifting,
incomplete release and chatter. Also premature pilot
bearing, cover release fingers and clutch disc wear.
In severe cases, it can cause premature wear of the
transmission input shaft and front bearing.
NOTE: Only the NV4500 clutch housing can be
checked using the following bore and face runout
procedures. The NV5600 clutch housing is a integral part of the transmission and can only be
checked off the vehicle.
CLUTCH HOUSING BORE RUNOUT
CAUTION: On diesel engines if housing bore runout
exceeds 0.015 inch, the clutch housing/transmission adapter plate must be replaced. On gas
engines if housing bore runout exceeds 0.053 in.
the clutch housing must be replaced.
Fig. 9 Lubrication Points
1 - INPUT SHAFT
2 - BEARING RETAINER
3 - LUBRICATION POINTS
NOTE: Offset dowels are available for gas engines
to correct housing bore runout. They are not available for diesel engines.
(1) Remove the clutch housing and strut.
(2) Remove the clutch cover and disc.
6 - 10
CLUTCH
BR/BE
CLUTCH HOUSING (Continued)
(3) Replace one of the flywheel bolts with an
appropriate size threaded rod that is 10 in. (25.4 cm)
long (Fig. 11). The rod will be used to mount the dial
indicator.
(8) Rotate crankshaft and record indicator readings at eight points (45° apart) around the bore (Fig.
13). Take measurement at least twice for accuracy.
Fig. 11 Dial Indicator Mounting Stud Or Rod
1
2
3
4
-
7/16 - 20 THREAD
NUT
STUD OR THREADED ROD
10 INCHES LONG
(4) Remove release fork from the clutch housing.
(5) Install clutch housing. Tighten the housing
bolts nearest the alignment dowels first.
(6) Mount dial indicator on the threaded rod and
position indicator plunger on the clutch housing bore
(Fig. 12).
Fig. 13 MEASUREMENT POINTS AND READINGS
1 - CLUTCH HOUSING BORE CIRCLE
(9) Subtract each reading from the one 180° opposite to determine runout and direction. Bore runout
example (Fig. 13):
• 0.000 – (–0.007) = 0.007 in.
• +0.002 – (–0.010) = 0.012 in.
• +0.004 – (–0.005) = 0.009 in.
• –0.001 – (+0.001) = –0.002 in.
In this example the largest or total indicator reading (TIR) difference is 0.012 inch. This means the
housing bore is offset from the crankshaft centerline
by 0.006 in. which is 1/2 of 0.012 inch. The dowels
needed to correct this have an offset of 0.007 in. (Fig.
14).
Remove housing and install dowels with the slotted
side facing out so they can be turned with a screwdriver. Then install the housing and mount the dial
indicator and check bore runout again. Rotate the
dowels until the TIR is less than 0.010 inch.
Clutch Housing Face Runout
Fig. 12 CLUTCH HOUSING BORE RUNOUT
1
2
3
4
-
MOUNTING STUD OR ROD
DIAL INDICATOR
INDICATOR PLUNGER
CLUTCH HOUSING BORE
(7) Rotate crankshaft until indicator plunger is at
the topof the housing bore. Zero the indicator at this
point.
(1) Position dial indicator towards the housing face
(Fig. 15) with indicator plunger on the rim of the
housing bore.
(2) Rotate crankshaft until indicator plunger is at
the 10 O’clock position and zero the dial indicator.
(3) Measure and record face runout readings at
four points 90° apart (Fig. 16). Take measurement at
least twice for accuracy.
(4) Subtract lowest reading from highest to determine total runout. If low reading was minus 0.004
in. and highest reading was plus 0.009 in. the total
runout is 0.013 inch.
NOTE: Maximum acceptable face runout is 0.010
inch.
CLUTCH
BR/BE
6 - 11
CLUTCH HOUSING (Continued)
Fig. 16 MEASUREMENT POINTS AND READINGS
1 - CLUTCH HOUSING FACE CIRCLE (AT RIM OF BORE)
Fig. 14 Housing Bore Alignment Dowel Selection
1 - SLOT DIRECTION OF OFFSET
NOTE: Shims can be made from shim stock or similar materials of the required thickness (Fig. 17).
2 - OFFSET DOWEL
TIR VALUE
0.011 - 0.021 inch
0.022 - 0.035 inch
0.036 - 0.052 inch
OFFSET DOWEL REQUIRED
0.007 inch
0.014 inch
0.021 inch
Fig. 17 ALIGNMENT SHIMS
1 - CUT/DRILL BOLT HOLE TO SIZE
2 - SHIM STOCK
3 - MAKE SHIM 1-INCH DIAMETER
REMOVAL
Fig. 15 DIAL INDICATOR LOCATION
1
2
3
4
-
INDICATOR PLUNGER
DIAL INDICATOR
CLUTCH HOUSING FACE
INDICATOR MOUNTING STUD OR ROD
To correct this example (Fig. 16) the shims needed
between the clutch housing and transmission are:
• 0.009 in. at the 0.000 corner
• 0.012 in. at the –0.003 corner
• 0.013 in. at the –0.004 corner
After installing the clutch assembly and housing,
tighten the housing bolts nearest the alignment dowels first.
(1) Raise and support vehicle.
(2) Remove transmission and transfer case, if
equipped. Refer to 21 Transmission and Transfer
Case for proper procedures.
(3) Remove the starter from the clutch housing.
(4) Remove the clutch housing dust shield from the
clutch housing.
(5) Remove clutch housing bolts and remove housing from engine (Fig. 18) and (Fig. 19).
INSTALLATION
(1) Clean housing mounting surface of engine
block with wax and grease remover.
(2) Verify that clutch housing alignment dowels
are in good condition and properly seated.
6 - 12
CLUTCH
BR/BE
CLUTCH HOUSING (Continued)
Fig. 18 Transmission/Clutch Housing - NV4500
1 - CLUTCH HOUSING
2 - TRANSMISSION
(3) Transfer slave cylinder, release fork and boot,
fork pivot stud and wire/hose brackets to new housing.
(4) Lubricate release fork and pivot contact surfaces with Mopar High Temperature wheel bearing
grease or equivalent before installation.
(5) Align and install clutch housing on transmission (Fig. 19). Tighten housing bolts closest to alignment dowels first and to the following torque values:
• 1/4in. diameter “A” bolts - 4.5 N·m (40 in.lb.).
• 3/8in. diameter “A” bolts - 47.5 N·m (35 ft.lb.).
• 7/16in. diameter “A” bolts - 68 N·m (50 ft.lb.).
• “B” bolts for 5.2L/5.9L applications - 41 N·m (30
ft.lb.).
• “B” bolts for 5.9L TD/8.0L applications - 47.5
N·m (35 ft.lb.).
• “C” bolts for 5.2/5.9L applications - 68 N·m (50
ft.lb.).
• “C” bolts for 5.9L TD applications - 47.5 N·m (35
ft.lb.).
• “C” bolts for 8.0L applications - 74.5 N·m (55
ft.lb.).
(6) Install transmission-to-engine strut after
installing clutch housing. Tighten bolt attaching
strut to clutch housing first and engine bolt last.
(7) Install the starter to the clutch housing.
(8) Install the clutch housing dust shield to the
clutch housing. Tighten the bolts to
(9) Install transmission and transfer case, if
equipped. Refer to 21Transmission and Transfer Case
for proper procedures.
CLUTCH RELEASE BEARING
REMOVAL
(1) Remove transmission and transfer case, if
equipped. Refer to 21 Transmission and Transfer
Case forprocedures.
(2) Remove clutch housing, for NV4500 equipped
vehicles.
(3) Disconnect release bearing from release fork
and remove bearing (Fig. 20).
INSTALLATION
Fig. 19 Clutch Housing Installation - NV4500
1
2
3
4
-
ENGINE BLOCK
CLUTCH DISC AND COVER
CLUTCH HOUSING
DUST COVER
NOTE: Inspect bearing slide surface on transmission front bearing retainer. Replace retainer if slide
surface is scored, worn or cracked. Inspect release
lever and pivot stud. Be sure stud is secure and in
good condition. Be sure fork is not distorted or
worn. Replace fork spring clips if bent or damaged.
(1) Lubricate input shaft splines, bearing retainer
slide surface, lever pivot ball stud and release lever
pivot surface with Mopar high temperature bearing
grease or equilvalent.
CLUTCH
BR/BE
6 - 13
CLUTCH RELEASE BEARING (Continued)
(4) Install transmission and transfer case, if
equipped. Refer to 21 Transmission and Transfer
Case for procedures.
FLYWHEEL
DIAGNOSIS AND TESTING - FLYWHEEL
Fig. 20 Clutch Release Components
1
2
3
4
5
6
-
CONED WASHER
CLUTCH HOUSING
RELEASE FORK
RELEASE BEARING AND SLEEVE
PIVOT 23 N·m (200 IN. LBS.)
SPRING
(2) Install release fork and release bearing (Fig.
21) and verify fork and bearing are secured by spring
clips. Also be sure that the release fork is installed
properly.
NOTE: The rear side of the release lever has one
end with a raised area. This raised area goes
toward the slave cylinder side of the transmission.
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of
the flywheel face with a dial indicator. Mount the
indicator on a stud installed in place of one of the flywheel bolts.
Common causes of runout are:
• heat warpage
• improper machining
• incorrect bolt tightening
• improper seating on crankshaft flange shoulder
• foreign material on crankshaft flange
Flywheel machining is not recommended. The flywheel clutch surface is machined to a unique contour
and machining will negate this feature. Minor flywheel scoring can be cleaned up by hand with 180
grit emery or with surface grinding equipment.
Remove only enough material to reduce scoring
(approximately 0.001 - 0.003 in.). Heavy stock
removal is not recommended. Replace the flywheel
if scoring is severe and deeper than 0.076 mm (0.003
in.). Excessive stock removal can result in flywheel
cracking or warpage after installation; it can also
weaken the flywheel and interfere with proper clutch
release.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may
cock the flywheel causing excessive runout. Use new
bolts when remounting a flywheel and secure the
bolts with Mopar Lock And Seal or equivalent.
Tighten flywheel bolts to specified torque only. Overtightening can distort the flywheel hub causing
runout.
DISASSEMBLY
Fig. 21 Clutch Release Fork
1
2
3
4
-
PIVOT BALL
FORK
SLAVE CYLINDER OPENING
BEARING
(3) Install clutch housing, if removed.
NOTE: If the teeth are worn or damaged, the flywheel should be replaced as an assembly. This is
the recommended repair. In cases where a new flywheel is not readily available, (V10/Diesel Engine
only) a replacement ring gear can be installed. The
following procedure must be observed to avoid
damaging the flywheel and replacement gear.
WARNING: WEAR PROTECTIVE GOGGLES OR
SAFETY GLASSES WHILE CUTTING RING GEAR.
6 - 14
CLUTCH
BR/BE
FLYWHEEL (Continued)
(1) Mark position of the old gear for alignment reference on the flywheel. Use a scriber for this purpose.
(2) Remove the old gear by cutting most of the way
through it (at one point) with an abrasive cut-off
wheel. Then complete removal with a cold chisel or
punch.
ASSEMBLY
NOTE: The ring gear is a shrink fit on the flywheel.
This means the gear must be expanded by heating
in order to install it. The method of heating and
expanding the gear is extremely important. Every
surface of the gear must be heated at the same
time to produce uniform expansion. An oven or
similar enclosed heating device must be used. Temperature required for uniform expansion is approximately 375° F.
PILOT BEARING
REMOVAL
(1) Remove transmission, transfer case, if
equipped and clutch housing. Refer to 21 Transmission and Transfer Case for procedures.
(2) Remove pressure plate and disc.
(3) Using a suitable blind hole puller to remove
pilot bearing.
INSTALLATION
(1) Clean bearing bore with solvent and wipe dry
with shop towel.
(2) Install new bearing with clutch alignment tool
(Fig. 22). Keep bearing straight and tap bearing into
place until flush with edge of bearing bore. Do not
recess bearing.
CAUTION: Do not use an oxy/acetylene torch to
remove the old gear, or to heat and expand a new
gear. The high temperature of the torch flame can
cause localized heating that will damage the flywheel. In addition, using the torch to heat a replacement gear will cause uneven heating and
expansion. The torch flame can also anneal the
gear teeth resulting in rapid wear and damage after
installation.
WARNING: WEAR PROTECTIVE GOGGLES OR
SAFETY GLASSES AND HEAT RESISTENT GLOVES
WHEN HANDLING A HEATED RING GEAR.
(1) The heated gear must be installed evenly to
avoid misalignment or distortion.
(2) Position and install the heated ring gear on the
flywheel with a shop press and a suitable press
plates.
(3) Place flywheel on work bench and let it cool in
normal shop air. Allow the ring gear to cool down
completely before installation it on the engine.
CAUTION: Do not use water or compressed air to
cool the flywheel. The rapid cooling produced by
water or compressed air will distort or crack the
new gear.
Fig. 22 Installing Pilot Bearing
1 - PILOT BEARING
2 - ALIGNMENT TOOL
3 - LETTER SIDE MUST FACE TRANSMISSION
(3) Install clutch cover and disc.
(4) Install clutch housing, transmission and transfer case, if equipped. Refer to 21 Transmission and
Transfer Case for procedures.
CLUTCH
BR/BE
6 - 15
CLUTCH PEDAL
REMOVAL
(1) Remove knee bolster for access to pedal pivot
shaft.
(2) Remove brake lamp switch.
(3) Remove retaining clips that secure the brake
and clutch pedals to the push rods (Fig. 23).
Fig. 24 Clutch/Brake Pedal Mounting
1
2
3
4
5
6
7
Fig. 23 Clutch Cylinder And Push Rod
1
2
3
4
-
PIN
CLUTCH INTERLOCK WIRE
PUSH ROD
CLIP
(4) Remove the brake and clutch master cylinder
pushrods from the pedals.
(5) Remove retainer from passenger side of pedal
pivot shaft (Fig. 24).
(6) Push pedal pivot shaft toward driver side of
support only enough to remove clutch pedal. It is not
necessary to remove shaft from pedal support
entirely.
(7) Remove clutch pedal.
INSTALLATION
Inspect bushings in clutch and brake pedals (Fig.
24). Replace bushings if worn, cracked, or distorted.
(1) Lubricate pedal shaft, pedal shaft bore (Fig. 24)
and all bushings with Mopar Multi Mileage or high
temperature bearing grease.
(2) Position clutch pedal in support. Align pedal
with pivot shaft and slide shaft through pedal bushings. Then repeat process for brake pedal.
-
PEDAL SUPPORT
SHAFT RETAINER
BRAKE PEDAL
CLUTCH PEDAL
SHAFT RETAINER
PEDAL PIVOT SHAFT
BUSHINGS
(3)
shaft
(4)
(5)
(6)
Slide pedal shaft through support and install
retainer.
Secure push rods to clutch and brake pedals.
Install brake lamp switch in bracket.
Install knee bolster.
LINKAGE
REMOVAL
NOTE: The factory installed hydraulic linkage has a
quick disconnect at the slave cylinder. This fitting
should not be disconnected, the hydraulic linkage
is serviced as an assembly only, but it comes as
two pieces to ease installation. Once the clutch
hydraulic line is connected to the slave cylinder, it
should not be disconnected.
(1) Raise and support vehicle.
(2) Remove nuts attaching slave cylinder to studs
on clutch housing (Fig. 25).
(3) Remove slave cylinder from clutch housing.
(4) Remove the plastic clip securing the hydraulic
line to the dash panel from the lower dash panel
flange.
6 - 16
CLUTCH
BR/BE
LINKAGE (Continued)
(5) Remove the plastic clip securing the hydraulic
line to the dash panel from the upper dash panel
stud.
(6) Lower vehicle.
(7) Disconnect clutch pedal interlock switch wires.
Fig. 26 Clutch Cylinder Push Rod Attachment
1
2
3
4
-
PIN
CLUTCH INTERLOCK WIRE
PUSH ROD
CLIP
Fig. 25 Hydraulic Clutch Linkage
1
2
3
4
5
-
DASH PANEL
CYLINDER RESERVOIR
CLUTCH MASTER CYLINDER
SLAVE CYLINDER
CLUTCH HYDRAULIC LINE
(8) Remove retaining clip (Fig. 26).
(9) Slide clutch master cylinder push rod off pedal
pin.
(10) Inspect condition of bushing in the clutch
master cylinder pushrod (Fig. 26). Replace the clutch
hydraulic linkage if bushing is worn or damaged.
(11) Verify that cap on clutch master cylinder reservoir is tight. This will avoid spillage during
removal.
(12) Remove the nuts holding the clutch master
cylinder to the dash panel.
(13) Remove screws that attach clutch fluid reservoir to dash panel.
(14) Remove the clutch master cylinder from the
dash panel.
(15) Remove clutch cylinders, reservoir and connecting lines from vehicle.
INSTALLATION
NOTE: The factory installed hydraulic linkage has a
quick disconnect at the slave cylinder, this fitting
should not be disconnected. The hydraulic linkage
is serviced as an assembly only, but it comes as
two pieces to ease installation. Once the clutch
hydraulic line is connected to the slave cylinder, it
should not be disconnected.
(1) Tighten cap on clutch fluid reservoir to avoid
spillage during installation.
(2) Position cylinders, connecting lines and reservoir in vehicle engine compartment. Locate the clutch
hydraulic line against the dash panel and behind all
engine hoses and wiring.
(3) Insert clutch master cylinder in dash panel.
Install and tighten the nuts to hold the clutch master
cylinder to the dash panel.
(4) Apply a light coating of grease to the inside
and outside diameter of the master cylinder bushing.
(5) Install clutch master cylinder push rod on
clutch pedal pin. Secure rod with retaining clip.
(6) Connect clutch pedal position (interlock) switch
wires.
CLUTCH
BR/BE
6 - 17
LINKAGE (Continued)
(7) Position clutch fluid reservoir on dash panel
and install reservoir screws. Tighten screws to 5 N·m
(40 in. lbs.).
(8) Install the plastic clip securing the hydraulic
line to the dash panel into the lower dash panel
flange.
(9) Install the plastic clip securing the hydraulic
line to the dash panel onto the upper dash panel
stud.
(10) Raise vehicle.
(11) Install slave cylinder. Be sure cap at end of
cylinder rod is seated in release lever. Check this
before installing cylinder attaching nuts.
CLUTCH PEDAL POSITION
SWITCH
DESCRIPTION
A clutch pedal position (interlock) switch is in the
starter relay circuit and is mounted on the clutch
master cylinder push rod (Fig. 28). The switch is
actuated by clutch pedal movement.
NOTE: If new linkage is being installed, do not
remove the plastic shipping strap from slave cylinder push rod. The shipping strap will break on its
own upon the first clutch application.
(12) Install and tighten slave cylinder attaching
nuts to 23 N·m (200 in. lbs.).
(13) If a new clutch linkage is being installed, connect the clutch hydraulic line (Fig. 27) to the clutch
slave cylinder.
Fig. 28 Clutch Pedal Position (Interlock) Switch
1
2
3
4
-
PIN
CLUTCH INTERLOCK WIRE
PUSH ROD
CLIP
OPERATION
Fig. 27 Clutch Slave Cylinder
1 - CLUTCH HYDRAULIC LINE
2 - CLUTCH SLAVE CYLINDER
(14) Lower vehicle.
(15) Operate linkage several times to verify proper
operation.
The switch, which is in circuit with the starter
solenoid, requires that the clutch pedal be fully
depressed in order to start the engine. Switch circuitry and operation is provided in section 8W of
Group 8.
The position switch is an integral part of the clutch
master cylinder push rod and is not serviced
separately.
COOLING
BR/BE
7-1
COOLING
TABLE OF CONTENTS
page
page
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM FLOW 5.9L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION—COOLING SYSTEM FLOW 5.9L DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DESCRIPTION—HOSE CLAMPS . . . . . . . . . . . 4
OPERATION
OPERATION—HOSE CLAMPS . . . . . . . . . . . . 4
OPERATION—COOLING SYSTEM
.........4
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING—ON-BOARD
DIAGNOSTICS (OBD) . . . . . . . . . . . . . . . . . . . 5
DIAGNOSIS AND TESTING - COOLING
SYSTEM LEAKS . . . . . . . . . . . . . . . . . . . . . . . 5
DIAGNOSIS AND TESTING - COOLING
SYSTEM GAS ENGINE . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - COOLING
SYSTEM DIESEL ENGINE . . . . . . . . . . . . . . . 13
STANDARD PROCEDURE
STANDARD PROCEDURE - DRAINING
COOLING SYSTEM 5.9L/8.0L ENGINES . . . . 15
STANDARD PROCEDURE—DRAINING
COOLING SYSTEM 5.9L DIESEL ENGINE . .
STANDARD PROCEDURE - REFILLING
COOLING SYSTEM 5.9L/8.0L ENGINES . . .
STANDARD PROCEDURE—REFILLING
COOLING SYSTEM 5.9L DIESEL ENGINE . .
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—COOLANT
LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - COOLING
SYSTEM CLEANING/REVERSE FLUSHING .
STANDARD PROCEDURE - COOLANT
SELECTION - ADDITIVES . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . .
ENGINE
..............................
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . .
COOLING
The cooling system also provides a means of heating the passenger compartment and cooling the automatic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
An optional factory installed maximum duty cooling package is available on most models. This package will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures (Fig. 1).
DESCRIPTION
DESCRIPTION - COOLING SYSTEM FLOW 5.9L ENGINE
The cooling system regulates engine operating temperature. It allows the engine to reach normal operating temperature as quickly as possible. It also
maintains normal operating temperature and prevents overheating.
. 15
. 16
. 16
. 16
. 16
. 17
. 17
. 18
. 18
. 19
. 38
. 78
7-2
COOLING
BR/BE
COOLING (Continued)
Fig. 1 Engine Cooling System Flow
1 - HEATER
2 - BYPASS*
3 - CROSSFLOW RADIATOR
DESCRIPTION—COOLING SYSTEM FLOW 5.9L DIESEL
The diesel engine cooling system consists of (Fig.
2):
• Cross-flow radiator
• Belt driven water pump
• Belt driven mechanical cooling fan
• Thermal viscous fan drive
• Fan shroud
• Radiator pressure cap
• Vertically mounted thermostat
• Coolant reserve/recovery system
• Transmission oil cooler
• Coolant
Coolant flow circuits for the 5.9L diesel engine are
shown in (Fig. 3).
Fig. 2 Cooling System Components 5.9L Diesel
Engine
1
2
3
4
5
6
7
8
- RADIATOR CAP
- AUXILIARY TRANSMISSION OIL COOLER
- CHARGE AIR COOLER
- RADIATOR LOWER HOSE
- OVERFLOW/RESERVOIR BOTTLE
- FAN SHROUD
- RADIATOR UPPER HOSE
- CONSTANT TENSION CLAMP
COOLING
BR/BE
COOLING (Continued)
Fig. 3 Cooling System Circulation—Diesel Engine
7-3
7-4
COOLING
BR/BE
COOLING (Continued)
DESCRIPTION—HOSE CLAMPS
The cooling system utilizes both worm drive and
spring type hose clamps. If a spring type clamp
replacement is necessary, replace with the original
Mopart equipment spring type clamp.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 4).
age will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the complaint. Abnormal loads on the cooling system such as
the following may be the cause:
• PROLONGED IDLE
• VERY HIGH AMBIENT TEMPERATURE
• SLIGHT TAIL WIND AT IDLE
• SLOW TRAFFIC
• TRAFFIC JAMS
• HIGH SPEED OR STEEP GRADES
Driving techniques that avoid overheating are:
• Idle with A/C off when temperature gauge is at
end of normal range.
• Increasing engine speed for more air flow is recommended.
Fig. 4 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
OPERATION
OPERATION—HOSE CLAMPS
The worm type hose clamp uses a specified torque
value to maintain proper tension on a hose connection.
The spring type hose clamp applies constant tension on a hose connection. To remove a spring type
hose clamp, only use constant tension clamp pliers
designed to compress the hose clamp.
OPERATION—COOLING SYSTEM
The cooling system regulates engine operating temperature. It allows the engine to reach normal operating temperature as quickly as possible. It also
maintains normal operating temperature and prevents overheating.
The cooling system also provides a means of heating the passenger compartment and cooling the automatic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
An optional factory installed maximum duty cooling package is available on most models. This pack-
TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
AIR CONDITIONING; ADD-ON OR AFTER MARKET:
A maximum cooling package should have been
ordered with vehicle if add-on or after market A/C is
installed. If not, maximum cooling system components should be installed for model involved per
manufacturer’s specifications.
RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been performed on vehicle that may effect cooling system.
This may be:
• Engine adjustments (incorrect timing)
• Slipping engine accessory drive belt(s)
• Brakes (possibly dragging)
• Changed parts. Incorrect water pump or pump
rotating in wrong direction due to belt not correctly
routed
• Reconditioned radiator or cooling system refilling (possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating complaint, (Refer to 7 - COOLING - DIAGNOSIS AND
TESTING)
COOLING
BR/BE
7-5
COOLING (Continued)
DIAGNOSIS AND TESTING—ON-BOARD
DIAGNOSTICS (OBD)
COOLING SYSTEM RELATED DIAGNOSTICS
The powertrain control module (PCM) has been
programmed to monitor certain cooling system components:
• If the engine has remained cool for too long a
period, such as with a stuck open thermostat, a Diagnostic Trouble Code (DTC) can be set.
• If an open or shorted condition has developed in
the relay circuit controlling the electric radiator fan,
a Diagnostic Trouble Code (DTC) can be set.
If the problem is sensed in a monitored circuit
often enough to indicated an actual problem, a DTC
is stored. The DTC will be stored in the PCM memory for eventual display to the service technician.
(Refer to 25 - EMISSIONS CONTROL - DESCRIPTION).
ACCESSING DIAGNOSTIC TROUBLE CODES
To read DTC’s and to obtain cooling system data,
(Refer to 25 - EMISSIONS CONTROL - DESCRIPTION).
ERASING TROUBLE CODES
After the problem has been repaired, use the DRB
scan tool to erase a DTC. Refer to the appropriate
Powertrain Diagnostic Procedures service information for operation of the DRB scan tool.
DIAGNOSIS AND TESTING - COOLING SYSTEM
LEAKS
ULTRAVIOLET LIGHT METHOD
A leak detection additive is available through the
parts department that can be added to cooling system. The additive is highly visible under ultraviolet
light (black light). Pour one ounce of additive into
cooling system. Place heater control unit in HEAT
position. Start and operate engine until radiator
upper hose is warm to touch. Aim the commercially
available black light tool at components to be
checked. If leaks are present, black light will cause
additive to glow a bright green color.
The black light can be used in conjunction with a
pressure tester to determine if any external leaks
exist (Fig. 5).
PRESSURE TESTER METHOD
The engine should be at normal operating temperature. Recheck the system cold if cause of coolant
loss is not located during the warm engine examination.
Fig. 5 Leak Detection Using Black Light—Typical
1 - TYPICAL BLACK LIGHT TOOL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING.
Carefully remove radiator pressure cap from filler
neck and check coolant level. Push down on cap to
disengage it from stop tabs. Wipe inside of filler neck
and examine lower inside sealing seat for nicks,
cracks, paint, dirt and solder residue. Inspect radiator-to- reserve/overflow tank hose for internal
obstructions. Insert a wire through the hose to be
sure it is not obstructed.
Inspect cams on outside of filler neck. If cams are
damaged, seating of pressure cap valve and tester
seal will be affected.
Attach pressure tester (7700 or an equivalent) to
radiator filler neck (Fig. 6).
Operate tester pump to apply 103.4 kPa (15 psi)
pressure to system. If hoses enlarge excessively or
bulges while testing, replace as necessary. Observe
gauge pointer and determine condition of cooling system according to following criteria:
Holds Steady: If pointer remains steady for two
minutes, serious coolant leaks are not present in system. However, there could be an internal leak that
does not appear with normal system test pressure. If
it is certain that coolant is being lost and leaks cannot be detected, inspect for interior leakage or perform Internal Leakage Test.
Drops Slowly: Indicates a small leak or seepage
is occurring. Examine all connections for seepage or
slight leakage with a flashlight. Inspect radiator,
7-6
COOLING
BR/BE
COOLING (Continued)
Fig. 6 Pressure Testing Cooling System—Typical
1 - TYPICAL COOLING SYSTEM PRESSURE TESTER
hoses, gasket edges and heater. Seal small leak holes
with a Sealer Lubricant (or equivalent). Repair leak
holes and inspect system again with pressure
applied.
Drops Quickly: Indicates that serious leakage is
occurring. Examine system for external leakage. If
leaks are not visible, inspect for internal leakage.
Large radiator leak holes should be repaired by a
reputable radiator repair shop.
INTERNAL LEAKAGE INSPECTION
Remove engine oil pan drain plug and drain a
small amount of engine oil. If coolant is present in
the pan, it will drain first because it is heavier than
oil. An alternative method is to operate engine for a
short period to churn the oil. After this is done,
remove engine dipstick and inspect for water globules. Also inspect transmission dipstick for water
globules and transmission fluid cooler for leakage.
WARNING: WITH RADIATOR PRESSURE TESTER
TOOL INSTALLED ON RADIATOR, DO NOT ALLOW
PRESSURE TO EXCEED 110 KPA (20 PSI). PRESSURE WILL BUILD UP QUICKLY IF A COMBUSTION
LEAK IS PRESENT. TO RELEASE PRESSURE,
ROCK TESTER FROM SIDE TO SIDE. WHEN
REMOVING TESTER, DO NOT TURN TESTER MORE
THAN 1/2 TURN IF SYSTEM IS UNDER PRESSURE.
Operate engine without pressure cap on radiator
until thermostat opens. Attach a Pressure Tester to
filler neck. If pressure builds up quickly it indicates a
combustion leak exists. This is usually the result of a
cylinder head gasket leak or crack in engine. Repair
as necessary.
If there is not an immediate pressure increase,
pump the Pressure Tester. Do this until indicated
pressure is within system range of 110 kPa (16 psi).
Fluctuation of gauge pointer indicates compression or
combustion leakage into cooling system.
Because the vehicle is equipped with a catalytic
converter, do not remove spark plug cables or short
out cylinders to isolate compression leak.
If the needle on dial of pressure tester does not
fluctuate, race engine a few times to check for an
abnormal amount of coolant or steam. This would be
emitting from exhaust pipe. Coolant or steam from
exhaust pipe may indicate a faulty cylinder head gasket, cracked engine cylinder block or cylinder head.
A convenient check for exhaust gas leakage into
cooling system is provided by a commercially available Block Leak Check tool. Follow manufacturers
instructions when using this product.
COMBUSTION LEAKAGE TEST - WITHOUT
PRESSURE TESTER
DO NOT WASTE reusable coolant. If solution is
clean, drain coolant into a clean container for reuse.
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
Drain sufficient coolant to allow thermostat
removal. (Refer to 7 - COOLING/ENGINE/ENGINE
COOLANT THERMOSTAT - REMOVAL). Remove
accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
Add coolant to radiator to bring level to within 6.3
mm (1/4 in) of top of thermostat housing.
CAUTION: Avoid overheating. Do not operate
engine for an excessive period of time. Open draincock immediately after test to eliminate boil over.
Start engine and accelerate rapidly three times, to
approximately 3000 rpm while observing coolant. If
internal engine combustion gases are leaking into
cooling system, bubbles will appear in coolant. If bubbles do not appear, internal combustion gas leakage
is not present.
COOLING
BR/BE
7-7
COOLING (Continued)
DIAGNOSIS AND TESTING - COOLING SYSTEM GAS ENGINE
COOLING SYSTEM DIAGNOSIS—GASOLINE ENGINE
CONDITION
TEMPERATURE GAUGE READS
LOW
POSSIBLE CAUSES
CORRECTION
1. Has a Diagnostic Trouble Code
(DTC) been set indicating a stuck
open thermostat?
1. (Refer to 25 - EMISSIONS
CONTROL - DESCRIPTION) for
On-Board Diagnostics and DTC
information. Replace thermostat if
necessary.
2. Is the temperature sending unit
connected?
2. Check the temperature sensor
connector. (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - SCHEMATIC ELECTRICAL) Repair connector if
necessary.
3. Is the temperature gauge
operating OK?
3. Check gauge operation. (Refer to
8 - ELECTRICAL/INSTRUMENT
CLUSTER/ENGINE
TEMPERATURE GAUGE DESCRIPTION). Repair as
necessary.
4. Coolant level low in cold ambient
temperatures accompanied with
poor heater performance.
4. Check coolant level in the coolant
reserve/overflow tank and the
radiator. Inspect system for leaks.
Repair leaks as necessary. Refer to
the Coolant section of the manual
text for WARNINGS and
CAUTIONS associated with
removing the radiator cap.
5. Improper operation of internal
heater doors or heater controls.
5. Inspect heater and repair as
necessary. (Refer to 24 - HEATING
& AIR CONDITIONING DIAGNOSIS AND TESTING) for
procedures.
7-8
COOLING
BR/BE
COOLING (Continued)
CONDITION
TEMPERATURE GAUGE READS
HIGH OR THE COOLANT
WARNING LAMP ILLUMINATES.
COOLANT MAY OR MAY NOT BE
LOST OR LEAKING FROM THE
COOLING SYSTEM
POSSIBLE CAUSES
CORRECTION
1. Trailer is being towed, a steep
hill is being climbed, vehicle is
operated in slow moving traffic, or
engine is being idled with very high
ambient (outside) temperatures and
the air conditioning is on. Higher
altitudes could aggravate these
conditions.
1. This may be a temporary
condition and repair is not
necessary. Turn off the air
conditioning and attempt to drive the
vehicle without any of the previous
conditions. Observe the temperature
gauge. The gauge should return to
the normal range. If the gauge does
not return to the normal range,
determine the cause for overheating
and repair. Refer to Possible
Causes (2-20).
2. Is the temperature gauge reading
correctly?
2. Check gauge. (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - SCHEMATIC ELECTRICAL). Repair as
necessary.
3. Is the temperature warning
illuminating unnecessarily?
3. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER SCHEMATIC - ELECTRICAL).
4. Coolant low in coolant reserve/
overflow tank and radiator?
4. Check for coolant leaks and
repair as necessary. (Refer to 7 COOLING - DIAGNOSIS AND
TESTING).
5. Pressure cap not installed tightly.
If cap is loose, boiling point of
coolant will be lowered. Also refer
to the following Step 6.
5. Tighten cap
6. Poor seals at the radiator cap.
6. (a) Check condition of cap and
cap seals. Refer to Radiator Cap.
Replace cap if necessary.
(b) Check condition of radiator filler
neck. If neck is bent or damaged,
replace radiator.
7. Coolant level low in radiator but
not in coolant reserve/overflow
tank. This means the radiator is not
drawing coolant from the coolant
reserve/overflow tank as the engine
cools
7. (a) Check condition of radiator
cap and cap seals. Refer to
Radiator Cap in this Group. Replace
cap if necessary.
(b) Check condition of radiator filler
neck. If neck is bent or damaged,
replace radiator.
(c) Check condition of the hose from
the radiator to the coolant tank. It
should fit tight at both ends without
any kinks or tears. Replace hose if
necessary.
(d) Check coolant reserve/overflow
tank and tanks hoses for blockage.
Repair as necessary.
COOLING
BR/BE
7-9
COOLING (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
8. Incorrect coolant concentration
8. Check coolant. (Refer to
LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION).
9. Coolant not flowing through
system
9. Check for coolant flow at radiator
filler neck with some coolant
removed, engine warm and
thermostat open. Coolant should be
observed flowing through radiator. If
flow is not observed, determine area
of obstruction and repair as
necessary.
10. Radiator or A/C condenser fins
are dirty or clogged.
10. Remove insects and debris.
(Refer to 7 - COOLING STANDARD PROCEDURE).
11. Radiator core is corroded or
plugged.
11. Have radiator re-cored or
replaced.
12. Aftermarket A/C installed
without proper radiator.
12. Install proper radiator.
13. Fuel or ignition system
problems.
13. Refer to 14 - Fuel System or 8 Electrical for diagnosis and testing
procedures.
14. Dragging brakes.
14. Check and correct as
necessary. (Refer to 5 - BRAKES DIAGNOSIS AND TESTING) for
correct procedures.
15. Bug screen or cardboard is
being used, reducing airflow.
15. Remove bug screen or
cardboard.
16. Thermostat partially or
completely shut.
16. Check thermostat operation and
replace as necessary. (Refer to 7 COOLING/ENGINE/ENGINE
COOLANT THERMOSTAT REMOVAL).
17. Viscous fan drive not operating
properly.
17. Check fan drive operation and
replace as necessary. (Refer to 7 COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - REMOVAL).
18. Cylinder head gasket leaking.
18. Check for cylinder head gasket
leaks. (Refer to 7 - COOLING DIAGNOSIS AND TESTING).
19. Heater core leaking.
19. Check heater core for leaks.
(Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING DIAGNOSIS AND TESTING).
Repair as necessary.
7 - 10
COOLING
BR/BE
COOLING (Continued)
CONDITION
TEMPERATURE GAUGE READING
IS INCONSISTENT (FLUCTUATES,
CYCLES OR IS ERRATIC)
POSSIBLE CAUSES
CORRECTION
1. During cold weather operation,
with the heater blower in the high
position, the gauge reading may
drop slightly.
1. A normal condition. No correction
is necessary.
2. Temperature gauge or engine
mounted gauge sensor defective or
shorted. Also, corroded or loose
wiring in this circuit.
2. Check operation of gauge and
repair if necessary. (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING).
3. Gauge reading rises when
vehicle is brought to a stop after
heavy use (engine still running)
3. A normal condition. No correction
is necessary. Gauge should return
to normal range after vehicle is
driven.
4. Gauge reading high after
re-starting a warmed up (hot)
engine.
4. A normal condition. No correction
is necessary. The gauge should
return to normal range after a few
minutes of engine operation.
5. Coolant level low in radiator (air
will build up in the cooling system
causing the thermostat to open
late).
5. Check and correct coolant leaks.
(Refer to 7 - COOLING DIAGNOSIS AND TESTING).
6. Cylinder head gasket leaking
allowing exhaust gas to enter
cooling system causing a
thermostat to open late.
6. (a) Check for cylinder head
gasket leaks. (Refer to 7 COOLING - DIAGNOSIS AND
TESTING).
(b) Check for coolant in the engine
oil. Inspect for white steam emitting
from the exhaust system. Repair as
necessary.
PRESSURE CAP IS BLOWING
OFF STEAM AND/OR COOLANT
TO COOLANT TANK.
TEMPERATURE GAUGE READING
MAY BE ABOVE NORMAL BUT
NOT HIGH. COOLANT LEVEL MAY
BE HIGH IN COOLANT RESERVE/
OVERFLOW TANK
7. Water pump impeller loose on
shaft.
7. Check water pump and replace
as necessary. (Refer to 7 COOLING/ENGINE/WATER PUMP REMOVAL).
8. Loose accessory drive belt.
(water pump slipping)
8. (Refer to 7 - COOLING/
ACCESSORY DRIVE/DRIVE BELTS
- DIAGNOSIS AND TESTING).
Check and correct as necessary.
9. Air leak on the suction side of
the water pump allows air to build
up in cooling system causing
thermostat to open late.
9. Locate leak and repair as
necessary.
1. Pressure relief valve in radiator
cap is defective.
1. Check condition of radiator cap
and cap seals. (Refer to 7 COOLING/ENGINE/RADIATOR
PRESSURE CAP - DIAGNOSIS
AND TESTING). Replace cap as
necessary.
COOLING
BR/BE
7 - 11
COOLING (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
COOLANT LOSS TO THE
GROUND WITHOUT PRESSURE
CAP BLOWOFF. GAUGE READING
HIGH OR HOT
1. Coolant leaks in radiator, cooling
system hoses, water pump or
engine.
1. Pressure test and repair as
necessary. (Refer to 7 - COOLING DIAGNOSIS AND TESTING).
DETONATION OR PRE-IGNITION
(NOT CAUSED BY IGNITION
SYSTEM). GAUGE MAY OR MAY
NOT BE READING HIGH
1. Engine overheating.
1. Check reason for overheating
and repair as necessary.
2. Freeze point of coolant not
correct. Mixture is too rich or too
lean.
2. Check coolant concentration.
(Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES DESCRIPTION).
HOSE OR HOSES COLLAPSE
WHILE ENGINE IS RUNNING
1. Vacuum created in cooling
system on engine cool-down is not
being relieved through coolant
reserve/overflow system.
1. (a) Radiator cap relief valve
stuck. (Refer to 7 - COOLING/
ENGINE/RADIATOR PRESSURE
CAP - DIAGNOSIS AND TESTING).
Replace if necessary
(b) Hose between coolant
reserve/overflow tank and radiator is
kinked. Repair as necessary.
(c) Vent at coolant reserve/overflow
tank is plugged. Clean vent and
repair as necessary.
(d) Reserve/overflow tank is
internally blocked or plugged. Check
for blockage and repair as
necessary.
NOISY VISCOUS FAN/DRIVE
1. Fan blades loose.
1. Replace fan blade assembly.
(Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - REMOVAL)
2. Fan blades striking a surrounding
object.
2. Locate point of fan blade contact
and repair as necessary.
3. Air obstructions at radiator or air
conditioning condenser.
3. Remove obstructions and/or
clean debris or insects from radiator
or A/C condenser.
4. Thermal viscous fan drive has
defective bearing.
4. Replace fan drive. Bearing is not
serviceable. (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS
CLUTCH - REMOVAL).
5. A certain amount of fan noise
may be evident on models
equipped with a thermal viscous fan
drive. Some of this noise is normal.
5. (Refer to 7 - COOLING/ENGINE/
FAN DRIVE VISCOUS CLUTCH DESCRIPTION) for an explanation
of normal fan noise.
7 - 12
COOLING
BR/BE
COOLING (Continued)
CONDITION
INADEQUATE HEATER
PERFORMANCE. THERMOSTAT
FAILED IN OPEN POSITION
POSSIBLE CAUSES
CORRECTION
1. Has a Diagnostic trouble Code
(DTC) been set?
1. (Refer to 25 - EMISSIONS
CONTROL - DESCRIPTION) for
correct procedures and replace
thermostat if necessary
2. Coolant level low
2. (Refer to 7 - COOLING DIAGNOSIS AND TESTING).
3. Obstructions in heater hose/
fittings
3. Remove heater hoses at both
ends and check for obstructions
4. Heater hose kinked
4. Locate kinked area and repair as
necessary
5. Water pump is not pumping
water to/through the heater core.
When the engine is fully warmed
up, both heater hoses should be
hot to the touch. If only one of the
hoses is hot, the water pump may
not be operating correctly or the
heater core may be plugged.
Accessory drive belt may be
slipping causing poor water pump
operation.
5. (Refer to 7 - COOLING/ENGINE/
WATER PUMP - REMOVAL). If a
slipping belt is detected, (Refer to 7
- COOLING/ACCESSORY
DRIVE/DRIVE BELTS - DIAGNOSIS
AND TESTING). If heater core
obstruction is detected, (Refer to 24
- HEATING & AIR CONDITIONING/
PLUMBING/HEATER CORE REMOVAL).
STEAM IS COMING FROM THE
FRONT OF VEHICLE NEAR THE
GRILL AREA WHEN WEATHER IS
WET, ENGINE IS WARMED UP
AND RUNNING, AND VEHICLE IS
STATIONARY. TEMPERATURE
GAUGE IS IN NORMAL RANGE
1. During wet weather, moisture
(snow, ice or rain condensation) on
the radiator will evaporate when the
thermostat opens. This opening
allows heated water into the
radiator. When the moisture
contacts the hot radiator, steam
may be emitted. This usually occurs
in cold weather with no fan or
airflow to blow it away.
1. Occasional steam emitting from
this area is normal. No repair is
necessary.
COOLANT COLOR
1. Coolant color is not necessarily
an indication of adequate corrosion
or temperature protection. Do not
rely on coolant color for determining
condition of coolant.
1. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES DESCRIPTION). Adjust coolant
mixture as necessary.
COOLANT LEVEL CHANGES IN
COOLANT RESERVE/OVERFLOW
TANK. TEMPERATURE GAUGE IS
IN NORMAL RANGE
1. Level changes are to be
expected as coolant volume
fluctuates with engine temperature.
If the level in the tank was between
the FULL and ADD marks at normal
operating temperature, the level
should return to within that range
after operation at elevated
temperatures.
1. A normal condition. No repair is
necessary.
COOLING
BR/BE
7 - 13
COOLING (Continued)
DIAGNOSIS AND TESTING - COOLING SYSTEM DIESEL ENGINE
COOLING SYSTEM DIAGNOSIS—DIESEL ENGINE
CONDITION
TEMPERATUREGAUGE READS
LOW
TEMPERATURE GAUGE READS
HIGH. COOLANT MAY OR MAY
NOT BE LEAKING FROM SYSTEM
POSSIBLE CAUSES
CORRECTION
1. Vehicle is equipped with a heavy
duty cooling system.
1. None. System operating normaly.
2. Temperature gauge not
connected
2. Connect gauge.
3. Temperature gauge connected
but not operating.
3. Check gauge. Refer (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)
4. Coolant level low.
4. Fill cooling system. (Refer to 7 COOLING - STANDARD
PROCEDURE)
1. Vehicle overloaded, high ambient
(outside) temperatures with A/C
turned on, stop and go driving or
prolonged operation at idle speeds.
1. Temporary condition, repair not
required. Notify customer of vehicle
operation instructions located in
Owners Manual.
2. Temperature gauge not
functioning correctly.
2. Check gauge. (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)
3. Air traped in cooling
3. Drain cooling system (Refer to 7 COOLING - STANDARD
PROCEDURE) and refill (Refer to 7
- COOLING - STANDARD
PROCEDURE)
4. Radiator cap faulty.
4. Replace radiator cap.
5. Plugged A/C or radiator cooling
fins.
5. Clean all debre away from A/C
and radiator cooling fins.
6. Coolant mixture incorrect.
6. Drain cooling system (Refer to 7 COOLING - STANDARD
PROCEDURE) refill with correct
mixture (Refer to 7 - COOLING STANDARD PROCEDURE).
7. Thermostat stuck shut.
7. Replace thermostat.
8. Bug screen or winter front being
used.
8. Remove bug screen or winter
front.
9. Viscous fan drive not operating
properly.
9. Check viscous fan (Refer to 7 COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - DIAGNOSIS
AND TESTING)
10. Cylinder head gasket leaking.
10. Check for leaking head gaskets
(Refer to 7 - COOLING DIAGNOSIS AND TESTING).
11. Heater core leaking.
11. Replace heater core.
12. cooling system hoses leaking.
12. Tighten clamps or Replace
hoses.
7 - 14
COOLING
BR/BE
COOLING (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
13. Brakes dragging.
13. Check brakes. (Refer to 5 BRAKES/HYDRAULIC/
MECHANICAL - DIAGNOSIS AND
TESTING)
1. Heavy duty cooling system,
extream cold ambient (outside)
temperature or heater blower motor
in high position.
1. None. System operating normaly.
2. Temperature gauge or gauge
sensor defective.
2. Check gauge. (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)
3. Temporary heavy usage or load.
3. None. Normal condition.
4. Air traped in cooling system.
4. Fill cooling system (Refer to 7 COOLING - STANDARD
PROCEDURE).
5. Water pump
5. Replace water pump.
6. Air leak on suction side of water
pump.
6. Check for leak. (Refer to 7 COOLING - DIAGNOSIS AND
TESTING)
1. Radiator cap defective.
1. Replace radiator cap.
2. Radiator neck surface damaged.
2. Replace radiator.
HOSE OR HOSES COLLAPSE
WHEN ENGINE IS COOLING.
1. Vacuum created in cooling
system on engine cool-down is not
being relieved through coolant
reservior/overflow system.
1. Replace radiator cap, check vent
hose between radiator and reservoir
bottle for blockage also check
reservoir bottle vent for blockage.
NOISY FAN
1. Fan blade(s) loose, damaged.
1. Replace fan blade assembly.
2. Thermal viscous fan drive.
2. None. Normal condition.
3. Fan blades striking surrounding
objects.
3. Locate contact point and repair
as necessary.
4. Thermal viscous fan drive
bearing.
4. Replace viscous fan drive
assembly.
5. Obstructed air flow through
radiator.
5. Remove obstruction.
1. Radiator and/or A/C condenser
air flow obstructed.
1. Remove obstruction and/or clean.
TEMPERATURE GAUGE READING
INCONSISTENT ( ERRATIC,
CYCLES OR FLUCTUATES)
RADIATOR CAP LEAKING STEAM
AND /OR COOLANT INTO
RESERVOIR BOTTLE.
(TEMPERATURE GAUGE MAY
READ HIGH)
INADEQUATE AIR CONDITIONER
PERFORMANCE (COOLING
SYSTEM SUSPECTED)
COOLING
BR/BE
7 - 15
COOLING (Continued)
CONDITION
INADEQUATE HEATER
PERFORMANCE. GUAGE MAY OR
MAY NOT READ LOW.
HEAT ODOR
POSSIBLE CAUSES
CORRECTION
2. Thermal viscous fan drive not
working.
2. Check fan drive. (Refer to 7 COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - DIAGNOSIS
AND TESTING)
3. Air seals around radiator
damaged or missing.
3. Inspect air seals, repair or
replace as necessary.
1. Heavy duty cooling system, and
cooler ambient temperatures.
1. None. Normal condition.
2. Obstruction in heater hoses.
2. Remove hoses, remove
obstruction.
3. Water pump damaged.
3. Replace water pump.
1. Damaged or missing drive line
heat shields.
1. Repair or replace damaged or
missing heat shields.
2. Thermal viscous fan drive
damaged.
2. Check thermal viscous fan drive.
(Refer to 7 - COOLING/ENGINE/
FAN DRIVE VISCOUS CLUTCH DIAGNOSIS AND TESTING)
STANDARD PROCEDURE
STANDARD PROCEDURE - DRAINING COOLING
SYSTEM 5.9L/8.0L ENGINES
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
DO NOT WASTE reusable coolant. If solution is
clean, drain coolant into a clean container for reuse.
(1) Remove radiator pressure cap.
(2) Loosen radiator petcock.
(3) Remove cylinder block drain plugs. Refer to
(Fig. 7).
STANDARD PROCEDURE—DRAINING COOLING
SYSTEM 5.9L DIESEL ENGINE
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAIN PLUG WITH SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM COOLANT
CAN OCCUR.
DO NOT WASTE reusable coolant. If the solution
is clean, drain the coolant into a clean container for
reuse.
(1) Start the engine and place the heater control
temperature selector in the Full-On position. Vacuum
is needed to actuate the heater controls.
Fig. 7 Cylinder Block Drain Plug - 5.9L Engines
1 - BLOCK DRAIN PLUG
(2) Turn the ignition off.
(3) Do not remove radiator cap when draining coolant from reserve/overflow tank. Open radiator drain
plug and when tank is empty, remove radiator cap. If
the coolant reserve/overflow tank does not drain,
(Refer to 7 - COOLING - DIAGNOSIS AND TESTING). The coolant need not be removed from tank
unless the system is being refilled with fresh mixture.
(4) Remove radiator pressure cap.
7 - 16
COOLING
BR/BE
COOLING (Continued)
STANDARD PROCEDURE - REFILLING
COOLING SYSTEM 5.9L/8.0L ENGINES
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
DO NOT WASTE reusable coolant. If solution is
clean, drain coolant into a clean container for reuse.
Clean cooling system prior to refilling. (Refer to 7 COOLING - STANDARD PROCEDURE).
(1) Install cylinder block drain plugs. Coat the
threads with Mopart Thread Sealant with Teflon.
(2) Close radiator petcock.
(3) Fill cooling system with a 50/50 mixture of
water and antifreeze.
(4) Fill coolant reserve/overflow tank to FULL
mark on indicator stick.
(5) Start and operate engine until thermostat
opens (upper radiator hose warm to touch).
(6) If necessary, add a 50/50 water and antifreeze
mixture to the coolant reserve/overflow tank. This is
done to maintain coolant level between the FULL
and ADD marks. The level in the reserve/overflow
tank may drop below the ADD mark after three or
four warm-up and cool-down cycles.
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only Mopart Antifreeze/Coolant, 5
Year/100,000 Mile Formula (glycol base coolant with
corrosion inhibitors called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a
freeze point of -37°C (-35°F). If it loses color or
becomes contaminated, drain, flush, and replace with
fresh properly mixed coolant solution.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.
STANDARD PROCEDURE—COOLANT LEVEL
CHECK
NOTE: Do not remove radiator cap for routine coolant level inspections. The coolant level can be
checked at coolant recovery bottle.
STANDARD PROCEDURE—REFILLING
COOLING SYSTEM 5.9L DIESEL ENGINE
Clean cooling system prior to refilling (Refer to 7 COOLING - STANDARD PROCEDURE).
(1) Close radiator drain plug.
CAUTION: Due to the use of the one-way check
valve, the engine must not be operating when refilling the cooling system.
NOTE: The diesel engine is equipped with a oneway check valve (jiggle pin). The check valve is
used as a servicing feature and will vent air when
the system is being filled. Water pressure (or flow)
will hold the valve closed.
(2) Fill the cooling system with a 50/50 mixture of
water and antifreeze.
(3) Fill coolant reserve/overflow tank to the FULL
mark.
(4) Start and operate engine until thermostat
opens. Upper radiator hose should be warm to touch.
(5) If necessary, add 50/50 water and antifreeze
mixture to the coolant reserve/overflow tank to maintain coolant level. This level should be between the
ADD and FULL marks. The level in the reserve/overflow tank may drop below the ADD mark after three
or four warm-up and cool-down cycles.
Fig. 8 COOLANT RESERVE/OVERFLOW TANK—ALL
EXCEPT 8.0L V-10 ENGINE
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
COOLING
BR/BE
7 - 17
COOLING (Continued)
The coolant reserve/overflow system provides a
quick method for determining coolant level without
removing radiator pressure cap. With engine not running, open the coolant recovery bottle cap and
remove coolant level indicator dipstick to observe
coolant level in coolant recovery bottle. The coolant
level should be between ADD and FULL marks. If
the coolant level is at or below the ADD mark, fill
the recovery bottle with a 50/50 mixture of antifreeze
and water ONE QUART AT A TIME. Repeat this procedure until the coolant level is at the FULL mark
(Fig. 8).
STANDARD PROCEDURE - COOLING SYSTEM
CLEANING/REVERSE FLUSHING
CLEANING
Drain cooling system and refill with water. Run
engine with radiator cap installed until upper radiator hose is hot. Stop engine and drain water from
system. If water is dirty, fill system with water, run
engine and drain system. Repeat until water drains
clean.
REVERSE FLUSHING
Reverse flushing of cooling system is the forcing of
water through the cooling system. This is done using
air pressure in the opposite direction of normal coolant flow. It is usually only necessary with very dirty
systems with evidence of partial plugging.
REVERSE FLUSHING RADIATOR
Disconnect radiator hoses from radiator inlet and
outlet. Attach a section of radiator hose to radiator
bottom outlet fitting and insert flushing gun. Connect a water supply hose and air supply hose to
flushing gun.
CAUTION: Internal radiator pressure must not
exceed 138 kPa (20 psi) as damage to radiator may
result.
Allow radiator to fill with water. When radiator is
filled, apply air in short blasts. Allow radiator to
refill between blasts. Continue this reverse flushing
until clean water flows out through rear of radiator
cooling tube passages. Have radiator cleaned more
extensively by a radiator repair shop.
REVERSE FLUSHING ENGINE
Drain cooling system. Remove thermostat housing
and thermostat. Install thermostat housing. Disconnect radiator upper hose from radiator and attach
flushing gun to hose. Disconnect radiator lower hose
from water pump and attach a lead-away hose to
water pump inlet fitting.
CAUTION: On vehicles equipped with a heater water
control valve, be sure heater control valve is closed
(heat off). This will prevent coolant flow with scale
and other deposits from entering heater core.
Connect water supply hose and air supply hose to
flushing gun. Allow engine to fill with water. When
engine is filled, apply air in short blasts, allowing
system to fill between air blasts. Continue until clean
water flows through the lead away hose.
Remove lead away hose, flushing gun, water supply hose and air supply hose. Remove thermostat
housing and install thermostat. Install thermostat
housing with a replacement gasket. Refer to Thermostat Replacement. Connect radiator hoses. Refill cooling system with correct antifreeze/water mixture.
Refer to Refilling the Cooling System.
CHEMICAL CLEANING
In some instances, use a radiator cleaner (Mopar
Radiator Kleen or equivalent) before flushing. This
will soften scale and other deposits and aid flushing
operation.
CAUTION: Follow manufacturers instructions when
using these products.
STANDARD PROCEDURE - COOLANT
SELECTION - ADDITIVES
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only Mopart Antifreeze/Coolant, 5
Year/100,000 Mile Formula (glycol base coolant with
corrosion inhibitors called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a
freeze point of -37°C (-35°F). If it loses color or
becomes contaminated, drain, flush, and replace with
fresh properly mixed coolant solution.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.
7 - 18
COOLING
BR/BE
COOLING (Continued)
SPECIFICATIONS
SPECIAL TOOLS
TORQUE
COOLING
DESCRIPTION
N·m
Ft.
In.
Lbs.
Lbs
61
45
—
88
65
—
67
50
—
Bolt 8.0L Engine
41
30
—
Block Heater—Screw Gas
Engines
2
—
17
Block Heater—Hex Diesel
Engine
43
32
—
Belt Tensioner Pulley 5.9L
Engine-Bolt
Belt Tensioner Pulley 8.0L
Engine—
Bolt
SPANNER WRENCH 6958
Belt Tensioner to Mounting
Bracket—
Bolt 5.9L Engine
Belt Tensioner to Mounting
Bracket—
Fan Shroud to Radiator
Mounting—
Bolts
Adapter Pins 8346
6
—
50
16
—
142
Gas Engines
61
45
—
Radiator Mounting—Bolts
11
—
95
Thermal Viscous Fan to
Hub—(Diesel)
57
42
—
Heater Hose Fitting at Water
Pump—(8.0L)
Idler Pulley Mounting—Bolts
Pliers 6094
Thermostat Housing—Bolts
5.9L
23
—
200
Thermostat Housing—Bolts
8.0L
25
—
220
Thermostat Housing—Bolts
Diesel
24
—
212
Gas Engines
40
30
—
Water Pump Mounting—Bolts
Diesel
24
—
212
Water Pump Mounting—Bolts
Pressure Tester 7700–A
ACCESSORY DRIVE
BR/BE
7 - 19
ACCESSORY DRIVE
TABLE OF CONTENTS
page
BELT TENSIONERS - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
BELT TENSIONERS - 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
BELT TENSIONERS - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
DRIVE BELTS - 5.9L
DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT
....................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 19
. 19
. 19
. 20
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 20
. 21
. 21
. 22
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 23
. 23
. 23
. 23
. . . . . 24
. . . . . 26
page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
DRIVE BELTS - 8.0L
DIAGNOSIS AND TESTING—ACCESSORY
DRIVE BELT
......................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
DRIVE BELTS - 5.9L DIESEL
DIAGNOSIS AND TESTING—ACCESSORY
DRIVE BELT
......................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
VACUUM PUMP - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—VACUUM PUMP
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
. . . 26
. . . 27
. . . 29
. . . 29
. . . 30
. . . 32
. . . 32
. . . 33
. . . 34
. . . 34
. . . 34
. . . 36
BELT TENSIONERS - 5.9L
DESCRIPTION
Correct drive belt tension is required to ensure
optimum performance of the belt driven engine accessories. If specified tension is not maintained, belt
slippage may cause; engine overheating, lack of
power steering assist, loss of air conditioning capacity, reduced generator output rate, and greatly
reduced belt life.
It is not necessary to adjust belt tension on the
5.9L engines. These engines are equipped with an
automatic belt tensioner (Fig. 1). The tensioner maintains correct belt tension at all times. Due to use of
this belt tensioner, do not attempt to use a belt tension gauge on 5.9L engines.
OPERATION
The automatic belt tensioner maintains belt tension by using internal spring pressure, a pivoting
arm and pulley to press against the drive belt.
REMOVAL
WARNING: BECAUSE OF HIGH SPRING PRESSURE, DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY (EXCEPT FOR PULLEY).
Fig. 1 Automatic Belt Tensioner - 5.9L Engines
1 - AUTOMATIC TENSIONER
2 - COIL AND BRACKET
3 - SCREW AND WASHER
(1) Remove accessory drive belt. (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(2) Disconnect wiring and secondary cable from
ignition coil.
(3) Remove ignition coil from coil mounting
bracket (two bolts). Do not remove coil mounting
bracket from cylinder head.
7 - 20
ACCESSORY DRIVE
BR/BE
BELT TENSIONERS - 5.9L (Continued)
(4) Remove tensioner assembly from mounting
bracket (one nut) (Fig. 2).
(4) Install coil to coil bracket. If nuts and bolts are
used to secure coil to coil bracket, tighten to 11 N·m
(100 in. lbs.) torque. If coil mounting bracket has
been tapped for coil mounting bolts, tighten bolts to 5
N·m (50 in. lbs.) torque.
(5) Install drive belt. (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(6) Check belt indexing marks (Fig. 2).
BELT TENSIONERS - 8.0L
DESCRIPTION
CAUTION: Do not attempt to check belt tension with
a belt tension gauge on vehicles equipped with an
automatic belt tensioner.
Drive belts on 8.0L engines are equipped with a
spring loaded automatic belt tensioner (Fig. 3) This
belt tensioner will be used with all belt configurations, such as with or without power steering or air
conditioning.
The tensioner is equipped with an indexing arrow
(Fig. 4) on back of tensioner and an indexing mark
on tensioner housing.
Fig. 2 Tensioner Indexing Marks and Mounting Nut
1
2
3
4
-
TENSIONER ASSEMBLY
TENSIONER MOUNTING NUT
INDEXING ARROW
INDEXING MARK
(5) Remove pulley bolt. Remove pulley from tensioner.
INSTALLATION
(1) Install pulley and pulley bolt to tensioner.
Tighten bolt to 61 N·m (45 ft. lbs.) torque.
(2) Install tensioner assembly to mounting
bracket. An indexing tab is located on back of tensioner. Align this tab to slot in mounting bracket.
Tighten nut to 67 N·m (50 ft. lbs.) torque.
(3) Connect all wiring to ignition coil.
CAUTION: To prevent damage to coil case, coil
mounting bolts must be torqued.
Fig. 3 Belt Tensioner—8.0L V-10 Engines
1
2
3
4
5
-
PULLEY BOLT
IDLER PULLEY
TENSIONER PULLEY
TENSIONER
TENSIONER MOUNTING BOLT
ACCESSORY DRIVE
BR/BE
7 - 21
BELT TENSIONERS - 8.0L (Continued)
• Belt incorrectly routed.
A used belt should be replaced if tensioner indexing arrow has moved to point-A (Fig. 5). Tensioner
travel stops at point-A.
Fig. 4 Indexing Marks—8.0L Engines Typical
1
2
3
4
-
TENSIONER ASSEMBLY
TENSIONER MOUNTING NUT
INDEXING ARROW
INDEXING MARK
OPERATION
WARNING: THE AUTOMATIC BELT TENSIONER
ASSEMBLY IS SPRING LOADED. DO NOT ATTEMPT
TO DISASSEMBLE THE TENSIONER ASSEMBLY.
The automatic belt tensioner maintains correct belt
tension using a coiled spring within the tensioner
housing. The spring applies pressure to the tensioner
arm pressing the arm into the belt, tensioning the
belt.
If a new belt is being installed, the arrow must be
within approximately 3 mm (1/8 in.) of indexing
mark (point B-) (Fig. 5). Belt is considered new if it
has been used 15 minutes or less. If this specification
cannot be met, check for:
• The wrong belt being installed (incorrect length/
width)
• Worn bearings on an engine accessory (A/C compressor, power steering pump, water pump, idler pulley or generator)
• A pulley on an engine accessory being loose
• Misalignment of an engine accessory
Fig. 5 Indexing Marks—8.0L Engines Typical
1
2
3
4
-
TENSIONER ASSEMBLY
TENSIONER MOUNTING NUT
INDEXING ARROW
INDEXING MARK
REMOVAL
WARNING: BECAUSE OF HIGH SPRING PRESSURE, DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY (EXCEPT FOR PULLEY).
CAUTION: If the pulley is to be removed from the
tensioner, its mounting bolt has left-hand threads.
(1) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(2) Remove tensioner mounting bolt (Fig. 6) and
remove tensioner.
7 - 22
ACCESSORY DRIVE
BR/BE
BELT TENSIONERS - 8.0L (Continued)
Fig. 7 Tensioner Dowel Pin
1 - BELT TENSIONER
2 - DOWEL PIN
Fig. 6 Belt Tensioner
1
2
3
4
5
-
PULLEY BOLT
IDLER PULLEY
TENSIONER PULLEY
TENSIONER
TENSIONER MOUNTING BOLT
INSTALLATION
CAUTION: If the pulley is to be removed from the
tensioner, its mounting bolt has left-hand threads.
(1) Install pulley and pulley bolt to tensioner.
Tighten bolt to 88 N·m (65 ft. lbs.) torque.
(2) Install tensioner assembly to mounting
bracket. A dowel pin is located on back of tensioner
(Fig. 7). Align this to dowel hole (Fig. 8) in tensioner
mounting bracket. Tighten bolt to 41 N·m (30 ft. lbs.)
torque.
(3) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
Fig. 8 Tensioner Dowel Hole
1 - DOWEL PIN HOLE
2 - TENSIONER MOUNTING BRACKET
ACCESSORY DRIVE
BR/BE
BELT TENSIONERS - 5.9L
DIESEL
DESCRIPTION
Drive belts on all engines are equipped with a
spring loaded automatic belt tensioner (Fig. 9). This
tensioner maintains constant belt tension at all times
and requires no maintenance or adjustment.
CAUTION: Do not attempt to check belt tension with
a belt tension gauge on vehicles equipped with an
automatic belt tensioner.
7 - 23
• Worn bearings on an engine accessory (A/C compressor, power steering pump, water pump, idler pulley or generator)
• A pulley on an engine accessory being loose
• Misalignment of an engine accessory
• Belt incorrectly routed.
REMOVAL
WARNING: BECAUSE OF HIGH SPRING PRESSURE, DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY.
(1) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(2) Remove tensioner mounting bolt (Fig. 10) and
remove tensioner.
Fig. 9 Belt
1
2
3
4
5
- WATER PUMP
- ACCESSORY DRIVE BELT
- AUTOMATIC BELT TENSIONER
- 3/89 SQUARE BOLT
- MOUNT. BOLT
OPERATION
WARNING: THE AUTOMATIC BELT TENSIONER
ASSEMBLY IS SPRING LOADED. DO NOT ATTEMPT
TO DISASSEMBLE THE TENSIONER ASSEMBLY.
The automatic belt tensioner maintains correct belt
tension using a coiled spring within the tensioner
housing. The spring applies pressure to the tensioner
arm pressing the arm into the belt, tensioning the
belt.
If a new belt is being installed, the arrow must be
within approximately 3 mm (1/8 in.) of indexing
mark. Belt is considered new if it has been used 15
minutes or less. If this specification cannot be met,
check for:
• The wrong belt being installed (incorrect length/
width)
Fig. 10 Automatic Belt Tensioner Diesel Engine—
Typical
1
2
3
4
5
- WATER PUMP
- ACCESSORY DRIVE BELT
- AUTOMATIC BELT TENSIONER
- 3/89 SQUARE BOLT
- MOUNT. BOLT
INSTALLATION
(1) Install tensioner assembly to mounting
bracket. A dowel is located on back of tensioner. Align
this dowel to hole in tensioner mounting bracket.
Tighten bolt to 41 N·m (30 ft. lbs.) torque.
(2) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
7 - 24
ACCESSORY DRIVE
BR/BE
DRIVE BELTS - 5.9L
DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT
VISUAL DIAGNOSIS
When diagnosing serpentine accessory drive belts,
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 11), are considered normal.
These are not a reason to replace the belt. However,
cracks running along a rib (not across) are not normal. Any belt with cracks running along a rib must
be replaced (Fig. 11). Also replace the belt if it has
excessive wear, frayed cords or severe glazing.
Refer to ACCESSORY DRIVE BELT DIAGNOSIS
CHART for further belt diagnosis.
NOISE DIAGNOSIS
Noises generated by the accessory drive belt are
most noticeable at idle. Before replacing a belt to
resolve a noise condition, inspect all of the accessory
drive pulleys for alignment, glazing, or excessive end
play.
Fig. 11 Belt Wear Patterns
1 - NORMAL CRACKS BELT OK
2 - NOT NORMAL CRACKS REPLACE BELT
ACCESSORY DRIVE BELT DIAGNOSIS CHART
CONDITION
RIB CHUNKING (One or more
ribs has separated from belt
body)
RIB OR BELT WEAR
BELT SLIPS
POSSIBLE CAUSES
CORRECTION
1. Foreign objects imbedded in pulley
grooves.
1. Remove foreign objects from pulley
grooves. Replace belt.
2. Installation damage
2. Replace belt
1. Pulley misaligned
1. Align pulley(s)
2. Abrasive environment
2. Clean pulley(s). Replace belt if
necessary
3. Rusted pulley(s)
3. Clean rust from pulley(s)
4. Sharp or jagged pulley groove tips
4. Replace pulley. Inspect belt.
5. Belt rubber deteriorated
5. Replace belt
1. Belt slipping because of insufficient
tension
1. Inspect/Replace tensioner if
necessary
2. Belt or pulley exposed to
substance that has reduced friction
(belt dressing, oil, ethylene glycol)
2. Replace belt and clean pulleys
3. Driven component bearing failure
(seizure)
3. Replace faulty component or
bearing
4. Belt glazed or hardened from heat
and excessive slippage
4. Replace belt.
ACCESSORY DRIVE
BR/BE
7 - 25
DRIVE BELTS - 5.9L (Continued)
CONDITION
LONGITUDAL BELT
CRACKING
POSSIBLE CAUSES
CORRECTION
1. Belt has mistracked from pulley
groove
1. Replace belt
2. Pulley groove tip has worn away
rubber to tensile member
2. Replace belt
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Pulley(s) not within design
tolerance
2. Replace pulley(s)
3. Foreign object(s) in grooves
3. Remove foreign objects from
grooves
4. Pulley misalignment
4. Align component
5. Belt cordline is broken
5. Replace belt
1. Incorrect belt tension
1. Replace Inspect/Replace tensioner
if necessary
2. Tensile member damaged during
belt installation
2. Replace belt
3. Severe misalignment
3. Align pulley(s)
4. Bracket, pulley, or bearing failure
4. Replace defective component and
belt
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Bearing noise
2. Locate and repair
3. Belt misalignment
3. Align belt/pulley(s)
4. Belt to pulley mismatch
4. Install correct belt
5. Driven component induced
vibration
5. Locate defective driven component
and repair
TENSION SHEETING FABRIC
FAILURE
(Woven fabric on outside,
circumference of belt has
cracked or separated from body
of belt)
1. Tension sheeting contacting
stationary object
1. Correct rubbing condition
2. Excessive heat causing woven
fabric to age
2. Replace belt
3. Tension sheeting splice has
fractured
3. Replace belt
CORD EDGE FAILURE
(Tensile member exposed at
edges of belt or separated from
belt body)
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Belt contacting stationary object
2. Replace belt
3. Pulley(s) out of tolerance
3. Replace pulley
4. Insufficient adhesion between
tensile member and rubber matrix
4. Replace belt
9GROOVE JUMPING9
(Belt does not maintain correct
position on pulley)
BELT BROKEN
(Note: Identify and correct
problem before new belt is
installed)
NOISE
(Objectionable squeal, squeak,
or rumble is heard or felt while
drive belt is in operation)
7 - 26
ACCESSORY DRIVE
BR/BE
DRIVE BELTS - 5.9L (Continued)
REMOVAL
NOTE: The belt routing schematics are published
from the latest information available at the time of
publication. If anything differs between these schematics and the Belt Routing Label, use the schematics on Belt Routing Label. This label is located
in the engine compartment.
CAUTION: Do not attempt to check belt tension with
a belt tension gauge on vehicles equipped with an
automatic belt tensioner. Refer to Automatic Belt
Tensioner in this group.
Drive belts on these engines are equipped with a
spring loaded automatic belt tensioner (Fig. 12). This
belt tensioner will be used on all belt configurations,
such as with or without power steering or air conditioning. For more information, (Refer to 7 - COOLING/ACCESSORY DRIVE/BELT TENSIONERS DESCRIPTION).
(1) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 12).
(2) Rotate tensioner assembly clockwise (as viewed
from front) until tension has been relieved from belt.
(3) Remove belt from idler pulley first.
(4) Remove belt from vehicle.
INSTALLATION
CAUTION: When installing the accessory drive belt,
the belt must be routed correctly. If not, engine may
overheat due to water pump rotating in wrong
direction. Refer to (Fig. 13) (Fig. 14) for correct
engine belt routing. The correct belt with correct
length must be used.
(1) Position drive belt over all pulleys except idler
pulley. This pulley is located between generator and
A/C compressor.
(2) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 12).
(3) Rotate socket/wrench clockwise. Place belt over
idler pulley. Let tensioner rotate back into place.
Remove wrench. Be sure belt is properly seated on
all pulleys.
(4) Check belt indexing marks.
Fig. 13 Belt Routing - 5.9L Engines with A/C
Fig. 12 Belt Tensioner - 5.9L Gas Engines
1 - IDLER PULLEY
2 - TENSIONER
3 - FAN BLADE
1
2
3
4
5
6
7
- GENERATOR PULLEY
- A/C PULLEY
- POWER STEERING PULLEY
- CRANKSHAFT PULLEY
- WATER PUMP PULLEY
- TENSIONER PULLEY
- IDLER PULLEY
ACCESSORY DRIVE
BR/BE
7 - 27
DRIVE BELTS - 5.9L (Continued)
be replaced (Fig. 15). Also replace the belt if it has
excessive wear, frayed cords or severe glazing.
Refer to ACCESSORY DRIVE BELT DIAGNOSIS
CHART for further belt diagnosis.
Fig. 14 Belt Routing - 5.9L Engines Without A/C
1
2
3
4
5
6
-
GENERATOR PULLEY
IDLER PULLEY
POWER STEERING PULLEY
CRANKSHAFT PULLEY
WATER PUMP PULLEY
TENSIONER PULLEY
DRIVE BELTS - 8.0L
DIAGNOSIS AND TESTING—ACCESSORY
DRIVE BELT
VISUAL DIAGNOSIS
When diagnosing serpentine accessory drive belts,
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 15), are considered normal.
These are not a reason to replace the belt. However,
cracks running along a rib (not across) are not normal. Any belt with cracks running along a rib must
Fig. 15 Belt Wear Patterns
1 - NORMAL CRACKS BELT OK
2 - NOT NORMAL CRACKS REPLACE BELT
NOISE DIAGNOSIS
Noises generated by the accessory drive belt are
most noticeable at idle. Before replacing a belt to
resolve a noise condition, inspect all of the accessory
drive pulleys for alignment, glazing, or excessive end
play.
7 - 28
ACCESSORY DRIVE
BR/BE
DRIVE BELTS - 8.0L (Continued)
ACCESSORY DRIVE BELT DIAGNOSIS CHART
CONDITION
RIB CHUNKING (One or more ribs
has separated from belt body)
RIB OR BELT WEAR
BELT SLIPS
LONGITUDAL BELT CRACKING
9GROOVE JUMPING9
(Belt does not maintain correct
position on pulley)
BELT BROKEN
(Note: Identify and correct problem
before new belt is installed)
POSSIBLE CAUSES
CORRECTION
1. Foreign objects imbedded in
pulley grooves.
1. Remove foreign objects from
pulley grooves. Replace belt.
2. Installation damage
2. Replace belt
1. Pulley misaligned
1. Align pulley(s)
2. Abrasive environment
2. Clean pulley(s). Replace belt if
necessary
3. Rusted pulley(s)
3. Clean rust from pulley(s)
4. Sharp or jagged pulley groove
tips
4. Replace pulley. Inspect belt.
5. Belt rubber deteriorated
5. Replace belt
1. Belt slipping because of
insufficient tension
1. Inspect/Replace tensioner if
necessary
2. Belt or pulley exposed to
substance that has reduced friction
(belt dressing, oil, ethylene glycol)
2. Replace belt and clean pulleys
3. Driven component bearing failure
(seizure)
3. Replace faulty component or
bearing
4. Belt glazed or hardened from
heat and excessive slippage
4. Replace belt.
1. Belt has mistracked from pulley
groove
1. Replace belt
2. Pulley groove tip has worn away
rubber to tensile member
2. Replace belt
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Pulley(s) not within design
tolerance
2. Replace pulley(s)
3. Foreign object(s) in grooves
3. Remove foreign objects from
grooves
4. Pulley misalignment
4. Align component
5. Belt cordline is broken
5. Replace belt
1. Incorrect belt tension
1. Replace Inspect/Replace
tensioner if necessary
2. Tensile member damaged during
belt installation
2. Replace belt
3. Severe misalignment
3. Align pulley(s)
4. Bracket, pulley, or bearing failure
4. Replace defective component
and belt
ACCESSORY DRIVE
BR/BE
DRIVE BELTS - 8.0L (Continued)
CONDITION
NOISE (Objectional squeal, spueak,
or rumble is heard or felt while drive
belt is in operation)
TENSION SHEETING FABRIC
FAILURE
(Woven fabric on outside,
circumference of belt has cracked or
separated from body of belt)
CORD EDGE FAILURE
(Tensile member exposed at edges
of belt or separated from belt body)
POSSIBLE CAUSES
CORRECTION
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Bearing noise
2. Locate and repair
3. Belt misalignment
3. Align belt/pulley(s)
4. Belt to pulley mismatch
4. Install correct belt
5. Driven component induced
vibration
5. Locate defective driven
component and repair
1. Tension sheeting contacting
stationary object
1. Correct rubbing condition
2. Excessive heat causing woven
fabric to age
2. Replace belt
3. Tension sheeting splice has
fractured
3. Replace belt
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Belt contacting stationary object
2. Replace belt
3. Pulley(s) out of tolerance
3. Replace pulley
4. Insufficient adhesion between
tensile member and rubber matrix
4. Replace belt
REMOVAL
Drive belts are equipped with a spring loaded automatic belt tensioner (Fig. 16). This belt tensioner will
be used on all belt configurations, such as with or
without power steering or air conditioning. For more
information, refer to Automatic Belt Tensioner, proceeding in this group.
(1) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 16). The threads on the
pulley mounting bolt are left- hand.
(2) Relax the tension from the belt by rotating the
tensioner counterclockwise (as viewed from front)
(Fig. 16). When all belt tension has been relaxed,
remove belt from tensioner pulley first and other pulleys last.
INSTALLATION
CAUTION: When installing the accessory drive belt,
the belt must be routed correctly. If not, engine may
overheat due to water pump rotating in wrong
direction. Refer to (Fig. 17) (Fig. 18) for correct
engine belt routing. The correct belt with correct
length must be used.
CAUTION: If the pulley is to be removed from the
tensioner, its mounting bolt has left-hand threads.
Fig. 16 Belt Tensioner
1
2
3
4
5
-
PULLEY BOLT
IDLER PULLEY
TENSIONER PULLEY
TENSIONER
TENSIONER MOUNTING BOLT
7 - 29
7 - 30
ACCESSORY DRIVE
BR/BE
DRIVE BELTS - 8.0L (Continued)
(1) Position drive belt over all pulleys except tensioner pulley.
(2) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 16).
(3) Rotate socket/wrench counterclockwise. Install
belt over tensioner pulley. Let tensioner rotate back
into place. Remove wrench. Be sure belt is properly
seated on all pulleys.
Fig. 18 Belt Routing—Without A/C
1
2
3
4
5
6
7
- AUTOMATIC TENSIONER
- GENERATOR PULLEY
- IDLER PULLEY
- POWER STEERING PUMP PULLEY
- WATER PUMP AND FAN PULLEY
- CRANKSHAFT PULLEY
- AIR PUMP (A.I.R.) PULLEY
Fig. 17 Belt Routing—With A/C
1
2
3
4
5
6
7
8
- AUTOMATIC TENSIONER
- GENERATOR PULLEY
- IDLER PULLEY
- A/C COMPRESSOR PUMP PULLEY
- POWER STEERING PUMP PULLEY
- WATER PUMP AND FAN PULLEY
- CRANKSHAFT PULLEY
- AIR PUMP (A.I.R.) PULLEY
DRIVE BELTS - 5.9L DIESEL
DIAGNOSIS AND TESTING—ACCESSORY
DRIVE BELT
VISUAL DIAGNOSIS
When diagnosing serpentine accessory drive belts,
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 19), are considered normal.
These are not a reason to replace the belt. However,
cracks running along a rib (not across) are not normal. Any belt with cracks running along a rib must
be replaced (Fig. 19). Also replace the belt if it has
excessive wear, frayed cords or severe glazing.
Refer to ACCESSORY DRIVE BELT DIAGNOSIS
CHART for further belt diagnosis.
Fig. 19 Belt Wear Patterns
1 - NORMAL CRACKS BELT OK
2 - NOT NORMAL CRACKS REPLACE BELT
ACCESSORY DRIVE
BR/BE
7 - 31
DRIVE BELTS - 5.9L DIESEL (Continued)
NOISE DIAGNOSIS
Noises generated by the accessory drive belt are
most noticeable at idle. Before replacing a belt to
resolve a noise condition, inspect all of the accessory
drive pulleys for alignment, glazing, or excessive end
play.
ACCESSORY DRIVE BELT DIAGNOSIS CHART
CONDITION
RIB CHUNKING (One or more ribs
has separated from belt body)
RIB OR BELT WEAR
BELT SLIPS
LONGITUDAL BELT CRACKING
9GROOVE JUMPING9
(Belt does not maintain correct
position on pulley)
POSSIBLE CAUSES
CORRECTION
1. Foreign objects imbedded in
pulley grooves.
1. Remove foreign objects from
pulley grooves. Replace belt.
2. Installation damage
2. Replace belt
1. Pulley misaligned
1. Align pulley(s)
2. Abrasive environment
2. Clean pulley(s). Replace belt if
necessary
3. Rusted pulley(s)
3. Clean rust from pulley(s)
4. Sharp or jagged pulley groove
tips
4. Replace pulley. Inspect belt.
5. Belt rubber deteriorated
5. Replace belt
1. Belt slipping because of
insufficient tension
1. Inspect/Replace tensioner if
necessary
2. Belt or pulley exposed to
substance that has reduced friction
(belt dressing, oil, ethylene glycol)
2. Replace belt and clean pulleys
3. Driven component bearing failure
(seizure)
3. Replace faulty component or
bearing
4. Belt glazed or hardened from
heat and excessive slippage
4. Replace belt.
1. Belt has mistracked from pulley
groove
1. Replace belt
2. Pulley groove tip has worn away
rubber to tensile member
2. Replace belt
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
2. Pulley(s) not within design
tolerance
2. Replace pulley(s)
3. Foreign object(s) in grooves
3. Remove foreign objects from
grooves
4. Pulley misalignment
4. Align component
5. Belt cordline is broken
5. Replace belt
7 - 32
ACCESSORY DRIVE
BR/BE
DRIVE BELTS - 5.9L DIESEL (Continued)
CONDITION
BELT BROKEN
(Note: Identify and correct problem
before new belt is installed)
POSSIBLE CAUSES
1. Incorrect belt tension
2. Tensile member damaged during
belt installation
CORRECTION
1. Replace Inspect/Replace
tensioner if necessary
2. Replace belt
3. Severe misalignment
3. Align pulley(s)
4. Bracket, pulley, or bearing failure
4. Replace defective component
and belt
1. Incorrect belt tension
2. Bearing noise
1. Inspect/Replace tensioner if
necessary
2. Locate and repair
3. Belt misalignment
3. Align belt/pulley(s)
4. Belt to pulley mismatch
4. Install correct belt
5. Driven component induced
vibration
5. Locate defective driven
component and repair
TENSION SHEETING FABRIC
FAILURE
(Woven fabric on outside,
circumference of belt has cracked or
separated from body of belt)
1. Tension sheeting contacting
stationary object
2. Excessive heat causing woven
fabric to age
1. Correct rubbing condition
3. Tension sheeting splice has
fractured
3. Replace belt
CORD EDGE FAILURE
(Tensile member exposed at edges
of belt or separated from belt body)
1. Incorrect belt tension
1. Inspect/Replace tensioner if
necessary
NOISE (Objectional squeal, spueak,
or rumble is heard or felt while drive
belt is in operation)
2. Replace belt
2. Belt contacting stationary object
2. Replace belt
3. Pulley(s) out of tolerance
3. Replace pulley
4. Insufficient adhesion between
tensile member and rubber matrix
4. Replace belt
REMOVAL
CAUTION: Do not attempt to check belt tension with
a belt tension gauge on vehicles equipped with an
automatic belt tensioner. Refer to Automatic Belt
Tensioner in this group.
NOTE: The belt routing schematics are published
from the latest information available at the time of
publication. If anything differs between these schematics and the Belt Routing Label, use the schematics on Belt Routing Label.This label is located in
the engine compartment.
Drive belts on diesel engines are equipped with a
spring loaded automatic belt tensioner (Fig. 20).
(Fig. 20) displays the tensioner for vehicles
without air conditioning.
This belt tensioner will be used on all belt configurations, such as with or without air conditioning. For
more information, (Refer to 7 - COOLING/ACCESSORY
DRIVE/BELT TENSIONERS - DESCRIPTION).
(1) A 3/8 inch square hole is provided in the automatic belt tensioner (Fig. 20). Attach a 3/8 inch
drive-long handle ratchet to this hole.
(2) Rotate ratchet and tensioner assembly counterclockwise (as viewed from front) until tension has
been relieved from belt.
(3) Remove belt from water pump pulley first.
(4) Remove belt from vehicle.
INSTALLATION
CAUTION: When installing the accessory drive belt,
the belt must be routed correctly. If not, engine may
overheat due to water pump rotating in wrong
direction. Refer to (Fig. 21) (Fig. 22) for correct
engine belt routing. The correct belt with correct
length must be used.
(1) Position drive belt over all pulleys except
water pump pulley.
(2) Attach a 3/8 inch ratchet to tensioner.
ACCESSORY DRIVE
BR/BE
7 - 33
DRIVE BELTS - 5.9L DIESEL (Continued)
Fig. 20 Belt Tensioner—5.9L Diesel—Typical
(non-A/C shown)
1
2
3
4
5
- WATER PUMP
- ACCESSORY DRIVE BELT
- AUTOMATIC BELT TENSIONER
- 3/89 SQUARE BOLT
- MOUNT. BOLT
(3) Rotate ratchet and belt tensioner counterclockwise. Place belt over water pump pulley. Let tensioner rotate back into place. Remove ratchet. Be
sure belt is properly seated on all pulleys.
Fig. 22 Belt Routing—5.9L Diesel Engine—Without
A/C
1
2
3
4
5
- GENERATOR PULLEY
- FAN PULLEY
- CRANKSHAFT PULLEY
- AUTOMATIC TENSIONER
- WATER PUMP PULLEY
VACUUM PUMP - 5.9L DIESEL
DESCRIPTION
Fig. 21 Belt Routing—5.9L Diesel Engine—With A/C
1
2
3
4
5
6
- GENERATOR PULLEY
- WATER PUMP PULLEY
- FAN PULLEY
- CRANKSHAFT PULLEY
- AUTOMATIC TENSIONER
- A/C COMPRESSOR PUMP PULLEY
The vacuum pump and the power steering pump
are combined into a single assembly on diesel engine
models (Fig. 23). Both pumps are operated by a drive
gear attached to the vacuum pump shaft. The shaft
gear is driven by the camshaft gear.
The vacuum pump is a constant displacement,
vane-type pump. Vacuum is generated by four vanes
mounted in the pump rotor. The rotor is located in
the pump housing and is pressed onto the pump
shaft.
The vacuum and steering pumps are operated by a
single drive gear pressed onto the vacuum pump
shaft. The drive gear is operated by the engine camshaft gear.
The vacuum and power steering pump shafts are
connected by a coupling. Each pump shaft has an
adapter with drive lugs that engage in the coupling.
The vacuum pump rotating components are lubricated by engine oil. Lubricating oil is supplied to the
pump through an oil line at the underside of the
pump housing.
7 - 34
ACCESSORY DRIVE
BR/BE
VACUUM PUMP - 5.9L DIESEL (Continued)
The complete assembly must be removed in order
to service either pump. However, the power steering
pump can be removed and serviced separately when
necessary.
DIAGNOSIS AND TESTING—VACUUM PUMP
OUTPUT
The vacuum pump supplies necessary vacuum to
components in the following systems:
• HEVAC system
• Speed Control System
A quick check to determine if the vacuum pump is
the cause of the problem in any of these systems is to
road test the vehicle and verify that all of these systems are fuctioning properly. If only one of these has
a vacuum related failure, then it is likely the vacuum
pump is not the cause.
A standard vacuum gauge can be used to check
pump output when necessary. Simply disconnect the
pump supply hose and connect a vacuum gauge to
the outlet port for testing purposes. With the engine
running, vacuum output should be a minimum of 25
inches, depending on engine speed.
DIAGNOSING LOW VACUUM OUTPUT CONDITION
Fig. 23 Diesel Vacuum & Power Steering Pump
Assembly
1
2
3
4
-
VACUUM PUMP
POWER STEERING PUMP
PUMP ADAPTER
DRIVE GEAR
The vacuum pump is not a serviceable component.
If diagnosis indicates a pump malfunction, the pump
must be replaced as an assembly. Do not disassemble
or attempt to repair the pump.
The combined vacuum and steering pump assembly must be removed for access to either pump. However, the vacuum pump can be removed without
having to disassemble the power steering pump.
If the power steering pump requires service, simply
remove the assembly and separate the two pumps.
Refer to the pump removal and installation procedures in this section.
OPERATION
Vacuum pump output is transmitted to the
HEVAC, speed control, systems through a supply
hose. The hose is connected to an outlet port on the
pump housing and uses an in-line check valve to
retain system vacuum when vehicle is not running.
Pump output ranges from a minimum of 8.5 to 25
inches vacuum.
The pump rotor and vanes are rotated by the pump
drive gear. The drive gear is operated by the camshaft gear.
If the vacuum pump is suspected of low vacuum
output, check the pump and vacuum harnesses as
follows:
(1) Visually inspect the vacuum harness for obvious failures (i.e. disconnected, cracks, breaks etc.)
(2) Disconnect the vacuum supply hose at the vacuum pump check valve. Connect vacuum gauge to
this valve and run engine at various throttle openings. Output should be a minimum 25 inches of vacuum. If vacuum is consistently below 25 inches, the
vacuum pump should be replaced. If output is within
specified limits, the vacuum harness should be suspected as the cause.
(3) Disconnect and isolate the vacuum supply harness. Cap off open ends and apply roughly 15 inches
of vacuum to the harness. If the vacuum gauge does
not hold its reading, then there is an open in the harness and it should be repaired or replaced.
(4) If the vacuum loss is still not detected at this
point, then the pump and harness are not the cause
of the low vacuum condition. Apply vacuum to the
related components of the vacuum supply system (i.e.
valves, servos, solenoids, etc.) to find the source of
the vacuum loss.
REMOVAL
(1) Disconnect battery negative cables.
(2) Position drain pan under power steering pump.
(3) Disconnect vacuum and steering pump hoses.
(4) Disconnect lubricating oil feed line from fitting
at underside of vacuum pump (Fig. 24).
(5) Remove lower bolt that attaches pump assembly to engine block (Fig. 25).
ACCESSORY DRIVE
BR/BE
7 - 35
VACUUM PUMP - 5.9L DIESEL (Continued)
(6) Remove bottom, inboard nut that attaches
adapter to steering pump. This nut secures a small
bracket to engine block. Nut and bracket must be
removed before pump assembly can be removed from
block.
Fig. 25 Vacuum Pump Mounting
1 - PUMP ASSEMBLY LOWER MOUNTING BOLT
2 - ADAPTER BRACKET
3 - BOTTOM—INBOARD ADAPTER BRACKET NUT
Fig. 24 Vacuum Pump Oil Feed Line
1 - ENGINE BLOCK
2 - VACUUM PUMP
3 - VACUUM PUMP OIL FEED LINE
(7) Remove upper bolt that attaches pump assembly to engine block (Fig. 26).
(8) Remove pump assembly from vehicle.
NOTE: The vacuum pump and adapter are serviced
as an assembly and must not be seperated.
(9) Remove the remaining three power steering
pump to adapter mounting nuts (Fig. 27).
(10) Gently, remove the steering pump from the
adapter. Use caution not to damage the oil seal in
the adapter body (Fig. 28).
Fig. 26 Pump Assembly Upper Mounting Bolt
1 - PUMP UPPER BOLT
2 - DRIVE COVER
7 - 36
ACCESSORY DRIVE
BR/BE
VACUUM PUMP - 5.9L DIESEL (Continued)
Fig. 27 Adapter to Power Steering Pump Nuts
1
2
3
4
5
- VACUUM PUMP
- ATTACHING NUTS
- STEERING PUMP
- PUMP SPACERS
- OIL FEED FITTING
Fig. 28 Steering Pump, Vacuum Pump and Adapter
1
2
3
4
5
6
7
-
PUMP SHAFT
VACUUM FITTING
VACUUM PUMP DRIVE
OIL SEAL
MOUNTING BRACKET
DRIVE DOG
PUMP SPACERS
INSTALLATION
NOTE: Make sure the two pump spacers are
present before assembling power steering pump to
adapter.
(1) Aline the steering pump drive dog with the slot
in the vacuum pump drive assembly, slide the steering pump into place on the adapter.Use care not to
damage the oil seal in the adapter body.
(2) Install the three steering pump to adapter
nuts, do not install the lower inboard mounting nut
at this time. Tighten nuts to 24 N·m (18 ft. lbs.).
(3) Position new gasket on vacuum pump mounting flange (Fig. 29). Use Mopart Perfect Seal, or silicone adhesive/sealer to hold gasket in place.
(4) Insert pump assembly upper attaching bolt in
mounting flange and gasket. Use sealer or grease to
hold bolt in place if necessary.
(5) Position pump assembly on engine and install
upper bolt (Fig. 30). Tighten upper bolt only enough
to hold assembly in place at this time.
Fig. 29 Pump Mounting Flange Gasket
1 - PUMP MOUNTING FLANGE
2 - PUMP GASKET (APPLY SEALER TO BOTH SIDES)
BR/BE
ACCESSORY DRIVE
7 - 37
VACUUM PUMP - 5.9L DIESEL (Continued)
(6) Working from under vehicle, install pump
assembly lower attaching bolt. Then tighten upper
and lower bolt to 77 N·m (57 ft. lbs.).
(7) Position bracket on steering pump inboard
stud. Then install remaining adapter attaching nut
on stud. Tighten nut to 24 N·m (18 ft. lbs.).
(8) Connect oil feed line to vacuum pump connector and tighten line fitting.
(9) Connect steering pump pressure and return
lines to pump. Tighten pressure line fitting to 30
N·m (22 ft. lbs.).
(10) Connect vacuum hose to vacuum pump.
(11) Connect battery cables, if removed.
(12) Fill power steering pump reservoir and Purge
air from steering pump lines (Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
Fig. 30 Installing Pump Assembly On Engine
1 - PUMP ASSEMBLY
2 - PUMP GASKET
3 - DRIVE GEAR
7 - 38
ENGINE
BR/BE
ENGINE
TABLE OF CONTENTS
page
COOLANT
DESCRIPTION - ENGINE COOLANT . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
COOLANT RECOVERY CONTAINER - 3.9L/5.2L/
5.9L/5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
COOLANT RECOVERY CONTAINER - 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR FAN - 5.9L/8.0L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR FAN - 5.9L DIESEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK HEATER - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK HEATER - 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK HEATER - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT TEMP SENSOR - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT THERMOSTAT - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—THERMOSTAT .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
. . 39
. . 40
.
.
.
.
. 40
. 40
. 40
. 41
. . 41
. . 41
.
.
.
.
. 41
. 42
. 42
. 42
.
.
.
.
. 43
. 43
. 43
. 44
.
.
.
.
. 44
. 44
. 44
. 44
.
.
.
.
. 45
. 45
. 45
. 45
.
.
.
.
. 46
. 46
. 46
. 46
.
.
.
.
. 47
. 47
. 47
. 47
.
.
.
.
.
. 48
. 48
. 48
. 48
. 49
page
ENGINE COOLANT THERMOSTAT - 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—THERMOSTAT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT THERMOSTAT - 5.9L
DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—THERMOSTAT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FAN DRIVE VISCOUS CLUTCH - 5.9L/8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - VISCOUS FAN
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN DRIVE VISCOUS CLUTCH - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - VISCOUS FAN
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—RADIATOR
COOLANT FLOW . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
RADIATOR - 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—RADIATOR
COOLANT FLOW . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
RADIATOR - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—RADIATOR
COOLANT FLOW . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
.
.
.
.
.
.
.
.
.
.
. 51
. 51
. 51
. 51
. 52
.
.
.
.
.
.
.
.
.
.
. 53
. 53
. 53
. 54
. 54
. . . 55
. . . 55
. . . 55
. . . 56
. . . 56
. . . 57
. . . 58
. . . 58
.
.
.
.
.
.
.
.
.
.
. 58
. 58
. 59
. 60
. 60
. . . 60
. . . 60
.
.
.
.
.
.
.
.
.
.
. 60
. 60
. 61
. 61
. 61
. . . 62
. . . 62
.
.
.
.
.
.
.
.
. 62
. 62
. 64
. 64
ENGINE
BR/BE
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
RADIATOR PRESSURE CAP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—RADIATOR
CAP-TO-FILLER NECK SEAL . . . . . . . . .
DIAGNOSIS AND TESTING—RADIATOR
CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
WATER PUMP - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—WATER PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
WATER PUMP - 8.0L
DIAGNOSIS AND TESTING—WATER PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . 64
. . . . 64
. . . . 64
. . . . 65
. . . . 65
. . . . 65
. . . . 66
...
...
..
...
...
...
...
. 66
. 66
. 66
. 66
. 68
. 68
. 68
. . . 69
. . . . 69
COOLANT
DESCRIPTION - ENGINE COOLANT
ETHYLENE-GLYCOL MIXTURES
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethylene-glycol.
The required ethylene-glycol (antifreeze) and water
mixture depends upon the climate and vehicle operating conditions. The recommended mixture of 50/50
ethylene-glycol and water will provide protection
against freezing to -37 deg. C (-35 deg. F). The antifreeze concentration must always be a minimum of
44 percent, year-round in all climates. If percentage
is lower than 44 percent, engine parts may be
eroded by cavitation, and cooling system components may be severely damaged by corrosion.
Maximum protection against freezing is provided
with a 68 percent antifreeze concentration, which
prevents freezing down to -67.7 deg. C (-90 deg. F). A
higher percentage will freeze at a warmer temperature. Also, a higher percentage of antifreeze can
cause the engine to overheat because the specific
heat of antifreeze is lower than that of water.
Use of 100 percent ethylene-glycol will cause formation of additive deposits in the system, as the corrosion inhibitive additives in ethylene-glycol require
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
WATER PUMP - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—WATER PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
WATER PUMP INLET TUBE - 5.9L
REMOVAL
REMOVAL - WATER PUMP BYPASS HOSE
WITH AIR CONDITIONING . . . . . . . . . . . .
REMOVAL - WATER PUMP BYPASS HOSE
WITHOUT AIR CONDITIONING . . . . . . . .
INSTALLATION
INSTALLATION - WATER PUMP BYPASS
HOSE WITH AIR CONDITIONING . . . . . .
INSTALLATION - WATER PUMP BYPASS
HOSE WITHOUT AIR CONDITIONING . . .
7 - 39
. . . 71
. . . 71
. . . 71
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 72
. 72
. 72
. 72
. 72
. 72
. 72
. . . 73
. . . 76
. . . 76
. . . 77
the presence of water to dissolve. The deposits act as
insulation, causing temperatures to rise to as high as
149 deg. C (300) deg. F). This temperature is hot
enough to melt plastic and soften solder. The
increased temperature can result in engine detonation. In addition, 100 percent ethylene-glycol freezes
at 22 deg. C (-8 deg. F ).
PROPYLENE-GLYCOL MIXTURES
It’s overall effective temperature range is smaller
than that of ethylene-glycol. The freeze point of 50/50
propylene-glycol and water is -32 deg. C (-26 deg. F).
5 deg. C higher than ethylene-glycol’s freeze point.
The boiling point (protection against summer boilover) of propylene-glycol is 125 deg. C (257 deg. F )
at 96.5 kPa (14 psi), compared to 128 deg. C (263
deg. F) for ethylene-glycol. Use of propylene-glycol
can result in boil-over or freeze-up on a cooling system designed for ethylene-glycol. Propylene glycol
also has poorer heat transfer characteristics than
ethylene glycol. This can increase cylinder head temperatures under certain conditions.
Propylene-glycol/ethylene-glycol
Mixtures
can
cause the destabilization of various corrosion inhibitors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propylene-glycol based coolants are mixed in the vehicle,
conventional methods of determining freeze point will
not be accurate. Both the refractive index and specific gravity differ between ethylene glycol and propylene glycol.
7 - 40
ENGINE
BR/BE
COOLANT (Continued)
OPERATION
OPERATION
Coolant flows through the engine block absorbing
the heat from the engine, then flows to the radiator
where the cooling fins in the radiator transfers the
heat from the coolant to the atmosphere. During cold
weather the ethylene-glycol coolant prevents water
present in the cooling system from freezing within
temperatures indicated by mixture ratio of coolant to
water.
The coolant reserve/overflow system works in conjunction with the radiator pressure cap. It utilizes
thermal expansion and contraction of coolant to keep
coolant free of trapped air. It provides a volume for
expansion and contraction of coolant. It also provides
a convenient and safe method for checking coolant
level and adjusting level at atmospheric pressure.
This is done without removing the radiator pressure
cap. The system also provides some reserve coolant
to the radiator to cover minor leaks and evaporation
or boiling losses.
As the engine cools, a vacuum is formed in the
cooling system of both the radiator and engine. Coolant will then be drawn from the coolant tank and
returned to a proper level in the radiator.
COOLANT RECOVERY
CONTAINER - 3.9L/5.2L/5.9L/
5.9L DIESEL
DESCRIPTION
The coolant reserve/overflow tank is mounted to
the side of the fan shroud (Fig. 1), and is made of
high temperature plastic.
REMOVAL
(1) Remove overflow hose from radiator.
(2) Unsnap the coolant reserve/overflow tank from
fan shroud. Lift straight up. The fan shroud is
equipped with T-shaped slots (Fig. 2) to attach the
tank. An alignment pin is located on the side of tank.
Fig. 1 Coolant Reserve/Overflow Tank
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
Fig. 2 COOLANT RESERVE/OVERFLOW TANK—ALL
EXCEPT 8.0L V-10 ENGINE
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
ENGINE
BR/BE
7 - 41
COOLANT RECOVERY CONTAINER - 3.9L/5.2L/5.9L/5.9L DIESEL (Continued)
INSTALLATION
(1) Snap the tank into the two T-slots and the
alignment pin on fan shroud (Fig. 3).
(2) Connect overflow hose to radiator.
Fig. 4 Coolant Reserve/Overflow Tank—8.0L V-10
Engine
1
2
3
4
-
COOLANT RESERVE/OVERFLOW TANK
TANK MOUNTING BOLTS (3)
ICM MOUNTING BOLTS (2)
IGNITION CONTROL MODULE (ICM)
ant will then be drawn from the coolant tank and
returned to a proper level in the radiator.
Fig. 3 COOLANT RESERVE/OVERFLOW TANK—ALL
EXCEPT 8.0L V-10 ENGINE
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
COOLANT RECOVERY
CONTAINER - 8.0L
DESCRIPTION
On the 8.0L V-10 engine the tank is mounted to
right inner fender (Fig. 4) , and is made of high temperature plastic.
OPERATION
The coolant reserve/overflow system works in conjunction with the radiator pressure cap. It utilizes
thermal expansion and contraction of coolant to keep
coolant free of trapped air. It provides a volume for
expansion and contraction of coolant. It also provides
a convenient and safe method for checking coolant
level and adjusting level at atmospheric pressure.
This is done without removing the radiator pressure
cap. The system also provides some reserve coolant
to the radiator to cover minor leaks and evaporation
or boiling losses.
As the engine cools, a vacuum is formed in the
cooling system of both the radiator and engine. Cool-
RADIATOR FAN - 5.9L/8.0L
REMOVAL
CAUTION: If the viscous fan drive is replaced
because of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
(1) Disconnect negative battery cable from battery.
(2) Remove throttle cable at top of fan shroud.
(3) All Except 8.0L V-10 Engine: Unsnap coolant
reserve/overflow tank from fan shroud and lay aside.
The tank is held to shroud with T- shaped slots. Do
not disconnect hose or drain coolant from tank.
(4) The thermal viscous fan drive/fan blade assembly is attached (threaded) to water pump hub shaft
(Fig. 6). Remove fan blade/viscous fan drive assembly
from water pump by turning mounting nut counterclockwise as viewed from front. Threads on viscous
fan drive are RIGHT-HAND. A Snap-On 36 MM Fan
Wrench (number SP346 from Snap-On Cummins Diesel Tool Set number 2017DSP), Special Tool 6958
Spanner Wrench and Adapter Pins 8346 should be
used to prevent pulley from rotating (Fig. 5).
7 - 42
ENGINE
BR/BE
RADIATOR FAN - 5.9L/8.0L (Continued)
(8) Remove fan shroud and fan blade/viscous fan
drive assembly as a complete unit from vehicle.
(9) After removing fan blade/viscous fan drive
assembly, do not place viscous fan drive in horizontal position. If stored horizontally, silicone fluid in
the viscous fan drive could drain into its bearing
assembly and contaminate lubricant.
CAUTION: Do not remove water pump pulley-to-water pump bolts. This pulley is under spring tension.
(10) Remove four bolts securing fan blade assembly to viscous fan drive (Fig. 6).
CAUTION: Some engines equipped with serpentine
drive belts have reverse rotating fans and viscous
fan drives. They are marked with the word
REVERSE to designate their usage. Installation of
the wrong fan or viscous fan drive can result in
engine overheating.
Fig. 5 Using Special Tool 6958 Spanner Wrench
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN
(5) Do not attempt to remove fan/viscous fan drive
assembly from vehicle at this time.
CLEANING
Clean the fan blades using a mild soap and water.
Do not use an abrasive to clean the blades.
INSPECTION
WARNING: DO NOT ATTEMPT TO BEND OR
STRAIGHTEN FAN BLADES IF FAN IS NOT WITHIN
SPECIFICATIONS.
CAUTION: If fan blade assembly is replaced
because of mechanical damage, water pump and
viscous fan drive should also be inspected. These
components could have been damaged due to
excessive vibration.
Fig. 6 Fan Blade/Viscous Fan Drive - Gas Engines Typical
1
2
3
4
-
WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY
(6) Do not unbolt fan blade assembly (Fig. 6) from
viscous fan drive at this time.
(7) Remove four fan shroud-to-radiator mounting
bolts.
(1) Remove fan blade assembly from viscous fan
drive unit (four bolts).
(2) Lay fan on a flat surface with leading edge facing down. With tip of blade touching flat surface,
replace fan if clearance between opposite blade and
surface is greater than 2.0 mm (.090 inch). Rocking
motion of opposite blades should not exceed 2.0 mm
(.090 inch). Test all blades in this manner.
(3) Inspect fan assembly for cracks, bends, loose
rivets or broken welds. Replace fan if any damage is
found.
INSTALLATION
(1) Install fan blade assembly to viscous fan drive.
Tighten bolts (Fig. 6) to 23 N·m (17 ft. lbs.) torque.
(2) Position fan shroud and fan blade/viscous fan
drive assembly to vehicle as a complete unit.
(3) Install fan shroud.
ENGINE
BR/BE
7 - 43
RADIATOR FAN - 5.9L/8.0L (Continued)
(4) Install fan blade/viscous fan drive assembly to
water pump shaft (Fig. 6).
(5) Except 8.0L V-10 Engine: Install coolant
reserve/overflow tank to fan shroud. Snaps into position.
(6) Install throttle cable to fan shroud.
(7) Connect negative battery cable.
NOTE:
Viscous Fan Drive Fluid Pump Out Requirement:
After installing a new viscous fan drive, bring the
engine speed up to approximately 2000 rpm and
hold for approximately two minutes. This will
ensure proper fluid distribution within the drive.
RADIATOR FAN - 5.9L DIESEL
Fig. 7 Fan Blade/Viscous Fan Drive
REMOVAL
CAUTION: If the viscous fan drive is replaced
because of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
(1) Disconnect the battery negative cables.
(2) Remove the fan shroud mounting bolts. Position fan shroud towards engine.
CAUTION: Do not remove the fan pulley bolts. This
pulley is under spring tension.
(3) The thermal viscous fan drive/fan blade assembly is attached (threaded) to the fan hub shaft (Fig.
7). Remove the fan blade/fan drive assembly from fan
pulley by turning the mounting nut clockwise (as
viewed from front). Threads on the viscous fan drive
are LEFT-HAND. A Snap-On 36 MM Fan Wrench
(number SP346 from Snap-On Cummins Diesel Tool
Set number 2017DSP) can be used. Place a bar or
screwdriver between the fan pulley bolts to prevent
pulley from rotating.
(4) Remove the fan shroud and the fan blade/viscous drive as an assembly from vehicle.
(5) Remove fan blade-to-viscous fan drive mounting bolts.
(6) Inspect the fan for cracks, loose rivets, loose or
bent fan blades.
CAUTION: Some engines equipped with serpentine
drive belts have reverse rotating fans and viscous
fan drives. They are marked with the word
1
2
3
4
5
-
THREADED SHAFT
BOLT (4)
FAN BLADE
THREADED NUT
VISCOUS FAN DRIVE
REVERSE to designate their usage. Installation of
the wrong fan or viscous fan drive can result in
engine overheating.
CLEANING
Clean the fan blades using a mild soap and water.
Do not use an abrasive to clean the blades.
INSPECTION
WARNING: DO NOT ATTEMPT TO BEND OR
STRAIGHTEN FAN BLADES IF FAN IS NOT WITHIN
SPECIFICATIONS.
CAUTION: If fan blade assembly is replaced
because of mechanical damage, water pump and
viscous fan drive should also be inspected. These
components could have been damaged due to
excessive vibration.
(1) Remove fan blade assembly from viscous fan
drive unit (four bolts).
(2) Lay fan on a flat surface with leading edge facing down. With tip of blade touching flat surface,
replace fan if clearance between opposite blade and
surface is greater than 2.0 mm (.090 inch). Rocking
motion of opposite blades should not exceed 2.0 mm
(.090 inch). Test all blades in this manner.
(3) Inspect fan assembly for cracks, bends, loose
rivets or broken welds. Replace fan if any damage is
found.
7 - 44
ENGINE
BR/BE
RADIATOR FAN - 5.9L DIESEL (Continued)
INSTALLATION
(1) Install fan blade assembly to viscous fan drive.
Tighten mounting bolts to 23 N·m (17 ft. lbs.) torque.
(2) Position the fan shroud and fan blade/viscous
fan drive to the vehicle as an assembly.
(3) Install viscous fan drive assembly on fan hub
shaft (Fig. 7). Tighten mounting nut to 57 N·m (42 ft.
lbs.) torque.
(4) Install fan shroud bolts into position and
tighten the mounting bolts to 6 N·m (50 in. lbs.)
torque.
(5) Connect the battery negative cables.
NOTE:
Viscous Fan Drive Fluid Pump Out Requirement:
After installing a new viscous fan drive, bring the
engine speed up to approximately 2000 rpm and
hold for approximately two minutes. This will
ensure proper fluid distribution within the drive.
ENGINE BLOCK HEATER - 5.9L
DESCRIPTION
WARNING: DO NOT OPERATE ENGINE UNLESS
BLOCK HEATER CORD HAS BEEN DISCONNECTED
FROM POWER SOURCE AND SECURED IN PLACE.
THE POWER CORD MUST BE SECURED IN ITS
RETAINING CLIPS AND ROUTED AWAY FROM
EXHAUST MANIFOLDS AND MOVING PARTS.
An optional engine block heater is available on all
models. The heater is equipped with a power cord.
The heater is mounted in a core hole of the engine
cylinder block (in place of a freeze plug) with the
heating element immersed in engine coolant. The
cord is attached to an engine compartment component with tie-straps.
The 5.9L gas powered engine has the block heater
located on the right side of engine next to the oil filter (Fig. 8).
OPERATION
The heater warms the engine coolant providing
easier engine starting and faster warm-up in low
temperatures. Connecting the power cord to a
grounded 110-120 volt AC electrical outlet with a
grounded three wire extension cord provides the electricity needed to heat the element..
REMOVAL
(1) Disconnect battery negative cable.
(2) Drain coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
Fig. 8 Engine Block Heater
1
2
3
4
5
6
-
FREEZE PLUG HOLE
BLOCK HEATER
SCREW
POWER CORD (120V AC)
HEATING COIL
OIL FILTER
(3) Remove power cord from heater by unplugging
(Fig. 9).
(4) Loosen (but do not completely remove) the
screw at center of block heater (Fig. 9).
(5) Remove block heater by carefully prying from
side-to-side. Note direction of heating element coil
(up or down). Element coil must be installed correctly
to prevent damage.
INSTALLATION
(1) Clean and inspect the block heater hole.
(2) Install new O-ring seal(s) to heater in gasoline
engines.
(3) Insert block heater into cylinder block.
(4) With heater fully seated, tighten center screw
to 2 N·m (17 in. lbs.).
(5) Fill cooling system with recommended coolant.
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(6) Start and warm the engine.
(7) Check block heater for leaks.
ENGINE
BR/BE
7 - 45
ENGINE BLOCK HEATER - 5.9L (Continued)
Fig. 10 Engine Block Heater—8.0L V-10 Engine
Fig. 9 Engine Block Heater
1
2
3
4
5
6
-
FREEZE PLUG HOLE
BLOCK HEATER
SCREW
POWER CORD (120V AC)
HEATING COIL
OIL FILTER
ENGINE BLOCK HEATER - 8.0L
DESCRIPTION
An optional engine block heater is available on all
models. The heater is equipped with a power cord.
The heater is mounted in a core hole of the engine
cylinder block (in place of a freeze plug) with the
heating element immersed in engine coolant. The
cord is attached to an engine compartment component with tie-straps.
The 8.0L V-10 engine has the block heater located
on the right side of engine next to the engine oil dipstick tube (Fig. 10).
WARNING: DO NOT OPERATE ENGINE UNLESS
BLOCK HEATER CORD HAS BEEN DISCONNECTED
FROM POWER SOURCE AND SECURED IN PLACE.
THE POWER CORD MUST BE SECURED IN ITS
RETAINING CLIPS AND ROUTED AWAY FROM
EXHAUST MANIFOLDS AND MOVING PARTS.
OPERATION
The heater warms the engine coolant providing
easier engine starting and faster warm-up in low
temperatures. Connecting the power cord to a
1
2
3
4
5
-
FREEZE PLUG HOLE
SCREW
POWER CORD (120V AC)
BLOCK HEATER
HEATING COIL
grounded 110-120 volt AC electrical outlet with a
grounded three wire extension cord provides the electricity needed to heat the element..
REMOVAL
(1) Disconnect battery negative cable.
(2) Drain coolant from radiator and cylinder block
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Remove power cord from heater by unplugging
(Fig. 11).
(4) Loosen (but do not completely remove) the
screw at center of block heater (Fig. 11).
(5) Remove block heater by carefully prying from
side-to-side. Note direction of heating element coil
(up or down). Element coil must be installed correctly
to prevent damage.
INSTALLATION
(1) Clean and inspect the block heater hole.
(2) Install new O-ring seal(s) to heater in gasoline
engines.
(3) Insert block heater into cylinder block.
(4) With heater fully seated, tighten center screw
to 2 N·m (17 in. lbs.).
7 - 46
ENGINE
BR/BE
ENGINE BLOCK HEATER - 8.0L (Continued)
The 5.9L diesel engine has the block heater located
on the right side of the engine below the exhaust
manifold next to the oil cooler (Fig. 12).
Fig. 12 Engine Block Heater—5.9L Diesel Engine
1 - BLOCK HEATER
Fig. 11 Block Heater—8.0L V-10 Engine
1
2
3
4
5
-
FREEZE PLUG HOLE
SCREW
POWER CORD (120V AC)
BLOCK HEATER
HEATING COIL
(5) Fill cooling system with recommended coolant
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(6) Start and warm the engine.
(7) Check block heater for leaks.
ENGINE BLOCK HEATER - 5.9L
DIESEL
DESCRIPTION
WARNING: DO NOT OPERATE ENGINE UNLESS
BLOCK HEATER CORD HAS BEEN DISCONNECTED
FROM POWER SOURCE AND SECURED IN PLACE.
THE POWER CORD MUST BE SECURED IN ITS
RETAINING CLIPS AND ROUTED AWAY FROM
EXHAUST MANIFOLDS AND MOVING PARTS.
An optional engine block heater is available on all
models. The heater is equipped with a power cord.
The heater is mounted in a threaded hole of the
engine cylinder block with the heating element
immersed in engine coolant. The cord is attached to
an engine compartment component with tie-straps.
OPERATION
The heater warms the engine coolant providing
easier engine starting and faster warm-up in low
temperatures. Connecting the power cord to a
grounded 110-120 volt AC electrical outlet with a
grounded three wire extension cord provides the electricity needed to heat the element..
REMOVAL
(1) Disconnect the battery negative cables.
(2) Drain coolant from radiator and cylinder block
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Unscrew the power cord retaining cap and disconnect cord from heater element.
(4) Using a suitable size socket, loosen and remove
the block heater element (Fig. 13).
INSTALLATION
(1) Clean and inspect the threads in the cylinder
block.
(2) Coat heater element threads with Mopart
Thread Sealer with Teflon.
(3) Screw block heater into cylinder block and
tighten to 43 N·m (32 ft. lbs.).
(4) Connect block heater cord and tighten retaining cap.
(5) Fill cooling system with recommended coolant
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(6) Start and warm the engine.
(7) Check block heater for leaks.
ENGINE
BR/BE
7 - 47
ENGINE BLOCK HEATER - 5.9L DIESEL (Continued)
• Target idle speed
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7, COOLING.
Fig. 13 Block Heater—Diesel Engine
1 - BLOCK HEATER
ENGINE COOLANT TEMP
SENSOR - 5.9L
DESCRIPTION
(1) Partially drain cooling system (Refer to 7 COOLING - STANDARD PROCEDURE).
(2) Remove air cleaner assembly.
(3) Disconnect electrical connector from sensor
(Fig. 14).
(4) Engines with air conditioning: When
removing the connector from sensor, do not pull
directly on wiring harness. Fabricate an L-shaped
hook tool from a coat hanger (approximately eight
inches long). Place the hook part of tool under the
connector for removal. The connector is snapped onto
the sensor. It is not equipped with a lock type tab.
(5) Remove sensor from intake manifold.
The Engine Coolant Temperature (ECT) sensor is
used to sense engine coolant temperature. The sensor
protrudes into an engine water jacket.
The ECT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as engine coolant
temperature increases, resistance (voltage) in the
sensor decreases. As temperature decreases, resistance (voltage) in the sensor increases.
OPERATION
At key-on, the Powertrain Control Module (PCM)
sends out a regulated 5 volt signal to the ECT sensor.
The PCM then monitors the signal as it passes
through the ECT sensor to the sensor ground (sensor
return).
When the engine is cold, the PCM will operate in
Open Loop cycle. It will demand slightly richer airfuel mixtures and higher idle speeds. This is done
until normal operating temperatures are reached.
The PCM uses inputs from the ECT sensor for the
following calculations:
• for engine coolant temperature gauge operation
through CCD or PCI (J1850) communications
• Injector pulse-width
• Spark-advance curves
• ASD relay shut-down times
• Idle Air Control (IAC) motor key-on steps
• Pulse-width prime-shot during cranking
• O2 sensor closed loop times
• Purge solenoid on/off times
• EGR solenoid on/off times (if equipped)
• Leak Detection Pump operation (if equipped)
• Radiator fan relay on/off times (if equipped)
Fig. 14 Engine Coolant Temperature
1
2
3
4
- GENERATOR
- A/C COMPRESSOR
- ENGINE COOLANT TEMPERATURE SENSOR
- ELEC. CONN.
INSTALLATION
(1) Install sensor.
(2) Tighten to 6–8 N·m (55–75 in. lbs.) torque.
(3) Connect electrical connector to sensor. The sensor connector is symmetrical (not indexed). It can be
installed to the sensor in either direction.
(4) Install air cleaner assembly.
(5) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
7 - 48
ENGINE
ENGINE COOLANT
THERMOSTAT - 5.9L
DESCRIPTION
CAUTION: Do not operate an engine without a thermostat, except for servicing or testing.
The thermostat on the 5.9L gas powered engine is
located beneath the thermostat housing at the front
of the intake manifold (Fig. 15).
The thermostat is a wax pellet driven, reverse poppet choke type.
Coolant leakage into the pellet container will cause
the thermostat to fail in the open position. Thermostats very rarely stick. Do not attempt to free a thermostat with a prying device.
The same thermostat is used for winter and summer seasons. An engine should not be operated without a thermostat, except for servicing or testing.
Operating without a thermostat causes longer engine
warmup time, unreliable warmup performance,
increased exhaust emissions and crankcase condensation that can result in sludge formation.
BR/BE
pellet expands, overcoming closing spring tension
and water pump pressure to force the valve to open.
DIAGNOSIS AND TESTING—THERMOSTAT
ON-BOARD DIAGNOSTICS
All gasoline powered models are equipped with
On-Board Diagnostics for certain cooling system components. Refer to On-Board Diagnostics (OBD) in the
Diagnosis section of this group for additional information. If the powertrain control module (PCM)
detects low engine coolant temperature, it will record
a Diagnostic Trouble Code (DTC) in the PCM memory. Do not change a thermostat for lack of heat as
indicated by the instrument panel gauge or by poor
heater performance unless a DTC is present. Refer to
the Diagnosis section of this group for other probable
causes. For other DTC numbers, (Refer to 25 - EMISSIONS CONTROL - DESCRIPTION).
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diagnostic Procedures information for diagnostic information and operation of the DRB scan tool.
REMOVAL
WARNING: DO NOT LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND PRESSURIZED.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
If thermostat is being replaced, be sure that
replacement is specified thermostat for vehicle model
and engine type.
Factory installed thermostat housings on 3.9L,
5.2L and 5.9L engines are installed on a gasket with
an anti-stick coating. This will aid in gasket removal
and clean-up.
(1) Disconnect negative battery cable at battery.
(2) Drain cooling system until coolant level is
below thermostat (Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Air Conditioned vehicles: Remove support
bracket (generator mounting bracket-to-intake manifold) located near rear of generator (Fig. 16).
Fig. 15 Thermostat - 5.9L Gas Powered Engines
1
2
3
4
5
-
THERMOSTAT HOUSING
GASKET
INTAKE MANIFOLD
THERMOSTAT
MACHINED GROOVE
OPERATION
The wax pellet is located in a sealed container at
the spring end of the thermostat. When heated, the
NOTE: On air conditioning equipped vehicles, the
generator must be partially removed.
(4) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) (Fig. 17).
(5) Remove two generator mounting bolts. Do not
remove any wiring at generator. If equipped with
4WD, unplug 4WD indicator lamp wiring harness
(located near rear of generator).
ENGINE
BR/BE
7 - 49
ENGINE COOLANT THERMOSTAT - 5.9L (Continued)
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 18). If
replacement is necessary, use only an original
equipment clamp with matching number or letter.
Fig. 16 Generator Support Bracket—5.9L Engine
1
2
3
4
- IDLER PULLEY BUSHING
- A/C AND/OR GENERATOR MOUNTING BRACKET
- IDLER PULLEY
- SCREW AND WASHER
(6) Remove generator. Position generator to gain
access for thermostat gasket removal.
Fig. 18 SPRING CLAMP SIZE LOCATION
1 - SPRING CLAMP SIZE LOCATION
(7) Remove radiator upper hose clamp and upper
hose at thermostat housing.
(8) Position wiring harness (behind thermostat
housing) to gain access to thermostat housing.
(9) Remove thermostat housing mounting bolts,
thermostat housing, gasket and thermostat (Fig. 19).
Discard old gasket.
INSTALLATION
Fig. 17 Automatic Belt Tensioner—5.9L Engines
1 - IDLER PULLEY
2 - TENSIONER
3 - FAN BLADE
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
(1) Clean mating areas of intake manifold and
thermostat housing.
(2) Install thermostat (spring side down) into
recessed machined groove on intake manifold (Fig.
19).
(3) Install gasket on intake manifold and over
thermostat (Fig. 19).
(4) Position thermostat housing to intake manifold.
Note the word FRONT stamped on housing (Fig. 20).
For adequate clearance, this must be placed towards
front of vehicle. The housing is slightly angled forward after installation to intake manifold.
(5) Install two housing-to-intake manifold bolts.
Tighten bolts to 23 N·m (200 in. lbs.) torque.
(6) Install radiator upper hose to thermostat housing.
7 - 50
ENGINE
BR/BE
ENGINE COOLANT THERMOSTAT - 5.9L (Continued)
CAUTION: When installing the serpentine accessory
drive belt, the belt must be routed correctly. If not,
engine may overheat due to water pump rotating in
wrong direction. Refer to (Fig. 21) for correct 3.9L,
5.2L and 5.9L engine belt routing. The correct belt
with correct length must be used.
(7) Air Conditioned vehicles; Install generator.
Tighten bolts to 41 N·m (30 ft. lbs.).
(8) Install support bracket (generator mounting
bracket-to-intake manifold) (Fig. 16). Tighten bolts to
54 N·m (40 ft. lbs.) torque.
(9) Install accessory drive belt (Fig. 17)(Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
Fig. 19 Thermostat—5.9L Engines
1
2
3
4
5
-
THERMOSTAT HOUSING
GASKET
INTAKE MANIFOLD
THERMOSTAT
MACHINED GROOVE
Fig. 21 Belt Routing—5.9L Engines
1
2
3
4
5
6
7
8
- IDLER PULLEY
- GENERATOR PULLEY
- A/C COMPRESSOR PULLEY
- IF W/OUT A/C
- POWER STEERING PUMP PULLEY
- WATER PUMP PULLEY
- CRANKSHAFT PULLEY
- AUTOMATIC TENSIONER
(10) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(11) Connect battery negative cable.
(12) Start and warm the engine. Check for leaks.
Fig. 20 Thermostat Position—5.9L Engines
ENGINE
BR/BE
7 - 51
ENGINE COOLANT
THERMOSTAT - 8.0L
DESCRIPTION
CAUTION: Do not operate an engine without a thermostat, except for servicing or testing.
The thermostat on all gas powered engines is
located beneath the thermostat housing at the front
of the intake manifold (Fig. 22).
The thermostat is a moveable sleeve type.
Coolant leakage into the pellet container will cause
the thermostat to fail in the open position. Thermostats very rarely stick. Do not attempt to free a thermostat with a prying device.
The same thermostat is used for winter and summer seasons. An engine should not be operated without a thermostat, except for servicing or testing.
Operating without a thermostat causes longer engine
warmup time, unreliable warmup performance,
increased exhaust emissions and crankcase condensation that can result in sludge formation.
OPERATION
The wax pellet is located in a sealed container at
the spring end of the thermostat. When heated, the
pellet expands, overcoming closing spring tension
and water pump pressure to force the valve to open.
DIAGNOSIS AND TESTING—THERMOSTAT
ON-BOARD DIAGNOSTICS
All gasoline powered models are equipped with
On-Board Diagnostics for certain cooling system components. Refer to On-Board Diagnostics (OBD) in the
Diagnosis section of this group for additional information. If the powertrain control module (PCM)
detects low engine coolant temperature, it will record
a Diagnostic Trouble Code (DTC) in the PCM memory. Do not change a thermostat for lack of heat as
indicated by the instrument panel gauge or by poor
heater performance unless a DTC is present. Refer to
the Diagnosis section of this group for other probable
causes. For other DTC numbers, (Refer to 25 - EMISSIONS CONTROL - DESCRIPTION).
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diagnostic Procedures information for diagnostic information and operation of the DRB scan tool.
REMOVAL
WARNING: DO NOT LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND PRES-
Fig. 22 Thermostat—8.0L V-10 Engine
1
2
3
4
5
6
7
-
COOLANT TEMP. SENSOR (FOR PCM)
HEATER SUPPLY FITTING
BOLTS (6)
HOUSING WITH INTEGRAL SEAL
THERMOSTAT
RUBBER LIP SEAL
TEMP. GAUGE SENDING UNIT
SURIZED. SERIOUS BURNS FROM THE COOLANT
CAN OCCUR.
Do not waste reusable coolant. If the solution is
clean, drain the coolant into a clean container for
reuse.
If the thermostat is being replaced, be sure that
the replacement is the specified thermostat for the
vehicle model and engine type.
A rubber lip-type seal with a metal shoulder is
pressed into the intake manifold beneath the thermostat (Fig. 23).
(1) Disconnect negative battery cable at battery.
(2) Drain cooling system until coolant level is
below thermostat (Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Remove the two support rod mounting bolts
and remove support rod (intake manifold-to-generator mount) (Fig. 24).
7 - 52
ENGINE
BR/BE
ENGINE COOLANT THERMOSTAT - 8.0L (Continued)
is necessary, use only an original equipment clamp
with a matching number or letter.
(4) Remove upper radiator hose clamp. Remove
upper radiator hose at thermostat housing.
(5) Disconnect the wiring connectors at both of the
sensors located on thermostat housing.
(6) Remove six thermostat housing mounting bolts,
thermostat housing and thermostat.
Fig. 23 Thermostat Seal—8.0L V-10 Engine
1 - METAL SEAL SHOULDER
2 - RUBBER LIP SEAL
3 - THERMOSTAT OPENING
Fig. 25 Thermostat—8.0L V-10 Engine
Fig. 24 Support Rod—8.0L V-10 Engine
1 - BOLTS
2 - SUPPORT ROD
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
1
2
3
4
5
6
7
-
COOLANT TEMP. SENSOR (FOR PCM)
HEATER SUPPLY FITTING
BOLTS (6)
HOUSING WITH INTEGRAL SEAL
THERMOSTAT
RUBBER LIP SEAL
TEMP. GAUGE SENDING UNIT
INSTALLATION
(1) Clean mating areas of intake manifold and
thermostat housing.
(2) Check the condition (for tears or cracks) of the
rubber thermostat seal located in the intake manifold
(Fig. 23) (Fig. 25). The thermostat should fit snugly
into the rubber seal.
(3) If seal replacement is necessary, coat the outer
(metal) portion of the seal with Mopart Gasket
Maker. Install the seal into the manifold using Special Seal Tool number C-3995-A with handle tool
number C-4171.
ENGINE
BR/BE
7 - 53
ENGINE COOLANT THERMOSTAT - 8.0L (Continued)
(4) Install thermostat into recessed machined
groove on intake manifold (Fig. 25).
(5) Install thermostat housing (Fig. 25).
(6) Install
housing-to-intake
manifold
bolts.
Tighten bolts to 25 N·m (220 in. lbs.) torque.
CAUTION: Housing bolts should be tightened
evenly to prevent damage to housing and to prevent leaks.
(7) Connect the wiring to both sensors.
(8) Install the upper radiator hose and hose clamp
to thermostat housing.
(9) Install support rod.
(10) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(11) Connect negative battery cable to battery.
(12) Start and warm engine. Check for leaks.
ENGINE COOLANT
THERMOSTAT - 5.9L DIESEL
DESCRIPTION
CAUTION: Do not operate an engine without a thermostat, except for servicing or testing. An engine
with the thermostat removed will operate in the
radiator bypass mode, causing an overheat condition.
The thermostat of the 5.9L diesel engine is located
in the front of the cylinder head, underneath the
water outlet connector (Fig. 26).
The same thermostat is used for winter and summer seasons. An engine should not be operated without a thermostat, except for servicing or testing.
Operating without a thermostat causes longer engine
warmup time, unreliable warmup performance,
increased exhaust emissions and crankcase condensation that can result in sludge formation.
OPERATION
The wax pellet is located in a sealed container at
the spring end of the thermostat. When heated, the
pellet expands, overcoming closing spring tension
and water pump pressure to force the valve to open.
DIAGNOSIS AND TESTING—THERMOSTAT
The cooling system used with the diesel engine
provides the extra coolant capacity and extra cooling
protection needed for higher GVWR (Gross Vehicle
Weight Rating) and GCWR (Gross Combined Weight
Rating) vehicles.
This system capacity will not effect warm up or
cold weather operating characteristics if the thermo-
Fig. 26 Thermostat—5.9L Diesel—Typical
1 - WATER OUTLET CONNECTOR
2 - THERMOSTAT HOUSING
3 - THERMOSTAT
stat is operating properly. This is because coolant
will be held in the engine until it reaches the thermostat “set” temperature.
Diesel engines, due to their inherent efficiency are
slower to warm up than gasoline powered engines,
and will operate at lower temperatures when the
vehicle is unloaded. Because of this, lower temperature gauge readings for diesel versus gasoline
engines may, at times be normal.
Typically, complaints of low engine coolant temperature are observed as low heater output when combined with cool or cold outside temperatures.
To help promote faster engine warm-up, the electric engine block heater must be used with cool or
cold outside temperatures. This will help keep the
engine coolant warm when the vehicle is parked. Use
the block heater if the outside temperature is below
4°C (40°F). Do not use the block heater if the
outside temperature is above 4°C (40°F).
A “Cold Weather Cover” is available from the parts
department through the Mopar Accessories product
line. This accessory cover is designed to block airflow
entering the radiator and engine compartment to
promote faster engine warm-up. It attaches to the
front of the vehicle at the grill opening. The cover is
to be used with cool or cold temperatures only.
If used with high outside temperatures, serious
engine damage could result. Refer to the literature supplied with the cover for additional information.
7 - 54
ENGINE
BR/BE
ENGINE COOLANT THERMOSTAT - 5.9L DIESEL (Continued)
(1) To determine if the thermostat is defective, it
must be removed from the vehicle (Refer to 7 COOLING/ENGINE/ENGINE COOLANT THERMOSTAT - REMOVAL).
(2) After the thermostat has been removed, examine the thermostat and inside of thermostat housing
for contaminants. If contaminants are found, the
thermostat may already be in a “stuck open” position.
Flush the cooling system before replacing thermostat
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Place the thermostat into a container filled
with water.
(4) Place the container on a hot plate or other suitable heating device.
(5) Place a commercially available radiator thermometer into the water.
(6) Apply heat to the water while observing the
thermostat and thermometer.
(7) When the water temperature reaches 83°C
(181°F) the thermostat should start to open (valve
will start to move). If the valve starts to move before
this temperature is reached, it is opening too early.
Replace thermostat. The thermostat should be fully
open (valve will stop moving) at 95°C (203°F). If the
valve is still moving when the water temperature
reaches 203°, it is opening too late. Replace thermostat. If the valve refuses to move at any time, replace
thermostat.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
(3) Remove radiator hose clamp and hose from
thermostat housing.
(4) Remove the three (3) water outlet-to-cylinder
head bolts and remove the water outlet connector
(Fig. 27).
(5) Clean the mating surfaces of the water outlet
connector and clean the thermostat seat groove at
the top of the thermostat housing (Fig. 27).
REMOVAL
WARNING: DO NOT LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND PRESSURIZED. SERIOUS BURNS FROM THE COOLANT
CAN OCCUR.
Do not waste reusable coolant. If the solution is
clean, drain the coolant into a clean container for
reuse.
(1) Disconnect the battery negative cables.
(2) Drain cooling system until coolant level is
below thermostat (Refer to 7 - COOLING - STANDARD PROCEDURE).
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
Fig. 27 Thermostat Removal/Installation
1 - WATER OUTLET CONNECTOR
2 - THERMOSTAT HOUSING
3 - THERMOSTAT
INSTALLATION
(1) Install the thermostat into the groove in the
top of the thermostat housing (Fig. 27).
(2) Install the water outlet connector and bolts.
Tighten the bolts to 24 N·m (18 ft. lbs.) torque.
(3) Install the radiator upper hose and clamp.
(4) Fill the cooling system with coolant (Refer to 7
- COOLING - STANDARD PROCEDURE).
(5) Connect the battery negative cables.
(6) Start the engine and check for coolant leaks.
Run engine to check for proper thermostat operation.
ENGINE
BR/BE
7 - 55
FAN DRIVE VISCOUS CLUTCH
- 5.9L/8.0L
DESCRIPTION
The thermal viscous fan drive (Fig. 28) is a silicone-fluid- filled coupling used to connect the fan
blades to the water pump shaft. The coupling allows
the fan to be driven in a normal manner. This is
done at low engine speeds while limiting the top
speed of the fan to a predetermined maximum level
at higher engine speeds.
Fig. 29 Viscous Fan Drive—Typical
1 - VISCOUS FAN DRIVE
2 - THERMOSTATIC SPRING
3 - MOUNTING NUT TO WATER PUMP HUB
DIAGNOSIS AND TESTING - VISCOUS FAN
DRIVE
NOISE
NOTE: It is normal for fan noise to be louder (roaring) when:
Fig. 28 Viscous Fan
1
2
3
4
-
WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY
OPERATION
A thermostatic bimetallic spring coil is located on
the front face of the viscous fan drive unit (a typical
viscous unit is shown in (Fig. 29). This spring coil
reacts to the temperature of the radiator discharge
air. It engages the viscous fan drive for higher fan
speed if the air temperature from the radiator rises
above a certain point. Until additional engine cooling
is necessary, the fan will remain at a reduced rpm
regardless of engine speed.
Only when sufficient heat is present, will the viscous fan drive engage. This is when the air flowing
through the radiator core causes a reaction to the
bimetallic coil. It then increases fan speed to provide
the necessary additional engine cooling.
Once the engine has cooled, the radiator discharge
temperature will drop. The bimetallic coil again
reacts and the fan speed is reduced to the previous
disengaged speed.
• The underhood temperature is above the engagement point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very
high.
• Engine loads and temperatures are high such as
when towing a trailer.
• Cool silicone fluid within the fan drive unit is
being redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
seconds to one minute after engine start-up on a cold
engine.
LEAKS
Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
excessive, replace the fan drive unit.
VISCOUS DRIVE
If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
spun by hand), replace the fan drive. This spin test
must be performed when the engine is cool.
For the following test, the cooling system must be
in good condition. It also will ensure against excessively high coolant temperature.
WARNING: BE SURE THAT THERE IS ADEQUATE
FAN BLADE CLEARANCE BEFORE DRILLING.
7 - 56
ENGINE
BR/BE
FAN DRIVE VISCOUS CLUTCH - 5.9L/8.0L (Continued)
(1) Drill a 3.18-mm (1/8-in) diameter hole in the
top center of the fan shroud.
(2) Obtain a dial thermometer with an 8 inch stem
(or equivalent). It should have a range of -18°-to105°C (0°-to-220° F). Insert thermometer through the
hole in the shroud. Be sure that there is adequate
clearance from the fan blades.
(3) Connect a tachometer and an engine ignition
timing light. The timing light is to be used as a
strobe light. This step cannot be used on the diesel
engine.
(4) Block the air flow through the radiator. Secure
a sheet of plastic in front of the radiator (or air conditioner condenser). Use tape at the top to secure the
plastic and be sure that the air flow is blocked.
(5) Be sure that the air conditioner (if equipped) is
turned off.
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
FAN DRIVE VISCOUS CLUTCH
- 5.9L DIESEL
DESCRIPTION
The thermal viscous fan drive (Fig. 30) is a silicone-fluid- filled coupling used to connect the fan
blades to the water pump shaft. The coupling allows
the fan to be driven in a normal manner. This is
done at low engine speeds while limiting the top
speed of the fan to a predetermined maximum level
at higher engine speeds.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.
Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88° C (190° F).
Fan drive engagement should start to occur at/between:
• 5.9L gas engines — 79° C (175° F)
• 8.0L engine — 88° to 96° C (190° to 205° F)
• 5.9L diesel engine — 71° to 82° C (160° to 179°
F) Engagement is distinguishable by a definite
increase in fan flow noise (roaring). The timing light
also will indicate an increase in the speed of the fan
(non-diesel only).
(7) When viscous drive engagement is verified,
remove the plastic sheet. Fan drive disengagement
should start to occur at between 57° to 79° C (135° to
175° F). A definite decrease of fan flow noise (roaring) should be noticed. If not, replace the defective
viscous fan drive unit.
CAUTION: Some engines equipped with serpentine
drive belts have reverse rotating fans and viscous
fan drives. They are marked with the word
REVERSE to designate their usage. Installation of
the wrong fan or viscous fan drive can result in
engine overheating.
CAUTION: If the viscous fan drive is replaced
because of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
Fig. 30 Viscous Fan
1
2
3
4
5
-
THREADED SHAFT
BOLT (4)
FAN BLADE
THREADED NUT
VISCOUS FAN DRIVE
OPERATION
A thermostatic bimetallic spring coil is located on
the front face of the viscous fan drive unit (a typical
viscous unit is shown in (Fig. 31). This spring coil
reacts to the temperature of the radiator discharge
air. It engages the viscous fan drive for higher fan
speed if the air temperature from the radiator rises
above a certain point. Until additional engine cooling
is necessary, the fan will remain at a reduced rpm
regardless of engine speed.
Only when sufficient heat is present, will the viscous fan drive engage. This is when the air flowing
through the radiator core causes a reaction to the
ENGINE
BR/BE
7 - 57
FAN DRIVE VISCOUS CLUTCH - 5.9L DIESEL (Continued)
bimetallic coil. It then increases fan speed to provide
the necessary additional engine cooling.
Once the engine has cooled, the radiator discharge
temperature will drop. The bimetallic coil again
reacts and the fan speed is reduced to the previous
disengaged speed.
spun by hand), replace the fan drive. This spin test
must be performed when the engine is cool.
For the following test, the cooling system must be
in good condition. It also will ensure against excessively high coolant temperature.
WARNING: BE SURE THAT THERE IS ADEQUATE
FAN BLADE CLEARANCE BEFORE DRILLING.
Fig. 31 Viscous Fan Drive—Typical
1 - VISCOUS FAN DRIVE
2 - THERMOSTATIC SPRING
3 - MOUNTING NUT TO WATER PUMP HUB
DIAGNOSIS AND TESTING - VISCOUS FAN
DRIVE
NOISE
NOTE: It is normal for fan noise to be louder (roaring) when:
• The underhood temperature is above the engagement point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very
high.
• Engine loads and temperatures are high such as
when towing a trailer.
• Cool silicone fluid within the fan drive unit is
being redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
seconds to one minute after engine start-up on a cold
engine.
LEAKS
Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
excessive, replace the fan drive unit.
VISCOUS DRIVE
If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
(1) Drill a 3.18-mm (1/8-in) diameter hole in the
top center of the fan shroud.
(2) Obtain a dial thermometer with an 8 inch stem
(or equivalent). It should have a range of -18°-to105°C (0°-to-220° F). Insert thermometer through the
hole in the shroud. Be sure that there is adequate
clearance from the fan blades.
(3) Connect a tachometer and an engine ignition
timing light. The timing light is to be used as a
strobe light. This step cannot be used on the diesel
engine.
(4) Block the air flow through the radiator. Secure
a sheet of plastic in front of the radiator (or air conditioner condenser). Use tape at the top to secure the
plastic and be sure that the air flow is blocked.
(5) Be sure that the air conditioner (if equipped) is
turned off.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.
Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88° C (190° F).
Fan drive engagement should start to occur at/between:
• 5.9L gas engines — 79° C (175° F)
• 8.0L engine — 88° to 96° C (190° to 205° F)
• 5.9L diesel engine — 71° to 82° C (160° to 179°
F) Engagement is distinguishable by a definite
increase in fan flow noise (roaring). The timing light
also will indicate an increase in the speed of the fan
(non-diesel only).
(7) When viscous drive engagement is verified,
remove the plastic sheet. Fan drive disengagement
should start to occur at between 57° to 79° C (135° to
175° F). A definite decrease of fan flow noise (roaring) should be noticed. If not, replace the defective
viscous fan drive unit.
7 - 58
ENGINE
BR/BE
FAN DRIVE VISCOUS CLUTCH - 5.9L DIESEL (Continued)
CAUTION: Some engines equipped with serpentine
drive belts have reverse rotating fans and viscous
fan drives. They are marked with the word
REVERSE to designate their usage. Installation of
the wrong fan or viscous fan drive can result in
engine overheating.
CAUTION: If the viscous fan drive is replaced
because of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
OPERATION
The radiator supplies sufficient heat transfer using
the cooling fins interlaced between the horizontal
tubes in the radiator core to cool the engine.
DIAGNOSIS AND TESTING—RADIATOR
COOLANT FLOW
Use the following procedure to determine if coolant
is flowing through the cooling system.
(1) Idle engine until operating temperature is
reached. If the upper radiator hose is warm to the
touch, the thermostat is opening and coolant is flowing to the radiator.
DESCRIPTION
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. USING A RAG TO
COVER THE RADIATOR PRESSURE CAP, OPEN
RADIATOR CAP SLOWLY TO THE FIRST STOP. THIS
WILL ALLOW ANY BUILT-UP PRESSURE TO VENT
TO THE RESERVE/OVERFLOW TANK. AFTER PRESSURE BUILD-UP HAS BEEN RELEASED, REMOVE
CAP FROM FILLER NECK.
The radiator is a aluminum cross-flow design with
horizontal tubes through the radiator core and vertical plastic side tanks (Fig. 32).
This radiator contains an internal transmission oil
cooler only on the V-10 gas engine and the 5.9L diesel engine combinations.
(2) Drain a small amount of coolant from the radiator until the ends of the radiator tubes are visible
through the filler neck. Idle the engine at normal
operating temperature. If coolant is flowing past the
exposed tubes, the coolant is circulating.
RADIATOR - 5.9L
REMOVAL
(1) Disconnect battery negative cables.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM COOLANT
CAN OCCUR.
(2) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
Fig. 32 Cross Flow Radiator—Typical
1 - COOLING TUBES
2 - TANKS
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
ENGINE
BR/BE
7 - 59
RADIATOR - 5.9L (Continued)
(3) Remove hose clamps and hoses from radiator.
(4) Remove coolant reserve/overflow tank hose
from radiator filler neck nipple.
(5) Remove the coolant reserve/overflow tank from
the fan shroud (pull straight up). The tank slips into
T-slots on the fan shroud (Fig. 33).
Fig. 34 Fan Shroud Mounting - 5.9L Engines
1
2
3
4
-
RADIATOR SUPPORT
RADIATOR
BOLTS (4)
FAN SHROUD
1
2
3
4
- MOUNTING BOLTS
- RADIATOR
- ALIGNMENT DOWELS (2)
- RADIATOR SUPPORT
Fig. 33 Coolant Recovery Bottle
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
(6) Disconnect electrical connectors at windshield
washer reservoir tank and remove tank.
(7) Remove the four fan shroud mounting bolts
(Fig. 34). Position shroud rearward over the fan
blades towards engine.
(8) Remove the plastic clips retaining the rubber
shields to the sides of radiator. Position rubber
shields to the side.
(9) Remove the two radiator upper mounting bolts
(Fig. 35).
(10) Lift radiator straight up and out of engine
compartment. The bottom of the radiator is equipped
with two alignment dowels that fit into holes in the
lower radiator support panel (Fig. 35). Rubber biscuits (insulators) are installed to these dowels. Take
care not to damage cooling fins or tubes on the radiator and air conditioning condenser when removing.
CLEANING
Clean radiator fins are necessary for good heat
transfer. The radiator and air conditioning fins
should be cleaned when an accumulation of debris
Fig. 35 Typical Radiator Mounting
has occurred. With the engine cold, apply cold water
and compressed air to the back (engine side) of the
radiator to flush the radiator and/or A/C condenser of
debris.
7 - 60
ENGINE
BR/BE
RADIATOR - 5.9L (Continued)
INSPECTION
Inspect the radiator side tanks for cracks, broken
or missing fittings also inspect the joint where the
tanks seam up to the radiator core for signs of leakage and/or deteriorating seals.
Inspect radiator core for corroded, bent or missing
cooling fins. Inspect the core for bent or damaged
cooling tubes.
INSTALLATION
(1) Position fan shroud over the fan blades rearward towards engine.
(2) Install rubber insulators to alignment dowels
at lower part of radiator.
(3) Lower the radiator into position while guiding
the two alignment dowels into lower radiator support. Different alignment holes are provided in the
lower radiator support for each engine application.
(4) Install two upper radiator mounting bolts.
Tighten bolts to 11 N·m (95 in. lbs.) torque.
(5) Position the rubber shields to the sides of radiator. Install the plastic clips retaining the rubber
shields to the sides of radiator.
(6) Connect both radiator hoses and install hose
clamps.
(7) Install windshield washer reservoir tank.
(8) Position fan shroud to flanges on sides of radiator. Install fan shroud mounting bolts (Fig. 34).
Tighten bolts to 6 N·m (50 in. lbs.) torque.
(9) Install coolant reserve/overflow tank hose to
radiator filler neck nipple.
(10) Install coolant reserve/overflow tank to fan
shroud (fits into T-slots on shroud).
(11) Install battery negative cables.
(12) Position heater controls to full heat position.
(13) Fill cooling system with coolant (Refer to 7 COOLING - STANDARD PROCEDURE).
(14) Operate engine until it reaches normal temperature. Check cooling system fluid levels.
RADIATOR - 8.0L
DESCRIPTION
The radiator is a aluminum cross-flow design with
horizontal tubes through the radiator core and vertical plastic side tanks (Fig. 36).
This radiator contains an internal transmission oil
cooler only on the V-10 gas engine and the 5.9L diesel engine combinations.
OPERATION
The radiator supplies sufficient heat transfer using
the cooling fins interlaced between the horizontal
tubes in the radiator core to cool the engine.
Fig. 36 Cross Flow Radiator—Typical
1 - COOLING TUBES
2 - TANKS
DIAGNOSIS AND TESTING—RADIATOR
COOLANT FLOW
Use the following procedure to determine if coolant
is flowing through the cooling system.
(1) Idle engine until operating temperature is
reached. If the upper radiator hose is warm to the
touch, the thermostat is opening and coolant is flowing to the radiator.
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. USING A RAG TO
COVER THE RADIATOR PRESSURE CAP, OPEN
RADIATOR CAP SLOWLY TO THE FIRST STOP. THIS
WILL ALLOW ANY BUILT-UP PRESSURE TO VENT
TO THE RESERVE/OVERFLOW TANK. AFTER PRESSURE BUILD-UP HAS BEEN RELEASED, REMOVE
CAP FROM FILLER NECK.
(2) Drain a small amount of coolant from the radiator until the ends of the radiator tubes are visible
through the filler neck. Idle the engine at normal
operating temperature. If coolant is flowing past the
exposed tubes, the coolant is circulating.
REMOVAL
(1) Disconnect battery negative cables.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM COOLANT
CAN OCCUR.
ENGINE
BR/BE
7 - 61
RADIATOR - 8.0L (Continued)
(2) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
(3) Remove hose clamps and hoses from radiator.
(4) Remove coolant reserve/overflow tank hose
from radiator filler neck nipple.
(5) The coolant recovery/reservoir does not require
removal. Disconnect the overflow hose from the radiator.
(6) Disconnect electrical connectors at windshield
washer reservoir tank and remove tank.
(7) Remove the four fan shroud mounting bolts
(Fig. 37). Position shroud rearward over the fan
blades towards engine.
Fig. 38 Typical Radiator Mounting
1
2
3
4
- MOUNTING BOLTS
- RADIATOR
- ALIGNMENT DOWELS (2)
- RADIATOR SUPPORT
with two alignment dowels that fit into holes in the
lower radiator support panel (Fig. 38). Rubber biscuits (insulators) are installed to these dowels. Take
care not to damage cooling fins or tubes on the radiator and air conditioning condenser when removing.
CLEANING
Clean radiator fins are necessary for good heat
transfer. The radiator and air conditioning fins
should be cleaned when an accumulation of debris
has occurred. With the engine cold, apply cold water
and compressed air to the back (engine side) of the
radiator to flush the radiator and/or A/C condenser of
debris.
INSPECTION
Fig. 37 Fan Shroud Mounting—8.0L Engine
1
2
3
4
-
RADIATOR SUPPORT
RADIATOR
BOLTS (4)
FAN SHROUD
(8) Remove the two radiator upper mounting bolts
(Fig. 38).
(9) Lift radiator straight up and out of engine compartment. The bottom of the radiator is equipped
Inspect the radiator side tanks for cracks, broken
or missing fittings also inspect the joint where the
tanks seam up to the radiator core for signs of leakage and/or deteriorating seals.
Inspect radiator core for corroded, bent or missing
cooling fins. Inspect the core for bent or damaged
cooling tubes.
INSTALLATION
(1) Position fan shroud over the fan blades rearward towards engine.
7 - 62
ENGINE
BR/BE
RADIATOR - 8.0L (Continued)
(2) Install rubber insulators to alignment dowels
at lower part of radiator.
(3) Lower the radiator into position while guiding
the two alignment dowels into lower radiator support. Different alignment holes are provided in the
lower radiator support for each engine application.
(4) Install two upper radiator mounting bolts.
Tighten bolts to 11 N·m (95 in. lbs.) torque.
(5) Connect both radiator hoses and install hose
clamps.
(6) Install windshield washer reservoir tank.
(7) Position fan shroud to flanges on sides of radiator. Install fan shroud mounting bolts (Fig. 37).
Tighten bolts to 6 N·m (50 in. lbs.) torque.
(8) Install coolant reserve/overflow tank hose to
radiator filler neck nipple.
(9) Connect the overflow hose to the radiator.
(10) Install battery negative cables.
(11) Position heater controls to full heat position.
(12) Fill cooling system with coolant (Refer to 7 COOLING - STANDARD PROCEDURE).
(13) Operate engine until it reaches normal temperature. Check cooling system fluid levels.
RADIATOR - 5.9L DIESEL
DESCRIPTION
The radiator is a aluminum cross-flow design with
horizontal tubes through the radiator core and vertical plastic side tanks (Fig. 39).
This radiator contains an internal transmission oil
cooler only on the V-10 gas engine and the 5.9L diesel engine combinations.
OPERATION
The radiator supplies sufficient heat transfer using
the cooling fins interlaced between the horizontal
tubes in the radiator core to cool the engine.
DIAGNOSIS AND TESTING—RADIATOR
COOLANT FLOW
Use the following procedure to determine if coolant
is flowing through the cooling system.
(1) Idle engine until operating temperature is
reached. If the upper radiator hose is warm to the
touch, the thermostat is opening and coolant is flowing to the radiator.
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. USING A RAG TO
COVER THE RADIATOR PRESSURE CAP, OPEN
RADIATOR CAP SLOWLY TO THE FIRST STOP. THIS
WILL ALLOW ANY BUILT-UP PRESSURE TO VENT
TO THE RESERVE/OVERFLOW TANK. AFTER PRES-
Fig. 39 Cross Flow Radiator—Typical
1 - COOLING TUBES
2 - TANKS
SURE BUILD-UP HAS BEEN RELEASED, REMOVE
CAP FROM FILLER NECK.
(2) Drain a small amount of coolant from the radiator until the ends of the radiator tubes are visible
through the filler neck. Idle the engine at normal
operating temperature. If coolant is flowing past the
exposed tubes, the coolant is circulating.
REMOVAL
(1) Disconnect both battery negative cables.
Remove the nuts retaining the positive cable to the
top of radiator. Position positive battery cable to rear
of vehicle.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM COOLANT
CAN OCCUR.
(2) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
ENGINE
BR/BE
7 - 63
RADIATOR - 5.9L DIESEL (Continued)
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
(3) Remove hose clamps and hoses from radiator.
(4) Remove coolant reserve/overflow tank hose
from radiator filler neck nipple.
(5) Remove the coolant reserve/overflow tank from
the fan shroud (pull straight up). The tank slips into
T-slots on the fan shroud (Fig. 40). The coolant recovery/reservoir does not require removal. Disconnect
the overflow hose from the radiator.
Fig. 41 Fan Shroud Mounting—5.9L Diesel Engine
1
2
3
4
-
RADIATOR SUPPORT
RADIATOR
BOLTS (4)
FAN SHROUD
Fig. 40 Coolant Recovery Bottle—Typical
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
(6) Disconnect electrical connectors at windshield
washer reservoir tank and remove tank.
(7) Remove the two metal clips retaining the upper
part of fan shroud to the top of radiator.
(8) Remove the four fan shroud mounting bolts
(Fig. 41). Position shroud rearward over the fan
blades towards engine.
(9) Remove the two radiator upper mounting bolts
(Fig. 42).
(10) Lift radiator straight up and out of engine
compartment. The bottom of the radiator is equipped
with two alignment dowels that fit into holes in the
lower radiator support panel (Fig. 42). Rubber biscuits (insulators) are installed to these dowels. Take
care not to damage cooling fins or tubes on the radiator and air conditioning condenser when removing.
Fig. 42 Typical Radiator Mounting
1
2
3
4
- MOUNTING BOLTS
- RADIATOR
- ALIGNMENT DOWELS (2)
- RADIATOR SUPPORT
7 - 64
ENGINE
BR/BE
RADIATOR - 5.9L DIESEL (Continued)
CLEANING
Clean radiator fins are necessary for good heat
transfer. The radiator and air conditioning fins
should be cleaned when an accumulation of debris
has occurred. With the engine cold, apply cold water
and compressed air to the back (engine side) of the
radiator to flush the radiator and/or A/C condenser of
debris.
INSPECTION
Inspect the radiator side tanks for cracks, broken
or missing fittings also inspect the joint where the
tanks seam up to the radiator core for signs of leakage and/or deteriorating seals.
Inspect radiator core for corroded, bent or missing
cooling fins. Inspect the core for bent or damaged
cooling tubes.
RADIATOR PRESSURE CAP
DESCRIPTION
Radiators are equipped with a pressure cap, which
releases pressure at some point within a range of
97-124 kPa (14-18 psi). The pressure relief point (in
pounds) is engraved on top of cap.
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radiator cooling capacity.
A rubber gasket seals radiator filler neck to prevent leakage. This is done to keep system under
pressure. It also maintains vacuum during coolant
cool-down allowing coolant to return from reserve/
overflow tank.
INSTALLATION
(1) Position fan shroud over the fan blades rearward towards engine.
(2) Install rubber insulators to alignment dowels
at lower part of radiator.
(3) Lower the radiator into position while guiding
the two alignment dowels into lower radiator support. Different alignment holes are provided in the
lower radiator support for each engine application.
(4) Install two upper radiator mounting bolts.
Tighten bolts to 11 N·m (95 in. lbs.) torque.
(5) Connect both radiator hoses and install hose
clamps.
(6) Connect transmission cooler lines to radiator
tank. Inspect quick connect fittings for debris and
install until an audible “click” is heard. Pull apart to
verify connection.
(7) Install windshield washer reservoir tank.
(8) Position fan shroud to flanges on sides of radiator. Install fan shroud mounting bolts (Fig. 41).
Tighten bolts to 6 N·m (50 in. lbs.) torque.
(9) Install metal clips to top of fan shroud.
(10) Install coolant reserve/overflow tank hose to
radiator filler neck nipple.
(11) Install coolant reserve/overflow tank to fan
shroud (fits into T-slots on shroud).
(12) Install battery negative cables.
(13) Install positive battery cable to top of radiator. Tighten radiator-to-battery cable mounting nuts.
(14) Position heater controls to full heat position.
(15) Fill cooling system with coolant (Refer to 7 COOLING - STANDARD PROCEDURE).
(16) Operate engine until it reaches normal temperature. Check cooling system and automatic transmission (if equipped) fluid levels.
Fig. 43 Radiator Pressure Cap and Filler Neck—
Typical
1
2
3
4
5
6
7
8
-
STAINLESS-STEEL SWIVEL TOP
RUBBER SEALS
VENT VALVE
RADIATOR TANK
FILLER NECK
OVERFLOW NIPPLE
MAIN SPRING
GASKET RETAINER
OPERATION
The cap (Fig. 43) contains a spring-loaded pressure
relief valve that opens when system pressure reaches
release range of 97-124 kPa (14-18 psi).
A vent valve in the center of cap allows a small
coolant flow through cap when coolant is below boiling temperature. The valve is completely closed when
boiling point is reached. As the coolant cools, it contracts and creates a vacuum in the cooling system.
This causes the vacuum valve to open and coolant in
the reserve/overflow tank to be drawn through its
connecting hose into radiator. If the vacuum valve is
stuck shut, the radiator hoses will collapse on cooldown. Clean the vent valve (Fig. 43).
ENGINE
BR/BE
7 - 65
RADIATOR PRESSURE CAP (Continued)
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—RADIATOR
CAP-TO-FILLER NECK SEAL
The pressure cap upper gasket (seal) pressure
relief can be tested by removing overflow hose from
radiator filler neck nipple. Attach hose of pressure
tester tool 7700 (or equivalent) to nipple. It will be
necessary to disconnect hose from its adapter for
filler neck. Pump air into radiator. The pressure cap
upper gasket should relieve at 69-124 kPa (10-18 psi)
and hold pressure at a minimum of 55 kPa (8 psi).
WARNING: THE WARNING WORDS —DO NOT
OPEN HOT— ON RADIATOR PRESSURE CAP, ARE
A SAFETY PRECAUTION. WHEN HOT, PRESSURE
BUILDS UP IN COOLING SYSTEM. TO PREVENT
SCALDING OR INJURY, RADIATOR CAP SHOULD
NOT BE REMOVED WHILE SYSTEM IS HOT AND/OR
UNDER PRESSURE.
Do not remove radiator cap at any time except for
the following purposes:
• Check and adjust antifreeze freeze point
• Refill system with new antifreeze
• Conducting service procedures
• Checking for vacuum leaks
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT AT LEAST 15 MINUTES BEFORE REMOVING
RADIATOR CAP. WITH A RAG, SQUEEZE RADIATOR
UPPER HOSE TO CHECK IF SYSTEM IS UNDER
PRESSURE. PLACE A RAG OVER CAP AND WITHOUT PUSHING CAP DOWN, ROTATE IT COUNTERCLOCKWISE TO FIRST STOP. ALLOW FLUID TO
ESCAPE THROUGH THE COOLANT RESERVE/
OVERFLOW HOSE INTO RESERVE/OVERFLOW
TANK. SQUEEZE RADIATOR UPPER HOSE TO
DETERMINE WHEN PRESSURE HAS BEEN
RELEASED. WHEN COOLANT AND STEAM STOP
BEING PUSHED INTO TANK AND SYSTEM PRESSURE DROPS, REMOVE RADIATOR CAP COMPLETELY.
DIAGNOSIS AND TESTING—RADIATOR CAP
Remove cap from radiator. Be sure that sealing
surfaces are clean. Moisten rubber gasket with water
and install cap on pressure tester 7700 or an equivalent (Fig. 44).
Fig. 44 Pressure Testing Radiator Cap—Typical
Tester
1 - PRESSURE CAP
2 - TYPICAL COOLING SYSTEM PRESSURE TESTER
NOTE: Radiator pressure testing tools are very sensitive to small air leaks, which will not cause cooling system problems. A pressure cap that does not
have a history of coolant loss should not be
replaced just because it leaks slowly when tested
with this tool. Add water to tool. Turn tool upside
down and recheck pressure cap to confirm that cap
needs replacement.
Operate tester pump to bring pressure to 104 kPa
(15 psi) on gauge. If pressure cap fails to hold pressure of at least 97 kPa (14 psi) replace cap.
The pressure cap may test properly while positioned on tool 7700 (or equivalent). It may not hold
pressure or vacuum when installed on radiator. If so,
inspect radiator filler neck and cap’s top gasket for
damage. Also inspect for dirt or distortion that may
prevent cap from sealing properly.
CLEANING
Clean radiator pressure cap using a mild soap and
water mixture. DO NOT use any chemicals stronger
than mild soap, damage to the seal can occur.
7 - 66
ENGINE
BR/BE
RADIATOR PRESSURE CAP (Continued)
INSPECTION
Hold cap at eye level, right side up. The vent valve
(Fig. 45) at bottom of cap should open. If rubber gasket has swollen and prevents vent valve from opening, replace cap.
Fig. 46 Water Pump Location—Typical
Fig. 45 Radiator Pressure Cap
1
2
3
4
5
6
7
8
-
STAINLESS-STEEL SWIVEL TOP
RUBBER SEALS
VENT VALVE
RADIATOR TANK
FILLER NECK
OVERFLOW NIPPLE
MAIN SPRING
GASKET RETAINER
Hold cap at eye level, upside down. If any light can
be seen between vent valve and rubber gasket,
replace cap. Do not use a replacement cap that
has a spring to hold vent shut. A replacement cap
must be the type designed for a coolant reserve/overflow system with a completely sealed diaphragm
spring and a rubber gasket. This gasket is used to
seal to radiator filler neck top surface. Use of proper
cap will allow coolant return to radiator.
WATER PUMP - 5.9L
DESCRIPTION
The water pump is located on the engine front
cover, and has an integral pulley attached (Fig. 46).
The water pump impeller is pressed onto the rear
of a shaft that rotates in a bearing pressed into the
water pump body. The body has a small hole for ventilation. The water pump seals are lubricated by
antifreeze in the coolant mixture. Additional lubrication is not necessary.
OPERATION
A centrifugal water pump circulates coolant
through the water jackets, passages, intake manifold,
radiator core, cooling system hoses and heater core,
1
2
3
4
-
WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY
this coolant absorbs the heat generated when the
engine is running. The pump is driven by the engine
crankshaft via a drive belt.
DIAGNOSIS AND TESTING—WATER PUMP
A quick test to determine if pump is working is to
check if heater warms properly. A defective water
pump will not be able to circulate heated coolant
through the long heater hose to the heater core.
REMOVAL
The water pump on all models can be removed
without discharging the air conditioning system (if
equipped).
The water pump on all gas powered engines is
bolted directly to the engine timing chain case/cover.
On the 5.9L gas powered engine, a gasket is used
as a seal between the water pump and timing chain
case/cover.
If water pump is replaced because of bearing/shaft
damage or leaking shaft seal, the mechanical cooling
fan assembly should also be inspected. Inspect for
fatigue cracks, loose blades or loose rivets that could
have resulted from excessive vibration. Replace fan if
any of these conditions are found. Also check condition of the thermal viscous fan drive (Refer to 7 COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - DIAGNOSIS AND TESTING).
(1) Disconnect negative cable from battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
BR/BE
ENGINE
7 - 67
WATER PUMP - 5.9L (Continued)
(3) Remove windshield washer reservoir tank from
radiator fan shroud.
(4) Disconnect the coolant reserve/overflow tankto-radiator hose at the tank.
(5) Remove the four fan shroud mounting bolts at
the radiator (Fig. 47). Do not attempt to remove
shroud from vehicle at this time.
Fig. 47 Typical Fan Shroud Mounting
1
2
3
4
-
RADIATOR SUPPORT
RADIATOR
BOLTS (4)
FAN SHROUD
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
(6) Remove upper radiator hose at radiator.
(7) The thermal viscous fan drive is attached
(threaded) to the water pump hub shaft (Fig. 49).
Remove the fan/fan drive assembly from water pump
by turning the mounting nut counterclockwise (as
viewed from front). Threads on the fan drive are
RIGHT-HAND. A Snap-On 36 MM Fan Wrench
(number SP346 from Snap-On Cummins Diesel Tool
Set number 2017DSP) can be used with Special Tool
6958 Spanner Wrench and Adapter Pins 8346 (Fig.
48) to prevent the pulley from rotating.
Fig. 48 Using Special Tool 6958 Spanner Wrench
and Adapter Pins 8346
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN
(8) If water pump is being replaced, do not unbolt
fan blade assembly (Fig. 49) from the thermal control
fan drive.
(9) Remove fan blade/fan drive and fan shroud as
an assembly from vehicle.
(10) After removing fan blade/fan drive assembly,
do not place the thermal viscous fan drive in the
horizontal position. If stored horizontally, the silicone
fluid in the viscous drive could drain into its bearing
assembly and contaminate the bearing lubricant.
(11) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) (Fig. 50).
(12) Remove the lower radiator hose and heater
hose from water pump.
(13) Loosen heater hose coolant return tube
mounting bolt (Fig. 51) and remove tube from water
pump. Discard the old tube O-ring.
(14) Remove the seven water pump mounting bolts
(Fig. 52).
(15) Loosen the clamp at the water pump end of
bypass hose (Fig. 49). Slip the bypass hose from the
water pump while removing pump from vehicle. Do
not remove the clamp from the bypass hose.
(16) Discard old gasket.
CAUTION: Do not pry the water pump at timing
chain case/cover. The machined surfaces may be
damaged resulting in leaks.
7 - 68
ENGINE
BR/BE
WATER PUMP - 5.9L (Continued)
Fig. 49 Fan Blade and Viscous Fan Drive - Typical
1
2
3
4
-
WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY
Fig. 51 Coolant Return Tube 5.9L V-8 Engine
1
2
3
4
Fig. 50 Belt Tensioner 5.9L V-8 Engine
1 - IDLER PULLEY
2 - TENSIONER
3 - FAN BLADE
CLEANING
Clean gasket mating surfaces as necessary.
INSPECTION
Visually inspect the water pump and replace if it
has any of the following conditions:
• The body is cracked or damaged
-
COOLANT RETURN TUBE
WATER PUMP
TUBE MOUNTING BOLT
O-RING
Fig. 52 Water Pump Bolts - 5.9L V-8 Gas Engine Typical
1 - WATER PUMP MOUNTING BOLTS
• Water leaks from the shaft seal. This is evident
by traces of coolant below the vent hole
• Loose or rough turning bearing. Also inspect
thermal fan drive
• Impeller rubbing the pump body
INSTALLATION
(1) Clean gasket mating surfaces.
ENGINE
BR/BE
7 - 69
WATER PUMP - 5.9L (Continued)
(2) Using a new gasket, install water pump to
engine as follows: Guide water pump nipple into
bypass hose as pump is being installed. Install water
pump bolts (Fig. 52). Tighten water pump mounting
bolts to 40 N·m (30 ft. lbs.) torque.
(3) Position bypass hose clamp to bypass hose.
(4) Spin water pump to be sure that pump impeller does not rub against timing chain case/cover.
(5) Install a new o-ring to the heater hose coolant
return tube (Fig. 51). Coat the new o-ring with antifreeze before installation.
(6) Install coolant return tube and its mounting
bolt to engine (Fig. 51). Be sure the slot in tube
bracket is bottomed to mounting bolt. This will properly position return tube.
(7) Connect radiator lower hose to water pump.
(8) Connect heater hose and hose clamp to coolant
return tube.
(9) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION)
(Fig. 50).
(10) Position fan shroud and fan blade/viscous fan
drive assembly to vehicle as a complete unit.
(11) Install fan shroud.
(12) Install fan blade/viscous fan drive assembly to
water pump shaft.
(13) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(14) Connect negative battery cable.
(15) Start and warm the engine. Check for leaks.
have resulted from excessive vibration. Replace fan if
any of these conditions are found. Also check condition of the thermal viscous fan drive (Refer to 7 COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - DIAGNOSIS AND TESTING).
(1) Disconnect negative battery cable from battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
(3) Remove windshield washer reservoir tank from
radiator fan shroud.
(4) Remove the four fan shroud mounting bolts at
the radiator (Fig. 53). Do not attempt to remove
shroud from vehicle at this time.
WATER PUMP - 8.0L
DIAGNOSIS AND TESTING—WATER PUMP
A quick test to determine if pump is working is to
check if heater warms properly. A defective water
pump will not be able to circulate heated coolant
through the long heater hose to the heater core.
REMOVAL
NOTE:
The water pump on all models can be removed
without discharging the air conditioning system (if
equipped).
The water pump on all gas powered engines is
bolted directly to the engine timing chain case/
cover.
On the 8.0L V-10 engine, a rubber o-ring (instead of
a gasket) is used as a seal between the water pump
and timing chain case/cover.
If water pump is replaced because of bearing/shaft
damage or leaking shaft seal, the mechanical cooling
fan assembly should also be inspected. Inspect for
fatigue cracks, loose blades or loose rivets that could
Fig. 53 Typical Fan Shroud Mounting
1
2
3
4
-
RADIATOR SUPPORT
RADIATOR
BOLTS (4)
FAN SHROUD
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
(5) Remove radiator upper hose at radiator.
(6) The thermal viscous fan drive is attached
(threaded) to the water pump hub shaft (Fig. 55).
7 - 70
ENGINE
BR/BE
WATER PUMP - 8.0L (Continued)
Remove the fan/fan drive assembly from water pump
by turning the mounting nut counterclockwise (as
viewed from front). Threads on the fan drive are
RIGHT-HAND. A Snap-On 36 MM Fan Wrench
(number SP346 from Snap-On Cummins Diesel Tool
Set number 2017DSP) can be used with Special Tool
6958 Spanner Wrench and Adapter Pins 8346 (Fig.
54) to prevent the pulley from rotating.
Fig. 55 Fan Blade and Viscous Fan Drive—Typical
1
2
3
4
-
WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY
1
2
3
4
5
-
PULLEY BOLT
IDLER PULLEY
TENSIONER PULLEY
TENSIONER
TENSIONER MOUNTING BOLT
Fig. 54 Using Special Tool 6958 Spanner Wrench
and Adapter Pins 8346
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN
(7) If water pump is being replaced, do not unbolt
fan blade assembly (Fig. 55) from the thermal control
fan drive.
(8) Remove fan blade/fan drive and fan shroud as
an assembly from vehicle.
After removing fan blade/fan drive assembly, do
not place the thermal viscous fan drive in the horizontal position. If stored horizontally, the silicone
fluid in the viscous drive could drain into its bearing
assembly and contaminate the bearing lubricant.
(9) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) (Fig. 56).
(10) Remove the radiator lower hose at water
pump.
(11) Remove heater hose at water pump fitting.
(12) Remove the seven water pump mounting bolts
(Fig. 57).
(13) Loosen the clamp at the water pump end of
bypass hose. Slip the bypass hose from the water
Fig. 56 Belt Tensioner—8.0L V-10 Engine
pump while removing pump from vehicle. Do not
remove the clamp from the bypass hose.
(14) Discard the water pump-to-timing chain/case
cover o-ring seal (Fig. 58).
ENGINE
BR/BE
7 - 71
WATER PUMP - 8.0L (Continued)
CLEANING
Clean gasket mating surfaces as necessary.
INSPECTION
Visually inspect the water pump and replace if it
has any of the following conditions:
• The body is cracked or damaged
• Water leaks from the shaft seal. This is evident
by traces of coolant below the vent hole
• Loose or rough turning bearing. Also inspect
thermal fan drive
• Impeller rubbing the pump body
INSTALLATION
Fig. 57 Water Pump Bolts—8.0L V-10—Typical
1 - WATER PUMP MOUNTING BOLTS (7)
(1) If water pump is being replaced, install the
heater hose fitting to the pump. Tighten fitting to 16
N·m (144 in. lbs.) torque. After fitting has been
torqued, position fitting as shown in (Fig. 59). When
positioning fitting, do not back off (rotate counterclockwise). Use a sealant on the fitting such as
Mopart Thread Sealant With Teflon. Refer to the
directions on the package.
CAUTION: This heater hose fitting must be installed
to pump before pump is installed to engine.
Fig. 58 Water Pump O-Ring Seal—8.0L V-10
1 - WATER PUMP
2 - O-RING SEAL
(15) Remove the heater hose fitting from water
pump if pump replacement is necessary. Note position (direction) of fitting before removal. Fitting must
be re-installed to same position.
CAUTION: Do not pry the water pump at timing
chain case/cover. The machined surfaces may be
damaged resulting in leaks.
Fig. 59 Heater Hose Fitting Position—8.0L V-10
1 - HEATER HOSE FITTING
2 - WATER PUMP
(2) Clean the o-ring mating surfaces at rear of
water pump and front of timing chain/case cover.
(3) Apply a small amount of petroleum jelly to
o-ring (Fig. 58). This will help retain o-ring to water
pump.
7 - 72
ENGINE
BR/BE
WATER PUMP - 8.0L (Continued)
(4) Install water pump to engine as follows: Guide
water pump fitting into bypass hose as pump is being
installed. Install water pump bolts (Fig. 57). Tighten
water pump mounting bolts to 40 N·m (30 ft. lbs.)
torque.
(5) Position bypass hose clamp to bypass hose.
(6) Spin water pump to be sure that pump impeller does not rub against timing chain case/cover.
(7) Connect radiator lower hose to water pump.
(8) Connect heater hose and hose clamp to heater
hose fitting.
(9) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION)
(Fig. 56).
(10) Position fan shroud and fan blade/viscous fan
drive assembly to vehicle as a complete unit.
(11) Install fan shroud to radiator. Tighten bolts to
6 N·m (50 in. lbs.) torque.
(12) Install fan blade/viscous fan drive assembly to
water pump shaft.
(13) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(14) Connect negative battery cable.
(15) Start and warm the engine. Check for leaks.
WATER PUMP - 5.9L DIESEL
DESCRIPTION
The water pump is mounted to the engine front
cover between the automatic belt tensioner and the
fan drive pulley (Fig. 60).
The water pump impeller is pressed onto the rear
of a shaft that rotates in a bearing pressed into the
water pump body. The body has a small hole for ventilation. The water pump seals are lubricated by
antifreeze in the coolant mixture. Additional lubrication is not necessary.
OPERATION
The diesel engine water pump draws coolant from
radiator outlet and circulates it through engine,
heater core and back to radiator inlet. The crankshaft pulley drives the water pump with a serpentine
drive belt (Fig. 60).
DIAGNOSIS AND TESTING—WATER PUMP
A quick test to determine if pump is working is to
check if heater warms properly. A defective water
pump will not be able to circulate heated coolant
through the long heater hose to the heater core.
REMOVAL
(1) Disconnect battery negative cables.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
Fig. 60 Water Pump—5.9L Diesel—Typical (non-A/C
shown)
1
2
3
4
5
- WATER PUMP
- ACCESSORY DRIVE BELT
- AUTOMATIC BELT TENSIONER
- MOUNT BOLT
- 3/89 SQUARE HOLE
(3) Remove the bolt retaining the wiring harness
near the top of water pump. Position wire harness to
the side.
(4) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(5) Remove water pump mounting bolts (Fig. 61).
(6) Clean water pump sealing surface on cylinder
block.
CLEANING
Clean gasket mating surfaces as necessary.
INSPECTION
Visually inspect the water pump and replace if it
has any of the following conditions:
• The body is cracked or damaged
• Water leaks from the shaft seal. This is evident
by traces of coolant below the vent hole
• Loose or rough turning bearing. Also inspect
thermal fan drive
• Impeller rubbing the pump body
INSTALLATION
(1) Install new O-ring seal in groove on water
pump (Fig. 62).
(2) Install water pump. Tighten mounting bolts to
24 N·m (18 ft. lbs.) torque.
(3) Install accessory drive belt. Refer to procedure
in this group.
ENGINE
BR/BE
7 - 73
WATER PUMP - 5.9L DIESEL (Continued)
WATER PUMP INLET TUBE 5.9L
REMOVAL
REMOVAL - WATER PUMP BYPASS HOSE
WITH AIR CONDITIONING
If equipped with A/C, the generator and A/C compressor along with their common mounting bracket
(Fig. 63) must be partially removed. Removing the
generator or A/C compressor from their mounting
bracket is not necessary. Also, discharging the A/C
system is not necessary. Do not remove any refrigerant lines from A/C compressor.
Fig. 61 Water Pump Removal/Installation
1 - O-RING SEAL (SQUARE)
2 - WATER PUMP
3 - BOLT (2)
Fig. 62 Pump O-ring Seal
1 - O-RING SEAL
2 - GROOVE
3 - WATER PUMP
(4) Install the bolt retaining the wiring harness
near top of water pump.
(5) Fill cooling system. Refer to Refilling Cooling
System in this section.
(6) Connect both battery cables.
(7) Start and warm the engine. Check for leaks.
Fig. 63 Generator - A/C Compressor Mounting
Bracket - Typical
WARNING: THE A/C SYSTEM IS UNDER PRESSURE
EVEN WITH THE ENGINE OFF. REFER TO REFRIGERANT WARNINGS IN 24 - HEATING AND AIR CONDITIONING.
7 - 74
ENGINE
BR/BE
WATER PUMP INLET TUBE - 5.9L (Continued)
(1) Disconnect negative battery cable from battery.
(2) Partially drain cooling system (Refer to 7 COOLING - STANDARD PROCEDURE).Do not
waste reusable coolant. If the solution is clean, drain
the coolant into a clean container for reuse.
(3) Remove upper radiator hose clamp at radiator.
A special clamp tool must be used to remove the constant tension clamps. Remove hose at radiator.
(4) Disconnect throttle cable from clip at radiator
fan shroud.
(5) Unplug wiring harness from A/C compressor.
(6) Remove the air cleaner assembly.
(7) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(8) 5.9L V-8 LDC-Gas: The drive belt idler pulley
must be removed to gain access to one of the A/C
compressor/generator
bracket
mounting
bolts.
Remove the idler pulley bolt and remove idler pulley
(Fig. 64).
(9) 5.9L HDC-Gas: The automatic belt tensioner/
pulley assembly must be removed to gain access to
one of the A/C compressor/generator bracket mounting bolts. Remove the tensioner mounting bolt (Fig.
65) and remove tensioner.
Fig. 65 Belt Tensioner - 5.9L HDC-Gas Engine
1
2
3
4
5
Fig. 64 Idler Pulley - 5.9L V-8 LDC-Gas Engine
-
PULLEY BOLT
IDLER PULLEY
TENSIONER PULLEY
TENSIONER
TENSIONER MOUNTING BOLT
(10) Remove the engine oil dipstick tube mounting
bolt at the side of the A/C-generator mounting
bracket.
(11) Disconnect throttle body control cables.
(12) Remove heater hose coolant return tube
mounting bolt (Fig. 66) (Fig. 67) and remove tube
from engine. Discard the old tube O-ring.
(13) Remove bracket-to-intake manifold bolts
(number 1 and 2 (Fig. 63).
(14) Remove remaining bracket-to-engine bolts
(Fig. 68) (Fig. 69).
ENGINE
BR/BE
7 - 75
WATER PUMP INLET TUBE - 5.9L (Continued)
Fig. 66 Coolant Return
1
2
3
4
-
COOLANT RETURN TUBE
WATER PUMP
TUBE MOUNTING BOLT
O-RING
Fig. 67 Coolant Return Tube - 5.9L HDC-Gas Engine
1
2
3
4
-
COOLANT RETURN TUBE
WATER PUMP
TUBE MOUNTING BOLT
O-RING
Fig. 68 Bracket Bolts - 5.9L V-8 LDC-Gas
1 - COOLANT TUBE MOUNTING BOLT
2 - BRACKET MOUNTING BOLTS
Fig. 69 Bracket Bolts - 5.9L HDC-Gas Engine
1 - COOLANT TUBE MOUNTING BOLT
2 - BRACKET MOUNTING BOLTS
7 - 76
ENGINE
BR/BE
WATER PUMP INLET TUBE - 5.9L (Continued)
(15) Lift and position generator and A/C compressor (along with their common mounting bracket) to
gain access to bypass hose. A block of wood may be
used to hold assembly in position.
(16) Loosen and position both hose clamps to the
center of bypass hose. A special clamp tool must be
used to remove the constant tension clamps. Remove
hose from vehicle.
REMOVAL - WATER PUMP BYPASS HOSE
WITHOUT AIR CONDITIONING
A water pump bypass hose (Fig. 70) is used
between the intake manifold and water pump on all
gas powered engines. To test for leaks, (Refer to 7 COOLING - DIAGNOSIS AND TESTING).
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094). SNAP-ON CLAMP TOOL (NUMBER HPC-20)
MAY BE USED FOR LARGER CLAMPS. ALWAYS
WEAR SAFETY GLASSES WHEN SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only an original equipment clamp
with a matching number or letter.
(2) Loosen both bypass hose clamps and position to
the center of hose.
(3) Remove hose from vehicle.
INSTALLATION
INSTALLATION - WATER PUMP BYPASS HOSE
WITH AIR CONDITIONING
Fig. 70 Water Pump Bypass Hose - Typical
1
2
3
4
-
WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY
(1) Partially drain cooling system (Refer to 7 COOLING - STANDARD PROCEDURE). Do not
waste reusable coolant. If the solution is clean, drain
the coolant into a clean container for reuse.
(1) Position bypass hose clamps to the center of
hose.
(2) Install bypass hose to engine.
(3) Secure both hose clamps.
(4) Install generator-A/C mounting bracket assembly to engine. Tighten bolt number 1 (Fig. 63) to 41
N·m (30 ft. lbs.) torque. Tighten bolt number 2 (Fig.
63) to 28 N·m (20 ft. lbs.) torque. Tighten bracket
mounting bolts (Fig. 68) (Fig. 69) to 40 N·m (30 ft.
lbs.) torque.
(5) Install a new O-ring to the heater hose coolant
return tube (Fig. 66) (Fig. 67). Coat the new O-ring
with antifreeze before installation.
(6) Install coolant return tube and its mounting
bolt to engine (Fig. 66) (Fig. 67).
(7) Connect throttle body control cables.
(8) Install oil dipstick mounting bolt.
(9) /5.9L V-8 LDC-Gas Engine: Install idler pulley. Tighten bolt to 41 N·m (30 ft. lbs.) torque.
ENGINE
BR/BE
7 - 77
WATER PUMP INLET TUBE - 5.9L (Continued)
(10) 5.9L HDC-Gas: Install automatic belt tensioner assembly to mounting bracket. A dowel pin is
located on back of tensioner (Fig. 71). Align this to
dowel hole (Fig. 72) in tensioner mounting bracket.
Tighten bolt to 41 N·m (30 ft. lbs.) torque.
(11) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
CAUTION: When installing the serpentine accessory
drive belt, the belt must be routed correctly. If not,
the engine may overheat due to the water pump
rotating in the wrong direction (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). The correct belt with the correct length must
be used.
(12) Install air cleaner assembly.
(13) Install upper radiator hose to radiator.
(14) Connect throttle cable to clip at radiator fan
shroud.
(15) Connect wiring harness to A/C compressor.
(16) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(17) Start and warm the engine. Check for leaks.
Fig. 71 Tensioner Dowel Pin - 5.9L HDC-Gas Engine
1 - BELT TENSIONER
2 - DOWEL PIN
Fig. 72 Tensioner Mounting
1 - DOWEL PIN HOLE
2 - TENSIONER MOUNTING BRACKET
INSTALLATION - WATER PUMP BYPASS HOSE
WITHOUT AIR CONDITIONING
(1) Position bypass hose clamps to the center of
hose.
(2) Install bypass hose to engine.
(3) Secure both hose clamps.
(4) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(5) Start and warm the engine. Check for leaks.
7 - 78
TRANSMISSION
BR/BE
TRANSMISSION
TABLE OF CONTENTS
page
TRANS COOLER - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITH RADIATOR
IN-TANK TRANSMISSION OIL COOLER . . .
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITHOUT
RADIATOR IN-TANK TRANSMISSION OIL
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TRANS COOLER - 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITH RADIATOR
IN-TANK TRANSMISSION OIL COOLER . . .
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITHOUT
RADIATOR IN-TANK TRANSMISSION OIL
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 78
. . 78
. . 78
.
.
.
.
.
. 79
. 80
. 80
. 81
. 81
. . 81
. . 81
page
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TRANS COOLER - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITH RADIATOR
IN-TANK TRANSMISSION OIL COOLER . . .
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITHOUT
RADIATOR IN-TANK TRANSMISSION OIL
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL—AIR TO OIL COOLER . . . . . . .
REMOVAL—WATER TO OIL COOLER . . . .
INSTALLATION
INSTALLATION—AIR TO OIL COOLER . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
. . 83
. . 84
. . 84
. . 84
. . 84
. . 85
. . 86
. . 86
. . 87
. . 87
. . 82
. . 82
TRANS COOLER - 5.9L
removed from the cooler before the cooler can be
flushed. The thermostat is serviceable.
DESCRIPTION
An air-to-oil transmission oil cooler is standard on
all engine packages. the cooler is located between the
radiator and air conditioning condenser (Fig. 1).
OPERATION
The transmission oil is routed through the cooler
where heat is removed from the transmission oil
before returning to the transmission. The cooler has
an internal thermostat that controls fluid flow
through the cooler. When the transmission fluid is
cold ( less than operating temperature) the fluid is
routed through the cooler bypass. when the transmission fluid reaches operating temperatures and above,
the thermostat closes off the bypass allowing fluid
flow through the cooler. The thermostat MUST be
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITH RADIATOR
IN-TANK TRANSMISSION OIL COOLER
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later transferred back into the reconditioned (or replaced) transmission.
The only recommended procedure for flushing coolers and lines is to use Tool 6906-B Cooler Flusher.
TRANSMISSION
BR/BE
7 - 79
TRANS COOLER - 5.9L (Continued)
(3) Verify pump power switch is turned OFF. Connect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmission cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
Fig. 1 Automatic Transmission Oil
1
2
3
4
5
6
7
-
UPPER RADIATOR SUPPORT BRACKET BOLT
MOUNTING STRAPS (2)
TRANS. OIL COOLER UPPER MOUNTING BOLT (2)
TRANS. OIL COOLER LOWER MOUNTING BOLT (2)
LOWER RADIATOR SUPPORT BRACKET BOLT (2)
TRANSMISSION OIL COOLER
RADIATOR SUPPORT BRACKET
WARNING:
WEAR PROTECTIVE EYEWEAR THAT MEETS THE
REQUIREMENTS OF OSHA AND ANSI Z87.1–1968.
WEAR STANDARD INDUSTRIAL RUBBER GLOVES.
KEEP LIGHTED CIGARETTES, SPARKS, FLAMES,
AND OTHER IGNITION SOURCES AWAY FROM THE
AREA TO PREVENT THE IGNITION OF COMBUSTIBLE LIQUIDS AND GASES. KEEP A CLASS (B) FIRE
EXTINGUISHER IN THE AREA WHERE THE
FLUSHER WILL BE USED.
KEEP THE AREA WELL VENTILATED.
DO NOT LET FLUSHING SOLVENT COME IN CONTACT WITH YOUR EYES OR SKIN: IF EYE CONTAMINATION OCCURS, FLUSH EYES WITH WATER FOR
15 TO 20 SECONDS. REMOVE CONTAMINATED
CLOTHING AND WASH AFFECTED SKIN WITH
SOAP AND WATER. SEEK MEDICAL ATTENTION.
(1) Remove cover plate filler plug on Tool 6906-B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions generally used to clean automatic transmission components. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
(2) Reinstall filler plug on Tool 6906-B.
(5) Connect the BLUE pressure line to the OUTLET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
(8) Turn pump OFF.
(9) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(10) Turn pump ON for 30 seconds to purge flushing solution from cooler and lines. Turn pump OFF.
(11) Place CLEAR suction line into a one quart
container of Mopart ATF +4, type 9602, Automatic
Transmission Fluid.
(12) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the transmission cooler and lines. Turn pump OFF.
(13) Disconnect alligator clips from battery. Reconnect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITHOUT RADIATOR
IN-TANK TRANSMISSION OIL COOLER
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later transferred back into the reconditioned (or replaced) transmission.
(1) Remove cover plate filler plug on Tool 6906B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions generally used to clean automatic transmission components. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
7 - 80
TRANSMISSION
BR/BE
TRANS COOLER - 5.9L (Continued)
(2) Reinstall filler plug on Tool 6906B.
(3) Verify pump power switch is turned OFF. Connect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmission cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
(5) Connect the BLUE pressure line to the OUTLET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Remove the transmission oil cooler from the
vehicle. (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - REMOVAL)
(8) Remove the transmission oil cooler thermostat.
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - DISASSEMBLY)
(9) Re-install the thermostat cover onto the oil
cooler and install the snap-ring.
(10) Re-connect the oil cooler to the transmission
cooler lines.
(11) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
NOTE: This flushes the bypass circuit of the cooler
only.
(12) Turn pump OFF.
(13) Remove the thermostat cover from the oil
cooler.
(14) Install Special Tool Cooler Plug 8414 into the
transmission oil cooler.
(15) Re-install the thermostat cover onto the oil
cooler and install the snap-ring.
(16) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
(20) Install a new thermostat spring, thermostat,
cover, and snap-ring into the transmission oil cooler.
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - ASSEMBLY)
(21) Install the transmission oil cooler onto the
vehicle. (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - INSTALLATION)
(22) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(23) Turn pump ON for 30 seconds to purge flushing solution from cooler and lines. Turn pump OFF.
(24) Place CLEAR suction line into a one quart
container of Mopart ATF +4, type 9602, Automatic
Transmission fluid.
(25) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the transmission cooler and lines. Turn pump OFF.
(26) Disconnect alligator clips from battery. Reconnect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
REMOVAL
(1) Disconnect battery negative cable.
(2) Place a drain pan under the oil cooler lines.
(3) Disconnect the transmission oil cooler line
quick-connect fitting at the cooler outlet using the
quick connect release tool 6935. Loosen clamp from
inlet connection and slide hose off of nipple. Plug
cooler lines to prevent oil leakage.
(4) Remove the oil cooler lower mounting bolt (oil
cooler-to-vehicle body) (Fig. 2).
(5) Remove three bolts (radiator support bracketto-body). Remove this A-shaped support bracket and
the transmission oil cooler as an assembly from the
vehicle. Take care not to damage the radiator core or
A/C condenser fins with the cooling lines when
removing.
(6) Remove oil cooler from A-shaped support
bracket by removing two upper mounting strap bolts
and mounting straps at support bracket (Fig. 2).
(7) Remove oil cooler from the A-shaped radiator
support bracket.
DISASSEMBLY
NOTE: This flushes the main oil cooler core passages only.
NOTE: The transmission oil cooler uses an internal
thermostat to control transmission oil flow through
the cooler. This thermostat is servicable.
(17) Turn pump OFF.
(18) Remove the thermostat cover from the oil
cooler.
(19) Remove Special Tool Cooler Plug 8414 from
the transmission oil cooler.
(1) Remove the transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
REMOVAL).
(2) Remove the snap ring retaining the thermostat
end plug (Fig. 3).
TRANSMISSION
BR/BE
7 - 81
TRANS COOLER - 5.9L (Continued)
ASSEMBLY
(1) Throughly clean the thermostat bore on the
transmission oil cooler.
(2) Install new spring, thermostat, end plug and
snap ring.
(3) Install transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
INSTALLATION).
INSTALLATION
Fig. 2 Transmission Oil Cooler - 5.9L Engine
1
2
3
4
5
6
7
-
UPPER RADIATOR SUPPORT BRACKET BOLT
MOUNTING STRAPS (2)
TRANS. OIL COOLER UPPER MOUNTING BOLT (2)
TRANS. OIL COOLER LOWER MOUNTING BOLT (2)
LOWER RADIATOR SUPPORT BRACKET BOLT (2)
TRANSMISSION OIL COOLER
RADIATOR SUPPORT BRACKET
(3) Remove the end plug, thermostat and spring
from transmission oil cooler (Fig. 3).
(1) Install the oil cooler assembly to the A-shaped
radiator support bracket using the two upper mounting bolts and mounting straps. Install the bolts but
do not tighten at this time.
(2) Install the radiator support bracket and oil
cooler (as an assembly) to the vehicle.
(3) Install the two lower radiator A-shaped support
bracket bolts. Do not tighten bolts at this time.
(4) Slide and position the oil cooler on the
A-shaped bracket until its lower mounting hole lines
up with the bolt hole on the vehicle body. Tighten the
oil cooler mounting strap bolts to 6 N·m (50 in. lbs.)
torque.
(5) Install the upper radiator A-shaped support
bracket bolt. Tighten all three radiator support
bracket mounting bolts to 11 N·m (95 in. lbs.) torque.
(6) Inspect quick connect fitting for debris and
install the quick-connect fitting on the cooler outler
tube until an audible “click” is heard. Pull apart to
verify connection.
(7) Connect battery negative cable.
(8) Start the engine and check all fittings for
leaks.
(9) Check the fluid level in the automatic transmission (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RE/FLUID - STANDARD
PROCEDURE), (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 44RE/FLUID - STANDARD
PROCEDURE)
or
(Refer
to
21
TRANSMISSION/TRANSAXLE/AUTOMATIC
46RE/FLUID - STANDARD PROCEDURE).
TRANS COOLER - 8.0L
DESCRIPTION
Fig. 3 Transmission Oil Cooler Thermostat
Removal/Installation
1
2
3
4
5
-
THERMOSTAT HOUSING
SPRING
END PLUG
SNAP RING
THERMOSTAT
The air-to-oil cooler is located in front of and to the
left side of the radiator (Fig. 4). This cooler is supplied as standard equipment on all models equipped
with an automatic transmission.
OPERATION
The transmission oil is routed through the cooler
where the cooler removes heat from the transmission
fluid, before returning to the transmission.
7 - 82
TRANSMISSION
BR/BE
TRANS COOLER - 8.0L (Continued)
nents. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
(2) Reinstall filler plug on Tool 6906-B.
(3) Verify pump power switch is turned OFF. Connect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
Fig. 4 Automatic Transmission Oil Cooler—8.0L
Engine
1
2
3
4
-
RADIATOR SUPPORT
OIL COOLER MOUNTING BOLTS
TRANSMISSION OIL COOLER
TRANSMISSION OIL COOLER LINES
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITH RADIATOR
IN-TANK TRANSMISSION OIL COOLER
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later transferred back into the reconditioned (or replaced) transmission.
The only recommended procedure for flushing coolers and lines is to use Tool 6906-B Cooler Flusher.
WARNING:
WEAR PROTECTIVE EYEWEAR THAT MEETS THE
REQUIREMENTS OF OSHA AND ANSI Z87.1–1968.
WEAR STANDARD INDUSTRIAL RUBBER GLOVES.
KEEP LIGHTED CIGARETTES, SPARKS, FLAMES,
AND OTHER IGNITION SOURCES AWAY FROM THE
AREA TO PREVENT THE IGNITION OF COMBUSTIBLE LIQUIDS AND GASES. KEEP A CLASS (B) FIRE
EXTINGUISHER IN THE AREA WHERE THE
FLUSHER WILL BE USED.
KEEP THE AREA WELL VENTILATED.
DO NOT LET FLUSHING SOLVENT COME IN CONTACT WITH YOUR EYES OR SKIN: IF EYE CONTAMINATION OCCURS, FLUSH EYES WITH WATER FOR
15 TO 20 SECONDS. REMOVE CONTAMINATED
CLOTHING AND WASH AFFECTED SKIN WITH
SOAP AND WATER. SEEK MEDICAL ATTENTION.
(1) Remove cover plate filler plug on Tool 6906-B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions generally used to clean automatic transmission compo-
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmission cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
(5) Connect the BLUE pressure line to the OUTLET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
(8) Turn pump OFF.
(9) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(10) Turn pump ON for 30 seconds to purge flushing solution from cooler and lines. Turn pump OFF.
(11) Place CLEAR suction line into a one quart
container of Mopart ATF +4, type 9602, Automatic
Transmission Fluid.
(12) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the transmission cooler and lines. Turn pump OFF.
(13) Disconnect alligator clips from battery. Reconnect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITHOUT RADIATOR
IN-TANK TRANSMISSION OIL COOLER
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later transferred back into the reconditioned (or replaced) transmission.
(1) Remove cover plate filler plug on Tool 6906B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions gen-
TRANSMISSION
BR/BE
7 - 83
TRANS COOLER - 8.0L (Continued)
erally used to clean automatic transmission components. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
(2) Reinstall filler plug on Tool 6906B.
(3) Verify pump power switch is turned OFF. Connect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmission cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
(5) Connect the BLUE pressure line to the OUTLET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Remove the transmission oil cooler from the
vehicle. (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - REMOVAL)
(8) Remove the transmission oil cooler thermostat.
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - DISASSEMBLY)
(9) Re-install the thermostat cover onto the oil
cooler and install the snap-ring.
(10) Re-connect the oil cooler to the transmission
cooler lines.
(11) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
(19) Remove Special Tool Cooler Plug 8414 from
the transmission oil cooler.
(20) Install a new thermostat spring, thermostat,
cover, and snap-ring into the transmission oil cooler.
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - ASSEMBLY)
(21) Install the transmission oil cooler onto the
vehicle. (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - INSTALLATION)
(22) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(23) Turn pump ON for 30 seconds to purge flushing solution from cooler and lines. Turn pump OFF.
(24) Place CLEAR suction line into a one quart
container of Mopart ATF +4, type 9602, Automatic
Transmission fluid.
(25) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the transmission cooler and lines. Turn pump OFF.
(26) Disconnect alligator clips from battery. Reconnect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
REMOVAL
(1) Place a drain pan under the oil cooler lines.
(2) Disconnect the two transmission lines from the
oil cooler by loosening the two worm gear clamps and
pulling the rubber hoses off of the oil cooler tubes
(Fig. 5). Plug all oil cooler lines to prevent oil leakage.
(3) Remove three oil cooler-to-radiator support
mounting bolts (Fig. 5).
(4) Remove the oil cooler and line assembly from
the vehicle.
NOTE: This flushes the bypass circuit of the cooler
only.
(12) Turn pump OFF.
(13) Remove the thermostat cover from the oil
cooler.
(14) Install Special Tool Cooler Plug 8414 into the
transmission oil cooler.
(15) Re-install the thermostat cover onto the oil
cooler and install the snap-ring.
(16) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
NOTE: This flushes the main oil cooler core passages only.
(17) Turn pump OFF.
(18) Remove the thermostat cover from the oil
cooler.
Fig. 5 Transmission Oil Cooler—8.0L Engine
1
2
3
4
-
RADIATOR SUPPORT
OIL COOLER MOUNTING BOLTS
TRANSMISSION OIL COOLER
TRANSMISSION OIL COOLER LINES
7 - 84
TRANSMISSION
BR/BE
TRANS COOLER - 8.0L (Continued)
INSTALLATION
(1) Install the oil cooler and cooler line assembly to
the vehicle.
(2) Install three mounting bolts and tighten to 6
N·m (50 in. lbs.) torque.
(3) Connect the transmission cooling lines to the
oil cooler by pushing the rubber hoses onto the oil
cooler tubes. Tighten the worm gear clomps to 2 N·m
(18 in. lbs.)
(4) Start the engine and check all fittings for
leaks.
(5) Check the fluid level in the automatic transmission (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 47RE/FLUID - STANDARD
PROCEDURE).
TRANS COOLER - 5.9L DIESEL
DESCRIPTION
All diesel models equipped with an automatic
transmission are equipped with both a main waterto-oil cooler and a separate air-to-oil cooler. Both coolers are supplied as standard equipment on diesel
engine powered models when equipped with an automatic transmission.
The main water-to-oil transmission oil cooler is
mounted to a bracket on the turbocharger side of the
engine (Fig. 6).
The air-to-oil cooler is located in front of and to the
left side of the radiator (Fig. 7).
Fig. 7 Auxiliary Transmission Oil Cooler—Diesel
Engine
1
2
3
4
5
-
CHARGE AIR COOLER (INTERCOOLER)
QUICK-CONNECT FITTINGS (2)
MOUNTING NUTS (2)
MOUNTING BOLT
TRANSMISSION OIL COOLER
OPERATION
The
cooler
tional
before
transmission oil is routed through the main
first, then the auxiliary cooler where addiheat is removed from the transmission oil
returning to the transmission.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITH RADIATOR
IN-TANK TRANSMISSION OIL COOLER
Fig. 6 Transmission Water-To-Oil Cooler—Diesel
Engine—Typical
1 - TRANSMISSION WATER-TO-OIL COOLER
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later transferred back into the reconditioned (or replaced) transmission.
The only recommended procedure for flushing coolers and lines is to use Tool 6906-B Cooler Flusher.
BR/BE
TRANSMISSION
7 - 85
TRANS COOLER - 5.9L DIESEL (Continued)
WARNING:
WEAR PROTECTIVE EYEWEAR THAT MEETS THE
REQUIREMENTS OF OSHA AND ANSI Z87.1–1968.
WEAR STANDARD INDUSTRIAL RUBBER GLOVES.
KEEP LIGHTED CIGARETTES, SPARKS, FLAMES,
AND OTHER IGNITION SOURCES AWAY FROM THE
AREA TO PREVENT THE IGNITION OF COMBUSTIBLE LIQUIDS AND GASES. KEEP A CLASS (B) FIRE
EXTINGUISHER IN THE AREA WHERE THE
FLUSHER WILL BE USED.
KEEP THE AREA WELL VENTILATED.
DO NOT LET FLUSHING SOLVENT COME IN CONTACT WITH YOUR EYES OR SKIN: IF EYE CONTAMINATION OCCURS, FLUSH EYES WITH WATER FOR
15 TO 20 SECONDS. REMOVE CONTAMINATED
CLOTHING AND WASH AFFECTED SKIN WITH
SOAP AND WATER. SEEK MEDICAL ATTENTION.
(1) Remove cover plate filler plug on Tool 6906-B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions generally used to clean automatic transmission components. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
(2) Reinstall filler plug on Tool 6906-B.
(3) Verify pump power switch is turned OFF. Connect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmission cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
(5) Connect the BLUE pressure line to the OUTLET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
(8) Turn pump OFF.
(9) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(10) Turn pump ON for 30 seconds to purge flushing solution from cooler and lines. Turn pump OFF.
(11) Place CLEAR suction line into a one quart
container of Mopart ATF +4, type 9602, Automatic
Transmission Fluid.
(12) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the transmission cooler and lines. Turn pump OFF.
(13) Disconnect alligator clips from battery. Reconnect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES - WITHOUT RADIATOR
IN-TANK TRANSMISSION OIL COOLER
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later transferred back into the reconditioned (or replaced) transmission.
(1) Remove cover plate filler plug on Tool 6906B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions generally used to clean automatic transmission components. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
(2) Reinstall filler plug on Tool 6906B.
(3) Verify pump power switch is turned OFF. Connect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmission cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
(5) Connect the BLUE pressure line to the OUTLET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Remove the transmission oil cooler from the
vehicle. (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - REMOVAL)
(8) Remove the transmission oil cooler thermostat.
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - DISASSEMBLY)
7 - 86
TRANSMISSION
BR/BE
TRANS COOLER - 5.9L DIESEL (Continued)
(9) Re-install the thermostat cover onto the oil
cooler and install the snap-ring.
(10) Re-connect the oil cooler to the transmission
cooler lines.
(11) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
NOTE: This flushes the bypass circuit of the cooler
only.
(12) Turn pump OFF.
(13) Remove the thermostat cover from the oil
cooler.
(14) Install Special Tool Cooler Plug 8414 into the
transmission oil cooler.
(15) Re-install the thermostat cover onto the oil
cooler and install the snap-ring.
(16) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
REMOVAL
REMOVAL—AIR TO OIL COOLER
(1)
(2)
(3)
(4)
from
(5)
(Fig.
Remove front bumper.
Place a drain pan under the oil cooler.
Raise the vehicle.
Disconnect the oil cooler quick-connect fittings
the transmission lines.
Remove the charge air cooler-to-oil cooler bolt
8).
NOTE: This flushes the main oil cooler core passages only.
(17) Turn pump OFF.
(18) Remove the thermostat cover from the oil
cooler.
(19) Remove Special Tool Cooler Plug 8414 from
the transmission oil cooler.
(20) Install a new thermostat spring, thermostat,
cover, and snap-ring into the transmission oil cooler.
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - ASSEMBLY)
(21) Install the transmission oil cooler onto the
vehicle. (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - INSTALLATION)
(22) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(23) Turn pump ON for 30 seconds to purge flushing solution from cooler and lines. Turn pump OFF.
(24) Place CLEAR suction line into a one quart
container of Mopart ATF +4, type 9602, Automatic
Transmission fluid.
(25) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the transmission cooler and lines. Turn pump OFF.
(26) Disconnect alligator clips from battery. Reconnect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
Fig. 8 Auxiliary Transmission Oil Cooler—Diesel
Engine
1
2
3
4
5
-
CHARGE AIR COOLER (INTERCOOLER)
QUICK-CONNECT FITTINGS (2)
MOUNTING NUTS (2)
MOUNTING BOLT
TRANSMISSION OIL COOLER
(6) Remove two mounting nuts.
(7) Remove the oil cooler and line assembly
towards the front of vehicle. Cooler must be rotated
and tilted into position while removing.
REMOVAL—WATER TO OIL COOLER
CAUTION: If a leak should occur in the water-to-oil
cooler mounted to the side of the engine block,
engine coolant may become mixed with transmission fluid. Transmission fluid may also enter engine
cooling system. Both cooling system and transmission should be drained and inspected in case of oil
cooler leakage.
TRANSMISSION
BR/BE
7 - 87
TRANS COOLER - 5.9L DIESEL (Continued)
(1) Disconnect both battery negative cables.
(2) Remove air cleaner assembly and air cleaner
intake hoses.
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Disconnect coolant lines from cooler.
(5) Disconnect transmission oil lines from cooler.
Plug cooler lines to prevent oil leakage.
(6) Remove oil cooler mounting straps (Fig. 9).
(7) Lift oil cooler off of mounting bracket.
(8) If replacing cooler, make sure to transfer converter drain back valve to new cooler.
INSTALLATION
INSTALLATION—AIR TO OIL COOLER
(1) Carefully position the oil cooler assembly to the
vehicle.
(2) Install two nuts and one bolt. Tighten to 11
N·m (95 in. lbs.) torque.
(3) Connect the quick-connect fittings to the transmission cooler lines.
(4) Install front bumper.
(5) Start the engine and check all fittings for
leaks.
(6) Check the fluid level in the automatic transmission (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 47RE/FLUID - STANDARD
PROCEDURE).
INSTALLATION
Fig. 9 Transmission Water-To- Oil Cooler—Diesel
1 - TRANSMISSION WATER-TO-OIL COOLER
(1) Position oil cooler on bracket.
(2) Install mounting straps.
(3) Connect transmission oil lines to cooler.
(4) Connect coolant hoses to cooler.
(5) Connect battery negative cables.
(6) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(7) Check transmission oil level and fill as necessary (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC
47RE/FLUID
STANDARD
PROCEDURE).
(8) Install air cleaner assembly and air cleaner
intake hoses.
AUDIO
BR/BE
8A - 1
AUDIO
TABLE OF CONTENTS
page
page
AUDIO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - AUDIO . . . . . . . . . . 2
SPECIAL TOOLS
AUDIO SYSTEMS . . . . . . . . . . . . . . . . . . . . . . 4
ANTENNA BODY & CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 4
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING - ANTENNA . . . . . . . 5
REMOVAL
.............................6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
RADIO CHOKE RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - RADIO CHOKE
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTRUMENT PANEL ANTENNA CABLE
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
RADIO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING - RADIO . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
RADIO NOISE SUPPRESSION COMPONENTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - RADIO NOISE
SUPPRESSION COMPONENTS . . . . . . . . . . . 12
ENGINE-TO-BODY GROUND STRAP
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
CAB-TO- BED GROUND STRAP
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
HEATER CORE GROUND STRAP
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
REMOTE SWITCHES
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - REMOTE
SWITCHES . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SPEAKER
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SPEAKER
A-PILLAR TWEETER SPEAKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
FRONT DOOR SPEAKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
REAR CAB SIDE PANEL SPEAKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
REAR DOOR SPEAKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
AUDIO
• Antenna
• Clockspring (with remote radio switches only)
• Filter, choke and speaker relay (with premium
speaker system only)
• High-line or premium Central Timer Module
(CTM) (with remote radio switches)
• Radio noise suppression components
• Radio receiver
• Remote radio switches (optional with RAZ radio
receiver only)
• Speakers
Refer to Electrical, Restraints for more information
on the clockspring. Refer to Electrical, Body Control/
Central Control Module for more information on the
Central Timer Module. Refer to the appropriate wiring information. The wiring information includes wir-
DESCRIPTION
An audio system is standard factory-installed
equipment on this model, unless the vehicle is
ordered with an available radio delete option. The
standard equipment audio system includes an
AM/FM/cassette (RAS sales code) receiver, and
speakers in four locations. Several combinations of
radio receivers and speaker systems are offered as
optional equipment on this model. The audio system
uses an ignition switched source of battery current so
that the system will only operate when the ignition
switch is in the On or Accessory positions. The audio
system includes the following components:
. . . . . . . 12
. . . . . . . 13
. . . . . . . 13
. . . . . . . 14
. . . . . . . 14
. . . . . . . 14
. . . . . . . 14
. . . . . . . 15
. . . . . . . 15
. . . . . . . 16
. . . . . . . 16
. . . . . . . 17
. . . . . . . 17
. . . . . . 17
. . . . . . . 18
. . . . . . . 19
. . . . . . . 19
. . . . . . . 19
. . . . . . . 20
. . . . . . . 20
. . . . . . . 20
. . . . . . . 21
8A - 2
AUDIO
BR/BE
AUDIO (Continued)
ing diagrams, proper wire and connector repair
procedures, details of wire harness routing and
retention, connector pin-out information and location
views for the various wire harness connectors, splices
and grounds. Following are general descriptions of
the remaining major components in the standard and
optional factory-installed audio systems.
OPERATION
See the owner’s manual in the vehicle glove box for
more information on the features, use and operation
of each of the available audio systems.
CENTRAL TIMER MODULE
The high-line or premium Central Timer Module
(CTM) can also control some features of the audio
system when the vehicle is equipped with the
optional RAZ radio receiver and remote radio
switches. A high-line CTM is used on high-line versions of this vehicle. A premium CTM is used on
vehicles equipped with the optional heated seats. The
CTM combines the functions of a chime/buzzer module, an intermittent wipe module, an illuminated
entry module, a remote keyless entry module, and a
vehicle theft security system module in a single unit.
The high-line or premium CTM also controls and
integrates many of the additional electronic functions
and features included on models with this option.
The RAZ radio receiver with a remote radio switch
option is one of the features that the CTM controls.
The CTM is programmed to send switch status mes-
sages over the Chrysler Collision Detection (CCD)
data bus to control the volume, seek, and pre-set station advance functions of the RAZ radio receiver. The
CTM monitors the status of the remote radio
switches located on the steering wheel through a
hard wired circuit. The CTM then sends the proper
switch status messages to the radio receiver. The
electronic circuitry within the radio receiver responds
to the switch status messages it receives by adjusting
the radio settings as requested.
Refer to Electrical, Body Control/Central Timer
Module for more information on the high-line CTM.
Refer to Remote Radio Switch in Description and
Operation for more information on this component.
In addition, radio receivers connected to the CCD
data bus have several audio system functions that
can be diagnosed using a DRBIIIt scan tool. Refer to
the proper Diagnostic Procedures manual for more
information on DRBIIIt testing of the audio systems.
DIAGNOSIS AND TESTING - AUDIO
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
Audio System Diagnosis
CONDITION
NO AUDIO
POSSIBLE CAUSE
CORRECTION
1. Fuse faulty.
1. Check radio fuses in junction block. Replace faulty
fuses, if required.
2. Radio connector faulty.
2. Check for loose or corroded radio connections. Repair,
if required.
3. Wiring faulty.
3. Check for battery voltage at radio connector. Repair
wiring, if required.
4. Ground faulty.
4. Check for continuity between radio chassis and a
known good ground. There should be continuity. Repair
ground, if required.
5. Radio faulty.
5. Refer to Radio in the Diagnosis and Testing section of
this group.
6. Speakers faulty.
6. Refer to Speaker in the Diagnosis and Testing section
of this group.
7. Amplifier faulty (if
equipped).
7. Refer to Speaker in the Diagnosis and Testing section
of this group.
AUDIO
BR/BE
8A - 3
AUDIO (Continued)
Audio System Diagnosis
CONDITION
NO DISPLAY
CLOCK WILL NOT KEEP
SET TIME
POOR RADIO
RECEPTION
NO/POOR TAPE
OPERATION
NO COMPACT DISC
OPERATION
POSSIBLE CAUSE
CORRECTION
1. Fuse faulty.
1. Check radio fuses in junction block. Replace faulty
fuses, if required.
2. Radio connector faulty.
2. Check for loose or corroded radio connections. Repair,
if required.
3. Wiring faulty.
3. Check for battery voltage at radio connector. Repair
wiring, if required.
4. Ground faulty.
4. Check for continuity between radio chassis and a
known good ground. There should be continuity. Repair
ground, if required.
5. Radio faulty.
5. Refer to Radio in the Diagnosis and Testing section of
this group.
1. Fuse faulty.
1. Check ignition-off draw fuse. Replace faulty fuse, if
required.
2. Radio connector faulty.
2. Check for loose or corroded radio connections. Repair,
if required.
3. Wiring faulty.
3. Check for battery voltage at radio connector. Repair
wiring, if required.
4. Ground faulty.
4. Check for continuity between radio chassis and a
known good ground. There should be continuity. Repair
ground, if required.
5. Radio faulty.
5. Refer to Radio in the Diagnosis and Testing section of
this group.
1. Antenna faulty.
1. Refer to Antenna in the Diagnosis and Testing section
of this group.
2. Ground faulty.
2. Check for continuity between radio chassis and a
known good ground. There should be continuity. Repair
ground, if required.
3. Radio faulty.
3. Refer to Radio in the Diagnosis and Testing section of
this group.
4. Faulty EMI or RFI
noise suppression.
4. Refer to Radio Frequency Interference in the Diagnosis
and Testing section of this group.
1. Faulty tape.
1. Insert known good tape and test operation.
2. Foreign objects behind
tape door.
2. Remove foreign objects and test operation.
3. Dirty cassette tape
head.
3. Clean head with Mopar Cassette Head Cleaner.
4. Faulty tape deck.
4. Exchange or replace radio, if required.
1. Faulty CD.
1. Insert known good CD and test operation.
2. Foreign material on
CD.
2. Clean CD and test operation.
3. Condensation on CD
or optics.
3. Allow temperature of vehicle interior to stabilize and
test operation.
4. Faulty CD player.
4. Exchange or replace radio, if required.
8A - 4
AUDIO
BR/BE
AUDIO (Continued)
SPECIAL TOOLS
AUDIO SYSTEMS
The components of the radio antenna body and
cable cannot be adjusted or repaired. All factory-installed radios automatically compensate for radio
antenna trim. Therefore, no antenna trimmer adjustment is required or possible after replacing the
antenna body and cable or the radio. If an antenna
body and cable component is damaged or faulty, it
must be replaced. Other than the primary antenna
cable, which is integral to the antenna body, the individual components of the antenna are available for
service replacement.
OPERATION
Antenna Nut Wrench C-4816
ANTENNA BODY & CABLE
DESCRIPTION
The antenna body and cable are not readily visible
in their installed positions in the vehicle. The most
visible component of the antenna body and cable are
the antenna adapter and the antenna cap nut, which
are located on the top of the right front fender panel
of the vehicle, near the right end of the cowl plenum.
The antenna body and cable are secured below the
fender panel by the antenna cap nut through a prefabricated and dedicated mounting hole in the top of
the right front fender. The primary coaxial antenna
cable is then routed beneath the fender sheet metal
and through a prefabricated and dedicated cable
entry hole in the right cowl side panel into the interior of the vehicle. Inside the vehicle, the primary
coaxial cable is connected to a secondary instrument
panel antenna coaxial cable with an in-line connector
that is located behind the right end of the instrument
panel. The secondary coaxial cable is then routed
behind the instrument panel to the back of the radio.
The factory-installed radio antenna body and cable
consists of the following components:
• Antenna adapter - The antenna adapter is
sometimes also referred to as the antenna bezel or
escutcheon.
• Antenna body - The die cast white metal
antenna body is the mating structure between the
antenna mast and the primary antenna coaxial cable.
• Antenna cable - This vehicle uses a two-piece
antenna coaxial cable. The primary antenna cable is
integral to the antenna body, and the secondary
antenna cable connects the primary cable to the
radio.
• Antenna cap nut - The antenna cap nut is a
special, bright-plated threaded fastener that captures
the antenna adapter and retains the antenna body to
the fender sheet metal.
The antenna body and cable connects the antenna
mast to the radio. The radio antenna is an electromagnetic circuit component used to capture radio frequency signals that are broadcast by local
commercial radio stations in both the Amplitude
Modulating (AM) and Frequency Modulating (FM)
frequency ranges. These electromagnetic radio frequency signals induce small electrical modulations
into the antenna as they move past the mast. The
antenna body transfers the weak electromagnetic
radio waves induced into the rigid antenna mast into
the center conductor of the flexible primary antenna
coaxial cable. The braided outer shield of the
antenna coaxial cable is grounded through both the
antenna body and the radio chassis, effectively
shielding the radio waves as they are conducted to
the radio. The radio then tunes and amplifies the
weak radio signals into stronger electrical signals in
order to operate the audio system speakers.
The antenna body includes an integral flange that
mates with and grounds the antenna body to the
underside of the fender panel sheet metal. Above the
fender panel, the antenna body has a short nipple
that is externally threaded to accept the antenna cap
nut. Inside the nipple is a plastic insulator tube, and
inside this insulator is an internally threaded metal
receptacle that accepts the adapter stud on the bottom of the antenna mast. The antenna adapter
serves as an above fender interface to mount and
secure the antenna body to the vehicle. The antenna
adapter is a black molded plastic component that
provides a functional transition between the top of
the fender and the antenna cap nut, while concealing
the edges of the antenna mounting hole and protecting the painted finish of the fender from marring as
the antenna cap nut is tightened. The adapter is
installed over and shrouds the threaded nipple of the
antenna body, which is installed from under and protrudes through the top of the mounting hole in the
fender. The antenna cap nut is installed on top of the
antenna adapter and tightened onto the external
threads of the antenna body nipple to effectively
secure and ground the antenna body to the fender.
AUDIO
BR/BE
8A - 5
ANTENNA BODY & CABLE (Continued)
Three notches on the outer circumference of the cap
nut are engaged by matching projections of an
antenna nut wrench (Special Tool C-4816) to facilitate the removal and installation of this special fastener. Proper tightening of the antenna cap nut is
critical to ensuring proper grounding of the antenna
body to the fender sheet metal, which is necessary
for clear radio signal reception.
A short length of coaxial cable serves as the primary antenna cable. The center conductor of the
cable is connected to the antenna mast receptacle.
The outer wire mesh of the cable is connected to and
grounded through the antenna body. One end of the
primary antenna cable is securely crimped to the
lower end of the antenna body, while the opposite
end features a simple push/pull-type male coaxial
cable connector that serves as the in-line connector to
the instrument panel (secondary) antenna coaxial
cable. The primary coaxial cable includes a grommet
that seals the cable to an entry hole in the right cowl
side outer panel where the cable passes into the passenger compartment of the vehicle. The secondary
antenna cable has a push/pull-type male coaxial
cable connector on the radio end, and a push/pulltype female coaxial cable connector on the opposite
end, which serves as the in-line connector to the primary antenna cable. In the passenger compartment
the primary cable is routed to the lower right side of
the instrument panel, where it is connected to the
secondary instrument panel antenna cable. The
instrument panel antenna cable is routed near the
instrument panel wire harness through the instrument panel to the radio and is secured to the instrument panel structural support with small metal
push-on retainers. This two-piece antenna cable
arrangement allows the instrument panel or the
antenna body and cable to be removed or installed
without disturbing the radio.
DIAGNOSIS AND TESTING - ANTENNA
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
The following four tests are used to diagnose the
antenna with an ohmmeter:
• Test 1 - Mast to ground test
• Test 2 - Tip-of-mast to tip-of-conductor test
• Test 3 - Body ground to battery ground test
• Test 4 - Body ground to coaxial shield test.
The ohmmeter test lead connections for each test
are shown in Antenna Tests (Fig. 1).
NOTE: This model has a two-piece antenna coaxial
cable. Tests 2 and 4 must be conducted in two
steps to isolate a coaxial cable problem; from the
coaxial cable connection under the right end of the
instrument panel near the right cowl side inner
panel to the antenna base, and then from the coaxial cable connection to the radio receiver chassis
connection.
Fig. 1 Antenna Tests
TEST 1
Test 1 determines if the antenna mast is insulated
from the base. Proceed as follows:
(1) Disconnect and isolate the antenna coaxial
cable connector from the radio receiver chassis.
(2) Connect one ohmmeter test lead to the tip of
the antenna mast. Connect the other test lead to the
antenna base. Check for continuity.
(3) There should be no continuity. If continuity is
found, replace the faulty or damaged antenna base
and cable assembly.
TEST 2
Test 2 checks the antenna for an open circuit as
follows:
(1) Disconnect the antenna coaxial cable connector
from the radio receiver chassis.
(2) Connect one ohmmeter test lead to the tip of
the antenna mast. Connect the other test lead to the
center pin of the antenna coaxial cable connector.
(3) Continuity should exist (the ohmmeter should
only register a fraction of an ohm). High or infinite
resistance indicates damage to the base and cable
8A - 6
AUDIO
BR/BE
ANTENNA BODY & CABLE (Continued)
assembly. Replace the faulty or damaged antenna
base and cable, if required.
TEST 3
Test 3 checks the condition of the vehicle body
ground connection. This test should be performed
with the battery positive cable removed from the battery. Disconnect both battery cables, the negative
cable first. Reconnect the battery negative cable and
perform the test as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the battery
negative terminal post.
(2) The resistance should be less than one ohm.
(3) If the resistance is more than one ohm, check
the braided ground strap(s) connected to the engine
and the vehicle body for being loose, corroded, or
damaged. Repair the ground strap connections, if
required.
TEST 4
Test 4 checks the condition of the ground between
the antenna base and the vehicle body as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the outer crimp
on the antenna coaxial cable connector.
(2) The resistance should be less then one ohm.
(3) If the resistance is more then one ohm, clean
and/or tighten the antenna base to fender mounting
hardware.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the passenger side of the instrument panel near the right cowl side inner panel to
disengage the coaxial cable connector from the
retainer clip located on the bottom of the heater-A/C
housing (Fig. 2).
(3) Remove the foam tape to access the coaxial
cable connector. Disconnect the connector by pulling
it apart while twisting the metal connector halves.
Do not pull on the cable.
(4) Securely tie a suitable length of cord or twine
to the antenna half of the coaxial cable connector.
This cord will be used to pull or “fish” the cable back
into position during installation.
(5) Reach above the Powertrain Control Module
(PCM) on the right side of the dash panel in the
engine compartment to disengage the antenna coaxial cable grommet from the hole in the dash panel
(Fig. 3).
(6) Pull the antenna coaxial cable out of the passenger compartment and into the engine compartment through the hole in the dash panel.
Fig. 2 Antenna Coaxial Cable Connector
1
2
3
4
-
RETAINER CLIP
TO RADIO
TO ANTENNA
FOAM TAPE
(7) Raise the sleeve on the antenna mast far
enough to access and unscrew the antenna mast from
the antenna body (Fig. 4).
(8) Remove the antenna cap nut using an antenna
nut wrench (Special Tool C-4816) (Fig. 5).
(9) Remove the antenna adapter from the top of
the fender.
(10) Lower the antenna body and cable assembly
through the top of the fender.
(11) Pull the antenna body and cable out through
the opening between the right cowl side outer panel
and the top of the fender, while feeding the antenna
coaxial cable out of the engine compartment through
the hole in the right cowl side reinforcement.
(12) Untie the cord or twine from the antenna
body and cable coaxial cable connector, leaving the
cord or twine in the place of the cable through the
vehicle.
(13) Remove the antenna body and cable from the
vehicle.
INSTALLATION
(1) Tie the end of the cord or twine that was used
during instrument panel antenna cable removal
securely to the connector on the end of the antenna
cable being installed into the instrument panel. This
cord will be used to pull or “fish” the cable back into
position.
AUDIO
BR/BE
8A - 7
ANTENNA BODY & CABLE (Continued)
Fig. 5 Antenna Cap Nut Remove/Install - Typical
1 - CAP NUT
2 - ANTENNA ADAPTER
3 - TOOL
Fig. 3 Antenna Mounting
1
2
3
4
5
6
7
8
- COWL SIDE REINFORCEMENT
- DASH PANEL
- GROMMET
- ANTENNA BODY AND CABLE
- ADAPTER
- MAST
- SLEEVE
- NUT
(4) Reach through the glove box opening to engage
the antenna cable with the retainer clips on the back
of the instrument panel.
(5) Install the glove box onto the instrument panel.
(6) Untie the cord or twine from the instrument
panel antenna cable connector.
(7) Reach under the passenger side of the instrument panel near the right cowl side inner panel to
reconnect the two halves of the radio antenna coaxial
cable connector. Wrap the connection with a piece of
foam tape.
(8) Engage the coaxial cable connector with the
retainer clip located on the bottom of the heater-A/C
housing.
(9) Reconnect the battery negative cable.
RADIO CHOKE RELAY
DESCRIPTION
Fig. 4 Antenna Mast Remove/Install - Typical
1 - ANTENNA MAST
2 - CAP NUT
3 - ADAPTER
(2) Using the cord or twine, pull the antenna cable
through the radio receiver opening from under the
instrument panel.
(3) Install the radio receiver onto the instrument
panel.
Models equipped with the Infinity premium
speaker package have a filter, choke, and speaker
relay unit. The filter, choke, and speaker relay unit is
mounted to the lower instrument panel center brace,
inboard of the Central Timer Module (CTM) and
directly above the 16-way data link connector. The
filter, choke, and speaker relay unit can be accessed
for service without instrument panel disassembly or
removal.
The filter, choke, and speaker relay unit should be
checked if there is no sound output noted from the
speakers. The filter, choke, and speaker relay unit
cannot be repaired or adjusted and, if faulty or damaged, the unit must be replaced.
8A - 8
AUDIO
BR/BE
RADIO CHOKE RELAY (Continued)
OPERATION
The filter, choke, and speaker relay unit is used to
control the supply of fused battery current to the
front door speaker-mounted dual amplifiers. The
speaker relay is energized by a fused 12 volt output
from the radio receiver whenever the radio is turned
on. For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
repair the open radio 12-volt output circuit to the
radio as required.
(6) Turn the radio and ignition switches to the Off
position. Reconnect the instrument panel wire harness connector to the filter, choke and speaker relay
unit. Check for battery voltage at the amplified
speaker (+) circuit cavity of the instrument panel
wire harness connector for the filter, choke and
speaker relay unit. There should be zero volts. Turn
the ignition and radio switches to the On position.
There should now be battery voltage. If OK, repair
the open amplified speaker (+) circuits to the speaker-mounted amplifiers as required. If not OK, replace
the faulty filter, choke and speaker relay unit.
DIAGNOSIS AND TESTING - RADIO CHOKE
RELAY
REMOVAL
The filter, choke and speaker relay is used to
switch power to the individual speaker amplifiers
used with the Infinity premium speaker package.
The choke and relay are serviced only as a unit. If all
of the speakers are inoperative the filter, choke and
speaker relay unit should be considered suspect.
However, before replacement make the following
checks of the filter, choke and speaker relay circuits.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the battery as
required.
(3) Disconnect the instrument panel wire harness
connector from the filter, choke and speaker relay
unit. Check for battery voltage at the fused B(+) circuit cavity of the instrument panel wire harness connector for the filter, choke and speaker relay unit. If
OK, go to Step 4. If not OK, repair the open fused
B(+) circuit to the junction block fuse as required.
(4) Probe the ground circuit cavity of the instrument panel wire harness connector for the filter,
choke and speaker relay unit. Check for continuity to
a good ground. There should be continuity. If OK, go
to Step 5. If not OK, repair the open ground circuit to
ground as required.
(5) Turn the ignition switch to the On position and
turn the radio on. Check for battery voltage at the
radio 12-volt output circuit cavity of the instrument
panel wire harness connector for the filter, choke and
speaker relay unit. If OK, go to Step 6. If not OK,
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the driver side of the instrument
panel near the 16-way data link connector and
inboard of the ash receiver to access the filter, choke,
and speaker relay (Fig. 6) .
Fig. 6 Filter, Choke, and Speaker Relay Remove/
Install
1
2
3
4
5
6
- ASH RECEIVER HOUSING
- DATA LINK CONNECTOR
- CENTER BRACE
- SCREW
- CHOKE AND RELAY
- WIRE HARNESS CONNECTORS
(3) Disconnect the instrument panel wire harness
connector from the filter, choke and speaker relay
wire harness connector.
AUDIO
BR/BE
8A - 9
RADIO CHOKE RELAY (Continued)
(4) Remove the two screws that secure the filter,
choke, and speaker relay mounting bracket to the
instrument panel center brace.
(5) Remove the filter, choke, and speaker relay
unit from under the instrument panel.
INSTALLATION
(1) Position the filter, choke, and speaker relay
unit under the instrument panel.
(2) Install and tighten the two screws that secure
the filter, choke, and speaker relay mounting bracket
to the instrument panel center brace. Tighten the
screws to 2.7 N·m (24 in. lbs.).
(3) Reconnect the instrument panel wire harness
connector to the filter, choke and speaker relay wire
harness connector.
(4) Reconnect the battery negative cable.
INSTRUMENT PANEL
ANTENNA CABLE
Fig. 7 ANTENNA CABLE ROUTING
1 - RETAINER CLIPS
2 - TO RADIO
3 - TO ANTENNA
INSTALLATION
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the passenger side of the instrument panel near the right cowl side inner panel to
disengage the coaxial cable connector from the
retainer clip located on the bottom of the heater-A/C
housing.
(3) Remove the foam tape to access the coaxial
cable connector. Disconnect the connector by pulling
it apart while twisting the metal connector halves.
Do not pull on the cable.
(4) Securely tie a suitable length of cord or twine
to the instrument panel half of the antenna coaxial
cable connector. This cord will be used to pull or
“fish” the cable back into position during installation.
(5) Roll down the glove box from the instrument
panel. Refer to Body, Instrument Panel for the procedures.
(6) Reach through the glove box opening to disengage the antenna cable from the retainer clips on the
back of the instrument panel (Fig. 7).
(7) Remove the radio receiver from the instrument
panel. Refer to Audio, Radio for the procedures.
(8) Pull the antenna cable out through the radio
receiver opening in the instrument panel.
(9) Untie the cord or twine from the instrument
panel antenna cable connector, leaving the cord or
twine in place of the cable in the instrument panel.
(10) Remove the antenna cable from the instrument panel.
(1) Tie the end of the cord or twine that was used
during instrument panel antenna cable removal
securely to the connector on the end of the antenna
cable being installed into the instrument panel. This
cord will be used to pull or “fish” the cable back into
position.
(2) Using the cord or twine, pull the antenna cable
through the radio receiver opening from under the
instrument panel.
(3) Install the radio receiver onto the instrument
panel. Refer to Audio, Radio for the procedures.
(4) Reach through the glove box opening to engage
the antenna cable with the retainer clips on the back
of the instrument panel.
(5) Install the glove box onto the instrument panel.
Refer to Body, Instrument Panel for the procedures.
(6) Untie the cord or twine from the instrument
panel antenna cable connector.
(7) Reach under the passenger side of the instrument panel near the right cowl side inner panel to
reconnect the two halves of the radio antenna coaxial
cable connector. Wrap the connection with a piece of
foam tape.
(8) Engage the coaxial cable connector with the
retainer clip located on the bottom of the heater-A/C
housing.
(9) Reconnect the battery negative cable.
8A - 10
AUDIO
RADIO
DESCRIPTION
Available factory-installed radio receivers for this
model include an AM/FM/cassette (RAS sales code),
an AM/FM/CD/3-band graphic equalizer (RBR sales
code), or an AM/FM/CD/cassette/3-band graphic
equalizer (RAZ sales code). The factory-installed RAZ
sales code radio receivers can also communicate on
the Chrysler Collision Detection (CCD) data bus network through a separate two-way wire harness connector. All factory-installed receivers are stereo
Electronically Tuned Radios (ETR) and include an
electronic digital clock function.
These radio receivers can only be serviced by an
authorized radio repair station. See the latest Warranty Policies and Procedures manual for a current
listing of authorized radio repair stations.
All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse that is removed when the vehicle is
shipped from the factory. This fuse feeds various
accessories that require battery current when the
ignition switch is in the Off position, including the
clock. The IOD fuse is removed to prevent battery
discharge during vehicle storage.
When removing or installing the IOD fuse, it is
important that the ignition switch be in the Off position. Failure to place the ignition switch in the Off
position can cause the radio display to become scrambled when the IOD fuse is removed and replaced.
Removing and replacing the IOD fuse again, with the
ignition switch in the Off position, will correct the
scrambled display condition.
The IOD fuse should be checked if the radio or
clock displays are inoperative. The IOD fuse is
located in the junction block. Refer to the fuse layout
label on the back of the instrument panel fuse access
panel for IOD fuse identification and location.
OPERATION
The radio receiver operates on fused battery current that is available only when the ignition switch is
in the On or Accessory positions. The electronic digital clock function of the radio operates on fused battery current supplied through the IOD fuse,
regardless of the ignition switch position.
For more information on the features, setting procedures, and control functions for each of the available factory-installed radio receivers, see the owner’s
manual in the vehicle glove box. For complete circuit
diagrams, refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pin-out information and location views for the
various wire harness connectors, splices and grounds.
BR/BE
DIAGNOSIS AND TESTING - RADIO
If the vehicle is equipped with the optional remote
radio switches located on the steering wheel and the
problem being diagnosed is related to one of the
symptoms listed below, be certain to check the
remote radio switches and circuits. Refer to Audio,
Remote Radio Switch prior to attempting radio diagnosis or repair.
• Stations changing with no remote radio switch
input
• Radio memory presets not working properly
• Volume changes with no remote radio switch
input
• Remote radio switch buttons taking on other
functions
• CD player skipping tracks
• Remote radio switch inoperative.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
CAUTION: The speaker output of the radio receiver
is a “floating ground” system. Do not allow any
speaker lead to short to ground, as damage to the
radio receiver may result.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the Power Distribution Center (PDC) as required.
(3) Check the fused ignition switch output (acc/
run) fuse in the junction block. If OK, go to Step 4. If
not OK, repair the shorted circuit or component as
required and replace the faulty fuse(s).
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (acc/run) fuse in the junction block. If OK, go
to Step 5. If not OK, repair the open fused ignition
AUDIO
BR/BE
8A - 11
RADIO (Continued)
switch output (acc/run) circuit to the ignition switch
as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the radio receiver from the instrument
panel, but do not disconnect the wire harness connectors. Check for continuity between the radio receiver
chassis and a good ground. There should be continuity. If OK, go to Step 6. If not OK, repair the open
ground circuit to ground as required.
(6) Connect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (acc/run)
circuit cavity of the left (gray) radio wire harness
connector. If OK, go to Step 7. If not OK, repair the
open fused ignition switch output (acc/run) circuit to
the junction block fuse as required.
(7) Turn the ignition switch to the Off position.
Check for battery voltage at the fused B(+) circuit
cavity of the left (gray) radio wire harness connector.
If OK, replace the faulty radio receiver. If not OK,
repair the open fused B(+) circuit to the junction
block fuse as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel.
(3) Remove the two screws that secure the radio
receiver to the instrument panel (Fig. 8).
(4) Pull the radio receiver out from the instrument
panel far enough to access the instrument panel wire
harness connectors and the antenna coaxial cable
connector (Fig. 9).
(5) Disconnect the instrument panel wire harness
connectors and the antenna coaxial cable connector
from the receptacles on the rear of the radio receiver.
(6) If so equipped, remove the screw that secures
the ground wire to the back of the radio receiver
chassis.
(7) Remove the radio receiver from the instrument
panel.
Fig. 8 Radio Receiver Remove/Install
1
2
3
4
5
6
- WIRE HARNESS CONNECTORS
- ANTENNA COAXIAL CABLE
- RADIO
- SCREW
- GROUND WIRE
- SCREW
1
2
3
4
- ANTENNA CABLE
- RADIO
- INSTRUMENT PANEL WIRING
- GROUND WIRE
INSTALLATION
(1) Position the radio receiver to the instrument
panel.
(2) If so equipped, install and tighten the screw
that secures the ground wire to the back of the radio
receiver chassis. Tighten the screw to 7 N·m (65 in.
lbs.).
(3) Reconnect the instrument panel wire harness
connectors and the antenna coaxial cable connector
to the receptacles on the rear of the radio receiver.
(4) Position the radio receiver into the mounting
hole in the instrument panel.
Fig. 9 Radio Receiver Connections - Typical
(5) Install and tighten the two screws that secure
the radio receiver to the instrument panel. Tighten
the screws to 5 N·m (45 in. lbs.).
(6) Install the cluster bezel onto the instrument
panel.
(7) Reconnect the battery negative cable.
8A - 12
AUDIO
RADIO NOISE SUPPRESSION
COMPONENTS
DESCRIPTION
Radio Frequency Interference (RFI) and ElectroMagnetic Interference (EMI) noise suppression is
accomplished primarily through circuitry internal to
the radio receivers. These internal suppression
devices are only serviced as part of the radio receiver.
External suppression devices that are used on this
vehicle to control RFI or EMI noise include the following:
• Radio antenna base ground
• Radio receiver chassis ground wire or strap
• Engine-to-body ground straps
• Cab-to-bed ground strap
• Heater core ground strap
• Resistor-type spark plugs
• Radio suppression-type secondary ignition wiring.
For more information on the spark plugs and secondary ignition components, refer to Electrical, Ignition Control.
DIAGNOSIS AND TESTING - RADIO NOISE
SUPPRESSION COMPONENTS
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds. Inspect the ground paths
and connections at the following locations:
• Blower motor
• Cab-to-bed ground strap
• Electric fuel pump
• Engine-to-body ground straps
• Generator
• Ignition module
• Heater core ground strap
• Radio antenna base ground
• Radio receiver chassis ground wire or strap
• Wiper motor.
BR/BE
If the source of RFI or EMI noise is identified as a
component on the vehicle (i.e., generator, blower
motor, etc.), the ground path for that component
should be checked. If excessive resistance is found in
any ground circuit, clean, tighten, or repair the
ground circuits or connections to ground as required
before considering any component replacement.
For service and inspection of secondary ignition
components, refer to Electrical, Ignition Control.
Inspect the following secondary ignition system components:
• Distributor cap and rotor
• Ignition coil
• Spark plugs
• Spark plug wire routing and condition.
Reroute the spark plug wires or replace the faulty
components as required.
If the source of the RFI or EMI noise is identified
as two-way mobile radio or telephone equipment,
check the equipment installation for the following:
• Power connections should be made directly to
the battery, and fused as closely to the battery as
possible.
• The antenna should be mounted on the roof or
toward the rear of the vehicle. Remember that magnetic antenna mounts on the roof panel can adversely
affect the operation of an overhead console compass,
if the vehicle is so equipped.
• The antenna cable should be fully shielded coaxial cable, should be as short as is practical, and
should be routed away from the factory-installed
vehicle wire harnesses whenever possible.
• The antenna and cable must be carefully
matched to ensure a low Standing Wave Ratio
(SWR).
Fleet vehicles are available with an extra-cost RFIsuppressed Powertrain Control Module (PCM). This
unit reduces interference generated by the PCM on
some radio frequencies used in two-way radio communications. However, this unit will not resolve complaints of RFI in the commercial AM or FM radio
frequency ranges.
ENGINE-TO-BODY GROUND
STRAP
REMOVAL
(1) Remove the screw that secures the engine-tobody ground strap eyelet to the dash panel (Fig. 10).
(2) Remove the screw that secures the engine-tobody ground strap eyelet to the back of the engine
cylinder head (Fig. 11) or (Fig. 12).
AUDIO
BR/BE
8A - 13
ENGINE-TO-BODY GROUND STRAP (Continued)
Fig. 10 Engine-To-Body Ground
1 - SCREWS (2)
2 - GROUND STRAPS
Fig. 12 Engine-To-Body Ground Strap Remove/
Install - V10 Engine
1
2
3
4
Fig. 11 Engine-To-Body Ground Strap Remove/
Install - V6 & V8 Engine
1
2
3
4
5
-
GROUND STRAP
NUT
GROUND STRAP
SCREW
SCREW
(3) For the right side only on vehicles equipped
with a 3.9L, 5.2L or 5.9L engine, remove the nut that
secures the engine-to-body ground strap eyelet to the
right rear valve cover stud.
(4) Remove the engine-to-body ground strap from
the engine compartment.
INSTALLATION
(1) Position the engine-to-body ground strap to the
back of the engine cylinder head.
-
GROUND STRAP
GROUND STRAP
SCREW
SCREW
(2) Install and tighten the screw that secures the
engine-to-body ground strap eyelet to the back of the
engine cylinder head. Tighten the screw to 10.6 N·m
(95 in. lbs.).
(3) For the right side only on vehicles equipped
with a 3.9L, 5.2L or 5.9L engine, position the engineto-body ground strap eyelet over the right rear valve
cover stud.
(4) For the right side only on vehicles equipped
with a 3.9L, 5.2L or 5.9L engine, install and tighten
the nut that secures the engine-to-body ground strap
eyelet to the right rear valve cover stud. Tighten the
nut to 3.9 N·m (35 in. lbs.).
(5) Position the engine-to-body ground strap to the
dash panel.
(6) Install and tighten the screw that secures the
engine-to-body ground strap eyelet to the dash panel.
Tighten the screw to 3.9 N·m (35 in. lbs.).
CAB-TO-BED GROUND STRAP
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the screw that secures the cab-to-bed
ground strap eyelet to the front crossmember of the
cargo bed (Fig. 13).
(3) Remove the screw that secures the cab-to-bed
ground strap eyelet to the cab floor panel.
(4) Remove the cab-to-bed ground strap from the
vehicle.
8A - 14
AUDIO
BR/BE
CAB-TO-BED GROUND STRAP (Continued)
Fig. 14 Heater Core Ground Strap Remove/Install
Fig. 13 Cab-To-Bed Ground Strap Remove/Install
1
2
3
4
-
BED CROSSMEMBER
GROUND STRAP
CAB FLOOR PANEL
SCREWS
INSTALLATION
(1) Position the cab-to-bed ground strap to the cab
floor panel.
(2) Install and tighten the screw that secures the
cab-to-bed ground strap eyelet to the cab floor panel.
Tighten the screw to 3.9 N·m (35 in. lbs.).
(3) Position the cab-to-bed ground strap to the
front crossmember of the cargo bed.
(4) Install and tighten the screw that secures the
cab-to-bed ground strap eyelet to the front crossmember of the cargo bed. Tighten the screw to 3.9 N·m
(35 in. lbs.).
(5) Lower the vehicle.
HEATER CORE GROUND
STRAP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument
panel. Refer to Body, Instrument Panel for the procedures.
(3) Reach through the instrument panel glove box
opening to access and remove the nut that secures
the heater core ground strap eyelet to the stud on the
dash panel (Fig. 14).
(4) Remove the heater core ground strap eyelet
from the stud on the dash panel.
1
2
3
4
-
GROUND STRAP
NUT
HEATER-A/C HOUSING
DASH PANEL
(5) Remove the screw that secures the heater core
ground strap eyelet and the heater core tube retaining strap to the top of the heater-A/C housing.
(6) Remove the heater core ground strap from the
top of the heater-A/C housing.
INSTALLATION
(1) Position the heater core ground strap and the
heater core tube retaining strap to the top of the
heater-A/C housing.
(2) Install and tighten the screw that secures the
heater core ground strap eyelet and the heater core
tube retaining strap to the top of the heater-A/C
housing. Tighten the screw to 2.2 N·m (20 in. lbs.).
(3) Position the heater core ground strap eyelet
over the stud on the dash panel.
(4) Install and tighten the nut that secures the
heater core ground strap eyelet to the stud on the
dash panel. Tighten the nut to 3.9 N·m (35 in. lbs.).
(5) Install the glove box onto the instrument panel.
Refer to Body, Instrument Panel for the procedures.
(6) Reconnect the battery negative cable.
REMOTE SWITCHES
DESCRIPTION
A remote radio switch option is available on models
equipped
with
the
AM/FM/CD/cassette/3-band
graphic equalizer (RAZ sales code) radio receiver and
the high-line Central Timer Module (CTM). Refer to
AUDIO
BR/BE
8A - 15
REMOTE SWITCHES (Continued)
Electrical, Body Control/Central Timer Module for
more information on this component.
Two rocker-type switches (Fig. 15) are mounted in
the sides of the rear (instrument panel side) steering
wheel trim cover. The switch on the left side is the
seek switch and has seek up, seek down, and preset
station advance functions. The switch on the right
side is the volume control switch and has volume up,
and volume down functions. The two switches are
retained in mounting holes located on each side of
the rear steering wheel trim cover by four latches
that are integral to the switches.
Procedures manual are recommended. For more
information on the features and control functions for
each of the remote radio switches, see the owner’s
manual in the vehicle glove box. For complete circuit
diagrams, refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pin-out information and location views for the
various wire harness connectors, splices and grounds.
DIAGNOSIS AND TESTING - REMOTE
SWITCHES
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
Fig. 15 Remote Radio Switches
1
2
3
4
5
-
PRESET SEEK
UP
SEEK
VOLUME
DOWN
(1) Remove the remote radio switch(es) (Fig. 16)
from the steering wheel.
The remote radio switches share a common steering wheel wire harness with the vehicle speed control
switches. The steering wheel wire harness is connected to the instrument panel wire harness through
the clockspring. Refer to Electrical, Clockspring for
more information on this component.
OPERATION
The remote radio switches are resistor multiplexed
units that are hard wired to the high-line or premium CTM through the clockspring. The CTM monitors the status of the remote radio switches and
sends the proper switch status messages on the
Chrysler Collision Detection (CCD) data bus network
to the radio receiver. The electronic circuitry within
the radio is programmed to respond to these remote
radio switch status messages by adjusting the radio
settings as requested.
For diagnosis of the CTM or the CCD data bus, the
use of a DRBIIIt scan tool and the proper Diagnostic
Fig. 16 Remote Radio Switches
1 - WHITE REAR SWITCH
2 - BLACK REAR SWITCH
8A - 16
AUDIO
BR/BE
REMOTE SWITCHES (Continued)
(2) Use an ohmmeter to check the switch resistances as shown in the Remote Radio Switch Test
chart. If the remote radio switch resistances check
OK, go to Step 3. If not OK, replace the faulty
switch.
REMOTE RADIO SWITCH TEST
SWITCH
SWITCH POSITION
RESISTANCE
Right
(White)
Volume Up
7320 Ohms
Right
(White)
Volume Down
1210 Ohms
Left
(Black)
Seek Up
4530 Ohms
Left
(Black)
Seek Down
2050 Ohms
Left
(Black)
Pre-Set Station
Advance
10 Ohms
(3) Check for continuity between the ground circuit cavity of the remote radio switch wire harness
connector and a good ground. There should be continuity. If OK, go to Step 4. If not OK, repair the open
ground circuit to ground as required.
(4) Disconnect the 18-way wire harness connector
from the Central Timer Module (CTM). Check for
continuity between the radio control mux circuit cavity of the remote radio switch wire harness connector
and a good ground. There should be no continuity. If
OK, go to Step 5. If not OK, repair the shorted radio
control mux circuit as required.
(5) Check for continuity between the radio control
mux circuit cavities of the remote radio switch wire
harness connector and the 18-way CTM wire harness
connector. There should be continuity. If OK, refer to
the proper Diagnostic Procedures manual to test the
CTM and the Chrysler Collision Detection (CCD)
data bus. If not OK, repair the open radio control
mux circuit as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the driver side airbag module from the
steering wheel. Refer to Electrical, Restraints for the
procedures.
(3) Remove the speed control switch located on the
same side of the steering wheel as the remote radio
switch that is being serviced. Refer to Electrical,
Speed Control for the procedures.
(4) Disconnect the steering wheel wire harness
connector from the connector receptacle of the remote
radio switch (Fig. 17).
Fig. 17 Remote Radio Switches Remove/Install
1
2
3
4
5
6
7
8
-
STEERING WHEEL
REMOTE RADIO SWITCH
SPEED CONTROL SWITCH
SCREW (2)
DRIVER SIDE AIRBAG MODULE
SPEED CONTROL SWITCH
REAR TRIM COVER
SCREW (2)
(5) Disengage the four remote radio switch latches
that secure the switch to the inside of the mounting
hole in the steering wheel rear trim cover.
(6) From the outside of the steering wheel rear
trim cover, remove the remote radio switch from the
trim cover mounting hole.
INSTALLATION
(1) Position the remote radio switch to the mounting hole on the outside of the steering wheel rear
trim cover. Be certain that the connector receptacle is
oriented toward the bottom of the switch and pointed
toward the center of the steering wheel.
(2) Press firmly and evenly on the remote radio
switch until each of the switch latches is fully
engaged in the mounting hole of the steering wheel
rear trim cover.
(3) Reconnect the steering wheel wire harness connector to the connector receptacle of the remote radio
switch.
(4) Install the speed control switch onto the steering wheel. Refer to Electrical, Speed Control for the
procedures.
BR/BE
AUDIO
8A - 17
REMOTE SWITCHES (Continued)
(5) Install the driver side airbag module onto the
steering wheel. Refer to Electrical, Restraints for the
procedures.
(6) Reconnect the battery negative cable.
SPEAKER
DESCRIPTION
STANDARD
The standard equipment speaker system includes
speakers in four locations. One full-range 15.2 by
22.9 centimeter (6.0 by 9.0 inch) speaker is located in
each front door. There is also one full-range 13.3 centimeter (5.25 inch) diameter speaker located in each
rear cab side panel for the standard cab and the club
cab models, or in each rear door of the quad cab models.
PREMIUM
The optional premium speaker system features
Infinity model speakers in six locations. Each of the
standard front door speakers are replaced with Infinity model speakers that include integral dual 30 watt
amplifiers. Each of the standard rear speakers is also
replaced by an Infinity model speaker. The premium
speaker system also includes an additional Infinity
tweeter mounted in the A-pillar garnish molding. The
total available power of the premium speaker system
is about 120 watts.
OPERATION
STANDARD
Each of the four full-range speakers used in the
standard speaker system is driven by the amplifier
that is integral to the factory-installed radio receiver.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
PREMIUM
The Infinity speakers used in the premium speaker
system are driven by dual amplifiers that are integral to each of the front door speakers. One of these
dual amplifiers drives the front door speaker and the
A-pillar mounted tweeter for that side of the vehicle,
while the other amplifier drives the rear speaker for
that side of the vehicle. For complete circuit diagrams, to refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pinout information and location views for the various
wire harness connectors, splices and grounds.
DIAGNOSIS AND TESTING - SPEAKER
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
CAUTION: The speaker output of the radio receiver
is a “floating ground” system. Do not allow any
speaker lead to short to ground, as damage to the
radio receiver may result.
(1) Turn the ignition switch to the On position.
Turn the radio receiver on. Adjust the balance and
fader controls to check the performance of each individual speaker. Note the speaker locations that are
not performing correctly. If only an Infinity A-pillar
or an Infinity rear speaker is inoperative, go to Step
8. If any other speaker is inoperative, go to Step 2.
NOTE: If the vehicle is equipped with the Infinity
premium speaker package and all of the speakers
are inoperative, refer to Filter, Choke, and Speaker
Relay in the Diagnosis and Testing section of this
group.
(2) Turn the radio receiver off. Turn the ignition
switch to the Off position. Disconnect and isolate the
battery negative cable. Remove the radio receiver
from the instrument panel. Check both the feed (+)
circuit and return (–) circuit cavities for the inoperative speaker location(s) in the radio receiver wire
harness connectors for continuity to ground. In each
case, there should be no continuity. If OK, go to Step
3. If not OK, repair the shorted speaker feed (+)
and/or return (–) circuit(s) to the speaker as required.
(3) If the inoperative speaker is an Infinity-amplified speaker, go to Step 5. If the vehicle is equipped
with the standard speaker system, check the resistance between the speaker feed (+) circuit and return
8A - 18
AUDIO
BR/BE
SPEAKER (Continued)
(–) circuit cavities of the radio receiver wire harness
connectors for the inoperative speaker location(s).
The meter should read between 2.5 and 4 ohms
(speaker resistance). If OK, go to Step 4. If not OK,
go to Step 5.
(4) Install a known good radio receiver. Connect
the battery negative cable. Turn the ignition switch
to the On position. Turn on the radio receiver and
test the speaker operation. If OK, replace the faulty
radio receiver. If not OK, turn the radio receiver off,
turn the ignition switch to the Off position, disconnect and isolate the battery negative cable, remove
the test radio receiver, and go to Step 5.
(5) Disconnect the wire harness connector at the
inoperative standard speaker system speaker or at
the Infinity-amplified front door-mounted speaker.
Check for continuity between the speaker feed (+) circuit cavities of the radio receiver wire harness connector and the speaker wire harness connector for
the inoperative speaker location. Repeat the check
between the speaker return (–) circuit cavities of the
radio receiver wire harness connector and the
speaker wire harness connector for the inoperative
speaker location. In each case, there should be continuity. If OK with an Infinity-amplified front doormounted speaker, go to Step 6. If OK with the
standard speaker system, replace the faulty speaker.
If not OK, repair the open speaker feed (+) and/or
return (–) circuit(s) as required.
(6) Check for continuity between the ground circuit cavity in the body half of the wire harness connector for the Infinity-amplified front door-mounted
speaker on the same side of the vehicle as the inoperative speaker and a good ground. There should be
continuity. If OK, go to Step 7. If not OK, repair the
open ground circuit to ground as required.
(7) Install the radio receiver. Connect the battery
negative cable. Turn the ignition switch to the On
position. Turn the radio receiver on. Check for battery voltage at the radio choke output circuit cavity
of the wire harness connector for the Infinity-amplified front door-mounted speaker on the same side of
the vehicle as the inoperative speaker. If OK, go to
Step 8. If not OK, repair the open radio choke output
circuit to the filter, choke, and speaker relay as
required.
(8) Turn the radio receiver off. Turn the ignition
switch to the Off position. Disconnect and isolate the
battery negative cable. Disconnect the wire harness
connector for the Infinity-amplified front doormounted speaker on the same side of the vehicle as
the inoperative speaker. Check both the amplified
feed (+) circuit and amplified return (–) circuit cavities for the inoperative speaker location in the body
half of the front door speaker wire harness connector
for continuity to ground. In each case, there should
be no continuity. If OK, go to Step 9. If not OK,
repair the shorted amplified feed (+) and/or amplified
return (–) circuit(s) as required.
(9) Disconnect the wire harness connector at the
inoperative speaker. Check for continuity between
the amplified feed (+) circuit cavities in the body half
of the wire harness connector for the Infinity-amplified front door-mounted speaker on the same side of
the vehicle as the inoperative speaker and the inoperative speaker wire harness connector. Repeat the
check between the amplified return (–) circuit cavities in the body half of the wire harness connector for
the Infinity-amplified front door-mounted speaker on
the same side of the vehicle as the inoperative
speaker and the inoperative speaker wire harness
connector. In each case, there should be continuity. If
OK, go to Step 10. If not OK, repair the open amplified feed (+) and/or amplified return (–) circuit(s) as
required.
(10) Check the resistance between the amplified
feed (+) circuit and amplified return (–) circuit cavities for the inoperative speaker in the body half of
the wire harness connector for the Infinity-amplified
front door-mounted speaker on the same side of the
vehicle as the inoperative speaker. The meter should
read between 2.5 and 4 ohms (speaker resistance). If
OK, replace the faulty front door-mounted Infinity
speaker and amplifier unit. If not OK, replace the
faulty A-pillar or rear-mounted Infinity speaker.
A-PILLAR TWEETER SPEAKER
REMOVAL
The A-pillar-mounted tweeters are used only with
the optional Infinity premium speaker package.
(1) Disconnect and isolate the battery negative
cable.
(2) If the vehicle is so equipped, remove the grab
handle from the A-pillar. Refer to Body, Interior for
the procedures.
(3) Disengage the trim from the A-pillar. Refer to
Body, Interior for the procedures.
(4) Pull the trim away from the A-pillar far enough
to access the tweeter wire harness connector (Fig.
18).
(5) Disconnect the body wire harness connector
from the A-pillar tweeter wire harness connector.
(6) Remove the trim and tweeter from the A-pillar
as a unit.
(7) Disengage the tweeter wire harness retainers
from the heat stakes on the back of the A-pillar trim.
(8) Disengage the tweeter from the A-pillar trim
by pushing out on the tweeter firmly and evenly from
the inside of the trim until it unsnaps from the
mounting hole.
AUDIO
BR/BE
8A - 19
A-PILLAR TWEETER SPEAKER (Continued)
FRONT DOOR SPEAKER
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim panel from the front door.
Refer to Body, Door Front for the procedures.
(3) Remove the four screws that secure the
speaker to the front door inner panel (Fig. 19).
Fig. 18 A-Pillar Tweeter Remove/Install
1
2
3
4
5
6
7
-
NUT
WIRE HARNESS CONNECTOR
MOULDING
HANDLE
PLUG
SCREW
TWEETER
(9) Remove the tweeter from the mounting hole in
the A-pillar trim.
INSTALLATION
(1) Position the tweeter into the mounting hole in
the A-pillar trim.
(2) Install the tweeter onto the A-pillar trim by
pushing in on the tweeter firmly and evenly from the
outside of the trim until it snaps into the mounting
hole.
(3) Use a suitable tape or adhesive to secure the
tweeter wire harness to the inside of the A-pillar
trim.
(4) Position the trim and tweeter to the A-pillar as
a unit.
(5) Reconnect the body wire harness connector to
the A-pillar tweeter wire harness connector.
(6) Engage the trim onto the A-pillar. Refer to
Body, Interior for the procedures.
(7) If the vehicle is so equipped, install the grab
handle onto the A-pillar. Refer to Body, Interior for
the procedures.
(8) Reconnect the battery negative cable.
Fig. 19 Front Door Speaker Remove/Install
1
2
3
4
5
-
CLIP
FRONT DOOR INNER PANEL
WIRE HARNESS CONNECTOR
SCREW
SPEAKER
(4) Pull the speaker away from the mounting hole
in the front door inner panel far enough to access the
speaker wire harness connector.
(5) Disconnect the speaker wire harness connector
from the front door wire harness connector.
(6) Remove the speaker from the front door inner
panel.
INSTALLATION
(1) Position the speaker to the front door inner
panel.
(2) Reconnect the speaker wire harness connector
to the front door wire harness connector.
(3) Position the speaker into the mounting hole in
the front door inner panel.
8A - 20
AUDIO
BR/BE
FRONT DOOR SPEAKER (Continued)
(4) Install and tighten the four screws that secure
the speaker to the front door inner panel. Tighten
the screws to 4 N·m (35 in. lbs.).
(5) Install the trim panel onto the front door. Refer
to Body, Door Front for the procedures.
(6) Reconnect the battery negative cable.
REAR CAB SIDE PANEL
SPEAKER
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim from the rear cab side panel.
Refer to Body, Interior for the procedures.
(3) Remove the two screws that secure the speaker
to the cab side inner panel (Fig. 20) or (Fig. 21).
Fig. 21 Rear Speaker Remove/Install - Club Cab
1
2
3
4
5
-
WIRE HARNESS CONNECTOR
CAB SIDE INNER PANEL
SPEAKER
SCREW
CLIP
(3) Position the speaker into the mounting hole in
the cab side inner panel.
(4) Install and tighten the two screws that secure
the speaker to the cab side inner panel. Tighten the
screws to 4 N·m (35 in. lbs.).
(5) Install the trim onto the rear cab side panel.
Refer to Body, Interior for the procedures.
(6) Reconnect the battery negative cable.
Fig. 20 Rear Speaker Remove/Install - Standard Cab
1
2
3
4
5
-
CLIP
SPEAKER
SCREW
WIRE HARNESS CONNECTOR
CAB SIDE INNER PANEL
(4) Pull the speaker away from the mounting hole
in the cab side inner panel far enough to access the
body wire harness connector.
(5) Disconnect the body wire harness connector
from the speaker connector receptacle.
(6) Remove the speaker from the cab side inner
panel.
INSTALLATION
(1) Position the speaker to the cab side inner
panel.
(2) Reconnect the body wire harness connector to
the speaker connector receptacle.
REAR DOOR SPEAKER
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim panel from the rear door.
(3) Remove the two screws that secure the speaker
to the rear door inner panel (Fig. 22).
(4) Pull the speaker away from the mounting hole
in the rear door inner panel far enough to access the
door wire harness connector.
(5) Disconnect the door wire harness connector
from the speaker connector receptacle.
(6) Remove the speaker from the rear door inner
panel.
AUDIO
BR/BE
8A - 21
REAR DOOR SPEAKER (Continued)
INSTALLATION
(1) Position the speaker to the rear door inner
panel.
(2) Reconnect the door wire harness connector to
the speaker connector receptacle.
(3) Position the speaker into the mounting hole in
the rear door inner panel.
(4) Install and tighten the two screws that secure
the speaker to the rear door inner panel. Tighten the
screws to 4 N·m (35 in. lbs.).
(5) Install the trim panel onto the rear door.
(6) Reconnect the battery negative cable.
Fig. 22 Rear Door Speaker Remove/Install - Quad
Cab
1
2
3
4
5
-
REAR DOOR INNER PANEL
WIRE HARNESS CONNECTOR
SPEAKER
SCREW
CLIP
CHIME/BUZZER
BR/BE
8B - 1
CHIME/BUZZER
TABLE OF CONTENTS
page
page
CHIME WARNING SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING - CHIME
WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . 2
CHIME WARNING SYSTEM
DESCRIPTION
A chime warning system is standard factory-installed equipment on this model. The chime warning
system uses a single chime tone generator that is
integral to the Central Timer Module (CTM) to provide an audible indication of various vehicle conditions that may require the attention of the vehicle
operator. The chime warning system includes the following major components, which are described in further detail elsewhere in this service manual:
• Central Timer Module - The Central Timer
Module (CTM) is located under the driver side end of
the instrument panel, inboard of the instrument
panel steering column opening. The CTM contains an
integral chime tone generator to provide all of the
proper chime warning system features based upon
the monitored inputs.
• Door Ajar Switch - A door ajar switch is integral to the driver side front door latch. This switch
provides an input to the chime warning system indicating whether the driver side front door is open or
closed.
• Headlamp Switch - The headlamp switch is
located on the instrument panel outboard of the
steering column. The headlamp switch provides an
input to the chime warning system indicating when
the exterior lamps are turned On or Off.
• Ignition Switch - A key-in ignition switch is
integral to the ignition switch. The key-in ignition
switch provides an input to the chime warning system indicating whether a key is present in the ignition lock cylinder.
• Seat Belt Switch - A seat belt switch is integral to the driver side front seat belt buckle unit. The
seat belt switch provides an input to the chime warning system indicating whether the driver side front
seat belt is fastened.
Hard wired circuitry connects many of the chime
warning system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be connected to each other, to the vehicle electrical system
and to the chime warning system components
through the use of a combination of soldered splices,
splice block connectors, and many different types of
wire harness terminal connectors and insulators.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire harness connectors, splices and grounds.
The CTM chime warning system circuitry and the
integral chime tone generator cannot be adjusted or
repaired. If the CTM or the chime tone generator are
damaged or faulty, the CTM unit must be replaced.
OPERATION
The chime warning system is designed to provide an
audible output as an indication of various conditions
that may require the attention or awareness of the
vehicle operator. The chime warning system components operate on battery current received through a
fused B(+) fuse in the Junction Block (JB) on a nonswitched fused B(+) circuit so that the system may
operate regardless of the ignition switch position.
The chime warning system provides an audible
indication to the vehicle operator under the following
conditions:
• Fasten Seat Belt Warning - The Central
Timer Module (CTM) chime tone generator will generate repetitive chime tones at a slow rate to
announce that a hard wired input from the seat belt
switch to the Electro-Mechanical Instrument Cluster
(EMIC) indicates that the driver side front seat belt
is not fastened with the ignition switch in the On
position. Unless the driver side front seat belt is fastened, the chimes will continue to sound for a duration of about seven seconds each time the ignition
switch is turned to the On position or until the driver
side front seat belt is fastened, whichever occurs
first. This chime tone is based upon a hard wired
chime request input to the CTM from the EMIC, but
is not related to the operation of the EMIC “Seatbelt”
indicator.
8B - 2
CHIME/BUZZER
BR/BE
CHIME WARNING SYSTEM (Continued)
• Head/Park Lights-On Warning - The CTM
chime tone generator will generate repetitive chime
tones at a fast rate to announce that hard wired
inputs from the driver door ajar switch, headlamp
switch, and ignition switch indicate that the exterior
lamps are turned On with the driver side front door
opened and the ignition switch in the Off position.
The chimes will continue to sound until the exterior
lamps are turned Off, the driver side front door is
closed, or the ignition switch is turned to the On
position, whichever occurs first.
• Key-In-Ignition Warning - The CTM chime
tone generator will generate repetitive chime tones at
a fast rate to announce that hard wired inputs from
the driver door ajar switch, headlamp switch, and
ignition switch indicate that the key is in the ignition
lock cylinder with the driver side front door opened
and the ignition switch in the Off position. The
chimes will continue to sound until the key is
removed from the ignition lock cylinder, the driver
side front door is closed, or the ignition switch is
turned to the On position, whichever occurs first.
• Warning Chime Support - The CTM chime
tone generator will generate repetitive chime tones at
a slow rate to announce that a hard wired chime
request input has been received from the EMIC.
These chime tones provide an audible alert to the
vehicle operator that supplements certain visual indications displayed by the EMIC. Supplemented indications include the following:
• The “Airbag” indicator is illuminated. The
chimes will continue to sound for a duration of about
four seconds each time the indicator is illuminated or
until the ignition switch is turned to the Off position,
whichever occurs first.
• The “Check Gages” indicator is illuminated. The
chimes will continue to sound for a duration of about
two seconds each time the indicator is illuminated or
until the ignition switch is turned to the Off position,
whichever occurs first.
• The “Low Fuel” indicator is illuminated. The
chimes will continue to sound for a duration of about
two seconds each time the indicator is illuminated or
until the ignition switch is turned to the Off position,
whichever occurs first.
• The “Low Wash” indicator is illuminated. The
chimes will continue to sound for a duration of about
two seconds each time the indicator is illuminated or
until the ignition switch is turned to the Off position,
whichever occurs first.
• The “Trans Temp” indicator is illuminated (automatic transmission only). The chimes will continue to
sound for a duration of about two seconds each time
the indicator is illuminated or until the ignition
switch is turned to the Off position, whichever occurs
first.
• The vehicle is over a programmed speed value
(Middle East Gulf Coast Country (GCC) only). The
CTM chime tone generator will generate repetitive
chime tones at a slow rate to announce that the vehicle speed exceeds a programmed value. The chimes
will continue to sound until the vehicle speed is
below the programmed value.
• The “Water-In-Fuel” indicator is illuminated
(diesel engine only). The chimes will continue to
sound for a duration of about two seconds each time
the indicator is illuminated or until the ignition
switch is turned to the Off position, whichever occurs
first.
The CTM provides chime service for all available
features in the chime warning system. The CTM
relies upon hard wired inputs from the driver door
ajar switch, the EMIC, the headlamp switch, and the
key-in ignition switch (ignition switch) to provide
chime service for all of the chime warning system
features. Upon receiving the proper inputs, the CTM
activates the integral chime tone generator to provide the audible chime tone to the vehicle operator.
The chime tone generator in the CTM is capable of
producing repeated chime tones at two different
rates, slow or fast. The slow chime rate is about fifty
chime tones per minute, while the fast chime rate is
about 180 chime tones per minute. The internal programming of the CTM and the EMIC determines the
priority of each chime tone request input that is
received, as well as the rate and duration of each
chime tone that is to be generated.
The hard wired chime warning system inputs to
the CTM and the EMIC, as well as other hard wired
circuits for this system may be diagnosed and tested
using conventional diagnostic tools and procedures.
See the owner’s manual in the vehicle glove box for
more information on the features provided by the
chime warning system.
DIAGNOSIS AND TESTING - CHIME WARNING
SYSTEM
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire harness connectors, splices and grounds. The hard wired
chime warning system inputs to the Central Timer
Module (CTM) and the Electro-Mechanical Instrument Cluster (EMIC), as well as other hard wired
circuits for this system may be diagnosed and tested
using conventional diagnostic tools and procedures.
CHIME/BUZZER
BR/BE
8B - 3
CHIME WARNING SYSTEM (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CHIME WARNING SYSTEM DIAGNOSIS
CONDITION
SEAT BELT WARNING
CHIME WITH SEAT BELT
BUCKLED
NO SEAT BELT WARNING
CHIME WITH SEAT BELT
UNBUCKLED, BUT OTHER
CHIME FEATURES OK
POSSIBLE CAUSES
CORRECTION
1. Seat belt switch sense
circuit shorted.
1. Disconnect the body wire harness connector
for the seat belt switch and the instrument panel
wire harness connector (Connector C2) for the
EMIC. Check for continuity between the seat belt
switch sense circuit cavity and a good ground.
There should be no continuity. Repair the seat
belt switch sense circuit, if required.
2. Faulty seat belt switch.
2. Check for continuity between the ground circuit
cavity and the seat belt switch sense circuit cavity
of the seat belt switch connector receptacle.
There should be no continuity with the seat belt
buckled. Replace the faulty seat belt, if required.
1. Seat belt switch ground
circuit open.
1. Disconnect the body wire harness connector
for the seat belt switch. Check for continuity
between the ground circuit cavity of the connector
for the seat belt switch and a good ground. There
should be continuity. If not OK, repair the open
ground circuit to ground as required.
2. Seat belt switch sense
circuit open.
2. With the body wire harness connector for the
seat belt switch and the instrument panel wire
harness connector (Connector C2) for the EMIC
disconnected, there should be continuity between
the seat belt switch sense circuit cavities of the
two connectors. Repair the seat belt switch sense
circuit, if required.
3. Faulty seat belt switch.
3. Check for continuity between the ground circuit
cavity and the seat belt switch sense circuit cavity
of the seat belt switch connector receptacle.
There should be continuity with the seat belt
unbuckled. Replace the faulty seat belt, if
required.
8B - 4
CHIME/BUZZER
BR/BE
CHIME WARNING SYSTEM (Continued)
CHIME WARNING SYSTEM DIAGNOSIS
CONDITION
NO KEY-IN IGNITION
WARNING CHIME, BUT
OTHER CHIME FEATURES
OK
NO HEADLAMPS-ON
WARNING CHIME, BUT
OTHER CHIME FEATURES
OK
CONTINUOUS CHIME WITH
HEADLAMP SWITCH IN OFF
POSITION AND KEY
REMOVED FROM IGNITION
LOCK CYLINDER
POSSIBLE CAUSES
CORRECTION
1. Driver door ajar switch
sense circuit open.
1. Check for continuity between the driver door
ajar switch sense circuit cavities of the connector
for the driver side front door ajar switch and the
instrument panel wire harness connector
(Connector C2) for the ignition switch. Repair the
driver door ajar switch sense circuit, if required.
2. Key-in ignition switch
sense circuit open.
2. Check for continuity between the key-in ignition
switch sense circuit cavities of the instrument
panel wire harness connector (Connector C2) for
the ignition switch and the instrument panel wire
harness connector for the CTM. Repair the key-in
ignition switch sense circuit, if required.
3. Faulty ignition switch.
3. Check for continuity between the two terminals
in the ignition switch C2 connector receptacle.
There should be continuity with a key in the
ignition lock cylinder. Replace the faulty ignition
switch, if required.
1. Driver door ajar switch
sense circuit open.
1. Check for continuity between the driver door
ajar switch sense circuit cavities of the connector
for the driver side front door ajar switch and the
instrument panel wire harness connector
(Connector C1) for the headlamp switch. Repair
the driver door ajar switch sense circuit, if
required.
2. Key-in ignition switch
sense circuit open.
2. Check for continuity between the key-in ignition
switch sense circuit cavities of the instrument
panel wire harness connector (Connector C1) for
the headlamp switch and the instrument panel
wire harness connector for the CTM. Repair the
key-in ignition switch sense circuit, if required.
3. Faulty headlamp switch.
3. Check for continuity between the driver door
ajar switch sense terminal and the key-in ignition
switch sense terminal in the headlamp switch C1
connector receptacle. There should be continuity
with the headlamp switch in the On position.
Replace the faulty headlamp switch, if required.
1. Key-in ignition switch
sense circuit shorted.
1. With the instrument panel wire harness
connector (Connector C1) for the headlamp
switch, the instrument panel wire harness
connector (Connector C2) for the ignition switch,
and the instrument panel wire harness connector
for the CTM all disconnected, there should be no
continuity between the key-in ignition switch
sense circuit and a good ground. Repair the
key-in ignition switch sense circuit, if required.
2. Faulty CTM.
2. Replace the faulty CTM, if required.
CHIME/BUZZER
BR/BE
8B - 5
CHIME WARNING SYSTEM (Continued)
CHIME WARNING SYSTEM DIAGNOSIS
CONDITION
NO CHIMES AND OTHER
CTM FEATURES ERRATIC
OR DISABLED
NO WARNING CHIME
SUPPORT FEATURES FOR
EMIC, BUT HARD WIRED
CHIMES OK
NO CHIMES, BUT ALL
OTHER CTM FEATURES OK
POSSIBLE CAUSES
CORRECTION
1. CTM ground circuit(s)
open.
1. Check for continuity between the ground circuit
cavities of the instrument panel wire harness
connector(s) for the CTM and a good ground.
Repair the ground circuit(s), if required.
2. CTM fused B(+) circuit
open.
2. Check for battery voltage at the fused B(+)
circuit cavity of the instrument panel wire harness
connector for the CTM. Repair the fused B(+)
circuit, if required.
3. CTM fused ignition switch
output (start-run) circuit
open.
3. With the ignition switch in the On position,
check for battery voltage at the fused ignition
switch output circuit cavity of the instrument panel
wire harness connector for the CTM. Repair the
fused ignition switch output circuit, if required.
4. Faulty CTM.
4. Replace the faulty CTM, if required.
1. Tone request signal circuit
open.
1. Check for continuity between the tone request
signal circuit cavities of the instrument panel wire
harness connectors for the EMIC and the CTM.
Repair the open tone request signal circuit, if
required.
2. Tone request signal circuit
shorted.
2. With the instrument panel wire harness
connectors for the EMIC and the CTM both
disconnected, there should be no continuity
between the tone request signal circuit and a
good ground. Repair the shorted tone request
signal circuit, if required.
3. Faulty CTM.
3. Replace the faulty CTM, if required.
4. Faulty EMIC.
4. Replace the faulty EMIC, if required.
1. Faulty CTM.
1. Replace the faulty CTM, if required.
ELECTRONIC CONTROL MODULES
BR/BE
8E - 1
ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page
page
CENTRAL TIMER MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
REMOVAL
.............................5
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
COMMUNICATION
DESCRIPTION - CCD DATA BUS . . . . . . . . . . . . 6
OPERATION - CCD DATA BUS . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - CCD DATA BUS . . 11
CONTROLLER ANTILOCK BRAKE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR . . . . 12
OPERATION - DATA LINK CONNECTOR . . . . . . 12
ENGINE CONTROL MODULE
DESCRIPTION - ECM . . . . . . . . . . . . . . . . . . . . 13
OPERATION - ECM
. . . . . . . . . . . . . . . . . . . . . 13
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
POWERTRAIN CONTROL MODULE
DESCRIPTION
DESCRIPTION - PCM . . . . . . . . . . . . . . . .
DESCRIPTION - MODES OF OPERATION .
DESCRIPTION - 5 VOLT SUPPLIES
.....
DESCRIPTION - IGNITION CIRCUIT SENSE
DESCRIPTION - POWER GROUNDS
....
DESCRIPTION - SENSOR RETURN . . . . .
DESCRIPTION - SIGNAL GROUND . . . . . .
OPERATION
OPERATION - PCM - GAS ENGINES . . . . .
OPERATION - DIESEL . . . . . . . . . . . . . . . .
OPERATION - 5 VOLT SUPPLIES . . . . . . .
OPERATION - IGNITION CIRCUIT SENSE .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
HEATED SEAT MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CENTRAL TIMER MODULE
chime module and an intermittent wipe module in a
single unit. The high-line version of the CTM is used
on high-line vehicles. The high-line CTM provides all
of the functions of the base version of the CTM, but
also is used to control and integrate many additional
electronic functions and features included on highline models. The premium version of the CTM is the
same as the high-line version, but is used only on
models equipped with the heated seat option.
The high-line and premium versions of the CTM
utilize integrated circuitry and information carried
on the Chrysler Collision Detection (CCD) data bus
network along with many hard wired inputs to monitor many sensor and switch inputs throughout the
vehicle. In response to those inputs, the internal circuitry and programming of the CTM allow it to control and integrate many electronic functions and
features of the vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over
the CCD data bus.
DESCRIPTION
Three versions of the Central Timer Module (CTM)
are available on this vehicle, a base version (Fig. 1),
a high-line version (Fig. 2), and a premium version.
Whichever version of the CTM the vehicle is
equipped with, it is concealed under the driver side
end of the instrument panel inboard of the instrument panel steering column opening, where it is
secured to a stamped steel bracket that is integral to
the instrument panel armature. The CTM is enclosed
in a molded plastic housing with one (base) or two
(high-line/premium) integral external connector
receptacles that connect it to the vehicle electrical
system through one (base) or two (high-line/premium) take outs with connectors from the instrument panel wire harness.
The base version of the CTM is used on base models of this vehicle. It is also sometimes referred to as
the Integrated Electronic Module (IEM). The base
version of the CTM combines the functions of a
. . 15
. . 15
. . 17
. 17
. . 17
. . 17
. . 17
.
.
.
.
.
.
. 18
. 18
. 19
. 19
. 19
. 20
. . 20
. . 20
. . 21
. . 23
. . 23
8E - 2
ELECTRONIC CONTROL MODULES
BR/BE
CENTRAL TIMER MODULE (Continued)
Fig. 1 Central Timer Module (Base)
1
2
3
4
-
SCREWS
BRACKET
WIRE HARNESS CONNECTOR
CENTRAL TIMER MODULE
Fig. 2 Central Timer Module (High-Line/Premium)
1
2
3
4
-
SCREWS
BRACKET
WIRE HARNESS CONNECTORS
CENTRAL TIMER MODULE
The features that the CTM supports or controls
include the following:
• Automatic Door Lock - The high-line/premium
CTM provides an optional automatic door lock feature (also known as rolling door locks). This is a programmable feature.
• Central Locking - The high-line/premium CTM
provides an optional central locking/unlocking feature.
• Chimes - All versions of the CTM provide chime
service through an integral chime tone generator.
• Courtesy Lamps - The high-line/premium CTM
provides courtesy lamp control with timed load shedding.
• Door Lock Inhibit - The high-line/premium
CTM provides a door lock inhibit feature.
• Enhanced Accident Response - The high-line/
premium CTM provides an optional enhanced accident response feature. This is a programmable
feature.
• Heated Seats - The premium CTM controls the
optional heated seat system by controlling the operation of the heated seat relay.
• Illuminated Entry - The high-line/premium
CTM provides a timed illuminated entry feature.
• Intermittent Wipe Control - All versions of
the CTM provide control of the intermittent wipe
delay, and wipe-after-wash features.
• Panic Mode - The high-line/premium CTM provides support for the optional RKE system panic
mode features.
• Power Lock Control - The high-line/premium
CTM provides the optional power lock system features, including support for the automatic door lock
and door lock inhibit modes.
• Programmable Features - The high-line/premium CTM provides support for certain programmable features.
• Remote Keyless Entry - The high-line/premium CTM provides the optional Remote Keyless
Entry (RKE) system features, including support for
the RKE Lock (with optional horn chirp), Unlock,
Panic, and illuminated entry modes, as well as the
ability to be programmed to recognize up to four
RKE transmitters. The RKE horn chirp is a programmable feature.
• Remote Radio Switch Interface - The highline/premium CTM monitors and transmits the status of the optional remote radio switches.
• Speed Sensitive Intermittent Wipe Control The high-line/premium CTM provides the speed sensitive intermittent wipe feature.
• Vehicle Theft Alarm - The high-line/premium
CTM provides control of the optional Vehicle Theft
Alarm features, including support for the central
locking/unlocking mode.
Hard wired circuitry connects the CTM to the electrical system of the vehicle. These hard wired circuits
are integral to several wire harnesses, which are
routed throughout the vehicle and retained by many
different methods. These circuits may be connected to
each other, to the vehicle electrical system and to the
BR/BE
ELECTRONIC CONTROL MODULES
8E - 3
CENTRAL TIMER MODULE (Continued)
CTM through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, further
details on wire harness routing and retention, as well
as pin-out and location views for the various wire
harness connectors, splices and grounds.
All versions of the CTM for this model are serviced
only as a complete unit. Many of the electronic features in the vehicle controlled or supported by the
high-line or premium versions of the CTM are programmable using the DRBIIIt scan tool.However, if
any of the CTM hardware components are damaged
or faulty, the entire CTM unit must be replaced. The
base version of the CTM and the hard wired inputs
or outputs of all CTM versions can be diagnosed
using conventional diagnostic tools and methods;
however, for diagnosis of the high-line or premium
versions of the CTM or the CCD data bus, the use of
a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
OPERATION
The Central Timer Module (CTM) is designed to
control and integrate many of the electronic features
and functions of the vehicle. The base version of the
CTM monitors only hard wired inputs and responds
with the proper hard wired outputs. The microprocessor-based high-line/premium version of the CTM
monitors many hard wired switch and sensor inputs
as well as those resources it shares with other electronic modules in the vehicle through its communication over the Chrysler Collision Detection (CCD) data
bus network. The internal programming and all of
these inputs allow the high-line/premium CTM
microprocessor to determine the tasks it needs to
perform and their priorities, as well as both the standard and optional features that it should provide.
The high-line/premium CTM programming then performs those tasks and provides those features
through both CCD data bus communication with
other electronic modules and through hard wired outputs to a number of circuits, relays, and actuators.
These outputs allow the high-line/premium CTM the
ability to control numerous accessory systems in the
vehicle.
All versions of the CTM operate on battery current
received through fuses in the Junction Block (JB) on
a non-switched fused B(+) circuit, a fused ignition
switch output (st-run) circuit (base version only), and
a fused ignition switch output (run-acc) circuit (highline/premium version only). This arrangement allows
the CTM to provide some features regardless of the
ignition switch position, while other features will
operate only with the ignition switch in the Accessory, On, and/or Start positions. All versions of the
CTM are grounded through their connector and take
out of the instrument panel wire harness. The highline/premium CTM has another ground received
through a second connector and take out of the
instrument panel wire harness. The first ground circuit receives ground through a take out with an eyelet terminal connector of the instrument panel wire
harness that is secured by a nut to a ground stud
located on the left instrument panel end bracket,
while the second ground circuit (high-line/premium
version only) receives ground through a take out with
an eyelet terminal connector of the instrument panel
wire harness that is secured by a nut to a ground
stud located on the back of the instrument panel
armature above the inboard side of the instrument
panel steering column opening.
The high-line/premium CTM monitors its own
internal circuitry as well as many of its input and
output circuits, and will store a Diagnostic Trouble
Code (DTC) in electronic memory for any failure it
detects. These DTCs can be retrieved and diagnosed
using a DRBIIIt scan tool. Refer to the appropriate
diagnostic information.
HARD WIRED INPUTS
The hard wired inputs to the CTM include the following:
• CCD bus– - high-line/premium version only
• CCD bus+ - high-line/premium version only
• Cylinder lock switch mux - high-line premium
version only
• Driver door ajar switch sense
• Fused B(+)
• Fused ignition switch output (run-acc) - highline/premium version only
• Fused ignition switch output (st-run) - base version only
• Ground (one circuit - base version, two circuits high-line/premium version)
• Key-in ignition switch sense
• Passenger door ajar switch sense - high-line/premium version only
• Power door lock motor B(+) lock - high-line/premium version only
• Power door lock motor B(+) unlock - high-line/
premium version only
• Radio control mux - high-line/premium version
only
• Tone request signal
• Washer switch sense
• Wiper park switch sense
• Wiper switch mode sense
• Wiper switch mode signal
8E - 4
ELECTRONIC CONTROL MODULES
BR/BE
CENTRAL TIMER MODULE (Continued)
HARD WIRED OUTPUTS
The hard wired outputs of the CTM include the following:
• CCD bus– - high-line/premium version only
• CCD bus+ - high-line/premium version only
• Courtesy lamp switch output - high-line/premium version only
• Door lock driver - high-line/premium version
only
• Door unlock driver - high-line/premium version
only
• Headlamp relay control - high-line/premium version only
• Heated seat relay control - premium version
only
• Horn relay control - high-line/premium version
only
• VTSS indicator driver - high-line/premium version only
• Wiper motor relay control
MESSAGING
The high-line/premium CTM uses the following
messages received from other electronic modules over
the CCD data bus:
• Airbag Deploy (ACM)
• Charging System Failure (PCM)
• Engine RPM (PCM)
• System Voltage (PCM)
• Vehicle Speed (PCM)
• Voltage Fault (PCM)
The high-line/premium CTM provides the following
messages to other electronic modules over the CCD
data bus:
• Engine Enable (PCM)
• Radio Seek Up (Radio)
• Radio Seek Down (Radio)
• Radio Volume Up (Radio)
• Radio Volume Down (Radio)
• Preset Scan (Radio)
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE
The hard wired inputs to and outputs from the
Central Timer Module (CTM) may be diagnosed and
tested using conventional diagnostic tools and methods. Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire harness connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the high-line/premium CTM. In order to obtain conclusive testing of
the high-line/premium CTM, the Chrysler Collision
Detection (CCD) data bus network and all of the electronic modules that provide inputs to or receive outputs from the CTM must also be checked. The most
reliable, efficient, and accurate means to diagnose
the high-line/premium CTM, the CCD data bus network, and the electronic modules that provide inputs
to or receive outputs from the high-line/premium
CTM requires the use of a DRBIIIt scan tool and the
appropriate diagnostic information. The DRBIIIt
scan tool can provide confirmation that the CCD data
bus network is functional, that all of the electronic
modules are sending and receiving the proper messages over the CCD data bus, and that the CTM is
receiving the proper hard wired inputs and responding with the proper hard wired outputs needed to
perform its many functions.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
NOTE: The following tests may not prove conclusive in the diagnosis of the high-line or premium
versions of the Central Timer Module (CTM). The
most reliable, efficient, and accurate means to diagnose the high-line or premium CTM requires the
use of a DRBIIIT scan tool and the appropriate diagnostic information.
(1) Check the fused B(+) fuse (Fuse 13 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 13 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) For a base version CTM, check the fused ignition switch output (st-run) fuse (Fuse 11 - 10 ampere)
in the JB. For a high-line/premium version CTM,
check the fused ignition switch output (run-acc) fuse
(Fuse 6 - 25 ampere) in the JB. If OK, go to Step 4. If
not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
ELECTRONIC CONTROL MODULES
BR/BE
8E - 5
CENTRAL TIMER MODULE (Continued)
(4) Turn the ignition switch to the On position. For
a base version CTM, check for battery voltage at the
fused ignition switch output (st-run) fuse (Fuse 11 10 ampere) in the JB. For a high-line/premium version CTM, check for battery voltage at the fused ignition switch output (run-acc) fuse (Fuse 6 - 25
ampere) in the JB. If OK, go to Step 5. If not OK,
repair the shorted circuit or component as required
and replace the faulty fuse.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the CTM from its mounting bracket to access
the CTM wire harness connector(s). Disconnect the
instrument panel wire harness connector(s) for the
CTM from the CTM connector receptacle(s). Check
the wire harness connectors and the CTM receptacles
for loose, corroded, or damaged terminals and pins. If
OK, go to Step 6. If not OK, repair as required.
(6) Check for continuity between the ground circuit cavity of the instrument panel wire harness connector (Connector C1) for the CTM and a good
ground. For the high-line/premium version of the
CTM only, repeat the check between the ground circuit cavity of the instrument panel wire harness connector (Connector C2) for the CTM and a good
ground. In each case, there should be continuity. If
OK, go to Step 7. If not OK, repair the open ground
circuit(s) to ground as required.
(7) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
instrument panel wire harness connector (Connector
C1) for the CTM. If OK, go to Step 8. If not OK,
repair the open fused B(+) circuit between the CTM
and the JB as required.
(8) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) circuit cavity (base version) or fused
ignition switch output (run-acc) circuit cavity (highline/premium version) of the instrument panel wire
harness connector (Connector C1) for the CTM. If OK
with a base version CTM, replace the faulty CTM. If
OK with a high-line/premium version CTM, use a
DRBIIIt scan tool and the appropriate diagnostic
information to perform further diagnosis of the CTM.
If not OK, repair the open fused ignition switch output circuit between the CTM and the JB.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
NOTE: Before replacing a high-line/premium version
Central Timer Module (CTM), use a DRBIIIT scan
tool to retrieve the current settings for the CTM programmable features. Refer to the appropriate diagnostic information. These settings should be
duplicated in the replacement high-line/premium
CTM using the DRBIIIT scan tool before returning
the vehicle to service.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(3) Remove the two screws that secure the Central
Timer Module (CTM) to the bracket on the inboard
side of the instrument panel steering column opening
(Fig. 3) or (Fig. 4).
Fig. 3 Central Timer Module (Base) Remove/Install
1
2
3
4
-
SCREWS
BRACKET
WIRE HARNESS CONNECTOR
CENTRAL TIMER MODULE
(4) Pull the CTM into the instrument panel steering column opening far enough to access the instrument panel wire harness connector(s).
8E - 6
ELECTRONIC CONTROL MODULES
BR/BE
CENTRAL TIMER MODULE (Continued)
Fig. 4 Central Timer Module (High-Line/Premium)
Remove/Install
1
2
3
4
-
SCREWS
BRACKET
WIRE HARNESS CONNECTORS
CENTRAL TIMER MODULE
CTM using the DRBIIIT scan tool before returning
the vehicle to service.
(1) Position the CTM to the inboard side of the
instrument panel steering column opening.
(2) Reconnect the instrument panel wire harness
connector(s) for the CTM (one connector for the base
version CTM, two connectors for the high-line/premium version) to the CTM connector receptacle(s)
(Fig. 3) or (Fig. 4).
(3) Position the CTM to the bracket on the inboard
side of the instrument panel steering column opening.
(4) Install and tighten the two screws that secure
the CTM to the bracket on the inboard side of instrument panel steering column opening. Tighten the
screws to 1.6 N·m (15 in. lbs.).
(5) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(6) Reconnect the battery negative cable.
COMMUNICATION
DESCRIPTION - CCD DATA BUS
(5) Disconnect the instrument panel wire harness
connector(s) (one connector for the base version CTM,
two connectors for the high-line/premium version)
from the CTM connector receptacle(s).
(6) Remove the CTM from the instrument panel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
NOTE: Before replacing a high-line/premium version
Central Timer Module (CTM), use a DRBIIIT scan
tool to retrieve the current settings for the CTM programmable features. Refer to the appropriate diagnostic information. These settings should be
duplicated in the replacement high-line/premium
The Chrysler Collision Detection (also referred to as
CCD or CD) data bus system is a multiplex system
used
for
vehicle
communications
on
many
DaimlerChrysler Corporation vehicles. Within the context of the CCD system, the term “collision“ refers to
the system’s ability to avoid collisions of the electronic
data that enters the data bus from various electronic
control modules at approximately the same time.
Multiplexing is a system that enables the transmission of several messages over a single channel or
circuit. Many DaimlerChrysler vehicles use this principle for communication between the various microprocessor-based electronic control modules.
Many of the electronic control modules in a vehicle
require information from the same sensing device. In
the past, if information from one sensing device was
required by several controllers, a wire from each controller needed to be connected in parallel to that sensor. In addition, each controller utilizing analog
sensors required an Analog/Digital (A/D) converter in
order to “read“ these sensor inputs. Multiplexing
reduces wire harness complexity, sensor current
loads and controller hardware because each sensing
device is connected to only one controller, which
reads and distributes the sensor information to the
other controllers over the data bus. Also, because
each controller on the data bus can access the controller sensor inputs to every other controller on the
data bus, more function and feature capabilities are
possible.
BR/BE
ELECTRONIC CONTROL MODULES
8E - 7
COMMUNICATION (Continued)
In addition to reducing wire harness complexity,
component sensor current loads and controller hardware, multiplexing offers a diagnostic advantage. A
multiplex system allows the information flowing
between controllers to be monitored using a diagnostic scan tool. The DaimlerChrysler system allows an
electronic control module to broadcast message data
out onto the bus where all other electronic control
modules can “hear” the messages that are being sent.
When a module hears a message on the data bus
that it requires, it relays that message to its microprocessor. Each module ignores the messages on the
data bus that are being sent to other electronic control modules.
With a diagnostic scan tool connected into the CCD
circuit, a technician is able to observe many of the
electronic control module function and message outputs while; at the same time, controlling many of the
sensor message inputs. The CCD data bus, along
with the use of a DRBIIIt diagnostic scan tool and a
logic-based approach to test procedures, as found in
the appropriate diagnostic procedures manuals,
allows the trained automotive technician to more easily, accurately and efficiently diagnose the many complex and integrated electronic functions and features
found on today’s vehicles.
or down) affects both wires equally. Since both wires
are affected equally, a voltage differential still exists
between the Bus (+) and Bus (–) circuits, and the
data bus messages can still be broadcast or received.
The correct specification for data bus wire twisting is
one turn for every 44.45 millimeters (1 ¾ inches) of
wire.
CCD CHIPS
In order for an electronic control module to communicate on the CCD data bus, it must have a CCD
chip (Fig. 5). The CCD chip contains a differential
transmitter/receiver (or transceiver), which is used to
send and receive messages. Each module is wired in
parallel to the data bus through its CCD chip.
OPERATION - CCD DATA BUS
The CCD data bus system was designed to run at a
7812.5 baud rate (or 7812.5 bits per second). In order
to successfully transmit and receive binary messages
over the CCD data bus, the system requires the following:
• Bus (+) and Bus (–) Circuits
• CCD Chips in Each Electronic Control Module
• Bus Bias and Termination
• Bus Messaging
• Bus Message Coding
Following are additional details of each of the
above system requirements.
BUS (+) AND BUS (–) CIRCUITS
The two wires (sometimes referred to as the “twisted pair”) that comprise the CCD data bus are the D1
circuit [Bus (+)], and the D2 circuit [Bus (–)]. The 9D9
in D1 and D2 identify these as diagnostic circuits.
Transmission and receipt of binary messages on the
CCD data bus is accomplished by cycling the voltage
differential between the Bus (+) and Bus (–) circuits.
The two data bus wires are twisted together in
order to shield the wires from the effects of any Electro-Magnetic Interference (EMI) from switched voltage sources. An induced EMI voltage can be
generated in any wire by a nearby switched voltage
or switched ground circuit. By twisting the data bus
wires together, the induced voltage spike (either up
Fig. 5 CCD Chip
The differential transceiver sends messages by
using two current drivers: one current source driver,
and one current sink driver. The current drivers are
matched and allow 0.006 ampere to flow through the
data bus circuits. When the transceiver drivers are
turned On, the Bus (+) voltage increases slightly, and
the Bus (–) voltage decreases slightly. By cycling the
drivers On and Off, the CCD chip causes the voltage
on the data bus circuit to fluctuate to reflect the message.
Once a message is broadcast over the CCD data
bus, all electronic control modules on the data bus
have the ability to receive it through their CCD chip.
Reception of CCD messages is also carried out by the
transceiver in the CCD chip. The transceiver monitors the voltage on the data bus for any fluctuations.
When data bus voltage fluctuations are detected,
they are interpreted by the transceiver as binary
messages and sent to the electronic control module’s
microprocessor.
8E - 8
ELECTRONIC CONTROL MODULES
BR/BE
COMMUNICATION (Continued)
BUS BIAS AND TERMINATION
The voltage network used by the CCD data bus to
transmit messages requires both bias and termination. At least one electronic control module on the
data bus must provide a voltage source for the CCD
data bus network known as bus bias, and there must
be at least one bus termination point for the data bus
circuit to be complete. However, while bias and termination are both required for data bus operation,
they both do not have to be within the same electronic control module. The CCD data bus is biased to
approximately 2.5 volts. With each of the electronic
control modules wired in parallel to the data bus, all
modules utilize the same bus bias. Therefore, based
upon vehicle options, the data bus can accommodate
two or twenty electronic control modules without
affecting bus voltage.
The power supplied to the data bus is known as
bus biasing. Bus bias is provided through a series circuit. To properly bias the data bus circuits, a 5 volt
supply is provided through a 13 kilohm resistor to
the Bus (–) circuit (Fig. 6). Voltage from the Bus (–)
circuit flows through a 120 ohm termination resistor
to the Bus (+) circuit. The Bus (+) circuit is grounded
through another 13 kilohm resistor. While at least
one termination resistor is required for the system to
operate, most DaimlerChrysler systems use two. The
second termination resistor serves as a backup (Fig.
7). The termination resistor provides a path for the
bus bias voltage. Without a termination point, voltage biasing would not occur. Voltage would go to 5
volts on one bus wire and 0 volts on the other bus
wire.
Fig. 6 Bus Biasing
The voltage drop through the termination resistor
creates 2.51 volts on Bus (–), and 2.49 volts on Bus
(+). The voltage difference between the two circuits is
0.02 volts. When the data bus voltage differential is a
steady 0.02 volts, the CCD system is considered
“idle.” When no input is received from any module
and the ignition switch is in the Off position for a
pre-programmed length of time, the bus data
becomes inactive or enters the ”sleep mode.” Electronic control modules that provide bus bias can be
programmed to ”wake up” the data bus and become
active upon receiving any predetermined input or
when the ignition switch is turned to the On position.
BUS MESSAGING
The electronic control modules used in the CCD
data bus system contain microprocessors. Digital signals are the means by which microprocessors operate
internally and communicate messages to other microprocessors. Digital signals are limited to two states,
voltage high or voltage low, corresponding to either a
one or a zero. Unlike conventional binary code, the
CCD data bus systems translate a small voltage difference as a one (1), and a larger voltage difference
as a zero (0). The use of the 0 and 1 is referred to as
binary coding. Each binary number is called a bit,
and eight bits make up a byte. For example:
01011101 represents a message. The controllers in
the multiplex system are able to send thousands of
these bytes strung together to communicate a variety
of messages. Through the use of binary data transmission, all electronic control modules on the data
bus can communicate with each other.
The microprocessors in the CCD data bus system
translate the binary messages into Hexadecimal
Code (or Hex Code). Hex code is the means by which
microprocessors communicate and interpret messages. When fault codes are received by the DRBIIIt
scan tool, they are translated into text for display on
the DRBIIIt screen. Although not displayed by the
DRBIIIt for Body Systems, hex codes are shown by
the DRBIIIt for Engine System faults.
When the microprocessor signals the transceiver in
the CCD chip to broadcast a message, the transceiver
turns the current drivers On and Off, which cycles
the voltage on the CCD data bus circuits to correspond to the message. At idle, the CCD system recognizes the 0.02 voltage differential as a binary bit 1.
When the current drivers are actuated, the voltage
differential from idle must increase by 0.02 volt for
the CCD system to recognize a binary bit 0 (Fig. 8).
The nominal voltage differential for a 0 bit is 0.100
volts. However, data bus voltage differentials can
range anywhere between 0.02 and 0.120 volt.
ELECTRONIC CONTROL MODULES
BR/BE
8E - 9
COMMUNICATION (Continued)
Fig. 7 Bus Termination
BUS MESSAGE CODING
The first part of a data bus message has an Identification (ID) byte. The ID byte contains message
priority, message identification, message content and
message length information. All messages sent over
the data bus are coded for both priority and identification.
PRIORITY
Messages can be broadcast almost simultaneously
by modules over the CCD data bus. Therefore, all
messages are defined and ranked by a predetermined
priority. When two CCD chips start a message at
exactly the same time, non-destructive arbitration
occurs between the two CCD chips. Arbitration will
occur based upon the priority code, to determine
which message takes priority on the data bus and to
prevent data collision. If a CCD chip senses a message of higher priority being transmitted, it stops
transmitting its message. The higher priority message is then transmitted in its entirety without inter-
ruption. The other CCD chips on the data bus do not
allow any other messages to be broadcast.
To determine the winner in an arbitration, all messages start with an ID byte which contains the predetermined priority code. In the digital broadcast,
zero is the dominant bit. All ID bytes start with a
zero. This is the start of the message. With zeros
being the dominant bit, messages starting with more
zeros have a higher priority. For example: of the two
messages below, Message #2 loses arbitration at the
second bit, where Message #1 has a zero and Message #2 has a one (Fig. 9). After the message is
broadcast, an idle period occurs while all microprocessors can queue, if necessary, and attempt to
broadcast their messages again.
• Message #1 = 00010110
• Message #2 = 01010101
8E - 10
ELECTRONIC CONTROL MODULES
BR/BE
COMMUNICATION (Continued)
Fig. 8 Voltage Cycling to Correspond to Message
identifies the data, content and length. The electronic
control module, through its CCD chip transceiver,
monitors the ID code of the messages. If the message
is not for that particular module, the message is simply ignored. Once the module recognizes a message
that it requires, the rest of the message is monitored
and processed.
Fig. 9 Message Arbitration
MESSAGE IDENTIFICATION
Because messages are broadcast over the data bus,
all modules can receive them, yet not all modules
need all messages. In order to enhance microprocessor speed, unneeded messages are filtered out. The
ID byte, along with showing message priority, also
TRANSMISSION VERIFICATION
Once a CCD chip transmits a message over the
CCD data bus, the message is received by the transmitting module at the same time through the CCD
chip differential transceiver. The module knows the
message was broadcast correctly when it receives its
own message back. If the message received does not
match the message transmitted, the message is said
to be corrupt.
Corruption occurs when the message is incorrectly
transmitted on the data bus. Corruption can also
occur from interference, wiring problems, or other
data bus problems. In the case of a corrupt message,
the module attempts to have the CCD chip re-send
the message.
BR/BE
ELECTRONIC CONTROL MODULES
8E - 11
COMMUNICATION (Continued)
DIAGNOSIS AND TESTING - CCD DATA BUS
CCD BUS FAILURE
The CCD data bus can be monitored using the
DRBIIIt scan tool. However, it is possible for the
data bus to pass all tests since the voltage parameters will be in “range“ and false signals are being
sent. There are essentially 12 “hard failures“ that
can occur with the CCD data bus:
• Bus Shorted to Battery
• Bus Shorted to 5 Volts
• Bus Shorted to Ground
• Bus (+) Shorted to Bus (–)
• Bus (–) and Bus (+) Open
• Bus (+) Open
• Bus (–) Open
• No Bus Bias
• Bus Bias Level Too High
• Bus Bias Level Too Low
• No Bus Termination
• Not Receiving Bus Messages Correctly
Refer to the appropriate diagnostic information for
details on how to diagnose these faults using a
DRBIIIt scan tool.
BUS FAILURE VISUAL SYMPTOM DIAGNOSIS
The following visible symptoms or customer complaints, alone or in combination, may indicate a CCD
data bus failure:
• Airbag Indicator and Malfunction Indicator
Lamp (MIL) Illuminated
• Instrument Cluster Gauges (All) Inoperative
• No Compass Mini-Trip Computer (CMTC) Operation (if equipped)
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controller Antilock Brakes (CAB) is a microprocessor which handles testing, monitoring and controlling the ABS brake system operation (Fig. 10).
The CAB functions are:
• Perform self-test diagnostics.
• Monitor the RWAL brake system for proper operation.
• Control the RWAL valve solenoids.
NOTE: If the CAB needs to be replaced, the rear
axle type and tire revolutions per mile must be programed into the new CAB. For axle type refer to
Group 3 Differential and Driveline. For tire revolutions per mile,(Refer to 22 - TIRES/WHEELS/TIRES SPECIFICATIONS) . To program the CAB refer to the
Chassis Diagnostic Manual.
Fig. 10 RWAL CAB
1 - RWAL CAB
OPERATION
SYSTEM SELF-TEST
When the ignition switch is turned-on the microprocessor RAM and ROM are tested. If an error
occurs during the test, a DTC will be set into the
RAM memory. However it is possible the DTC will
not be stored in memory if the error has occurred in
the RAM module were the DTC’s are stored. Also it
is possible a DTC may not be stored if the error has
occurred in the ROM which signals the RAM to store
the DTC.
CAB INPUTS
The CAB continuously monitors the speed of the
differential ring gear by monitoring signals generated
by the rear wheel speed sensor. The CAB determines
a wheel locking tendency when it recognizes the ring
gear is decelerating too rapidly. The CAB monitors
the following inputs to determine when a wheel locking tendency may exists:
• Rear Wheel Speed Sensor
• Brake Lamp Switch
• Brake Warning Lamp Switch
• Reset Switch
• 4WD Switch (If equipped)
CAB OUTPUTS
The CAB controls the following outputs for antilock
braking and brake warning information:
• RWAL Valve
• ABS Warning Lamp
• Brake Warning Lamp
REMOVAL
(1) Disconnect battery negative cable.
8E - 12
ELECTRONIC CONTROL MODULES
BR/BE
CONTROLLER ANTILOCK BRAKE (Continued)
(2) Push the harness connector locks to release the
locks, (Fig. 11) then remove the connectors from the
CAB.
(3) Disconnect the pump motor connector (Fig. 12)
.
(4) Remove screws attaching CAB to the HCU
(Fig. 13) .
(5) Remove the CAB.
Fig. 13 Controller Mounting Screws
1 - CAB
2 - MOUNTING LOCATIONS
INSTALLATION
(1) Place the CAB onto the HCU.
NOTE: Insure the CAB seal is in position before
installation.
Fig. 11 Harness Connector Locks
1 - CONNECTOR LOCK
2 - CAB
(2) Install the mounting screws and tighten to
4-4.7 N·m (36-42 in. lbs.).
(3) Connect the pump motor harness.
(4) Connect the harnesses to the CAB and lock the
connectors.
(5) Connect battery.
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR
The data link connector (DLC) is located at the
lower edge of the instrument panel near the steering
column.
OPERATION - DATA LINK CONNECTOR
The 16–way data link connector (diagnostic scan
tool connector) links the Diagnostic Readout Box
(DRB) scan tool or the Mopar Diagnostic System
(MDS) with the Powertrain Control Module (PCM).
Fig. 12 Pump
1 - PUMP MOTOR
2 - PUMP CONNECTOR
ELECTRONIC CONTROL MODULES
BR/BE
8E - 13
ENGINE CONTROL MODULE
DESCRIPTION - ECM
The ECM is bolted to the left side of the engine
behind the fuel filter (Fig. 14). It is a separate component and can be serviced. The FPCM is internal to
the fuel injection pump (Fig. 15) and cannot be serviced.
Fig. 15 Fuel Injection Pump Control Module (FPCM)
Location
Fig. 14 Engine Control Module (ECM) Location
1
2
3
4
5
-
ENGINE CONTROL MODULE (ECM)
HEX HEADED BOLT
50-WAY CONNECTOR
FUEL TRANSFER PUMP
MOUNTING BOLTS (3)
OPERATION - ECM
The main functions of the Engine Control Module
(ECM) and Fuel Injection Pump Control Module
(FPCM) are to electrically control the fuel system.
The Powertrain Control Module (PCM) does not
control the fuel system.
The ECM can adapt its programming to meet
changing operating conditions. If the ECM has
been replaced, flashed or re-calibrated, the
ECM must learn the Accelerator Pedal Position
Sensor (APPS) idle voltage. Failure to learn
this voltage may result in unnecessary diagnostic trouble codes. Refer to ECM Removal/Installation for learning procedures.
The ECM receives input signals from various
switches and sensors. Based on these inputs, the
ECM regulates various engine and vehicle operations
through different system components. These components are referred to as ECM Outputs. The sensors
and switches that provide inputs to the ECM are
considered ECM Inputs.
1
2
3
4
5
-
FPCM ELECTRICAL CONNECTOR
HIGH-PRESSURE FUEL LINES
FITTINGS
FUEL INJECTION PUMP
FPCM
NOTE: ECM Inputs:
• Accelerator Pedal Position Sensor (APPS) Volts
• APPS Idle Validation Switches #1 and #2
• Battery voltage
• Camshaft Position Sensor (CMP)
• CCD bus (+) circuits
• CCD bus (-) circuits
• Crankshaft Position Sensor (CKP)
• Data link connection for DRB scan tool
• (FPCM) Fuel Injection Pump Control Module
• Engine Coolant Temperature (ECT) sensor
• Ground circuits
• Intake manifold Air Temperature (IAT) sensor
• Manifold Air Pressure Sensor (Boost Pressure
Sensor)
• Oil pressure sensor
• PCM
• Power Take Off (PTO)
• Power ground
• Sensor return
• Signal ground
• Water-In-Fuel (WIF) sensor
8E - 14
ELECTRONIC CONTROL MODULES
BR/BE
ENGINE CONTROL MODULE (Continued)
NOTE: ECM Outputs:
After inputs are received by the ECM, certain sensors, switches and components are controlled or regulated by the ECM. These are considered ECM
Outputs. These outputs are for:
• CCD bus (+) circuits
• CCD bus (-) circuits
• CKP and APPS outputs to the PCM
• Data link connection for DRB scan tool
• Five volt sensor supply
• Fuel injection pump
• Fuel injection pump relay
• (FPCM) Fuel Pump Control Module
• Fuel transfer (lift) pump
• Intake manifold air heater relays #1 and #2 control circuits
• Malfunction indicator lamp (Check engine lamp)
• Oil pressure gauge/warning lamp
• PCM
• Wait-to-start warning lamp
• Water-In-Fuel (WIF) warning lamp
REMOVAL
The ECM is bolted to the engine block behind the
fuel filter (Fig. 16).
Fig. 16 Engine Control Module (ECM) Location and
Mounting
1
2
3
4
5
-
ENGINE CONTROL MODULE (ECM)
HEX HEADED BOLT
50-WAY CONNECTOR
FUEL TRANSFER PUMP
MOUNTING BOLTS (3)
(1) Record any Diagnostic Trouble Codes (DTC’s)
found in the PCM or ECM.
To avoid possible voltage spike damage to either
the Powertrain Control Module (PCM) or ECM, ignition key must be off, and negative battery cables
must be disconnected before unplugging ECM connectors.
(2) Disconnect both negative battery cables at both
batteries.
(3) Remove 50–way electrical connector bolt at
ECM (Fig. 16). Note: Connector bolt is female 4mm
hex head. To remove bolt, use a ball-hex bit or ballhex screwdriver such as Snap-On t 4mm SDABM4
(5/32” may also be used). As bolt is being removed,
very carefully remove connector from ECM.
(4) Remove three ECM mounting bolts and remove
ECM from vehicle.
INSTALLATION
Do not apply paint to back of ECM. Poor ground
will result.
(1) Clean ECM mounting points at engine block.
(2) Position ECM to engine block and install 3
mounting bolts. Tighten bolts to 24 N·m (18 ft. lbs.).
(3) Check pin connectors in ECM and 50–way connector for corrosion or damage. Repair as necessary.
(4) Clean pins in 50–way electrical connector with
a quick-dry electrical contact cleaner.
(5) Very carefully install 50–way connector to
ECM. Tighten connector hex bolt.
(6) Install battery cables.
(7) Turn key to ON position. Without starting
engine, slowly press throttle pedal to floor and
then slowly release. This step must be done
(one time) to ensure accelerator pedal position
sensor calibration has been learned by ECM. If
not done, possible DTC’s may be set.
(8) Use DRB scan tool to erase any stored companion DTC’s from PCM.
ELECTRONIC CONTROL MODULES
BR/BE
POWERTRAIN CONTROL
MODULE
DESCRIPTION
DESCRIPTION - PCM
The Powertrain Control Module (PCM) is located
in the engine compartment (Fig. 17). The PCM is
referred to as JTEC.
8E - 15
• Engine start-up (crank)
• Engine warm-up
• Idle
• Cruise
• Acceleration
• Deceleration
• Wide open throttle (WOT)
• Ignition switch OFF
The ignition switch On, engine start-up (crank),
engine warm-up, acceleration, deceleration and wide
open throttle modes are Open Loop modes. The idle
and cruise modes, (with the engine at operating temperature) are Closed Loop modes.
IGNITION SWITCH (KEY-ON) MODE
Fig. 17 PCM Location
1 - PCM MOUNTING BOLTS (3)
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - (3) 32–WAY CONNECTORS
DESCRIPTION - MODES OF OPERATION
As input signals to the Powertrain Control Module
(PCM) change, the PCM adjusts its response to the
output devices. For example, the PCM must calculate
different injector pulse width and ignition timing for
idle than it does for wide open throttle (WOT).
The PCM will operate in two different modes:
Open Loop and Closed Loop.
During Open Loop modes, the PCM receives input
signals and responds only according to preset PCM
programming. Input from the oxygen (O2S) sensors
is not monitored during Open Loop modes.
During Closed Loop modes, the PCM will monitor
the oxygen (O2S) sensors input. This input indicates
to the PCM whether or not the calculated injector
pulse width results in the ideal air-fuel ratio. This
ratio is 14.7 parts air-to-1 part fuel. By monitoring
the exhaust oxygen content through the O2S sensor,
the PCM can fine tune the injector pulse width. This
is done to achieve optimum fuel economy combined
with low emission engine performance.
The fuel injection system has the following modes
of operation:
• Ignition switch ON
This is an Open Loop mode. When the fuel system
is activated by the ignition switch, the following
actions occur:
• The PCM pre-positions the idle air control (IAC)
motor.
• The PCM determines atmospheric air pressure
from the MAP sensor input to determine basic fuel
strategy.
• The PCM monitors the engine coolant temperature sensor input. The PCM modifies fuel strategy
based on this input.
• Intake manifold air temperature sensor input is
monitored.
• Throttle position sensor (TPS) is monitored.
• The auto shutdown (ASD) relay is energized by
the PCM for approximately three seconds.
• The fuel pump is energized through the fuel
pump relay by the PCM. The fuel pump will operate
for approximately three seconds unless the engine is
operating or the starter motor is engaged.
• The O2S sensor heater element is energized via
the ASD relay. The O2S sensor input is not used by
the PCM to calibrate air-fuel ratio during this mode
of operation.
ENGINE START-UP MODE
This is an Open Loop mode. The following actions
occur when the starter motor is engaged.
The PCM receives inputs from:
• Battery voltage
• Engine coolant temperature sensor
• Crankshaft position sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Starter motor relay
• Camshaft position sensor signal
The PCM monitors the crankshaft position sensor.
If the PCM does not receive a crankshaft position
sensor signal within 3 seconds of cranking the
engine, it will shut down the fuel injection system.
8E - 16
ELECTRONIC CONTROL MODULES
BR/BE
POWERTRAIN CONTROL MODULE (Continued)
The fuel pump is activated by the PCM through
the fuel pump relay.
Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off.
The PCM determines the proper ignition timing
according to input received from the crankshaft position sensor.
ENGINE WARM-UP MODE
This is an Open Loop mode. During engine warmup, the PCM receives inputs from:
• Battery voltage
• Crankshaft position sensor
• Engine coolant temperature sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Camshaft position sensor signal (in the distributor)
• Park/neutral switch (gear indicator signal—auto.
trans. only)
• Air conditioning select signal (if equipped)
• Air conditioning request signal (if equipped)
Based on these inputs the following occurs:
• Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off.
• The PCM adjusts engine idle speed through the
idle air control (IAC) motor and adjusts ignition timing.
• The PCM operates the A/C compressor clutch
through the clutch relay. This is done if A/C has been
selected by the vehicle operator and requested by the
A/C thermostat.
• When engine has reached operating temperature, the PCM will begin monitoring O2S sensor
input. The system will then leave the warm-up mode
and go into closed loop operation.
IDLE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At idle speed, the PCM
receives inputs from:
• Air conditioning select signal (if equipped)
• Air conditioning request signal (if equipped)
• Battery voltage
• Crankshaft position sensor
• Engine coolant temperature sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Camshaft position sensor signal (in the distributor)
• Battery voltage
• Park/neutral switch (gear indicator signal—auto.
trans. only)
• Oxygen sensors
Based on these inputs, the following occurs:
• Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
injection sequence and injector pulse width by turning the ground circuit to each individual injector on
and off.
• The PCM monitors the O2S sensor input and
adjusts air-fuel ratio by varying injector pulse width.
It also adjusts engine idle speed through the idle air
control (IAC) motor.
• The PCM adjusts ignition timing by increasing
and decreasing spark advance.
• The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
CRUISE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At cruising speed, the PCM
receives inputs from:
• Air conditioning select signal (if equipped)
• Air conditioning request signal (if equipped)
• Battery voltage
• Engine coolant temperature sensor
• Crankshaft position sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Camshaft position sensor signal (in the distributor)
• Park/neutral switch (gear indicator signal—auto.
trans. only)
• Oxygen (O2S) sensors
Based on these inputs, the following occurs:
• Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then adjust
the injector pulse width by turning the ground circuit
to each individual injector on and off.
• The PCM monitors the O2S sensor input and
adjusts air-fuel ratio. It also adjusts engine idle
speed through the idle air control (IAC) motor.
• The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
• The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
ELECTRONIC CONTROL MODULES
BR/BE
8E - 17
POWERTRAIN CONTROL MODULE (Continued)
ACCELERATION MODE
This is an Open Loop mode. The PCM recognizes
an abrupt increase in throttle position or MAP pressure as a demand for increased engine output and
vehicle acceleration. The PCM increases injector
pulse width in response to increased throttle opening.
DECELERATION MODE
When the engine is at operating temperature, this
is an Open Loop mode. During hard deceleration, the
PCM receives the following inputs.
• Air conditioning select signal (if equipped)
• Air conditioning request signal (if equipped)
• Battery voltage
• Engine coolant temperature sensor
• Crankshaft position sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Camshaft position sensor signal (in the distributor)
• Park/neutral switch (gear indicator signal—auto.
trans. only)
• Vehicle speed sensor
If the vehicle is under hard deceleration with the
proper rpm and closed throttle conditions, the PCM
will ignore the oxygen sensor input signal. The PCM
will enter a fuel cut-off strategy in which it will not
supply a ground to the injectors. If a hard deceleration does not exist, the PCM will determine the
proper injector pulse width and continue injection.
Based on the above inputs, the PCM will adjust
engine idle speed through the idle air control (IAC)
motor.
The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
WIDE OPEN THROTTLE MODE
This is an Open Loop mode. During wide open
throttle operation, the PCM receives the following
inputs.
• Battery voltage
• Crankshaft position sensor
• Engine coolant temperature sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Camshaft position sensor signal (in the distributor)
During wide open throttle conditions, the following
occurs:
• Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off. The PCM ignores the oxygen sensor input
signal and provides a predetermined amount of additional fuel. This is done by adjusting injector pulse
width.
• The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
IGNITION SWITCH OFF MODE
When ignition switch is turned to OFF position,
the PCM stops operating the injectors, ignition coil,
ASD relay and fuel pump relay.
DESCRIPTION - 5 VOLT SUPPLIES
Two different Powertrain Control Module (PCM)
five volt supply circuits are used; primary and secondary.
DESCRIPTION - IGNITION CIRCUIT SENSE
This circuit ties the ignition switch to the Powertrain Control Module (PCM).
DESCRIPTION - POWER GROUNDS
The Powertrain Control Module (PCM) has 2 main
grounds. Both of these grounds are referred to as
power grounds. All of the high-current, noisy, electrical devices are connected to these grounds as well as
all of the sensor returns. The sensor return comes
into the sensor return circuit, passes through noise
suppression, and is then connected to the power
ground.
The power ground is used to control ground circuits for the following PCM loads:
• Generator field winding
• Fuel injectors
• Ignition coil(s)
• Certain relays/solenoids
• Certain sensors
DESCRIPTION - SENSOR RETURN
The Sensor Return circuits are internal to the Powertrain Control Module (PCM).
Sensor Return provides a low–noise ground reference for all engine control system sensors. Refer to
Power Grounds for more information.
DESCRIPTION - SIGNAL GROUND
Signal ground provides a low noise ground to the
data link connector.
8E - 18
ELECTRONIC CONTROL MODULES
BR/BE
POWERTRAIN CONTROL MODULE (Continued)
OPERATION
OPERATION - PCM - GAS ENGINES
The PCM operates the fuel system. The PCM is a
pre-programmed, triple microprocessor digital computer. It regulates ignition timing, air-fuel ratio,
emission control devices, charging system, certain
transmission features, speed control, air conditioning
compressor clutch engagement and idle speed. The
PCM can adapt its programming to meet changing
operating conditions.
The PCM receives input signals from various
switches and sensors. Based on these inputs, the
PCM regulates various engine and vehicle operations
through different system components. These components are referred to as Powertrain Control Module
(PCM) Outputs. The sensors and switches that provide inputs to the PCM are considered Powertrain
Control Module (PCM) Inputs.
The PCM adjusts ignition timing based upon
inputs it receives from sensors that react to: engine
rpm, manifold absolute pressure, engine coolant temperature, throttle position, transmission gear selection (automatic transmission), vehicle speed and the
brake switch.
The PCM adjusts idle speed based on inputs it
receives from sensors that react to: throttle position,
vehicle speed, transmission gear selection, engine
coolant temperature and from inputs it receives from
the air conditioning clutch switch and brake switch.
Based on inputs that it receives, the PCM adjusts
ignition coil dwell. The PCM also adjusts the generator charge rate through control of the generator
field and provides speed control operation.
NOTE: PCM Inputs:
• A/C request (if equipped with factory A/C)
• A/C select (if equipped with factory A/C)
• Auto shutdown (ASD) sense
• Battery temperature
• Battery voltage
• Brake switch
• CCD bus (+) circuits
• CCD bus (-) circuits
• Camshaft position sensor signal
• Crankshaft position sensor
• Data link connection for DRB scan tool
• Engine coolant temperature sensor
• Fuel level
• Generator (battery voltage) output
• Ignition circuit sense (ignition switch in on/off/
crank/run position)
• Intake manifold air temperature sensor
• Leak detection pump (switch) sense (if equipped)
• Manifold absolute pressure (MAP) sensor
•
•
•
•
•
•
•
•
•
•
•
•
•
Oil pressure
Output shaft speed sensor
Overdrive/override switch
Oxygen sensors
Park/neutral switch (auto. trans. only)
Power ground
Sensor return
Signal ground
Speed control multiplexed single wire input
Throttle position sensor
Transmission governor pressure sensor
Transmission temperature sensor
Vehicle speed inputs from ABS or RWAL system
NOTE: PCM Outputs:
• A/C clutch relay
• Auto shutdown (ASD) relay
• CCD bus (+/-) circuits for: speedometer, voltmeter, fuel gauge, oil pressure gauge/lamp, engine temp.
gauge and speed control warn. lamp
• Data link connection for DRB scan tool
• EGR valve control solenoid (if equipped)
• EVAP canister purge solenoid
• Five volt sensor supply (primary)
• Five volt sensor supply (secondary)
• Fuel injectors
• Fuel pump relay
• Generator field driver (-)
• Generator field driver (+)
• Generator lamp (if equipped)
• Idle air control (IAC) motor
• Ignition coil
• Leak detection pump (if equipped)
• Malfunction indicator lamp (Check engine lamp).
Driven through CCD circuits.
• Overdrive indicator lamp (if equipped)
• Service Reminder Indicator (SRI) Lamp (MAINT
REQ’D lamp). Driven through CCD circuits.
• Speed control vacuum solenoid
• Speed control vent solenoid
• Tachometer (if equipped). Driven through CCD
circuits.
• Transmission convertor clutch circuit
• Transmission 3–4 shift solenoid
• Transmission relay
• Transmission temperature lamp (if equipped)
• Transmission variable force solenoid
OPERATION - DIESEL
Two different control modules are used: The Powertrain Control Module (PCM), and the Engine Control Module (ECM). The ECM controls the fuel
system. The PCM does not control the fuel system.
The PCM’s main function is to control: the vehicle
charging system, speed control system, transmission,
air conditioning system and certain bussed messages.
ELECTRONIC CONTROL MODULES
BR/BE
8E - 19
POWERTRAIN CONTROL MODULE (Continued)
The PCM can adapt its programming to meet
changing operating conditions.
The PCM receives input signals from various
switches and sensors. Based on these inputs, the
PCM regulates various engine and vehicle operations
through different system components. These components are referred to as PCM Outputs. The sensors
and switches that provide inputs to the PCM are considered PCM Inputs.
NOTE: PCM Inputs:
• A/C request (if equipped with factory A/C)
• A/C select (if equipped with factory A/C)
• Accelerator Pedal Position Sensor (APPS) output
from ECM
• Auto shutdown (ASD) relay sense
• Battery temperature sensor
• Battery voltage
• Brake switch
• CCD bus (+) circuits
• CCD bus (-) circuits
• Crankshaft Position Sensor (CKP) output from
ECM
• Data link connection for DRB scan tool
• Fuel level sensor
• Generator (battery voltage) output
• Ignition sense
• Output shaft speed sensor
• Overdrive/override switch
• Park/neutral switch (auto. trans. only)
• Power ground
• Sensor return
• Signal ground
• Speed control resume switch
• Speed control set switch
• Speed control on/off switch
• Transmission governor pressure sensor
• Transmission temperature sensor
• Vehicle speed inputs from ABS or RWAL system
NOTE: PCM Outputs:
After inputs are received by the PCM, certain sensors, switches and components are controlled or regulated by the PCM. These are considered PCM
Outputs. These outputs are for:
• A/C clutch relay and A/C clutch
• Auto shutdown (ASD) relay
• CCD bus (+/-) circuits for: speedometer, voltmeter, fuel gauge, oil pressure gauge/lamp, engine temp.
gauge and speed control warn. lamp
• Data link connection for DRB scan tool
• Five volt sensor supply
• Generator field driver (-)
• Generator field driver (+)
• Generator lamp (if equipped)
• Malfunction indicator lamp (Check engine lamp)
• Overdrive warning lamp (if equipped)
• Speed control vacuum solenoid
• Speed control vent solenoid
• Tachometer (if equipped)
• Transmission convertor clutch circuit
• Transmission 3–4 shift solenoid
• Transmission relay
• Transmission temperature lamp (if equipped)
• Transmission variable force solenoid (governor
sol.)
OPERATION - 5 VOLT SUPPLIES
Primary 5–volt supply:
• supplies the required 5 volt power source to the
Crankshaft Position (CKP) sensor.
• supplies the required 5 volt power source to the
Camshaft Position (CMP) sensor.
• supplies a reference voltage for the Manifold
Absolute Pressure (MAP) sensor.
• supplies a reference voltage for the Throttle
Position Sensor (TPS) sensor.
Secondary 5–volt supply:
• supplies the required 5 volt power source to the
oil pressure sensor.
• supplies the required 5 volt power source for the
Vehicle Speed Sensor (VSS) (if equipped).
• supplies the 5 volt power source to the transmission pressure sensor (if equipped with an RE automatic transmission).
OPERATION - IGNITION CIRCUIT SENSE
The ignition circuit sense input tells the PCM the
ignition switch has energized the ignition circuit.
Battery voltage is also supplied to the PCM
through the ignition switch when the ignition is in
the RUN or START position. This is referred to as
the 9ignition sense9 circuit and is used to 9wake up9
the PCM. Voltage on the ignition input can be as low
as 6 volts and the PCM will still function. Voltage is
supplied to this circuit to power the PCM’s 8-volt regulator and to allow the PCM to perform fuel, ignition
and emissions control functions.
REMOVAL
USE THE DRB SCAN TOOL TO REPROGRAM
THE NEW POWERTRAIN CONTROL MODULE
(PCM) WITH THE VEHICLES ORIGINAL IDENTIFICATION NUMBER (VIN) AND THE VEHICLES ORIGINAL MILEAGE. IF THIS STEP IS
NOT DONE, A DIAGNOSTIC TROUBLE CODE
(DTC) MAY BE SET.
The PCM is located in the engine compartment
(Fig. 18).
8E - 20
ELECTRONIC CONTROL MODULES
BR/BE
POWERTRAIN CONTROL MODULE (Continued)
HEATED SEAT MODULE
DESCRIPTION
Fig. 18 PCM Location and Mounting
1 - PCM MOUNTING BOLTS (3)
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - (3) 32–WAY CONNECTORS
To avoid possible voltage spike damage to the
PCM, ignition key must be off, and negative battery
cable must be disconnected before unplugging PCM
connectors.
(1) Disconnect negative battery cable(s) at battery(s).
(2) Remove cover over electrical connectors. Cover
snaps onto PCM.
(3) Carefully unplug the three 32–way connectors
from PCM.
(4) Remove three PCM mounting bolts and remove
PCM from vehicle.
INSTALLATION
USE THE DRB SCAN TOOL TO REPROGRAM
THE NEW POWERTRAIN CONTROL MODULE
(PCM) WITH THE VEHICLES ORIGINAL IDENTIFICATION NUMBER (VIN) AND THE VEHICLES ORIGINAL MILEAGE. IF THIS STEP IS
NOT DONE, A DIAGNOSTIC TROUBLE CODE
(DTC) MAY BE SET.
(1) Install PCM and mounting bolts to vehicle.
(2) Tighten bolts to 4 N·m (35 in. lbs.).
(3) Check pin connectors in the PCM and the three
32–way connectors for corrosion or damage. Repair
as necessary.
(4) Install three 32–way connectors.
(5) Install cover over electrical connectors. Cover
snaps onto PCM.
(6) Install battery cable(s).
(7) Use the DRB scan tool to reprogram new PCM
with vehicles original Identification Number (VIN)
and original vehicle mileage. If this step is not done,
a Diagnostic Trouble Code (DTC) may be set.
Fig. 19 Heated Seat Module
1 - MOUNTING TABS
2 - HEATED SEAT MODULE
3 - CONNECTOR RECEPTACLE
The heated seat module is also known as the Seat
Heat Interface Module. The heated seat module (Fig.
19) is located under the front seat center cushion,
where it is secured to a mounting bracket that also
serves as the support for the slide-out rear seat cup
holder unit. The mounting tabs that are molded into
the plastic housing of the heated seat module are
inserted through holes in the mounting bracket and
then secured by push on retainers. The heated seat
module has a single connector receptacle that allows
the module to be connected to all of the required
inputs and outputs through the seat wire harness.
The heated seat module is an electronic microprocessor controlled device designed and programmed to
use inputs from the heated seat relay, the two heated
seat switches and the two heated seat sensors to
operate and control the heated seat elements in both
front seats and the two heated seat indicator lamp
Light-Emitting Diodes (LEDs) in each heated seat
switch. The heated seat module is also programmed
to perform self-diagnosis of certain heated seat system functions and provide feedback of that diagnosis
through the heated seat switch indicator lamps.
The heated seat module cannot be repaired. If the
heated seat module is damaged or faulty, the entire
module must be replaced.
OPERATION
The heated seat module operates on fused battery
current received from the heated seat relay. The
module is grounded at all times through a ground
screw located below the left rear speaker in the cab
BR/BE
ELECTRONIC CONTROL MODULES
8E - 21
HEATED SEAT MODULE (Continued)
of the vehicle. Inputs to the module include a resistor
multiplexed heated seat switch request circuit for
each of the two heated seat switches and the heated
seat sensor inputs from the seat cushions of each
front seat. In response to those inputs the heated
seat module controls battery current feeds to the
heated seat elements and sensors, and controls the
ground for the heated seat switch indicator lamps.
NOTE: The vehicle’s engine must be running in
order for the heated seat system to function. This
eliminates the possibility of draining the vehicles
battery voltage while operating the heated seat system.
When a heated seat switch (Driver or Passenger) is
depressed a signal is received by the heated seat
module, the module energizes the proper indicator
LED (Low or High) in the switch by grounding the
indicator lamp circuit to indicate that the heated seat
system is operating. At the same time, the heated
seat module energizes the selected heated seat sensor
circuit and the sensor provides the module with an
input indicating the surface temperature of the
selected seat cushion.
The Low heat set point is about 36° C (96.8° F),
and the High heat set point is about 42° C (107.6° F).
If the seat cushion surface temperature input is
below the temperature set point for the selected temperature setting, the heated seat module energizes
an N-channel Field Effect Transistor (N-FET) within
the module which energizes the heated seat elements
in the selected seat cushion and back. When the sensor input to the module indicates the correct temperature set point has been achieved, the module
de-energizes the N-FET which de-energizes the
heated seat elements. The heated seat module will
continue to cycle the N-FET as needed to maintain
the selected temperature set point.
If the heated seat module detects a heated seat
sensor value input that is out of range or a shorted
or open heated seat element circuit, it will notify the
vehicle operator or the repair technician of this condition by flashing the High and/or Low indicator
lamps in the affected heated seat switch. Refer to
Diagnosis and Testing Heated Seat System in
Heated Systems for flashing LED diagnosis and testing procedures. Refer to Diagnosis and Testing
Heated Seat Module in this section for heated seat
module diagnosis and testing procedures. Also refer
to the Body Diagnostic Manual for additional diagnosis and testing procedures.
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE
If a heated seat fails to heat and one or both of the
indicator lamps on a heated seat switch flash, refer
to Heated Seat System Diagnosis and Testing in
Heated Systems for flashing LED failure identification. Refer to Wiring Diagrams in for complete
heated seat system wiring diagrams.
(1) Remove the heated seat module from its
mounting location (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/MEMORY HEATED
SEAT/MIRROR MODULE - REMOVAL).
NOTE: IN ORDER TO PERFORM THE FOLLOWING
TESTS IT WILL BE NECESSARY TO REMOVE THE
HEATED SEAT RELAY AND INSTALL A JUMPER
WIRE IN TERMINALS 87 AND 30, BYPASSING THE
HEATED SEAT RELAY.
NOTE: ANY RESISTANCE VALUES (OHMS V) GIVEN
IN THE FOLLOWING TEXT ARE SUPPLIED USING
THE AUTOMATIC RANGE GENERATED BY A
FLUKET AUTOMOTIVE METER. IF ANOTHER TYPE
OF MEASURING DEVICE IS USED THE VALUES
GENERATED MAY NOT BE THE SAME AS THE
RESULTS SHOWN HERE, OR MAY HAVE TO BE
CONVERTED TO THE RANGE USED HERE.
Fig. 20 Heated Seat Module Electrical Connector
8E - 22
ELECTRONIC CONTROL MODULES
BR/BE
HEATED SEAT MODULE (Continued)
RIGHT SEAT HEATER INOPERATIVE
(1) If a heated seat heats but one or both indicator
lamps (LED’s) on the heated seat switch fail to illuminate, check the driver circuit with the inoperative
LED for a short to ground. If OK, replace the heated
seat switch. If NOT OK repair the short to ground as
required and than replace the heated seat switch.
NOTE: IF THE RIGHT SEAT CUSHION IS ALREADY
WARM THE FOLLOWING STEP WILL NOT PROVE
CONCLUSIVE.
(2) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #3 for battery voltage when the right heated
seat switch is turned “ON”, voltage should be
present, If OK go to Step 3 If NOT OK, test the right
heated seat switch (Refer to 8 - ELECTRICAL/
HEATED SEATS/PASSENGER HEATED SEAT
SWITCH - DIAGNOSIS AND TESTING). If the
switch tests OK, check for continuity between the
switch and control module on the MUX circuit, If OK
replace the heated seat control module. If NOT OK,
repair the open or shorted MUX circuit as required.
NOTE: BE CERTAIN THE BATTERY IS FULLY
CHARGED BEFORE TESTING. FAILURE TO DO SO
CAN RESULT IN INCORRECT READINGS.
(3) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #10 for battery voltage, while observing the
voltmeter depress the right heated seat switch low
setting twice, voltage should toggle between
approx.12v and 8v, If OK go to Step 4. If NOT OK
check for continuity between the switch and control
module on the low heat driver circuit, If OK replace
the heated seat control module.
(4) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #11 for battery voltage, while observing the
voltmeter depress the right heated seat switch high
setting twice, voltage should toggle between
approx.12v and 8v, If OK go to Step 5. If NOT OK
check for continuity between the switch and control
module on the high heat driver circuit, If OK replace
the heated seat control module.
(5) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #2 for approx. 5v, voltage should be present, If
OK go to Step 6. If NOT OK replace the heated seat
control module.
(6) Back-probe the heated seat module wire harness connector, do not disconnect. Check cavity #7 for
a range in voltage from 1.72v (warm seat) – 3.0v
(cold seat). It should be within this range, If OK
replace the heated seat module. If NOT OK test the
Heated Seat Sensor. If NOT OK, replace the right
heated seat element and sensor assembly. If the
heated seat sensor tests OK, check for continuity
between the right heated seat cushion connector and
control module connector on the 5v supply circuit, If
NOT OK, repair the open or shorted 5v supply circuit
as required. If OK check for continuity between the
right heated seat cushion connector and control module connector on the temperature sensor input circuit. If NOT OK, repair the open or shorted
temperature sensor input circuit as required. If OK
replace the heated seat control module.
LEFT SEAT HEATER INOPERATIVE
(1) If a heated seat heats but one or both indicator
lamps (LED’s) on the heated seat switch fail to illuminate, check the driver circuit with the inoperative
LED for a short to ground. If OK, replace the heated
seat switch. If NOT OK repair the short to ground as
required and than replace the heated seat switch.
NOTE: IF THE LEFT SEAT CUSHION IS ALREADY
WARM THE FOLLOWING STEP WILL NOT PROVE
CONCLUSIVE.
(2) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #5 for battery voltage when the left heated
seat switch is turned “ON”, voltage should be
present, If OK go to Step 3 If NOT OK, test the left
heated seat switch (Refer to 8 - ELECTRICAL/
HEATED SEATS/DRIVER HEATED SEAT SWITCH
- DIAGNOSIS AND TESTING). If the switch tests
OK, check for continuity between the switch and control module on the MUX circuit, If OK replace the
heated seat control module. If NOT OK, repair the
open or shorted MUX circuit as required.
(3) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #12 for battery voltage, while observing the
voltmeter depress the left heated seat switch low
setting twice, voltage should toggle between
approx.12v and 8v, If OK go to Step 4. If NOT OK
check for continuity between the switch and control
module on the low heat driver circuit, If OK replace
the heated seat control module.
(4) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #14 for battery voltage, while observing the
voltmeter depress the left heated seat switch high
setting twice, voltage should toggle between
approx.12v and 8v, If OK go to Step 5. If NOT OK
check for continuity between the switch and control
module on the high heat driver circuit, If OK replace
the heated seat control module.
ELECTRONIC CONTROL MODULES
BR/BE
8E - 23
HEATED SEAT MODULE (Continued)
(5) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #2 for approx. 5v, 5 voltage should be present,
If OK go to Step 6. If NOT OK replace the heated
seat control module.
(6) Back-probe the heated seat module wire harness connector, do not disconnect. Check cavity #8 for
a range in voltage from 1.72v (warm seat) – 3.0v
(cold seat). It should be within this range, If OK
replace the heated seat control module. If NOT OK,
test the Heated Seat Sensor. If NOT OK, replace the
left heated seat element and sensor assembly. If the
heated seat sensor tests OK, check for continuity
between the left heated seat cushion connector and
control module connector on the 5v supply circuit, If
NOT OK, repair the open or shorted 5v supply circuit
as required. If OK check for continuity between the
left heated seat cushion connector and control module connector on the temperature sensor input circuit. If NOT OK, repair the open or shorted
temperature sensor input circuit as required. If OK
replace the heated seat control module.
REMOVAL
Fig. 21 Heated Seat Module Remove/Install
1
2
3
4
-
MOUNTING BRACKET
HEATED SEAT MODULE
MOUNTING TABS
PUSH-ON RETAINERS
BOTH SEATS INOPERATIVE
If both seats (driver and passenger) fail to heat
and the indicator lamps on the heated seat switches
for both seats fail to operate, test the heated seat
relay and/or fuses. Refer to Relay Diagnosis and
Testing in the Power Distribution section for heated
seat relay diagnosis and testing procedures. If the
heated seat relay checks OK, go to Step 1.
(1) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check for
continuity between the ground circuit cavity #13 of
the heated seat module connector and a good ground.
If OK go to Step 2. If NOT OK, repair the open or
shorted ground circuit as required.
(2) Back-probe the heated seat module wire harness connector (Fig. 20) , do not disconnect. Check
cavity #4 and #6 for battery voltage, voltage should
be present, If OK go to Step 3. If NOT OK repair the
open or shorted fused B(+) circuit as required.
(3) Back-probe the heated seat module wire harness connector, do not disconnect. Check cavity #2 for
approx. 5v, voltage should be present, replace the
heated seat control module with a known good module and verify system operation.
(1) Working under the center front seat console,
cut the tiestrap and remove the two push-on retainers that secure the mounting tabs of the heated seat
module to the of the mounting bracket.
(2) Position the driver seat to the full forward and
inclined position and working under the center of the
front seat, from behind the seat, disconnect the seat
wire harness connector from the connector receptacle
on the back of the heated seat module (Fig. 21).
(3) Remove the heated seat module from under the
front seat.
INSTALLATION
(1) Working under the front seat connect the seat
wire harness connector to the connector receptacle on
the back of the heated seat module.
(2) Position the driver seat in the full rearward
and reclined position, and working under the front of
the seat, install the two push-on retainers onto the
heated seat module mounting tabs to secure the module to the top of the mounting bracket or install
tiestrap.
ENGINE SYSTEMS
BR/BE
8F - 1
ENGINE SYSTEMS
TABLE OF CONTENTS
page
page
BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
BATTERY SYSTEM
TABLE OF CONTENTS
page
page
BATTERY SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - BATTERY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SPECIFICATIONS
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SPECIAL TOOLS
........................7
BATTERY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - BATTERY . . . . . . . 7
STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
STANDARD PROCEDURE - BUILT-IN
INDICATOR TEST . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - HYDROMETER
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST . . . . . . . . . . . . . . . . . . . . . . . 12
STANDARD PROCEDURE - LOAD TEST . . . . 12
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST . . . . . . . . . . . . . . . . . . . . . . . . . 13
STANDARD PROCEDURE - USING
MIDTRONICS ELECTRICAL TESTER . . . . . . . 15
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
BATTERY HOLDDOWN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
BATTERY CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - BATTERY
CABLES
.........................
REMOVAL
POSITIVE CABLE REMOVAL - GASOLINE
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . .
NEGATIVE CABLE REMOVAL - GASOLINE
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
POSITIVE CABLE INSTALLATION GASOLINE ENGINE . . . . . . . . . . . . . . . . .
NEGATIVE CABLE INSTALLATION GASOLINE ENGINE . . . . . . . . . . . . . . . . .
BATTERY TRAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
BATTERY SYSTEM
components of the battery system are located within
the engine compartment of the vehicle. The service
information for the battery system in this vehicle
covers the following related components, which are
covered in further detail elsewhere in this service
manual:
DESCRIPTION
A single 12-volt battery system is standard factoryinstalled equipment on gasoline engine equipped
models. Models equipped with a diesel engine utilize
two 12-volt batteries connected in parallel. All of the
. . . 16
. . . 16
.
.
.
.
.
.
.
.
. 17
. 17
. 17
. 18
. . . 18
. . . 18
. . . 19
. . . 21
. . . 22
. . . 22
. . . 22
.
.
.
.
.
.
.
.
. 23
. 23
. 23
. 24
8F - 2
BATTERY SYSTEM
BR/BE
BATTERY SYSTEM (Continued)
• Battery - The storage battery provides a reliable means of storing a renewable source of electrical
energy within the vehicle.
• Battery Cable - The battery cables connect the
battery terminal posts to the vehicle electrical system.
• Battery Holddown - The battery holddown
hardware secures the battery in the battery tray in
the engine compartment.
• Battery Tray - The battery tray provides a
secure mounting location in the vehicle for the battery and an anchor point for the battery holddown
hardware.
For battery system maintenance schedules and
jump starting procedures, see the owner’s manual in
the vehicle glove box. Optionally, refer to Lubrication
and Maintenance for the recommended battery maintenance schedules and for the proper battery jump
starting procedures. While battery charging can be
considered a maintenance procedure, the battery
charging procedures and related information are
located in the standard procedures section of this service manual. This was done because the battery must
be fully-charged before any battery system diagnosis
or testing procedures can be performed. Refer to
Standard procedures for the proper battery charging
procedures.
OPERATION
The battery system is designed to provide a safe,
efficient, reliable and mobile means of delivering and
storing electrical energy. This electrical energy is
required to operate the engine starting system, as
well as to operate many of the other vehicle accessory systems for limited durations while the engine
and/or the charging system are not operating. The
battery system is also designed to provide a reserve
of electrical energy to supplement the charging system for short durations while the engine is running
and the electrical current demands of the vehicle
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the
vehicle, the battery system serves as a capacitor and
voltage stabilizer for the vehicle electrical system. It
absorbs most abnormal or transient voltages caused
by the switching of any of the electrical components
or circuits in the vehicle.
DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the
vehicle operate with one another and must be tested
as a complete system. In order for the engine to start
and the battery to maintain its charge properly, all of
the components that are used in these systems must
perform within specifications. It is important that
the battery, starting, and charging systems be thoroughly tested and inspected any time a battery needs
to be charged or replaced. The cause of abnormal battery discharge, overcharging or early battery failure
must be diagnosed and corrected before a battery is
replaced and before a vehicle is returned to service.
The service information for these systems has been
separated within this service manual to make it easier to locate the specific information you are seeking.
However, when attempting to diagnose any of these
systems, it is important that you keep their interdependency in mind.
The diagnostic procedures used for the battery,
starting, and charging systems include the most
basic conventional diagnostic methods, to the more
sophisticated On-Board Diagnostics (OBD) built into
the Powertrain Control Module (PCM). Use of an
induction-type milliampere ammeter, a volt/ohmmeter, a battery charger, a carbon pile rheostat (load
tester) and a 12-volt test lamp may be required. All
OBD-sensed systems are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for any failure it detects. Refer to
Charging System for the proper charging system onboard diagnostic test procedures.
MIDTRONICS ELECTRICAL SYSTEM TESTER
The Midtronicst automotive battery and charging
system tester is designed to help the dealership technicians diagnose the cause of a defective battery or
charging system. Follow the instruction manual supplied with the tester to properly diagnose a vehicle. If
the instruction manual is not available refer to the
standard procedure in this section, which includes
the directions for using the midtronics electrical system tester.
BATTERY SYSTEM
BR/BE
8F - 3
BATTERY SYSTEM (Continued)
BATTERY SYSTEM DIAGNOSIS
CONDITION
THE BATTERY SEEMS
WEAK OR DEAD WHEN
ATTEMPTING TO START
THE ENGINE.
POSSIBLE CAUSES
CORRECTION
1. The electrical system
ignition-off draw is excessive.
1. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test
procedures. Repair the excessive ignition-off
draw, as required.
2. The charging system is
faulty.
2. Determine if the charging system is performing
to specifications using the Midtronics battery and
charging system tester. Refer to Charging System
for additional charging system diagnosis and
testing procedures. Repair the faulty charging
system, as required.
3. The battery is discharged.
3. Determine the battery state-of-charge using the
Midtronics battery and charging system tester.
Refer to the Standard Procedures in this section
for additional test procedures. Charge the faulty
battery, as required.
4. The battery terminal
connections are loose or
corroded.
4. Refer to Battery Cables for the proper battery
cable diagnosis and testing procedures. Clean
and tighten the battery terminal connections, as
required.
5. The battery has an
incorrect size or rating for
this vehicle.
5. Refer to Battery System Specifications for the
proper size and rating. Replace an incorrect
battery, as required.
6. The battery is faulty.
6. Determine the battery cranking capacity using
the Midtronics battery and charging system tester.
Refer to the Standard Procedures in this section
for additional test procedures. Replace the faulty
battery, as required.
7. The starting system is
faulty.
7. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The battery is physically
damaged.
8. Inspect the battery for loose terminal posts or a
cracked and leaking case. Replace the damaged
battery, as required.
8F - 4
BATTERY SYSTEM
BR/BE
BATTERY SYSTEM (Continued)
BATTERY SYSTEM DIAGNOSIS
CONDITION
THE BATTERY STATE OF
CHARGE CANNOT BE
MAINTAINED.
THE BATTERY WILL NOT
ACCEPT A CHARGE.
POSSIBLE CAUSES
CORRECTION
1. The battery has an
incorrect size or rating for
this vehicle.
1. Refer to Battery System Specifications for the
proper specifications. Replace an incorrect
battery, as required.
2. The battery terminal
connections are loose or
corroded.
2. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
3. The electrical system
ignition-off draw is excessive.
3. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test
procedures. Repair the faulty electrical system, as
required.
4. The battery is faulty.
4. Test the battery using the Midtronics battery
and charging system tester. Refer to Standard
Procedures for additional test procedures.
Replace the faulty battery, as required.
5. The starting system is
faulty.
5. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
6. The charging system is
faulty.
6. Determine if the charging system is performing
to specifications using the Midtronics battery and
charging system tester.. Refer to Charging
System for additional charging system diagnosis
and testing procedures. Repair the faulty charging
system, as required.
7. Electrical loads exceed the
output of the charging
system.
7. Inspect the vehicle for aftermarket electrical
equipment which might cause excessive electrical
loads.
8. Slow driving or prolonged
idling with high-amperage
draw systems in use.
8. Advise the vehicle operator, as required.
1. The battery is faulty.
1. Test the battery using the Midtronics battery
and charging system tester.. Charge or replace
the faulty battery, as required.
BATTERY SYSTEM
BR/BE
8F - 5
BATTERY SYSTEM (Continued)
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnormal battery discharging:
• A faulty or incorrect charging system component. Refer to Charging System for the proper charging system diagnosis and testing procedures.
• A faulty or incorrect battery. Refer to Standard
Procedures for the proper battery diagnosis and testing procedures. Refer to Battery System Specifications for the proper specifications.
• A faulty circuit or component causing excessive
ignition-off draw.
• Electrical loads that exceed the output of the
charging system. This can be due to equipment
installed after manufacture, or repeated short trip
use.
• A faulty or incorrect starting system component.
Refer to Starting System for the proper starting system diagnosis and testing procedures.
• Corroded or loose battery posts and terminal
clamps.
• A loose or worn generator drive belt.
• Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.
Fig. 1 Clean Battery Cable Terminal Clamp - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE
CLEANING
The following information details the recommended
cleaning procedures for the battery and related components. In addition to the maintenance schedules
found in this service manual and the owner’s manual, it is recommended that these procedures be performed any time the battery or related components
must be removed for vehicle service.
(1) Clean the battery cable terminal clamps of all
corrosion. Remove any corrosion using a wire brush
or a post and terminal cleaning tool, and a sodium
bicarbonate (baking soda) and warm water cleaning
solution (Fig. 1).
(2) Clean the battery tray and battery holddown
hardware of all corrosion. Remove any corrosion
using a wire brush and a sodium bicarbonate (baking
soda) and warm water cleaning solution. Paint any
exposed bare metal.
(3) If the removed battery is to be reinstalled,
clean the outside of the battery case and the top
cover with a sodium bicarbonate (baking soda) and
warm water cleaning solution using a stiff bristle
parts cleaning brush to remove any acid film (Fig. 2).
Rinse the battery with clean water. Ensure that the
cleaning solution does not enter the battery cells
through the vent holes. If the battery is being
replaced, refer to Battery System Specifications for
the factory-installed battery specifications. Confirm
that the replacement battery is the correct size and
has the correct ratings for the vehicle.
Fig. 2 Clean Battery - Typical
1 - CLEANING BRUSH
2 - WARM WATER AND BAKING SODA SOLUTION
3 - BATTERY
8F - 6
BATTERY SYSTEM
BR/BE
BATTERY SYSTEM (Continued)
(4) Clean the battery thermal guard with a sodium
bicarbonate (baking soda) and warm water cleaning
solution using a stiff bristle parts cleaning brush to
remove any acid film.
(5) Clean any corrosion from the battery terminal
posts with a wire brush or a post and terminal
cleaner, and a sodium bicarbonate (baking soda) and
warm water cleaning solution (Fig. 3).
INSPECTION
The following information details the recommended
inspection procedures for the battery and related
components. In addition to the maintenance schedules found in this service manual and the owner’s
manual, it is recommended that these procedures be
performed any time the battery or related components must be removed for vehicle service.
(1) Inspect the battery cable terminal clamps for
damage. Replace any battery cable that has a damaged or deformed terminal clamp.
(2) Inspect the battery tray and battery holddown
hardware for damage. Replace any damaged parts.
(3) Slide the thermal guard off of the battery case,
if equipped. Inspect the battery case for cracks or
other damage that could result in electrolyte leaks.
Also, check the battery terminal posts for looseness.
Batteries with damaged cases or loose terminal posts
must be replaced.
(4) Inspect the battery thermal guard for tears,
cracks, deformation or other damage. Replace any
battery thermal guard that has been damaged.
Fig. 3 Clean Battery Terminal Post - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE
3 - BATTERY
(5) Inspect the battery built-in test indicator sight
glass for an indication of the battery condition. If the
battery is discharged, charge as required. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/BATTERY STANDARD PROCEDURE).
SPECIFICATIONS
BATTERY
Battery Classifications and Ratings
Part Number
BCI Group Size
Classification
Cold
Cranking
Amperage
Reserve
Capacity
Ampere-Hours
Load Test
Amperage
56028375AA
27
600
120 Minutes
66
300
56028376AA
27
750
150 Minutes
75
375
BR/BE
BATTERY SYSTEM
8F - 7
BATTERY SYSTEM (Continued)
SPECIAL TOOLS
Fig. 4 Low-Maintenance Battery - Typical
MIDTRONICS BATTERY AND CHARGING SYSTEM
TESTER - Micro420
BATTERY
DESCRIPTION
A large capacity, low-maintenance storage battery
(Fig. 4) is standard factory-installed equipment on
this model. Refer to Battery System Specifications for
the proper specifications of the factory-installed batteries available on this model. Male post type terminals made of a soft lead material protrude from the
top of the molded plastic battery case to provide the
means for connecting the battery to the vehicle electrical system. The battery positive terminal post is
physically larger in diameter than the negative terminal post to ensure proper battery connection. The
letters POS and NEG are also molded into the top of
the battery case adjacent to their respective positive
and negative terminal posts for identification confirmation. Refer to Battery Cables for more information
on the battery cables that connect the battery to the
vehicle electrical system.
The battery is made up of six individual cells that
are connected in series. Each cell contains positively
charged plate groups that are connected with lead
straps to the positive terminal post, and negatively
charged plate groups that are connected with lead
straps to the negative terminal post. Each plate consists of a stiff mesh framework or grid coated with
lead dioxide (positive plate) or sponge lead (negative
plate). Insulators or plate separators made of a nonconductive material are inserted between the positive
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - TEST INDICATOR
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - GREEN BALL
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - LOW-MAINTENANCE BATTERY
and negative plates to prevent them from contacting
or shorting against one another. These dissimilar
metal plates are submerged in a sulfuric acid and
water solution called an electrolyte.
The factory-installed battery has a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condition. Refer to Standard Procedures for the proper
built-in indicator test procedures. The factory-installed low-maintenance battery has non-removable battery cell caps. Water cannot be added
to this battery. The battery is not sealed and has
vent holes in the cell caps. The chemical composition
of the metal coated plates within the low-maintenance battery reduces battery gassing and water
loss, at normal charge and discharge rates. Therefore, the battery should not require additional water
in normal service. Rapid loss of electrolyte can be
caused by an overcharging condition. Be certain to
diagnose the charging system before returning the
vehicle to service. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND TESTING).
DIAGNOSIS AND TESTING - BATTERY
The battery must be completely charged and the
top, posts and terminal clamps should be properly
cleaned and inspected before diagnostic procedures
are performed. Refer to Battery System Cleaning for
8F - 8
BATTERY SYSTEM
BR/BE
BATTERY (Continued)
the proper cleaning procedures, and Battery System
Inspection for the proper battery inspection procedures. Refer to Standard Procedures for the proper
battery charging procedures.
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BATTERY. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
The condition of a battery is determined by two criteria:
• State-Of-Charge - This can be determined by
checking the specific gravity of the battery electrolyte
(built-in indicator test or hydrometer test), or by
checking the battery voltage (open-circuit voltage
test).
• Cranking Capacity - This can be determined
by performing a battery load test, which measures
the ability of the battery to supply high-amperage
current.
First, determine the battery state-of-charge. This
can be done in one of three ways. If the battery has a
built-in test indicator, perform the built-in indicator
test to determine the state-of-charge. If the battery
has no built-in test indicator but does have removable cell caps, perform the hydrometer test to determine the state-of-charge. If the battery cell caps are
not removable, or a hydrometer is not available, perform the open-circuit voltage test to determine the
state-of-charge. Refer to open-circuit voltage test in
the Standard Procedures section of this group.
Second, determine the battery cranking capacity by
performing a load test. The battery must be charged
before proceeding with a load test if:
• The battery built-in test indicator has a black or
dark color visible.
• The temperature corrected specific gravity of the
battery electrolyte is less than 1.235.
• The battery open-circuit voltage is less than 12.4
volts.
A battery that will not accept a charge is faulty,
and must be replaced. Further testing is not
required. A fully-charged battery must be load tested
to determine its cranking capacity. A battery that is
fully-charged, but does not pass the load test, is
faulty and must be replaced.
NOTE: Completely discharged batteries may take
several hours to accept a charge. Refer to Standard
Procedures for the proper battery charging procedures.
A battery is fully-charged when:
• All battery cells are gassing freely during charging.
• A green color is visible in the sight glass of the
battery built-in test indicator.
• Three corrected specific gravity tests, taken at
one-hour intervals, indicate no increase in the specific gravity of the battery electrolyte.
• Open-circuit voltage of the battery is 12.4 volts
or greater.
STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY
CHARGING
Battery charging can be performed fast or slow, it
terms of time. Slow battery charging is the best
means of restoring a battery to full potential. Fast
battery charging should only be performed when
absolutely necessary due to time restraints. A battery
is fully-charged when:
• All of the battery cells are gassing freely during
battery charging.
• A green color is visible in the sight glass of the
battery built-in test indicator.
• Three hydrometer tests, taken at one-hour intervals, indicate no increase in the temperature-corrected specific gravity of the battery electrolyte.
• Open-circuit voltage of the battery is 12.65 volts
or above.
WARNING: NEVER EXCEED TWENTY AMPERES
WHEN CHARGING A COLD (-1° C [30° F] OR
LOWER) BATTERY. THE BATTERY MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR
VEHICLE DAMAGE MAY RESULT.
CAUTION: Always disconnect and isolate the battery negative cable before charging a battery. Do
not exceed sixteen volts while charging a battery.
Damage to the vehicle electrical system components may result.
BATTERY SYSTEM
BR/BE
8F - 9
BATTERY (Continued)
CAUTION: Battery electrolyte will bubble inside the
battery case during normal battery charging. Electrolyte boiling or being discharged from the battery
vents indicates a battery overcharging condition.
Immediately reduce the charging rate or turn off the
charger to evaluate the battery condition. Damage
to the battery may result from overcharging.
rent will be low. It could take some time before the
battery accepts a current greater than a few milliamperes. Such low current may not be detectable on the
ammeters built into many battery chargers.
CAUTION: The battery should not be hot to the
touch. If the battery feels hot to the touch, turn off
the charger and let the battery cool before continuing the charging operation. Damage to the battery
may result.
NOTE: Models equipped with the diesel engine
option are equipped with two 12-volt batteries, connected in parallel (positive-to-positive and negativeto-negative). In order to ensure proper charging of
each battery, these batteries MUST be disconnected
from each other, as well as from the vehicle electrical system, while being charged.
Some battery chargers are equipped with polaritysensing circuitry. This circuitry protects the battery
charger and the battery from being damaged if they
are improperly connected. If the battery state-ofcharge is too low for the polarity-sensing circuitry to
detect, the battery charger will not operate. This
makes it appear that the battery will not accept
charging current. See the instructions provided by
the manufacturer of the battery charger for details
on how to bypass the polarity-sensing circuitry.
After the battery has been charged to 12.4 volts or
greater, perform a load test to determine the battery
cranking capacity. Refer to Standard Procedures for
the proper battery load test procedures. If the battery
will endure a load test, return the battery to service.
If the battery will not endure a load test, it is faulty
and must be replaced.
Clean and inspect the battery hold downs, tray,
terminals, posts, and top before completing battery
service. Refer to Battery System Cleaning for the
proper battery system cleaning procedures, and Battery System Inspection for the proper battery system
inspection procedures.
CHARGING A COMPLETELY DISCHARGED
BATTERY
The following procedure should be used to recharge
a completely discharged battery. Unless this procedure is properly followed, a good battery may be
needlessly replaced.
(1) Measure the voltage at the battery posts with a
voltmeter, accurate to 1/10 (0.10) volt (Fig. 5). If the
reading is below ten volts, the battery charging cur-
Fig. 5 Voltmeter - Typical
(2) Disconnect and isolate the battery negative
cable. Connect the battery charger leads. Some battery chargers are equipped with polarity-sensing circuitry. This circuitry protects the battery charger and
the battery from being damaged if they are improperly connected. If the battery state-of-charge is too
low for the polarity-sensing circuitry to detect, the
battery charger will not operate. This makes it
appear that the battery will not accept charging current. See the instructions provided by the manufacturer of the battery charger for details on how to
bypass the polarity-sensing circuitry.
(3) Battery chargers vary in the amount of voltage
and current they provide. The amount of time
required for a battery to accept measurable charging
current at various voltages is shown in the Charge
Rate Table. If the charging current is still not measurable at the end of the charging time, the battery
is faulty and must be replaced. If the charging current is measurable during the charging time, the battery may be good and the charging should be
completed in the normal manner.
CHARGE RATE TABLE
Voltage
Hours
16.0 volts maximum
up to 4 hours
14.0 to 15.9 volts
up to 8 hours
13.9 volts or less
up to 16 hours
CHARGING TIME REQUIRED
The time required to charge a battery will vary,
depending upon the following factors:
• Battery Capacity - A completely discharged
heavy-duty battery requires twice the charging time
of a small capacity battery.
8F - 10
BATTERY SYSTEM
BR/BE
BATTERY (Continued)
• Temperature - A longer time will be needed to
charge a battery at -18° C (0° F) than at 27° C (80°
F). When a fast battery charger is connected to a cold
battery, the current accepted by the battery will be
very low at first. As the battery warms, it will accept
a higher charging current rate (amperage).
• Charger Capacity - A battery charger that
supplies only five amperes will require a longer
charging time. A battery charger that supplies
twenty amperes or more will require a shorter charging time.
• State-Of-Charge - A completely discharged battery requires more charging time than a partially
discharged battery. Electrolyte is nearly pure water
in a completely discharged battery. At first, the
charging current (amperage) will be low. As the battery charges, the specific gravity of the electrolyte
will gradually rise.
The Battery Charging Time Table gives an indication of the time required to charge a typical battery
at room temperature based upon the battery state-ofcharge and the charger capacity.
BATTERY CHARGING TIME TABLE
Charging
Amperage
Open Circuit
Voltage
5 Amps
10
Amps
20 Amps
Hours Charging @
21° C (70° F)
12.25 to 12.49
6 hours
3 hours
1.5
hours
12.00 to 12.24
10 hours
5 hours
2.5
hours
10.00 to 11.99
14 hours
7 hours
3.5
hours
Below 10.00
18 hours
9 hours
4.5
hours
STANDARD PROCEDURE - BUILT-IN
INDICATOR TEST
An indicator (hydrometer) built into the top of the
battery case provides visual information for battery
testing (Fig. 6). Like a hydrometer, the built-in indicator measures the specific gravity of the battery
electrolyte. The specific gravity of the electrolyte
reveals the battery state-of-charge; however, it will
not reveal the cranking capacity of the battery. A load
test must be performed to determine the battery
cranking capacity. Refer to Standard Procedures for
the proper battery load test procedures.
Before testing, visually inspect the battery for any
damage (a cracked case or cover, loose posts, etc.)
that would cause the battery to be faulty. In order to
obtain correct indications from the built-in indicator,
it is important that the battery be level and have a
Fig. 6 Built-In Indicator
1
2
3
4
-
SIGHT GLASS
BATTERY TOP
GREEN BALL
PLASTIC ROD
clean sight glass. Additional light may be required to
view the indicator. Do not use open flame as a
source of additional light.
To read the built-in indicator, look into the sight
glass and note the color of the indication (Fig. 7). The
battery condition that each color indicates is
described in the following list:
• Green - Indicates 75% to 100% battery state-ofcharge. The battery is adequately charged for further
testing or return to service. If the starter will not
crank for a minimum of fifteen seconds with a fullycharged battery, the battery must be load tested.
Refer to Standard Procedures for the proper battery
load test procedures.
• Black or Dark - Indicates 0% to 75% battery
state-of-charge. The battery is inadequately charged
and must be charged until a green indication is visible in the sight glass (12.4 volts or more), before the
battery is tested further or returned to service. Refer
to Standard Procedures for the proper battery charging procedures. Also refer to Diagnosis and Testing
for more information on the possible causes of the
discharged battery condition.
• Clear or Bright - Indicates a low battery electrolyte level. The electrolyte level in the battery is
below the built-in indicator. A maintenance-free battery with non-removable cell caps must be replaced if
the electrolyte level is low. Water must be added to a
low-maintenance battery with removable cell caps
before it is charged. Refer to Standard Procedures for
the proper battery filling procedures. A low electrolyte level may be caused by an overcharging condition. Refer to Charging System for the proper
charging system diagnosis and testing procedures.
BATTERY SYSTEM
BR/BE
8F - 11
BATTERY (Continued)
Fig. 7 Built-In Indicator Sight Glass Chart
STANDARD PROCEDURE - HYDROMETER TEST
The hydrometer test reveals the battery state-ofcharge by measuring the specific gravity of the electrolyte. This test cannot be performed on
maintenance-free batteries with non-removable
cell caps. If the battery has non-removable cell caps,
refer to Diagnosis and Testing for alternate methods
of determining the battery state-of-charge.
Specific gravity is a comparison of the density of
the battery electrolyte to the density of pure water.
Pure water has a specific gravity of 1.000, and sulfuric acid has a specific gravity of 1.835. Sulfuric acid
makes up approximately 35% of the battery electrolyte by weight, or 24% by volume. In a fully-charged
battery the electrolyte will have a temperature-corrected specific gravity of 1.260 to 1.290. However, a
specific gravity of 1.235 or above is satisfactory for
the battery to be load tested and/or returned to service.
Before testing, visually inspect the battery for any
damage (a cracked case or cover, loose posts, etc.)
that would cause the battery to be faulty. Then
remove the battery cell caps and check the electrolyte
level. Add distilled water if the electrolyte level is
below the top of the battery plates. Refer to Battery
System Cleaning for the proper battery inspection
procedures.
See the instructions provided by the manufacturer
of the hydrometer for recommendations on the correct use of the hydrometer that you are using.
Remove only enough electrolyte from the battery cell
so that the float is off the bottom of the hydrometer
barrel with pressure on the bulb released. To read
the hydrometer correctly, hold it with the top surface
of the electrolyte at eye level (Fig. 8).
CAUTION: Exercise care when inserting the tip of
the hydrometer into a battery cell to avoid damaging the plate separators. Damaged plate separators
can cause early battery failure.
Fig. 8 Hydrometer - Typical
1
2
3
4
5
6
-
BULB
SURFACE COHESION
SPECIFIC GRAVITY READING
TEMPERATURE READING
HYDROMETER BARREL
FLOAT
Hydrometer floats are generally calibrated to indicate the specific gravity correctly only at 26.7° C.
When testing the specific gravity at any other temperature, a correction factor is required. The correction factor is approximately a specific gravity value
of 0.004, which may also be identified as four points
of specific gravity. For each 5.5° C above 26.7° C, add
four points. For each 5.5° C below 26.7° C, subtract
four points. Always correct the specific gravity for
temperature variation.
EXAMPLE: A battery is tested at -12.2° C and has
a specific gravity of 1.240. Determine the actual specific gravity as follows:
(1) Determine the number of degrees above or
below 26.7° C: 26.7° C + -12.2° C = 14.5° C below
the 26.7° C specification
(2) Divide the result from Step 1 by 5.5° C: 14.5°
C ÷ 5.5° C = 2.64
(3) Multiply the result from Step 2 by the temperature correction factor (0.004): 2.64 X 0.004 = 0.01
(4) The temperature at testing was below 26.7° C;
therefore, the temperature correction factor is subtracted: 1.240 - 0.01 = 1.23
(5) The corrected specific gravity of the battery cell
in this example is 1.23.
8F - 12
BATTERY SYSTEM
BR/BE
BATTERY (Continued)
Test the specific gravity of the electrolyte in each
battery cell. If the specific gravity of all cells is above
1.235, but the variation between cells is more than
fifty points (0.050), the battery should be replaced. If
the specific gravity of one or more cells is less than
1.235, charge the battery at a rate of approximately
five amperes. Continue charging the battery until
three consecutive specific gravity tests, taken at onehour intervals, are constant. If the cell specific gravity variation is more than fifty points (0.050) at the
end of the charge period, replace the battery.
When the specific gravity of all cells is above 1.235,
and the cell variation is less than fifty points (0.050),
the battery may be load tested to determine its
cranking capacity. Refer to Standard Procedures for
the proper battery load test procedures.
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST
A battery open-circuit voltage (no load) test will
show the approximate state-of-charge of a battery.
This test can be used in place of the hydrometer test
when a hydrometer is not available, or for maintenance-free batteries with non-removable cell caps.
Before proceeding with this test, completely charge
the battery (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM/BATTERY - STANDARD PROCEDURE).
(1) Before measuring the open-circuit voltage, the
surface charge must be removed from the battery.
Turn on the headlamps for fifteen seconds, then
allow up to five minutes for the battery voltage to
stabilize.
(2) Disconnect and isolate both battery cables, negative cable first.
(3) Using a voltmeter connected to the battery
posts (see the instructions provided by the manufacturer of the voltmeter), measure the open-circuit voltage (Fig. 9).
See the Open-Circuit Voltage Table. This voltage
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts or
greater, it may be load tested to reveal its cranking
capacity (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - STANDARD PROCEDURE).
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage
Charge Percentage
11.7 volts or less
0%
12.0 volts
25%
12.2 volts
50%
12.4 volts
75%
12.6 volts or more
100%
STANDARD PROCEDURE - LOAD TEST
A battery load test will verify the battery cranking
capacity. The test is based on the Cold Cranking
Amperage (CCA) rating of the battery. To determine
the battery CCA rating, see the label affixed to the
battery case or refer to Battery Specifications for the
proper factory-installed specifications.
Before proceeding with this test, completely charge
the battery (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM/BATTERY - STANDARD PROCEDURE).
(1) Disconnect and isolate both battery cables, negative cable first. The battery top and posts should be
clean (Refer to 8 - ELECTRICAL/BATTERY SYSTEM
- CLEANING).
(2) Connect a suitable volt-ammeter-load tester
(Fig. 10) to the battery posts (Fig. 11). See the
instructions provided by the manufacturer of the
tester you are using. Check the open-circuit voltage
(no load) of the battery (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM/BATTERY - STANDARD PROCEDURE). The battery open-circuit voltage must be
12.4 volts or greater.
Fig. 9 Testing Open-Circuit Voltage - Typical
Fig. 10 Volt-Ammeter-Load Tester - Typical
BATTERY SYSTEM
BR/BE
8F - 13
BATTERY (Continued)
Fig. 11 Volt-Ammeter-Load
1 - INDUCTION AMMETER CLAMP
2 - NEGATIVE CLAMP
3 - POSITIVE CLAMP
(3) Rotate the load control knob (carbon pile rheostat) to apply a 300 ampere load to the battery for
fifteen seconds, then return the control knob to the
Off position (Fig. 12). This will remove the surface
charge from the battery.
Fig. 13 Load 50% CCA Rating - Note Voltage Typical
LOAD TEST TEMPERATURE TABLE
Minimum Voltage
Temperature
°F
°C
9.6 volts
70° and above
21° and above
9.5 volts
60°
16°
9.4 volts
50°
10°
9.3 volts
40°
4°
9.1 volts
30°
-1°
8.9 volts
20°
-7°
8.7 volts
10°
-12°
8.5 volts
0°
-18°
(7) If the voltmeter reading falls below 9.6 volts, at
a minimum battery temperature of 21° C (70° F), the
battery is faulty and must be replaced.
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
Fig. 12 Remove Surface Charge from Battery
(4) Allow the battery to stabilize to open-circuit
voltage. It may take up to five minutes for the battery voltage to stabilize.
(5) Rotate the load control knob to maintain a load
equal to 50% of the CCA rating of the battery (Fig.
13). After fifteen seconds, record the loaded voltage
reading, then return the load control knob to the Off
position.
(6) The voltage drop will vary with the battery
temperature at the time of the load test. The battery
temperature can be estimated by using the ambient
temperature during the past several hours. If the
battery has been charged, boosted, or loaded a few
minutes prior to the test, the battery will be somewhat warmer. See the Load Test Temperature Table
for the proper loaded voltage reading.
The term Ignition-Off Draw (IOD) identifies a normal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from five
to thirty-five milliamperes (0.005 to 0.035 ampere)
with the ignition switch in the Off position, and all
non-ignition controlled circuits in proper working
order. Up to thirty-five milliamperes are needed to
enable the memory functions for the Powertrain Control Module (PCM), digital clock, electronically tuned
radio, and other modules which may vary with the
vehicle equipment.
A vehicle that has not been operated for approximately twenty days, may discharge the battery to an
inadequate level. When a vehicle will not be used for
twenty days or more (stored), remove the IOD fuse
from the Junction Block. This will reduce battery discharging.
8F - 14
BATTERY SYSTEM
BR/BE
BATTERY (Continued)
Excessive IOD can be caused by:
• Electrical items left on.
• Faulty or improperly adjusted switches.
• Faulty or shorted electronic modules and components.
• An internally shorted generator.
• Intermittent shorts in the wiring.
If the IOD is over thirty-five milliamperes, the
problem must be found and corrected before replacing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illuminated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes. See the Electronic Module Ignition-Off Draw Table for more information.
ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
Module
Time Out?
(If Yes, Interval And Wake-Up Input)
IOD
IOD After Time Out
Radio
No
1 to 3 milliamperes
N/A
Audio Power
Amplifier
No
up to 1 milliampere
N/A
Central Timer
Module (CTM)
No
4.75 milliamperes
(max.)
N/A
Powertrain Control
Module (PCM)
No
0.95 milliampere
N/A
ElectroMechanical
Instrument Cluster
(EMIC)
No
0.44 milliampere
N/A
Combination Flasher
No
0.08 milliampere
N/A
(2) Determine that the underhood lamp is operating properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
(3) Disconnect the battery negative cable.
(4) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
between the disconnected battery negative cable terminal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multimeter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the battery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.
(5) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Power Distribution Center (PDC) and
then in the Junction Block (JB), one at a time until
the amperage reading becomes very low, or nonexistent. Refer to the appropriate wiring information in
this service manual for complete PDC and JB fuse,
circuit breaker, and circuit identification. This will
isolate each circuit and identify the circuit that is the
source of the high-amperage IOD. If the amperage
reading remains high after removing and replacing
each fuse and circuit breaker, disconnect the wire
harness from the generator. If the amperage reading
now becomes very low or nonexistent, refer to Charging System for the proper charging system diagnosis
and testing procedures. After the high-amperage IOD
has been corrected, switch the multi-meter to progressively lower amperage scales and, if necessary,
repeat the fuse and circuit breaker remove-and-replace process to identify and correct all sources of
excessive IOD. It is now safe to select the lowest milliampere scale of the multi-meter to check the lowamperage IOD.
CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(6) Observe the multi-meter reading. The low-amperage IOD should not exceed thirty-five milliamperes (0.035 ampere). If the current draw exceeds
BATTERY SYSTEM
BR/BE
8F - 15
BATTERY (Continued)
thirty-five milliamperes, isolate each circuit using the
fuse and circuit breaker remove-and-replace process
in Step 5. The multi-meter reading will drop to
within the acceptable limit when the source of the
excessive current draw is disconnected. Repair this
circuit as required; whether a wiring short, incorrect
switch adjustment, or a component failure is at fault.
is at the battery terminal. If the battery is not
accessible, you may test using both the positive and
negative jumper posts. Select TESTING AT JUMPER
POST when connecting to that location.
(3) Connect the tester to (Fig. 14) the battery or
jumper posts, the red clamp to positive (+) and the
black clamp to negative (–).
STANDARD PROCEDURE - USING
MIDTRONICS ELECTRICAL TESTER
NOTE: Multiple batteries connected in parallel must
have the ground cable disconnected to perform a
battery test. Failure to disconnect may result in
false battery test readings.
NOTE: When testing the battery in a PT Cruiser,
always test at the battery terminals
(4) Using the ARROW key select in or out of vehicle testing and press ENTER to make a selection.
(5) If not selected, choose the Cold Cranking Amp
(CCA) battery rating. Or select the appropriate battery rating for your area (see menu). The tester will
then run its self programmed test of the battery and
display the results. Refer to the test result table
noted below.
CAUTION: If REPLACE BATTERY is the result of the
test, this may mean a poor connection between the
vehicle’s cables and battery exists. After disconnecting the vehicle’s battery cables from the battery, retest the battery using the OUT-OF-VEHICLE
test before replacing.
Fig. 14 MIDTRONICS BATTERY AND CHARGING
SYSTEM TESTER - Micro420
Always use the Midtronics Instruction Manual that
was supplied with the tester as a reference. If the
Instruction Manual is not available the following procedure can be used:
WARNING: ALWAYS WEAR APPROPRIATE EYE
PROTECTION AND USE EXTREME CAUTION WHEN
WORKING WITH BATTERIES.
BATTERY TESTING
(1) If testing the battery OUT-OF-VEHICLE, clean
the battery terminals with a wire brush before testing. If the battery is equipped with side post terminals, install and tighten the supplied lead terminal
stud adapters. Do not use steel bolts. Failure to properly install the stud adapters, or using stud adapters
that are dirty or worn-out may result in false test
readings.
(2) If testing the battery IN-THE-VEHICLE, make
certain all of the vehicle accessory loads are OFF,
including the ignition. The preferred test position
(6) While viewing the battery test result, press the
CODE button and the tester will prompt you for the
last 4 digits of the VIN. Use the UP/DOWN arrow
buttons to scroll to the correct character; then press
ENTER to select and move to the next digit. Then
press the ENTER button to view the SERVICE
CODE. Pressing the CODE button a second time will
return you to the test results.
BATTERY TEST RESULTS
GOOD BATTERY
Return to service
GOOD - RECHARGE
Fully charge battery and
return to service
CHARGE & RETEST
Fully charge battery and
retest battery
REPLACE BATTERY
Replace the battery and
retest complete system
BAD-CELL REPLACE
Replace the battery and
retest complete system
NOTE: The SERVICE CODE is required on every
warranty claim submitted for battery replacement.
8F - 16
BATTERY SYSTEM
BR/BE
BATTERY (Continued)
REMOVAL
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Loosen the battery negative cable terminal
clamp pinch-bolt hex nut.
(3) Disconnect the battery negative cable terminal
clamp from the battery negative terminal post. If
necessary, use a battery terminal puller to remove
the terminal clamp from the battery post (Fig. 15).
Fig. 15 Remove Battery Cable Terminal Clamp Typical
1 - BATTERY
2 - BATTERY TERMINAL PULLER
(4) Loosen the battery positive cable terminal
clamp pinch-bolt hex nut.
(5) Disconnect the battery positive cable terminal
clamp from the battery positive terminal post. If necessary, use a battery terminal puller to remove the
terminal clamp from the battery post.
(6) Remove the battery hold downs from the battery (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY HOLDDOWN - REMOVAL).
WARNING: WEAR A SUITABLE PAIR OF RUBBER
GLOVES (NOT THE HOUSEHOLD TYPE) WHEN
REMOVING A BATTERY BY HAND. SAFETY
GLASSES SHOULD ALSO BE WORN. IF THE BATTERY IS CRACKED OR LEAKING, THE ELECTROLYTE CAN BURN THE SKIN AND EYES.
(7) Remove the battery from the battery tray.
INSTALLATION
(1) Clean and inspect the battery (Refer to 8 ELECTRICAL/BATTERY SYSTEM - CLEANING).
(2) Position the battery onto the battery tray.
Ensure that the battery positive and negative terminal posts are correctly positioned. The battery cable
terminal clamps must reach the correct battery terminal post without stretching the cables (Fig. 16).
Fig. 16 Battery Cables - Typical
1
2
3
4
5
6
7
8
-
EYELET
NUT
POWER DISTRIBUTION CENTER
POSITIVE CABLE
SCREW
NEGATIVE CABLE
EYELET
CLIP
(3) Reinstall the battery hold downs onto the battery (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY HOLDDOWN - INSTALLATION).
CAUTION: Be certain that the battery cable terminal
clamps are connected to the correct battery terminal posts. Reversed battery polarity may damage
electrical components of the vehicle.
(4) Clean the battery cable terminal clamps and
the battery terminal posts.
(5) Reconnect the battery positive cable terminal
clamp to the battery positive terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 4 N·m (35
in. lbs.).
(6) Reconnect the battery negative cable terminal
clamp to the battery negative terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 4 N·m (35
in. lbs.).
(7) Apply a thin coating of petroleum jelly or chassis grease to the exposed surfaces of the battery cable
terminal clamps and the battery terminal posts.
BATTERY SYSTEM
BR/BE
BATTERY HOLDDOWN
DESCRIPTION
8F - 17
tion of the battery holddown hardware is recommended to prevent hardware seizure at a later date.
CAUTION: Never operate a vehicle without a battery
holddown device properly installed. Damage to the
vehicle, components and battery could result.
REMOVAL
Fig. 17 Battery Hold Downs - Typical
1
2
3
4
5
-
BATTERY TRAY
U-NUT (2)
BATTERY
BOLT (2)
HOLD DOWN STRAP
All of the battery hold down hardware except for
the outboard U-nut can be serviced without removal
of the battery or the battery tray. The battery tray
must be removed from the vehicle to service the outboard U-nut. If the outboard U-nut requires service
replacement, refer to Battery Tray in the index of
this service manual for the location of the proper battery tray removal and installation procedures.
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Loosen the battery negative cable terminal
clamp pinch-bolt hex nut.
(3) Disconnect the battery negative cable terminal
clamp from the battery negative terminal post. If
necessary, use a battery terminal puller to remove
the terminal clamp from the battery post.
(4) Remove the two battery hold down bolts from
the battery hold down strap (Fig. 18).
The battery hold down hardware (Fig. 17) includes
two bolts, two U-nuts and a hold down strap. The
battery hold down bracket consists of a formed steel
rod with a stamped steel angle bracket welded to
each end. The hold down bracket assembly is then
plastic-coated for corrosion protection. Models
equipped with the optional diesel engine have a second battery installed in a second battery tray on the
right side of the engine compartment. The hold down
hardware for the right side battery is mirror image of
the hold down hardware used for the left side battery.
When installing a battery into the battery tray, be
certain that the hold down hardware is properly
installed and that the fasteners are tightened to the
proper specifications. Improper hold down fastener
tightness, whether too loose or too tight, can result in
damage to the battery, the vehicle or both.
OPERATION
The battery holddown secures the battery in the
battery tray. This holddown is designed to prevent
battery movement during the most extreme vehicle
operation conditions. Periodic removal and lubrica-
Fig. 18 Left Battery Hold Downs Remove/Install Typical for Right Battery
1
2
3
4
5
-
BATTERY TRAY
U-NUT (2)
BATTERY
BOLT (2)
HOLD DOWN STRAP
8F - 18
BATTERY SYSTEM
BR/BE
BATTERY HOLDDOWN (Continued)
(5) Remove the battery hold down strap from the
top of the battery case.
INSTALLATION
(1) Clean and inspect the battery hold down hardware (Refer to 8 - ELECTRICAL/BATTERY SYSTEM
- CLEANING).
(2) Position the battery hold down strap across the
top of the battery case.
(3) Install and tighten the two battery hold down
bolts through the holes on each end of the hold down
strap and into the U-nuts on each side of the battery
tray. Tighten the bolts to 4 N·m (35 in. lbs.).
(4) Reconnect the battery negative cable terminal
clamp to the battery negative terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 4 N·m (35
in. lbs.).
BATTERY CABLE
DESCRIPTION
The battery cables cannot be repaired and, if damaged or faulty they must be replaced. Both the battery positive and negative cables are available for
service replacement only as a unit with the battery
positive cable wire harness or the battery negative
cable wire harness, which may include portions of
the wiring circuits for the generator and other components on some models.
GASOLINE ENGINE BATTERY CABLES
Gasoline engine models feature a stamped brass
clamping type female battery terminal crimped onto
one end of the battery cable wire and then solderdipped. A square headed pinch-bolt and hex nut are
installed at the open end of the female battery terminal clamp. The battery positive cable also includes a
red molded rubber protective cover for the female
battery terminal clamp. Large eyelet type terminals
are crimped onto the opposite end of the battery
cable wire and then solder-dipped. The battery positive cable wires have a red insulating jacket to provide visual identification and feature a larger female
battery terminal clamp to allow connection to the
larger battery positive terminal post. The battery
negative cable wires have a black insulating jacket
and a smaller female battery terminal clamp.
DIESEL ENGINE BATTERY CABLES
Fig. 19 Battery Cables - Typical
1
2
3
4
5
6
7
8
-
EYELET
NUT
POWER DISTRIBUTION CENTER
POSITIVE CABLE
SCREW
NEGATIVE CABLE
EYELET
CLIP
The battery cables (Fig. 19) are large gauge,
stranded copper wires sheathed within a heavy plastic or synthetic rubber insulating jacket. The wire
used in the battery cables combines excellent flexibility and reliability with high electrical current carrying capacity. Refer to Wiring Diagrams for the
location of the proper battery cable wire gauge information.
Diesel engine models feature a clamping type
female battery terminal made of soft lead die cast
onto one end of the battery cable wire. A square
headed pinch-bolt and hex nut are installed at the
open end of the female battery terminal clamp. The
pinch-bolt on the left side battery positive cable
female terminal clamp also has a stud extending
from the head of the bolt. Large eyelet type terminals
are crimped onto the opposite end of the battery
cable wire and then solder-dipped. The battery positive cable wires have a red insulating jacket to provide visual identification and feature a larger female
battery terminal clamp to allow connection to the
larger battery positive terminal post. The battery
negative cable wires have a black insulating jacket
and a smaller female battery terminal clamp.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a return path for electrical current generated by the charging system for restoring the voltage potential of the battery. The female battery
terminal clamps on the ends of the battery cable
wires provide a strong and reliable connection of the
battery cable to the battery terminal posts. The terminal pinch bolts allow the female terminal clamps
to be tightened around the male terminal posts on
BR/BE
BATTERY SYSTEM
8F - 19
BATTERY CABLE (Continued)
the top of the battery. The eyelet terminals secured
to the ends of the battery cable wires opposite the
female battery terminal clamps provide secure and
reliable connection of the battery to the vehicle electrical system.
GASOLINE ENGINE
The battery positive cable terminal clamp is
crimped onto the ends of two wires. One wire has an
eyelet terminal that connects the battery positive
cable to the B(+) terminal stud of the Power Distribution Center (PDC), and the other wire has an eyelet terminal that connects the battery positive cable
to the B(+) terminal stud of the engine starter motor
solenoid. The battery negative cable terminal clamp
is also crimped onto the ends of two wires. One wire
has an eyelet terminal that connects the battery negative cable to the vehicle powertrain through a stud
on the front of the left engine cylinder head. The
other wire has an eyelet terminal that connects the
battery negative cable to the vehicle body through a
ground screw on the left front fender inner shield,
just ahead of the battery. An additional ground wire
with two eyelet terminals is used to provide ground
to the vehicle frame. One eyelet terminal of this
ground wire is installed under the head of the battery negative cable terminal clamp pinch-bolt, and
the other eyelet terminal is secured with a ground
screw to the outer surface of the left frame rail,
below the battery.
DIESEL ENGINE
The left battery positive cable terminal clamp is
die cast onto the ends of two wires. One wire has an
eyelet terminal that connects the left battery positive
cable to the B(+) terminal stud of the Power Distribution Center (PDC), and the other wire has an eyelet terminal that connects the left battery positive
cable to the B(+) terminal stud of the engine starter
motor solenoid. The right battery positive cable terminal clamp is die cast onto the end of a single wire.
The eyelet terminal on the other end of the right battery positive cable is connected to the stud on the
pinch-bolt of the left battery positive cable terminal
clamp. This stud also provides a connection point for
the eyelet terminals from the fuel heater relay and
intake air heater relay jumper harness take outs. All
of these eyelet terminals are secured to the left battery positive cable terminal clamp pinch-bolt stud
with a single hex nut.
The left battery negative cable terminal clamp is
die cast onto the ends of two wires. One wire has an
eyelet terminal that connects the left battery negative cable to the vehicle powertrain through a ground
screw on the left side of the engine block, below the
power steering and vacuum pumps. The other wire
has an eyelet terminal that connects the left battery
negative cable to the vehicle body through a ground
screw on the left front fender inner shield, just ahead
of the left battery. An additional ground wire with
two eyelet terminals is used to provide ground to the
vehicle frame. One eyelet terminal of this ground
wire is installed under the nut of the left battery
negative cable terminal clamp pinch-bolt, and the
other eyelet terminal is secured with a ground screw
to the outer surface of the left frame rail, below the
left battery. The right battery negative cable terminal
is also die cast onto the ends of two wires. One wire
has an eyelet terminal that connects the right battery negative cable to the vehicle powertrain through
a ground screw on the right side of the engine block,
just forward of the right engine mount. The other
wire has an eyelet terminal that connects the right
battery negative cable to the vehicle body through a
ground screw on the right front fender inner shield,
just behind the right battery.
DIAGNOSIS AND TESTING - BATTERY CABLES
A voltage drop test will determine if there is excessive resistance in the battery cable terminal connections or the battery cables. If excessive resistance is
found in the battery cable connections, the connection point should be disassembled, cleaned of all corrosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is important to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached. EXAMPLE: When testing the resistance of the battery positive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery positive cable eyelet terminal at the starter solenoid
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
8F - 20
BATTERY SYSTEM
BR/BE
BATTERY CABLE (Continued)
VOLTAGE DROP TEST
WARNING: MODELS EQUIPPED WITH THE DIESEL
ENGINE OPTION ALSO HAVE AN AUTOMATIC
SHUTDOWN (ASD) RELAY LOCATED IN THE
POWER DISTRIBUTION CENTER (PDC), IN THE
ENGINE COMPARTMENT. HOWEVER, REMOVAL OF
THE ASD RELAY MAY NOT PREVENT THE DIESEL
ENGINE FROM STARTING. BE CERTAIN TO ALSO
DISCONNECT THE FUEL SHUTDOWN SOLENOID
WIRE HARNESS CONNECTOR ON MODELS WITH A
DIESEL ENGINE. FAILURE TO DO SO MAY RESULT
IN PERSONAL INJURY.
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing this
test, be certain that the following procedures are
accomplished:
• The battery is fully-charged and load tested
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - STANDARD PROCEDURE).
• Fully engage the parking brake.
• If the vehicle is equipped with an automatic
transmission, place the gearshift selector lever in the
Park position. If the vehicle is equipped with a manual transmission, place the gearshift selector lever in
the Neutral position and block the clutch pedal in the
fully depressed position.
• Verify that all lamps and accessories are turned
off.
• To prevent a gasoline engine from starting,
remove the Automatic ShutDown (ASD) relay. The
ASD relay is located in the Power Distribution Center (PDC), in the engine compartment. See the fuse
and relay layout label affixed to the underside of the
PDC cover for ASD relay identification and location.
To prevent a diesel engine from starting, disconnect
the fuel shutdown solenoid wire harness connector
(Fig. 20).
(1) Connect the positive lead of the voltmeter to
the battery negative terminal post. Connect the negative lead of the voltmeter to the battery negative
cable terminal clamp (Fig. 21). Rotate and hold the
ignition switch in the Start position. Observe the
voltmeter. If voltage is detected, correct the poor connection between the battery negative cable terminal
clamp and the battery negative terminal post.
NOTE: If the vehicle is equipped with a dual battery
system, Step 1 must be performed twice, once for
each battery.
(2) Connect the positive lead of the voltmeter to
the battery positive terminal post. Connect the negative lead of the voltmeter to the battery positive cable
terminal clamp (Fig. 22). Rotate and hold the ignition
switch in the Start position. Observe the voltmeter. If
Fig. 20 Fuel Shutdown Solenoid Connector - Diesel
Engine
1
2
3
4
5
- AIR TEMPERATURE SENSOR
- SENSOR ELECTRICAL CONNECTOR
- SOLENOID ELECTRICAL CONNECTOR
- FUEL SHUTDOWN SOLENOID
- INTAKE MANIFOLD (UPPER HALF)
Fig. 21 Test Battery Negative Connection
Resistance - Typical
1 - VOLTMETER
2 - BATTERY
voltage is detected, correct the poor connection
between the battery positive cable terminal clamp
and the battery positive terminal post.
BATTERY SYSTEM
BR/BE
8F - 21
BATTERY CABLE (Continued)
NOTE: If the vehicle is equipped with a dual battery
system, Step 2 must be performed twice, once for
each battery.
Fig. 23 Test Battery Positive Cable Resistance Typical
Fig. 22 Test Battery Positive Connection Resistance
- Typical
1 - BATTERY
2 - VOLTMETER
3 - STARTER MOTOR
1 - VOLTMETER
2 - BATTERY
(3) Connect the voltmeter to measure between the
battery positive cable terminal clamp and the starter
solenoid B(+) terminal stud (Fig. 23). Rotate and hold
the ignition switch in the Start position. Observe the
voltmeter. If the reading is above 0.2 volt, clean and
tighten the battery positive cable eyelet terminal connection at the starter solenoid B(+) terminal stud.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery positive cable.
NOTE: If the vehicle is equipped with a dual battery
system, Step 3 must be performed on the driver
side battery only.
(4) Connect the voltmeter to measure between the
battery negative cable terminal clamp and a good
clean ground on the engine block (Fig. 24). Rotate
and hold the ignition switch in the Start position.
Observe the voltmeter. If the reading is above 0.2
volt, clean and tighten the battery negative cable
eyelet terminal connection to the engine block.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery negative cable.
NOTE: If the vehicle is equipped with a dual battery
system, Step 4 must be performed twice, once for
each battery.
Fig. 24 Test Ground Circuit
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
REMOVAL
POSITIVE CABLE REMOVAL - GASOLINE
ENGINE
Both the battery negative cable and the battery
positive cable are serviced in the battery wire harness. If either battery cable is damaged or faulty, the
battery wire harness assembly must be replaced.
(1) Remove the positive battery cable from the battery.
(2) Remove the cover from the PDC.
(3) Remove the positive battery cable from the
PDC.
8F - 22
BATTERY SYSTEM
BR/BE
BATTERY CABLE (Continued)
(4) Disconnect the starter motor signal wire harness connector, located on the PDC housing.
(5) Disengage wire harness assembly pushpin
retainers.
(6) From under the vehicle, disengage wire harness assembly pushpin retainers.
(7) Remove the positive battery cable from the
starter motor B+ terminal stud.
(8) Remove the starter motor trigger wire from the
starter motor.
(9) Remove the positive cable wire harness assembly from the vehicle.
NEGATIVE CABLE REMOVAL - GASOLINE
ENGINE
Both the battery negative cable and the battery
positive cable are serviced in the battery wire harness. If either battery cable is damaged or faulty, the
battery wire harness unit must be replaced.
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Loosen the battery negative cable terminal
clamp pinch-bolt hex nut.
(3) Disconnect the battery negative cable terminal
clamp from the battery negative terminal post. If
necessary, use a battery terminal puller to remove
the terminal clamp from the battery post.
(4) Remove the negative cable jumper from the left
side of the radiator closure panel.
(5) Remove the negative cable jumper from the left
side of the frame assembly.
(6) Remove the PDC cover and remove the generator output wire from the PDC.
(7) Following the wire, remove the pushpin retainers holding the wire assembly in place.
(8) Remove the negative cable eyelet from the
power steering pump pivot bolt.
(9) Remove the generator output wire from the
generator.
(10) Remove the negative battery cable assembly,
by fishing out from under the compressor mounting
bracket, if equipped.
INSTALLATION
POSITIVE CABLE INSTALLATION - GASOLINE
ENGINE
(1) Position the battery wire harness into the
engine compartment.
(2) Install the positive battery cable on the battery.
(3) Install the positive battery cable on the PDC.
(4) Install the cover on the PDC.
(5) Connect the starter motor signal wire harness
connector, located on the PDC housing.
(6) Install wire harness assembly pushpin retainers in their original position.
(7) From under the vehicle, install wire harness
assembly pushpin retainers.
(8) Install and tighten the nut that secures the
battery positive cable eyelet terminal to the B(+) terminal stud on the starter solenoid. Tighten the nut to
10 N·m (90 in. lbs.).
(9) Connect the starter motor trigger wire on the
starter motor.
(10) Reconnect the battery positive cable terminal
clamp to the battery positive terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 4 N·m (35
in. lbs.).
(11) Apply a thin coating of petroleum jelly or
chassis grease to the exposed surfaces of the battery
cable terminal clamps and the battery terminal
posts.
NEGATIVE CABLE INSTALLATION - GASOLINE
ENGINE
(1) Position the battery wire harness into the
engine compartment and under the compressor
mounting bracket, if equipped.
(2) Install and tighten the nut that secures the
battery negative cable ground eyelet terminal to the
stud on the power steering pump pivot bolt.
(3) Install the generator output cable eyelet terminal onto the generator output terminal stud.
(4) Install and tighten the nut that secures the
generator output cable eyelet terminal to the generator output terminal stud. Tighten the nut to 8.4 N·m
(75 in. lbs.).
(5) Position the cover for the generator output terminal stud housing onto the back of the generator
and snap it into place.
(6) Secure wire assembly in place with pushpin
retainers in there original positions.
(7) Install and tighten the screw that secures the
battery negative cable eyelet terminal to the radiator
closure panel, near the battery. Tighten the screw to
40 in. lbs.
(8) Install and tighten the screw that secures the
battery negative cable eyelet terminal to the left
front side of the frame assembly. Tighten the screw
to 80 in. lbs.
(9) Install and tighten the nut that secures the
battery positive cable eyelet terminal and the generator output cable eyelet terminal to the PDC B(+)
terminal stud. Tighten the nut to 80 in. lbs.
(10) Reconnect the battery negative cable terminal
clamp to the battery negative terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 35 in. lbs.
(11) Apply a thin coating of petroleum jelly or chassis grease to the exposed surfaces of the battery cable
terminal clamps and the battery terminal posts.
BATTERY SYSTEM
BR/BE
BATTERY TRAY
DESCRIPTION
8F - 23
tem have the speed control servo secured to the integral battery tray support.
Models that are equipped with the diesel engine
option have a second battery tray located in the right
front corner of the engine compartment. This second
battery tray and its mounting are mirror image of
the standard equipment left battery tray. However,
the right battery tray and support have no provisions
for a battery temperature sensor or a speed control
servo mounting bracket.
OPERATION
The battery tray provides a secure mounting location and supports the battery. On some vehicles, the
battery tray also provides the anchor point/s for the
battery holddown hardware. The battery tray and
the battery holddown hardware combine to secure
and stabilize the battery in the engine compartment,
which prevents battery movement during vehicle
operation. Unrestrained battery movement during
vehicle operation could result in damage to the vehicle, the battery, or both.
Fig. 25 Battery Tray - Typical
1
2
3
4
5
6
7
8
9
-
STUD PLATE (2)
NUT AND WASHER (4)
FRONT WHEELHOUSE INNER PANEL
SPEED CONTROL SERVO
TRAY
SCREW AND WASHER (2)
BATTERY TREMPERATURE SENSOR
U-NUT (2)
FENDER INNER SHIELD
The battery is mounted in a molded plastic tray
(Fig. 25) with an integral support located in the left
front corner of the engine compartment. A U-nut held
in a molded formation on each side of the battery
tray provides anchor points for the battery hold down
bolts. The battery tray is secured on the outboard
side to the inner fender shield by two hex screws
with washers, and from underneath the integral battery tray support is secured to the left front wheelhouse inner panel by two stud plates. Each stud
plate has two studs and is secured by two nuts with
washers. The stud plate that secures the front of the
battery tray support to the wheelhouse inner panel is
installed through the wheelhouse panel from the top.
The stud plate that secures the rear of the battery
tray support to the wheelhouse inner panel is
installed through the wheelhouse panel from the bottom.
A hole in the bottom of the battery tray is fitted
with a battery temperature sensor (Refer to 8 ELECTRICAL/CHARGING/BATTERY
TEMPERATURE SENSOR - DESCRIPTION). Models that are
equipped with an optional vehicle speed control sys-
REMOVAL
(1) Remove the battery from the battery tray
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(2) If the left battery tray is being removed,
remove the battery temperature sensor from the left
battery tray (Refer to 8 - ELECTRICAL/CHARGING/
BATTERY TEMPERATURE SENSOR - REMOVAL).
(3) Remove the two screws with washers that
secure the outboard side of the battery tray to the
inner fender shield (Fig. 26).
(4) From the engine compartment, remove the two
nuts with washers that secure the rear of the battery
tray support to the two studs that extend through
the top of the front wheelhouse inner panel.
(5) From inside the front fender wheelhouse,
remove the two nuts with washers that secure the
front of the battery tray support to the two studs
that extend through the underside of the front wheelhouse inner panel.
(6) From inside the front fender wheelhouse,
remove the stud plate that secures the rear of the
battery tray support from the underside of the front
wheelhouse inner panel.
(7) From the engine compartment, remove the battery tray and the stud plate that secures the front of
the battery tray support from the front wheelhouse
inner panel as a unit.
(8) If the vehicle is equipped with the optional
vehicle speed control package, the speed control servo
must be removed from the left battery tray support
to complete battery tray removal.
8F - 24
BATTERY SYSTEM
BR/BE
BATTERY TRAY (Continued)
Fig. 26 Left Battery Tray Remove/Install - Typical for
Right Battery Tray
1
2
3
4
5
6
7
8
9
-
STUD PLATE (2)
NUT AND WASHER (4)
FRONT WHEELHOUSE INNER PANEL
SPEED CONTROL SERVO
TRAY
SCREW AND WASHER (2)
BATTERY TREMPERATURE SENSOR
U-NUT (2)
FENDER INNER SHIELD
INSTALLATION
(1) Clean and inspect the battery tray (Refer to 8 ELECTRICAL/BATTERY SYSTEM - CLEANING).
(2) If the vehicle is equipped with the optional
vehicle speed control package, the speed control servo
must be installed onto the left battery tray support
to complete battery tray installation.
(3) Install the stud plate onto the front of the battery tray support.
(4) From the engine compartment, position the
battery tray and the stud plate that secures the front
of the battery tray support onto the front wheelhouse
inner panel as a unit.
(5) From inside the front fender wheelhouse,
loosely install the two nuts with washers that secure
the front of the battery tray support to the two studs
that extend through the underside of the front wheelhouse inner panel.
(6) From inside the front fender wheelhouse, position the stud plate that secures the rear of the battery tray support onto the underside of the front
wheelhouse inner panel.
(7) From the engine compartment, loosely install
the two nuts with washers that secure the rear of the
battery tray support to the two studs that extend
through the top of the front wheelhouse inner panel.
(8) Install and tighten the two screws with washers that secure the outboard side of the battery tray
to the inner fender shield. Tighten the screws to 15.8
N·m (140 in. lbs.).
(9) Final tighten the four nuts with washers that
secure the battery tray support to the stud plates on
the front wheelhouse inner panel. Tighten the nuts
to 15.8 N·m (140 in. lbs.).
(10) If the left battery tray is being installed,
install the battery temperature sensor onto the left
battery tray (Refer to 8 - ELECTRICAL/CHARGING/
BATTERY TEMPERATURE SENSOR - INSTALLATION).
(11) Install the battery onto the battery tray (Refer
to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY INSTALLATION).
CHARGING
BR/BE
8F - 25
CHARGING
TABLE OF CONTENTS
page
CHARGING
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
GENERATOR RATINGS . . . . . . . . . . .
SPECIFICATIONS - TORQUE GENERATOR/CHARGING SYSTEM . .
BATTERY TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . .
. . . . . . 25
. . . . . . 25
. . . . . . 25
. . . . . . 26
. . . . . . 27
. . . . . . 27
CHARGING
DESCRIPTION
The charging system consists of:
• Generator
• Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
• Ignition switch
• Battery (refer to 8, Battery for information)
• Battery temperature sensor
• Check Gauges Lamp (if equipped)
• Voltmeter (refer to 8, Instrument Panel and
Gauges for information)
• Wiring harness and connections (refer to 8, Wiring Diagrams for information)
OPERATION
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. When the
ASD relay is on, voltage is supplied to the ASD relay
sense circuit at the PCM. This voltage is connected
through the PCM and supplied to one of the generator field terminals (Gen. Source +) at the back of the
generator.
The amount of direct current produced by the generator is controlled by the EVR (field control) circuitry contained within the PCM. This circuitry is
connected in series with the second rotor field terminal and ground.
A battery temperature sensor, located in the battery tray housing, is used to sense battery temperature. This temperature data, along with data from
monitored line voltage, is used by the PCM to vary
the battery charging rate. This is done by cycling the
page
OPERATION . . . . . . .
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
GENERATOR
DESCRIPTION . . . . .
OPERATION . . . . . . .
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
VOLTAGE REGULATOR
DESCRIPTION . . . . .
OPERATION . . . . . . .
. . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . 28
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 28
. 28
. 28
. 30
. . . . . . . . . . . . . . . . . . . . 30
. . . . . . . . . . . . . . . . . . . . 30
ground path to control the strength of the rotor magnetic field. The PCM then compensates and regulates
generator current output accordingly.
All vehicles are equipped with On-Board Diagnostics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for certain failures it detects. Refer to
On-Board Diagnostics in 25, Emission Control System for more DTC information and a list of codes.
The Check Gauges Lamp (if equipped) monitors:
charging system voltage, engine coolant temperature and engine oil pressure. If an extreme condition
is indicated, the lamp will be illuminated. This is
done as reminder to check the three gauges. The signal to activate the lamp is sent via the CCD bus circuits. The lamp is located on the instrument panel.
Refer to 8, Instrument Panel and Gauges for additional information.
DIAGNOSIS AND TESTING - CHARGING
SYSTEM
The following procedures may be used to diagnose
the charging system if:
• the check gauges lamp (if equipped) is illuminated with the engine running
• the voltmeter (if equipped) does not register
properly
• an undercharged or overcharged battery condition occurs.
Remember that an undercharged battery is often
caused by:
• accessories being left on with the engine not
running
8F - 26
CHARGING
BR/BE
CHARGING (Continued)
• a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test in 8, Battery for more information.
INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging system, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC’s including DTC’s for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Procedures service manual and the DRBt scan tool. Perform the following inspections before attaching the
scan tool.
(1) Inspect the battery condition. Refer to 8, Battery for procedures.
(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Generator Removal/Installation section of this group for
torque specifications.
(5) Inspect generator drive belt condition and tension. Tighten or replace belt as required. Refer to
Belt Tension Specifications in 7, Cooling System.
(6) Inspect automatic belt tensioner (if equipped).
Refer to 7, Cooling System for information.
(7) Inspect generator electrical connections at generator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connection at engine (if equipped). They should all be clean
and tight. Repair as required.
SPECIFICATIONS
GENERATOR RATINGS
TYPE
PART NUMBER
RATED SAE AMPS
ENGINES
MINIMUM TEST
AMPS
DENSO
56028920AB
136
5.9L
GAS
100
DENSO
56029913AA
117
5.9L
GAS
90
BOSCH
56028237AB
117
5.9L
GAS
90
BOSCH
56028238AB
136
5.9L
GAS
100
DENSO
56027221AD
136
5.9L
DIESEL
120
BOSCH
56028239AB
136
5.9L
DIESEL
120
BOSCH
56028560AA
136
8.0L
100
DENSO
560289200AC
136
8.0L
100
CHARGING
BR/BE
8F - 27
CHARGING (Continued)
SPECIFICATIONS - TORQUE - GENERATOR/
CHARGING SYSTEM
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Generator Mounting Bolts
- Gas Engine
41
30
Generator Upper Mounting
Bolt - Diesel Engine
54
40
-
Generator Pivot Bolt/Nut Diesel Engine
54
40
-
Generator Mounting
Bracket-to-Engine Bolt Diesel Engine
24
18
-
Generator B+ Cable
Eyelet Nut
12
9
108
-
BATTERY TEMPERATURE
SENSOR
DESCRIPTION
The Battery Temperature Sensor (BTS) is attached
to the battery tray located under the battery.
OPERATION
The BTS is used to determine the battery temperature and control battery charging rate. This temperature data, along with data from monitored line
voltage, is used by the PCM to vary the battery
charging rate. System voltage will be higher at colder
temperatures and is gradually reduced at warmer
temperatures.
The PCM sends 5 volts to the sensor and is
grounded through the sensor return line. As temperature increases, resistance in the sensor decreases
and the detection voltage at the PCM increases.
The BTS is also used for OBD II diagnostics. Certain faults and OBD II monitors are either enabled
or disabled, depending upon BTS input (for example,
disable purge and enable Leak Detection Pump
(LDP) and O2 sensor heater tests). Most OBD II
monitors are disabled below 20°F.
REMOVAL
The battery temperature sensor is located under
the vehicle battery (Fig. 1) and is attached (snapped
into) a mounting hole on battery tray. On models
equipped with a diesel engine (dual batteries), only
one sensor is used. The sensor is located under the
battery on drivers side of vehicle.
(1) Remove battery. Refer to 8, Battery for procedures.
Fig. 1 Battery Temperature Sensor Location
1
2
3
4
5
6
-
BATT. TEMP. SENSOR
BATTERY HOLD DOWN STRAP
PIGTAIL HARNESS
U-NUT
U-NUT
ELEC. CONNEC.
8F - 28
CHARGING
BR/BE
BATTERY TEMPERATURE SENSOR (Continued)
(2) Disconnect sensor pigtail harness from engine
wire harness.
(3) Pry sensor straight up from battery tray
mounting hole.
INSTALLATION
The battery temperature sensor is located under
the vehicle battery (Fig. 1) and is attached (snapped
into) a mounting hole on battery tray. On models
equipped with a diesel engine (dual batteries), only
one sensor is used. The sensor is located under the
battery on drivers side of vehicle.
(1) Feed pigtail harness through mounting hole in
top of battery tray and press sensor into top of tray
(snaps in).
(2) Connect pigtail harness.
(3) Install battery. Refer to 8A, Battery for procedures.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine type drive belt. It is serviced only as a
complete assembly. If the generator fails for any reason, the entire assembly must be replaced.
REMOVAL
WARNING: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE (B+ WIRE) FROM GENERATOR. FAILURE TO
DO SO CAN RESULT IN INJURY OR DAMAGE TO
ELECTRICAL SYSTEM.
(1) Disconnect negative battery cable at battery.
Diesel Engines: Disconnect both negative battery
cables at both batteries.
(2) Remove generator drive belt. Refer to 7, Cooling System for procedure.
(3) Gasoline Engines: Remove generator pivot and
mounting bolts/nut (Fig. 2) or (Fig. 3).
(4) Diesel Engines: Loosen (but do not remove)
generator mounting bracket-to-engine bolt (Fig. 4).
(5) All Engines: Remove upper generator mounting
bolt and lower mounting bolt/nut.
(6) Remove B+ terminal mounting nut at rear of
generator (Fig. 5) or (Fig. 6). Disconnect terminal
from generator.
(7) Disconnect field wire connector at rear of generator by pushing on connector tab.
(8) Remove generator from vehicle.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a current into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced alternating current to 3 positive and 3 negative diodes for rectification. From the diodes, rectified direct current is delivered to the vehicle
electrical system through the generator battery terminal.
Although the generators appear the same externally, different generators with different output ratings are used on this vehicle. Be certain that the
replacement generator has the same output rating
and part number as the original unit. Refer to Generator Ratings in the Specifications section at the
back of this group for amperage ratings and part
numbers.
Noise emitting from the generator may be caused
by: worn, loose or defective bearings; a loose or defective drive pulley; incorrect, worn, damaged or misadjusted fan drive belt; loose mounting bolts; a
misaligned drive pulley or a defective stator or diode.
Fig. 2 Remove/Install Generator—5.9L Engines
1
2
3
4
-
MOUNTING BOLT
GENERATOR
MOUNTING BRACKET
MOUNTING BOLT/NUT
CHARGING
BR/BE
8F - 29
GENERATOR (Continued)
Fig. 3 Remove/Install Generator—8.0L Engine
1
2
3
4
5
-
MOUNTING BOLT
GENERATOR
NUT
MOUNTING BRACKET
MOUNTING BOLT
Fig. 5 Generator Connectors—Typical Bosch
1 - FIELD WIRE CONNECTOR
2 - FIELD WIRES
3 - B+ (OUTPUT TERMINAL)
Fig. 6 Generator Connectors—Typical Denso
Fig. 4 Remove/Install Generator—Diesel Engine
1
2
3
4
-
UPPER MOUNTING BOLT
BRACKET-TO-ENGINE BOLT
LOWER MOUNTING BOLT/NUT
GENERATOR
1 - FIELD WIRES
2 - B+ (OUTPUT TERMINAL)
3 - FIELD WIRE CONNECTOR
8F - 30
CHARGING
BR/BE
GENERATOR (Continued)
INSTALLATION
(1) Position generator to engine and snap field
wire connector into rear of generator.
(2) Install B+ terminal eyelet to generator stud.
Tighten mounting nut to 12 N·m (108 in. lbs.) torque.
(3) Install generator mounting fasteners and
tighten as follows:
• Generator mounting bolt—All gas powered
engines—41 N·m (30 ft. lbs.) torque.
• Generator pivot bolt/nut—All gas powered
engines—41 N·m (30 ft. lbs.) torque.
• Generator mounting bolt—Diesel powered
engines—54 N·m (40 ft. lbs.) torque.
• Generator
pivot
bolt/nut—Diesel
powered
engines—54 N·m (40 ft. lbs.) torque.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
can be damaged.
CAUTION: When installing a serpentine accessory
drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine
to overheat. Refer to belt routing label in engine
compartment, or refer to Belt Schematics in Group
7, Cooling System.
(4) Install generator drive belt. Refer to 7, Cooling
System for procedure.
(5) Install negative battery cable(s) to battery(s).
VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulating circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of direct current produced by the generator is controlled by EVR circuitry contained
within the PCM. This circuitry is connected in series
with the generators second rotor field terminal and
its ground.
Voltage is regulated by cycling the ground path to
control the strength of the rotor magnetic field. The
EVR circuitry monitors system line voltage (B+) and
battery temperature (refer to Battery Temperature
Sensor for more information). It then determines a
target charging voltage. If sensed battery voltage is
0.5 volts or lower than the target voltage, the PCM
grounds the field winding until sensed battery voltage is 0.5 volts above target voltage. A circuit in the
PCM cycles the ground side of the generator field up
to 100 times per second (100Hz), but has the capability to ground the field control wire 100% of the time
(full field) to achieve the target voltage. If the charging rate cannot be monitored (limp-in), a duty cycle
of 25% is used by the PCM in order to have some
generator output. Also refer to Charging System
Operation for additional information.
STARTING
BR/BE
8F - 31
STARTING
TABLE OF CONTENTS
page
STARTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
STARTING SYSTEM . . . . . . . . . . . . . . .
SPECIFICATIONS - TORQUE - STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
STARTER MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
. . . . 31
. . . . 31
. . . . 32
. . . . 36
. . . . 37
. . . . 37
STARTING
DESCRIPTION
The starting system consists of:
• Starter relay
• Starter motor (including an integral starter solenoid)
Other components to be considered as part of starting system are:
• Battery
• Battery cables
• Ignition switch and key lock cylinder
• Clutch pedal position switch (manual transmission)
• Park/neutral position switch (automatic transmission)
• Wire harnesses and connections.
The Battery, Starting, and Charging systems operate in conjunction with one another, and must be
tested as a complete system. For correct operation of
starting/charging systems, all components used in
these 3 systems must perform within specifications.
When attempting to diagnose any of these systems, it
is important that you keep their interdependency in
mind.
The diagnostic procedures used in each of these
groups include the most basic conventional diagnostic
methods, to the more sophisticated On-Board Diagnostics (OBD) built into the Powertrain Control Module (PCM). Use of an induction-type milliampere
ammeter, volt/ohmmeter, battery charger, carbon pile
rheostat (load tester), and 12-volt test lamp may be
required.
Certain starting system components are monitored
by the PCM and may produce a Diagnostic Trouble
Code (DTC). Refer to Emission Control. See Diagnos-
page
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - STARTER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
STARTER MOTOR RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - STARTER RELAY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
. . 37
. . 38
. . 38
. . 40
. . 41
. . 41
. 41
. . 42
. . 42
tic Trouble Codes for additional information and a
list of codes.
OPERATION
The starting system components form two separate
circuits. A high-amperage feed circuit that feeds the
starter motor between 150 and 350 amperes (700
amperes - diesel engine), and a low-amperage control
circuit that operates on less than 20 amperes. The
high-amperage feed circuit components include the
battery, the battery cables, the contact disc portion of
the starter solenoid, and the starter motor. The lowamperage control circuit components include the ignition switch, the clutch pedal position switch (manual
transmission), the park/neutral position switch (automatic transmission), the starter relay, the electromagnetic windings of the starter solenoid, and the
connecting wire harness components.
If the vehicle is equipped with a manual transmission, it has a clutch pedal position switch installed in
series between the ignition switch and the coil battery terminal of the starter relay. This normally open
switch prevents the starter relay from being energized when the ignition switch is turned to the
momentary Start position, unless the clutch pedal is
depressed. This feature prevents starter motor operation while the clutch disc and the flywheel are
engaged. The starter relay coil ground terminal is
always grounded on vehicles with a manual transmission.
If the vehicle is equipped with an automatic transmission, battery voltage is supplied through the lowamperage control circuit to the coil battery terminal
of the starter relay when the ignition switch is
turned to the momentary Start position. The park/
neutral position switch is installed in series between
the starter relay coil ground terminal and ground.
8F - 32
STARTING
BR/BE
STARTING (Continued)
This normally open switch prevents the starter relay
from being energized and the starter motor from
operating unless the automatic transmission gear
selector is in the Neutral or Park positions.
When the starter relay coil is energized, the normally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts
energize the starter solenoid coil windings.
The energized solenoid pull-in coil pulls in the solenoid plunger. The solenoid plunger pulls the shift
lever in the starter motor. This engages the starter
overrunning clutch and pinion gear with the starter
ring gear on the manual transmission flywheel or on
the automatic transmission torque converter or
torque converter drive plate.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the highamperage starter feed circuit and energizes the solenoid plunger hold-in coil. Current now flows between
the solenoid battery terminal and the starter motor,
energizing the starter.
Once the engine starts, the overrunning clutch protects the starter motor from damage by allowing the
starter pinion gear to spin faster than the pinion
shaft. When the driver releases the ignition switch to
the On position, the starter relay coil is de-energized.
This causes the relay contacts to open. When the
relay contacts open, the starter solenoid plunger
hold-in coil is de-energized.
When the solenoid plunger hold-in coil is de-energized, the solenoid plunger return spring returns the
plunger to its relaxed position. This causes the contact disc to open the starter feed circuit, and the shift
lever to disengage the overrunning clutch and pinion
gear from the starter ring gear.
DIAGNOSIS AND TESTING - STARTING
SYSTEM
The battery, starting, and charging systems operate in conjunction with one another, and must be
tested as a complete system. For correct starting/
charging system operation, all of the components
involved in these 3 systems must perform within
specifications.
Starting System Diagnosis
CONDITION
STARTER FAILS TO
OPERATE.
STARTER ENGAGES,
FAILS TO TURN
ENGINE.
POSSIBLE CAUSE
CORRECTION
1. Battery discharged or
faulty.
1. Refer to Battery. Charge or replace battery, if required.
2. Starting circuit wiring
faulty.
2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits, if required.
3. Starter relay faulty.
3. Refer to Starter Relay in Diagnosis and Testing.
Replace starter relay if required.
4. Ignition switch faulty.
4. Refer to Ignition Switch and Key Lock Cylinder.
Replace ignition switch if required.
5. Clutch pedal position
switch faulty.
5. Refer to Clutch Pedal Position Switch.
6. Park/Neutral position
switch faulty or
misadjusted.
6. Refer to Park/Neutral Position Switch. Replace
park/neutral position switch if required.
7. Starter solenoid faulty.
7. Refer to Starter Motor. Replace starter motor assembly
if required.
8. Starter motor faulty.
8. If all other starting system components and circuits test
OK, replace starter motor.
1. Battery discharged or
faulty.
1. Refer to Battery. Charge or replace battery if required.
2. Starting circuit wiring
faulty.
2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits if required.
3. Starter motor faulty.
3. If all other starting system components and circuits test
OK, replace starter motor assembly.
4. Engine seized.
4. Refer to Engine Diagnosis in the Diagnosis and Testing
section of 9, Engine.
STARTING
BR/BE
8F - 33
STARTING (Continued)
Starting System Diagnosis
CONDITION
STARTER ENGAGES,
SPINS OUT BEFORE
ENGINE STARTS.
STARTER DOES NOT
DISENGAGE.
POSSIBLE CAUSE
CORRECTION
1. Starter ring gear faulty.
1. Refer to Starter Motor Removal and Installation.
Remove starter motor to inspect starter ring gear.
Replace starter ring gear if required.
2. Starter motor faulty.
2. If all other starting system components and circuits test
OK, replace starter motor assembly.
1. Starter motor
improperly installed.
1. Refer to Starter Motor Removal and Installation.
Tighten starter mounting hardware to correct torque
specifications.
2. Starter relay faulty.
2. Refer to Starter Relay Diagnosis and Testing. Replace
starter relay if required.
3. Ignition switch faulty.
3. Refer to Ignition Switch and Key Lock Cylinder.
Replace ignition switch if required.
4. Starter motor faulty.
4. If all other starting system components and circuits test
OK, replace starter motor.
INSPECTION
For complete starter wiring circuit diagrams, refer
to 8, Wiring Diagrams. Before removing any unit
from starting system for repair or diagnosis, perform
the following inspections:
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO 8, PASSIVE RESTRAINT SYSTEMS, BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
• Battery - Visually inspect battery for indications of physical damage and loose or corroded cable
connections. Determine state-of-charge and cranking
capacity of battery. Charge or replace battery if
required. Refer to Battery in 8, Battery. Note: If
equipped with diesel engine, a dual battery system may be used, and both batteries must be
inspected.
• Ignition Switch - Visually inspect ignition
switch for indications of physical damage and loose
or corroded wire harness connections. Refer to Ignition Switch and Key Lock Cylinder.
• Clutch Pedal Position Switch - If equipped
with manual transmission, visually inspect clutch
pedal position switch for indications of physical damage and loose or corroded wire harness connections.
Refer to Clutch Pedal Position Switch in 6,
Clutch.
• Park/Neutral Position Switch - If equipped
with automatic transmission, visually inspect park/
neutral position switch for indications of physical
damage and loose or corroded wire harness connec-
tions. Refer to Park/Neutral Position Switch in
21, Transmission.
• Starter Relay - Visually inspect starter relay
for indications of physical damage and loose or corroded wire harness connections.
• Starter Motor - Visually inspect starter motor
for indications of physical damage and loose or corroded wire harness connections.
• Starter Solenoid - Visually inspect starter solenoid for indications of physical damage and loose or
corroded wire harness connections.
• Wiring - Visually inspect wire harnesses for
damage. Repair or replace any faulty wiring, as
required. Refer to 8, Wiring Diagrams.
TESTING
COLD CRANKING TEST
For complete starter wiring circuit diagrams, refer
to 8, Wiring Diagrams. The battery must be fullycharged and load-tested before proceeding. Refer to
Battery in 8, Battery.
(1) Connect volt-ampere tester to battery terminals
(Fig. 1). See instructions provided by manufacturer of
volt-ampere tester being used. Note: Certain diesel
equipped models use dual batteries. If equipped
with dual battery system, tester should be connected to battery on left side of vehicle only.
Also, tester current reading must be taken from
positive battery cable lead that connects to
starter motor.
(2) Fully engage parking brake.
(3) If equipped with manual transmission, place
gearshift selector lever in Neutral position and block
clutch pedal in fully depressed position. If equipped
with automatic transmission, place gearshift selector
lever in Park position.
8F - 34
STARTING
BR/BE
STARTING (Continued)
Fig. 1 Volts-Amps Tester Connections - Typical
1 - POSITIVE CLAMP
2 - NEGATIVE CLAMP
3 - INDUCTION AMMETER CLAMP
(4) Verify that all lamps and accessories are
turned off.
(5) To prevent a gasoline engine from starting,
remove Automatic ShutDown (ASD) relay. To prevent
a diesel engine from starting, remove Fuel Pump
Relay. These relays are located in Power Distribution
Center (PDC). Refer to label on PDC cover for relay
location.
WARNING: IF EQUIPPED WITH DIESEL ENGINE,
ATTEMPT TO START ENGINE A FEW TIMES
BEFORE PROCEEDING WITH FOLLOWING STEP.
(6) Rotate and hold ignition switch in Start position. Note cranking voltage and current (amperage)
draw readings shown on volt-ampere tester.
(a) If voltage reads below 9.6 volts, refer to
Starter Motor in Diagnosis and Testing. If starter
motor is OK, refer to Engine Diagnosis in 9,
Engine for further testing of engine. If starter
motor is not OK, replace faulty starter motor.
(b) If voltage reads above 9.6 volts and current
(amperage) draw reads below specifications, refer
to Feed Circuit Test in this section.
(c) If voltage reads 12.5 volts or greater and
starter motor does not turn, refer to Control Circuit Testing in this section.
(d) If voltage reads 12.5 volts or greater and
starter motor turns very slowly, refer to Feed Circuit Test in this section.
NOTE: A cold engine will increase starter current
(amperage) draw reading, and reduce battery voltage reading.
FEED CIRCUIT TEST
The starter feed circuit test (voltage drop method)
will determine if there is excessive resistance in
high-amperage feed circuit. For complete starter wiring circuit diagrams, refer 8, Wiring Diagrams.
When performing these tests, it is important to
remember that voltage drop is giving an indication of
resistance between two points at which voltmeter
probes are attached.
Example: When testing resistance of positive battery cable, touch voltmeter leads to positive battery
cable clamp and cable connector at starter solenoid.
If you probe positive battery terminal post and cable
connector at starter solenoid, you are reading combined voltage drop in positive battery cable clamp-toterminal post connection and positive battery cable.
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing tests,
be certain that following procedures are accomplished:
• Battery is fully-charged and load-tested. Refer to
Battery in 8, Battery.
• Fully engage parking brake.
• If equipped with manual transmission, place
gearshift selector lever in Neutral position and block
clutch pedal in fully depressed position. If equipped
with automatic transmission, place gearshift selector
lever in Park position.
• Verify that all lamps and accessories are turned
off.
• To prevent a gasoline engine from starting,
remove Automatic ShutDown (ASD) relay. To prevent
a diesel engine from starting, remove Fuel Pump
Relay. These relays are located in Power Distribution
Center (PDC). Refer to label on PDC cover for relay
location.
(1) Connect positive lead of voltmeter to negative
battery cable terminal post. Connect negative lead of
voltmeter to negative battery cable clamp (Fig. 2).
Rotate and hold ignition switch in Start position.
Observe voltmeter. If voltage is detected, correct poor
contact between cable clamp and terminal post.
Note: Certain diesel equipped models use dual
batteries. If equipped with dual battery system,
procedure must be performed twice, once for
each battery.
(2) Connect positive lead of voltmeter to positive
battery terminal post. Connect negative lead of voltmeter to battery positive cable clamp (Fig. 3). Rotate
and hold ignition switch in Start position. Observe
voltmeter. If voltage is detected, correct poor contact
between cable clamp and terminal post. Note: Certain diesel equipped models use dual batteries.
If equipped with dual battery system, this procedure must be performed twice, once for each
battery.
STARTING
BR/BE
8F - 35
STARTING (Continued)
Fig. 2 Test Negative Battery Cable Connection
Resistance - Typical
1 - VOLTMETER
2 - BATTERY
Fig. 4 Test Positive Battery Cable
1 - BATTERY
2 - VOLTMETER
3 - STARTER MOTOR
ing is above 0.2 volt, clean and tighten negative battery cable attachment on engine block. Repeat test. If
reading is still above 0.2 volt, replace faulty negative
battery cable. Note: Certain diesel equipped models use dual batteries. If equipped with dual
battery system, this procedure must be performed twice, once for each battery.
Fig. 3 Test Positive Battery Cable Connection
Resistance - Typical
1 - VOLTMETER
2 - BATTERY
(3) Connect voltmeter to measure between battery
positive terminal post and starter solenoid battery
terminal stud (Fig. 4). Rotate and hold ignition
switch in Start position. Observe voltmeter. If reading is above 0.2 volt, clean and tighten battery cable
connection at solenoid. Repeat test. If reading is still
above 0.2 volt, replace faulty positive battery cable.
Note: Certain diesel equipped models use dual
batteries. If equipped with dual battery system,
this procedure must be performed on driver
side battery only.
(4) Connect voltmeter to measure between negative battery terminal post and a good clean ground
on engine block (Fig. 5). Rotate and hold ignition
switch in Start position. Observe voltmeter. If read-
Fig. 5 Test Ground Circuit Resistance - Typical
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
(5) Connect positive lead of voltmeter to starter
housing. Connect negative lead of voltmeter to negative battery terminal post (Fig. 6). Rotate and hold
ignition switch in Start position. Observe voltmeter.
If reading is above 0.2 volt, correct poor starter to
engine block ground contact. Note: Certain diesel
equipped models use dual batteries. If equipped
8F - 36
STARTING
BR/BE
STARTING (Continued)
with dual battery system, this procedure must
be performed on driver side battery only.
Fig. 6 Test Starter Ground - Typical
1 - STARTER MOTOR
2 - BATTERY
3 - VOLTMETER
(6) If equipped with dual battery system (certain
diesel equipped models), connect positive lead of voltmeter to positive battery cable clamp on battery
located on left side of vehicle. Connect negative lead
of voltmeter to positive battery terminal post on battery located on right side of vehicle. Rotate and hold
ignition switch in Start position. Observe voltmeter.
If reading is above 0.2 volt, clean and tighten battery
cables at both batteries. Repeat test. If reading is
still above 0.2 volt, replace faulty positive battery
cable.
If resistance tests detect no feed circuit problems,
refer to Starter Motor in the Diagnosis and Testing.
CONTROL CIRCUIT TESTING
The starter control circuit components should be
tested in the order in which they are listed, as follows:
• Starter Relay - Refer to Starter Relay Diagnosis and Testing.
• Starter Solenoid - Refer to Starter Motor
Diagnosis and Testing.
• Ignition Switch - Refer to Ignition Switch
and Key Lock Cylinder
• Clutch Pedal Position Switch - If equipped
with manual transmission, refer to Clutch Pedal
Position Switch in 6, Clutch.
• Park/Neutral Position Switch - If equipped
with automatic transmission, refer to Park/Neutral
Position Switch in 21, Transmission.
• Wire harnesses and connections - Refer to 8,
Wiring Diagrams.
SPECIFICATIONS
STARTING SYSTEM
Starter Motor and Solenoid
Manufacturer
Nippon Denso
Nippon Denso
Nippon Denso
Part Number
56027702AB
56027703AB
4741012
Engine Application
5.9L (Gasoline)
8.0L (Gasoline)
5.9L (Diesel)
Power Rating
1.4 Kilowatt
1.9 Horsepower
1.4 Kilowatt
1.9 Horsepower
2.7 Kilowatt
3.6 Horsepower
12 Volts
12 Volts
12 Volts
Pinion Teeth
10
11
13
Number of Fields
4
4
4
Number of Poles
4
4
4
Number of Brushes
4
4
4
Reduction Gear Train
Reduction Gear Train
Conventional Gear Train
11 Volts
11 Volts
11 Volts
Free Running Test Amperage
Draw
73 Amperes
73 Amperes
200 Amperes
Free Running Test Minimum
Speed
3601 rpm
3601 rpm
3000 rpm
Voltage
Drive Type
Free Running Test Voltage
STARTING
BR/BE
8F - 37
STARTING (Continued)
Starter Motor and Solenoid
Solenoid Closing Maximum
Voltage Required
7.5 Volts
7.5 Volts
8.0 Volts
* Cranking Amperage Draw
Test
125 - 250 Amperes
125 - 250 Amperes
450 - 700 Amperes
* Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.
SPECIFICATIONS - TORQUE - STARTING
SYSTEM
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Battery Cable Eyelet Nut
at Solenoid (large nut gas engines)
25
19
221
Battery Cable Eyelet Nut
at Solenoid (large nut diesel engine)
14
-
120
Starter Solenoid Nut
(small nut - diesel engine)
6
-
55
Starter Mounting Bolts Gas Engines
68
50
-
Starter Mounting Nut Gas Engines
68
50
-
Starter Mounting Bolts Diesel
43
32
-
STARTER MOTOR
DESCRIPTION
The starter motors used for the 5.9L diesel engine
and the 8.0L gasoline engine available in this model
are not interchangeable with each other, or with the
starter motors used for the other available engines.
The starter motor for the 5.9L diesel engine is
mounted with three screws to the flywheel housing
on the left side of the engine. The starter motor for
the 8.0L gasoline engine is mounted with two screws
to the flange on the left rear corner of the engine
block, while the starter motor for the 5.9L Gas
engine is mounted with one screw, a stud and a nut
to the manual transmission clutch housing or automatic transmission torque converter housing and is
located on the left side of the engine.
Each of these starter motors incorporates several
of the same features to create a reliable, efficient,
compact, lightweight and powerful unit. The electric
motors of all of these starters have four brushes contacting the motor commutator, and feature four electromagnetic field coils wound around four pole shoes.
The 5.9L and 8.0L gasoline engine starter motors are
rated at 1.4 kilowatts (about 1.9 horsepower) output
at 12 volts, while the 5.9L diesel engine starter
motor is rated at 2.7 kilowatts (about 3.6 horsepower) output at 12 volts.
All of these starter motors are serviced only as a
unit with their starter solenoids, and cannot be
repaired. If either component is faulty or damaged,
the entire starter motor and starter solenoid unit
must be replaced.
OPERATION
These starter motors are equipped with a gear
reduction (intermediate transmission) system. The
gear reduction system consists of a gear that is integral to the output end of the electric motor armature
shaft that is in continual engagement with a larger
gear that is splined to the input end of the starter
pinion gear shaft. This feature makes it possible to
reduce the dimensions of the starter. At the same
time, it allows higher armature rotational speed and
delivers increased torque through the starter pinion
gear to the starter ring gear.
The starter motors for all engines are activated by
an integral heavy duty starter solenoid switch
mounted to the overrunning clutch housing. This
electromechanical switch connects and disconnects
8F - 38
STARTING
BR/BE
STARTER MOTOR (Continued)
the feed of battery voltage to the starter motor, also
engaging and disengaging the starter pinion gear
with the starter ring gear.
All starter motors use an overrunning clutch and
starter pinion gear unit to engage and drive a starter
ring gear that is integral to the flywheel (manual
transmission), torque converter or torque converter
drive plate (automatic transmission) mounted on the
rear crankshaft flange.
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with starter motor
removed from vehicle. Refer to Starter Specifications
for starter motor specifications.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect suitable volt-ampere tester and 12-volt
battery to starter motor in series, and set ammeter to
100 ampere scale (250 ampere scale for diesel engine
starters). See instructions provided by manufacturer
of volt-ampere tester being used.
(4) Install jumper wire from solenoid terminal to
solenoid battery terminal. The starter motor should
operate. If starter motor fails to operate, replace
faulty starter motor assembly.
(5) Adjust carbon pile load of tester to obtain free
running test voltage. Refer to Specifications for the
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare this
reading to free running test maximum amperage
draw. Refer to Specifications for starter motor free
running test maximum amperage draw specifications.
(7) If ammeter reading exceeds maximum amperage draw specification, replace faulty starter motor
assembly.
STARTER MOTOR SOLENOID
This test can only be performed with starter motor
removed from vehicle.
(1) Remove starter motor. Refer to Starter Motor
Removal and Installation.
(2) Disconnect wire from solenoid field coil terminal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with continuity tester
(Fig. 7). There should be continuity. If OK, go to Step
4. If not OK, replace faulty starter motor assembly.
Fig. 7 Continuity Test Between Solenoid Terminal
and Field Coil Terminal - Typical
1 - OHMMETER
2 - SOLENOID TERMINAL
3 - FIELD COIL TERMINAL
(4) Check for continuity between solenoid terminal
and solenoid case (Fig. 8). There should be continuity.
If not OK, replace faulty starter motor assembly.
Fig. 8 Continuity Test Between Solenoid Terminal
and Solenoid Case - Typical
1 - SOLENOID TERMINAL
2 - OHMMETER
3 - SOLENOID
REMOVAL
5.9L GASOLINE ENGINE
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Remove nut and lock washer securing starter
motor to mounting stud (Fig. 9).
(4) While supporting starter motor, remove upper
mounting bolt from starter motor.
(5) If equipped with automatic transmission, slide
cooler tube bracket forward on tubes far enough for
starter motor mounting flange to be removed from
lower mounting stud.
(6) Move starter motor towards front of vehicle far
enough for nose of starter pinion housing to clear
housing. Always support starter motor during this
process, do not let starter motor hang from wire harness.
(7) Tilt nose downwards and lower starter motor
far enough to access and remove nut that secures
battery positive cable wire harness connector eyelet
STARTING
BR/BE
8F - 39
STARTER MOTOR (Continued)
Fig. 9 Starter Motor Remove/Install - 5.9L Gasoline
Engine
1 - ENGINE
2 - STARTER MOUNTING FLANGE
3 - STUD
4 - STARTER MOTOR
5 - LOCK WASHER
6 - NUT
7 - BRACKET
8 - BOLT
9 - POSITIVE BATTERY CABLE WIRE HARNESS
10 - POSITIVE BATTERY CABLE WIRE HARNESS NUT
to solenoid battery terminal stud. Do not let starter
motor hang from wire harness.
(8) Remove battery positive cable wire harness
connector eyelet from solenoid battery terminal stud.
(9) Disconnect battery positive cable wire harness
connector from solenoid terminal connector receptacle.
(10) Remove starter motor.
5.9L DIESEL ENGINE
(1) Disconnect and isolate negative cables of both
batteries.
(2) Raise and support vehicle.
(3) Pull back protective rubber boot from solenoid
battery terminal far enough to access and remove
nut securing battery positive cable wire harness connector eyelet to solenoid battery terminal stud (Fig.
10).
(4) Remove nut securing battery positive cable
wire harness solenoid connector eyelet to solenoid
terminal stud.
(5) Remove battery positive cable wire harness
connector eyelets from solenoid terminal studs.
Fig. 10 Starter Motor Wire Harness Remove/Install 5.9L Diesel Engine
1 - SOLENOID WIRE
2 - MOUNTING BOLTS (3)
3 - BATTERY TERMINAL
(6) While supporting starter motor, remove three
bolts securing starter motor to flywheel housing (Fig.
10) and (Fig. 11).
(7) Remove starter motor from engine (certain diesel engines have an aluminum spacer mounted
between the starter and the starter mounting flange.
Note position and orientation of spacer before removal).
8.0L GASOLINE ENGINE
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Remove nut securing battery positive cable
wire harness connector eyelet to solenoid battery terminal stud (Fig. 12).
(4) Remove battery positive cable connector eyelet
from solenoid battery terminal stud.
(5) Disconnect battery positive cable wire harness
connector from solenoid terminal connector receptacle.
8F - 40
STARTING
BR/BE
STARTER MOTOR (Continued)
Fig. 12 Starter Motor Remove/Install - 8.0L Gasoline
Engine
Fig. 11 Starter Motor Remove/Install - 5.9L Diesel
Engine
1
2
3
4
5
-
ENGINE
BATTERY POSITIVE CABLE WIRE HARNESS
NUT
STARTER MOTOR
SCREW AND WASHER (2)
1 - MOUNTING BOLT
5.9L DIESEL ENGINE
(6) Support starter motor and remove two bolts
securing starter motor to engine.
(7) Remove starter motor from engine.
INSTALLATION
5.9L GASOLINE ENGINE
(1) Connect wiring harness to starter motor and
tighten eyelet nut to 25 N·m (221 in. lbs.). Do not
allow starter motor to hang from wire harness.
(2) Position starter motor to starter mounting
flange.
(3) If equipped with automatic transmission, slide
cooler tube bracket into position.
(4) Loosely install upper bolt.
(5) Position lock washer and loosely install lower
nut.
(6) Tighten upper bolt to 67.8 N·m (50 ft. lbs.).
(7) Tighten lower nut to 67.8 N·m (50 ft. lbs.).
(8) Lower vehicle.
(9) Connect battery cable.
(1) If equipped, position aluminum spacer to rear
of starter.
(2) Position starter motor to engine.
(3) Support starter and loosely install three
mounting bolts.
(4) Tighten 3 bolts to 43.4 N·m (32 ft. lbs.).
(5) Position wiring eyelets to starter studs and
install nuts. Tighten small nut to 6.2 N·m (55 in.
lbs.). Tighten large nut to 13.6 N·m (120 in. lbs.).
(6) Install protective rubber boot over stud.
(7) Lower vehicle.
(8) Connect battery cables to both batteries.
8.0L GASOLINE ENGINE
(1) Support starter motor and loosely install two
bolts securing starter motor to engine.
(2) Tighten 2 bolts to 67.8 N·m (50 ft. lbs.).
(3) Connect solenoid wire to solenoid terminal.
(4) Position battery cable eyelet to starter stud.
Install nut and tighten to 13.6 N·m (120 in. lbs.).
(5) Lower vehicle.
(6) Connect battery cable.
STARTING
BR/BE
8F - 41
STARTER MOTOR RELAY
DESCRIPTION
The starter relay is an electromechanical device
that switches battery current to the pull-in coil of the
starter solenoid when ignition switch is turned to
Start position. The starter relay is located in the
Power Distribution Center (PDC) in the engine compartment. See PDC cover for relay identification and
location.
The starter relay is a International Standards
Organization (ISO) relay. Relays conforming to ISO
specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions.
The starter relay cannot be repaired or adjusted
and, if faulty or damaged, it must be replaced.
Fig. 13 Starter Relay
TERMINAL LEGEND
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one movable) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When electromagnetic coil is energized, it draws the movable contact away from normally closed fixed contact, and
holds it against the other (normally open) fixed contact.
When electromagnetic coil is de-energized, spring
pressure returns movable contact to normally closed
position. The resistor or diode is connected in parallel
with electromagnetic coil within relay, and helps to
dissipate voltage spikes produced when coil is de-energized.
DIAGNOSIS AND TESTING - STARTER RELAY
The starter relay (Fig. 13) is located in Power Distribution Center (PDC). Refer to PDC cover for relay
identification and location. For complete starter relay
wiring circuit diagrams, refer to 8, Wiring Diagrams.
(1) Remove starter relay from PDC.
(2) A relay in de-energized position should have
continuity between terminals 87A and 30, and no
continuity between terminals 87 and 30. If OK, go to
Step 3. If not OK, replace faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
4. If not OK, replace faulty relay.
(4) Connect 12V battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform Relay Circuit Test that follows. If not OK, replace faulty relay.
NUMBER
IDENTIFICATION
30
85
86
87
87A
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair open circuit to fuse in PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is connected to common feed terminal (30) in the energized
position. This terminal supplies battery voltage to
starter solenoid field coils. There should be continuity between cavity for relay terminal 87 and starter
solenoid terminal at all times. If OK, go to Step 4. If
not OK, repair open circuit to starter solenoid as
required.
(4) The coil battery terminal (86) is connected to
electromagnet in relay. It is energized when ignition
switch is held in Start position. On vehicles with
manual transmission, clutch pedal must be fully
depressed for this test. Check for battery voltage at
cavity for relay terminal 86 with ignition switch in
Start position, and no voltage when ignition switch is
released to On position. If OK, go to Step 5. If not
OK with automatic transmission, check for open or
short circuit to ignition switch and repair, if required.
If circuit to ignition switch is OK, refer to Ignition
Switch and Key Lock Cylinder. If not OK with a
manual transmission, check circuit between relay
and clutch pedal position switch for open or a short.
8F - 42
STARTING
BR/BE
STARTER MOTOR RELAY (Continued)
If circuit is OK, refer to Clutch Pedal Position
Switch in 6 , Clutch.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. On vehicles with
manual transmission, it is grounded at all times. On
vehicles with automatic transmission, it is grounded
through park/neutral position switch only when gearshift selector lever is in Park or Neutral positions.
Check for continuity to ground at cavity for relay terminal 85. If not OK with manual transmission,
repair circuit to ground as required. If not OK with
automatic transmission, check for pen or short circuit
to park/neutral position switch and repair, if
required. If circuit to park/neutral position switch is
OK, refer to Park/Neutral Position Switch in 21,
Transmission.
REMOVAL
(1) Disconnect and isolate negative battery cable
(both negative cables if diesel).
(2) Remove cover from Power Distribution Center
(PDC) (Fig. 14).
(3) Refer to PDC cover for relay identification and
location.
(4) Remove starter relay from PDC.
INSTALLATION
(1) Position starter relay in proper receptacle in
PDC.
(2) Align starter relay terminals with terminal
cavities in PDC receptacle.
(3) Push down firmly on starter relay until terminals are fully seated in terminal cavities in PDC
receptacle.
Fig. 14 Power Distribution Center
1
2
3
4
5
6
7
8
-
EYELET
NUT
POWER DISTRIBUTION CENTER
POSITIVE CABLE
SCREW
NEGATIVE CABLE
EYELET
CLIP
(4) Install PDC cover..
(5) Reconnect negative battery cable(s).
HEATED SYSTEMS
BR/BE
8G - 1
HEATED SYSTEMS
TABLE OF CONTENTS
page
page
HEATED MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . 1
HEATED SEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . 5
HEATED MIRRORS
TABLE OF CONTENTS
page
HEATED MIRRORS
DESCRIPTION - HEATED MIRROR SYSTEM
OPERATION - HEATED MIRROR SYSTEM .
DIAGNOSIS AND TESTING - HEATED
MIRROR SYSTEM . . . . . . . . . . . . . . . . . .
MIRROR SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
...1
....2
....2
....2
....3
HEATED MIRRORS
DESCRIPTION - HEATED MIRROR SYSTEM
Fig. 1 HEATED MIRROR- TYPICAL
1 - POWER HEATED OUTSIDE REAR VIEW MIRROR
2 - REAR WINDOW DEFOGGER ICON
page
DIAGNOSIS AND TESTING MIRROR SWITCH . . . . .
HEATED MIRROR GRID
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING MIRROR GRID . . . . . . . .
HEATED
.................3
.................4
.................4
HEATED
.................4
Electrically heated outside rear view mirrors are
an additional factory-installed option on models that
are equipped with factory-installed dual power mirrors. Vehicles with this option can be visually identified by the International Control and Display Symbol
icon for rear window defogger, which appears on the
lower inboard corner of each outside mirror glass
(Fig. 1); or, by the heated mirror switch that is
located in the lower left corner of the a/c heater control unit face plate. The heated mirror system helps
the vehicle operator maintain outside rear view mirror visibility during inclement operating conditions
by keeping both outside mirror glasses clear of ice,
snow, or fog. The heated mirror system for this vehicle includes the following major components:
• The heated mirror switch, including the heated
mirror system solid state electronic control logic and
timer circuitry, the heated mirror relay and the
heated mirror system indicator lamp. All of these
components are integral to the a/c heater control unit
on the instrument panel.
• The two outside mirror heating grids, which are
integral to the power outside mirror units.
Following are general descriptions of the major
components in the heated mirror system. See the
owner’s manual in the vehicle glove box for more
information on the features, use and operation of the
heated mirror system.
8G - 2
HEATED MIRRORS
BR/BE
HEATED MIRRORS (Continued)
OPERATION - HEATED MIRROR SYSTEM
The solid state electronic control logic and timer
circuitry for the heated mirror system receives battery current from a fuse in the Junction Block (JB)
only when the ignition switch is in the On or Start
positions. After the heated mirror system is turned
On, the electronic control logic and timer circuitry
will automatically turn the system off after a programmed time interval of about fifteen minutes.
After the initial time interval has expired, if the
heated mirror switch is depressed and released a second time during the same ignition cycle, the electronic control logic and timer circuitry will
automatically turn the heated mirror system off after
a programmed time interval of about five minutes.
The heated mirror system will be shut off automatically if the ignition switch is turned to the Off or
Accessory positions. After the heated mirror system
is turned On, it can also be turned off manually by
depressing and releasing the heated mirror switch a
second time.
When the heated mirror system is turned On, the
heated mirror system control logic and timer circuitry energizes the heated mirror system indicator
lamp and the heated mirror relay. When energized,
the heated mirror relay supplies fused ignition
switch output (run/start) current from a fuse in the
JB to the outside mirror heating grids located behind
the mirror glass of each of the outside rear view mirrors. When energized, each of the outside mirror
heating grids produces enough heat to warm the
glass of the outside rear view mirrors.
DIAGNOSIS AND TESTING - HEATED MIRROR
SYSTEM
If only one of the outside mirror heating grids is
inoperative, perform continuity checks on the circuits
and heater grid for that mirror only. If both outside
mirror heating grids are inoperative, proceed with
the heated mirror system diagnosis as follows. (Refer
to Appropriate Wiring Information).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
The operation of the heated mirror system can be
confirmed in one of the following manners:
• Turn the ignition switch to the On position.
While monitoring the instrument panel voltmeter,
momentarily depress and release the heated mirror
switch. When the heated mirror system is turned On,
a distinct voltmeter needle deflection should be
noted.
• Turn the ignition switch to the On position.
Momentarily depress and release the heated mirror
switch to turn the heated mirror system On. The
heated mirror operation can be checked by feeling
the outside rear view mirror glass. A distinct difference in temperature between the unheated and
heated mirror glass can be detected within three to
four minutes of system operation.
The above checks will confirm system operation.
Illumination of the heated mirror system indicator
lamp means that there is electrical current available
at the heated mirror relay, but does not confirm that
the electrical current is reaching the outside mirror
heating grids.
If the heated mirror system does not operate, the
problem should be isolated in the following manner:
(1) Confirm that the ignition switch is in the On
position.
(2) Check the fuses in the Power Distribution Center (PDC) and in the Junction Block (JB). The fuses
must be tight in their receptacles and all electrical
connections must be secure.
When the above steps have been completed and
both outside mirror heating grids are still inoperative, one or more of the following is faulty:
• Heated mirror switch, electronic control logic
and timer circuitry, and heated mirror relay.
• Heated mirror wire harness circuits or connectors.
• Outside mirror heating grid (both mirror grids
would have to be faulty).
If turning On the heated mirror system produces a
severe voltmeter deflection or fuse failures, check for
a shorted circuit between the output of the heated
mirror relay and the outside mirror heating grids.
MIRROR SWITCH
DESCRIPTION
The heated mirror switch, the heated mirror system indicator lamp, the heated mirror system solid
state electronic control logic and timer circuitry and
the heated mirror relay are all integral to the a/c
heater control, which is located between the instrument cluster and the radio near the center of the
instrument cluster bezel on the instrument panel.
The heated mirror switch and the heated mirror sys-
HEATED MIRRORS
BR/BE
8G - 3
MIRROR SWITCH (Continued)
automatically after about five minutes. When the
electronic control logic and timer circuit detects that
a programmed time interval has elapsed, it will automatically de-energize the heated mirror system indicator lamp and the heated mirror relay. The heated
mirror system will also be turned Off if the heated
mirror switch is depressed while the system is
turned On, or if the ignition switch is turned to the
Off or Accessory positions.
DIAGNOSIS AND TESTING - HEATED MIRROR
SWITCH
The heated mirror switch, the solid state electronic
heated mirror system control logic and timer circuitry, the heated mirror system indicator lamp and
the heated mirror relay are all integral to the a/c
heater control. For circuit descriptions and diagrams
(Refer to Appropriate Wiring Information).
Fig. 2 HEATED MIRROR SWITCH
1 - A/C HEATER CONTROL
2 - HEATED MIRROR SWITCH
3 - HEATED MIRROR SYSTEM INDICATOR LAMP
tem indicator lamp are visible in the lower left corner
of the a/c heater control face plate (Fig. 2).
The heated mirror switch, the heated mirror system indicator lamp, the heated mirror system solid
state electronic control logic and timer circuitry and
the heated mirror relay cannot be repaired. If any of
these components is damaged or faulty, the entire a/c
heater control must be replaced. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/A/C
HEATER CONTROL - REMOVAL)
OPERATION
The momentary-type heated mirror switch provides
a hard-wired battery current signal to the heated
mirror system electronic control logic circuitry each
time it is depressed. In response to the heated mirror
switch input, the electronic control logic and timer
circuitry energizes or de-energizes the amber heated
mirror system indicator lamp next to the heated mirror switch to indicate that the heated mirror system
is turned On or Off. The electronic control logic and
timer circuitry also energizes or de-energizes the
heated mirror relay, which controls the feed of electrical current to the outside mirror heating grids.
The heated mirror system electronic control logic
and timer circuitry is programmed to turn the heated
mirror system Off automatically after about fifteen
minutes of operation. If the heated mirror system is
turned On a second time following an initial time-out
event during the same ignition switch cycle, the
heated mirror system electronic control logic and
timer circuit is programmed to turn the system Off
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused ignition switch output (run/
start) fuse in the Junction Block (JB). If OK, go to
Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the JB. If OK, go to Step 3.
If not OK, repair the open circuit to the ignition
switch as required.
(3) Disconnect and isolate the battery negative
cable. Disconnect the 3-way instrument panel wire
harness connector for the heated mirror switch from
the heated mirror switch connector receptacle on the
back of the a/c heater control. Check for continuity
between the ground circuit cavity of the wire harness
connector and a good ground. There should be continuity. If OK, go to Step 4. If not OK, repair the open
ground circuit to ground as required.
(4) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run/start)
circuit cavity of the 3-way instrument panel wire
8G - 4
HEATED MIRRORS
BR/BE
MIRROR SWITCH (Continued)
harness connector for the heated mirror switch. If
OK, go to Step 5. If not OK, repair the open fused
ignition switch output (run/start) circuit to the fuse
in the JB as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Reconnect the 3-way instrument panel wire harness
connector for the heated mirror switch to the heated
mirror switch connector receptacle on the back of the
a/c heater control. Reconnect the battery negative
cable. Turn the ignition switch to the On position.
Depress and release the heated mirror switch. The
amber heated mirror system indicator lamp next to
the heated mirror switch button should light. If OK,
go to Step 6. If not OK, replace the faulty a/c heater
control.
(6) Back probe the fused heated mirror relay output circuit cavity of the 3-way instrument panel wire
harness connector for the heated mirror switch on
the back of the a/c heater control and check for voltage (battery voltage less the resistance in both outside mirror heating grids). If OK, (Refer to 8 ELECTRICAL/HEATED MIRRORS/HEATED MIRROR GRID - DIAGNOSIS AND TESTING).
HEATED MIRROR GRID
DESCRIPTION
Vehicles equipped with the optional heated mirror
system have an electrically operated heating grid
located behind the mirror glass of each power operated outside rear view mirror. The outside mirror
heating grid consists of two thin laminations of plastic that approximate the outer dimensions and shape
of the mirror glass. A single length of resistor wire
weaves in a back and forth pattern between, and is
held in place by the two thin laminations of plastic.
The two ends of the resistor wire terminate near the
inboard edge of the grid, where they are soldered to
the ground feed and battery current feed wires contained in the power mirror wire harness. The heating
grid is then sandwiched between the back of the
molded plastic mirror glass case and the mirror
glass, where it remains in direct contact with the
back of the mirror glass at all times.
The outside mirror heating grids cannot be
repaired and, if faulty or damaged, the entire outside
power mirror unit must be replaced. Refer to Power
Mirrors for the service procedures.
OPERATION
One end of the outside mirror heating grid resistor
wire is connected to a ground feed at all times
through a body ground screw located inside the left
rear corner of the truck cab. Battery current is
directed to the other end of the outside mirror heating grid resistor wire by the energized heated mirror
relay when the heated mirror switch is in the On
position. As electrical current passes through the
heating grid, the resistance of the wire in the heating
grid converts some of that electrical current into
heat. The heat produced by the heating grid is then
conducted through the back of the mirror glass to
help keep the glass clear of ice, snow or fog.
DIAGNOSIS AND TESTING - HEATED MIRROR
GRID
For circuit descriptions and diagrams (Refer to
Appropriate Wiring Information).
(1) Disconnect and isolate the battery negative
cable. Disconnect the door wire harness connector
from the power mirror wire harness connector at the
power mirror with the inoperative heating grid.
Check for continuity between the ground circuit cavity in the door wire harness connector for the power
mirror and a good ground. If OK, go to Step 2. If not
OK, repair the open ground circuit to ground as
required.
(2) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Turn on the
heated mirror system. Check for voltage (battery
voltage less the resistance in the outside mirror heating grid that is still connected) at the fused heated
mirror relay output circuit cavity in the door wire
harness connector for the power mirror. If OK, go to
Step 3. If not OK, repair the open fused heated mirror relay output circuit to the heater and air conditioner control unit as required.
(3) Check the outside mirror heating grid by testing for continuity between the ground circuit and the
fused heated mirror relay output circuit cavities in
the power mirror wire harness connector. There
should be continuity. If not OK, replace the faulty
power mirror. If OK, check the resistance through
the outside mirror heating grid. The correct resistance should be from 10 to 16 ohms when measured
at an ambient temperature of 21° C (70° F). If not
OK, replace the faulty power mirror.
HEATED SEAT SYSTEM
BR/BE
8G - 5
HEATED SEAT SYSTEM
TABLE OF CONTENTS
page
page
HEATED SEAT SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - HEATED SEAT
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DRIVER SEAT HEATER SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - HEATED SEAT
SWITCH
.............................8
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
HEATED SEAT ELEMENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING - HEATED SEAT
ELEMENT AND SENSOR . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
HEATED SEAT RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HEATED SEAT
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
PASSENGER SEAT HEATER SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HEATED SEAT
SWITCH
........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
HEATED SEAT SYSTEM
Individually controlled electrically heated front
seats are available factory-installed optional equipment on the Ram quad cab models that are also
equipped with the optional SLT Plus (leather) trim
package. Vehicles with this option can be visually
identified by the two separate heated seat switches
mounted in a bezel located in the lower right corner
of the instrument cluster bezel, next to the radio
receiver (Fig. 1). The heated seat system allows the
front seat driver and passenger to select from two
different levels of supplemental electrical seat heating, or no seat heating to suit their individual comfort requirements. The heated seat system for this
vehicle includes the following major components,
which are described in further detail later in this section:
• Heated Seat Switches - Two heated seat
switches are used per vehicle, including two LightEmitting Diode (LED) indicator lamps and an incandescent back lighting bulb for each switch. One
switch for the driver and one for the passenger front
seats. The switches are mounted in the instrument
panel, next to the radio.
• Heated Seat Module - also referred to as the
Seat Heat Interface Module (SHIM), this module contains the solid state electronic control and diagnostic
logic circuitry for the heated seat system. One heated
seat module is used per vehicle and is mounted
under the center front seat cushion. Refer to the
Electronic Control Modules section of the service
manual for heated seat module information.
DESCRIPTION
Fig. 1 Heated Seat System Switches
1 - Radio Receiver
2 - Heated Seat Switches
. . . . 13
. . . . 13
. . . . 14
. . . . 15
. . . . 15
. . . . 16
. . . . 16
. . . . 16
. . . . 17
. . . . 17
. . . . 18
. . . . 19
8G - 6
HEATED SEAT SYSTEM
BR/BE
HEATED SEAT SYSTEM (Continued)
• Heated Seat Elements - Four heated seat elements are used per vehicle, one for each front seat
back and one for each front seat cushion. The elements are integral to the individual front seat and
seat back cushions and cannot be removed once
installed at the factory. Service replacement seat
heating elements are available, without having to
replace the entire seat cushion or trim cover. Refer to
the procedure in this section.
• Heated Seat Sensors - Two heated seat sensors are used per vehicle, one for each front seat. The
sensors are integral to the individual front seat heating elements and cannot be removed once installed at
the factory. Service replacement seat heating elements with the sensors are available, without having
to replace the entire seat cushion or trim cover. Refer
to the procedure in this section.
• Heated Seat Relay - The heated seat relay
controls the battery voltage and current supply to the
heated seat module and the rest of the heated seat
system. The heated seat relay is mounted in the
junction block and is not different than the other
relays used throughout the vehicle. Refer to the
Power Distribution section of the service manual for
more information on standard ISO relays.
Following are general descriptions of the major
components in the heated seat system. See the owner’s manual in the vehicle glove box for more information on the features, use and operation of the
heated seat system. Refer to Wiring Diagrams for
the location of complete heated seat system wiring
diagrams.
OPERATION
The heated seat module receives fused battery current through the energized heated seat relay in the
Junction Block (JB) only when the engine is running.
The heated seat switches receive battery current
through fuse #2 in the Junction Block only when the
ignition switch is in the On position. The heated seat
module shares a common ground circuit with each of
the heated seat elements. The heated seat elements
will only operate when the surface temperature of
the seat cushion is below the designed temperature
set points of the system.
The heated seat system will also be turned off
automatically whenever the ignition switch is turned
to any position except On or if the engine quits running. If the ignition switch is turned to the Off position or if the engine quits running while a heated
seat is turned ON, the heated seat will remain Off
after the engine is restarted until a heated seat
switch is depressed again.
The heated seat module monitors inputs from the
heated seat sensors and the heated seat switches. In
response to these inputs the heated seat module uses
its internal programming to control outputs to the
heated seat elements in both front seats and to control the heated seat LED indicator lamps located in
both of the heated seat switches. The heated seat
module is also programmed to provide a self-diagnostic capability. When the module detects certain failures within the heated seat system, it will provide a
visual indication of the failure by flashing the indicator lamps in the heated seat switches. The heated
seat module will automatically turn off the heated
seat elements if it detects a short or open in the
heated seat element circuit or a heated seat sensor
value that is out of range.
DIAGNOSIS AND TESTING - HEATED SEAT
SYSTEM
HEATED SEAT SYSTEM SELF-DIAGNOSIS
The heated seat system is capable of performing
some self-diagnostics. The following table depicts the
various monitored failures which will be reported to
the vehicle operator or technician by flashing the
individual heated seat switch Light Emitting Diode
(LED) indicator lamps. Refer to the Heated Seat System Self-Diagnosis table for failure identification.
The driver side heated seat switch indicator lamps
will flash if a failure occurs in the driver side heated
seat, and the passenger side heated seat switch indicator lamps will flash for a passenger side heated
seat failure. If a monitored heated seat system failure occurs, the switch indicator lamps will flash at a
pulse rate of about one-half second on, followed by
about one-half second off for a duration of about one
minute after the switch for the faulty heated seat is
depressed in either the Low or High direction. This
process will repeat every time the faulty heated seat
switch is actuated until the problem has been corrected.
Heated Seat System Self-Diagnosis
Monitored Failure
Switch High
Indicator Lamp
Switch Low
Indicator Lamp
Heated Seat
Element Shorted
Flashing
Flashing
Heated Seat
Element Open
Flashing
Off
Heated Seat
Sensor Value Out
of Range
Off
Flashing
HEATED SEAT SYSTEM
BR/BE
8G - 7
HEATED SEAT SYSTEM (Continued)
If the heated seat system failure is identified by
flashing heated seat switch indicator lamps, go to the
appropriate diagnosis and testing procedure in this
section and confirm the condition, using the step by
step procedure. If the monitored failure is confirmed,
replace the component. If the monitored failure is not
confirmed, replace the heated seat module with a
known good unit and retest the system.
HEATED SEAT SYSTEM TESTING
Refer to Wiring Diagrams for the location of complete heated seat system wiring diagrams. Before
testing the individual components in the heated seat
system, perform the following preliminary checks:
• If the an indicator lamp on either heated seat
switch remains illuminated after the heated seat has
been turned Off, refer to Diagnosis and Testing
the Heated Seat Module in Electronic Control
Modules for heated seat module diagnosis and testing procedures. Also refer to the Body Diagnostic
Manual for additional diagnosis and testing procedures.
DRIVER SEAT HEATER
SWITCH
DESCRIPTION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
• If the heated seat switch back lighting and the
cluster illumination lamps do not illuminate with the
headlamps or park lamps turned On, refer to the
Instrument Cluster section of the service manual
for the location of cluster illumination lamps diagnosis and testing procedures. If the heated seat switch
back lighting does not illuminate, but the cluster illumination lamps do illuminate with the headlamps or
park lamps turned On, refer to Diagnosis and Testing the Heated Seat Switch in this section for the
location of the heated seat switch diagnosis and testing procedures.
• If a single indicator lamp for one heated seat
switch does not operate and the heated seat elements
do heat, refer to Diagnosis and Testing the
Heated Seat Switch in this section for heated seat
switch diagnosis and testing procedures.
• If both indicator lamps for a heated seat switch
operate, but the heated seat elements do not heat,
refer to Diagnosis and Testing the Heated Seat
Module in Electronic Control Modules for heated
seat module diagnosis and testing procedures.
• If none of the indicator lamps for both heated
seat switches will operate and the heated seat elements for both seats do not heat, refer to Diagnosis
and Testing the Heated Seat Relay in the Power
Distribution section of the service manual for heated
seat relay diagnosis and testing procedures.
Fig. 2 Heated Seat Switches
1
2
3
4
-
Driver Switch
Passenger Switch
Indicator Lamps
Heated Seat Switch Bezel
The heated seat switches are both mounted in a
heated seat switch bezel (Fig. 2), which replaces the
standard equipment cubby bin located in the lower
right corner of the instrument cluster bezel next to
the radio receiver. The two switches are snapped into
the mounting holes of the heated seat switch bezel,
and the heated seat switch bezel is secured with
three screws to the instrument panel. The mounts for
the heated seat switch bezel are concealed behind the
instrument cluster bezel. The two heated seat
switches are identical in appearance and construction, except for the location of a keyway in the single
connector receptacle on the back of each switch. The
instrument panel wire harness connectors for the
heated seat switches are keyed to match the connec-
8G - 8
HEATED SEAT SYSTEM
BR/BE
DRIVER SEAT HEATER SWITCH (Continued)
tor receptacles on the switches so that the two
heated seat switches can only be connected to the
proper heated seat electrical.
The momentary, bidirectional rocker-type heated
seat switch provides a resistor-multiplexed signal to
the heated seat module on the mux circuit. Each
switch has a center neutral position and momentary
Low and High positions so that both the driver and
the front seat passenger can select a preferred level
of seat heating. Each heated seat switch has two
Light-Emitting Diode (LED) indicator lamps, which
indicate the selected mode (Low or High) of the seat
heater. These indicator lamps also provide diagnostic
feedback for the heated seat system. Each switch
also has an incandescent bulb, which provides dimmer controlled back lighting of the switch when the
headlamps or park lamps are on.
The two LED indicator lamps and the incandescent
bulb in each heated seat switch cannot be repaired. If
the indicator lamps or back lighting bulb are faulty
or damaged, the individual heated seat switch must
be replaced.
nected to the fused panel lamps dimmer switch signal circuit. These bulbs are energized when the park
lamps or headlamps are turned on, and their illumination intensity is controlled by the panel lamps dimmer switch.
DIAGNOSIS AND TESTING - HEATED SEAT
SWITCH
Refer to Wiring Diagrams for the location of complete heated seat system wiring diagrams.
OPERATION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
The heated seat switches receive battery current
through a fused ignition switch output (run) circuit
when the ignition switch is in the On position.
Depressing the heated seat switch rocker to its
momentary High or Low position provides a hardwired resistor multiplexed voltage request signal to
the heated seat module to power the heated seat element of the selected seat and maintain the requested
temperature setting. If the heated seat switch is
depressed to a different position (Low or High) than
the currently selected state, the heated seat module
will change states to support the new selection. If a
heated seat switch is depressed a second time to the
same position as the currently selected state, the
heated seat module interprets the second input as a
request to turn the seat heater off. The heated seat
module will then turn the heated seat elements for
that seat off.
The indicator lamps in the heated seat switches
receive battery current through a fused ignition
switch output (run) circuit when the ignition switch
is in the On position. The ground side of each indicator lamp is controlled by a separate (high or low/
driver or passenger) indicator lamp driver circuit by
the heated seat module. The heated seat module control of the switch indicator lamps also allows the
module to provide diagnostic feedback to the vehicle
operator to indicate monitored heated seat system
faults by flashing the indicator lamps on and off. One
side of the incandescent back lighting bulb in each
heated seat switch is connected to ground at all
times. The other side of the incandescent bulb is con-
(1) If the problem being diagnosed involves inoperative heated seat switch back lighting and the cluster
illumination lamps operate, go to Step 2. If the problem being diagnosed involves inoperative heated seat
switch back lighting and the cluster illumination
lamps are also inoperative, refer to Instrument
Cluster in the index of this service manual for the
proper cluster illumination lamps diagnosis and testing procedures. If the problem being diagnosed
involves inoperative heated seat switch indicator
lamps and the heated seat elements do not heat,
refer to Step 4. If the problem being diagnosed
involves inoperative heated seat switch indicator
lamps and the heated seat elements do heat, go to
Step 8. If the problem being diagnosed involves a
heated seat switch indicator lamp that remains illuminated after the heated seat has been turned Off,
refer to Heated Seat Module in Electronic Control
Modules for the location of the proper heated seat
module diagnosis and testing procedures. Also refer
to the Body Diagnostic Manual for additional diagnosis and testing procedures.
(2) Disconnect and isolate the battery negative
cable. Remove the heated seat switch and bezel unit
from the instrument panel. Disconnect the instrument panel wire harness connector from the connector receptacle on the back of the heated seat switch
to be tested. Check for continuity between the ground
circuit cavity of the instrument panel wire harness
connector for the heated seat switch and a good
ground. There should be continuity. If OK, go to Step
HEATED SEAT SYSTEM
BR/BE
8G - 9
DRIVER SEAT HEATER SWITCH (Continued)
3. If not OK, repair the open ground circuit to ground
as required.
(3) Reconnect the battery negative cable. Turn the
park lamps on with the headlamp switch. Rotate the
panel lamps dimmer thumbwheel on the headlamp
switch upward to just before the interior lamps
detent. Check for battery voltage at the fused panel
lamps dimmer switch signal circuit cavity of the
instrument panel wire harness connector for the
heated seat switch. If OK, replace the faulty heated
seat switch. If not OK, repair the open fused panel
lamps dimmer switch signal circuit to the fuse in the
Junction Block (JB) as required.
(4) Check the fused ignition switch output (run)
fuse in the Junction Block (JB). If OK, go to Step 5.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(5) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run) fuse in the JB. If OK, go to Step 6. If
not OK, repair the open fused ignition switch output
(run) circuit to the ignition switch as required.
(6) Disconnect and isolate the battery negative
cable. Remove the heated seat switch and bezel unit
from the instrument panel. Disconnect the instrument panel wire harness connector from the connector receptacle on the back of the heated seat switch
to be tested. Reconnect the battery negative cable.
Turn the ignition switch to the On position. Check
for battery voltage at the fused ignition switch output (run) circuit cavity of the instrument panel wire
harness connector for the heated seat switch. If OK,
go to Step 7. If not OK, repair the open fused ignition
switch output (run) circuit to the JB fuse as required.
(7) Check the continuity and resistance values of
the heated seat switch in the Neutral, Low and High
positions as shown in the Heated Seat Switch Continuity chart (Fig. 3). If OK, refer to Heated Seat
Module in Electronic Control Modules for the location of the proper heated seat module diagnosis and
testing procedures. Also refer to the Body Diagnostic
Manual for additional diagnosis and testing procedures. If not OK, replace the faulty heated seat
switch.
NOTE: ANY RESISTANCE VALUES (OHMS V) GIVEN
IN THE FOLLOWING TEXT ARE SUPPLIED USING
THE AUTOMATIC RANGE GENERATED BY A
FLUKET AUTOMOTIVE METER. IF ANOTHER TYPE
OF MEASURING DEVICE IS USED THE VALUES
GENERATED MAY NOT BE THE SAME AS THE
RESULTS SHOWN HERE, OR MAY HAVE TO BE
CONVERTED TO THE RANGE USED HERE.
Fig. 3 Heated Seat Switch
Heated Seat Switch Continuity
Switch Position
Continuity
Between
Resistance
Neutral
4&6
2.2 Kilohms
Low
4&6
.415 Kilohms
High
4&6
33 Ohms
(8) Replace the inoperative heated seat switch
with a known good unit and test the operation of the
switch indicator lamps. If OK, discard the faulty
heated seat switch. If not OK, refer to Heated Seat
Module in Electronic Control Modules for the location of the proper heated seat module diagnosis and
testing procedures. Also refer to the Body Diagnostic
Manual for additional diagnosis and testing procedures.
REMOVAL
Both heated seat switches and the heated seat
switch bezel are available individually for service
replacement.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. Refer to Cluster Bezel in the index of this
service manual for the location of the proper cluster
bezel removal procedures.
(3) Remove the three screws that secure the
heated seat switch bezel to the instrument panel
(Fig. 4).
(4) Pull the heated seat switch bezel out from the
instrument panel far enough to access and disconnect
the two instrument panel wire harness connectors
from the connector receptacles on the backs of the
heated seat switches.
(5) Remove the heated seat switch bezel and both
switches from the instrument panel as a unit.
8G - 10
HEATED SEAT SYSTEM
BR/BE
DRIVER SEAT HEATER SWITCH (Continued)
(4) Position the heated seat switch bezel and both
switches in the instrument panel mounting hole as a
unit.
(5) Install and tighten the three screws that secure
the heated seat switch bezel to the instrument panel.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(6) Install the cluster bezel onto the instrument
panel. Refer to Cluster Bezel in the index of this
service manual for the location of the proper cluster
bezel installation procedures.
(7) Reconnect the battery negative cable.
HEATED SEAT ELEMENT
DESCRIPTION
Fig. 4 Heated Seat Switch and Bezel Remove/Install
1 - INSTRUMENT PANEL
2 - SCREW (3)
3 - HEATED SEAT SWITCHES AND BEZEL UNIT
(6) From the back of the heated seat switch bezel,
gently push the heated seat switch out through the
front of the bezel.
INSTALLATION
Both heated seat switches and the heated seat
switch bezel are available individually for service
replacement.
NOTE: When installing the heated seat switches, be
certain they are installed in the proper mounting
holes of the heated seat switch bezel. Note that the
driver side and passenger side switches are identical in appearance except for the keyway in the connector receptacle on the backs of the switches. The
driver side switch has the keyway located near the
bottom of the connector receptacle and should be
installed in the left mounting hole of the heated
seat switch bezel. The passenger side switch has
the keyway located near the top of the connector
receptacle and should be installed in the right
mounting hole of the heated seat switch bezel.
(1) From the front of the heated seat switch bezel,
align the back of the heated seat switch with the
proper mounting hole in the heated seat switch bezel
and gently push the switch into the bezel until it
snaps into place.
(2) Position the heated seat switch bezel and both
switches to the instrument panel as a unit.
(3) Reconnect the two instrument panel wire harness connectors to the connector receptacles on the
backs of the heated seat switches.
Fig. 5 HEATING ELEMENT INSTALLED
1 - SEAT BACK WIRE HARNESS
2 - HEATED SEAT WIRE HARNESS CONNECTOR
3 - HEATED SEAT CUSHION ELEMENT
Vehicles equipped with the optional heated seat
system have two sets of electrically operated heating
element grids located in each front seat, one set for
the seat cushion and the other set for the seat back.
Each of the heated seat element grids consists of a
single length of resistor wire that is routed in a zigzag pattern and captured between a covering and the
adhesive foam rubber backing. Short pigtail wires
with connectors (Fig. 5) are soldered to each end of
each resistor wire element grid, which connect all of
the element grids for each seating position to each
other in series with the heated seat module through
the seat wire harness.
HEATED SEAT SYSTEM
BR/BE
8G - 11
HEATED SEAT ELEMENT (Continued)
One temperature sensor is used for each outboard
seating position of the front seat, and it is located in
the center insert area of the seat cushion cover. The
heated seat sensors and their pigtail wires are also
captured between a covering and the adhesive foam
rubber backing. The heated seat sensors are Negative Thermal Coefficient (NTC) thermistors. The sensors for both front seats receive a voltage feed from a
single output of the heated seat module, but the module receives individual sensor inputs from the driver
side and passenger side sensors.
The heated seat elements and sensors should not
be repaired. If damaged or faulty, the heated seat element assembly must be replaced. (Refer to 8 - ELECTRICAL/HEATED
SEATS/HEATED
SEAT
ELEMENT - REMOVAL).
DIAGNOSIS AND TESTING - HEATED SEAT
ELEMENT AND SENSOR
The heated seat module will self-diagnose shorted
or open heated seat element circuits and sensor circuits. Refer to Heated Seat System Diagnosis and
Testing in this section for additional diagnosis and
testing procedures. To manually check the heated
seat element and sensor circuits, proceed as follows.
The wire harness connectors for the seat cushion and
seat back heating elements and sensor are located
under the seat, near the rear edge of the seat cushion frame (Fig. 6) . Refer to Wiring Diagrams for
the location of complete heated seat system wiring
diagrams.
OPERATION
One end of the heated seat element resistor wire is
connected to a ground feed at all times through a
splice in the heated seat module ground circuit. Battery current is directed to the other end of the heated
seat element resistor wire by the energized N-channel Field Effect Transistor (N-FET) located within
the heated seat module. The heated seat module will
energize the N-FET only when the heated seat
switch is in the Low or High position and the heated
seat sensor indicates that the seat cushion surface
temperature is below the selected (Low or High) temperature set point. As electrical current passes
through the heating element grid, the resistance of
the wire used in the element disperses some of that
electrical current in the form of heat. The heat produced by the heated seat element grid then radiates
through the underside of the seat cushion and seat
back trim covers, warming the seat cover and its
occupant.
The resistance of the heated seat sensor increases
and decreases as the surface temperature of the seat
cushion cover changes. The heated seat module supplies each sensor with a voltage feed, then detects
the sensor resistance by monitoring the voltage of the
separate sensor return circuits. The heated seat module compares the heated seat sensor resistance (seat
cushion surface temperature) with the heated seat
switch resistance (Low or High set point) to determine when the heated seat element grids need to be
cycled on or off in order to maintain the selected temperature set point.
Fig. 6 PASSENGER SEAT WIRE HARNESS
ROUTING
1
2
3
4
-
SEAT BACK HEATED SEAT WIRE HARNESS
PASSENGER SEAT BACK
SEAT BACK ELEMENT CONNECTOR
SEAT CUSHION ELEMENT CONNECTOR
HEATED SEAT ELEMENTS
(1) Position the appropriate seat in the full forward position.
(2) Make certain the ignition switch is in the OFF
position.
8G - 12
HEATED SEAT SYSTEM
BR/BE
HEATED SEAT ELEMENT (Continued)
(3) Using small channel locks, disengage the seat
cushion trim cover J-channel from the lower seat
cushion frame (Fig. 7).
(4) Disconnect the 2-way heated seat element connector which requires testing (Fig. 7) or (Fig. 8)
Check for continuity between the two heated seat
element circuit cavities (Fig. 9). There should be continuity. If OK, the elements within the seat assembly
test OK, go to Step 5. If not OK, replace the faulty
seat heating element refer to the procedure in this
section.
Fig. 8 PASSENGER SEAT CONNECTORS
1 - PASSENGER SEAT BACK TRIM COVER
2 - SEAT BACK ELEMENT CONNECTOR
3 - SEAT CUSHION ELEMENT CONNECTOR
Fig. 7 DRIVERS SEAT CONNECTORS
1 - DRIVER SEAT BACK TRIM COVER
2 - SEAT BACK ELEMENT CONNECTOR
3 - SEAT CUSHION ELEMENT CONNECTOR
(5) Test the seat wire harness between the heated
seat module connector and the appropriate 2-way
heated seat wire harness connector for shorted or
open circuits. If OK, element are OK, proceed with
testing the heated seat sensor and module. If not OK,
repair the shorted or open seat wire harness as
required.
HEATED SEAT SENSOR
NOTE: ANY RESISTANCE VALUES (OHMS V) GIVEN
IN THE FOLLOWING TEXT ARE SUPPLIED USING
THE AUTOMATIC RANGE GENERATED BY A
FLUKET AUTOMOTIVE METER. IF ANOTHER TYPE
OF MEASURING DEVICE IS USED THE VALUES
GENERATED MAY NOT BE THE SAME AS THE
RESULTS SHOWN HERE, OR MAY HAVE TO BE
CONVERTED TO THE RANGE USED HERE.
Fig. 9 ELEMENT CONNECTOR
HEATED SEAT SYSTEM
BR/BE
8G - 13
HEATED SEAT ELEMENT (Continued)
REMOVAL
Do not remove the heating element from the seat
or seat back cushion. The original element is permanently attached to the seat cushions and cannot be
removed without damaging the cushion. The service
replacement heating element is designed to be
applied directly over the original seat heating element.
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the appropriate seat cushion or seat
back trim cover. Refer to the Body section of the service manual for the procedures.
(3) Disconnect the inoperative heated seat cushion
or seat back element electrical connectors.
(4) Locate the wires leading from the inoperative
heating element and cut them off flush with the edge
of the original heating element.
INSTALLATION
Fig. 10 HEATED SEAT CONNECTOR
1 - SEAT CUSHION FRAME
2 - HEATED SEAT CONNECTOR
(1) Position the appropriate seat in the full forward position.
(2) Make certain the ignition switch is in the OFF
position.
(3) Disconnect the 4-way heated seat wire harness
connector from the seat cushion frame (Fig. 10).
Using an ohmmeter, check the resistance between
the heated seat sensor input circuit cavity and the
heated seat sensor feed circuit cavity in the 4-way
heated seat wire harness connector. The heated seat
sensor resistance should be between 1 kilohm and
100 kilohms. If OK, go to Step 4. If not OK, replace
the faulty seat cushion heating element assembly.
(4) Test the seat wire harness between the heated
seat module connector and the 4-way heated seat
wire harness connector for shorted or open circuits. If
OK, refer to Diagnosis and Testing the Heated
Seat Module in Electronic Control Modules, for the
proper heated seat module diagnosis and testing procedures. If not OK, repair the shorted or open heated
seat wire harness as required.
(1) Peel off the adhesive backing on the back of the
replacement heating element and stick directly over
the original heating element (Fig. 11).
CAUTION: During the installation of the replacement heating element, be careful not to fold or
crease the element assembly. Folds or creases will
cause premature failure.
Fig. 11 HEATING ELEMENT INSTALLATION
1 - ORIGINAL (INOPERATIVE) HEATING ELEMENT
2 - REPLACEMENT HEATING ELEMENT
8G - 14
HEATED SEAT SYSTEM
BR/BE
HEATED SEAT ELEMENT (Continued)
(2) Connect the new heating element electrical
connectors (Fig. 12) .
Fig. 13 HEATED SEAT WIRE HARNESS ROUTING
Fig. 12 HEATING ELEMENT INSTALLED
1 - SEAT BACK WIRE HARNESS
2 - HEATED SEAT WIRE HARNESS CONNECTOR
3 - HEATED SEAT CUSHION ELEMENT
1
2
3
4
-
SEAT BACK HEATED SEAT WIRE HARNESS
PASSENGER SEAT BACK
SEAT BACK ELEMENT CONNECTOR
SEAT CUSHION ELEMENT CONNECTOR
(3) Connect the negative battery cable.
(4) Verify heated seat system operation.
(5) Install the appropriate seat cushion or seat
back trim cover. Make certain the seat wire harness
is correctly routed through the seat and seat back.
The excess wire between the cushion and back elements should be securely tucked between the rear of
the cushion foam and the rear carpet flap of the trim
cover. (Fig. 13).
HEATED SEAT RELAY
DESCRIPTION
The heated seat relay is an electromechanical device
that switches battery current to the heated seat module
when the relay control coil is energized. The heated seat
relay is located in the Junction Block (JB), on the left
end of the instrument panel in the passenger compartment (Fig. 14). The heated seat relay is a International
Standards Organization (ISO) micro-relay. Relays conforming to the ISO specifications have common physical
dimensions, current capacities, terminal patterns, and
terminal functions. The ISO micro-relay terminal functions are the same as a conventional ISO relay. However, the ISO micro-relay terminal pattern (or footprint)
is different, the current capacity is lower, and the phys-
Fig. 14 Heated Seat Relay
1
2
3
4
-
JUNCTION BLOCK
HEATED SEAT RELAY
INSTRUMENT PANEL
COMBINATION FLASHER
HEATED SEAT SYSTEM
BR/BE
8G - 15
HEATED SEAT RELAY (Continued)
ical dimensions are smaller than those of the conventional ISO relay.
The heated seat relay cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one movable) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the electromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact. When the electromagnetic coil is de-energized, spring pressure returns the movable contact to
the normally closed position. The resistor or diode is
connected in parallel with the electromagnetic coil in
the relay, and helps to dissipate voltage spikes that
are produced when the coil is de-energized.
The heated seat relay is controlled by the premium
version of the Central Timer Module (CTM), which
controls the ground feed to the coil ground terminal
of the relay to energize and de-energize the electromagnetic coil of the relay. The CTM monitors engine
operation through messages it receives from the Powertrain Control Module (PCM) over the Chrysler Collision Detection (CCD) data bus network. The CTM is
programmed to energize the relay only when the
engine is running, and to de-energize the relay when
the engine is not running. Refer to Central Timer
Module in the index of this service manual for the
location of more information on the premium CTM.
DIAGNOSIS AND TESTING - HEATED SEAT
RELAY
The heated seat relay (Fig. 15) is located in the
Junction Block (JB) on the left end of the instrument
panel in the passenger compartment of the vehicle.
Refer to Wiring Diagrams for the location of complete heated seat system wiring diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE
PERFORMING
FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD RESULT
IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
RELAY TEST
(1) Remove the heated seat relay from the JB.
Refer to Heated Seat Relay in this section for the
location of the proper heated seat relay removal procedures.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
Fig. 15 Heated Seat Relay
NUMBER
30
85
86
87
87A
TERMINAL LEGEND
IDENTIFICATION
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fused B(+) fuse in the Power Distribution Center (PDC) as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is connected to the common feed terminal (30) in the energized position. This terminal supplies battery voltage
to the heated seat module. There should be continuity between the cavity for relay terminal 87 and the
B(+) to heated seat module circuit cavity of the
heated seat module wire harness connector at all
times. If OK, go to Step 4. If not OK, repair the open
8G - 16
HEATED SEAT SYSTEM
BR/BE
HEATED SEAT RELAY (Continued)
B(+) to heated seat module circuit to the heated seat
module as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is connected to battery voltage and should be hot at all times. Check for
battery voltage at the cavity for relay terminal 86. If
OK, go to Step 5. If not OK, repair the open circuit to
the fused B(+) fuse in the PDC as required.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded by the
premium version of the Central Timer Module (CTM)
in response to an engine speed message received over
the Chrysler Collision Detection (CCD) data bus from
the Powertrain Control Module (PCM) when the
engine is running. Check for continuity between the
cavity for relay terminal 85 and the heated seat relay
control circuit cavity of the CTM wire harness connector. There should be continuity at all times. If OK,
use a DRBIIIt scan tool and the proper diagnostic
procedures manual to test the operation of the CTM
and CCD data bus. If not OK, repair the open heated
seat relay control circuit as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access panel by inserting a
finger in the finger recess molded into the panel and
then pulling the panel sharply away from the left
outboard end of the instrument panel.
(3) The heated seat relay is located on the forward
side of the Junction Block (JB), just above the combination flasher (Fig. 16) .
(4) Grasp the heated seat relay firmly and pull it
straight out from the JB.
INSTALLATION
(1) Position the heated seat relay in the proper
receptacle in the JB.
(2) Align the heated seat relay terminals with the
terminal cavities in the JB receptacle.
(3) Push in firmly on the heated seat relay until
the terminals are fully seated in the terminal cavities
in the JB receptacle.
(4) Insert the tabs on the forward edge of the fuse
access panel in the notches on the forward edge of
the instrument panel fuse access panel opening.
(5) Press the rear edge of the fuse access panel in
toward the instrument panel until the panel snaps
back into place.
(6) Reconnect the battery negative cable.
Fig. 16 Heated Seat
1
2
3
4
-
JUNCTION BLOCK
HEATED SEAT RELAY
INSTRUMENT PANEL
COMBINATION FLASHER
PASSENGER SEAT HEATER
SWITCH
DESCRIPTION
The heated seat switches are both mounted in a
heated seat switch bezel (Fig. 17), which replaces the
standard equipment cubby bin located in the lower
right corner of the instrument cluster bezel next to
the radio receiver. The two switches are snapped into
the mounting holes of the heated seat switch bezel,
and the heated seat switch bezel is secured with
three screws to the instrument panel. The mounts for
the heated seat switch bezel are concealed behind the
instrument cluster bezel. The two heated seat
switches are identical in appearance and construction, except for the location of a keyway in the single
connector receptacle on the back of each switch. The
instrument panel wire harness connectors for the
heated seat switches are keyed to match the connector receptacles on the switches so that the two
heated seat switches can only be connected to the
proper heated seat electrical.
The momentary, bidirectional rocker-type heated
seat switch provides a resistor-multiplexed signal to
the heated seat module on the mux circuit. Each
switch has a center neutral position and momentary
Low and High positions so that both the driver and
HEATED SEAT SYSTEM
BR/BE
8G - 17
PASSENGER SEAT HEATER SWITCH (Continued)
Fig. 17 Heated Seat Switches
1
2
3
4
-
Driver Switch
Passenger Switch
Indicator Lamps
Heated Seat Switch Bezel
the front seat passenger can select a preferred level
of seat heating. Each heated seat switch has two
Light-Emitting Diode (LED) indicator lamps, which
indicate the selected mode (Low or High) of the seat
heater. These indicator lamps also provide diagnostic
feedback for the heated seat system. Each switch
also has an incandescent bulb, which provides dimmer controlled back lighting of the switch when the
headlamps or park lamps are on.
The two LED indicator lamps and the incandescent
bulb in each heated seat switch cannot be repaired. If
the indicator lamps or back lighting bulb are faulty
or damaged, the individual heated seat switch must
be replaced.
same position as the currently selected state, the
heated seat module interprets the second input as a
request to turn the seat heater off. The heated seat
module will then turn the heated seat elements for
that seat off.
The indicator lamps in the heated seat switches
receive battery current through a fused ignition
switch output (run) circuit when the ignition switch
is in the On position. The ground side of each indicator lamp is controlled by a separate (high or low/
driver or passenger) indicator lamp driver circuit by
the heated seat module. The heated seat module control of the switch indicator lamps also allows the
module to provide diagnostic feedback to the vehicle
operator to indicate monitored heated seat system
faults by flashing the indicator lamps on and off. One
side of the incandescent back lighting bulb in each
heated seat switch is connected to ground at all
times. The other side of the incandescent bulb is connected to the fused panel lamps dimmer switch signal circuit. These bulbs are energized when the park
lamps or headlamps are turned on, and their illumination intensity is controlled by the panel lamps dimmer switch.
DIAGNOSIS AND TESTING - HEATED SEAT
SWITCH
Refer to Wiring Diagrams for the location of complete heated seat system wiring diagrams.
OPERATION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
The heated seat switches receive battery current
through a fused ignition switch output (run) circuit
when the ignition switch is in the On position.
Depressing the heated seat switch rocker to its
momentary High or Low position provides a hardwired resistor multiplexed voltage request signal to
the heated seat module to power the heated seat element of the selected seat and maintain the requested
temperature setting. If the heated seat switch is
depressed to a different position (Low or High) than
the currently selected state, the heated seat module
will change states to support the new selection. If a
heated seat switch is depressed a second time to the
(1) If the problem being diagnosed involves inoperative heated seat switch back lighting and the cluster
illumination lamps operate, go to Step 2. If the problem being diagnosed involves inoperative heated seat
switch back lighting and the cluster illumination
lamps are also inoperative, refer to Instrument
Cluster in the index of this service manual for the
proper cluster illumination lamps diagnosis and testing procedures. If the problem being diagnosed
involves inoperative heated seat switch indicator
lamps and the heated seat elements do not heat,
refer to Step 4. If the problem being diagnosed
8G - 18
HEATED SEAT SYSTEM
BR/BE
PASSENGER SEAT HEATER SWITCH (Continued)
involves inoperative heated seat switch indicator
lamps and the heated seat elements do heat, go to
Step 8. If the problem being diagnosed involves a
heated seat switch indicator lamp that remains illuminated after the heated seat has been turned Off,
refer to Heated Seat Module in Electronic Control
Modules for the location of the proper heated seat
module diagnosis and testing procedures. Also refer
to the Body Diagnostic Manual for additional diagnosis and testing procedures.
(2) Disconnect and isolate the battery negative
cable. Remove the heated seat switch and bezel unit
from the instrument panel. Disconnect the instrument panel wire harness connector from the connector receptacle on the back of the heated seat switch
to be tested. Check for continuity between the ground
circuit cavity of the instrument panel wire harness
connector for the heated seat switch and a good
ground. There should be continuity. If OK, go to Step
3. If not OK, repair the open ground circuit to ground
as required.
(3) Reconnect the battery negative cable. Turn the
park lamps on with the headlamp switch. Rotate the
panel lamps dimmer thumbwheel on the headlamp
switch upward to just before the interior lamps
detent. Check for battery voltage at the fused panel
lamps dimmer switch signal circuit cavity of the
instrument panel wire harness connector for the
heated seat switch. If OK, replace the faulty heated
seat switch. If not OK, repair the open fused panel
lamps dimmer switch signal circuit to the fuse in the
Junction Block (JB) as required.
(4) Check the fused ignition switch output (run)
fuse in the Junction Block (JB). If OK, go to Step 5.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(5) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run) fuse in the JB. If OK, go to Step 6. If
not OK, repair the open fused ignition switch output
(run) circuit to the ignition switch as required.
(6) Disconnect and isolate the battery negative
cable. Remove the heated seat switch and bezel unit
from the instrument panel. Disconnect the instrument panel wire harness connector from the connector receptacle on the back of the heated seat switch
to be tested. Reconnect the battery negative cable.
Turn the ignition switch to the On position. Check
for battery voltage at the fused ignition switch output (run) circuit cavity of the instrument panel wire
harness connector for the heated seat switch. If OK,
go to Step 7. If not OK, repair the open fused ignition
switch output (run) circuit to the JB fuse as required.
(7) Check the continuity and resistance values of
the heated seat switch in the Neutral, Low and High
positions as shown in the Heated Seat Switch Conti-
nuity chart (Fig. 18). If OK, refer to Heated Seat
Module in Electronic Control Modules for the location of the proper heated seat module diagnosis and
testing procedures. Also refer to the Body Diagnostic
Manual for additional diagnosis and testing procedures. If not OK, replace the faulty heated seat
switch.
NOTE: ANY RESISTANCE VALUES (OHMS V) GIVEN
IN THE FOLLOWING TEXT ARE SUPPLIED USING
THE AUTOMATIC RANGE GENERATED BY A
FLUKET AUTOMOTIVE METER. IF ANOTHER TYPE
OF MEASURING DEVICE IS USED THE VALUES
GENERATED MAY NOT BE THE SAME AS THE
RESULTS SHOWN HERE, OR MAY HAVE TO BE
CONVERTED TO THE RANGE USED HERE.
Fig. 18 Heated Seat Switch
Heated Seat Switch Continuity
Switch Position
Continuity
Between
Resistance
Neutral
4&6
2.2 Kilohms
Low
4&6
.415 Kilohms
High
4&6
33 Ohms
(8) Replace the inoperative heated seat switch
with a known good unit and test the operation of the
switch indicator lamps. If OK, discard the faulty
heated seat switch. If not OK, refer to Heated Seat
Module in Electronic Control Modules for the location of the proper heated seat module diagnosis and
testing procedures. Also refer to the Body Diagnostic
Manual for additional diagnosis and testing procedures.
REMOVAL
Both heated seat switches and the heated seat
switch bezel are available individually for service
replacement.
HEATED SEAT SYSTEM
BR/BE
8G - 19
PASSENGER SEAT HEATER SWITCH (Continued)
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. Refer to Cluster Bezel in the index of this
service manual for the location of the proper cluster
bezel removal procedures.
(3) Remove the three screws that secure the
heated seat switch bezel to the instrument panel
(Fig. 19).
(6) From the back of the heated seat switch bezel,
gently push the heated seat switch out through the
front of the bezel.
INSTALLATION
Both heated seat switches and the heated seat
switch bezel are available individually for service
replacement.
NOTE: When installing the heated seat switches, be
certain they are installed in the proper mounting
holes of the heated seat switch bezel. Note that the
driver side and passenger side switches are identical in appearance except for the keyway in the connector receptacle on the backs of the switches. The
driver side switch has the keyway located near the
bottom of the connector receptacle and should be
installed in the left mounting hole of the heated
seat switch bezel. The passenger side switch has
the keyway located near the top of the connector
receptacle and should be installed in the right
mounting hole of the heated seat switch bezel.
Fig. 19 Heated Seat Switch and Bezel Remove/
Install
1 - INSTRUMENT PANEL
2 - SCREW (3)
3 - HEATED SEAT SWITCHES AND BEZEL UNIT
(4) Pull the heated seat switch bezel out from the
instrument panel far enough to access and disconnect
the two instrument panel wire harness connectors
from the connector receptacles on the backs of the
heated seat switches.
(5) Remove the heated seat switch bezel and both
switches from the instrument panel as a unit.
(1) From the front of the heated seat switch bezel,
align the back of the heated seat switch with the
proper mounting hole in the heated seat switch bezel
and gently push the switch into the bezel until it
snaps into place.
(2) Position the heated seat switch bezel and both
switches to the instrument panel as a unit.
(3) Reconnect the two instrument panel wire harness connectors to the connector receptacles on the
backs of the heated seat switches.
(4) Position the heated seat switch bezel and both
switches in the instrument panel mounting hole as a
unit.
(5) Install and tighten the three screws that secure
the heated seat switch bezel to the instrument panel.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(6) Install the cluster bezel onto the instrument
panel. Refer to Cluster Bezel in the index of this
service manual for the location of the proper cluster
bezel installation procedures.
(7) Reconnect the battery negative cable.
HORN
BR/BE
8H - 1
HORN
TABLE OF CONTENTS
page
HORN
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
HORN
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING REMOVAL
............
INSTALLATION . . . . . . . . .
HORN RELAY
DESCRIPTION . . . . . . . . .
.................1
.................1
......
......
HORN
......
......
...
...
..
...
...
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.2
.2
.2
.2
.3
page
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING REMOVAL
............
INSTALLATION . . . . . . . . .
HORN SWITCH
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING REMOVAL
............
............
HORN RELAY
............
............
..
.
..
..
.............
.............
HORN SWITCH
.............
.
.
.
.
.
.
.
.
.3
.3
.4
.4
...
...
..
...
.4
.5
.5
.5
.................3
HORN
DESCRIPTION
An electric horn system is standard factory-installed equipment on this model. Two horn systems
are offered on this model. The standard equipment
horn system features a single low-note electromagnetic horn unit, while the optional dual horn system
features one low-note horn unit and one high-note
horn unit. Both horn systems use a non-switched
source of battery current so that the system will
remain functional, regardless of the ignition switch
position. The horn system includes the following components:
• Clockspring
• High-line or premium Central Timer Module
(CTM)
• Horn(s)
• Horn relay
• Horn switch
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - DESCRIPTION) for more information on
this component. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/BODY CONTROL/
CENTRAL TIMER MODUL - DESCRIPTION) for
more information on this component. Refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds. Following are general
descriptions of the remaining major components in
the horn system.
OPERATION
Each horn system is activated by a horn switch
concealed beneath the driver side airbag module trim
cover in the center of the steering wheel. Depressing
the center of the driver side airbag module trim cover
closes the horn switch. Closing the horn switch activates the horn relay. The activated horn relay then
switches the battery current needed to energize the
horn(s).
Refer to the owner’s manual in the vehicle glove
box for more information on the features, use and
operation of the horn system.
CENTRAL TIMER MODULE
The high-line or premium Central Timer Module
(CTM) can also operate the horn system. A high-line
CTM is used on high-line versions of this vehicle. A
premium CTM is used on vehicles equipped with the
optional heated seats. The CTM combines the functions of a chime/buzzer module, an intermittent wipe
module, an illuminated entry module, a remote keyless entry module, and a vehicle theft security system module in a single unit.
The high-line or premium CTM also controls and
integrates many of the additional electronic functions
and features included on models with this option.
The horn relay is one of the hard wired outputs of
the CTM. The high-line or premium CTM is programmed to energize or de-energize the horn relay in
response to certain inputs from the Vehicle Theft
Security System (VTSS) and/or the Remote Keyless
Entry (RKE) system.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/BODY
CONTROL/CENTRAL
TIMER MODUL - DESCRIPTION) for more information on the high-line or premium CTM. (Refer to 8 -
8H - 2
HORN
BR/BE
HORN (Continued)
ELECTRICAL/VEHICLE THEFT SECURITY - GENERAL INFORMATION) for more information on the
VTSS. (Refer to 8 - ELECTRICAL/POWER LOCKS GENERAL INFORMATION) for more information on
the RKE system.
HORN
DESCRIPTION
The standard single, low-note, electromagnetic diaphragm-type horn is secured with a bracket to the
right front fender wheel house extension in the
engine compartment. The high-note horn for the
optional dual-note horn system is connected in parallel with and secured with a bracket just forward of
the low-note horn. Each horn is grounded through its
wire harness connector and circuit to a ground splice
joint connector, and receives battery feed through the
closed contacts of the horn relay.
The horns cannot be repaired or adjusted and, if
faulty or damaged, they must be individually
replaced.
OPERATION
Within the two halves of the molded plastic horn
housing are a flexible diaphragm, a plunger, an electromagnetic coil and a set of contact points. The diaphragm is secured in suspension around its
perimeter by the mating surfaces of the horn housing. The plunger is secured to the center of the diaphragm and extends into the center of the
electromagnet. The contact points control the current
flow through the electromagnet.
When the horn is energized, electrical current
flows through the closed contact points to the electromagnet. The resulting electromagnetic field draws
the plunger and diaphragm toward it until that
movement mechanically opens the contact points.
When the contact points open, the electromagnetic
field collapses allowing the plunger and diaphragm to
return to their relaxed positions and closing the contact points again. This cycle continues repeating at a
very rapid rate producing the vibration and movement of air that creates the sound that is directed
through the horn outlet.
DIAGNOSIS AND TESTING - HORN
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
(1) Disconnect the wire harness connector(s) from
the horn connector receptacle(s). Measure the resistance between the ground circuit cavity of the horn(s)
wire harness connector(s) and a good ground. There
should be no measurable resistance. If OK, go to Step
2. If not OK, repair the open ground circuit to ground
as required.
(2) Check for battery voltage at the horn relay output circuit cavity of the horn(s) wire harness connector(s). There should be zero volts. If OK, go to Step 3.
If not OK, repair the shorted horn relay output circuit or replace the faulty horn relay as required.
(3) Depress the horn switch. There should now be
battery voltage at the horn relay output circuit cavity
of the horn(s) wire harness connector(s). If OK,
replace the faulty horn(s). If not OK, repair the open
horn relay output circuit to the horn relay as
required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the wire harness connector(s) from
the horn connector receptacle(s) (Fig. 1) .
Fig. 1 Horns Remove/Install
1
2
3
4
5
6
7
-
WIRE HARNESS CONNECTOR
SCREWS
INNER FENDER
LOW NOTE HORN
WIRE HARNESS CONNECTOR
WHEELHOUSE EXTENSION
HIGH NOTE HORN
(3) Remove the screw that secures the horn and
mounting bracket unit(s) to the right fender wheel
house front extension.
(4) Remove the horn and mounting bracket unit(s)
from the right fender wheel house front extension.
HORN
BR/BE
8H - 3
HORN (Continued)
INSTALLATION
DIAGNOSIS AND TESTING - HORN RELAY
(1) Position the horn and mounting bracket unit(s)
onto the right fender wheel house front extension.
(2) Install and tighten the screw that secures the
horn and mounting bracket unit(s) to the right
fender wheel house front extension. Tighten the
screw to 11 N·m (95 in. lbs.).
(3) Reconnect the wire harness connector(s) to the
horn connector receptacle(s).
(4) Reconnect the battery negative cable.
The horn relay (Fig. 2) is located in the Power Distribution Center (PDC) behind the battery on the
driver side of the engine compartment. If a problem
is encountered with a continuously sounding horn, it
can usually be quickly resolved by removing the horn
relay from the PDC until further diagnosis is completed. See the fuse and relay layout label affixed to
the inside surface of the PDC cover for horn relay
identification and location. For complete circuit diagrams, refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pinout information and location views for the various
wire harness connectors, splices and grounds.
HORN RELAY
DESCRIPTION
The horn relay is a electromechanical device that
switches battery current to the horn when the horn
switch grounds the relay coil. The horn relay is
located in the Power Distribution Center (PDC) in
the engine compartment. If a problem is encountered
with a continuously sounding horn, it can usually be
quickly resolved by removing the horn relay from the
PDC until further diagnosis is completed. See the
fuse and relay layout label affixed to the inside surface of the PDC cover for horn relay identification
and location.
The horn relay is a International Standards Organization (ISO) micro-relay. Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions. The ISO micro-relay terminal functions
are the same as a conventional ISO relay. However,
the ISO micro-relay terminal pattern (or footprint) is
different, the current capacity is lower, and the physical dimensions are smaller than those of the conventional ISO relay.
The horn relay cannot be repaired or adjusted and,
if faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one movable) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the electromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor or diode is connected in parallel with the electromagnetic coil in the
relay, and helps to dissipate voltage spikes that are
produced when the coil is de-energized.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Remove the horn relay from the PDC. (Refer to
8
ELECTRICAL/HORN/HORN
RELAY
REMOVAL) for the procedures.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fuse in the PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is connected to the common feed terminal (30) in the energized position. This terminal supplies battery voltage
to the horn(s). There should be continuity between
the cavity for relay terminal 87 and the horn relay
output circuit cavity of each horn wire harness con-
8H - 4
HORN
BR/BE
HORN RELAY (Continued)
Fig. 2 Horn Relay
TERMINAL LEGEND
NUMBER
IDENTIFICATION
30
COMMON FEED
85
COIL GROUND
86
COIL BATTERY
87
NORMALLY OPEN
87A
NORMALLY CLOSED
nector at all times. If OK, go to Step 4. If not OK,
repair the open circuit to the horn(s) as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is connected to battery voltage and should be hot at all times. Check for
battery voltage at the cavity for relay terminal 86. If
OK, go to Step 5. If not OK, repair the open circuit to
the fuse in the PDC as required.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the horn switch when the horn switch is
depressed. On vehicles equipped with the Vehicle
Theft Security System (VTSS), the horn relay coil
ground terminal can also be grounded by the Central
Timer Module (CTM) in response to certain inputs
related to the VTSS or Remote Keyless Entry (RKE)
system. Check for continuity to ground at the cavity
for relay terminal 85. There should be continuity
with the horn switch depressed, and no continuity
with the horn switch released. If not OK, (Refer to 8
- ELECTRICAL/HORN/HORN SWITCH - DIAGNOSIS AND TESTING).
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 3) .
(3) See the fuse and relay layout label affixed to
the underside of the PDC cover for horn relay identification and location.
(4) Remove the horn relay from the PDC.
Fig. 3 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
INSTALLATION
(1) See the fuse and relay layout label affixed to
the underside of the PDC cover for the proper horn
relay location.
(2) Position the horn relay in the proper receptacle
in the PDC.
(3) Align the horn relay terminals with the terminal cavities in the PDC receptacle.
(4) Push down firmly on the horn relay until the
terminals are fully seated in the terminal cavities in
the PDC receptacle.
(5) Install the cover onto the PDC.
(6) Reconnect the battery negative cable.
HORN SWITCH
DESCRIPTION
A center-blow, normally open, resistive membranetype horn switch is secured with heat stakes to the
back side of the driver side airbag module trim cover
in the center of the steering wheel (Fig. 4) . The
switch consists of two plastic membranes, one that is
flat and one that is slightly convex. These two membranes are secured to each other around the perimeter. Inside the switch, the centers of the facing
surfaces of these membranes each has a grid made
with an electrically conductive material applied to it.
One of the grids is connected to a circuit that provides it with continuity to ground at all times. The
grid of the other membrane is connected to the horn
relay control circuit.
The steering wheel and steering column must be
properly grounded in order for the horn switch to
function properly. The horn switch is only serviced as
a part of the driver side airbag module trim cover. If
HORN
BR/BE
8H - 5
HORN SWITCH (Continued)
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
When the center area of the driver side airbag trim
cover is depressed, the electrically conductive grids
on the facing surfaces of the horn switch membranes
contact each other, closing the switch circuit. The
completed horn switch circuit provides a ground for
the control coil side of the horn relay, which activates
the relay. When the horn switch is released, the
resistive tension of the convex membrane separates
the two electrically conductive grids and opens the
switch circuit.
(1) Disconnect and isolate the battery negative
cable. Remove the steering column opening cover
from the instrument panel.
(2) Check for continuity between the metal steering column jacket and a good ground. There should
be continuity. If OK, go to Step 3. If not OK,(Refer to
19 - STEERING/COLUMN - INSTALLATION) for
proper installation of the steering column.
(3) Remove the driver side airbag module from the
steering wheel. Disconnect the horn switch wire harness connectors from the driver side airbag module.
(4) Remove the horn relay from the Power Distribution Center (PDC). Check for continuity between
the steering column half of the horn switch feed wire
harness connector and a good ground. There should
be no continuity. If OK, go to Step 5. If not OK,
repair the shorted horn relay control circuit to the
horn relay in the PDC as required.
(5) Check for continuity between the steering column half of the horn switch feed wire harness connector and the horn relay control circuit cavity for
the horn relay in the PDC. There should be continuity. If OK, go to Step 6. If not OK, repair the open
horn relay control circuit to the horn relay in the
PDC as required.
(6) Check for continuity between the horn switch
feed wire and the horn switch ground wire on the
driver side airbag module. There should be no continuity. If OK, go to Step 7. If not OK, replace the
faulty horn switch.
(7) Depress the center of the driver side airbag
module trim cover and check for continuity between
the horn switch feed wire and the horn switch
ground wire on the driver side airbag module. There
should now be continuity. If not OK, replace the
faulty horn switch.
DIAGNOSIS AND TESTING - HORN SWITCH
REMOVAL
Fig. 4 Driver Side Airbag Module Trim Cover and
Horn Switch
1
2
3
4
-
RETAINER SLOTS
LOCKING BLOCKS
RETAINER SLOTS
HORN SWITCH
the horn switch is damaged or faulty, or if the driver
side airbag is deployed, the driver side airbag module
trim cover and horn switch must be replaced as a
unit.
OPERATION
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
If the horn switch is damaged or faulty, or if the
driver side airbag is deployed, the driver side airbag
module trim cover and horn switch must be replaced
as a unit. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
IGNITION CONTROL
BR/BE
8I - 1
IGNITION CONTROL
TABLE OF CONTENTS
page
IGNITION CONTROL
DESCRIPTION - 8.0L V-10 . . . . . . . . . . . . .
OPERATION
OPERATION - 8.0L V-10 . . . . . . . . . . . . .
OPERATION - V-8 . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
SPECIFICATIONS - TORQUE - IGNITION
SPARK PLUG CABLE ORDER—8.0L V-10
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE FIRING ORDER—5.9L V-8
ENGINES . . . . . . . . . . . . . . . . . . . . . . . .
SPARK PLUG CABLE RESISTANCE . . . .
SPARK PLUGS . . . . . . . . . . . . . . . . . . . .
IGNITION COIL RESISTANCE—5.9L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION COIL RESISTANCE—8.0L V-10
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION TIMING . . . . . . . . . . . . . . . . . .
AUTOMATIC SHUT DOWN RELAY
DESCRIPTION - PCM OUTPUT . . . . . . . . .
OPERATION
OPERATION - PCM OUTPUT
.........
OPERATION - ASD SENSE - PCM INPUT
DIAGNOSIS AND TESTING - ASD AND FUEL
PUMP RELAYS . . . . . . . . . . . . . . . . . . . .
REMOVAL
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CAMSHAFT POSITION SENSOR
DESCRIPTION
DESCRIPTION - DIESEL . . . . . . . . . . . . .
DESCRIPTION - 5.9L . . . . . . . . . . . . . . . .
DESCRIPTION - 8.0L . . . . . . . . . . . . . . . .
OPERATION
OPERATION - DIESEL . . . . . . . . . . . . . . .
OPERATION - 5.9L . . . . . . . . . . . . . . . . .
OPERATION - 8.0L . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - DIESEL . . . . . . . . . . . . . . . .
REMOVAL - 5.9L . . . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - DIESEL . . . . . . . . . . . . .
....2
....2
....2
....2
....3
....3
....3
....3
....3
....4
....4
....4
....4
....4
....4
....5
....5
....6
....6
....6
....6
....7
....7
....7
....7
....8
....9
page
INSTALLATION - 5.9L
. . . . . . . . . . . . . . . . . . 10
INSTALLATION - 8.0L
. . . . . . . . . . . . . . . . . . 10
DISTRIBUTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DISTRIBUTOR ROTOR
DIAGNOSIS AND TESTING - DISTRIBUTOR
ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
IGNITION COIL
DESCRIPTION
DESCRIPTION - 5.9L . . . . . . . . . . . . . . . . . . . 15
DESCRIPTION - 8.0L . . . . . . . . . . . . . . . . . . . 15
OPERATION
OPERATION - 5.9L . . . . . . . . . . . . . . . . . . . . 15
OPERATION - 8.0L . . . . . . . . . . . . . . . . . . . . 15
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . . . . . . . 15
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION
INSTALLATION - 5.9L
. . . . . . . . . . . . . . . . . . 16
INSTALLATION - 8.0L
. . . . . . . . . . . . . . . . . . 16
SPARK PLUG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . 17
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
SPARK PLUG CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING - SPARK PLUG
CABLES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21
8I - 2
IGNITION CONTROL
BR/BE
IGNITION CONTROL
DESCRIPTION - 8.0L V-10
The ignition system used on the 8.0L V–10 engine
does not use a conventional mechanical distributor.
The system will be referred to as a distributor-less
ignition system.
OPERATION
OPERATION - 8.0L V-10
The ignition coils are individually fired, but each
coil is a dual output. Refer to Ignition Coil for additional information.
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.
The ignition system consists of:
• Spark Plugs
• Ignition Coil packs containing individual coils
• Secondary Ignition Cables
• Powertrain Control Module (PCM)
• Also to be considered part of the ignition system
are certain inputs from the Crankshaft Position,
Camshaft Position, Throttle Position and MAP Sensors
OPERATION - V-8
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.
The ignition system consists of:
• Spark Plugs
• Ignition Coil
• Secondary Ignition Cables
• Distributor (contains rotor and camshaft position
sensor)
• Powertrain Control Module (PCM)
• Also to be considered part of the ignition system
are certain inputs from the Crankshaft Position,
Camshaft Position, Throttle Position and MAP Sensors
SPECIFICATIONS
SPECIFICATIONS - TORQUE - IGNITION
DESCRIPTION
N·m
Ft. Lbs.
Camshaft Position
Sensor—8.0L Engine
6
Crankshaft Position
Sensor—All Engines
8
-
70
Distributor Hold Down Bolt
23
17
-
Ignition Coil Mounting—
5.9L Engines—if tapped
bolts are used
5
-
50
Ignition Coil Mounting—
5.9L Engines—if nuts/bolts
are used
11
-
100
Ignition Coil Mounting—
8.0L Engine
10
-
90
Spark Plugs (all engines)
41
-
30
-
In. Lbs.
50
IGNITION CONTROL
BR/BE
8I - 3
IGNITION CONTROL (Continued)
SPARK PLUG CABLE ORDER—8.0L V-10
ENGINE
ENGINE FIRING ORDER—5.9L V-8 ENGINES
SPARK PLUG CABLE RESISTANCE
MINIMUM
MAXIMUM
250 Ohms Per Inch
1000 Ohms Per Inch
3000 Ohms Per Foot
12,000 Ohms Per Foot
Spark Plug Cable Order—8.0L V-10 Engine
SPARK PLUGS
ENGINE
PLUG TYPE
ELECTRODE GAP
5.9L V-8
RC12LC4
1.01 mm (.040 in.)
8.0L V-10
QC9MC4
1.14 mm (.045 in.)
IGNITION COIL RESISTANCE—5.9L ENGINES
COIL MANUFACTURER
PRIMARY RESISTANCE
21-27°C (70-80°F)
SECONDARY RESISTANCE 21-27°C
(70-80°F)
Diamond
0.97 - 1.18 Ohms
11,300 - 15,300 Ohms
Toyodenso
0.95 - 1.20 Ohms
11,300 - 13,300 Ohms
8I - 4
IGNITION CONTROL
BR/BE
IGNITION CONTROL (Continued)
IGNITION COIL RESISTANCE—8.0L V-10
ENGINE
Primary Resistance: 0.53-0.65 Ohms. Test across the
primary connector. Refer to text for test procedures.
Secondary Resistance: 10.9-14.7K Ohms. Test
across the individual coil towers. Refer to text for test
procedures.
DIAGNOSIS AND TESTING - ASD AND FUEL
PUMP RELAYS
The following description of operation and
tests apply only to the Automatic Shutdown
(ASD) and fuel pump relays. The terminals on the
bottom of each relay are numbered. Two different
types of relays may be used, (Fig. 1) or (Fig. 2).
IGNITION TIMING
Ignition timing is not adjustable on any engine.
AUTOMATIC SHUT DOWN
RELAY
DESCRIPTION - PCM OUTPUT
The 5–pin, 12–volt, Automatic Shutdown (ASD)
relay is located in the Power Distribution Center
(PDC). Refer to label on PDC cover for relay location.
OPERATION
OPERATION - PCM OUTPUT
The ASD relay supplies battery voltage (12+ volts)
to the fuel injectors and ignition coil(s). With certain
emissions packages it also supplies 12–volts to the
oxygen sensor heating elements.
The ground circuit for the coil within the ASD
relay is controlled by the Powertrain Control Module
(PCM). The PCM operates the ASD relay by switching its ground circuit on and off.
The ASD relay will be shut–down, meaning the
12–volt power supply to the ASD relay will be de-activated by the PCM if:
• the ignition key is left in the ON position. This
is if the engine has not been running for approximately 1.8 seconds.
• there is a crankshaft position sensor signal to
the PCM that is lower than pre-determined values.
Fig. 1 ASD and Fuel Pump Relay Terminals—Type 1
NUMBER
30
85
86
87
87A
TERMINAL LEGEND
IDENTIFICATION
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
OPERATION - ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM
that the ASD has been activated. The relay is used to
connect the oxygen sensor heater element, ignition
coil and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay
is energized. If the Powertrain Control Module
(PCM) does not see 12 volts at this input when the
ASD should be activated, it will set a Diagnostic
Trouble Code (DTC).
Fig. 2 ASD and Fuel Pump Relay Terminals—Type 2
TERMINAL LEGEND
NUMBER
IDENTIFICATION
30
85
86
87
87A
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
IGNITION CONTROL
BR/BE
8I - 5
AUTOMATIC SHUT DOWN RELAY (Continued)
• Terminal number 30 is connected to battery voltage. For both the ASD and fuel pump relays, terminal 30 is connected to battery voltage at all times.
• The PCM grounds the coil side of the relay
through terminal number 85.
• Terminal number 86 supplies voltage to the coil
side of the relay.
• When the PCM de-energizes the ASD and fuel
pump relays, terminal number 87A connects to terminal 30. This is the Off position. In the off position,
voltage is not supplied to the rest of the circuit. Terminal 87A is the center terminal on the relay.
• When the PCM energizes the ASD and fuel
pump relays, terminal 87 connects to terminal 30.
This is the On position. Terminal 87 supplies voltage
to the rest of the circuit.
The following procedure applies to the ASD and
fuel pump relays.
(1) Remove relay from connector before testing.
(2) With the relay removed from the vehicle, use
an ohmmeter to check the resistance between terminals 85 and 86. The resistance should be 75 ohms +/5 ohms.
(3) Connect the ohmmeter between terminals 30
and 87A. The ohmmeter should show continuity
between terminals 30 and 87A.
(4) Connect the ohmmeter between terminals 87
and 30. The ohmmeter should not show continuity at
this time.
(5) Connect one end of a jumper wire (16 gauge or
smaller) to relay terminal 85. Connect the other end
of the jumper wire to the ground side of a 12 volt
power source.
(6) Connect one end of another jumper wire (16
gauge or smaller) to the power side of the 12 volt
power source. Do not attach the other end of the
jumper wire to the relay at this time.
WARNING: DO NOT ALLOW OHMMETER TO CONTACT TERMINALS 85 OR 86 DURING THIS TEST.
DAMAGE TO OHMMETER MAY RESULT.
(7) Attach the other end of the jumper wire to
relay terminal 86. This activates the relay. The ohmmeter should now show continuity between relay terminals 87 and 30. The ohmmeter should not show
continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continuity and resistance tests. If the relay passed the tests,
it operates properly. Check the remainder of the ASD
and fuel pump relay circuits. Refer to 8, Wiring Diagrams.
REMOVAL
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 3). Refer to label on PDC cover
for relay location.
Fig. 3 Power Distribution Center (PDC)
1 - POWER DISTRIBUTION CENTER (PDC)
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 3). Refer to label on PDC cover
for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
8I - 6
IGNITION CONTROL
BR/BE
CAMSHAFT POSITION
SENSOR
DESCRIPTION
DESCRIPTION - DIESEL
The three-wire Camshaft Position Sensor (CMP) is
located below the fuel injection pump (Fig. 4). It is
attached to the back of the timing gear cover housing.
Fig. 5 CMP Sensor Location—8.0L V-10 Engine
1 - CAMSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - TIMING CHAIN CASE/COVER
crankshaft position, the Crankshaft Position Sensor (CKP) is no longer used.
The CMP (Fig. 6) contains a hall effect device
called a sync signal generator to generate a sync signal.
Fig. 4 Camshaft Position Sensor (CMP) Location
1 - CAMSHAFT POSITION SENSOR (CMP)
2 - BOTTOM OF FUEL INJECTION PUMP
DESCRIPTION - 5.9L
The Camshaft Position (CMP) sensor is located in
the distributor.
DESCRIPTION - 8.0L
The Camshaft Position (CMP) sensor is located on
the timing chain case/cover on the left-front side of
the engine (Fig. 5).
OPERATION
Fig. 6 Camshaft Position Sensor (CMP)
1
2
3
4
-
GEAR HOUSING
O-RING
CMP SENSOR
CMP HEX HEAD BOLT
OPERATION - DIESEL
The Camshaft Position Sensor (CMP) performs
multiple functions. One function is to detect engine
speed (rpm). Another function is to relate crankshaft
position and Top Dead Center (TDC) of the number 1
cylinder. Because the CMP is now used to relate
The CMP uses three wires (circuits) for operation.
One wire supplies a 5–volt signal from the Engine
Control Module (ECM). Another wire supplies a sensor ground. The third wire supplies a signal back to
IGNITION CONTROL
BR/BE
8I - 7
CAMSHAFT POSITION SENSOR (Continued)
to switch high resulting in a sync signal of approximately 5 volts.
When the trailing edge of the pulse ring (shutter)
leaves the sync signal generator, the following occurs:
The change of the magnetic field causes the sync signal voltage to switch low to 0 volts.
OPERATION - 8.0L
Fig. 7 Notches at Rear Of Camshaft Drive Gear
1
2
3
4
-
CAMSHAFT DRIVE GEAR
NOTCHES
CAMSHAFT POSITION SENSOR (CKP)
NO NOTCH
the ECM relating engine speed and crankshaft position.
The sensor detects machined notches on the rear
face of the camshaft drive gear (Fig. 7) to sense
engine speed.
The CMP also detects an area on the camshaft
drive gear that has no notch (Fig. 7). When the sensor passes this area, it tells the Engine Control Module (ECM) that Top Dead Center (TDC) of the
number 1 cylinder is occurring. The ECM will then
adjust fuel timing accordingly.
As the tip of the sensor passes the notches, the
interruption of magnetic field causes voltage changes
from 5 volts to 0 volts.
OPERATION - 5.9L
The sensor contains a hall effect device called a
sync signal generator to generate a fuel sync signal.
This sync signal generator detects a rotating pulse
ring (shutter) on the distributor shaft. The pulse ring
rotates 180 degrees through the sync signal generator. Its signal is used in conjunction with the Crankshaft Position (CKP) sensor to differentiate between
fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders.
When the leading edge of the pulse ring (shutter)
enters the sync signal generator, the following occurs:
The interruption of magnetic field causes the voltage
The CMP sensor is used in conjunction with the
crankshaft position sensor to differentiate between
fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders. The sensor generates electrical pulses. These
pulses (signals) are sent to the Powertrain Control
Module (PCM). The PCM will then determine crankshaft position from both the camshaft position sensor
and crankshaft position sensor.
A low and high area are machined into the camshaft drive gear (Fig. 8). The sensor is positioned in
the timing gear cover so that a small air gap (Fig. 8)
exists between the face of sensor and the high
machined area of cam gear.
When the cam gear is rotating, the sensor will
detect the machined low area. Input voltage from the
sensor to the PCM will then switch from a low
(approximately 0.3 volts) to a high (approximately 5
volts). When the sensor detects the high machined
area, the input voltage switches back low to approximately 0.3 volts.
REMOVAL
REMOVAL - DIESEL
The camshaft position sensor (CMP) is located
below the fuel injection pump (Fig. 9). It is attached
to the back of the timing gear cover housing.
(1) Disconnect both negative cables from both batteries.
(2) Clean area around CMP.
(3) Disconnect electrical at CMP (Fig. 9).
(4) Remove CMP mounting bolt. Bolt head is
female-hex (Fig. 10).
(5) Remove CMP from engine by twisting and pulling straight back.
(6) Discard CMP o-ring (Fig. 10).
REMOVAL - 5.9L
The camshaft position sensor is located in the distributor (Fig. 11).
Distributor removal is not necessary to remove
camshaft position sensor.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
8I - 8
IGNITION CONTROL
BR/BE
CAMSHAFT POSITION SENSOR (Continued)
Fig. 10 CMP R/I - Diesel
Fig. 8 CMP Sensor Operation—8.0L V-10 Engine
1
2
3
4
5
- CAM DRIVE GEAR
- LOW MACHINED AREA
- HIGH MACHINED AREA
- CAMSHAFT POSITION SENSOR
- AIR GAP
1
2
3
4
-
GEAR HOUSING
O-RING
CMP SENSOR
CMP HEX HEAD BOLT
Fig. 11 Camshaft Position Sensor—Typical
1
2
3
4
Fig. 9 CMP Location - Diesel
1 - CAMSHAFT POSITION SENSOR (CMP)
2 - BOTTOM OF FUEL INJECTION PUMP
-
SYNC SIGNAL GENERATOR
CAMSHAFT POSITION SENSOR
PULSE RING
DISTRIBUTOR ASSEMBLY
(4) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(5) Remove distributor rotor from distributor shaft.
(6) Lift the camshaft position sensor assembly
from the distributor housing (Fig. 11).
REMOVAL - 8.0L
The camshaft position sensor is located on the timing chain case/cover on the left-front side of the
engine (Fig. 12).
IGNITION CONTROL
BR/BE
8I - 9
CAMSHAFT POSITION SENSOR (Continued)
REPLACING OLD SENSOR WITH ORIGINAL
If the original camshaft position sensor is to be
removed and installed, such as when servicing the
timing chain, timing gears or timing chain cover, use
this procedure.
(1) Disconnect the sensor harness connector from
the sensor.
(2) Remove the sensor mounting bolt (Fig. 12).
(3) Carefully pry the sensor from the timing chain
case/cover in a rocking action with two small screwdrivers.
(4) Remove the sensor from vehicle.
(5) Check condition of sensor o-ring (Fig. 14).
Fig. 12 CMP Location - 8.0L
1 - CAMSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - TIMING CHAIN CASE/COVER
A thin plastic rib is molded into the face of the sensor (Fig. 13) to position the depth of sensor to the
upper cam gear (sprocket). This rib can be found on
both the new replacement sensors and sensors that
were originally installed to the engine. The first time
the engine has been operated, part of this rib may be
sheared (ground) off. Depending on parts tolerances,
some of the rib material may still be observed after
removal.
Fig. 14 Camshaft Sensor O-Ring—8.0L
1 - SLOTTED MOUNTING HOLE
2 - SCRIBE LINE
3 - CAMSHAFT POSITION SENSOR O-RING
REPLACING WITH NEW SENSOR
If a new replacement camshaft position sensor is to
be installed, use this procedure.
(1) Disconnect the sensor wiring harness connector
from sensor.
(2) Remove the sensor mounting bolt (Fig. 12).
(3) Carefully pry the sensor from the timing chain
case/cover in a rocking action with two small screwdrivers.
(4) Remove the sensor from vehicle.
INSTALLATION
Fig. 13 Sensor Depth Positioning Rib—8.0L V-10
Engine
1 - CAMSHAFT POSITION SENSOR
2 - PAPER SPACER
3 - RIB MATERIAL (FOR SENSOR DEPTH POSITIONING)
Refer to either of the following procedures; Replacing Old Sensor With Original, or Replacing With
New Sensor:
INSTALLATION - DIESEL
The camshaft position sensor (CMP) is located
below the fuel injection pump (Fig. 9). It is attached
to the back of the timing gear cover housing.
(1) Install new o-ring to CMP. Apply clean engine
oil to o-ring.
(2) Clean area around CMP mounting hole.
(3) To prevent tearing o-ring, install CMP into
gear housing using a twisting action.
8I - 10
IGNITION CONTROL
BR/BE
CAMSHAFT POSITION SENSOR (Continued)
(4) Install mounting bolt and tighten to 20 Nm (15
ft. lbs.) torque.
(5) Install electrical connector to CMP.
(6) Connect both negative cables to both batteries.
INSTALLATION - 5.9L
The camshaft position sensor is located in the distributor (Fig. 11).
(1) Install camshaft position sensor to distributor.
Align sensor into notch on distributor housing.
(2) Connect wiring harness.
(3) Install rotor.
(4) Install distributor cap. Tighten mounting
screws.
(5) Install air cleaner assembly.
INSTALLATION - 8.0L
If Replacing Old Sensor With Original
The camshaft position sensor is located on the timing chain case/cover on the left-front side of the
engine (Fig. 12).
When installing a used camshaft position sensor,
the sensor depth must be adjusted to prevent contact
with the camshaft gear (sprocket).
(1) Observe the face of the sensor. If any of the
original rib material remains (Fig. 13), it must be cut
down flush to the face of the sensor with a razor
knife. Remove only enough of the rib material until
the face of the sensor is flat. Do not remove more
material than necessary as damage to sensor may
result. Due to a high magnetic field and possible electrical damage to the sensor, never use an electric
grinder to remove material from sensor.
(2) From the parts department, obtain a peel-andstick paper spacer (Fig. 13). These special paper
spacers are of a certain thickness and are to be used
as a tool to set sensor depth.
(3) Clean the face of sensor and apply paper
spacer (Fig. 13).
(4) Apply a small amount of engine oil to the sensor o-ring (Fig. 14).
A low and high area are machined into the camshaft drive gear (Fig. 15). The sensor is positioned in
the timing gear cover so that a small air gap (Fig.
15) exists between the face of sensor and the high
machined area of cam gear.
Before the sensor is installed, the cam gear may
have to be rotated. This is to allow the high
machined area on the gear to be directly in front of
the sensor mounting hole opening on the timing gear
cover.
Do not install sensor with gear positioned at
low area (Fig. 16) or (Fig. 15). When the engine
is started, the sensor will be broken.
Fig. 15 Sensor Operation—8.0L V-10 Engine
1
2
3
4
5
- CAM DRIVE GEAR
- LOW MACHINED AREA
- HIGH MACHINED AREA
- CAMSHAFT POSITION SENSOR
- AIR GAP
(5) Using a 1/2 in. wide metal ruler, measure the
distance from the cam gear to the face of the sensor
mounting hole opening on the timing gear cover (Fig.
16).
(6) If the dimension is approximately 1.818 inches,
it is OK to install sensor. Proceed to step Step 9.
(7) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(8) Attach a socket to the vibration damper mounting bolt and rotate engine until the 1.818 inch
dimension is attained.
(9) Install the sensor into the timing case/cover
with a slight rocking action until the paper spacer
contacts the camshaft gear. Do not install the sensor
mounting bolt. Do not twist the sensor into position
as damage to the o-ring or tearing of the paper
spacer may result.
(10) Scratch a scribe line into the timing chain
case/cover to indicate depth of sensor (Fig. 14).
(11) Remove the sensor from timing chain case/
cover.
(12) Remove the paper spacer from the sensor.
This step must be followed to prevent the paper
spacer from getting into the engine lubrication system.
(13) Again, apply a small amount of engine oil to
sensor o-ring.
IGNITION CONTROL
BR/BE
8I - 11
CAMSHAFT POSITION SENSOR (Continued)
Fig. 16 Sensor Depth Dimensions
1
2
3
4
5
6
7
8
-
2.018'' DO NOT INSTALL SENSOR
SENSOR MOUNTING HOLE OPENING
SENSOR CENTER LINE
TIMING CHAIN COVER
1.818'' OK TO INSTALL SENSOR
CAM DRIVE GEAR
HIGH MACHINED AREA
LOW MACHINED AREA
(14) Again, install the sensor into the timing case/
cover with a slight rocking action until the sensor is
aligned to scribe line.
(15) Install sensor mounting bolt and tighten to 6
N·m (50 in. lbs.) torque.
(16) Connect engine wiring harness to sensor.
Replacing With a New Sensor
(1) Apply a small amount of engine oil to the sensor o-ring (Fig. 14).
A low and high area are machined into the camshaft drive gear (Fig. 15). The sensor is positioned in
the timing gear cover so that a small air gap (Fig.
15) exists between the face of sensor and the high
machined area of cam gear.
Before the sensor is installed, the cam gear may
have to be rotated. This is to allow the high
machined area on the gear to be directly in front of
the sensor mounting hole opening on the timing gear
cover.
Do not install sensor with gear positioned at
low area (Fig. 16) or (Fig. 15). When the engine
is started, the sensor will be broken.
(2) Using a 1/2 in. wide metal ruler, measure the
distance from the cam gear to the face of the sensor
mounting hole opening on the timing gear cover (Fig.
16).
(3) If the dimension is approximately 1.818 inches,
it is OK to install sensor. Proceed to step Step 9.
(4) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(5) Attach a socket to the vibration damper mounting bolt and rotate engine until the 1.818 inch
dimension is attained.
(6) Install the sensor into the timing case/cover
with a slight rocking action. Do not twist the sensor
into position as damage to the o-ring may result.
Push the sensor all the way into the cover until the
rib material on the sensor (Fig. 13) contacts the camshaft gear.
(7) Install the mounting bolt and tighten to 6 N·m
(50 in. lbs.) torque.
(8) Connect sensor wiring harness to engine harness.
When the engine is started, the rib material will be
sheared off the face of sensor. This will automatically
set sensor air gap.
DISTRIBUTOR
DESCRIPTION
All 5.9L engines are equipped with a camshaft
driven mechanical distributor (Fig. 17) containing a
shaft driven distributor rotor. All distributors are
equipped with an internal camshaft position (fuel
sync) sensor (Fig. 17).
Fig. 17 Distributor and Camshaft Position Sensor
1
2
3
4
-
SYNC SIGNAL GENERATOR
CAMSHAFT POSITION SENSOR
PULSE RING
DISTRIBUTOR ASSEMBLY
8I - 12
IGNITION CONTROL
BR/BE
DISTRIBUTOR (Continued)
OPERATION
The camshaft position sensor provides fuel injection synchronization and cylinder identification.
The distributor does not have built in centrifugal
or vacuum assisted advance. Base ignition timing
and all timing advance is controlled by the Powertrain Control Module (PCM). Because ignition timing
is controlled by the PCM, base ignition timing is
not adjustable.
The distributor is held to the engine in the conventional method using a holddown clamp and bolt.
Although the distributor can be rotated, it will
have no effect on ignition timing.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
REMOVAL
CAUTION: Base ignition timing is not adjustable on
any engine. Distributors do not have built in centrifugal or vacuum assisted advance. Base ignition
timing and timing advance are controlled by the
Powertrain Control Module (PCM). Because a conventional timing light can not be used to adjust distributor position after installation, note position of
distributor before removal.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
(4) Mark the position of distributor housing in
relationship to engine or dash panel. This is done to
aid in installation.
(5) Before distributor is removed, the number one
cylinder must be brought to the Top Dead Center
(TDC) firing position.
(6) Attach a socket to the Crankshaft Vibration
Damper mounting bolt.
(7) Slowly rotate engine clockwise, as viewed from
front, until indicating mark on crankshaft vibration
damper is aligned to 0 degree (TDC) mark on timing
chain cover (Fig. 18).
(8) The distributor rotor should now be aligned to
the CYL. NO. 1 alignment mark (stamped) into the
camshaft position sensor (Fig. 19). If not, rotate the
crankshaft through another complete 360 degree
turn. Note the position of the number one cylinder
spark plug cable (on the cap) in relation to rotor.
Rotor should now be aligned to this position.
Fig. 18 Damper-To-Cover Alignment Marks—Typical
1 - ALIGNMENT MARK
2 - TIMING CHAIN COVER MARKS
3 - CRANKSHAFT VIBRATION DAMPER
Fig. 19 Rotor Alignment Mark
1 - CAMSHAFT POSITION SENSOR ALIGNMENT MARK
2 - ROTOR
3 - DISTRIBUTOR
(9) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(10) Remove distributor rotor from distributor
shaft.
(11) Remove distributor holddown clamp bolt and
clamp (Fig. 20). Remove distributor from vehicle.
CAUTION: Do not crank engine with distributor
removed. Distributor/crankshaft relationship will be
lost.
BR/BE
IGNITION CONTROL
8I - 13
DISTRIBUTOR (Continued)
(7) Tighten clamp holddown bolt (Fig. 20) to 22.5
N·m (200 in. lbs.) torque.
(8) Connect camshaft position sensor wiring harness to main engine harness.
(9) Install distributor cap. Tighten mounting
screws.
(10) Refer to the following, Checking Distributor
Position.
Checking Distributor Position
To verify correct distributor rotational position, the
DRB scan tool must be used.
Fig. 20 Distributor Holddown Clamp
1 - CLAMP BOLT
2 - HOLDDOWN CLAMP
3 - DISTRIBUTOR HOUSING
INSTALLATION
If engine has been cranked while distributor is
removed, establish the relationship between distributor shaft and number one piston position as follows:
Rotate crankshaft in a clockwise direction, as
viewed from front, until number one cylinder piston
is at top of compression stroke (compression should
be felt on finger with number one spark plug
removed). Then continue to slowly rotate engine
clockwise until indicating mark (Fig. 18) is aligned to
0 degree (TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal
between distributor base and block.
(2) Lightly oil the rubber o-ring seal on the distributor housing.
(3) Install rotor to distributor shaft.
(4) Position distributor into engine to its original
position. Engage tongue of distributor shaft with slot
in distributor oil pump drive gear. Position rotor to
the number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.
(6) Rotate the distributor housing until rotor is
aligned to CYL. NO. 1 alignment mark on the camshaft position sensor (Fig. 19).
WARNING: WHEN PERFORMING THE FOLLOWING
TEST, THE ENGINE WILL BE RUNNING. BE CAREFUL NOT TO STAND IN LINE WITH THE FAN
BLADES OR FAN BELT. DO NOT WEAR LOOSE
CLOTHING.
(1) Connect DRB scan tool to data link connector.
The data link connector is located in passenger compartment, below and to left of steering column.
(2) Gain access to SET SYNC screen on DRB.
(3) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in “closed loop” mode).
(4) With engine running at idle speed, the words
IN RANGE should appear on screen along with 0°.
This indicates correct distributor position.
(5) If a plus (+) or a minus (-) is displayed next to
degree number, and/or the degree displayed is not
zero, loosen but do not remove distributor holddown
clamp bolt. Rotate distributor until IN RANGE
appears on screen. Continue to rotate distributor
until achieving as close to 0° as possible. After
adjustment, tighten clamp bolt to 22.5 N·m (200 in.
lbs.) torque.
The degree scale on SET SYNC screen of DRB is
referring to fuel synchronization only. It is not
referring to ignition timing. Because of this, do
not attempt to adjust ignition timing using this
method. Rotating distributor will have no effect on
ignition timing. All ignition timing values are controlled by powertrain control module (PCM).
After testing, install air cleaner assembly.
8I - 14
IGNITION CONTROL
BR/BE
DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers or damaged
rotor button (Fig. 21) or (Fig. 22). Also check for
white deposits on the inside (caused by condensation
entering the cap through cracks). Replace any cap
that displays charred or eroded terminals. The
machined surface of a terminal end (faces toward
rotor) will indicate some evidence of erosion from
normal operation. Examine the terminal ends for evidence of mechanical interference with the rotor tip.
Fig. 22 Cap Inspection—Internal—Typical
1 - CHARRED OR ERODED TERMINALS
2 - WORN OR DAMAGED ROTOR BUTTON
3 - CARBON PATH
Fig. 21 Cap Inspection—External—Typical
1
2
3
4
-
BROKEN TOWER
DISTRIBUTOR CAP
CARBON PATH
CRACK
DISTRIBUTOR ROTOR
DIAGNOSIS AND TESTING - DISTRIBUTOR
ROTOR
Visually inspect the rotor (Fig. 23) for cracks, evidence of corrosion or the effects of arcing on the
metal tip. Also check for evidence of mechanical
interference with the cap. Some charring is normal
on the end of the metal tip. The silicone-dielectricvarnish-compound applied to the rotor tip for radio
interference noise suppression, will appear charred.
This is normal. Do not remove the charred compound. Test the spring for insufficient tension.
Replace a rotor that displays any of these adverse
conditions.
Fig. 23 Rotor Inspection—Typical
1
2
3
4
-
INSUFFICIENT SPRING TENSION
CRACKS
EVIDENCE OF PHYSICAL CONTACT WITH CAP
ROTOR TIP CORRODED
IGNITION CONTROL
BR/BE
IGNITION COIL
DESCRIPTION
DESCRIPTION - 5.9L
A single
filled. The
compound.
tance that
engine.
ignition coil is used. The coil is not oil
coil windings are embedded in an epoxy
This provides heat and vibration resisallows the coil to be mounted on the
DESCRIPTION - 8.0L
Two separate coil packs containing a total of five
independent coils are attached to a common mounting bracket. They are located above the right engine
valve cover (Fig. 24). The coil packs are not oil filled.
The front coil pack contains three independent epoxy
filled coils. The rear coil pack contains two independent epoxy filled coils.
8I - 15
Base ignition timing is not adjustable on any
engine. By controlling the coil ground circuit, the
PCM is able to set the base timing and adjust the
ignition timing advance. This is done to meet changing engine operating conditions.
OPERATION - 8.0L
When one of the 5 independent coils discharges, it
fires two paired cylinders at the same time (one cylinder on compression stroke and the other cylinder
on exhaust stroke).
Coil firing is paired together on cylinders:
• Number 5 and 10
• Number 9 and 8
• Number 1 and 6
• Number 7 and 4
• Number 3 and 2
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.
Battery voltage is supplied to all of the ignition
coils positive terminals from the ASD relay. If the
PCM does not see a signal from the crankshaft and
camshaft sensors (indicating the ignition key is ON
but the engine is not running), it will shut down the
ASD circuit.
Base ignition timing is not adjustable on the
8.0L V-10 engine. By controlling the coil ground circuit, the PCM is able to set the base timing and
adjust the ignition timing advance. This is done to
meet changing engine operating conditions.
The PCM adjusts ignition timing based on inputs it
receives from:
• The engine coolant temperature sensor
• The crankshaft position sensor (engine speed)
• The manifold absolute pressure (MAP) sensor
• The throttle position sensor
• Transmission gear selection
REMOVAL
Fig. 24 Ignition Coil Packs—8.0L V-10 Engine
OPERATION
OPERATION - 5.9L
The Powertrain Control Module (PCM) opens and
closes the ignition coil ground circuit for ignition coil
operation.
Battery voltage is supplied to the ignition coil positive terminal from the ASD relay. If the PCM does
not see a signal from the crankshaft and camshaft
sensors (indicating the ignition key is ON but the
engine is not running), it will shut down the ASD circuit.
REMOVAL - 5.9L
The ignition coil is an epoxy filled type. If the coil
is replaced, it must be replaced with the same type.
5.9L V-8 HDC-Gas Engine: The coil is mounted to
a bracket that is bolted to the air injection pump
(AIR pump) mounting bracket (Fig. 25).
(1) Disconnect the primary wiring from the ignition coil.
(2) Disconnect the secondary spark plug cable from
the ignition coil.
(3) Remove ignition coil from coil mounting
bracket (two bolts).
8I - 16
IGNITION CONTROL
BR/BE
IGNITION COIL (Continued)
(3) Remove the four (4) coil pack-to-coil mounting
bracket bolts for the coil pack being serviced (Fig.
26).
(4) Remove coil(s) from mounting bracket.
INSTALLATION
INSTALLATION - 5.9L
The ignition coil is an epoxy filled type. If the coil
is replaced, it must be replaced with the same type.
(1) Install the ignition coil to coil bracket. If nuts
and bolts are used to secure coil to coil bracket,
tighten to 11 N·m (100 in. lbs.) torque. If the coil
mounting bracket has been tapped for coil mounting
bolts, tighten bolts to 5 N·m (50 in. lbs.) torque.
(2) Connect all wiring to ignition coil.
Fig. 25 Ignition Coil—5.9L V-8 HDC-Gas Engine
1
2
3
4
-
COIL MOUNTING BOLTS
IGNITION COIL
COIL ELEC. CONNECTOR
SECONDARY CABLE
REMOVAL - 8.0L
Two separate coil packs containing a total of five
independent coils are attached to a common mounting bracket located above the right engine valve
cover (Fig. 26). The front and rear coil packs can be
serviced separately.
INSTALLATION - 8.0L
(1) Position coil packs to mounting bracket (primary wiring connectors face downward).
(2) Install coil pack mounting bolts. Tighten bolts
to 10 N·m (90 in. lbs.) torque.
(3) Install coil pack-to-engine mounting bracket (if
necessary).
(4) Connect primary wiring connectors to coil
packs (four wire connector to front coil pack and
three wire connector to rear coil pack).
(5) Connect secondary spark plug cables to coil
packs. Refer to (Fig. 27) for correct cable order.
SPARK PLUG
DESCRIPTION
The 5.9L V-8 engines use resistor type spark plugs.
The 8.0L V-10 engine uses inductive type spark
plugs.
Spark plug resistance values range from 6,000 to
20,000 ohms (when checked with at least a 1000 volt
spark plug tester). Do not use an ohmmeter to
check the resistance values of the spark plugs.
Inaccurate readings will result.
OPERATION
Fig. 26 Ignition Coil Packs—8.0L V-10 Engine
(1) Remove the secondary spark plug cables from
the coil packs. Note position of cables before removal.
(2) Disconnect the primary wiring harness connectors at coil packs.
To prevent possible pre-ignition and/or mechanical
engine damage, the correct type/heat range/number
spark plug must be used.
Always use the recommended torque when tightening spark plugs. Incorrect torque can distort the
spark plug and change plug gap. It can also pull the
plug threads and do possible damage to both the
spark plug and the cylinder head.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken porcelain insulators. Keep plugs arranged in the order
BR/BE
IGNITION CONTROL
8I - 17
SPARK PLUG (Continued)
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
Fig. 28 Normal Operation and Cold (Carbon) Fouling
1 - NORMAL
2 - DRY BLACK DEPOSITS
3 - COLD (CARBON) FOULING
Fig. 27 Spark Plug Cable Order—8.0L V-10 Engine
in which they were removed from the engine. A single plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O, Lubrication and Maintenance
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Also refer to Spark Plug Conditions.
CAUTION: Never use a motorized wire wheel brush
to clean the spark plugs. Metallic deposits will
remain on the spark plug insulator and will cause
plug misfire.
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 28). There will not be evidence of electrode
burning. Gap growth will not average more than
approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation. Spark plugs that have normal
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the combustion chamber. Spark plug performance may be
affected by MMT deposits.
COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basically carbon (Fig. 28). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operating times (short trips).
WET FOULING OR GAS FOULING
A spark plug coated with excessive wet fuel or oil
is wet fouled. In older engines, worn piston rings,
leaking valve guide seals or excessive cylinder wear
can cause wet fouling. In new or recently overhauled
engines, wet fouling may occur before break-in (normal oil control) is achieved. This condition can usually be resolved by cleaning and reinstalling the
fouled plugs.
OIL OR ASH ENCRUSTED
If one or more spark plugs are oil or oil ash
encrusted (Fig. 29), evaluate engine condition for the
8I - 18
IGNITION CONTROL
BR/BE
SPARK PLUG (Continued)
cause of oil entry into that particular combustion
chamber.
Fig. 30 Electrode Gap Bridging
1 - GROUND ELECTRODE
2 - DEPOSITS
3 - CENTER ELECTRODE
Fig. 29 Oil or Ash Encrusted
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose
deposits in the combustion chamber. These deposits
accumulate on the spark plugs during continuous
stop-and-go driving. When the engine is suddenly
subjected to a high torque load, deposits partially liquefy and bridge the gap between electrodes (Fig. 30).
This short circuits the electrodes. Spark plugs with
electrode gap bridging can be cleaned using standard
procedures.
Fig. 31 Scavenger Deposits
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yellow (Fig. 31). They may appear to be harmful, but
this is a normal condition caused by chemical additives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumulation on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
plugs with scavenger deposits can be considered normal in condition and can be cleaned using standard
procedures.
CHIPPED ELECTRODE INSULATOR
A chipped electrode insulator usually results from
bending the center electrode while adjusting the
spark plug electrode gap. Under certain conditions,
severe detonation can also separate the insulator
from the center electrode (Fig. 32). Spark plugs with
this condition must be replaced.
1 - GROUND ELECTRODE COVERED WITH WHITE OR
YELLOW DEPOSITS
2 - CENTER ELECTRODE
PREIGNITION DAMAGE
Preignition damage is usually caused by excessive
combustion chamber temperature. The center electrode dissolves first and the ground electrode dissolves somewhat latter (Fig. 33). Insulators appear
relatively deposit free. Determine if the spark plug
has the correct heat range rating for the engine.
Determine if ignition timing is over advanced or if
other operating conditions are causing engine overheating. (The heat range rating refers to the operating temperature of a particular type spark plug.
Spark plugs are designed to operate within specific
temperature ranges. This depends upon the thickness and length of the center electrodes porcelain
insulator.)
IGNITION CONTROL
BR/BE
8I - 19
SPARK PLUG (Continued)
Fig. 32 Chipped Electrode Insulator
1 - GROUND ELECTRODE
2 - CENTER ELECTRODE
3 - CHIPPED INSULATOR
Fig. 34 Spark Plug Overheating
1 - BLISTERED WHITE OR GRAY COLORED INSULATOR
REMOVAL
On 5.9L engines, spark plug cable heat shields are
pressed into the cylinder head to surround each cable
boot and spark plug (Fig. 35).
Fig. 33 Preignition Damage
1 - GROUND ELECTRODE STARTING TO DISSOLVE
2 - CENTER ELECTRODE DISSOLVED
Fig. 35 Heat Shields—5.9L Engines
SPARK PLUG OVERHEATING
Overheating is indicated by a white or gray center
electrode insulator that also appears blistered (Fig.
34). The increase in electrode gap will be considerably in excess of 0.001 inch per 2000 miles of operation. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition
timing, detonation and cooling system malfunctions
can also cause spark plug overheating.
1 - AIR GAP
2 - SPARK PLUG BOOT HEAT SHIELD
(1) Always remove spark plug or ignition coil
cables by grasping at the cable boot (Fig. 37). Turn
the cable boot 1/2 turn and pull straight back in a
steady motion. Never pull directly on the cable.
Internal damage to cable will result.
8I - 20
IGNITION CONTROL
BR/BE
SPARK PLUG (Continued)
(2) Prior to removing the spark plug, spray compressed air around the spark plug hole and the area
around the spark plug. This will help prevent foreign
material from entering the combustion chamber.
(3) Remove the spark plug using a quality socket
with a rubber or foam insert.
(4) Inspect the spark plug condition. Refer to
Spark Plug Condition in the Diagnostics and Testing
section of this group.
CLEANING
The plugs may be cleaned using commercially
available spark plug cleaning equipment. After cleaning, file center electrode flat with a small point file or
jewelers file before adjusting gap.
CAUTION: Never use a motorized wire wheel brush
to clean spark plugs. Metallic deposits will remain
on spark plug insulator and will cause plug misfire.
INSTALLATION
Special care should be taken when installing spark
plugs into the cylinder head spark plug wells. Be
sure the plugs do not drop into the plug wells as electrodes can be damaged.
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a
change in the spark plug gap or a cracked porcelain
insulator.
When replacing the spark plug and ignition coil
cables, route the cables correctly and secure them in
the appropriate retainers. Failure to route the cables
properly can cause the radio to reproduce ignition
noise. It could cause cross ignition of the spark plugs
or short circuit the cables to ground.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs to 35-41 N·m (26-30 ft.
lbs.) torque.
(3) Install spark plug cables over spark plugs.
DIAGNOSIS AND TESTING - SPARK PLUG
CABLES
Cable routing is important on certain engines. To
prevent possible ignition crossfire, be sure the cables
are clipped into the plastic routing looms. Try to prevent any one cable from contacting another. Before
removing cables, note their original location and
routing. Never allow one cable to be twisted around
another.
Check the spark plug cable connections for good
contact at the coil(s), distributor cap towers, and
spark plugs. Terminals should be fully seated. The
insulators should be in good condition and should fit
tightly on the coil, distributor and spark plugs. Spark
plug cables with insulators that are cracked or torn
must be replaced.
Clean high voltage ignition cables with a cloth
moistened with a non-flammable solvent. Wipe the
cables dry. Check for brittle or cracked insulation.
On 5.9L engines, spark plug cable heat shields are
pressed into the cylinder head to surround each
spark plug cable boot and spark plug (Fig. 36). These
shields protect the spark plug boots from damage
(due to intense engine heat generated by the exhaust
manifolds) and should not be removed. After the
spark plug cable has been installed, the lip of the
cable boot should have a small air gap to the top of
the heat shield (Fig. 36).
SPARK PLUG CABLE
DESCRIPTION
Spark plug cables are sometimes referred to as secondary ignition wires.
Fig. 36 Heat Shields—5.9L Engines
1 - AIR GAP
2 - SPARK PLUG BOOT HEAT SHIELD
OPERATION
The spark plug cables transfer electrical current
from the ignition coil(s) and/or distributor, to individual spark plugs at each cylinder. The resistive spark
plug cables are of nonmetallic construction. The
cables provide suppression of radio frequency emissions from the ignition system.
TESTING
When testing secondary cables for damage with an
oscilloscope, follow the instructions of the equipment
manufacturer.
If an oscilloscope is not available, spark plug cables
may be tested as follows:
IGNITION CONTROL
BR/BE
8I - 21
SPARK PLUG CABLE (Continued)
CAUTION: Do not leave any one spark plug cable
disconnected for longer than necessary during testing. This may cause possible heat damage to the
catalytic converter. Total test time must not exceed
ten minutes.
With the engine running, remove spark plug cable
from spark plug (one at a time) and hold next to a
good engine ground. If the cable and spark plug are
in good condition, the engine rpm should drop and
the engine will run poorly. If engine rpm does not
drop, the cable and/or spark plug may not be operating properly and should be replaced. Also check
engine cylinder compression.
With the engine not running, connect one end of a
test probe to a good ground. Start the engine and run
the other end of the test probe along the entire
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
from the damaged area to the test probe. The cable
running from the ignition coil to the distributor cap
can be checked in the same manner. Cracked, damaged or faulty cables should be replaced with resistance type cable. This can be identified by the words
ELECTRONIC SUPPRESSION printed on the cable
jacket.
Use an ohmmeter to test for open circuits, excessive resistance or loose terminals. If equipped,
remove the distributor cap from the distributor. Do
not remove cables from cap. Remove cable from
spark plug. Connect ohmmeter to spark plug terminal end of cable and to corresponding electrode in
distributor cap. Resistance should be 250 to 1000
Ohms per inch of cable. If not, remove cable from distributor cap tower and connect ohmmeter to the terminal ends of cable. If resistance is not within
specifications as found in the SPARK PLUG CABLE
RESISTANCE chart, replace the cable. Test all spark
plug cables in this manner.
Resistance chart, replace the cable. Inspect the ignition coil tower for cracks, burns or corrosion.
REMOVAL
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose
(Fig. 37). Grasp the boot (not the cable) and pull it
off with a steady, even force.
Fig. 37 Cable Removal
1
2
3
4
-
SPARK PLUG CABLE AND BOOT
SPARK PLUG BOOT PULLER
TWIST AND PULL
SPARK PLUG
INSTALLATION
Install cables into the proper engine cylinder firing
order (Fig. 38) or (Fig. 39).
SPARK PLUG CABLE RESISTANCE
MINIMUM
MAXIMUM
250 Ohms Per Inch
1000 Ohms Per Inch
3000 Ohms Per Foot
12,000 Ohms Per Foot
To test ignition coil-to-distributor cap cable, do not
remove the cable from the cap. Connect ohmmeter to
rotor button (center contact) of distributor cap and
terminal at ignition coil end of cable. If resistance is
not within specifications as found in the Spark Plug
Cable Resistance chart, remove the cable from the
distributor cap. Connect the ohmmeter to the terminal ends of the cable. If resistance is not within specifications as found in the Spark Plug Cable
Fig. 38 Engine Firing Order—5.9L V-8 Engines
8I - 22
IGNITION CONTROL
BR/BE
SPARK PLUG CABLE (Continued)
When replacing the spark plug and coil cables,
route the cables correctly and secure in the proper
retainers. Failure to route the cables properly can
cause the radio to reproduce ignition noise. It could
also cause cross ignition of the plugs or short circuit
the cables to ground.
When installing new cables, make sure a positive
connection is made. A snap should be felt when a
good connection is made between the plug cable and
the distributor cap tower.
Fig. 39 Spark Plug Cable Order—8.0L V-10 Engine
INSTRUMENT CLUSTER
BR/BE
8J - 1
INSTRUMENT CLUSTER
TABLE OF CONTENTS
page
INSTRUMENT CLUSTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 10
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
ABS INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
AIRBAG INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
BRAKE/PARK BRAKE INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DIAGNOSIS AND TESTING - BRAKE
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 16
CHECK GAUGES INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
CRUISE INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ENGINE TEMPERATURE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
FUEL GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
GEAR SELECTOR INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
HIGH BEAM INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
DIAGNOSIS AND TESTING - HIGH BEAM
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 21
LOW FUEL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
MALFUNCTION INDICATOR LAMP MIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ODOMETER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
page
OIL PRESSURE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
OVERDRIVE OFF INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SEATBELT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SERVICE REMINDER INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SHIFT INDICATOR (TRANSFER CASE)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FOUR-WHEEL
DRIVE INDICATOR
..................
SPEEDOMETER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
TACHOMETER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
TRANS OVERTEMP INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
TURN SIGNAL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TURN SIGNAL
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . .
UPSHIFT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
VOLTAGE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
WAIT-TO-START INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
WASHER FLUID INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - WASHER FLUID
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . .
WATER-IN-FUEL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
. . 25
. . 25
. . 26
. . 26
. . 27
. . 27
. . 27
. . 28
. . 28
. . 28
. . 29
. . 29
. . 30
. . 30
. . 30
. . 31
. . 31
. . 32
. . 32
. . 32
. . 32
. . 33
. . 33
. . 33
. . 34
. . 34
. . 35
. . 35
. . 35
. . 36
. . 36
8J - 2
INSTRUMENT CLUSTER
INSTRUMENT CLUSTER
DESCRIPTION
Fig. 1 Instrument Cluster Components
1
2
3
4
5
6
7
-
COVER
HOUSING
MASK AND GAUGES
HOOD
LENS
CIRCUIT BOARD
ODOMETER RESET BUTTON
The instrument cluster for this model is an ElectroMechanical Instrument Cluster (EMIC) module
that is located in the instrument panel above the
steering column opening, directly in front of the
driver (Fig. 1). The EMIC gauges and indicators are
protected by an integral clear plastic cluster lens,
and are visible through a dedicated opening in the
cluster bezel on the instrument panel. Just behind
the cluster lens is the cluster hood. The cluster hood
serves as a visor and shields the face of the cluster
from ambient light and reflections to reduce glare.
Behind the cluster hood is the cluster overlay and
gauges. The overlay is a multi-layered unit. The
dark, visible surface of the outer layer of the overlay
is marked with all of the gauge identification and
graduations, but this layer is also translucent. The
darkness of this outer layer prevents the cluster from
appearing cluttered or busy by concealing the cluster
indicators that are not illuminated, while the translucence of this layer allows those indicators and icons
that are illuminated to be readily visible. The underlying layer of the overlay is opaque and allows light
from the various indicators and illumination lamps
behind it to be visible through the outer layer of the
overlay only through predetermined cutouts. On the
lower edge of the cluster lens just left of center, the
odometer/trip odometer switch knob protrudes
BR/BE
through a dedicated hole in the lens. The remainder
of the EMIC, including the mounts and the electrical
connections, are concealed behind the cluster bezel.
The molded plastic EMIC housing has four integral
mounting tabs, two each on the upper and lower
edges of the housing. The EMIC is secured to the
molded plastic instrument panel cluster carrier with
four screws. All electrical connections to the EMIC
are made at the back of the cluster housing through
two take outs of the instrument panel wire harness,
each equipped with a self-docking connector.
A single EMIC module is offered on this model.
This module utilizes integrated circuitry and information carried on the Chrysler Collision Detection
(CCD) data bus network for control of all gauges and
many of the indicators. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/COMMUNICATION - DESCRIPTION). The EMIC also uses
several hard wired inputs in order to perform its
many functions. In addition to instrumentation and
indicators, the EMIC has hardware and/or software
to support the following functions:
• Chime Warning Requests - The EMIC sends
chime tone requests over a hard wired circuit to the
Central Timer Module (CTM) when it monitors certain conditions or inputs. The CTM replaces the
chime or buzzer module and performs the functions
necessary to provide audible alerts that are synchronized with the visual alerts provided by the EMIC.
(Refer to 8 - ELECTRICAL/CHIME/BUZZER DESCRIPTION).
• Vacuum Fluorescent Display (VFD) Dimming Service - The EMIC performs the functions
necessary to eliminate the need for a separate VFD
dimming module by providing control and synchronization of the illumination intensity of all vacuum fluorescent displays in the vehicle, as well as a parade
mode.
The EMIC module incorporates a blue-green digital
VFD for displaying odometer and trip odometer information, as well as the amber cruise-on indicator display function. Some variations of the EMIC are
necessary to support optional equipment and regulatory requirements. The EMIC includes the following
analog gauges:
• Coolant Temperature Gauge
• Fuel Gauge
• Oil Pressure Gauge
• Speedometer
• Tachometer
• Voltage Gauge
The EMIC also includes provisions for the following indicators:
• Airbag Indicator
• Antilock Brake System (ABS) Indicator
• Brake Indicator
INSTRUMENT CLUSTER
BR/BE
8J - 3
INSTRUMENT CLUSTER (Continued)
• Check Gauges Indicator
• Cruise Indicator (Odometer VFD)
• Four-Wheel Drive Indicator
• High Beam Indicator
• Low Fuel Indicator
• Washer Fluid Indicator
• Malfunction Indicator Lamp (MIL)
• Overdrive-Off Indicator
• Seatbelt Indicator
• Service Reminder Indicator (SRI)
• Transmission Overtemp Indicator
• Turn Signal (Right and Left) Indicators
• Upshift Indicator
• Wait-To-Start Indicator (Diesel Only)
• Water-In-Fuel Indicator (Diesel Only)
Some of these indicators are either programmable
or automatically configured when the EMIC is connected to the vehicle electrical system. This feature
allows those indicators to be activated or deactivated
for compatibility with certain optional equipment.
The EMIC also includes a provision for mounting the
automatic transmission gear selector indicator in the
lower right corner of the cluster. The spring-loaded,
cable driven, mechanical gear selector indicator gives
an indication of the transmission gear that has been
selected with the automatic transmission gear selector lever. The gear selector indicator pointer is easily
visible through an opening provided in the front of
the cluster overlay, and is also lighted by the cluster
illumination lamps for visibility at night. Models
equipped with a manual transmission have a blockout plate installed in place of the gear selector indicator.
Cluster illumination is accomplished by adjustable
incandescent back lighting, which illuminates the
gauges for visibility when the exterior lighting is
turned on. The EMIC high beam indicator, turn signal indicators, and wait-to-start indicator are also
illuminated by dedicated incandescent bulbs. The
remaining indicators in the EMIC are each illuminated by a dedicated Light Emitting Diode (LED)
that is soldered onto the electronic circuit board.
Each of the incandescent bulbs is secured by an integral bulb holder to the electronic circuit board from
the back of the cluster housing.
Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be connected to each other, to the vehicle electrical system
and to the EMIC through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring information. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and retention, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
The EMIC modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator,
the VFD, the electronic circuit board, the circuit
board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC module must be replaced. The cluster lens and hood unit,
the rear cluster housing cover, the automatic transmission gear selector indicator, and the incandescent
lamp bulbs with holders are available for individual
service replacement.
OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
is designed to allow the vehicle operator to monitor
the conditions of many of the vehicle components and
operating systems. The gauges and indicators in the
EMIC provide valuable information about the various
standard and optional powertrains, fuel and emissions systems, cooling systems, lighting systems,
safety systems and many other convenience items.
The EMIC is installed in the instrument panel so
that all of these monitors can be easily viewed by the
vehicle operator when driving, while still allowing
relative ease of access for service. The microprocessor-based EMIC hardware and software uses various
inputs to control the gauges and indicators visible on
the face of the cluster. Some of these inputs are hard
wired, but most are in the form of electronic messages that are transmitted by other electronic modules over the Chrysler Collision Detection (CCD) data
bus network. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/COMMUNICATION
- OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating conditions. These algorithms are designed to provide
gauge readings during normal operation that are consistent with customer expectations. However, when
abnormal conditions exist, such as low/high battery
voltage, low oil pressure, or high coolant temperature, the algorithm drives the gauge pointer to an
extreme position and the microprocessor turns on the
Check Gauges indicator to provide a distinct visual
indication of a problem to the vehicle operator. The
instrument cluster circuitry may also generate a
hard wired chime tone request to the Central Timer
Module (CTM) when it monitors certain conditions or
inputs, in order to provide the vehicle operator with
an audible alert.
8J - 4
INSTRUMENT CLUSTER
BR/BE
INSTRUMENT CLUSTER (Continued)
The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Junction
Block (JB) on a non-switched fused B(+) circuit, and
on battery current received through a fused ignition
switch output (st-run) fuse in the JB on a fused ignition switch output (st-run) circuit. This arrangement
allows the EMIC to provide some features regardless
of the ignition switch position, while other features
will operate only with the ignition switch in the Start
or On positions. The EMIC circuitry is grounded
through two separate ground circuits located in one
of the two instrument cluster connectors and take
outs of the instrument panel wire harness. One
ground circuit receives ground through a take out
with an eyelet terminal connector of the instrument
panel wire harness that is secured by a nut to a
ground stud located on the left instrument panel end
bracket, while the other ground circuit receives
ground through a take out with an eyelet terminal
connector of the instrument panel wire harness that
is secured by a nut to a ground stud located on the
back of the instrument panel armature above the
inboard side of the instrument panel steering column
opening.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the CCD bus message-controlled functions of the cluster by lighting
the appropriate indicators and positioning the gauge
needles at several predetermined locations on the
gauge faces in a prescribed sequence. (Refer to 8 ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). See the owner’s manual in the
vehicle glove box for more information on the features, use and operation of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry when the ignition switch is in the On
or Start positions. With the ignition switch in the Off
position battery current is not supplied to any
gauges, and the EMIC circuitry is programmed to
move all of the gauge needles back to the low end of
their respective scales. Therefore, the gauges do not
accurately indicate any vehicle condition unless the
ignition switch is in the On or Start positions. All of
the EMIC gauges, except the odometer, are air core
magnetic units. Two fixed electromagnetic coils are
located within each gauge. These coils are wrapped
at right angles to each other around a movable permanent magnet. The movable magnet is suspended
within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the
shaft. One of the coils has a fixed current flowing
through it to maintain a constant magnetic field
strength. Current flow through the second coil
changes, which causes changes in its magnetic field
strength. The current flowing through the second coil
is changed by the EMIC circuitry in response to messages received over the CCD data bus. The gauge
needle moves as the movable permanent magnet
aligns itself to the changing magnetic fields created
around it by the electromagnets.
The gauges are diagnosed using the EMIC self-diagnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that control each gauge require the use of a DRBIIIt scan
tool. Refer to the appropriate diagnostic information.
Specific operation details for each gauge may be
found elsewhere in this service manual.
VACUUM-FLUORESCENT DISPLAY
The Vacuum-Fluorescent Display (VFD) module is
soldered to the EMIC circuit board. The display is
active with the ignition switch in the On or Start
positions, and inactive when the ignition switch is in
any other position. The VFD has several display
capabilities including odometer, trip odometer, and
an amber “CRUISE” indication whenever the
optional speed control system is turned On. The
cruise indicator function of the VFD is automatically
enabled or disabled by the EMIC circuitry based
upon whether the vehicle is equipped with the speed
control option. An odometer/trip odometer switch on
the EMIC circuit board is used to control several of
the display modes. This switch is actuated manually
by depressing the odometer/trip odometer switch
knob that extends through the lower edge of the cluster lens, just right of center. Actuating this switch
momentarily with the ignition switch in the On position will toggle the VFD between the odometer and
trip odometer modes. The word “TRIP” will also
appear in blue-green text when the VFD trip odometer mode is active. Depressing the switch button for
about two seconds while the VFD is in the trip odometer mode will reset the trip odometer value to zero.
Holding this switch depressed while turning the ignition switch from the Off position to the On position
will activate the EMIC self-diagnostic actuator test.
The EMIC will automatically flash the odometer or
trip odometer information on and off if there is a loss
of CCD data bus communication. The VFD will also
display various information used in several diagnostic procedures. Refer to the appropriate diagnostic
information for additional details on this VFD function.
The VFD is diagnosed using the EMIC self-diagnostic actuator test. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that con-
BR/BE
INSTRUMENT CLUSTER
8J - 5
INSTRUMENT CLUSTER (Continued)
trol some of the VFD functions requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information. Specific operation details for the
odometer and trip odometer functions of the VFD
may be found elsewhere in this service manual.
INDICATORS
Indicators are located in various positions within
the EMIC and are all connected to the EMIC circuit
board. The four-wheel drive indicator, high beam
indicator, washer fluid indicator, turn signal indicators, and wait-to-start indicator are hard wired. The
brake indicator is controlled by CCD data bus messages from the Controller Anti-lock Brake (CAB) and
the hard wired park brake switch input to the EMIC.
The seatbelt indicator is controlled by the EMIC programming, CCD data bus messages from the Airbag
Control Module (ACM), and the hard wired seat belt
switch input to the EMIC. The Malfunction Indicator
Lamp (MIL) is normally controlled by CCD data bus
messages from the Powertrain Control Module
(PCM); however, if the EMIC loses CCD data bus
communications, the EMIC circuitry will automatically turn the MIL on, and flash the odometer VFD
on and off repeatedly until CCD data bus communication is restored. The EMIC uses CCD data bus
messages from the Powertrain Control Module
(PCM), the diesel engine only Engine Control Module
(ECM), the ACM, and the CAB to control all of the
remaining indicators. Different indicators are controlled by different strategies; some receive fused
ignition switch output from the EMIC circuitry cluster and have a switched ground, while others are
grounded through the EMIC circuitry and have a
switched battery feed.
In addition, certain indicators in this instrument
cluster are programmable or configurable. This feature allows the programmable indicators to be activated or deactivated with a DRBIIIt scan tool, while
the configurable indicators will be automatically
enabled or disabled by the EMIC circuitry for compatibility with certain optional equipment. The only
programmable indicator for this model is the upshift
indicator. The cruise indicator, four-wheel drive indicator, overdrive-off indicator, service reminder indicator, and the transmission overtemp indicator are
automatically configured, either electronically or
mechanically.
The hard wired indicators are diagnosed using conventional diagnostic methods. The EMIC and CCD
bus message controlled indicator lamps are diagnosed
using the EMIC self-diagnostic actuator test. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER DIAGNOSIS AND TESTING). Proper testing of the
CCD data bus and the data bus message inputs to
the EMIC that control each indicator lamp require
the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information. Specific operation
details for each indicator may be found elsewhere in
this service manual.
CLUSTER ILLUMINATION
The EMIC has several illumination lamps that are
illuminated when the exterior lighting is turned on
with the headlamp switch. The illumination brightness of these lamps is adjusted by the panel lamps
dimmer rheostat when the headlamp switch thumbwheel is rotated (down to dim, up to brighten). The
illumination lamps receive battery current through
the panel lamps dimmer rheostat and a fuse in the
JB on a fused panel lamps dimmer switch signal circuit. The illumination lamps are grounded at all
times.
In addition, an analog/digital (A/D) converter in
the EMIC converts the analog panel lamps dimmer
rheostat input from the headlamp switch to a digital
dimming level signal for controlling the lighting level
of the VFD. The EMIC also broadcasts this digital
dimming information as a message over the CCD
data bus for use by the Compass Mini-Trip Computer
(CMTC) in synchronizing the lighting level of its
VFD with that of the EMIC. The headlamp switch
thumbwheel also has a Parade position to provide a
parade mode. The EMIC monitors the request for
this mode through a hard wired day brightness sense
circuit input from the headlamp switch. In this mode,
the EMIC will override the selected panel dimmer
switch signal and send a message over the CCD data
bus to illuminate all vacuum fluorescent displays at
full brightness for easier visibility when driving in
daylight with the exterior lighting turned on. The
parade mode has no effect on the incandescent bulb
illumination intensity.
The hard wired cluster illumination lamps are
diagnosed using conventional diagnostic methods.
Proper testing of the VFD dimming level and the
CCD data bus dimming level message functions
requires the use of a DRBIIIt scan tool. Refer to the
appropriate diagnostic information.
CHIME WARNING REQUESTS
The EMIC is programmed to request chime service
from the Central Timer Module (CTM) when certain
indicator lamps are illuminated. When the programmed conditions are met, the EMIC generates a
chime request signal and sends it over a hard wired
tone request circuit to the CTM. Upon receiving the
proper chime request, the CTM activates an integral
chime tone generator to provide the audible chime
tone to the vehicle operator. (Refer to 8 - ELECTRICAL/CHIME/BUZZER - OPERATION). Proper testing of the CTM and the EMIC chime requests
8J - 6
INSTRUMENT CLUSTER
BR/BE
INSTRUMENT CLUSTER (Continued)
requires the use of a DRBIIIt scan tool. Refer to the
appropriate diagnostic information.
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER
If all of the instrument cluster gauges and/or indicators are inoperative, refer to PRELIMINARY
DIAGNOSIS . If an individual gauge or Chrysler Collision Detection (CCD) data bus message-controlled
indicator is inoperative, refer to ACTUATOR TEST .
If an individual hard wired indicator is inoperative,
refer to the diagnosis and testing information for
that specific indicator. If the instrument cluster
chime warning request function is inoperative, refer
to CHIME WARNING REQUEST DIAGNOSIS . If
the instrument cluster illumination lighting is inoperative, refer to CLUSTER ILLUMINATION DIAGNOSIS . If the instrument cluster VacuumFluorescent Display (VFD) dimmer service is
inoperative, use a DRBIIIt scan tool to diagnose the
problem. Refer to the appropriate diagnostic procedures. Refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pinout information and location views for the various
wire harness connectors, splices and grounds.
NOTE: Certain indicators in this instrument cluster
are programmable. This feature allows those indicators to be activated or deactivated with a DRBIIIT
scan tool for compatibility with certain optional
equipment. If the problem being diagnosed involves
improper illumination of the upshift indicator, use a
DRBIIIT scan tool to be certain that the instrument
cluster has been programmed with the proper vehicle equipment option settings.
PRELIMINARY DIAGNOSIS
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) If the indicators operate, but none of the
gauges operate, go to Step 2. If all of the gauges and
the CCD data bus message-controlled indicators are
inoperative, go to Step 5.
(2) Check the fused B(+) fuse (Fuse 14 - 10
ampere) in the Junction Block (JB). If OK, go to Step
3. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(3) Check for battery voltage at the fused B(+) fuse
(Fuse 14 - 10 ampere) in the JB. If OK, go to Step 4.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(4) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. Connect the
battery negative cable. Check for battery voltage at
the fused B(+) circuit cavity of the instrument panel
wire harness connector (Connector C1) for the instrument cluster. If OK, refer to ACTUATOR TEST . If
not OK, repair the open fused B(+) circuit between
the instrument cluster and the JB as required.
(5) Check the fused ignition switch output (st-run)
fuse (Fuse 17 - 10 ampere) in the JB. If OK, go to
Step 6. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) fuse (Fuse 17 - 10 ampere) in the JB.
If OK, go to Step 7. If not OK, repair the open fused
ignition switch output (st-run) circuit between the
instrument cluster and the JB as required.
(7) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Reinstall the instrument cluster. Reconnect the battery negative cable. Turn the ignition switch to the
On position. Set the park brake. The brake indicator
in the instrument cluster should light. If OK, go to
Step 8. If not OK, go to Step 9.
(8) Turn the ignition switch to the Off position.
Turn on the park lamps and adjust the panel lamps
dimmer thumbwheel in the headlamp switch to the
full bright position. The cluster illumination lamps
should light. If OK, go to Step 10. If not OK, repair
the open ground circuit (Z3) between the instrument
cluster and ground (G201) as required.
(9) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the instrument cluster. Connect the battery
negative cable. Turn the ignition switch to the On
position. Check for battery voltage at the fused ignition switch output (st-run) circuit cavity of the
instrument panel wire harness connector (Connector
C1). If OK, refer to ACTUATOR TEST . If not OK,
repair the open fused ignition switch output (st-run)
circuit between the instrument cluster and the JB as
required.
INSTRUMENT CLUSTER
BR/BE
8J - 7
INSTRUMENT CLUSTER (Continued)
(10) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. Check for continuity between the ground circuit (Z2) cavity of the
instrument panel wire harness connector (Connector
C1) and a good ground. There should be continuity. If
OK, refer to ACTUATOR TEST . If not OK, repair
the open ground circuit to ground (G200) as required.
ACTUATOR TEST
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
The instrument cluster actuator test will put the
instrument cluster into its self-diagnostic mode. In
this mode the instrument cluster can perform a selfdiagnostic test that will confirm that the instrument
cluster circuitry, the gauges, and the CCD data bus
message-controlled indicators are capable of operating as designed. During the actuator test the instrument cluster circuitry position each of the gauge
needles at various calibration points, illuminate each
of the segments in the Vacuum-Fluorescent Display
(VFD), and turn all of the CCD data bus messagecontrolled indicators on and off.
Successful completion of the actuator test will confirm that the instrument cluster is operational. However, there may still be a problem with the CCD data
bus, the Powertrain Control Module (PCM), the
Engine Control Module (ECM), the Airbag Control
Module (ACM), the Controller Anti-lock Brake (CAB),
or the inputs to one of these electronic control modules. Use a DRBIIIt scan tool to diagnose these components. Refer to the appropriate diagnostic
information.
(1) Begin the test with the ignition switch in the
Off position.
(2) Depress the odometer/trip odometer switch button.
(3) While still holding the odometer/trip odometer
switch button depressed, turn the ignition switch to
the On position, but do not start the engine.
(4) Keep the odometer/trip odometer switch button
depressed for about ten seconds, until CHEC
appears in the odometer display, then release the
odometer/trip odometer switch button.
(5) A series of three-digit numeric failure messages
may appear in the odometer display, depending upon
the failure mode. If a failure message appears, refer
to the Instrument Cluster Failure Message chart for
the description and proper correction. If no failure
message appears, the actuator test will proceed as
described in Step 6.
INSTRUMENT CLUSTER FAILURE MESSAGE
Message
Description
Correction
110
A failure has been identified in the cluster
CPU, RAM, or EEPROM.
1. Replace the faulty cluster.
900
The CCD data bus is not operational.
1. Check
cluster.
2. Check
3. Check
4. Check
5. Check
the CCD data bus connections at the
the
the
the
the
cluster fuses.
CCD data bus bias.
CCD data bus voltage.
CCD data bus terminations.
920
The cluster is not receiving a vehicle speed
message from the PCM.
1. Check the PCM software level and reflash if
required.
2. Use a DRBIIIT scan tool to verify that the
vehicle speed message is being sent by the
PCM.
921
The cluster is not receiving a distance pulse
message from the PCM.
1. Check the PCM software level and reflash if
required.
2. Use a DRBIIIT scan tool to verify that the
distance pulse message is being sent by the
PCM.
8J - 8
INSTRUMENT CLUSTER
BR/BE
INSTRUMENT CLUSTER (Continued)
INSTRUMENT CLUSTER FAILURE MESSAGE
Message
Description
Correction
940
The cluster is not receiving an airbag lamp-on
message from the ACM.
1. Check the CCD data bus connections at the
ACM.
2. Check the ACM fuse.
950
The cluster is not receiving an ABS lamp-on
message from the CAB.
1. Check the CCD data bus connections at the
CAB.
2. Check the CAB fuse.
999
An error has been discovered.
1. Record the failure message.
2. Depress the trip odometer reset button to
continue the Self-Diagnostic Test.
(6) The instrument cluster will begin the Vacuum
Fluorescent Display (VFD) walking segment test.
This test will require the operator to visually inspect
each VFD segment as it is displayed to determine a
pass or fail condition. First, all of the segments will
be illuminated at once; then, each individual segment
of the VFD will be illuminated in sequence. If any
segment in the display fails to illuminate, repeat the
test to confirm the failure. If the failure is confirmed,
replace the faulty instrument cluster. Following completion of the VFD walking segment test, the actuator test will proceed as described in Step 7.
(7) The instrument cluster will perform a bulb
check of each indicator that the instrument cluster
circuitry controls. If the wait-to-start indicator does
not illuminate during this test, the instrument cluster should be removed. However, check that the
incandescent bulb is not faulty and that the bulb
holder is properly installed on the instrument cluster
electronic circuit board before considering instrument
cluster replacement. If the bulb and bulb holder
check OK, replace the faulty instrument cluster.
Each of the remaining instrument cluster circuitry
controlled indicators except the cruise indicator are
illuminated by a Light Emitting Diode (LED). If an
LED or the cruise indicator in the VFD, fails to illuminate during this test, the instrument cluster must
be replaced. Following the bulb check test, the actuator test will proceed as described in Step 8.
(8) The instrument cluster will perform a gauge
actuator test. In this test the instrument cluster circuitry positions each of the gauge needles at three
different calibration points, then returns the gauge
needles to their relaxed positions. If an individual
gauge does not respond properly, or does not respond
at all during the gauge actuator test, the instrument
cluster should be removed. However, check that the
gauge terminal pins are properly inserted through
the spring-clip terminal pin receptacles on the instrument cluster electronic circuit board before considering instrument cluster replacement. If the gauge
terminal connections are OK, replace the faulty
instrument cluster.
(9) The actuator test is now completed. The instrument cluster will automatically exit the self-diagnostic mode and return to normal operation at the
completion of the test, if the ignition switch is turned
to the Off position during the test, or if a vehicle
speed message indicating that the vehicle is moving
is received from the PCM on the CCD data bus during the test.
(10) Go back to Step 1 to repeat the test, if
required.
CHIME WARNING REQUEST DIAGNOSIS
Before performing this test, complete the testing of
the seat belt switch and the Central Timer Module
(CTM). (Refer to 8 - ELECTRICAL/RESTRAINTS/
SEAT BELT SWITCH - DIAGNOSIS AND TESTING)
and (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/BODY
CONTROL/CENTRAL
TIMER MODULE - DIAGNOSIS AND TESTING).
The diagnosis found here consists of confirming the
viability of the hard wired tone request circuit
between the instrument cluster and the Central
Timer Module (CTM). For diagnosis of the CCD data
bus and the data bus message inputs that cause the
instrument cluster to issue a request for chime service, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.
BR/BE
INSTRUMENT CLUSTER
8J - 9
INSTRUMENT CLUSTER (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable. Remove the instrument cluster from the
instrument panel. Move the CTM away from its
mounting bracket far enough to access the instrument panel wire harness connector(s) for the CTM.
Disconnect the instrument panel wire harness connector (Connector C1) from the CTM connector receptacle.
(2) Check for continuity between the tone request
circuit cavity of the instrument panel wire harness
connector (Connector C2) for the instrument cluster
and a good ground. There should be no continuity. If
OK, go to Step 3. If not OK, repair the shorted tone
request circuit between the instrument cluster and
the CTM as required.
(3) Check for continuity between the tone request
circuit cavities of the instrument panel wire harness
connector (Connector C2) for the instrument cluster
and the instrument panel wire harness connector
(Connector C1) for the CTM. There should be continuity. If OK, replace the faulty instrument cluster. If
not OK, repair the open tone request circuit between
the instrument cluster and the CTM as required.
CLUSTER ILLUMINATION DIAGNOSIS
The diagnosis found here addresses an inoperative
instrument cluster illumination lamp condition. If
the problem being diagnosed is a single inoperative
illumination lamp, be certain that the bulb and bulb
holder unit are properly installed in the instrument
cluster electronic circuit board. If no installation
problems are found replace the faulty bulb and bulb
holder unit. If all of the cluster illumination lamps
are inoperative and the problem being diagnosed
includes inoperative exterior lighting controlled by
the headlamp switch, that system needs to be
repaired first. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/HEADLAMP - DIAGNOSIS
AND TESTING). If no exterior lighting system problems are found, the following procedure will help
locate a short or open in the cluster illumination
lamp circuit. If the problem being diagnosed involves
a lack of dimming control for the odometer/trip odometer Vacuum Fluorescent Display (VFD), but all of
the other cluster illumination lamps can be dimmed,
test and repair the day brightness circuit between
the instrument cluster and the headlamp switch as
required. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pin-out information and location views for the
various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the instrument panel dimmer fuse (Fuse
5 - 5 ampere) in the Junction Block (JB). If OK, go to
Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
(2) Turn the exterior lamps On with the headlamp
switch. Rotate the headlamp switch panel lamps dimmer thumbwheel upward to just before the interior
lamps detent. Check for battery voltage at the panel
lamps dimmer fuse (Fuse 5 - 5 ampere) in the JB.
Rotate the panel lamps dimmer thumbwheel downward while observing the test voltmeter. The reading
should go from battery voltage to zero volts. If OK,
go to Step 3. If not OK, repair the open panel lamps
dimmer switch signal circuit between the headlamp
switch and the JB as required.
(3) Turn the exterior lamps Off. Disconnect and
isolate the battery negative cable. Remove the instrument cluster. Remove the instrument panel dimmer
fuse (Fuse 5 - 5 ampere) from the JB. Probe the
fused panel lamps dimmer switch signal circuit cavity of the instrument panel wire harness connector
(Connector C2) for the instrument cluster. Check for
continuity to a good ground. There should be no continuity. If OK, go to Step 4. If not OK, repair the
shorted fused panel lamps dimmer switch signal circuit between the instrument cluster and the JB as
required.
(4) Reinstall the instrument panel dimmer fuse
(Fuse 5 - 5 ampere) in the JB. Reconnect the battery
negative cable. Turn the exterior lamps On with the
8J - 10
INSTRUMENT CLUSTER
BR/BE
INSTRUMENT CLUSTER (Continued)
headlamp switch. Rotate the headlamp switch panel
lamps dimmer thumbwheel upward to just before the
interior lamps detent. Check for battery voltage at
the fused panel lamps dimmer switch signal circuit
cavity of the instrument panel wire harness connector (Connector C2) for the instrument cluster. If OK,
replace the faulty bulb and bulb holder units. If not
OK, repair the open fused panel lamps dimmer
switch signal circuit between the instrument cluster
and the JB as required.
REMOVAL
(4) If the vehicle is equipped with an automatic
transmission, place the automatic transmission gear
selector lever in the Park position.
(5) Pull the instrument cluster rearward far
enough to disengage the two self-docking instrument
panel wire harness connectors from the cluster connector receptacles.
(6) If the vehicle is equipped with an automatic
transmission, pull the instrument cluster rearward
far enough to access and remove the two screws that
secure the gear selector indicator to the back of the
instrument cluster housing (Fig. 3).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the four screws that secure the instrument cluster to the instrument panel (Fig. 2).
Fig. 3 Gear Selector Indicator Remove/Install
1 - INSTRUMENT CLUSTER
2 - GEAR SELECTOR INDICATOR
3 - SCREW
(7) If the vehicle is equipped with an automatic
transmission, disengage the gear selector indicator
from the back of the instrument cluster housing.
(8) Remove the instrument cluster from the instrument panel.
DISASSEMBLY
Fig. 2 Instrument Cluster Remove/Install
1
2
3
4
-
INSTRUMENT CLUSTER
SCREW
PRNDL CABLE
SELF-DOCKING WIRE HARNESS CONNECTOR
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include: the automatic transmission gear selector indicator, the incandescent instrument cluster indicator lamp and illumination lamp
bulbs (including the integral bulb holders), the cluster lens and hood unit, and the cluster housing rear
cover. The remaining components are serviced only
as a part of the cluster housing unit, which includes:
the cluster housing, the electronic circuit board unit,
the cluster overlay, the gauges, and the odometer/trip
odometer reset switch button. Following are the procedures for disassembling the serviced components
from the instrument cluster unit.
BR/BE
INSTRUMENT CLUSTER
8J - 11
INSTRUMENT CLUSTER (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
GEAR SELECTOR INDICATOR
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster from the instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
(3) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(4) Reach through the instrument panel steering
column opening to access and disengage the loop end
of the gear selector indicator cable from the PRNDL
driver lever on the left side of the steering column
(Fig. 4).
(5) Squeeze the sides of the plastic adjuster and
bracket unit to disengage the tabs that secure it to
the sides of the steering column window.
(6) Remove the gear selector indicator mechanism
and cable unit through the instrument panel cluster
opening.
CLUSTER BULB
This procedure applies to each of the incandescent
cluster illumination lamp or indicator lamp bulb and
bulb holder units. However, the illumination lamps
and the indicator lamps use different bulb and bulb
holder unit sizes. They must never be interchanged.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster from the instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
(3) Turn the bulb holder counterclockwise about
sixty degrees on the cluster electronic circuit board
(Fig. 5).
Fig. 5 Cluster Bulb Remove/Install
1 - INSTRUMENT CLUSTER
2 - BULB AND HOLDER
(4) Pull the bulb and bulb holder unit straight
back to remove it from the bulb mounting hole in the
cluster electronic circuit board.
Fig. 4 Gear Selector Indicator Cable Remove/Install
1
2
3
4
5
- STEERING COLUMN
- CABLE
- LOOP END
- LEVER
- ADJUSTER AND BRACKET
CLUSTER LENS AND HOOD
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster from the instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
8J - 12
INSTRUMENT CLUSTER
BR/BE
INSTRUMENT CLUSTER (Continued)
(3) Remove the seven screws that secure the lens
and hood unit to the cluster housing (Fig. 6).
Fig. 7 Cluster Housing Rear Cover Remove/Install
1 - REAR CLUSTER HOUSING COVER
ASSEMBLY
Fig. 6 Instrument Cluster Components
1
2
3
4
5
6
7
-
COVER
HOUSING
MASK AND GAUGES
HOOD
LENS
CIRCUIT BOARD
ODOMETER RESET BUTTON
(4) Gently pull the lens and hood unit away from
the cluster housing.
CAUTION: Do not touch the face of the gauge overlay or the back of the cluster lens with your finger.
It will leave a permanent finger print.
CLUSTER HOUSING REAR COVER
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster from the instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
(3) Remove the six screws that secure the rear
cover to the back of the cluster housing (Fig. 7).
(4) Remove the rear cover from the back of the
cluster housing.
CLUSTER HOUSING
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster from the instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
(3) Remove the lens and hood unit from the cluster
housing. Refer to CLUSTER LENS AND HOOD .
(4) Remove the rear cover from the cluster housing. Refer to CLUSTER HOUSING REAR COVER .
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
GEAR SELECTOR INDICATOR
(1) Position the gear selector indicator mechanism
and cable unit into the instrument panel cluster
opening.
(2) Route the cable through the instrument panel
and under the steering column to the PRNDL driver
lever on the left side of the steering column.
(3) Squeeze the sides of the plastic adjuster and
bracket unit and engage the tabs that secure it with
the sides of the steering column window.
(4) Engage the loop end of the gear selector indicator cable onto the PRNDL driver lever on the left
side of the steering column (Fig. 4).
(5) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(6) Confirm proper operation of the gear selector
indicator. Calibrate the indicator, if required. (Refer
to 19 - STEERING/COLUMN - INSTALLATION).
(7) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
INSTRUMENT CLUSTER
BR/BE
8J - 13
INSTRUMENT CLUSTER (Continued)
STRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(8) Reconnect the battery negative cable.
CLUSTER BULB
This procedure applies to each of the incandescent
cluster illumination lamp or indicator lamp bulb and
bulb holder units. However, the illumination lamps
and the indicator lamps use different bulb and bulb
holder unit sizes. They must never be interchanged.
CAUTION: Be certain that any bulb and bulb holder
unit removed from the cluster electronic circuit
board is reinstalled in the correct position. Always
use the correct bulb size and type for replacement.
An incorrect bulb size or type may overheat and
cause damage to the instrument cluster, the electronic circuit board and/or the gauges.
(1) Insert the bulb and bulb holder unit straight
into the correct bulb mounting hole in the cluster
electronic circuit board (Fig. 5).
(2) With the bulb holder fully seated against the
cluster electronic circuit board, turn the bulb holder
clockwise about sixty degrees to lock it into place.
(3) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(4) Reconnect the battery negative cable.
CLUSTER LENS AND HOOD
CAUTION: Do not touch the face of the gauge overlay or the back of the cluster lens with your finger.
It will leave a permanent finger print.
(1) Align the cluster lens and hood unit with the
cluster housing. Be certain that the odometer/trip
odometer switch button is installed through the
clearance hole in the lens (Fig. 6).
(2) Install and tighten the seven screws that
secure the lens and hood unit to the cluster housing.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(3) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(4) Reconnect the battery negative cable.
CLUSTER HOUSING REAR COVER
(1) Position the rear cover onto the back of the
cluster housing (Fig. 7).
(2) Install and tighten the six screws that secure
the rear cover to the back of the cluster housing.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(3) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(4) Reconnect the battery negative cable.
CLUSTER HOUSING
(1) Assemble the rear cover onto the cluster housing. Refer to CLUSTER HOUSING REAR COVER .
(2) Assemble the lens and hood unit onto the cluster housing. Refer to CLUSTER LENS AND HOOD .
(3) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(4) Reconnect the battery negative cable.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Position the instrument cluster to the instrument panel.
(2) If the vehicle is equipped with an automatic
transmission, position the gear selector indicator onto
the back of the cluster housing (Fig. 3).
(3) If the vehicle is equipped with an automatic
transmission, install and tighten the two screws that
secure the gear selector indicator mechanism to the
back of the cluster housing. Tighten the screws to 2.2
N·m (20 in. lbs.).
(4) Align the instrument cluster with the cluster
opening in the instrument panel and push the cluster
firmly and evenly into place. The instrument panel
wire harness has two self-docking connectors that
will be automatically aligned with, and connected to
the instrument cluster connector receptacles when
the cluster is properly installed in the instrument
panel.
(5) Install and tighten the four screws that secure
the instrument cluster to the instrument panel (Fig.
2). Tighten the screws to 2.2 N·m (20 in. lbs.).
(6) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(7) If the vehicle is equipped with an automatic
transmission, confirm proper operation of the gear
selector indicator. Calibrate the indicator, if required.
8J - 14
INSTRUMENT CLUSTER
BR/BE
INSTRUMENT CLUSTER (Continued)
(Refer to 19 - STEERING/COLUMN - INSTALLATION).
(8) Reconnect the battery negative cable.
NOTE: Some of the indicators in this instrument
cluster are either programmable (upshift indicator)
or automatically configured (cruise, overdrive-off,
and transmission overtemp indicators) when the
cluster is connected to the vehicle electrical system. This feature allows those indicator lamps to be
enabled or disabled for compatibility with certain
optional equipment. If a new instrument cluster is
being installed, use a DRBIIIT scan tool to program
the instrument cluster with the proper vehicle
equipment option setting to enable and/or disable
the upshift indicator lamp. Refer to the appropriate
diagnostic information.
ABS INDICATOR
DESCRIPTION
An Antilock Brake System (ABS) indicator is standard equipment on all instrument clusters. This indicator serves both the standard equipment Rear
Wheel Anti-Lock (RWAL) and optional equipment
4-Wheel Anti-Lock (4WAL) brake systems. The ABS
indicator is located near the lower edge of the instrument cluster overlay, to the left of center. The ABS
indicator consists of a stencilled cutout of the International Control and Display Symbol icon for “Failure of Anti-lock Braking System” in the opaque layer
of the instrument cluster overlay. The dark outer
layer of the overlay prevents the indicator from being
clearly visible when it is not illuminated. An amber
lens behind the cutout in the opaque layer of the
overlay causes the icon to appear in amber through
the translucent outer layer of the overlay when it is
illuminated from behind by a Light Emitting Diode
(LED) soldered onto the instrument cluster electronic
circuit board. The ABS indicator is serviced as a unit
with the instrument cluster.
OPERATION
The ABS indicator gives an indication to the vehicle operator when the ABS system is faulty or inoperative. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon cluster programming and electronic messages received by
the cluster from the Controller Antilock Brake (CAB)
over the Chrysler Collision Detection (CCD) data bus.
The ABS indicator Light Emitting Diode (LED)
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (st-run) circuit whenever the ignition
switch is in the On or Start positions; therefore, the
LED will always be off when the ignition switch is in
any position except On or Start. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the ABS indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the ABS indicator is illuminated by the cluster for about two seconds as a
bulb test.
• ABS Lamp-On Message - Each time the cluster receives a lamp-on message from the CAB, the
ABS indicator will be illuminated. The indicator
remains illuminated until the cluster receives a
lamp-off message from the CAB, or until the ignition
switch is turned to the Off position, whichever occurs
first.
• Communication Error - If the cluster receives
no lamp-on or lamp-off messages from the CAB for
six consecutive seconds, the ABS indicator is illuminated. The indicator remains illuminated until the
cluster receives a valid message from the CAB, or
until the ignition switch is turned to the Off position,
whichever occurs first.
• Actuator Test - Each time the instrument cluster is put through the actuator test, the ABS indicator will be turned on during the bulb check portion of
the test to confirm the functionality of the LED and
the cluster control circuitry.
• ABS Diagnostic Test - The ABS indicator is
blinked on and off by lamp-on and lamp-off messages
from the CAB during the performance of the ABS
diagnostic tests.
The CAB continually monitors the ABS circuits
and sensors to decide whether the system is in good
operating condition. The CAB then sends the proper
lamp-on or lamp-off messages to the instrument cluster. If the CAB sends a lamp-on message after the
bulb test, it indicates that the CAB has detected a
system malfunction and/or that the ABS system has
become inoperative. The CAB will store a Diagnostic
Trouble Code (DTC) for any malfunction it detects.
Each time the ABS indicator fails to light due to an
open or short in the cluster ABS indicator circuit, the
cluster sends a message notifying the CAB of the
condition, and the CAB will store a DTC. For proper
diagnosis of the antilock brake system, the CAB, the
CCD data bus, or the message inputs to the instrument cluster that control the ABS indicator, a
DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
INSTRUMENT CLUSTER
BR/BE
AIRBAG INDICATOR
DESCRIPTION
An airbag indicator is standard equipment on all
instrument clusters. However, on vehicles not
equipped with airbags, this indicator is electronically
disabled. The airbag indicator is located near the
lower edge of the instrument cluster overlay, to the
right of center. The airbag indicator consists of a
stenciled cutout of the word “AIRBAG” in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A red
lens behind the cutout in the opaque layer of the
overlay causes the “AIRBAG” text to appear in red
through the translucent outer layer of the overlay
when it is illuminated from behind by a Light Emitting Diode (LED) soldered onto the instrument cluster electronic circuit board. The airbag indicator is
serviced as a unit with the instrument cluster.
OPERATION
The airbag indicator gives an indication to the
vehicle operator when the airbag system is faulty or
inoperative. The airbag indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic messages received by the cluster from the Airbag Control
Module (ACM) over the Chrysler Collision Detection
(CCD) data bus. The airbag indicator Light Emitting
Diode (LED) receives battery current on the instrument cluster electronic circuit board through the
fused ignition switch output (st-run) circuit whenever
the ignition switch is in the On or Start positions;
therefore, the indicator will always be off when the
ignition switch is in any position except On or Start.
The LED only illuminates when it is provided a path
to ground by the instrument cluster transistor. The
instrument cluster will turn on the airbag indicator
for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the airbag indicator is illuminated for about seven seconds. The first two seconds is the cluster bulb test function, and the
remainder is the ACM bulb test function.
• ACM Lamp-On Message - Each time the cluster receives a lamp-on message from the ACM, the
airbag indicator will be illuminated. The indicator
remains illuminated for about twelve seconds or until
the cluster receives a lamp-off message from the
ACM, whichever is longer.
• Communication Error - If the cluster receives
no airbag messages for three consecutive seconds, the
airbag indicator is illuminated. The indicator
remains illuminated for about twelve seconds or until
8J - 15
the cluster receives a single lamp-off message from
the ACM, whichever is longer.
• Actuator Test - Each time the cluster is put
through the actuator test, the airbag indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The ACM continually monitors the airbag system
circuits and sensors to decide whether the system is
in good operating condition. The ACM then sends the
proper lamp-on or lamp-off messages to the instrument cluster. If the ACM sends a lamp-on message
after the bulb test, it indicates that the ACM has
detected a system malfunction and/or that the airbags may not deploy when required, or may deploy
when not required. The ACM will store a Diagnostic
Trouble Code (DTC) for any malfunction it detects.
Each time the airbag indicator fails to illuminate due
to an open or short in the cluster airbag indicator circuit, the cluster sends a message notifying the ACM
of the condition, the ACM will store a DTC, and the
cluster begins blinking the seat belt indicator. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER/
SEATBELT INDICATOR - OPERATION). For proper
diagnosis of the airbag system, the ACM, the CCD
data bus, or the message inputs to the instrument
cluster that control the airbag indicator, a DRBIIIt
scan tool is required. Refer to the appropriate diagnostic information.
BRAKE/PARK BRAKE
INDICATOR
DESCRIPTION
A brake indicator is standard equipment on all
instrument clusters. The brake indicator is located
near the lower edge of the instrument cluster overlay,
to the right of center. The brake indicator consists of
a stenciled cutout of the word “BRAKE” in the
opaque layer of the instrument cluster overlay. The
dark outer layer of the overlay prevents the indicator
from being clearly visible when it is not illuminated.
A red lens behind the cutout in the opaque layer of
the overlay causes the “BRAKE” text to appear in
red through the translucent outer layer of the overlay when it is illuminated from behind by a Light
Emitting Diode (LED) soldered onto the instrument
cluster electronic circuit board. The brake indicator is
serviced as a unit with the instrument cluster.
OPERATION
The brake indicator gives an indication to the vehicle operator when the parking brake is applied, or
when there are certain brake hydraulic system malfunctions. This indicator is controlled by a transistor
8J - 16
INSTRUMENT CLUSTER
BR/BE
BRAKE/PARK BRAKE INDICATOR (Continued)
on the instrument cluster circuit board based upon a
hard wired input to the instrument cluster, cluster
programming, and electronic messages received by
the cluster from the Controller Antilock Brake (CAB)
over the Chrysler Collision Detection (CCD) data bus.
The brake indicator Light Emitting Diode (LED)
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (st-run) circuit whenever the ignition
switch is in the On or Start positions; therefore, the
LED will always be off when the ignition switch is in
any position except On or Start. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the brake indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the brake indicator is illuminated by the instrument cluster for about four seconds as a bulb test.
• Park Brake-On - If the park brake is applied
or not fully released with the ignition switch in the
On position, the brake indicator is illuminated solid.
The brake indicator will blink on and off repeatedly
when the park brake is applied or not fully released
and the ignition switch is in the On position if a
vehicle with an automatic transmission is not in
Park or Neutral, or if the engine is running on vehicles with a manual transmission.
• Brake Lamp-On Message - Each time the
cluster receives a lamp-on message from the CAB,
the brake indicator will be illuminated. The indicator
remains illuminated until the cluster receives a
lamp-off message from the CAB, or until the ignition
switch is turned to the Off position, whichever occurs
first.
• Actuator Test - Each time the instrument cluster is put through the actuator test, the brake indicator will be turned on during the bulb check portion
of the test to confirm the functionality of the LED
and the cluster control circuitry.
The park brake switch on the park brake pedal
mechanism provides a hard wired ground input to
the instrument cluster circuitry through the park
brake switch sense circuit whenever the park brake
is applied or not fully released. The CAB continually
monitors the brake pressure switch on the brake
combination valve to determine if the pressures in
the two halves of the split brake hydraulic system
are unequal. The CAB then sends the proper lamp-on
or lamp-off messages to the instrument cluster. If the
CAB sends a lamp-on message after the bulb test, it
indicates that the CAB has detected a brake hydraulic system malfunction and/or that the ABS system
has become inoperative. The CAB will store a Diagnostic Trouble Code (DTC) for any malfunction it
detects. The park brake switch input to the instrument cluster can be diagnosed using conventional
diagnostic tools and methods. For proper diagnosis of
the antilock brake system, the CAB, the CCD data
bus, or the message inputs to the instrument cluster
that control the brake indicator, a DRBIIIt scan tool
is required. Refer to the appropriate diagnostic information.
DIAGNOSIS AND TESTING - BRAKE INDICATOR
The diagnosis found here addresses an inoperative
brake indicator condition. If the brake indicator
comes on or stays on with the ignition switch in the
On position and the park brake released, or comes on
while driving, the brake system must be diagnosed
and repaired prior to performing the following tests.
(Refer to 5 - BRAKES - DIAGNOSIS AND TESTING). If no brake system problem is found, the following procedure will help locate a faulty park brake
switch or park brake switch sense circuit. Refer to
the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the park brake switch from the switch
terminal. With the park brake released, check for
continuity between the park brake switch terminal
and a good ground. There should be no continuity. If
OK, go to Step 2. If not OK, adjust or replace the
faulty park brake switch.
(2) Remove the instrument cluster from the instrument panel. With the park brake switch still disconnected, check for continuity between the park brake
switch sense circuit cavity of the instrument panel
wire harness connector for the park brake switch and
a good ground. There should be no continuity. If OK,
go to Step 3. If not OK, repair the shorted park
INSTRUMENT CLUSTER
BR/BE
8J - 17
BRAKE/PARK BRAKE INDICATOR (Continued)
brake switch sense circuit between the park brake
switch and the instrument cluster as required.
(3) Check for continuity between the park brake
switch sense circuit cavities of the instrument panel
wire harness connector for the park brake switch and
the instrument panel wire harness connector (Connector C1) for the instrument cluster. There should
be continuity. If OK, proceed with diagnosis of the
instrument cluster. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If not OK, repair the open park brake switch
sense circuit between the park brake switch and the
instrument cluster as required.
CHECK GAUGES INDICATOR
DESCRIPTION
A check gauges indicator is standard equipment on
all instrument clusters. The check gauges indicator is
located on the lower edge of the instrument cluster
overlay, to the right of center. The check gauges indicator consists of a stenciled cutout of the words
“CHECK GAGES” in the opaque layer of the instrument cluster overlay. The dark outer layer of the
overlay prevents the indicator from being clearly visible when it is not illuminated. A red lens behind the
cutout in the opaque layer of the overlay causes the
“CHECK GAGES” text to appear in red through the
translucent outer layer of the overlay when the indicator is illuminated from behind by a Light Emitting
Diode (LED) soldered onto the instrument cluster
electronic circuit board. The check gauges indicator is
serviced as a unit with the instrument cluster.
OPERATION
The check gauges indicator gives an indication to
the vehicle operator when certain instrument cluster
gauge readings reflect a condition requiring immediate attention. This indicator is controlled by a transistor on the instrument cluster circuit board based
upon the cluster programming and electronic messages received by the cluster from the Powertrain
Control Module (PCM) over the Chrysler Collision
Detection (CCD) data bus. The check gauges indicator Light Emitting Diode (LED) receives battery current on the instrument cluster electronic circuit
board through the fused ignition switch output (strun) circuit whenever the ignition switch is in the On
or Start positions; therefore, the LED will always be
off when the ignition switch is in any position except
On or Start. The LED only illuminates when it is
provided a path to ground by the instrument cluster
transistor. The instrument cluster will turn on the
check gauges indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the check gauges indicator
is illuminated for about two seconds as a bulb test.
• Engine Temperature High Message - Each
time the cluster receives a message from the PCM
indicating the engine coolant temperature of a gasoline engine is about 122° C (253° F) or higher, or a
diesel engine is about 112° C (233° F) or higher, the
check gauges indicator will be illuminated. The indicator remains illuminated until the cluster receives a
message from the PCM indicating that the temperature of a gasoline engine is about 119° C (246° F) or
lower, a diesel engine is about 109° C (226° F) or
lower, or until the ignition switch is turned to the Off
position, whichever occurs first.
• Engine Oil Pressure Low Message - Each
time the cluster receives a message from the PCM
indicating the engine oil pressure of a gasoline
engine is about 3.45 kPa (0.5 psi) or lower, or a diesel
engine is about 51.71 kPa (7.5 psi) or lower, the
check gauges indicator will be illuminated. The indicator remains illuminated until the cluster receives a
message from the PCM indicating that the engine oil
pressure of a gasoline engine is above 3.45 kPa (0.5
psi), a diesel engine is above 51.71 kPa (7.5 psi), or
until the ignition switch is turned to the Off position,
whichever occurs first. The cluster will only turn the
indicator on in response to an engine oil pressure low
message if the engine speed is greater than zero.
• System Voltage Low Message - Each time the
cluster receives a message from the PCM indicating
the electrical system voltage is less than 11.5 volts,
the check gauges indicator will be illuminated. The
indicator remains illuminated until the cluster
receives a message from the PCM indicating the electrical system voltage is greater than 12.0 volts (but
less than 16.6 volts), or until the ignition switch is
turned to the Off position, whichever occurs first.
• System Voltage High Message - Each time
the cluster receives a message from the PCM indicating the electrical system voltage is greater than 16.6
volts, the check gauges indicator will be illuminated.
The indicator remains illuminated until the cluster
receives a message from the PCM indicating the electrical system voltage is less than 16.1 volts (but
greater than 11.5 volts), or until the ignition switch
is turned to the Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The PCM continually monitors the engine temperature, oil pressure, and electrical system voltage,
then sends the proper messages to the instrument
cluster. For further diagnosis of the check gauges
8J - 18
INSTRUMENT CLUSTER
BR/BE
CHECK GAUGES INDICATOR (Continued)
indicator or the instrument cluster circuitry that controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING).
For proper diagnosis of the PCM, the CCD data bus,
or the message inputs to the instrument cluster that
control the check gauges indicator, a DRBIIIt scan
tool is required. Refer to the appropriate diagnostic
information.
CRUISE INDICATOR
DESCRIPTION
A cruise indicator is standard equipment on all
instrument clusters. However, on vehicles not
equipped with the optional speed control system, this
indicator is electronically disabled. The cruise indicator consists of the word “CRUISE”, which appears in
the lower portion of the odometer/trip odometer Vacuum-Fluorescent Display (VFD). The VFD is part of
the cluster electronic circuit board, and is visible
through a cutout located in the lower left corner of
the cluster overlay. The dark lens of the VFD prevents the indicator from being clearly visible when it
is not illuminated. The word “CRUISE” appears in
an amber color and at the same lighting level as the
odometer/trip odometer information when it is illuminated by the instrument cluster electronic circuit
board. The cruise indicator is serviced as a unit with
the VFD in the instrument cluster.
OPERATION
The cruise indicator gives an indication to the vehicle operator when the speed control system is turned
On, regardless of whether the speed control is
engaged. This indicator is controlled by the instrument cluster circuit board based upon the cluster
programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Chrysler Collision Detection (CCD)
data bus. The cruise indicator receives battery current on the instrument cluster electronic circuit
board through the fused ignition switch output (strun) circuit whenever the ignition switch is in the On
or Start positions; therefore, the indicator will always
be off when the ignition switch is in any position
except On or Start. The indicator only illuminates
when it is switched to ground by the instrument cluster circuitry. The instrument cluster will turn on the
cruise indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the cruise indicator is illuminated for about two seconds as a bulb test.
• Cruise Lamp-On Message - Each time the
cluster receives a cruise lamp-on message from the
PCM indicating the speed control system has been
turned On, the cruise indicator is illuminated. The
indicator remains illuminated until the cluster
receives a cruise lamp-off message from the PCM or
until the ignition switch is turned to the Off position,
whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the cruise indicator will be
turned on during the VFD portion of the test to confirm the functionality of the VFD, and again during
the bulb check portion of the test to confirm the functionality of the cluster control circuitry.
The PCM continually monitors the speed control
switches to determine the proper outputs to the
speed control servo. The PCM then sends the proper
cruise indicator lamp-on and lamp-off messages to
the instrument cluster. For further diagnosis of the
cruise indicator or the instrument cluster circuitry
that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the speed control
system, the PCM, the CCD data bus, or the message
inputs to the instrument cluster that control the
cruise indicator, a DRBIIIt scan tool is required.
Refer to the appropriate diagnostic information.
ENGINE TEMPERATURE
GAUGE
DESCRIPTION
An engine coolant temperature gauge is standard
equipment on all instrument clusters. The engine
coolant temperature gauge is located in the lower left
quadrant of the instrument cluster, below the voltage
gauge. The engine coolant temperature gauge consists of a movable gauge needle or pointer controlled
by the instrument cluster circuitry and a fixed 90
degree scale on the cluster overlay that reads left-toright from 54° C (130° F) to 127° C (260° F) for gasoline engines, or from 60° C (140° F) to 116° C (240°
F) for diesel engines. An International Control and
Display Symbol icon for “Engine Coolant Temperature” is located on the cluster overlay, directly below
the lowest graduation of the gauge scale. The engine
coolant temperature gauge graphics are white
against a black field except for a single red graduation at the high end of the gauge scale, making them
clearly visible within the instrument cluster in daylight. When illuminated from behind by the panel
lamps dimmer controlled cluster illumination lighting
with the exterior lamps turned On, the white graphics appear blue-green and the red graphics appear
red. The orange gauge needle is internally illuminated. Gauge illumination is provided by replaceable
incandescent bulb and bulb holder units located on
the instrument cluster electronic circuit board. The
INSTRUMENT CLUSTER
BR/BE
8J - 19
ENGINE TEMPERATURE GAUGE (Continued)
engine coolant temperature gauge is serviced as a
unit with the instrument cluster.
OPERATION
The engine coolant temperature gauge gives an
indication to the vehicle operator of the engine coolant temperature. This gauge is controlled by the
instrument cluster circuit board based upon the cluster programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Chrysler Collision Detection (CCD)
data bus. The engine coolant temperature gauge is
an air core magnetic unit that receives battery current on the instrument cluster electronic circuit
board through the fused ignition switch output (strun) circuit whenever the ignition switch is in the On
or Start positions. The cluster is programmed to
move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
• Engine Temperature Message - Each time
the cluster receives a message from the PCM indicating the engine coolant temperature is between the
low end of normal [about 57° C (130° F) for gasoline
engines, or 60° C (140° F) for diesel engines] and the
high end of normal [about 129° C (264° F) for gasoline engines, or 116° C (240° F) for diesel engines],
the gauge needle is moved to the actual temperature
position on the gauge scale.
• Engine Temperature Low Message - Each
time the cluster receives a message from the PCM
indicating the engine coolant temperature is below
the low end of normal [about 57° C (130° F) for gasoline engines, or 60° C (140° F) for diesel engines],
the gauge needle is held at the lowest increment [57°
C (130° F) for gasoline engines, or 60° C (140° F) for
diesel engines] at the far left end of the gauge scale.
The gauge needle remains at the far left end of the
scale until the cluster receives a message from the
PCM indicating that the engine temperature is above
about 57° C (130° F) for gasoline engines, or 60° C
(140° F) for diesel engines, or until the ignition
switch is turned to the Off position, whichever occurs
first.
• Engine Temperature High Message - Each
time the cluster receives a message from the PCM
indicating the engine coolant temperature is above
about 122° C (253° F) for gasoline engines, or 112° C
(233° F) for diesel engines, the gauge needle is moved
to the appropriate position on the gauge scale, the
check gauges indicator is illuminated, and a single
chime tone is sounded. The check gauges indicator
remains illuminated until the cluster receives a message from the PCM indicating that the engine tem-
perature is below about 119° C (246° F) for gasoline
engines, or 109° C (226° F) for diesel engines, or
until the ignition switch is turned to the Off position,
whichever occurs first. The chime tone feature will
only repeat during the same ignition cycle if the
check gauges indicator is cycled off and then on
again by the appropriate engine temperature messages from the PCM.
• Message Failure - If the cluster fails to receive
an engine temperature message, it will hold the
gauge needle at the last indication until a new message is received, or until the ignition switch is turned
to the Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the engine coolant
temperature sensor to determine the engine operating temperature. The PCM then sends the proper
engine coolant temperature messages to the instrument cluster. For further diagnosis of the engine coolant temperature gauge or the instrument cluster
circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). If the instrument cluster turns on
the check gauges indicator due to a high engine temperature gauge reading, it may indicate that the
engine or the engine cooling system requires service.
For proper diagnosis of the engine coolant temperature sensor, the PCM, the CCD data bus, or the message inputs to the instrument cluster that control the
engine coolant temperature gauge, a DRBIIIt scan
tool is required. Refer to the appropriate diagnostic
information.
FUEL GAUGE
DESCRIPTION
A fuel gauge is standard equipment on all instrument clusters. The fuel gauge is located in the lower
right quadrant of the instrument cluster, below the
oil pressure gauge. The fuel gauge consists of a movable gauge needle or pointer controlled by the instrument cluster circuitry and a fixed 90 degree scale on
the cluster overlay that reads left-to-right from E (or
Empty) to F (or Full). An International Control and
Display Symbol icon for “Fuel” is located on the cluster overlay, directly below the highest graduation of
the gauge scale. The text “FUEL DOOR” and an
arrowhead pointed to the left side of the vehicle is
imprinted on the cluster overlay directly below the
fuel gauge to provide the driver with a reminder as
8J - 20
INSTRUMENT CLUSTER
BR/BE
FUEL GAUGE (Continued)
to the location of the fuel filler access. The fuel gauge
graphics are white against a black field except for a
single red graduation at the low end of the gauge
scale, making them clearly visible within the instrument cluster in daylight. When illuminated from
behind by the panel lamps dimmer controlled cluster
illumination lighting with the exterior lamps turned
On, the white graphics appear blue-green and the
red graphics appear red. The orange gauge needle is
internally illuminated. Gauge illumination is provided by replaceable incandescent bulb and bulb
holder units located on the instrument cluster electronic circuit board. The fuel gauge is serviced as a
unit with the instrument cluster.
OPERATION
The fuel gauge gives an indication to the vehicle
operator of the level of fuel in the fuel tank. This
gauge is controlled by the instrument cluster circuit
board based upon the cluster programming and electronic messages received by the cluster from the
Powertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus. The fuel gauge is
an air core magnetic unit that receives battery current on the instrument cluster electronic circuit
board through the fused ignition switch output (strun) circuit whenever the ignition switch is in the On
or Start positions. The cluster is programmed to
move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
• Percent Tank Full Message - Each time the
cluster receives a message from the PCM indicating
the percent tank full, the cluster programming
applies an algorithm to calculate the proper gauge
needle position, then moves the gauge needle to the
proper position on the gauge scale. The algorithm is
used to dampen gauge needle movement against the
negative effect that fuel sloshing within the fuel tank
can have on accurate inputs from the fuel tank sending unit to the PCM.
• Less Than 12.5 Percent Tank Full Message Each time the cluster receives messages from the
PCM indicating the percent tank full is 12.5 (oneeighth) or less for 10 consecutive seconds and the
vehicle speed is zero, or for 60 consecutive seconds
and the vehicle speed is greater than zero, the gauge
needle is moved to the proper position on the gauge
scale, the low fuel indicator is illuminated, and a single chime tone is sounded. The low fuel indicator
remains illuminated until the cluster receives messages from the PCM indicating that the percent tank
full is greater than 12.5 (one-eighth) for 10 consecutive seconds and the vehicle speed is zero, or for 60
consecutive seconds and the vehicle speed is greater
than zero, or until the ignition switch is turned to
the Off position, whichever occurs first. The chime
tone feature will only repeat during the same ignition cycle if the low fuel indicator is cycled off and
then on again by the appropriate percent tank full
messages from the PCM.
• Less Than Empty Percent Tank Full Message - Each time the cluster receives a message from
the PCM indicating the percent tank full is less than
empty, the gauge needle is moved to the far left (low)
end of the gauge scale and the low fuel indicator is
illuminated immediately. This message would indicate that the fuel tank sender input to the PCM is a
short circuit.
• More Than Full Percent Tank Full Message
- Each time the cluster receives a message from the
PCM indicating the percent tank full is more than
full, the gauge needle is moved to the far left (low)
end of the gauge scale and the low fuel indicator is
illuminated immediately. This message would indicate that the fuel tank sender input to the PCM is an
open circuit.
• Message Failure - If the cluster fails to receive
a percent tank full message, it will hold the gauge
needle at the last indication until a new message is
received, or until the ignition switch is turned to the
Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the fuel tank sending unit, then sends the proper messages to the
instrument cluster. For further diagnosis of the fuel
gauge or the instrument cluster circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING).
For proper diagnosis of the fuel tank sending unit,
the PCM, the CCD data bus, or the message inputs
to the instrument cluster that control the fuel gauge,
a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
GEAR SELECTOR INDICATOR
DESCRIPTION
A mechanical automatic transmission gear selector
indicator is standard factory-installed equipment on
this model, when it is also equipped with an optional
automatic transmission. The gear selector indicator
consists of a molded black plastic housing with integral mounting tabs that is secured to the back of the
INSTRUMENT CLUSTER
BR/BE
8J - 21
GEAR SELECTOR INDICATOR (Continued)
instrument cluster housing with two screws. A face
plate on the indicator housing is visible through a
rectangular cutout in the lower right corner of the
instrument cluster overlay, just below the fuel gauge.
Vehicles with a manual transmission have a block-off
plate mounted to the back of the instrument cluster
behind this cutout in the overlay, in place of the gear
selector indicator. Near the top of this face plate the
following characters are imprinted from left to right:
“P,” “R,” “N,” “D,” “2,” and “1.” Respectively, these
characters represent the park, reverse, neutral,
drive, second gear, and first gear positions of the
transmission gear selector lever on the steering column. Directly below each character on the face plate
is a small, rectangular window, and behind these
windows is a single, movable red pointer.
The gear selector indicator graphics are white
against a black field except for the single red pointer,
making them clearly visible within the instrument
cluster in daylight. When illuminated from behind by
the panel lamps dimmer controlled cluster illumination lighting with the exterior lamps turned On, the
white graphics appear blue-green, while the red
pointer still appears red. Indicator illumination is
provided by replaceable incandescent bulb and bulb
holder units located on the instrument cluster electronic circuit board. The gear selector indicator is
available for service replacement separate from the
instrument cluster. The instrument cluster must be
removed from the instrument panel for service access
to the gear selector indicator. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
OPERATION
The mechanical gear selector indicator gives an
indication of the transmission gear that has been
selected with the automatic transmission gear selector lever. A red pointer appears in a window below
the character in the indicator representing the transmission gear that has been selected. The small,
spring-loaded pointer moves on a track through a
trolley-like mechanism within the indicator housing.
A short length of small diameter stranded cable is
attached to one side of the pointer trolley and is
encased in a tubular plastic housing that exits the
right side of the indicator. The cable is routed
through the instrument panel and under the steering
column to the left side of the column. The looped end
of the cable is hooked over the end of the PRNDL
driver lever on the steering column gearshift mechanism, and the cable housing is secured in a molded
plastic adjuster and bracket on the column housing.
When the gear selector lever is moved the PRNDL
driver lever moves, which moves the pointer through
the mechanical actuator cable. The cable adjuster
and bracket unit mounted on the steering column
housing provides a mechanical means of calibrating
the gear selector indicator mechanism. (Refer to 19 STEERING/COLUMN - INSTALLATION).
HIGH BEAM INDICATOR
DESCRIPTION
A high beam indicator is standard equipment on
all instrument clusters. The high beam indicator is
located near the upper edge of the instrument cluster
overlay, between the tachometer and the speedometer. The high beam indicator consists of a stenciled
cutout of the International Control and Display Symbol icon for “High Beam” in the opaque layer of the
instrument cluster overlay. The dark outer layer of
the overlay prevents the indicator from being clearly
visible when it is not illuminated. A blue lens behind
the cutout in the opaque layer of the overlay causes
the icon to appear in blue through the translucent
outer layer of the overlay when it is illuminated from
behind by a replaceable incandescent bulb and bulb
holder unit located on the instrument cluster electronic circuit board. The high beam indicator is serviced as a unit with the instrument cluster.
OPERATION
The high beam indicator gives an indication to the
vehicle operator when the headlamp high beams are
illuminated. This indicator is hard wired on the
instrument cluster electronic circuit board, and is
controlled by a headlamp beam select switch input to
the cluster. The headlamp high beam indicator bulb
receives battery current on the instrument cluster
electronic circuit board through a fused B(+) circuit
at all times; therefore, the indicator remains operational regardless of the ignition switch position. The
headlamp beam select switch is integral to the multifunction switch on the left side of the steering column, and is connected in series between ground and
the headlamp high beam indicator. The indicator
bulb only illuminates when it is provided with a path
to ground through the high beam indicator driver circuit by the headlamp beam select switch. (Refer to 8
- ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
MULTI-FUNCTION SWITCH - OPERATION). The
high beam indicator can be diagnosed using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - HIGH BEAM
INDICATOR
The diagnosis found here addresses an inoperative
headlamp high beam indicator condition. If the problem being diagnosed is related to inoperative headlamp high beams, be certain to repair the headlamp
system before attempting to diagnose or repair the
8J - 22
INSTRUMENT CLUSTER
BR/BE
HIGH BEAM INDICATOR (Continued)
high beam indicator. If no headlamp system problems
are found, the following procedure will help locate a
short or open in the high beam indicator circuit.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INDICATOR DOES NOT ILLUMINATE WITH HIGH BEAMS
SELECTED
(1) Check the fused B(+) fuse (Fuse 14 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 14 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) Be certain that the headlamp high beams are
selected with the headlamp beam select switch by
turning the headlamp switch to the On position, pulling the multi-function switch stalk toward the steering wheel, then inspecting the headlamps at the
front of the vehicle. Once the headlamp high beams
are selected, turn the headlamp switch to the Off
position. Disconnect and isolate the battery negative
cable. Remove the instrument cluster from the
instrument panel. Reconnect the battery negative
cable. Check for battery voltage at the fused B(+) circuit cavity of the instrument panel wire harness connector (Connector C1) for the instrument cluster. If
OK, go to Step 4. If not OK, repair the open fused
B(+) circuit between the instrument cluster and the
JB as required.
(4) Disconnect and isolate the battery negative
cable. Check for continuity between the high beam
indicator driver circuit cavity of the instrument panel
wire harness connector (Connector C2) for the instru-
ment cluster and a good ground. There should be
continuity. If OK, replace the faulty headlamp high
beam indicator bulb and bulb holder unit. If not OK,
repair the open high beam indicator driver circuit
between the instrument cluster and the headlamp
beam select (multi-function) switch as required.
INDICATOR STAYS ILLUMINATED WITH HIGH BEAMS NOT
SELECTED
(1) Be certain that the headlamp low beams are
selected with the headlamp beam select switch by
turning the headlamp switch to the On position, pulling the multi-function switch stalk toward the steering wheel, then inspecting the headlamps at the
front of the vehicle. Once the headlamp low beams
are selected, turn the headlamp switch to the Off
position. Disconnect and isolate the battery negative
cable. Remove the instrument cluster from the
instrument panel. Check for continuity between the
high beam indicator driver circuit cavity of the
instrument panel wire harness connector (Connector
C2) for the instrument cluster and a good ground.
There should be no continuity. If OK, replace the
faulty instrument cluster. If not OK, repair the
shorted high beam indicator driver circuit between
the instrument cluster and the headlamp beam select
(multi-function) switch as required.
LOW FUEL INDICATOR
DESCRIPTION
A low fuel indicator is standard equipment on all
instrument clusters. The low fuel indicator is located
near the lower edge of the instrument cluster overlay,
to the right of center. The low fuel indicator consists
of a stenciled cutout of the International Control and
Display Symbol icon for “Fuel” in the opaque layer of
the instrument cluster overlay. The dark outer layer
of the overlay prevents the indicator from being
clearly visible when it is not illuminated. An amber
lens behind the cutout in the opaque layer of the
overlay causes the icon to appear in amber through
the translucent outer layer of the overlay when the
indicator is illuminated from behind by a Light Emitting Diode (LED) soldered onto the instrument cluster electronic circuit board. The low fuel indicator is
serviced as a unit with the instrument cluster.
OPERATION
The low fuel indicator gives an indication to the
vehicle operator when the level of fuel in the fuel
tank becomes low. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic messages received by the cluster from the Powertrain
Control Module (PCM) over the Chrysler Collision
INSTRUMENT CLUSTER
BR/BE
8J - 23
LOW FUEL INDICATOR (Continued)
Detection (CCD) data bus. The low fuel indicator
Light Emitting Diode (LED) receives battery current
on the instrument cluster electronic circuit board
through the fused ignition switch output (st-run) circuit whenever the ignition switch is in the On or
Start positions; therefore, the LED will always be off
when the ignition switch is in any position except On
or Start. The LED only illuminates when it is provided a path to ground by the instrument cluster
transistor. The instrument cluster will turn on the
low fuel indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the indicator is illuminated
for about two seconds as a bulb test.
• Less Than 12.5 Percent Tank Full Message Each time the cluster receives messages from the
PCM indicating the percent tank full is 12.5 (oneeighth) or less for 10 consecutive seconds and the
vehicle speed is zero, or for 60 consecutive seconds
and the vehicle speed is greater than zero, the low
fuel indicator is illuminated and a single chime tone
is sounded. The low fuel indicator remains illuminated until the cluster receives messages from the
PCM indicating that the percent tank full is greater
than 12.5 (one-eighth) for 10 consecutive seconds and
the vehicle speed is zero, or for 60 consecutive seconds and the vehicle speed is greater than zero, or
until the ignition switch is turned to the Off position,
whichever occurs first. The chime tone feature will
only repeat during the same ignition cycle if the low
fuel indicator is cycled off and then on again by the
appropriate percent tank full messages from the
PCM.
• Less Than Empty Percent Tank Full Message - Each time the cluster receives a message from
the PCM indicating the percent tank full is less than
empty, the low fuel indicator is illuminated immediately. This message would indicate that the fuel tank
sender input to the PCM is a short circuit.
• More Than Full Percent Tank Full Message
- Each time the cluster receives a message from the
PCM indicating the percent tank full is more than
full, the low fuel indicator is illuminated immediately. This message would indicate that the fuel tank
sender input to the PCM is an open circuit.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The PCM continually monitors the fuel tank sending unit, then sends the proper messages to the
instrument cluster. For further diagnosis of the low
fuel indicator or the instrument cluster circuitry that
controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TEST-
ING). For proper diagnosis of the fuel tank sending
unit, the PCM, the CCD data bus, or the message
inputs to the instrument cluster that control the low
fuel indicator, a DRBIIIt scan tool is required. Refer
to the appropriate diagnostic information.
MALFUNCTION INDICATOR
LAMP MIL
DESCRIPTION
A Malfunction Indicator Lamp (MIL) is standard
equipment on all instrument clusters. The MIL is
located near the lower edge of the instrument cluster
overlay, to the left of center. The MIL consists of a
stencilled cutout of the International Control and
Display Symbol icon for “Engine” in the opaque layer
of the instrument cluster overlay. The dark outer
layer of the overlay prevents the indicator from being
clearly visible when it is not illuminated. An amber
lens behind the cutout in the opaque layer of the
overlay causes the icon to appear in amber through
the translucent outer layer of the overlay when the
indicator is illuminated from behind by a Light Emitting Diode (LED) soldered onto the instrument cluster electronic circuit board. The MIL is serviced as a
unit with the instrument cluster.
OPERATION
The Malfunction Indicator Lamp (MIL) gives an
indication to the vehicle operator when the Powertrain Control Module (PCM) has recorded a Diagnostic Trouble Code (DTC) for an On-Board Diagnostics
II (OBDII) emissions-related circuit or component
malfunction. In addition, on models with a diesel
engine an Engine Control Module (ECM) supplements the PCM, and can also record an OBDII DTC.
The MIL is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and electronic messages received by the
cluster from the PCM or ECM over the Chrysler Collision Detection (CCD) data bus. The MIL Light
Emitting Diode (LED) receives battery current on the
instrument cluster electronic circuit board through
the fused ignition switch output (st-run) circuit
whenever the ignition switch is in the On or Start
positions; therefore, the LED will always be off when
the ignition switch is in any position except On or
Start. The LED only illuminates when it is provided
a path to ground by the instrument cluster transistor. The instrument cluster will turn on the MIL for
the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the indicator is illuminated
for about seven seconds as a bulb test.
8J - 24
INSTRUMENT CLUSTER
BR/BE
MALFUNCTION INDICATOR LAMP MIL (Continued)
• PCM Lamp-On Message - Each time the cluster receives a lamp-on message from the PCM or
ECM, the indicator will be illuminated. The indicator
can be flashed on and off, or illuminated solid, as dictated by the PCM or ECM message. For some DTC’s,
if a problem does not recur, the PCM or ECM will
send a lamp-off message automatically. Other DTC’s
may require that a fault be repaired and the PCM or
ECM be reset before a lamp-off message will be sent.
For more information on the PCM, the ECM, and the
DTC set and reset parameters, (Refer to 25 - EMISSIONS CONTROL - OPERATION).
• Communication Error - If the cluster receives
no lamp-on message from the PCM or ECM for
twenty seconds, the MIL is illuminated by the instrument cluster to indicate a loss of bus communication.
The indicator remains controlled and illuminated by
the cluster until a valid lamp-on message is received
from the PCM or ECM.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The PCM/ECM continually monitor the fuel and
emissions system circuits and sensors to decide
whether the system is in good operating condition.
The PCM or ECM then sends the proper lamp-on or
lamp-off messages to the instrument cluster. For further diagnosis of the MIL or the instrument cluster
circuitry that controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). If the instrument cluster turns on
the MIL after the bulb test, it may indicate that a
malfunction has occurred and that the fuel and emissions systems may require service. For proper diagnosis of the fuel and emissions systems, the PCM,
the ECM, the CCD data bus, or the message inputs
to the instrument cluster that control the MIL, a
DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
ODOMETER
DESCRIPTION
An odometer and trip odometer are standard
equipment in all instrument clusters. The odometer
and trip odometer information are displayed in a
common electronic Vacuum-Fluorescent Display
(VFD), which is visible through a small window cutout located in the left lower quadrant of the cluster
overlay. However, the odometer and trip odometer
information are not displayed simultaneously. The
trip odometer reset switch on the instrument cluster
circuit board toggles the display between odometer
and trip odometer modes by depressing the odometer/
trip odometer switch knob that extends through the
lower edge of the cluster lens, just right of the
tachometer. Both the odometer and the trip odometer
information is stored in the instrument cluster memory.
The odometer can display values up to 499,999
kilometers (499,999 miles). The odometer latches at
these values, and will not roll over to zero. The trip
odometer can display values up to 999.9 kilometers
(999.9 miles) before it rolls over to zero. The odometer display does not have a decimal point and will
not show values less than a full unit (kilometer or
mile), the trip odometer display does have a decimal
point and will show tenths of a unit (kilometer or
mile). The unit of measure (kilometers or miles) for
the odometer and trip odometer display is not shown
in the VFD. The unit of measure for the instrument
cluster odometer/trip odometer is selected at the time
that it is manufactured, and cannot be changed. During daylight hours (exterior lamps Off) the VFD is
illuminated at full brightness for clear visibility. At
night (exterior lamps are On) the VFD lighting level
is adjusted with the other cluster illumination lamps
using the panel lamps dimmer thumbwheel on the
headlamp switch. However, a “Parade” mode position
of the panel lamps dimmer thumbwheel allows the
VFD to be illuminated at full brightness while the
exterior lamps are turned On during daylight hours.
The VFD, the trip odometer switch, and the trip
odometer switch button are serviced as a unit with
the instrument cluster.
OPERATION
The odometer and trip odometer give an indication
to the vehicle operator of the distance the vehicle has
traveled. This gauge is controlled by the instrument
cluster circuit board based upon the cluster programming and electronic messages received by the cluster
from the Powertrain Control Module (PCM) over the
Chrysler Collision Detection (CCD) data bus. The
odometer and trip odometer information is displayed
by the instrument cluster Vacuum Fluorescent Display (VFD), and the VFD will not display odometer
or trip odometer information after the ignition switch
is turned to the Off position. The instrument cluster
circuitry controls the VFD and provides the following
features:
• Odometer/Trip Odometer Display Toggling Actuating the trip odometer reset switch momentarily with the ignition switch in the On position will
toggle the VFD between the odometer and trip odometer display. Each time the ignition switch is turned
to the On position the VFD will automatically return
to the mode (odometer or trip odometer) last dis-
INSTRUMENT CLUSTER
BR/BE
8J - 25
ODOMETER (Continued)
played when the ignition switch was turned to the
Off position.
• Trip Odometer Reset - When the trip odometer reset switch is pressed and held for longer than
about two seconds, the trip odometer will be reset to
000.0 kilometers (miles). The VFD must be displaying the trip odometer information in order for the
trip odometer information to be reset.
• Message Failure - If the cluster fails to receive
a distance message during normal operation, it will
flash the odometer/trip odometer distance information on and off repeatedly until a distance message is
received, or until the ignition switch is turned to the
Off position, whichever occurs first. If the cluster
does not receive a distance message within one second after the ignition switch is turned to the On position, it will display the last distance message stored
in the cluster memory. If the cluster is unable to display distance information due to an error internal to
the cluster, the VFD display will be blank.
• Actuator Test - Each time the cluster is put
through the actuator test, the VFD will display all of
its characters at once, then step through each character segment individually during the VFD portion of
the test to confirm the functionality of the VFD and
the cluster control circuitry.
The PCM continually monitors the vehicle speed
sensor, then sends the proper distance messages to
the instrument cluster. For further diagnosis of the
odometer/trip odometer or the instrument cluster circuitry that controls these functions, (Refer to 8 ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the
vehicle speed sensor, the PCM, the CCD data bus, or
the message inputs to the instrument cluster that
control the odometer/trip odometer, a DRBIIIt scan
tool is required. Refer to the appropriate diagnostic
information.
OIL PRESSURE GAUGE
DESCRIPTION
An oil pressure gauge is standard equipment on all
instrument clusters. The oil pressure gauge is located
in the upper right quadrant of the instrument cluster, above the fuel gauge. The oil pressure gauge consists of a movable gauge needle or pointer controlled
by the instrument cluster circuitry and a fixed 90
degree scale on the cluster overlay that reads left-toright either from 0 kPa (0 psi) to 758 kPa (110 psi).
An International Control and Display Symbol icon for
“Engine Oil” is located on the cluster overlay, directly
below the highest graduation of the gauge scale. The
oil pressure gauge graphics are white against a black
field except for a single red graduation at the low
end of the gauge scale, making them clearly visible
within the instrument cluster in daylight. When illuminated from behind by the panel lamps dimmer
controlled cluster illumination lighting with the exterior lamps turned On, the white graphics appear
blue-green and the red graphics appear red. The
orange gauge needle is internally illuminated. Gauge
illumination is provided by replaceable incandescent
bulb and bulb holder units located on the instrument
cluster electronic circuit board. The oil pressure
gauge is serviced as a unit with the instrument cluster.
OPERATION
The oil pressure gauge gives an indication to the
vehicle operator of the engine oil pressure. This
gauge is controlled by the instrument cluster circuit
board based upon the cluster programming and electronic messages received by the cluster from the
Powertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus. The oil pressure
gauge is an air core magnetic unit that receives battery current on the instrument cluster electronic circuit board through the fused ignition switch output
(st-run) circuit whenever the ignition switch is in the
On or Start positions. The cluster is programmed to
move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
• Engine Oil Pressure Message - The instrument cluster circuitry restricts the oil pressure gauge
needle operation in order to provide readings that
are consistent with customer expectations. Each time
the cluster receives a message from the PCM indicating the engine oil pressure is between about 6.9 kPa
(1 psi) and 137.9 kPa (20 psi) for gasoline engines, or
55 kPa (8 psi) and 58.6 kPa (8.5 psi) for diesel
engines, the cluster holds the gauge needle at a point
about 11 degrees above the low end of normal increment on the gauge scale. Each time the cluster
receives a message from the PCM indicating the
engine oil pressure is between about 517.1 kPa (75
psi) and 755 kPa (109.5 psi) for gasoline engines, or
551.6 kPa (80 psi) and 755 kPa (109.5 psi) for diesel
engines, the cluster holds the gauge needle at a point
about 7.4 degrees below the high end of normal
increment on the gauge scale. When the cluster
receives messages from the PCM indicating the
engine oil pressure is between about 137.9 kPa (20
psi) and 517.1 kPa (75 psi) for gasoline engines, or
58.6 kPa (8.5 psi) and 551.6 kPa (80 psi) for diesel
engines], the gauge needle is moved to the actual
pressure position on the gauge scale.
8J - 26
INSTRUMENT CLUSTER
BR/BE
OIL PRESSURE GAUGE (Continued)
• Engine Oil Pressure Low Message - Each
time the cluster receives a message from the PCM
indicating the engine oil pressure is below about 6.9
kPa (1 psi) for gasoline engines, or 55 kPa (8 psi) for
diesel engines, the gauge needle is moved to the 0
kPa (0 psi) graduation at the far left (low) end of the
gauge scale, the check gauges indicator is illuminated, and a single chime tone is generated. The
gauge needle remains at the low end of the scale and
the check gauges indicator remains illuminated until
the cluster receives a message from the PCM indicating that the engine oil pressure is above about 6.9
kPa (1 psi) for gasoline engines, or 55 kPa (8 psi) for
diesel engines, or until the ignition switch is turned
to the Off position, whichever occurs first. The cluster will only turn the check gauges indicator lamp on
in response to an engine oil pressure low message if
the engine speed message is greater than zero.
• Engine Oil Pressure High Message - Each
time the cluster receives a message from the PCM
indicating the engine oil pressure is above about 755
kPa (109.5 psi) for gasoline or diesel engines, the
gauge needle is moved to the 758.4 kPa (110 psi)
graduation at the far right (high) end of the gauge
scale. The gauge needle remains at the high end of
the scale until the cluster receives a message from
the PCM indicating that the engine oil pressure is
below about 755 kPa (109.5 psi) for gasoline or diesel
engines, or until the ignition switch is turned to the
Off position, whichever occurs first.
• Message Failure - If the cluster fails to receive
an engine oil pressure message, it will hold the
gauge needle at the last indication until a new message is received, or until the ignition switch is turned
to the Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the engine oil pressure sensor to determine the engine oil pressure. The
PCM then sends the proper engine oil pressure messages to the instrument cluster. For further diagnosis
of the oil pressure gauge or the instrument cluster
circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). If the instrument cluster turns on
the check gauges indicator due to a low oil pressure
gauge reading, it may indicate that the engine or the
engine oiling system requires service. For proper
diagnosis of the engine oil pressure sensor, the PCM,
the CCD data bus, or the message inputs to the
instrument cluster that control the oil pressure
gauge, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.
OVERDRIVE OFF INDICATOR
DESCRIPTION
An overdrive off indicator is standard equipment
on all instrument clusters. However, on vehicles not
equipped with the optional overdrive automatic
transmission, this indicator is electronically disabled.
The overdrive off indicator is located near the lower
edge of the instrument cluster overlay, to the right of
center. The overdrive off indicator consists of a stencilled cutout of the words “O/D OFF” in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. An
amber lens behind the cutout in the opaque layer of
the overlay causes the “O/D OFF” text to appear in
amber through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by a Light Emitting Diode (LED) soldered
onto the instrument cluster electronic circuit board.
The overdrive off indicator is serviced as a unit with
the instrument cluster.
OPERATION
The overdrive off indicator gives an indication to
the vehicle operator when the Off position of the
overdrive off switch has been selected, disabling the
electronically controlled overdrive feature of the automatic transmission. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon the cluster programming and electronic
messages received by the cluster from the Powertrain
Control Module (PCM) over the Chrysler Collision
Detection (CCD) data bus. The overdrive off indicator
Light Emitting Diode (LED) receives battery current
on the instrument cluster electronic circuit board
through the fused ignition switch output (st-run) circuit whenever the ignition switch is in the On or
Start positions; therefore, the LED will always be off
when the ignition switch is in any position except On
or Start. The LED only illuminates when it is provided a path to ground by the instrument cluster
transistor. The instrument cluster will turn on the
overdrive off indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the overdrive off indicator
is illuminated for about two seconds as a bulb test.
• Overdrive Off Lamp-On Message - Each time
the cluster receives an overdrive off lamp-on message
from the PCM indicating that the Off position of the
overdrive off switch has been selected, the overdrive
off indicator will be illuminated. The indicator
INSTRUMENT CLUSTER
BR/BE
8J - 27
OVERDRIVE OFF INDICATOR (Continued)
remains illuminated until the cluster receives an
overdrive off lamp-off message from the PCM, or
until the ignition switch is turned to the Off position,
whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The PCM continually monitors the overdrive off
switch to determine the proper outputs to the automatic transmission, then sends the proper messages
to the instrument cluster. For further diagnosis of
the overdrive off indicator or the instrument cluster
circuitry that controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). For proper diagnosis of the overdrive control system, the PCM, the CCD data bus, or
the message inputs to the instrument cluster that
control the overdrive off indicator, a DRBIIIt scan
tool is required. Refer to the appropriate diagnostic
information.
SEATBELT INDICATOR
DESCRIPTION
A seatbelt indicator is standard equipment on all
instrument clusters. The seatbelt indicator is located
near the lower edge of the instrument cluster overlay,
to the right of center. The seatbelt indicator consists
of a stencilled cutout of the International Control and
Display Symbol icon for “Seat Belt” in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A red
lens behind the cutout in the opaque layer of the
overlay causes the icon to appear in red through the
translucent outer layer of the overlay when the indicator is illuminated from behind by a Light Emitting
Diode (LED) soldered onto the instrument cluster
electronic circuit board. The seatbelt indicator is serviced as a unit with the instrument cluster.
OPERATION
The seatbelt indicator gives an indication to the
vehicle operator of the status of the driver side front
seatbelt buckle. This indicator is controlled by a transistor on the instrument cluster circuit board based
upon the cluster programming, and a hard wired
input from the seatbelt switch in the driver side front
seatbelt through the seat belt switch sense circuit.
The seatbelt indicator Light Emitting Diode (LED)
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (st-run) circuit whenever the ignition
switch is in the On or Start positions; therefore, the
indicator will always be off when the ignition switch
is in any position except On or Start. The LED only
illuminates when it is switched to ground by the
instrument cluster transistor. The instrument cluster
will turn on the seatbelt indicator for the following
reasons:
• Seatbelt Reminder Function - Each time the
cluster receives a battery current input on the fused
ignition switch output (st-run) circuit, the indicator
will be illuminated as a seatbelt reminder for about
seven seconds, or until the ignition switch is turned
to the Off position, whichever occurs first. This
reminder function will occur regardless of the status
of the seatbelt switch input to the cluster.
• Driver Side Front Seatbelt Not Buckled Following the seatbelt reminder function, each time
the cluster receives a ground input on the seat belt
switch sense circuit (seatbelt switch closed - seatbelt
unbuckled) with the ignition switch in the Start or
On positions, the indicator will be illuminated. The
seatbelt indicator remains illuminated until the seat
belt switch sense input to the cluster is an open circuit (seatbelt switch opened - seatbelt buckled), or
until the ignition switch is turned to the Off position,
whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The seatbelt switch input to the instrument cluster
circuitry can be diagnosed using conventional diagnostic tools and methods. For further diagnosis of the
seatbelt indicator or the instrument cluster circuitry
that controls the LED, (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING).
SERVICE REMINDER
INDICATOR
DESCRIPTION
A Service Reminder Indicator (SRI) is standard
equipment on all instrument clusters. However, on
vehicles not equipped with certain optional heavy
duty emission cycle gasoline engines, this indicator is
electronically disabled. The SRI is located near the
lower edge of the instrument cluster overlay, to the
left of center. The SRI consists of a stencilled cutout
of the words “MAINT REQD” in the opaque layer of
the instrument cluster overlay. The dark outer layer
of the overlay prevents the indicator from being
clearly visible when it is not illuminated. An amber
lens behind the cutout in the opaque layer of the
8J - 28
INSTRUMENT CLUSTER
BR/BE
SERVICE REMINDER INDICATOR (Continued)
overlay causes the “MAINT REQD” text to appear in
amber through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by a Light Emitting Diode (LED) soldered
onto the instrument cluster electronic circuit board.
The SRI is serviced as a unit with the instrument
cluster.
OPERATION
The Service Reminder Indicator (SRI) gives an
indication to the vehicle operator when engine emissions maintenance procedures should be performed.
This indicator is controlled by a transistor on the
instrument cluster circuit board based upon the cluster programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Chrysler Collision Detection (CCD)
data bus. The SRI Light Emitting Diode (LED)
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (st-run) circuit whenever the ignition
switch is in the On or Start positions; therefore, the
LED will always be off when the ignition switch is in
any position except On or Start. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the SRI for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the SRI is illuminated for
about two seconds as a bulb test.
• Service Required Lamp-On Message - Each
time the cluster receives a service required lamp-on
message from the PCM indicating that an emissions
maintenance interval has been reached, the SRI will
be illuminated. The indicator remains illuminated
until the cluster receives a service required lamp-off
message from the PCM, or until the ignition switch
is turned to the Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the SRI will be turned on
during the bulb check portion of the test to confirm
the functionality of the LED and the cluster control
circuitry.
The PCM continually monitors the vehicle speed
sensor to determine the distance the vehicle has been
driven, then sends the proper messages to the instrument cluster. Once the SRI has been illuminated and
the required emissions maintenance procedures have
been completed, the PCM must be reset using a
DRBIIIt scan tool before it will send the proper service required lamp-off message to the instrument
cluster. Refer to the appropriate diagnostic information. For further diagnosis of the SRI or the instrument cluster circuitry that controls the LED, (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER DIAGNOSIS AND TESTING). For proper diagnosis
of the PCM, the CCD data bus, or the message
inputs to the instrument cluster that control the SRI,
a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
SHIFT INDICATOR (TRANSFER
CASE)
DESCRIPTION
A four-wheel drive indicator is standard equipment
on all instrument clusters. However, on vehicles not
equipped with the optional four-wheel drive system,
this indicator is mechanically disabled. The fourwheel drive indicator is located near the lower edge
of the instrument cluster overlay, to the right of center. The four-wheel drive indicator consists of a stencilled cutout of the text “4WD” in the opaque layer of
the instrument cluster overlay. The dark outer layer
of the overlay prevents the indicator from being
clearly visible when it is not illuminated. An amber
lens behind the cutout in the opaque layer of the
overlay causes the “4WD” text to appear in amber
through the translucent outer layer of the overlay
when the indicator is illuminated from behind by a
Light Emitting Diode (LED) soldered onto the instrument cluster electronic circuit board. The four-wheel
drive indicator is serviced as a unit with the instrument cluster.
OPERATION
The four-wheel drive indicator lamp gives an indication to the vehicle operator that a four-wheel drive
operating mode is engaged. The indicator will be illuminated when either high range (4H) or low range
(4L) have been selected with the transfer case shift
lever. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon the
cluster programming, and a hard wired input from
the four-wheel drive switch on the front axle disconnect housing. The four-wheel drive indicator Light
Emitting Diode (LED) receives battery current on the
instrument cluster electronic circuit board through
the fused ignition switch output (st-run) circuit
whenever the ignition switch is in the On or Start
positions; therefore, the lamp will always be off when
the ignition switch is in any position except On or
Start. The LED only illuminates when it is switched
to ground by the instrument cluster transistor.
The four-wheel drive switch is connected in series
between ground and the four-wheel drive switch
sense input to the instrument cluster. For further
information on the transfer case and the transfer
case operating ranges, (Refer to 21 - TRANSMISSION/TRANSAXLE/TRANSFER CASE - OPERATION. For further information on the front axle
INSTRUMENT CLUSTER
BR/BE
8J - 29
SHIFT INDICATOR (TRANSFER CASE) (Continued)
disconnect mechanism, (Refer to 3 - DIFFERENTIAL
& DRIVELINE/FRONT AXLE/AXLE VACUUM
MOTOR - OPERATION). The four-wheel drive switch
input to the instrument cluster circuitry can be diagnosed using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - FOUR-WHEEL
DRIVE INDICATOR
The diagnosis found here addresses an inoperative
four-wheel drive indicator condition. If the problem
being diagnosed is related to indicator accuracy, be
certain to confirm that the problem is with the indicator and not with a damaged or inoperative front
axle disconnect mechanism. (Refer to 3 - DIFFERENTIAL & DRIVELINE/FRONT AXLE/AXLE VACUUM
MOTOR - DIAGNOSIS AND TESTING). If no front
axle disconnect problem is found, the following procedure will help locate a short or open in the fourwheel drive switch input to the instrument cluster.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INDICATOR DOES NOT ILLUMINATE WITH FOUR-WHEEL
DRIVE MODE SELECTED
(1) Disconnect and isolate the battery negative
cable. Disconnect the engine wire harness connector
for the four-wheel drive switch from the switch connector receptacle. Check for continuity between the
ground circuit cavity of the engine wire harness connector for the four-wheel drive switch and a good
ground. There should be continuity. If OK, go to Step
2. If not OK, repair the open ground circuit to ground
(G100) as required.
(2) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Install a jumper
wire between the 4WD switch sense circuit cavity of
the engine wire harness connector for the four-wheel
drive switch and a good ground. The four-wheel drive
indicator should light. If OK, replace the faulty fourwheel drive switch. If not OK, go to Step 3.
(3) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the instrument cluster from the instrument
panel. Check for continuity between the 4WD switch
sense circuit cavities of the instrument panel wire
harness connector (Connector C2) for the instrument
cluster and the engine wire harness connector for the
four-wheel drive switch. There should be continuity.
If OK, replace the faulty instrument cluster. If not
OK, repair the open 4WD switch sense circuit
between the instrument cluster and the four-wheel
drive switch as required.
INDICATOR STAYS ILLUMINATED WITH FOUR-WHEEL DRIVE
MODE NOT SELECTED
(1) Disconnect and isolate the battery negative
cable. Disconnect the engine wire harness connector
for the four-wheel drive switch from the switch connector receptacle. Check for continuity between the
ground circuit terminal and the 4WD switch sense
circuit terminal in the four-wheel drive switch connector receptacle. There should be no continuity. If
OK, repair the shorted 4WD switch sense circuit
between the four-wheel drive switch and the instrument cluster as required. If not OK, replace the
faulty four-wheel drive switch.
SPEEDOMETER
DESCRIPTION
A speedometer is standard equipment on all instrument clusters. The speedometer is located just to the
right of the tachometer near the center of the instrument cluster. The speedometer consists of a movable
gauge needle or pointer controlled by the instrument
cluster circuitry and a fixed 210 degree primary scale
on the gauge dial face that reads left-to-right either
from 0 to 120 mph, or from 0 to 200 km/h, depending
upon the market for which the vehicle is manufactured. Each version also has a secondary inner scale
on the gauge dial face that provides the equivalent
opposite units from the primary scale. Text appearing
on the cluster overlay just below the hub of the
speedometer needle abbreviates the unit of measure
for the primary scale in all upper case letters (i.e.:
MPH or KM/H), followed by the unit of measure for
the secondary scale in all lower case letters (i.e.: mph
or km/h). The speedometer graphics are white (primary scale) and red (secondary scale) against a black
field, making them clearly visible within the instrument cluster in daylight. When illuminated from
behind by the panel lamps dimmer controlled cluster
8J - 30
INSTRUMENT CLUSTER
BR/BE
SPEEDOMETER (Continued)
illumination lighting with the exterior lamps turned
On, the white graphics appear blue-green, while the
red graphics still appear red. The orange gauge needle is internally illuminated. Gauge illumination is
provided by replaceable incandescent bulb and bulb
holder units located on the instrument cluster electronic circuit board. The speedometer is serviced as a
unit with the instrument cluster.
OPERATION
The speedometer gives an indication to the vehicle
operator of the vehicle road speed. This gauge is controlled by the instrument cluster circuit board based
upon the cluster programming and electronic messages received by the cluster from the Powertrain
Control Module (PCM) over the Chrysler Collision
Detection (CCD) data bus. The speedometer is an air
core magnetic unit that receives battery current on
the instrument cluster electronic circuit board
through the fused ignition switch output (st-run) circuit whenever the ignition switch is in the On or
Start positions. The cluster is programmed to move
the gauge needle back to the low end of the scale
after the ignition switch is turned to the Off position.
The instrument cluster circuitry controls the gauge
needle position and provides the following features:
• Message Failure - If the cluster fails to receive
a speedometer message, it will hold the gauge needle
at the last indication for about four seconds, or until
the ignition switch is turned to the Off position,
whichever occurs first. If a new speedometer message
is not received after about four seconds, the gauge
needle will return to the far left (low) end of the
scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the vehicle speed
sensor to determine the vehicle road speed, then
sends the proper vehicle speed messages to the
instrument cluster. For further diagnosis of the
speedometer or the instrument cluster circuitry that
controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the vehicle speed
sensor, the PCM, the CCD data bus, or the message
inputs to the instrument cluster that control the
speedometer, a DRBIIIt scan tool is required. Refer
to the appropriate diagnostic information.
TACHOMETER
DESCRIPTION
A tachometer is standard equipment on all instrument clusters. The tachometer is located just to the
left of the speedometer near the center of the instrument cluster. The tachometer consists of a movable
gauge needle or pointer controlled by the instrument
cluster circuitry and a fixed 210 degree scale on the
gauge dial face that reads left-to-right either from 0
to 6 for gasoline engines, or from 0 to 4 for diesel
engines. The text “RPM X 1000” imprinted on the
cluster overlay directly below the hub of the tachometer needle identifies that each number on the
tachometer scale is to be multiplied times 1000 rpm.
The gauge scale of the gasoline engine tachometer is
red lined at 5000 rpm, while the diesel engine
tachometer is red lined at 3375 rpm. The diesel
engine tachometer also includes text that specifies
“DIESEL FUEL ONLY” located just above the hub of
the tachometer needle. The tachometer graphics are
white and red against a black field, making them
clearly visible within the instrument cluster in daylight. When illuminated from behind by the panel
lamps dimmer controlled cluster illumination lighting
with the exterior lamps turned On, the white graphics appear blue-green, while the red graphics still
appear red. The orange gauge needle is internally
illuminated. Gauge illumination is provided by
replaceable incandescent bulb and bulb holder units
located on the instrument cluster electronic circuit
board. The tachometer is serviced as a unit with the
instrument cluster.
OPERATION
The tachometer gives an indication to the vehicle
operator of the engine speed. This gauge is controlled
by the instrument cluster circuit board based upon
the cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) over the Chrysler Collision Detection
(CCD) data bus. The tachometer is an air core magnetic unit that receives battery current on the instrument cluster electronic circuit board through the
fused ignition switch output (st-run) circuit whenever
the ignition switch is in the On or Start positions.
The cluster is programmed to move the gauge needle
back to the low end of the scale after the ignition
switch is turned to the Off position. The instrument
cluster circuitry controls the gauge needle position
and provides the following features:
• Message Failure - If the cluster fails to receive
an engine speed message, it will hold the gauge needle at the last indication for about four seconds, or
until the ignition switch is turned to the Off position,
whichever occurs first. If a new engine speed mes-
BR/BE
INSTRUMENT CLUSTER
8J - 31
TACHOMETER (Continued)
sage is not received after about four seconds, the
gauge needle will return to the far left (low) end of
the scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the crankshaft position sensor to determine the engine speed, then
sends the proper engine speed messages to the
instrument cluster. For further diagnosis of the
tachometer or the instrument cluster circuitry that
controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the crankshaft position
sensor, the PCM, the CCD data bus, or the message
inputs to the instrument cluster that control the
tachometer, a DRBIIIt scan tool is required. Refer to
the appropriate diagnostic information.
TRANS OVERTEMP
INDICATOR
DESCRIPTION
A transmission over-temperature indicator lamp is
standard equipment on all instrument clusters. However, on vehicles not equipped with the optional automatic transmission, this indicator is electronically
disabled. The transmission over-temperature indicator is located near the lower edge of the instrument
cluster overlay, to the left of center. The transmission
over-temperature indicator consists of a stencilled
cutout of the words “TRANS TEMP” in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A red
lens behind the cutout in the opaque layer of the
overlay causes the “TRANS TEMP” text to appear in
red through the translucent outer layer of the overlay when the indicator is illuminated from behind by
a Light Emitting Diode (LED) soldered onto the
instrument cluster electronic circuit board. The
transmission over-temperature indicator is serviced
as a unit with the instrument cluster.
OPERATION
The transmission over-temperature indicator gives
an indication to the vehicle operator when the transmission fluid temperature is excessive, which may
lead to accelerated transmission component wear or
failure. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon the
cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) over the Chrysler Collision Detection
(CCD) data bus. The transmission over-temperature
indicator Light Emitting Diode (LED) receives battery current on the instrument cluster electronic circuit board through the fused ignition switch output
(st-run) circuit whenever the ignition switch is in the
On or Start positions; therefore, the LED will always
be off when the ignition switch is in any position
except On or Start. The LED only illuminates when
it is provided a path to ground by the instrument
cluster transistor. The instrument cluster will turn
on the transmission over-temperature indicator for
the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the transmission over-temperature indicator is illuminated for about two seconds as a bulb test.
• Trans Over-Temp Lamp-On Message - Each
time the cluster receives a trans over-temp lamp-on
message from the PCM indicating that the transmission fluid temperature is 135° C (275° F) or higher,
the indicator will be illuminated and a single chime
tone is sounded. The lamp remains illuminated until
the cluster receives a trans over-temp lamp-off message from the PCM, or until the ignition switch is
turned to the Off position, whichever occurs first.
The chime tone feature will only repeat during the
same ignition cycle if the transmission over-temperature indicator is cycled off and then on again by the
appropriate trans over-temp messages from the PCM.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The PCM continually monitors the transmission
temperature sensor to determine the transmission
operating condition, then sends the proper messages
to the instrument cluster. If the instrument cluster
turns on the transmission over-temperature indicator
due to a high transmission oil temperature condition,
it may indicate that the transmission and/or the
transmission cooling system are being overloaded or
that they require service. For further diagnosis of the
transmission over-temperature indicator or the
instrument cluster circuitry that controls the LED,
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper
diagnosis of the transmission temperature sensor, the
PCM, the CCD data bus, or the message inputs to
the instrument cluster that control the transmission
over-temperature indicator, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.
8J - 32
INSTRUMENT CLUSTER
TURN SIGNAL INDICATOR
DESCRIPTION
Two turn signal indicators are standard equipment
on all instrument clusters. The turn signal indicators
are located near the upper edge of the instrument
cluster overlay, between the speedometer and the
tachometer. Each turn signal indicator consists of a
stenciled cutout of the International Control and Display Symbol icon for “Turn Warning” in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents these icons from
being clearly visible when their lamps are not illuminated. The icons appear in green through the translucent outer layer of the overlay when the indicator
is illuminated from behind by a replaceable incandescent bulb and bulb holder unit located on the instrument cluster electronic circuit board. The turn signal
indicators are serviced as a unit with the instrument
cluster.
OPERATION
The turn signal indicators give an indication to the
vehicle operator that the turn signal (left or right
indicator flashing) or hazard warning (both left and
right indicators flashing) have been selected. These
indicators are controlled by two individual hard
wired inputs to the instrument cluster electronic circuit board. The turn signal indicator bulbs are
grounded on the instrument cluster electronic circuit
board at all times. The turn signal indicator bulbs
only illuminate when they are provided with battery
current by the turn signal and hazard warning
switch circuitry of the left multi-function switch on
the steering column through separate left and right
turn signal inputs to the instrument cluster; therefore, these indicators can be illuminated, regardless
of the ignition switch position.
The turn signal indicators are connected in series
between ground and the output of the turn signal
and hazard warning switch circuitry, but in parallel
with the other turn signal circuits. This arrangement
allows the turn signal indicators to remain functional
regardless of the condition of the other circuits in the
turn signal and hazard warning system. For more
information on the turn signal and hazard warning
system, (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR - OPERATION - TURN SIGNAL &
HAZARD WARNING SYSTEM). The turn signal
indicators can be diagnosed using conventional diagnostic tools and methods.
BR/BE
DIAGNOSIS AND TESTING - TURN SIGNAL
INDICATOR
The diagnosis found here addresses an inoperative
turn signal indicator lamp condition. If the problem
being diagnosed is related to inoperative turn signals
or hazard warning lamps, be certain to repair the
turn signal and hazard warning system before
attempting to diagnose or repair the turn signal indicators. If no turn signal or hazard warning system
problems are found, the following procedure will help
locate a short or open in the left or right turn signal
indicator circuit. Refer to the appropriate wiring
information. The wiring information includes wiring
diagrams, proper wire and connector repair procedures, details of wire harness routing and retention,
connector pin-out information and location views for
the various wire harness connectors, splices and
grounds.
(1) Disconnect and isolate the battery negative
cable. Remove the instrument cluster.
(2) Connect the battery negative cable. Activate
the hazard warning system by moving the hazard
warning switch button to the On position. Check for
battery voltage at the inoperative (right or left) turn
signal circuit cavity of the instrument panel wire
harness connector (Connector C2) for the instrument
cluster. There should be a switching (on and off) battery voltage signal. If OK, replace the faulty turn signal indicator bulb. If not OK, repair the open (right
or left) turn signal circuit to the left multi-function
switch as required.
UPSHIFT INDICATOR
DESCRIPTION
An upshift indicator is standard equipment on all
instrument clusters. However, on vehicles not
equipped with a manual transmission, this indicator
is disabled. The upshift indicator is located near the
fuel gauge in the instrument cluster overlay, to the
left of center. The upshift indicator consists of an
upward pointed arrow icon that is a stenciled cutout
in the opaque layer of the instrument cluster overlay.
The dark outer layer of the overlay prevents the indicator from being clearly visible when it is not illuminated. An amber lens behind the cutout in the
opaque layer of the overlay causes the icon to appear
in amber through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by a replaceable incandescent bulb and bulb
holder unit located on the instrument cluster electronic circuit board. The upshift indicator is serviced
as a unit with the instrument cluster.
INSTRUMENT CLUSTER
BR/BE
8J - 33
UPSHIFT INDICATOR (Continued)
OPERATION
The upshift indicator gives an indication to the
vehicle operator when the transmission should be
shifted to the next highest gear in order to achieve
the best fuel economy. This indicator is controlled by
a transistor on the instrument cluster circuit board
based upon the cluster programming and electronic
messages received by the cluster from the Powertrain
Control Module (PCM) over the Chrysler Collision
Detection (CCD) data bus. The upshift indicator bulb
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (st-run) circuit whenever the ignition
switch is in the On or Start positions; therefore, the
lamp will always be off when the ignition switch is in
any position except On or Start. The bulb only illuminates when it is provided a path to ground by the
instrument cluster transistor. On models not
equipped with a manual transmission, the incandescent bulb and bulb holder unit are not installed at
the factory when the vehicle is built. The instrument
cluster will turn on the upshift indicator for the following reasons:
• Upshift Lamp-On Message - Each time the
cluster receives an upshift lamp-on message from the
PCM indicating the engine speed and load conditions
are right for a transmission upshift to occur, the
upshift indicator is illuminated. The indicator
remains illuminated until the cluster receives an
upshift lamp-off message from the PCM or until the
ignition switch is turned to the Off position, whichever occurs first. The PCM will normally send an
upshift lamp-off message three to five seconds after a
lamp-on message, if an upshift is not performed. The
indicator will then remain off until the vehicle stops
accelerating and is brought back into the range of
indicator operation, or until the transmission is
shifted into another gear.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the indicator and the
cluster control circuitry.
The PCM continually monitors the engine speed
and load conditions to determine the proper fuel and
ignition requirements. The PCM then sends the
proper messages to the instrument cluster. If the
upshift indicator fails to light during normal vehicle
operation, replace the bulb with a known good unit.
For further diagnosis of the upshift indicator or the
instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For
proper diagnosis of the PCM, the CCD data bus, or
the message inputs to the instrument cluster that
control the upshift indicator, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.
VOLTAGE GAUGE
DESCRIPTION
A voltage gauge is standard equipment on all
instrument clusters. The voltage gauge is located in
the upper left quadrant of the instrument cluster,
above the temperature gauge. The voltage gauge consists of a movable gauge needle or pointer controlled
by the instrument cluster circuitry and a fixed 90
degree scale on the cluster overlay that reads left-toright from 8 volts to 18 volts. An International Control and Display Symbol icon for “Battery Charging
Condition” is located directly below the lowest graduation of the gauge scale. The voltage gauge graphics
are white against a black field except for a single red
graduation at each end of the gauge scale, making
them clearly visible within the instrument cluster in
daylight. When illuminated from behind by the panel
lamps dimmer controlled cluster illumination lighting
with the exterior lamps turned On, the white graphics appear blue-green and the red graphics appear
red. The orange gauge needle is internally illuminated. Gauge illumination is provided by replaceable
incandescent bulb and bulb holder units located on
the instrument cluster electronic circuit board. The
voltage gauge is serviced as a unit with the instrument cluster.
OPERATION
The voltage gauge gives an indication to the vehicle operator of the electrical system voltage. This
gauge is controlled by the instrument cluster circuit
board based upon the cluster programming and electronic messages received by the cluster from the
Powertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus. The voltage
gauge is an air core magnetic unit that receives battery current on the instrument cluster electronic circuit board through the fused ignition switch output
(st-run) circuit whenever the ignition switch is in the
On or Start positions. The cluster is programmed to
move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
• Charge Fail Message - Each time the cluster
receives a message from the PCM indicating a charge
fail condition (system voltage is 10.8 volts or lower),
the gauge needle is moved to the 8 volt graduation
on the gauge scale and the check gauges indicator is
illuminated. The gauge needle remains on the 8 volt
8J - 34
INSTRUMENT CLUSTER
BR/BE
VOLTAGE GAUGE (Continued)
graduation and the check gauges indicator remains
illuminated until the cluster receives a message from
the PCM indicating there is no charge fail condition
(system voltage is 10.9 volts or higher, but lower
than 16.7 volts), or until the ignition switch is turned
to the Off position, whichever occurs first. On models
equipped with the optional diesel engine, the instrument cluster is programmed to support the voltmeter
gauge needle above the low end of normal graduation
and suppress the check gauges indicator operation
until ten seconds after the engine intake manifold air
heater has completed its cycle.
• Voltage High Message - Each time the cluster
receives a message from the PCM indicating a voltage high condition (system voltage is 16.7 volts or
higher), the gauge needle is moved to the 18 volt
graduation on the gauge scale and the check gauges
indicator is illuminated. The gauge needle remains
on the 18 volt graduation and the check gauges indicator remains illuminated until the cluster receives a
message from the PCM indicating there is no voltage
high condition (system voltage is 16.6 volts or lower,
but higher than 10.9 volts), or until the ignition
switch is turned to the Off position, whichever occurs
first.
• Message Failure - If the cluster fails to receive
a system voltage message, it will hold the gauge needle at the last indication until a new message is
received, or until the ignition switch is turned to the
Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the system voltage
to control the generator output. The PCM then sends
the proper system voltage messages to the instrument cluster. For further diagnosis of the voltage
gauge or the instrument cluster circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If
the instrument cluster turns on the check gauges
indicator due to a charge fail or voltage high condition, it may indicate that the charging system
requires service. For proper diagnosis of the charging
system, the CCD data bus, or the message inputs to
the instrument cluster that control the voltage
gauge, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.
WAIT-TO-START INDICATOR
DESCRIPTION
A wait-to-start indicator is standard equipment on
all instrument clusters, but is only functional in vehicles equipped with an optional diesel engine. The
wait-to-start indicator is located near the lower edge
of the instrument cluster overlay, to the right of center. The wait-to-start indicator consists of a stenciled
cutout of the text “WAIT TO START” in the opaque
layer of the cluster overlay. The dark outer layer of
the overlay prevents the indicator from being clearly
visible when it is not illuminated. A red lens located
behind the cutout causes the “WAIT TO START” text
to appear in red through the translucent outer layer
of the overlay when the indicator is illuminated from
behind by a Light Emitting Diode (LED) that is soldered onto the instrument cluster electronic circuit
board. The wait-to-start indicator is serviced as a
unit with the instrument cluster.
OPERATION
The wait-to-start indicator gives an indication to
the vehicle operator when the diesel engine intake
air heater is energized in its preheat operating mode.
This indicator is controlled by a hard wired input to
the instrument cluster from the Engine Control Module (ECM). The wait-to-start indicator Light Emitting
Diode (LED) receives battery current on the instrument cluster electronic circuit board through the
fused ignition switch output (st-run) circuit whenever
the ignition switch is in the On or Start positions;
therefore, the lamp will always be off when the ignition switch is in any position except On or Start. The
indicator LED only illuminates when it is switched to
ground by the input from the ECM. The ECM will
turn on the wait-to-start indicator by pulling the
wait-to-start indicator driver circuit to ground each
time the ignition switch is turned to the On or Start
positions. The indicator then remains illuminated
until the ECM detects that the air within the intake
manifold is the proper temperature to ensure reliable
and efficient engine starting, until the ECM detects
that the engine is running, or until the ignition
switch is turned to the Off position, whichever occurs
first.
The ECM continually monitors the intake manifold
air temperature sensor, the Manifold Absolute Pressure (MAP) sensor, and many other vehicle conditions to determine when the wait-to-start indicator
should be illuminated. For proper diagnosis of the
wait-to-start indicator, the ECM, or the inputs the
ECM uses to control the wait-to-start indicator operation, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.
BR/BE
WASHER FLUID INDICATOR
DESCRIPTION
A washer fluid indicator is standard equipment on
all instrument clusters. The washer fluid indicator is
located near the lower edge of the instrument cluster
overlay, to the right of center. The washer fluid indicator consists of a stenciled cutout of the words
“LOW WASHER” in the opaque layer of the instrument cluster overlay. The dark outer layer of the
overlay prevents the indicator from being clearly visible when it is not illuminated. An amber lens behind
the cutout in the opaque layer of the overlay causes
the “LOW WASHER” text to appear in amber
through the translucent outer layer of the overlay
when it is illuminated from behind by a Light Emitting Diode (LED) soldered onto the instrument cluster electronic circuit board. The washer fluid
indicator is serviced as a unit with the instrument
cluster.
OPERATION
The washer fluid indicator gives an indication to
the vehicle operator when the fluid level in the
washer fluid reservoir is low. This indicator is controlled by a transistor on the instrument cluster electronic circuit board based upon cluster programming
and a hard wired washer fluid level switch input to
the cluster. The washer fluid indicator Light Emitting Diode (LED) receives battery current on the
instrument cluster electronic circuit board through
the fused ignition switch output (st-run) circuit
whenever the ignition switch is in the On or Start
positions; therefore, the indicator will always be off
when the ignition switch is in any position except On
or Start. The LED only illuminates when it is provided a path to ground by the instrument cluster
transistor. The instrument cluster will turn on the
washer fluid indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the indicator is illuminated
for about two seconds as a bulb test.
• Washer Fluid Level Switch Input - Immediately after the bulb test, if the cluster senses ground
on the washer fluid switch sense circuit for more
than about thirty seconds, it turns on the washer
fluid indicator. Any time after the bulb test, the cluster must sense ground on the washer fluid switch
sense circuit for more than about sixty seconds before
it turns on the indicator. Once illuminated, the indicator will remain illuminated until the ignition
switch is cycled and the cluster senses an open circuit on the low washer fluid sense input. This strategy is intended to reduce the effect that fluid
sloshing within the washer reservoir can have on
reliable indicator operation.
INSTRUMENT CLUSTER
8J - 35
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The washer fluid level switch is connected in series
between ground and the washer fluid switch sense
input to the instrument cluster. For more information on the washer fluid level switch,(Refer to 8 ELECTRICAL/WIPERS/WASHERS/WASHER FLUID
LEVEL SWITCH - OPERATION). For further diagnosis of the washer fluid indicator or the instrument
cluster circuitry that controls the indicator, (Refer to
8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). The washer fluid level
switch input to the cluster can be diagnosed using
conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - WASHER FLUID
INDICATOR
The diagnosis found here addresses an inoperative
washer fluid indicator condition. If the problem being
diagnosed is related to indicator accuracy, be certain
to confirm that the problem is with the indicator or
washer fluid level switch input and not with a damaged or empty washer fluid reservoir, or inoperative
instrument cluster indicator control circuitry. Inspect
the washer fluid reservoir for proper fluid level and
signs of damage or distortion that could affect
washer fluid level switch performance and perform
the instrument cluster actuator test before you proceed with the following diagnosis. If no washer fluid
reservoir or instrument cluster control circuitry problem is found, the following procedure will help to
locate a short or open in the washer fluid switch
sense circuit. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pin-out information and location views for the
various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
8J - 36
INSTRUMENT CLUSTER
BR/BE
WASHER FLUID INDICATOR (Continued)
INDICATOR DOES NOT ILLUMINATE WITH WASHER
RESERVOIR EMPTY
(1) Disconnect and isolate the battery negative
cable. Disconnect the headlamp and dash wire harness connector for the washer fluid level switch from
the washer fluid level switch connector receptacle.
Check for continuity between the ground circuit cavity of the headlamp and dash wire harness connector
for the washer fluid level switch and a good ground.
There should be continuity. If OK, go to Step 2. If not
OK, repair the open ground circuit to ground (G100)
as required.
(2) Remove the instrument cluster from the instrument panel. Check for continuity between the washer
fluid switch sense circuit cavities of the headlamp
and dash wire harness connector for the washer fluid
level switch and the instrument panel wire harness
connector (Connector C2) for the instrument cluster.
If OK, replace the faulty washer fluid level switch. If
not OK, repair the open washer fluid switch sense
circuit between the washer fluid level switch and the
instrument cluster as required.
INDICATOR STAYS ILLUMINATED WITH WASHER
RESERVOIR FULL
(1) Disconnect and isolate the battery negative
cable. Disconnect the headlamp and dash wire harness connector for the washer fluid level switch from
the washer fluid level switch connector receptacle.
Check for continuity between the ground circuit terminal and the washer fluid switch sense terminal in
the washer fluid level switch connector receptacle.
There should be no continuity. If OK, go to Step 2. If
not OK, replace the faulty washer fluid level switch.
(2) Remove the instrument cluster from the instrument panel. Check for continuity between the washer
fluid switch sense circuit cavity of the headlamp and
dash wire harness connector for the washer fluid
level switch and a good ground. There should be no
continuity. If not OK, repair the shorted washer fluid
switch sense circuit between the washer fluid level
switch and the instrument cluster as required.
WATER-IN-FUEL INDICATOR
DESCRIPTION
A water-in-fuel indicator is standard equipment on
all instrument clusters, but is only functional in vehicles equipped with an optional diesel engine. The
water-in-fuel indicator is located near the lower edge
of the instrument cluster overlay, to the left of center.
The water-in-fuel indicator consists of a stencilled
cutout of the text “WATER IN FUEL” in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A red
lens located behind the cutout causes the “WATER
IN FUEL” text to appear in red through the translucent outer layer of the overlay when the indicator is
illuminated from behind by a Light Emitting Diode
(LED) soldered onto the instrument cluster electronic
circuit board. The water-in-fuel indicator is serviced
as a unit with the instrument cluster.
OPERATION
The water-in-fuel indicator gives an indication to
the vehicle operator when the water accumulated in
the diesel engine fuel filter/separator filter bowl
requires draining. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic messages received by the cluster from the Engine Control
Module (ECM) over the Chrysler Collision Detection
(CCD) data bus. The water-in-fuel indicator Light
Emitting Diode (LED) receives battery current on the
instrument cluster electronic circuit board through
the fused ignition switch output (st-run) circuit
whenever the ignition switch is in the On or Start
positions; therefore, the indicator will always be off
when the ignition switch is in any position except On
or Start. The LED only illuminates when it is
switched to ground by the instrument cluster transistor. The instrument cluster will turn on the water-infuel indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the indicator is illuminated
for about two seconds as a bulb test.
• Water-In-Fuel Lamp-On Message - Each time
the cluster receives a water-in-fuel lamp-on message
from the ECM, the indicator will be illuminated. The
indicator remains illuminated until the cluster
receives a water-in-fuel lamp-off message from the
ECM or until the ignition switch is turned to the Off
position, whichever occurs first.
• Actuator Test - Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The ECM continually monitors the water-in-fuel
sensor, then sends the proper messages to the instrument cluster. For further diagnosis of the water-infuel indicator or the instrument cluster circuitry that
controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the water-in-fuel
sensor, the ECM, the CCD data bus, or the message
inputs to the instrument cluster that control the
water-in-fuel indicator, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic
information.
LAMPS
BR/BE
8L - 1
LAMPS
TABLE OF CONTENTS
page
page
LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . . . . . 1
LAMPS/LIGHTING - INTERIOR . . . . . . . . . . . . . . . 33
LAMPS/LIGHTING - EXTERIOR
TABLE OF CONTENTS
page
LAMPS/LIGHTING - EXTERIOR
DESCRIPTION - TURN SIGNAL & HAZARD
WARNING SYSTEM . . . . . . . . . . . . . . . . . .
OPERATION - TURN SIGNAL & HAZARD
WARNING SYSTEM . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TURN SIGNAL &
HAZARD WARNING SYSTEM . . . . . . . . . .
SPECIFICATIONS
EXTERIOR LAMPS . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
HEADLAMP ALIGNMENT
.............
BRAKE LAMP SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - BRAKE LAMP
SWITCH
..........................
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CENTER HIGH MOUNTED STOP LAMP
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CENTER HIGH MOUNTED STOP LAMP UNIT
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CLEARANCE LAMP
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
COMBINATION FLASHER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
DAYTIME RUNNING LAMP MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
...2
...2
...3
...4
...4
...4
...4
...5
...5
...6
...6
...6
...6
...6
...7
...7
.
.
.
.
.
.
.
.
.7
.7
.8
.9
.
.
.
.
.
.
.
.
.9
.9
.9
.9
page
FOG LAMP
DIAGNOSIS AND TESTING - FOG LAMP . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
FOG LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 13
HEADLAMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING - HEADLAMP . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
HEADLAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DIAGNOSIS AND TESTING - HEADLAMP
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
HEADLAMP SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DIAGNOSIS AND TESTING - HEADLAMP
SWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
HEADLAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 21
LICENSE PLATE LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22
LICENSE PLATE LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
8L - 2
LAMPS/LIGHTING - EXTERIOR
INSTALLATION . . . . . . . . . . . . . . .
MARKER LAMP
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
MULTI-FUNCTION SWITCH
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - MULTIFUNCTION SWITCH . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
OUTBOARD IDENTIFICATION LAMP
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
PARK/TURN SIGNAL LAMP
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
PARK/TURN SIGNAL LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . 22
. . . . . . . . . . 23
. . . . . . . . . . 23
. . . . . . . . . . 23
. . . . . . . . . . 24
. . . . . . . . . . 25
. . . . . . . . . . 27
. . . . . . . . . . 28
. . . . . . . . . . 28
. . . . . . . . . . 29
. . . . . . . . . . 29
. . . . . . . . . . 29
BR/BE
INSTALLATION . . . . . . . . .
TAIL LAMP
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
TAIL LAMP UNIT
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
TURN SIGNAL CANCEL CAM
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
UNDERHOOD LAMP
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
UNDERHOOD LAMP UNIT
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
. . . . . . . . . . . . . . . . 29
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 29
. 29
. 29
. 30
. . . . . . . . . . . . . . . . 30
. . . . . . . . . . . . . . . . 30
. . . . . . . . . . . . . . . . 31
. . . . . . . . . . . . . . . . 31
. . . . . . . . . . . . . . . . 31
. . . . . . . . . . . . . . . . 32
. . . . . . . . . . . . . . . . 32
. . . . . . . . . . . . . . . . 32
. . . . . . . . . . 29
LAMPS/LIGHTING - EXTERIOR
DESCRIPTION - TURN SIGNAL & HAZARD
WARNING SYSTEM
A turn signal and hazard warning system is standard factory-installed safety equipment on this
model. The turn signal and hazard warning system
includes the following major components, which are
described in further detail elsewhere in this service
information:
• Combination Flasher - The electronic combination flasher is installed in the Junction Block (JB),
which is located behind the fuse access panel on the
left outboard end of the instrument panel.
• Hazard Warning Switch - The hazard warning
switch is integral to the multi-function switch on the
left side of the steering column. The hazard warning
switch button protrudes from a dedicated opening in
the shroud on the top of the steering column, just
below the steering wheel.
• Turn Signal Cancel Cam - The turn signal
cancel cam is integral to the clockspring, which is
located beneath the steering column shrouds at the
top of the steering column, just below the steering
wheel.
• Turn Signal Indicators - The two turn signal
indicators, one right and one left, are integral to the
ElectroMechanical Instrument Cluster (EMIC)
located in the instrument panel.
• Turn Signal Lamps - The front turn signal
lamps are integral to the lower front outboard ends
of the headlamp modules, located just outboard of the
two sides of the radiator grille opening. The rear
turn signal lamps are integral to the taillamp modules located on either side of the vehicle. For pickup
models the taillamp modules are secured to the rear
of the quarter panels at each side of the tailgate
opening. For cab and chassis models the taillamp
modules are secured by a stamped steel bracket on
the outboard side of each frame rail near the rear of
the vehicle.
• Turn Signal Switch - The turn signal switch is
integral to the multi-function switch on the left side
of the steering column. The multi-function switch
control stalk that actuates the turn signal switch
protrudes from a dedicated opening in the steering
column shrouds on the left side of the column, just
below the steering wheel.
Hard wired circuitry connects the turn signal and
hazard warning system components to each other
through the electrical system of the vehicle. These
hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and
retained by many different methods. These circuits
may be connected to each other, to the vehicle electrical system and to the turn signal and hazard
warning system components through the use of a
combination of soldered splices, splice block connectors and many different types of wire harness terminal connectors and insulators. Refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
OPERATION - TURN SIGNAL & HAZARD
WARNING SYSTEM
The turn signal system operates on battery current
received on a fused ignition switch output (run-acc)
circuit so that the turn signals will only operate with
the ignition switch in the On or Accessory positions.
The hazard warning system operates on non-
BR/BE
LAMPS/LIGHTING - EXTERIOR
8L - 3
LAMPS/LIGHTING - EXTERIOR (Continued)
switched battery current received on a fused B(+) circuit so that the hazard warning remains operational
regardless of the ignition switch position. When the
turn signal (multi-function) switch control stalk is
moved up (right turn) or down (left turn), the turn
signal system is activated. When the turn signal system is activated, the circuitry of the turn signal
switch and the combination flasher will cause the
selected (right or left) turn signal indicator, front
park/turn signal lamp, and rear tail/stop/turn signal
lamp to flash on and off. With the hazard warning
(multi-function) switch in the On position, the hazard
warning system is activated. When the hazard warning system is activated, the circuitry of the hazard
warning switch and the combination flasher will
cause both the right side and the left side turn signal
indicators, front park/turn signal lamps, and rear
tail/stop/turn signal lamps to flash on and off.
Refer to the owner’s manual in the vehicle glove
box for more information on the features, use and
operation of the turn signal and hazard warning system.
DIAGNOSIS AND TESTING - TURN SIGNAL &
HAZARD WARNING SYSTEM
When diagnosing the turn signal and hazard warning circuits, remember that high generator output
can burn out bulbs rapidly and repeatedly. If this is a
problem on the vehicle being diagnosed, be certain to
diagnose and repair the charging system as required.
If the problem being diagnosed is related to a failure
of the turn signals to automatically cancel following
completion of a turn, inspect the multi-function
switch for a faulty or damaged cancel actuator and
inspect the turn signal cancel cam on the clockspring
for damaged lobes or improper installation. Refer to
the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Turn the ignition switch to the On position.
Actuate the turn signal switch or the hazard warning
switch. Observe the turn signal indicator lamp(s) in
the instrument cluster. If the flash rate is very high,
check for a turn signal bulb that is not lit or is very
dimly lit. Repair the circuits to that lamp or replace
the faulty bulb, as required. If the turn signal indicator(s) fail to light, go to Step 2.
(2) Turn the ignition switch to the Off position.
Check the fused ignition switch output (run-acc) fuse
(Fuse 10 - 10 ampere) in the Junction Block (JB) and
the fused B(+) fuse (Fuse 4 - 20 ampere) in the
Power Distribution Center (PDC). If OK, go to Step
3. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse(s).
(3) Check for battery voltage at the fused B(+) fuse
(Fuse 4 - 20 ampere) in the PDC. If OK, go to Step 4.
If not OK, repair the open fused B(+) circuit between
the PDC and the battery as required.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) fuse (Fuse 10 - 10 ampere) in the
JB. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run-acc) circuit between
the JB and the ignition switch as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the combination flasher from the JB and
replace it with a known good unit. Reconnect the battery negative cable. Test the operation of the turn
signal and hazard warning systems. If OK, discard
the faulty combination flasher. If not OK, remove the
test flasher and go to Step 6.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) circuit cavity in the JB receptacle
for the combination flasher. If OK, go to Step 7. If
not OK, repair the open fused ignition switch output
(run-acc) circuit between the combination flasher and
the fused ignition switch output (run-acc) fuse (Fuse
10 - 10 ampere) in the JB as required.
(7) Turn the ignition switch to the Off position.
Check for battery voltage at the fused B(+) circuit
cavity of the JB receptacle for the combination
flasher. If OK, go to Step 8. If not OK, repair the
open fused B(+) circuit between the combination
flasher and the fused B(+) fuse (Fuse 4 - 20 ampere)
in the PDC as required.
(8) Disconnect and isolate the battery negative
cable. Check for continuity between the ground circuit cavity of the JB receptacle for the combination
flasher and a good ground. There should be continuity. If OK, go to Step 9. If not OK, repair the open
ground circuit to ground (G201) as required.
8L - 4
LAMPS/LIGHTING - EXTERIOR
BR/BE
LAMPS/LIGHTING - EXTERIOR (Continued)
(9) Disconnect the instrument panel wire harness
connector for the multi-function switch from the
switch connector receptacle. Check for continuity
between the hazard flasher signal circuit cavities in
the JB receptacle for the combination flasher and the
instrument panel wire harness connector for the
multi-function switch. There should be continuity. If
OK, go to Step 10. If not OK, repair the open hazard
flasher signal circuit between the JB and the multifunction switch as required.
(10) Check for continuity between the flasher output circuit cavities of the JB receptacle for the combination flasher and in the instrument panel wire
harness connector for the multi-function switch.
There should be continuity. If OK, test the multifunction switch. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING
EXTERIOR/MULTI-FUNCTION
SWITCH - DIAGNOSIS AND TESTING). If not OK,
repair the open flasher output circuit between the JB
and the multi-function switch as required.
SPECIAL TOOLS
HEADLAMP ALIGNMENT
Headlamp Aiming Kit C-4466–A
BRAKE LAMP SWITCH
DESCRIPTION
The plunger type brake lamp switch is mounted on
a bracket attached to the brake pedal support under
the instrument panel.
CAUTION: The switch can only be adjusted during
initial installation. If the switch is not adjusted properly a new switch must be installed.
SPECIFICATIONS
EXTERIOR LAMPS
OPERATION
LAMP
BULB
Back-up
3157
Cargo
921
Center High Mounted
Stop
921
Clearance Roof Mounted
168
Fog Lamps
896
Headlamp - SLT
9004LL
Headlamp - Sport Low
Beam
9007
Headlamp - Sport High
Beam
9004LL
License Plate w/o
Bumper
1155
License Plate -Step
Bumper
168
Park/Turn Signal
3157NA
Snow Plow Control
161
Tail/Brake/Turn Signal
3157
Tail/Brake/Cab - Chassis
1157
Underhood
105
The brake lamp switch is used for the brake lamp,
speed control brake sensor circuits and electronic
brake distribution (EBD). The brake lamp circuit is
open until the plunger is depressed. The speed control and brake sensor circuits are closed until the
plunger is depressed.
When the brake light switch is activated, the Powertrain Control Module (PCM) receives an input indicating that the brakes are being applied. After
receiving this input, the PCM maintains idle speed to
a scheduled rpm through control of the Idle Air Control (IAC) motor. The brake switch input is also used
to disable vent and vacuum solenoid output signals
to the speed control servo.
Vehicles equipped with the speed control option use
a dual function brake lamp switch. The PCM monitors the state of the dual function brake lamp switch.
Refer to the Brake section for more information on
brake lamp switch service and adjustment procedures.
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 5
BRAKE LAMP SWITCH (Continued)
The brake switch is equipped with three sets of
contacts, one normally open and the other two normally closed (brakes disengaged). The PCM sends a
12 volt signal to one of the normally closed contacts
in the brake switch, which is returned to the PCM as
a brake switch state signal. With the contacts closed,
the 12 volt signal is pulled to ground causing the signal to go low. The low voltage signal, monitored by
the PCM, indicates that the brakes are not applied.
When the brakes are applied, the contacts open,
causing the PCM’s output brake signal to go high,
disengaging the speed control, cutting off PCM power
to the speed control solenoids.
The second set of normally closed contacts supplies
12 volts from the PCM any time speed control is
turned on. Through the brake switch, current is
routed to the speed control servo solenoids. The
speed control solenoids (vacuum, vent and dump) are
provided this current any time the speed control is
ON and the brakes are disengaged.
When the driver applies the brakes, the contacts
open and current is interrupted to the solenoids. The
normally open contacts are fed battery voltage. When
the brakes are applied, battery voltage is supplied to
the brake lamps.
SWITCH CONTINUITY TEST
NOTE: Disconnect switch harness before testing
switch continuity.
With switch
pins 1 and 2.
continuity.
With switch
pins 3 and 4.
continuity.
With switch
pins 5 and 6.
continuity.
plunger extended, attach test leads to
Replace switch if meter indicates no
plunger retracted, attach test leads to
Replace switch if meter indicates no
plunger retracted, attach test leads to
Replace switch if meter indicates no
REMOVAL
(1) Remove knee bolster for access to brake lamp
switch and pedal.
(2) Disconnect switch harness (Fig. 2) .
(3) Press and hold brake pedal in applied position.
(4) Rotate switch counterclockwise about 30° to
align switch lock tabs with notch in bracket.
(5) Pull switch rearward out of mounting bracket
and release brake pedal.
DIAGNOSIS AND TESTING - BRAKE LAMP
SWITCH
The brake lamp switch can be tested with an ohmmeter. The ohmmeter is used to check continuity
between the pin terminals (Fig. 1).
SWITCH CIRCUIT IDENTIFICATION
• Terminals 1 and 2: brake lamp circuit
• Terminals 3 and 4: RWAL/ABS module and Powertrain Control Module (PCM) circuit
• Terminals 5 and 6: speed control circuit
Fig. 2 Brake Lamp Switch & Harness Connector
1
2
3
4
Fig. 1 Brake Lamp Switch Terminal Identification
1 - TERMINAL PINS
2 - PLUNGER TEST POSITIONS
-
BRAKE LIGHT SWITCH
SWITCH BRACKET
HARNESS CONNECTOR
SWITCH LEVER
8L - 6
LAMPS/LIGHTING - EXTERIOR
BR/BE
BRAKE LAMP SWITCH (Continued)
INSTALLATION
(1) Connect harness wires to new switch.
(2) Press and hold brake pedal down.
(3) Align tabs on switch with notches in switch
bracket, install the switch and rotate it in bracket
clockwise approximately 30° to lock it in place. (Fig.
3). Make sure the switch lever is in the 45° position
as illistrated in figure 2.
CENTER HIGH MOUNTED
STOP LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screws holding CHMSL to roof panel
(Fig. 4).
(3) Separate CHMSL from roof.
(4) Disengage wire connector from body wire harness.
(5) Separate CHMSL from vehicle.
Fig. 3 Brake Lamp Switch
1 - TAB NOTCH (IN BRACKET)
2 - SWITCH PLUNGER
3 - SWITCH TAB
(4) Release brake pedal. With out moving the
pedal, move the lever so that it is parallel with the
connector. The switch is now adjusted and can not be
adjusted again.
(5) Install the knee bolster.
CENTER HIGH MOUNTED
STOP LAMP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the CHMSL from the roof panel.
(3) Rotate sockets 1/4 turn clockwise and remove
from lamp. (The two center bulbs light the stoplamp
and the outside bulbs light the cargo lamp, if
equipped.)
(4) Pull bulb from socket.
INSTALLATION
(1) Push bulb into socket.
(2) Position socket in lamp an rotate socket 1/4
turn counterclockwise.
(3) Install the CHMSL.
(4) Connect the battery negative cable.
Fig. 4 Center High Mounted Stop Lamp
1
2
3
4
5
6
-
CHMSL CARGO LAMP HOUSING
CHMSL
CARGO LAMPS
SCREW
CLIP
CAB
INSTALLATION
(1) Position lamp at cab roof and connect wire connector.
(2) Install screws holding CHMSL to roof panel.
Tighten securely.
(3) Connect the battery negative cable.
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 7
CLEARANCE LAMP
COMBINATION FLASHER
REMOVAL
DESCRIPTION
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screws holding clearance lamp lens to
roof panel (Fig. 5).
(3) Rotate socket 1/4 turn counterclockwise and
separate socket from lamp.
The combination flasher is located in the Junction
Block (JB) behind the fuse access panel on the left
outboard end of the instrument panel. The combination flasher is a smart relay that functions as both
the turn signal system and the hazard warning system flasher. The combination flasher contains active
electronic Integrated Circuitry (IC) elements. This
flasher is designed to handle the current flow
requirements of the factory-installed lighting. If supplemental lighting is added to the turn signal lamp
circuits, such as when towing a trailer with lights,
the combination flasher will automatically try to
compensate to keep the flash rate the same.
The combination flasher has five blade-type terminals that connect it to the vehicle electrical system
through five matching cavities in the receptacle of
the JB. While the combination flasher has a International Standards Organization (ISO)-type relay terminal configuration or footprint, the internal
circuitry is much different. The combination flasher
does not use standard ISO-relay inputs or provide
ISO-relay type outputs or functions. The combination
flasher should never be substituted for an ISO-relay
or replaced with an ISO-relay, or else component and
vehicle damage may occur.
The combination flasher cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
Fig. 5 Roof Clearance Lamps
1
2
3
4
5
-
ROOF
LAMP LENS
BULB
SOCKET
PLASTIC NUTS
INSTALLATION
(1) Install socket in lamp and rotate socket 1/4
turn clockwise.
(2) Position clearance lamp on roof.
(3) Install screws holding clearance lamp lens to
roof panel. Tighten to 1 N·m (13 in. lbs.).
(4) Connect the battery negative cable.
OPERATION
The combination flasher has five blade-type terminals intended for the following inputs and outputs:
fused B(+), fused ignition switch output, ground, turn
signal circuit, and hazard warning circuit. Constant
battery voltage and ground are supplied to the
flasher so that it can perform the hazard warning
function, and ignition switched battery voltage is
supplied for the turn signal function.
8L - 8
LAMPS/LIGHTING - EXTERIOR
BR/BE
COMBINATION FLASHER (Continued)
The Integrated Circuitry (IC) within the combination flasher (Fig. 6) contains the logic that controls
the flasher operation and the flash rate. Pin 6 of the
IC receives a sense voltage from the hazard warning
circuit of the multi-function switch. When the hazard
warning switch is turned on, the 9hazard on sense9
voltage will become low due to the circuit being
grounded through the turn signal bulbs. This low
voltage sense signals the IC to energize the flash control Positive-Negative-Positive (PNP) transistor at a
pre-calibrated flash rate or frequency. Each time the
PNP transistor energizes the hazard warning circuit,
the pin 6 9hazard on sense9 voltage will become high
and the IC signals the PNP transistor to de-energize
the circuit. This cycling will continue until the hazard warning switch is turned off.
A special design feature of the combination flasher
allows it to 9sense9 that a turn signal circuit or bulb
is not operating, and provide the driver an indication
of the condition by flashing the remaining bulbs in
the affected circuit at a higher rate (120 flashes-perminute or higher). Conventional flashers either continue flashing at their typical rate (heavy-duty type),
or discontinue flashing the affected circuit entirely
(standard-duty type). During turn signal operation,
the combination flasher IC compares normal battery
voltage input on pin 2 with the shunt resistor voltage
input on pin 7. If the IC 9senses9 that the voltage difference between pin 2 and pin 7 is different than the
pre-calibrated value of the IC, it will increase the
rate at which it signals the PNP transistor to energize the pin 1 output. Thus, the inoperative half (left
or right side) of the turn signal circuit will flash
faster.
Because of the active electronic elements within
the combination flasher, it cannot be tested with conventional automotive electrical test equipment. If the
combination flasher is believed to be faulty, test the
turn signal system and hazard warning system. Then
replace the combination flasher with a known good
unit to confirm system operation. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/TURN
SIGNAL & HAZARD WARNING SYSTEM - DIAGNOSIS AND TESTING).
REMOVAL
Fig. 6 Combination Flasher - Typical
Likewise, pin 8 of the IC receives a sense voltage
from the turn signal circuits of the multi-function
switch. When the left or right turn signal switch is
turned on, the 9turn signal on sense9 voltage will
become low due to the circuit being grounded
through the turn signal bulbs. This low voltage sense
signals the IC to energize the flash control PNP transistor at a pre-calibrated flash rate or frequency.
Each time the PNP transistor energizes the turn signal circuit, the pin 8 9turn signal on sense9 voltage
will become high and the IC signals the PNP transistor to de-energize the circuit. This cycling will continue until the right or left turn signal switch is
turned off.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access panel by unsnapping it
from the left outboard end of the instrument panel.
(3) Remove the combination flasher from the Junction Block (JB) (Fig. 7).
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 9
COMBINATION FLASHER (Continued)
DAYTIME RUNNING LAMP
MODULE
DESCRIPTION
The Daytime Running Lights (Headlamps) System
is installed on vehicles manufactured for sale in Canada only. A separate module, mounted on the cowl,
controls the DRL.
OPERATION
The headlamps are illuminated when the ignition
switch is turned to the ON position. The DRL module
receives a vehicle-moving signal from the vehicle
speed sensor. This provides a constant headlamps-on condition as long as the vehicle is moving.
The lamps are illuminated at less than 50 percent of
normal intensity.
REMOVAL
Fig. 7 Junction Block
1 - JUNCTION BLOCK
2 - FUSE ACCESS PANEL
(1) Disconnect and isolate the battery negative
cable.
(2) Disengage wire connector from DRLM (Fig. 8).
(3) Remove screws attaching DRLM to left front
inner fender panel.
(4) Separate DRLM from fender.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Position the combination flasher in the proper
receptacle of the Junction Block (JB).
(2) Align the terminals of the combination flasher
with the terminal cavities in the JB receptacle for
the flasher.
(3) Push in firmly and evenly on the combination
flasher until the terminals are fully seated in the terminal cavities of the JB receptacle for the flasher.
(4) Reinstall the fuse access panel by snapping it
onto the left outboard end of the instrument panel.
(5) Reconnect the battery negative cable.
Fig. 8 Daytime Running Lamp Module (DRLM)
1 - HEADLAMP AND DASH WIRING HARNESS
2 - LEFT FENDER SIDE SHIELD
3 - DAYTIME RUNNING LAMP MODULE
INSTALLATION
(1) Position DRLM on fender.
(2) Install screws attaching DRLM to left front
inner fender panel.
(3) Engage wire connector to DRLM.
(4) Connect the battery negative cable.
8L - 10
LAMPS/LIGHTING - EXTERIOR
BR/BE
FOG LAMP
DIAGNOSIS AND TESTING - FOG LAMP
CONDITION
POSSIBLE CAUSES
FOG LAMPS ARE DIM
WITH ENGINE IDLING OR
IGNITION TURNED OFF.
1. Loose or corroded battery cables.
1. Clean and secure battery cable clamps
and posts.
2. Loose or worn generator drive
belt.
2. Adjust or replace generator drive belt.
3. Charging system output too low.
3. Test and repair charging system.
4. Battery has insufficient charge.
4. Test battery state-of -charge.
5. Battery is sulfated or shorted.
5. Load test battery.
6. Poor lighting circuit Z33-ground.
6. Test for voltage drop across Z33-ground
locations.
FOG LAMP BULBS BURN
OUT FREQUENTLY
1. Charging system output too high.
1. Test and repair charging system.
2. Loose or corroded terminals or
splices in circuit.
2. Inspect and repair all connectors and
splices.
FOG LAMPS ARE DIM
WITH ENGINE RUNNING
ABOVE IDLE
1. Charging system output too low.
1. Test and repair charging system.
2. Poor lighting circuit Z33-ground.
2. Test for voltage drop across Z33-ground
locations.
3. High resistance in fog lamp circuit.
3. Test amperage draw of fog lamp circuit.
1. Poor lighting circuit Z33-ground.
1. Test for voltage drop across Z33-ground
locations.
2. High resistance in fog lamp circuit.
2. Test amperage draw of fog lamp circuit.
FOG LAMPS FLASH
RANDOMLY
FOG LAMPS DO NOT
ILLUMINATE
CORRECTION
3. Faulty fog lamp switch.
3. Replace fog lamp switch.
4. Loose or corroded terminals or
splices in circuit.
4. Inspect and repair all connectors and
splices.
1. Blown fuse for fog lamp.
1.Trace short and replace fuse.
2. No Z33-ground at fog lamps.
2. Repair circuit ground.
3. Faulty fog lamp switch.
3. Replace fog lamp switch.
4. Broken connector terminal or wire
splice in fog lamp circuit.
4. Repair connector terminal or wire splice.
5. Defective or burned out bulb.
5. Replace bulb.
FOG LAMPS ARE
INOPERATIVE AND FOG
LAMP INDICATOR LIGHT
ALWAYS STAYS ON.
1. Fog lamp/DRL* feed shorted to
ground.
1. Check wiring circuit from fog lamp/DRL*
fuse to fog lamp. Trace short circuit in
wiring and repair.
FOG LAMPS ARE
INOPERATIVE AND FOG
LAMP INDICATOR LIGHT
IS ILLUMINATED.
1. Fog lamp/DRL* fuse defective.
1. Trace short circuit and replace fuse.
2. Open circuit from fog lamp fuse to
fog lamp.
2. Check wiring circuit from fog lamp/DRL*
fuse to fog lamp. Trace open circuit in
wiring and repair.
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 11
FOG LAMP (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
PARK LAMPS ARE
INOPERATIVE. FOG LAMP
INDICATOR IS ON WHEN
ALL SWITCHES ARE OFF
AND FUNCTIONS
OPPOSITE TO FOG
LAMPS.
1. Park lamp feed is shorted.
1. Check wiring circuit from park lamp fuse
to headlamp switch. Trace short circuit in
wiring and repair.
PARK LAMPS ARE
INOPERATIVE. FOG LAMP
INDICATOR FUNCTIONS
OPPOSITE TO FOG
LAMPS.
1. Park lamp fuse is defective.
1. Trace short circuit and replace fuse.
2. Open circuit from park lamp fuse
to headlamp switch.
2. Check wiring circuit from park lamp fuse
to headlamp switch. Trace open circuit in
wiring and repair.
*Canada vehicles use Daytime Running Lamps (DRL).
Additional fog lamp diagnostic procedures listed are for vehicles equipped with quad headlamps and the
DRL option.
CONDITION
POSSIBLE CAUSES
CORRECTION
FOG LAMPS ARE INOPERATIVE
AND FOG LAMP INDICATOR
STAYS ALWAYS ON.
1 Fog lamp/DRL* feed shorted to
ground.
1. Check wiring circuit from fog
lamp/DRL* fuse to fog lamp.Trace
short circuit in wiring and repair.
FOG LAMP INDICATOR COMES
ON WITH OUT ILLUMINATING THE
FOG LAMPS
1. Fog lamp/DRL* fuse defective.
1. Trace short circuit and replace
fuse.
FOG LAMPS INOPERATIVE WITH
INGNITION OFF.
Open circuit from fog lamp fuse to
fog lamp.
1. Check wiring circuit from fog
lamp/DRL* fuse to fog lamp. Trace
open circuit in wiring and repair.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disengage fog lamp harness connector.
(3) Rotate bulb assembly counterclockwise and
pull from lamp to separate (Fig. 9).
INSTALLATION
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Position bulb assembly in lamp and rotate
clockwise.
(2) Connect fog lamp harness connector.
(3) Connect the battery negative cable.
8L - 12
LAMPS/LIGHTING - EXTERIOR
BR/BE
FOG LAMP (Continued)
Fig. 9 Fog Lamp
1
2
3
4
5
-
NUT
FOG LAMP ASSEMBLY
UP/DOWN ADJUSTER
BULB
BUMPER
FOG LAMP UNIT
Fig. 10 Fog Lamp — SLT
1 - FOG LAMP
2 - BEAM ADJUSTER
3 - BUMPER
REMOVAL
SLT
The fog lamps are serviced from the rearward side
of the front bumper.
(1) Disconnect and isolate the battery negative
cable.
(2) Disengage fog lamp harness connector.
(3) Remove fog lamp to bumper attaching nuts
(Fig. 10).
(4) Separate fog lamp from bumper.
SPORT
The fog lamps are serviced from the rearward side
of the front fascia.
(1) Disconnect and isolate the battery negative
cable.
(2) Disengage fog lamp harness connector.
(3) Remove fog lamp to fascia attaching nuts (Fig.
11).
(4) Separate fog lamp from fascia.
INSTALLATION
SLT
(1) Position fog lamp in bumper.
(2) Install fog lamp to bumper attaching nuts.
(3) Connect fog lamp harness connector.
(4) Connect the battery negative cable.
(5) Check for proper operation and beam alignment.
Fig. 11 Fog Lamp — SPORT
1 - FOG LAMP
2 - ADJUSTMENT SCREW
3 - FASCIA
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 13
FOG LAMP UNIT (Continued)
SPORT
HEADLAMP
(1) Position fog lamp in fascia.
(2) Install screws attaching fog lamp to fascia.
(3) Connect wire connector to fog lamp.
(4) Connect the battery negative cable.
(5) Check for proper operation and beam alignment.
ADJUSTMENTS
Prepare an alignment screen. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT - ADJUSTMENTS)
A properly aligned fog lamp will project a pattern
on the alignment screen 100 mm (4 in.) below the fog
lamp centerline and straight ahead (Fig. 12).
To adjust fog lamp aim, rotate adjustment screw on
the rear of fog lamp to achieve the specified height.
DESCRIPTION
Headlamps on the Ram Pick-Up are modular in
design. The turn/park lamp module is incorporated
into the headlamp module. The module contains two
bulbs; a dual filament headlamp bulb, and a dual filament turn/park bulb. The Sport headlamp module
has two separate bulbs for the headlamp illumination.
OPERATION
Headlamps and parking lamps are controlled by
the headlamp switch. The multifunction switch
mounted on the steering column controls the high
beam function, and the turn signal function.
Fig. 12 Fog Lamp Alignment
1
2
3
4
-
VEHICLE CENTERLINE
CENTER OF VEHICLE TO CENTER OF FOG LAMP LENS
HIGH-INTENSITY AREA
FLOOR TO CENTER OF FOG LAMP LENS
5 - 100 mm (4 in.)
6 - 7.62 METERS (25 FEET)
7 - FRONT OF FOG LAMP
8L - 14
LAMPS/LIGHTING - EXTERIOR
BR/BE
HEADLAMP (Continued)
DIAGNOSIS AND TESTING - HEADLAMP
A good ground is necessary for proper lighting
operation. Grounding is provided by the lamp socket
when it comes in contact with the metal body, or
through a separate ground wire.
Always begin any diagnosis by testing all of the
fuses and circuit breakers in the system. For comCONDITION
plete circuit diagrams, refer to the appropriate wiring information. The wiring information includes
wiring diagrams, proper wire and connector repair
procedures, details of wire harness routing and
retention, connector pin-out information and location
views for the various wire harness connectors, splices
and grounds.
POSSIBLE CAUSES
CORRECTION
HEADLAMPS ARE DIM
WITH ENGINE IDLING
1. Loose or corroded battery cables.
1. Clean and secure battery cable clamps
and posts.
OR IGNITION TURNED
OFF
2. Loose or worn generator drive
belt.
2. Adjust or replace generator drive belt.
3. Charging system output too low.
3. Test and repair charging system.
4. Battery has insufficient charge.
4. Test battery state-of -charge.
5. Battery is sulfated or shorted.
5. Load test battery.
6. Poor lighting circuit Z3-ground.
6. Test for voltage drop across Z3-ground
locations.
7. Both headlamp bulbs defective.
7. Replace both headlamp bulbs.
HEADLAMP BULBS BURN
OUT
1. Charging system output too high.
1. Test and repair charging system.
FREQUENTLY
2. Loose or corroded terminals or
splices in circuit.
2. Inspect and repair all connectors and
splices.
HEADLAMPS ARE DIM
WITH ENGINE RUNNING
1. Charging system output too low.
1. Test and repair charging system.
ABOVE IDLE*
2. Poor lighting circuit Z3-ground.
2. Test for voltage drop across Z3-ground
locations.
3. High resistance in headlamp
circuit.
3. Test amperage draw of headlamp circuit.
4. Both headlamp bulbs defective.
4. Replace both headlamp bulbs.
1. Poor lighting circuit Z3-ground.
1. Test for voltage drop across Z3-ground
locations.
2. High resistance in headlamp
circuit.
2. Test amperage draw of headlamp circuit.
Should not exceed 30 amps.
3. Faulty headlamps switch circuit
breaker.
3. Replace headlamp switch.
4. Loose or corroded terminals or
splices in circuit.
4. Inspect and repair all connectors and
splices.
1. No voltage at either headlamp.
1. Voltage should always be present. Trace
short circuit and replace BOTH headlamp
fuses. Check wiring circuit from Right
headlamp fuse to headlamp. (Repeat for
Left side)
HEADLAMPS FLASH
RANDOMLY
HEADLAMPS (HIGH &
LOW) DO NOT
ILLUMINATE
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 15
HEADLAMP (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
2. No ground for high and low beam
circuit.
2. Ground should always be present
according to switch position. Check ground
at headlamp switch. Check wiring circuit
from headlamp switch to Multifunction
switch. Check headlamp switch and
Multifunction switch continuity. Repair circuit
ground.
3. Headlamp bulb(s) defective.
3. Replace bulb(s).
4. Faulty headlamp switch.
4. Replace headlamp switch.
5. Faulty headlamp dimmer
(Multifunction) switch.
5. Replace Multifunction switch.
6. Broken connector terminal or wire
splice in headlamp circuit.
6. Repair connector terminal or wire splice.
HEADLAMPS (LOW
BEAM) DO NOT
ILLUMINATE.
1. No ground for low beam circuit.
1. Ground should be present according to
Multifunction switch position. Check wiring
circuit from Multifunction switch to
headlamp. Trace open circuit in wiring and
repair.
Check Multifunction Switch for continuity.
HEADLAMPS (HIGH
BEAM) DO NOT
ILLUMINATE.
1. No ground for high beam circuit.
1. Ground should be present according to
Multifunction switch position. Check wiring
circuit from Multifunction switch to
headlamp . Trace open circuit in wiring and
repair.
Check Multifunction Switch for continuity.
HEADLAMPS (LOW
BEAM) ALWAYS
ILLUMINATE AND CAN
NOT BE SHUT OFF.
1. Low beam circuit from bulb to
Multifunction switch is shorted to
ground.
1. Ground should be present according to
Multifunction switch position. Check wiring
circuit from Multifunction switch to
headlamp. Trace short circuit in wiring and
repair.
HEADLAMPS (HIGH
BEAM) ALWAYS
ILLUMINATE AND CAN
NOT BE SHUT OFF.
1. High beam circuit from bulb to
Multifunction switch is shorted to
ground.
1. Ground should be present according to
Multifunction switch position. Check wiring
circuit from Multifunction switch to
headlamp. Trace short circuit in wiring and
repair.
QUAD LAMPS DO NOT
ILLUMINATE AND HIGH
BEAMS ILLUMINATE.
1. No voltage at either headlamp.
1. Voltage should always be present. Check
Quad lamp fuse. Check wiring circuit from
Quad lamp fuse to Quad lamp. Repeat for
left side
2. No ground for Quad beam circuit.
2. Ground should be present according to
Multifunction switch position. Check ground
at quad lamp relay. Check for battery
voltage at quad lamp relay. Check quad
lamp relay. Check relay control circuit (relay
coil to high beam).
3. If voltage and ground are present,
bulb(s) is defective.
3.
Replace bulb(s).
8L - 16
LAMPS/LIGHTING - EXTERIOR
BR/BE
HEADLAMP (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
HEADLAMP SWITCH OFF
HEADLAMPS AND
HIGHBEAM INDICATOR
REMAIN ON AND ARE
DIM.
1. Headlamp switch feed circuit
shorted to ground.
1. Check wiring circuit from right headlamp
fuse to headlamp. Repeat for left side.
Trace short circuit in wiring and repair.
HEADLAMP SWITCH ON
(LOW BEAMS ON), ONE
LOW BEAM ON AND
BOTH HIGH BEAMS DIM.
1. Headlamp feed circuit shorted to
ground.
1. Check wiring circuit from right headlamp
fuse to headlamp. Repeat for left side.
Trace short circuit in wiring and repair.
HEADLAMP SWITCH ON
(HIGH BEAMS ON), ONE
HIGH BEAM ON AND
BOTH LOW BEAMS DIM.
1. Headlamp feed circuit shorted to
ground.
1. Check wiring circuit from right headlamp
fuse to headlamp. Repeat for left side.
Trace short circuit in wiring and repair.
HEADLAMP SWITCH ON,
ONE HEADLAMP
FILAMENT WILL BE AT
FULL INTENSITY AND ALL
OTHER FILAMENTS ARE
ON AND DIM.
1. Blown headlamp fuse.
1. Trace short circuit and replace fuse.
2. Open circuit from headlamp fuse
to headlamp.
2. Repair open headlamp circuit.
1. Failed DRLM
1. Replace DRLM.
1. HEADLAMPS STAY ON
WITH KEY OUT (DRLM
EQUIPPED VEHICLES).
*Canada vehicles must have lamps ON.
REMOVAL
On the driver side, the battery and battery tray
must be removed to service the headlamp bulb.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the battery tray (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/TRAY - REMOVAL).
(3) Disengage wire connector from headlamp
bulb(s).
(4) Remove retaining ring holding bulb(s) to headlamp (Fig. 13).
(5) Pull bulb(s) from headlamp.
INSTALLATION
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Position bulb(s) in headlamp.
(2) Install retaining ring holding bulb(s) to headlamp.
(3) Connect wire connector to headlamp bulb(s).
Fig. 13 Headlamp Bulb
1
2
3
4
5
6
7
-
BULB SOCKET
BULB ASSEMBLY
LOCK
BULB RETAINING RING
ELECTRICAL CONNECTOR
UNLOCK
PLASTIC BASE
(4) Install battery tray, if removed (Refer to 8 ELECTRICAL/BATTERY SYSTEM/TRAY - INSTALLATION).
(5) Connect battery negative cable.
LAMPS/LIGHTING - EXTERIOR
BR/BE
HEADLAMP RELAY
DESCRIPTION
Fig. 14 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
The headlamp (or security) relay is located in the
Power Distribution Center (PDC) near the battery in
the engine compartment (Fig. 14). See the fuse and
relay layout label affixed to the inside surface of the
PDC cover for headlamp relay identification and location. The headlamp relay is a conventional International Standards Organization (ISO) micro relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, terminal patterns, and terminal functions. The relay is
contained within a small, rectangular, molded plastic
housing. The relay is connected to all of the required
inputs and outputs through its PDC receptacle by
five male spade-type terminals that extend from the
bottom of the relay base. The ISO designation for
each terminal is molded into the base adjacent to the
terminal. The ISO terminal designations are as follows:
• 30 (Common Feed) - This terminal is connected to the movable contact point of the relay.
• 85 (Coil Ground) - This terminal is connected
to the ground feed side of the relay control coil.
• 86 (Coil Battery) - This terminal is connected
to the battery feed side of the relay control coil.
• 87 (Normally Open) - This terminal is connected to the normally open fixed contact point of the
relay.
• 87A (Normally Closed) - This terminal is connected to the normally closed fixed contact point of
the relay.
The headlamp relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
replaced.
8L - 17
OPERATION
The headlamp (or security) relay is an electromechanical switch that uses a low current input from
the high-line or premium Central Timer Module
(CTM) to control a high current output to the headlamps. The movable common feed contact point is
held against the fixed normally closed contact point
by spring pressure. When the relay coil is energized,
an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. A resistor or diode is connected in parallel with the relay coil in the relay, and helps to dissipate
voltage
spikes
and
electromagnetic
interference that can be generated as the electromagnetic field of the relay coil collapses.
The headlamp relay terminals are connected to the
vehicle electrical system through a connector receptacle in the Power Distribution Center (PDC). The
inputs and outputs of the headlamp relay include:
• The common feed terminal (30) is connected to
ground at all times through a take out and eyelet
terminal connector of the right headlamp and dash
wire harness that is secured by a ground screw to
the left fender inner shield near the PDC in the
engine compartment.
• The coil ground terminal (85) is connected to the
Central Timer Module (CTM) through the security
relay control circuit. The CTM energizes the headlamp relay control coil by internally pulling this circuit to ground.
• The coil battery terminal (86) is connected to
battery current at all times through a fused B(+) circuit that is internal to the PDC.
• The normally open terminal (87) is connected to
the headlamps at all times through the beam select
switch low beam output circuit. This circuit provides
a path to ground for the headlamps through the common feed terminal when the headlamp relay control
coil is energized by the CTM.
• The normally closed terminal (87A) is not connected to any circuit in this application, but is
grounded through the common feed terminal when
the headlamp relay control coil is de-energized.
The headlamp relay can be diagnosed using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - HEADLAMP RELAY
The headlamp (or security) relay (Fig. 15) is
located in the Power Distribution Center (PDC) near
the battery in the engine compartment. See the fuse
and relay layout label affixed to the inside surface of
8L - 18
LAMPS/LIGHTING - EXTERIOR
BR/BE
HEADLAMP RELAY (Continued)
the PDC cover for headlamp relay identification and
location. Refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pinout information and location views for the various
wire harness connectors, splices and grounds.
(1) Remove the headlamp relay from the PDC.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/HEADLAMP RELAY - REMOVAL).
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, test the relay input and output circuits. If not OK, replace the faulty relay.
Fig. 15 Headlamp Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unlatch and remove the cover from the Power
Distribution Center (PDC) (Fig. 16).
(3) See the fuse and relay layout label affixed to
the underside of the PDC cover for headlamp (or
security) relay identification and location.
(4) Remove the headlamp relay by grasping it
firmly and pulling it straight out from the receptacle
in the PDC.
Fig. 16 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
INSTALLATION
(1) See the fuse and relay layout label affixed to
the underside of the PDC cover for the proper headlamp (or security) relay location.
(2) Position the headlamp relay in the proper
receptacle in the PDC.
(3) Align the headlamp relay terminals with the
terminal cavities in the PDC receptacle.
(4) Push firmly and evenly on the top of the headlamp relay until the terminals are fully seated in the
terminal cavities in the PDC receptacle.
(5) Reinstall and latch the cover onto the PDC.
(6) Connect the battery negative cable.
HEADLAMP SWITCH
DESCRIPTION
The headlamp switch module is located on the
instrument panel. The headlamp switch controls the
parking lamps, and the headlamps. A separate switch
in the module controls the interior lamps and instrument cluster illumination. This switch also contains
a rheostat for controlling the illumination level of the
cluster lamps.
OPERATION
The headlamp switch has an off position, a parking
lamp position, and a headlamp on position. High
beams are controlled by the multifunction switch on
the steering column. The headlamp switch cannot be
repaired. It must be replaced.
BR/BE
LAMPS/LIGHTING - EXTERIOR
8L - 19
HEADLAMP SWITCH (Continued)
DIAGNOSIS AND TESTING - HEADLAMP
SWITCH
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable. Remove the headlamp switch from the instrument panel. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/HEADLAMP SWITCH REMOVAL) for the procedures. Unplug the headlamp
switch wire harness connectors. Check for continuity
between the left door jamb switch sense circuit cavity
of the headlamp switch wire harness connector and a
good ground. There should be continuity with the
driver door open, and no continuity with the driver
door closed. If OK, go to Step 2. If not OK, repair the
circuit to the driver door jamb switch as required.
(2) Remove the Central Timer Module (CTM) from
its mounting bracket to access the CTM wire harness
connectors. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/BODY CONTROL/
CENTRAL TIMER MODUL - REMOVAL) for the
procedures. Unplug the 14-way CTM wire harness
connector. Remove the key from the ignition lock cylinder. Check for continuity between the key-in ignition switch sense circuit cavity of the 14-way CTM
wire harness connector and a good ground. There
should be no continuity. If OK, go to Step 3. If not
OK, repair the short circuit as required.
(3) Check for continuity between the key-in ignition switch sense circuit cavities of the 14-way CTM
wire harness connector and the headlamp switch
wire harness connector. There should be continuity. If
OK, go to Step 4. If not OK, repair the open circuit
as required.
(4) Check for continuity between the left front door
jamb switch sense circuit terminal and the key-in
ignition switch sense circuit terminal of the headlamp switch. There should be no continuity with the
switch in the Off position, and continuity with the
switch in the park or head lamps On position. If
OK,(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL
MODULES/BODY
CONTROL/CENTRAL
TIMER MODUL - DIAGNOSIS AND TESTING) If
not OK, replace the faulty headlamp switch.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the three screws that secure the headlamp switch to the instrument panel (Fig. 17).
Fig. 17 Headlamp Switch Removal
1 - SCREWS (3)
2 - HEADLAMP SWITCH
3 - INSTRUMENT PANEL WIRE HARNESS CONNECTORS
8L - 20
LAMPS/LIGHTING - EXTERIOR
BR/BE
HEADLAMP SWITCH (Continued)
(4) Pull the headlamp switch away from the
instrument panel far enough to access the instrument panel wire harness connectors.
(5) Disconnect the two instrument panel wire harness connectors for the headlamp switch from the
connector receptacles on the back of the switch.
(6) Remove the headlamp switch from the instrument panel.
clearance. This is only necessary on the side to be
removed.
(7) Separate headlamp module from radiator closure panel.
(8) Disengage wire connector from headlamp
bulb(s) (Fig. 19).
(9) Separate headlamp module from vehicle.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Position the headlamp switch to the instrument panel.
(2) Reconnect the two instrument panel wire harness connectors for the headlamp switch to the connector receptacles on the back of the switch.
(3) Position the headlamp switch into the instrument panel.
(4) Install and tighten the three screws that secure
the headlamp switch to the instrument panel.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(5) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(6) Connect the battery negative cable.
Fig. 18 Headlamp — SLT
1
2
3
4
5
6
-
HEADLAMP SOCKET
CARRIER BRACKET
TURN AND PARK LAMP BULB
TURN AND PARK LAMP HOUSING
HEADLAMP HOUSING
SCREW
HEADLAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove push-in fastener attaching seal to radiator closure panel.
(3) Remove park and turn signal lamp.
(4) Remove screws attaching top of headlamp module to radiator closure panel (Fig. 18).
(5) From behind front bumper, remove screws
attaching bottom of headlamp module to radiator closure panel.
(6) From behind the bumper, loosen the bumper
mounting nuts to allow the bumper to lower for
Fig. 19 Headlamp-Sport
1
2
3
4
5
6
7
-
HIGH BEAM BULB SOCKET
PUSH-IN FASTENER
SEAL
HEADLAMP MODULE
TURN/PARK LAMP MODULE
LOW BEAM BULB SOCKET
TURN/PARK LAMP BULB
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 21
HEADLAMP UNIT (Continued)
INSTALLATION
(1) If removed, install headlamp bulb(s).
(2) Connect headlamp bulb wire connector(s).
(3) Position headlamp in radiator closure panel.
(4) From behind front bumper, install the screws
attaching bottom of headlamp module to radiator closure panel.
(5) From behind the bumper, tighten the bumper
mounting nuts.
(6) Install the screws attaching top of headlamp
module to radiator closure panel.
(7) Install park and turn signal lamp.
(8) Install push-in fastener attaching seal to radiator closure panel.
(9) Connect the battery negative cable.
ADJUSTMENTS
LAMP ALIGNMENT SCREEN PREPARATION
(2) If necessary, tape a line on the floor 7.62
meters (25 ft) away from and parallel to the wall.
(3) Up 1.27 meters (5 feet) from the floor, tape a
line on the wall at the centerline of the vehicle. Sight
along the centerline of the vehicle (from rear of vehicle forward) to verify accuracy of the line placement.
(4) Rock vehicle side-to-side three times to allow
suspension to stabilize.
(5) Jounce front suspension three times by pushing
downward on front bumper and releasing.
(6) Measure the distance from the center of headlamp lens to the floor. Transfer measurement to the
alignment screen (with tape). Use this line for
up/down adjustment reference.
(7) Measure distance from the centerline of the
vehicle to the center of each headlamp being aligned.
Transfer measurements to screen (with tape) to each
side of vehicle centerline. Use these lines for left/
right adjustment reference.
(1) Position vehicle on a level surface perpendicular to a flat wall 7.62 meters (25 ft) away from front
of headlamp lens (Fig. 20).
Fig. 20 Lamp Alignment Screen—Typical
1 - CENTER OF VEHICLE
2 - CENTER OF HEADLAMP
3 - 7.62 METERS (25 FT.)
4 - FRONT OF HEADLAMP
8L - 22
LAMPS/LIGHTING - EXTERIOR
BR/BE
HEADLAMP UNIT (Continued)
VEHICLE PREPARATION FOR HEADLAMP
ALIGNMENT
LICENSE PLATE LAMP
(1) Verify headlamp dimmer switch and high beam
indicator operation.
(2) Verify headlamps are set for low beam operation.
(3) Correct defective components that could hinder
proper headlamp alignment.
(4) Verify proper tire inflation.
(5) Clean headlamp lenses.
(6) Verify that luggage area is not heavily loaded.
(7) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated
gallon of missing fuel.
REMOVAL
HEADLAMP ADJUSTMENT
Headlamps can be aligned using the screen method
provided or alignment tool C-4466–A or equivalent
can be used. refer to the instructions provided with
the tool for proper procedures.
A properly aimed low beam headlamp will project
top edge of high intensity pattern on screen from 50
mm (2 in.) above to 50 mm (2 in.) below headlamp
centerline. The side-to-side outboard edge of high
intensity pattern should be from 50 mm (2 in.) left to
50 mm (2 in.) right of headlamp centerline. (Fig. 20)
The preferred headlamp alignment is 1” down
for the up/down adjustment and 0 for the left/
right adjustment. The high beam pattern should be
correct when the low beams are aligned properly.
To adjust headlamp aim, rotate alignment screws
(Fig. 21) to achieve the specified high intensity pattern.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove license plate lamp lens.
(3) Pull bulb from license plate lamp.
INSTALLATION
(1) Install bulb in license plate lamp.
(2) Install license plate lamp lens.
(3) Connect the battery negative cable.
LICENSE PLATE LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screws attaching license plate panel to
cargo box.
(3) Disengage license plate lamp wire connector
from body wire harness (Fig. 22).
(4) Separate license plate lamp from vehicle.
Fig. 22 License Plate Lamp Panel
Fig. 21 Aero Headlamp Alignment
1 - LEFT AND RIGHT ADJUSTMENT SCREW
2 - UP AND DOWN ADJUSTMENT SCREW
1
2
3
4
5
-
LIGHTING HARNESS
BUMPER
LICENSE PLATE LAMP
SCREW
LAMP PANEL
INSTALLATION
(1) Position license plate lamp in vehicle.
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 23
LICENSE PLATE LAMP UNIT (Continued)
(2) Engage license plate lamp wire connector to
body wire harness.
(3) Install screws attaching license plate panel to
cargo box.
(4) Connect the battery negative cable.
MULTI-FUNCTION SWITCH
DESCRIPTION
MARKER LAMP
REMOVAL
Individual lamps may be replaced by removing the
lamp from the light bar. Using a flat blade screwdriver, carefully pry lamp to disengage clips attaching ID lamp to retainer.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove four screws attaching rear ID lamps to
tailgate (Fig. 23).
(3) Separate ID lamps from tailgate.
(4) Disengage ID lamp wire connector from body
wire harness.
(5) Separate ID lamp from vehicle.
Fig. 23 Rear Identification Lamps
1
2
3
4
-
BUMPER
SCREW
TAILGATE MARKER LAMPS
TAILGATE
INSTALLATION
(1) Position ID lamp on vehicle.
(2) Engage ID lamp wire connector to body wire
harness.
(3) Install screws attaching rear ID lamps to tailgate.
(4) Connect the battery negative cable.
Fig. 24 Multi-Function Switch
1
2
3
4
5
-
WINDSHIELD WASHER BUTTON
CONTROL STALK
HAZARD WARNING BUTTON
WINDSHIELD WIPER CONTROL
MULTI-FUNCTION SWITCH
The multi-function switch is secured with two
screws to the left side of the upper steering column
housing at the top of the steering column, just below
the steering wheel (Fig. 24). The only visible parts of
the multi-function switch are the control stalk that
extends through a dedicated opening in the left side
of the upper steering column shrouds, and the hazard warning switch push button that protrudes
through an opening in the upper steering column
shroud on the top of the steering column. The
remainder of the switch, its mounting provisions, and
its electrical connections are all concealed beneath
the steering column shrouds. The multi-function
switch control stalk has both nomenclature and
International Control and Display Symbol graphics
applied to it, which identify its many functions. An
International Control and Display Symbol icon for
“Hazard Warning” is applied to the top of the hazard
warning switch push button.
The switch housing and its controls are constructed
of molded black plastic. A single connector receptacle
with up to twenty-four terminals is located on the
back of the switch housing and connects the switch
to the vehicle electrical system through a take out
and connector of the instrument panel wire harness.
The connector receptacle also has a threaded receptacle for a screw, which secures the wire harness connector to the switch connector receptacle.
The multi-function switch supports the following
functions and features:
8L - 24
LAMPS/LIGHTING - EXTERIOR
BR/BE
MULTI-FUNCTION SWITCH (Continued)
• Continuous Wipe Modes - The control knob of
the multi-function switch provides two continuous
wipe switch positions, low speed or high speed.
• Hazard Warning Control - The internal circuitry and hardware of the multi-function switch provide detent switching for activation and deactivation
of the hazard warning system.
• Headlamp Beam Selection - The internal circuitry and hardware of the multi-function switch provide detent switching for selection of the headlamp
high or low beams.
• Headlamp Optical Horn - The internal circuitry and hardware of the multi-function switch
includes momentary switching of the headlamp high
beam circuits to provide an optical horn feature
(sometimes referred to as flash-to-pass), which allows
the vehicle operator to momentarily flash the headlamp high beams as an optical signalling device.
• Intermittent Wipe Mode - The control knob of
the multi-function switch provides an intermittent
wipe mode with multiple delay interval positions.
• Turn Signal Control - The internal circuitry
and hardware of the multi-function switch provide
both momentary non-detent switching and detent
switching with automatic cancellation for both the
left and right turn signals.
• Washer Mode - A button on the end of the control stalk of the multi-function switch provides
washer system operation when the button is
depressed towards the steering column.
The multi-function switch cannot be adjusted or
repaired. If any function of the switch is faulty, or if
the switch is damaged, the entire switch unit must
be replaced.
OPERATION
The multi-function switch uses conventionally
switched outputs and a variable resistor to control
the many functions and features it provides using
hard wired circuitry. The switch is grounded at all
times through a single wire take out with an eyelet
terminal connector of the instrument panel wire harness that is secured by a nut to a ground stud
located on the instrument panel armature, just above
and to the left of the glove box opening. When the
ignition switch is in the Accessory or On positions,
battery current from a fuse in the Junction Block
(JB) is provided through a fused ignition switch output (run-acc) circuit. Following are descriptions of
how the multi-function switch operates to control the
many functions and features it provides:
• Continuous Wipe Modes - When the control
knob of the multi-function switch is rotated to the
High or Low positions, the circuitry within the
switch provides a battery current output directly to
the high or low speed brush of the wiper motor.
When the control knob is in the Off position, the circuitry within the switch connects the output of the
wiper motor park switch to the low speed brush of
the wiper motor.
• Hazard Warning Control - The hazard warning push button is pushed down to unlatch the
switch and activate the hazard warning system, and
pushed down again to latch the switch and turn the
system off. When the hazard warning switch is
latched (hazard warning off), the push button will be
in a lowered position on the top of the steering column shroud; and, when the hazard warning switch is
unlatched (hazard warning on), the push button will
be in a raised position. The multi-function switch
hazard warning circuitry simultaneously provides a
signal to the hazard warning sense of the combination flasher to activate or deactivate the flasher output, and directs the output of the flasher to the
hazard warning lamps.
• Headlamp Beam Selection - The multi-function switch control stalk is pulled towards the steering wheel past a detent, then released to actuate the
headlamp beam selection switch. Each time the control stalk is actuated in this manner, the opposite
headlamp mode from what is currently selected will
be activated. The internal circuitry of the headlamp
beam selection switch directs the output of the headlamp switch through hard wired circuitry to activate
the selected headlamp beam.
• Headlamp Optical Horn - The left multi-function switch control stalk is pulled towards the steering wheel to just before a detent, to momentarily
activate the headlamp high beams. The high beams
will remain illuminated until the control stalk is
released. The internal circuitry of the headlamp
beam selection switch provides a momentary ground
path to the headlamp high beams.
• Intermittent Wipe Mode - When the multifunction switch control knob is rotated to the Delay
position, the circuitry within the switch connects the
output of the wiper motor relay to the low speed
brush of the wiper motor and provides a battery current signal to the Central Timer Module (CTM). If
the Delay mode is selected, the control knob can then
be rotated to multiple minor detent positions, which
actuates a variable resistor within the switch and
provides a hard wired output to the CTM that signals the desired delay interval for the intermittent
wiper feature.
BR/BE
LAMPS/LIGHTING - EXTERIOR
8L - 25
MULTI-FUNCTION SWITCH (Continued)
• Turn Signal Control - The multi-function
switch control stalk actuates the turn signal switch.
When the control stalk is moved in the upward direction, the right turn signal circuitry is activated; and,
when the control stalk is moved in the downward
direction, the left turn signal circuitry is activated.
The multi-function switch turn signal circuitry simultaneously provides a signal to the turn signal sense
of the combination flasher to activate or deactivate
the flasher output, and directs the output of the
flasher to the proper turn signal lamps. The turn signal switch has a detent position in each direction
that provides turn signals with automatic cancellation, and an intermediate, momentary position in
each direction that provides turn signals only until
the multi-function switch control stalk is released.
When the control stalk is moved to a turn signal
switch detent position, the cancel actuator extends
toward the center of the steering column. A turn signal cancel cam that is integral to the clockspring
mechanism rotates with the steering wheel and the
cam lobes contact the cancel actuator when it is
extended from the multi-function switch. When the
steering wheel is rotated during a turning maneuver,
one of the two turn signal cancel cam lobes will contact the turn signal cancel actuator. The cancel
actuator latches against the cancel cam rotation in
the direction opposite that which is signaled. In other
words, if the left turn signal detent is selected, the
lobes of the cancel cam will ratchet past the cancel
actuator when the steering wheel is rotated to the
left, but will unlatch the cancel actuator as the steering wheel rotates to the right and returns to center,
which will cancel the turn signal event and release
the control stalk from the detent so it returns to the
neutral Off position.
• Washer Mode - Pushing the button on the end
of the multi-function switch control knob towards the
steering column provides a battery current output
through the momentary single pole, single throw
washer switch circuitry to operate the washer pump/
motor and provides a signal to the CTM. If the wipers are not operating when the washer switch is
actuated, the CTM will operate the wiper motor for
as long as the washer switch is depressed plus about
three additional wipe cycles. If the wipers are operating in the intermittent mode when the washer
switch is actuated, the CTM will operate the wiper
motor at a fixed low speed for as long as the washer
switch is depressed plus about three additional wipe
cycles before the wipers return to the selected intermittent wipe interval.
DIAGNOSIS AND TESTING - MULTI-FUNCTION
SWITCH
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector from the multi-function switch connector
receptacle.
(2) Using an ohmmeter, perform the continuity
and resistance tests at the terminals in the multifunction switch connector receptacle as shown in the
Multi-Function Switch Tests chart (Fig. 25).
8L - 26
LAMPS/LIGHTING - EXTERIOR
BR/BE
MULTI-FUNCTION SWITCH (Continued)
Fig. 25 Multi-Function Switch Tests
MULTI-FUNCTION SWITCH TESTS
SWITCH POSITIONS
CONTINUITY BETWEEN
TURN SIGNAL
HAZARD WARNING
Neutral
Off
Pins 12, 14, & 15
Left
Off
Pins 15, 16, & 17
Left
Off
Pins 12 & 14
Left
Off
*Pins 22 & 23
Right
Off
Pins 11, 12, & 17
Right
Off
Pins 14 & 15
Right
Off
*Pins 23 & 24
Neutral
On
Pins 11, 12, 13, 15, & 16
* with optional corner lamps
WIPER & WASHER SWITCH POSITIONS
CONTINUITY BETWEEN
Off
Pins 6 & 7
**Delay
Pins 1, 2, & 4, Pins 8 & 9
Low
Pins 4 & 6
High
Pins 4 & 5
Wash
Pins 3 & 4
**Resistance between Pins 1 & 2 at Maximum delay position is between 270 and 330 kilohms, and at Minimum
delay position is zero ohms.
HEADLAMP BEAM SELECTION SWITCH POSITIONS
CONTINUITY BETWEEN
Low Beams
Pins 18 & 19
High Beams
Pins 19 & 20
Flash
Pins 19, 20, & 21
BR/BE
LAMPS/LIGHTING - EXTERIOR
8L - 27
MULTI-FUNCTION SWITCH (Continued)
(3) If the multi-function switch fails any of the
continuity or resistance tests, replace the faulty
switch unit as required.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) If the vehicle is so equipped, unscrew the lever
from the tilt steering column adjuster mechanism
located on the left side of the column just below the
multi-function switch control stalk. Turn the lever
counterclockwise to unscrew it from the adjuster.
(3) From below the steering column, remove the
two outboard screws that secure the upper shroud to
the lower outer shroud (Fig. 26).
(4) Press carefully inward on each side of the outer
shrouds to release the snap features and remove the
upper outer shroud from the lower outer shroud.
(5) From below the steering column, remove the
one center screw that secures the lower outer shroud
to the steering column housing.
(6) Remove the lower outer shroud from the steering column.
(7) From below the steering column, remove the
two screws that secure the lower inner shroud to the
steering column housing and the upper inner shroud.
(8) Press carefully inward on the gearshift lever
side of the inner shrouds to release the snap features
and remove the lower inner shroud from the steering
column.
(9) Carefully lift the upper inner shroud upward
far enough to access the multi-function switch
mounting screws.
Fig. 26 Steering Column Shrouds Remove/Install Typical
1 - STEERING WHEEL
2 - TILT LEVER
3 - UPPER SHROUD
4 - PANEL BRACKET
5 - SPACER
6 - TOE PLATE
7 - NUT
8 - LOWER SHROUD
9 - CLOCK SPRING
10 - NUT
(10) Remove the two tamper proof screws (a Snap
On tamper proof Torx bit TTXR20B2 or equivalent is
required) that secure the multi-function switch to the
steering column housing.
(11) Gently pull the multi-function switch away
from the steering column far enough to access and
remove the screw that secures the instrument panel
wire harness connector for the multi-function switch
to the switch connector receptacle (Fig. 27).
(12) Disconnect the instrument panel wire harness
connector from the multi-function switch connector
receptacle.
(13) Remove the multi-function switch from the
steering column.
8L - 28
LAMPS/LIGHTING - EXTERIOR
BR/BE
MULTI-FUNCTION SWITCH (Continued)
Fig. 27 Multi-Function Switch Connector
1
2
3
4
5
6
7
-
WIRE HARNESS CONNECTORS
SCREW
WIRE HARNESS CONNECTOR
MULTI-FUNCTION SWITCH
WIRE HARNESS CONNECTOR
CLOCKSPRING
IGNITION SWITCH
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Position the multi-function switch next to the
steering column.
(2) Reconnect the instrument panel wire harness
connector for the multi-function switch to the switch
connector receptacle (Fig. 27).
(3) Install and tighten the screw that secures the
instrument panel wire harness connector for the
multi-function switch to the switch connector receptacle. Tighten the screw to 2 N·m (18 in. lbs.).
(4) Position the multi-function switch onto the
steering column.
(5) Carefully lift the upper inner shroud upward
far enough to access the multi-function switch
mounting screws.
(6) Install and tighten the two tamper proof
screws (a Snap On tamper proof Torx bit TTXR20B2
or equivalent is required) that secure the multi-function switch to the steering column housing. Tighten
the screws to 2 N·m (18 in. lbs.).
(7) Position the lower inner shroud onto the steering column (Fig. 26). Be certain to insert the gearshift lever hider strip into the channel located on the
inside surface of the shroud.
(8) Align the locking tabs on the gearshift lever
side of the upper inner shroud with the receptacles
on the lower inner shroud and apply hand pressure
to snap them together.
(9) From below the steering column, install and
tighten the two screws that secure the lower inner
shroud to the steering column housing and the upper
inner shroud. Tighten the screws to 2 N·m (18 in.
lbs.).
(10) Position the lower outer shroud onto the
steering column.
(11) From below the steering column, install and
tighten the one center screw that secures the lower
outer shroud to the steering column housing. Tighten
the screw to 2 N·m (18 in. lbs.).
(12) Align the locking tabs on the upper outer
shroud with the receptacles on the lower outer
shroud and apply hand pressure to snap them
together.
(13) From below the steering column, install and
tighten the two outboard screws that secure the
lower outer shroud to the upper outer shroud.
Tighten the screws to 2 N·m (18 in. lbs.).
(14) If the vehicle is so equipped, reinstall the
lever into the tilt steering column adjuster on the left
side of the column. Turn the lever clockwise to screw
it into the adjuster.
(15) Reconnect the battery negative cable.
OUTBOARD IDENTIFICATION
LAMP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Using a flat blade screw driver, carefully pry
lamp to disengage clips attaching ID lamp to retainer
(Fig. 28).
(3) Separate ID lamp from retainer.
(4) Disengage lamp bulb socket from lamp.
(5) Remove screws attaching lamp retainer to rear
fender.
(6) Separate retainer from rear fender.
LAMPS/LIGHTING - EXTERIOR
BR/BE
8L - 29
OUTBOARD IDENTIFICATION LAMP (Continued)
PARK/TURN SIGNAL LAMP
UNIT
REMOVAL
Fig. 28 Side Identification Lamps
1
2
3
4
5
-
FENDER
U-NUT
IDENTIFICATION LAMP
RETAINER
U-NUT
INSTALLATION
(1) Position retainer on rear fender.
(2) Install screws attaching lamp retainer to rear
fender.
(3) Engage lamp bulb socket to lamp.
(4) Position and press ID lamp in retainer.
(5) Connect the battery negative cable.
PARK/TURN SIGNAL LAMP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove park and turn signal lamp.
(3) Rotate bulb socket 1/4 turn counterclockwise
and pull turn signal lamp socket from back of lamp.
(4) Pull park and turn signal lamp bulb from
socket.
INSTALLATION
(1) Install park and turn signal lamp bulb in
socket.
(2) Install park and turn signal lamp socket into
back of lamp.
(3) Install park/turn signal lamp.
(4) Connect the battery negative cable.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screw attaching the park lamp to
headlamp module.
(3) Grasp lamp and pull forward to disengage clip
attaching park/turn lamp to headlamp module.
(4) Separate park lamp headlamp module.
(5) Rotate park/turn signal socket 1/4 turn
counter-clockwise and remove from back of lamp.
(6) Remove side marker socket from back of lamp.
(7) Separate park/turn signal lamp from vehicle.
INSTALLATION
(1)
(2)
(3)
(4)
lamp
(5)
Install side marker socket from back of lamp.
Install park/turn signal socket in back of lamp.
Install park/turn signal lamp in vehicle.
Install screw attaching the park lamp to headmodule.
Connect the battery negative cable.
TAIL LAMP
DESCRIPTION
There are two types of tail lamp modules used on
the Ram Truck. One type is integrated into the
pick-up bed, The other is a bracket mounted module
used on the Ram Truck Cab and Chassis. The Cab
and Chassis module is made up of a housing, lens,
and two bulbs. This type of module has license plate
illumination built into the lens. The integrated pick
up module contains a housing, lens, and two bulbs. A
dual filament bulb is used for tail, stop, and turn signal operations. A separate bulb is used for back-up
illumination.
OPERATION
Tail lamp functions are controlled by the headlamp
switch. Turn signal operations are controlled by the
multifunction switch. Stop lamp functions are controlled by the stoplamp switch. The back-up lamps
are controlled by the back-up lamp switch on the
transmission.
REMOVAL
CHASSIS CAB
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screws holding tail lamp lens to lamp
body.
8L - 30
LAMPS/LIGHTING - EXTERIOR
BR/BE
TAIL LAMP (Continued)
(3) Separate lens from lamp.
(4) Grasp bulb, push in slightly and rotate 1/2 turn
counter-clockwise.
PICKUP
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screws from tail lamp.
(3) Grasp lamp, firmly pull lamp rearward to disengage retaining studs.
(4) Remove socket from tail lamp.
(5) Separate tail lamp from cargo box.
(6) Pull bulb from socket.
INSTALLATION
CHASSIS CAB
(1) Install bulb in socket.
(2) Install lamp lens.
(3) Connect the battery negative cable.
PICKUP
(1) Install bulb in socket.
(2) Install socket in tail lamp.
(3) Position tail lamp in cargo box, engage retaining studs and install screws.
(4) Connect the battery negative cable.
Fig. 29 Tail, Brake, Turn Signal and Back-up
Lamps—Cab Chassis
1
2
3
4
-
LICENCE PLATE BRACKET
FRAME
TAILLAMP MOUNTING BRACKET
TAILLAMP-BRAKE LAMP-BACKUP LAMP HOUSING
TAIL LAMP UNIT
INSTALLATION
REMOVAL
CAB CHASSIS
CAB CHASSIS
(1) Disconnect and isolate the battery negative
cable.
(2) Remove nuts attaching tail lamp to mounting
bracket (Fig. 29).
(3) Disengage tail lamp wire connector from body
wire harness.
(4) Separate tail lamp from vehicle.
PICKUP
(1) Disconnect and isolate the battery negative
cable.
(2) Remove screws from tail lamp (Fig. 30).
(3) Grasp lamp, firmly pull lamp rearward to disengage retaining studs.
(4) Remove socket from tail lamp.
(5) Separate tail lamp from cargo box.
(6) Pull bulb from socket.
(1) Position tail lamp on vehicle.
(2) Engage tail lamp wire connector to body wire
harness.
(3) Install nuts attaching tail lamp to mounting
bracket.
(4) Connect the battery negative cable.
PICKUP
(1) Install bulb in socket.
(2) Install socket in tail lamp.
(3) Position tail lamp in cargo box, engage retaining studs and install screws.
(4) Connect the battery negative cable.
BR/BE
LAMPS/LIGHTING - EXTERIOR
8L - 31
TAIL LAMP UNIT (Continued)
OPERATION
The turn signal cancel cam has two lobes molded
into the lower surface of the clockspring rotor. When
the turn signals are activated by moving the multifunction switch control stalk to a detent position, a
turn signal cancel actuator is extended from the
inside surface of the multi-function switch housing
toward the center of the steering column and the
turn signal cancel cam. When the steering wheel is
rotated during a turning maneuver, one of the two
turn signal cancel cam lobes will contact the turn signal cancel actuator. The cancel actuator latches
against the cancel cam rotation in the direction opposite that which is signaled. In other words, if the left
turn signal detent is selected, the lobes of the cancel
cam will ratchet past the cancel actuator when the
steering wheel is rotated to the left, but will unlatch
the cancel actuator as the steering wheel rotates to
the right and returns to center, which will cancel the
turn signal event and release the control stalk from
the detent so it returns to the neutral Off position.
Fig. 30 Tail, Brake, Turn Signal and Back-up Lamp
Bulb
1
2
3
4
5
6
-
TAIL LAMP
SCREW
LIGHTING HARNESS
BULB
RETAINING CLIP
RETAINING STUDS
TURN SIGNAL CANCEL CAM
DESCRIPTION
The turn signal cancel cam is concealed within the
steering column below the steering wheel. The turn
signal cancel cam consists of two lobes that are integral to the lower surface of the clockspring rotor. The
clockspring mechanism provides turn signal cancellation as well as a constant electrical connection
between the horn switch, driver airbag, speed control
switches, and remote radio switches on the steering
wheel and the instrument panel wire harness on the
steering column. The housing of the clockspring is
secured to the steering column and remains stationary. The rotor of the clockspring, including the turn
signal cancel cam lobes rotate with the steering
wheel.
The turn signal cancel cam is serviced as a unit
with the clockspring and cannot be repaired. If faulty
or damaged, the entire clockspring unit must be
replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).
UNDERHOOD LAMP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Insert a small flat blade in the access slot
between the lamp base and lamp lens.
(3) Pry the lamp lens upward and remove the
lamp lens (Fig. 31).
(4) Depress the bulb terminal inward (Fig. 32) to
release the bulb.
Fig. 31 Underhood Lamp Lens
1 - LAMP
2 - LAMP LENS
8L - 32
LAMPS/LIGHTING - EXTERIOR
BR/BE
UNDERHOOD LAMP (Continued)
Fig. 33 Underhood Lamp
Fig. 32 Underhood Lamp Bulb
1
2
3
4
-
BULB
DEPRESS TERMINAL INWARD
BULB WIRE LOOP
LAMP BASE
INSTALLATION
(1) Engage the replacement bulb wire loop to the
terminal closest to the lamp base wire connector.
(2) Depress the opposite terminal inward and
engage the remaining bulb wire loop.
(3) Position the lamp lens on the lamp base and
press into place.
(4) Connect the battery negative cable.
UNDERHOOD LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the wire harness connector from the
lamp.
(3) Remove lamp lens.
(4) Remove bulb.
(5) Remove screw attaching underhood lamp to the
inner hood panel (Fig. 33).
(6) Separate underhood lamp from vehicle.
1 - UNDER HOOD LAMP
2 - HOOD
3 - CONNECTOR
INSTALLATION
(1) Install bulb.
(2) Install lamp lens.
(3) Position the underhood lamp on the hood inner
panel.
(4) Install the attaching screw through the lamp
and into the hood panel. Tighten the screw securely.
(5) Fold lamp housing over and firmly press onto
base to snap into place.
(6) Connect the wire harness connector to the
lamp.
(7) Connect the battery negative cable.
LAMPS/LIGHTING - INTERIOR
BR/BE
8L - 33
LAMPS/LIGHTING - INTERIOR
TABLE OF CONTENTS
page
LAMPS/LIGHTING - INTERIOR
SPECIFICATIONS
INTERIOR LAMPS . . . . . . . . . . . . . . . .
DOME LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
DOOR AJAR SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - DOOR AJAR
SWITCH
.......................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
. . . . . 33
. . . . . 34
. . . . . 34
. . . . . 34
. . . . . 34
. . . . . 35
. . . . . 35
page
GLOVE BOX LAMP AND SWITCH
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
READING LAMP
DESCRIPTION . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
VANITY LAMP
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
. . . . . . . . . . . . . 35
. . . . . . . . . . . . . 36
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 36
. 36
. 36
. 37
. . . . . . . . . . . . . 37
. . . . . . . . . . . . . 37
LAMPS/LIGHTING - INTERIOR
SPECIFICATIONS
INTERIOR LAMPS
LAMP
.
.
.
.
BULB
LAMP
BULB
A/C HEATER CONTROL
158
CHECK ENGINE
PC74
PC74
ASH RECEIVER
161
ENGINE OIL PRESSURE
CIGAR LIGHTER
161
FOUR WHEEL DRIVE
PC194
HEADLAMP SWITCH
158
HIGH BEAM
PC194
HEATER CONTROL
158
LOW FUEL
PC194
INSTRUMENT CLUSTER
PC194
LOW WASHER FLUID
PC74
RADIO
ASC
PC74
AIRBAG HIGH LINE
PC194
MAINTENANCE
REQUIRED
AIRBAG LOW LINE
PC74
MESSAGE CENTER
PC194
ANTI-LOCK BRAKE
PC74
SEAT BELT
PC74
BATTERY VOLTAGE
PC194
TURN SIGNAL
PC194
BRAKE WARNING
PC194
UPSHIFT
PC74
DOME
1004
GLOVE COMPARTMENT
1891
VANITY MIRROR LAMP
P/N 6501966
8L - 34
LAMPS/LIGHTING - INTERIOR
DOME LAMP
REMOVAL
(1) Using a small flat blade, pry the left side (driver’s side) of the dome lamp lens downward from
dome lamp.
(2) Allow the lens to hang down (Fig. 1) , this will
disengage the right side of the lamp (passenger’s
side) from the headliner.
(3) Pull the right side of the lamp down and slide
the lamp to the right (Fig. 2) .
(4) Separate the lamp from the headliner.
(5) Disengage dome lamp wire connector from body
wire harness.
(6) Separate dome lamp from vehicle.
BR/BE
INSTALLATION
(1) Position dome lamp at headliner.
(2) Connect dome lamp wire connector to body
wire harness.
(3) Position the left side of the lamp in the headliner opening and slide lamp to the left.
(4) Push the right side of the lamp in the headliner opening and push the lamp lens up into the
lamp to secure.
DOOR AJAR SWITCH
DESCRIPTION
The door ajar switches are mounted to the door
hinge pillars. The switches close a path to ground for
the Central Timer Module (CTM) when a door is
opened, and open the ground path when a door is
closed.
The door ajar switches cannot be repaired and, if
faulty or damaged, they must be replaced.
DIAGNOSIS AND TESTING - DOOR AJAR
SWITCH
Fig. 1 Dome Lamp Lens
1
2
3
4
5
-
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
HEADLINER
CONNECTOR
DOME LAMP
LENS
BULB
Fig. 2 Dome Lamp
1 - SLIDE LAMP
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
(1) Rotate the headlamp switch knob counterclockwise to ensure that the dome lamps are not switched
off. Open the driver door and note whether the interior lamps light. They should light. If OK, (Refer to 8
- ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP SWITCH - DIAGNOSIS AND TESTING). If not OK, go to Step 2.
(2) Disconnect and isolate the battery negative
cable. Unplug the driver door ajar switch from its
wire harness connector. Check for continuity between
the ground circuit cavity of the driver door ajar
switch wire harness connector and a good ground.
There should be continuity. If OK, go to Step 3. If not
OK, repair the circuit to ground as required.
LAMPS/LIGHTING - INTERIOR
BR/BE
8L - 35
DOOR AJAR SWITCH (Continued)
(3) Check for continuity between the door ajar
switch ground circuit terminal and each of the other
two terminals of the driver door ajar switch. There
should be continuity with the switch plunger
released, and no continuity with the switch plunger
depressed. If OK, go to Step 4. If not OK, replace the
faulty switch.
(4) Remove the Central Timer Module (CTM) from
its mounting bracket to access the CTM wire harness
connectors (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/BODY CONTROL/CENTRAL
TIMER MODUL - REMOVAL). Unplug the 14-way
CTM wire harness connector. Check for continuity
between the driver door switch sense circuit cavity of
the 14-way CTM wire harness connector and a good
ground. There should be no continuity. If OK, go to
Step 5. If not OK, repair the short circuit as
required.
(5) Check for continuity between the driver door
switch sense circuit cavities of the 14-way CTM wire
harness connector and the driver door ajar switch
wire harness connector. There should be continuity. If
OK, (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/HEADLAMP SWITCH - DIAGNOSIS
AND TESTING) If not OK, repair the open circuit as
required.
Fig. 3 Door Ajar Switch Remove/Install
1 - DOOR HINGE PILLAR
2 - DOOR AJAR SWITCH
3 - CONNECTOR
(3) Reach through the glove box opening and
behind the glove box lamp and switch mounting
bracket to access the instrument panel wire harness
connector on the glove box lamp and switch (Fig. 4).
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Grasp the body of the door ajar switch with a
pair of pliers and move the switch gently back-andforth while pulling it out of the door hinge pillar
mounting hole.
(3) Pull the door ajar switch out from the pillar far
enough to access the wire harness connector (Fig. 3).
(4) Unplug the door ajar switch from the wire harness connector.
INSTALLATION
(1) Install the door ajar switch to the wire harness
connector.
(2) Push the door ajar switch into the pillar.
(3) Connect the battery negative cable.
GLOVE BOX LAMP AND
SWITCH
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL) for the procedures.
Fig. 4 Glove Box Lamp and Switch Remove/Install
1
2
3
4
-
RETAINER
WIRE HARNESS CONNECTOR
GLOVE BOX LAMP AND SWITCH
MOUNTING BRACKET
(4) Disconnect the instrument panel wire harness
connector from the connector receptacle on the back
of the glove box lamp and switch unit.
8L - 36
LAMPS/LIGHTING - INTERIOR
BR/BE
GLOVE BOX LAMP AND SWITCH (Continued)
(5) Reach through the glove box opening and
behind the glove box lamp and switch mounting
bracket to depress the retaining tabs on the top and
bottom of the glove box lamp and switch housing.
(6) While holding the retaining tabs depressed,
push the glove box lamp and switch unit out through
the hole in the mounting bracket on the instrument
panel glove box opening upper reinforcement.
(7) Remove the glove box lamp and switch unit
from the instrument panel.
INSTALLATION
(1) Reach through the glove box opening and
behind the glove box lamp and switch mounting
bracket to feed the instrument panel wire harness
connectors out through the hole in the glove box
lamp and switch housing mounting bracket.
(2) Position the glove box lamp and switch unit to
the instrument panel.
(3) Reconnect the instrument panel wire harness
connector to the connector receptacle on the back of
the glove box lamp and switch unit.
(4) Push the glove box lamp and switch unit into
the hole in the mounting bracket on the instrument
panel glove box opening upper reinforcement.
(5) Install the glove box onto the instrument panel.
(Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE
BOX - INSTALLATION) for the procedures.
(6) Close the glove box.
(7) Reconnect the battery negative cable.
READING LAMP
DESCRIPTION
The overhead console in this vehicle is equipped
with two individual reading and courtesy lamps. The
lamp lenses are the only visible components of these
lamps. The reading and courtesy lamp lenses are
mounted in the overhead console housing between
the garage door opener storage bin and the sunglasses storage bin. Each lamp has its own switch,
bulb, reflector and lens; but both lamps share a common lamp housing within the overhead console.
The overhead console reading and courtesy lamps
operate on battery current that is provided at all
times, regardless of the ignition switch position. The
ground feed for the lamps is switched through the
integral reading and courtesy lamp switches or
through the door jamb switches. Each lamp is
designed and aimed to provide illumination that will
be directed only to that side of the vehicle on which
the lamp is located.
The reading and courtesy lamp lenses, bulbs and
the lamp housing and reflector unit are available for
service replacement. The reading and courtesy lamp
switches, bulb holders and wiring are only available
as part of the overhead console wire harness. If
either of the lamp switches or bulb holders is faulty
or damaged, the entire overhead console wire harness assembly must be replaced.
For service of the reading and courtesy lamp bulbs,
refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
OPERATION
All reading and courtesy lamps located in the overhead console are activated by the door jamb switches.
When all of the doors are closed, these lamps can be
individually activated by depressing the corresponding lens. When any door is open, depressing the lamp
lenses to activate the lamp switches will not turn the
lamps off.
See the owner’s manual in the vehicle glove box for
more information on the use and operation of the
overhead console reading and courtesy lamps.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Insert a long, narrow, flat-bladed tool between
the curved (outboard) edge of the reading and courtesy lamp lens and the overhead console housing
(Fig. 5).
(3) Gently pry inward and downward against the
lens until the latch tab in the center of the outboard
edge of the reading and courtesy lamp lens is disengaged from the overhead console housing.
(4) Pull firmly on the lens toward the outboard
side of the vehicle to disengage the two pivot tabs on
the inboard edge of the reading and courtesy lamp
lens are disengaged from the overhead console housing.
(5) Remove the reading and courtesy lamp lens
from the overhead console housing.
LAMPS/LIGHTING - INTERIOR
BR/BE
8L - 37
READING LAMP (Continued)
(3) Push firmly on the lens toward the inboard
side of the vehicle to insert the two pivot tabs on the
inboard edge of the reading and courtesy lamp lens
into the two pivot holes in the overhead console housing.
(4) Pivot the lens back up into position and press
upward firmly until the latch tab in the center of the
outboard edge of the reading and courtesy lamp lens
snaps back into the overhead console housing.
(5) Reconnect the battery negative cable.
VANITY LAMP
REMOVAL
Fig. 5 Overhead Console Reading Lamp Bulb
Removal
1 - LENS
2 - FLAT BLADE
3 - CONSOLE
INSTALLATION
(1) Position the reading and courtesy lamp lens
onto the overhead console housing.
(2) Align the two pivot tabs on the inboard edge of
the reading and courtesy lamp lens with the two
pivot holes in the overhead console housing.
(1)
(2)
(3)
(4)
Insert a flat blade into the slot at front of lens.
Rotate blade until lens pops out of lamp.
Remove lens from housing.
Remove bulb from lamp terminals.
INSTALLATION
(1) Install bulb into lamp terminals.
(2) Place one side of lens into housing.
(3) Insure dim control is in place, and snap lens
into housing.
MESSAGE SYSTEMS
BR/BE
8M - 1
MESSAGE SYSTEMS
TABLE OF CONTENTS
page
OVERHEAD CONSOLE
DESCRIPTION . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - COMPASS
CALIBRATION . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT . . . . . . . . .
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING . . . . . . . . . . . . . . .
REMOVAL
OVERHEAD CONSOLE REMOVAL . .
DISASSEMBLY
OVERHEAD CONSOLE DISASSEMBLY
ASSEMBLY
OVERHEAD CONSOLE ASSEMBLY
.
INSTALLATION
OVERHEAD CONSOLE INSTALLATION
.......1
.......4
.......4
.......5
.......6
......7
.......8
page
SPECIAL TOOLS
OVERHEAD CONSOLE SPECIAL TOOL . . . . . 9
COMPASS/MINI-TRIP COMPUTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
AMBIENT TEMP SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
......8
OVERHEAD CONSOLE
DESCRIPTION
Three different overhead console units are available factory-installed options on this model, base,
premium and premium with vehicle theft security.
The base overhead console unit features a garage
door opener storage bin, a sunglasses storage bin and
two reading and courtesy lamps. The premium overhead console has all of the features of the base unit,
but adds a compass mini-trip computer and/or vehicle theft security LED. See the owner’s manual in
the vehicle glove box for more information on the features, use and operation of all of the overhead console components and systems. Refer to Overhead
Console in the Contents of Wiring Diagrams for
complete circuit diagrams.
The premium overhead console (Fig. 1) includes
two front-mounted reading and courtesy lamps, a
garage door opener storage bin, and a sunglasses
storage bin. The premium overhead console includes
a compass mini-trip computer. The base overhead
console uses the same overhead console housing, but
has a computer cover plug installed in place of the
compass mini-trip computer display module lens and
push buttons.
The rear of the overhead console is secured to two
rear mounting holes in the inner roof panel by two
plastic hook formations that are integral to the overhead console housing. The front of the overhead console is secured to the two front mounting holes of the
inner roof panel by two plastic latches that are integral to the overhead console housing. A single electrical connection joins the overhead console wire
harness to the roof wire harness for both the base
and premium overhead console units.
Following are general descriptions of the major
components used in the overhead console. See the
owner’s manual in the vehicle glove box for more
information on the use and operation of the various
overhead console features.
8M - 2
MESSAGE SYSTEMS
BR/BE
OVERHEAD CONSOLE (Continued)
Fig. 1 Overhead Console
MESSAGE SYSTEMS
BR/BE
8M - 3
OVERHEAD CONSOLE (Continued)
1
2
3
4
5
6
7
8
9
-
SUNGLASSES STORAGE BIN
GARAGE DOOR OPENER STORAGE BIN DOOR
COMPUTER LENS OR COVER PLUG
HOOK AND LOOP FASTENER
SECURITY INDICATOR LAMP
COMPASS MINI-TRIP COMPUTER MODULE
SCREW (3)
SCREW (4)
BULB HOLDERS
GARAGE DOOR OPENER STORAGE BIN
A compartment near the front of the overhead console is designed to hold most garage door opener
remote control transmitters. The transmitter is
mounted within the compartment with an adhesivebacked hook and loop fastener patch and, when the
compartment is closed, a push button in the center of
the compartment door is depressed to actuate the
transmitter.
A transmitter mounting kit including the adhesivebacked hook and loop fastener material is available
for service. The garage door opener storage bin door
and the push button with three assorted length
adapter pegs are also available for service replacement.
The garage door opener storage compartment door
is opened by pressing the integral latch towards the
front of the vehicle. When the compartment door is
opened, the push button unit is removed from the
compartment by squeezing the latch tabs and pulling
the unit downward. With the push button removed,
the garage door opener can be installed in the compartment using the adhesive-backed hook and loop
fastener material provided.
With the transmitter mounted in the storage bin,
adapter pegs located on the garage door opener push
button unit are selected and mounted on one of two
posts on the back side of the push button. The combination of the adapter peg length and the push button post location must be suitable to depress the
button of the transmitter when the push button in
the center of the garage door opener storage bin door
is depressed. When the proper combination has been
selected, the push button is reinstalled in the compartment and the compartment door is closed.
SUNGLASS STORAGE BIN
A sunglasses storage bin is included in the overhead console. The storage bin is located near the rear
of the overhead console and is held in the closed position by a latch that is integral to the storage bin
door. The interior of the bin is lined with a foam rubber padding material to protect the sunglasses from
being scratched. Dampening springs that are located
on the back of the overhead console reading and
10 - SWITCHES
11 - WIRE HARNESS
12 - SPRINGS (2)
13 - READING AND COURTESY LAMP HOUSING
14 - REFLECTORS
15 - OVERHEAD CONSOLE HOUSING
16 - LENSES
17 - BUMPER
18 - GARAGE DOOR OPENER PUSH BUTTON
courtesy lamp housing contact the hinges of the sunglasses storage bin for a smooth opening action.
The sunglasses storage bin and door unit is available for service replacement. The hinge dampening
springs are serviced as a unit with the overhead console reading and courtesy lamp housing.
The sunglasses storage bin is opened by pressing
the latch on the rear edge of the door towards the
front of the vehicle, then pulling the bin downward to
the open position. The integral latch on the sunglasses bin door will automatically engage when the
bin is closed. See the owner’s manual in the vehicle
glove box for more information on the use and operation of the sunglasses storage bin.
COMPASS
While in the compass/temperature mode, the compass will display the direction in which the vehicle is
pointed using the eight major compass headings
(Examples: north is N, northeast is NE), along with
the outside ambient temperature. When the compass
unit is placed in the compass/compass in degrees
mode, the compass will display the direction the
vehicle is heading using the eight major compass
headings and in degrees (0 to 359 degrees). North is
0 degrees, East is 90 degrees, South is 180 degrees
and West is 270 degrees. It will not display the headings in minutes or seconds.
The self-calibrating compass unit requires no
adjusting in normal use. The compass unit will compensate for magnetism the body of the vehicle may
acquire during normal use. However, avoid placing
anything magnetic directly on the roof of the vehicle.
Magnetic mounts for an antenna, a repair order hat,
or a funeral procession flag can exceed the compensating ability of the compass unit if placed on the
roof panel. If the vehicle roof should become magnetized, the demagnetizing and calibration procedures
found in this group may be required to restore proper
compass operation.
THERMOMETER
The thermometer displays the outside ambient
temperature in whole degrees. The temperature display can be changed from Fahrenheit to Celsius
8M - 4
MESSAGE SYSTEMS
BR/BE
OVERHEAD CONSOLE (Continued)
using the U.S./Metric push button. The displayed
temperature is not an instant reading of conditions,
but an average temperature. It may take the thermometer display several minutes to respond to a
major temperature change, such as driving out of a
heated garage into winter temperatures.
When the ignition switch is turned to the Off position, the last displayed temperature reading stays in
the thermometer unit memory. When the ignition
switch is turned to the On position again, the thermometer will display the memory temperature if the
engine coolant temperature is above about 43° C
(109° F). If the engine coolant temperature is below
about 43° C (109° F), the thermometer will display
the actual temperature sensed by the ambient temperature sensor. The thermometer temperature display update interval varies with the vehicle speed;
therefore, if the temperature reading seems inaccurate, drive the vehicle for at least three minutes
while maintaining a speed of 48 kilometers-per-hour
(30 miles-per-hour) or higher.
The thermometer function is supported by an
ambient temperature sensor. The sensor is mounted
outside the passenger compartment near the front
and center of the vehicle, and is hard wired to the
module. The ambient temperature sensor is available
as a separate service item.
STANDARD PROCEDURE
STANDARD PROCEDURE - COMPASS
CALIBRATION
CAUTION: Do not place any external magnets, such
as magnetic roof mount antennas, in the vicinity of
the compass. Do not use magnetic tools when servicing the overhead console.
The electronic compass unit features a self-calibrating design, which simplifies the calibration procedure. This feature automatically updates the
compass calibration while the vehicle is being driven.
This allows the compass unit to compensate for small
changes in the residual magnetism that the vehicle
may acquire during normal use. If the compass readings appear to be erratic or out of calibration, perform the following calibration procedure. Also, new
service replacement compass mini-trip computer
modules must have their compass calibrated using
this procedure. Do not attempt to calibrate the compass near large metal objects such as other vehicles,
large buildings, or bridges; or, near overhead or
underground power lines.
(1) Start the engine. If the compass/temperature
data is not currently being displayed, momentarily
depress and release the Step push button to step
through the display options until you have reached
the compass/temperature display.
(2) Depress both the U.S./Metric and the Step
push buttons at the same time for more than six seconds, until “CAL” appears in the display, then release
both push buttons. The “CAL” in the display indicates that the compass is in the calibration mode.
(3) Drive the vehicle on a level surface, at least
fifty feet away from large metal objects and power
lines, in all four compass directions, such as driving
around a city block several times or driving in two to
three complete circles at a slow to medium speed.
(4) When the calibration is successfully completed,
“CAL” will disappear from the display and normal
compass mini-trip computer operation will resume.
NOTE: If the “CAL” message remains in the display,
either there is excessive magnetism near the compass, or the unit is faulty. Repeat the calibration
procedure at least one more time.
NOTE: If the wrong direction is still indicated in the
compass display, the area selected for calibration
may be too close to a strong magnetic field. Repeat
the calibration procedure in another location.
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT
Compass variance, also known as magnetic declination, is the difference in angle between magnetic
north and true geographic north. In some geographic
locations, the difference between magnetic and geographic north is great enough to cause the compass
to give false readings. If this problem occurs, the
compass variance must be set. There are two methods that can be used to enter this information into
the compass mini-trip computer module. They are
the zone method and the direct method.
ZONE METHOD
(1) Using the Variance Settings map, find your
geographic location and note the zone number (Fig.
2).
(2) Turn the ignition switch to the On position. If
the compass/temperature data is not currently being
displayed, momentarily depress and release the Step
push button to step through the display options until
you have reached the compass/temperature display.
(3) Depress both the U.S./Metric and the Step
push buttons at the same time and hold them down
for more than 100 milliseconds, but not more than
one second. The compass mini-trip computer will
enter the variation adjustment mode and “VAR”
along with the current variance zone will appear in
the display.
MESSAGE SYSTEMS
BR/BE
8M - 5
OVERHEAD CONSOLE (Continued)
Fig. 2 Variance Settings
(4) Momentarily depress and release the Step push
button to step through the zone numbers, until the
zone number for your geographic location appears in
the display.
(5) After five seconds, the displayed zone will automatically be set in the compass mini-trip computer
module memory and normal operation will resume.
(6) Confirm that the correct directions are now
indicated by the compass.
DIRECT METHOD
(1) Turn the vehicle so it is headed in either the
north or south direction. The vehicle must be headed
within 45 degrees of north or south for this procedure
to work. The vehicle may be moving or stationary.
(2) Turn the ignition switch to the On position. If
the compass/temperature data is not currently being
displayed, momentarily depress and release the Step
push button to step through the display options until
you have reached the compass/temperature display.
(3) Depress both the U.S./Metric and the Step
push buttons at the same time and hold them down
for more than 100 milliseconds, but not more than
one second. The compass mini-trip computer will
enter the variation adjustment mode and “VAR”
along with the current variance zone will appear in
the display.
(4) Within the next five seconds, momentarily
depress and release the U.S./Metric push button. The
variance zone will automatically be set in the com-
pass mini-trip computer module memory and normal
operation will resume.
(5) If the “VAR” in the display flashes twice before
the compass mini-trip computer module resumes normal operation, the new variance zone setting was not
accepted. Reorient the vehicle so it is headed within
45 degrees of north or south and repeat this procedure.
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING
A degaussing tool (Special Tool 6029) is used to
demagnetize, or degauss, the overhead console forward mounting screw and the roof panel above the
overhead console. Equivalent units must be rated as
continuous duty for 110/115 volts and 60 Hz. They
must also have a field strength of over 350 gauss at 7
millimeters (0.25 inch) beyond the tip of the probe.
To demagnetize the roof panel and the overhead
console forward mounting screw, proceed as follows:
(1) Be certain that the ignition switch is in the Off
position, before you begin the demagnetizing procedure.
(2) Connect the degaussing tool to an electrical
outlet, while keeping the tool at least 61 centimeters
(2 feet) away from the compass unit.
(3) Slowly approach the head of the overhead console forward mounting screw with the degaussing
tool connected.
8M - 6
MESSAGE SYSTEMS
BR/BE
OVERHEAD CONSOLE (Continued)
(4) Contact the head of the screw with the plastic
coated tip of the degaussing tool for about two seconds.
(5) With the degaussing tool still energized, slowly
back it away from the screw. When the tip of the tool
is at least 61 centimeters (2 feet) from the screw
head, disconnect the tool.
(6) Place a piece of paper approximately 22 by 28
centimeters (8.5 by 11 inches), oriented on the vehicle
lengthwise from front to rear, on the center line of
the roof at the windshield header (Fig. 3). The purpose of the paper is to protect the roof panel from
scratches, and to define the area to be demagnetized.
the roof center line, and 28 centimeters (11 inches)
back from the windshield header.
(10) With the degaussing tool still energized,
slowly back it away from the roof panel. When the
tip of the tool is at least 61 centimeters (2 feet) from
the roof panel, disconnect the tool.
(11) Calibrate the compass and adjust the compass
variance (Refer to 8 - ELECTRICAL/OVERHEAD
CONSOLE - STANDARD PROCEDURE).
REMOVAL
OVERHEAD CONSOLE REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Open the garage door opener storage bin door
and locate the two overhead console latch tabs near
the front of the bin (Fig. 4).
Fig. 4 Overhead Console Latch Tabs
1 - PUSH BUTTON
2 - GARAGE DOOR OPENER STORAGE BIN DOOR
3 - LATCH TABS
Fig. 3 Roof Demagnetizing Pattern
(7) Connect the degaussing tool to an electrical
outlet, while keeping the tool at least 61 centimeters
(2 feet) away from the compass unit.
(8) Slowly approach the center line of the roof
panel at the windshield header, with the degaussing
tool connected.
(9) Contact the roof panel with the plastic coated
tip of the degaussing tool. Be sure that the template
is in place to avoid scratching the roof panel. Using a
slow, back-and-forth sweeping motion, and allowing
13 millimeters (0.50 inch) between passes, move the
tool at least 11 centimeters (4 inches) to each side of
(3) While pulling gently downward on the front of
the overhead console, push the latch tabs forward
until each latch is disengaged from its receptacle in
the inner roof panel.
(4) Slide the overhead console rearward far enough
to disengage the two mounting hooks on the rear of
the housing from the mounting holes in the inner
roof panel (Fig. 5).
(5) Lower the overhead console from the headliner
far enough to access the wire harness connector.
(6) Disconnect the roof wire harness connector
from the overhead console wire harness connector.
(7) Remove the overhead console from the vehicle.
BR/BE
MESSAGE SYSTEMS
8M - 7
OVERHEAD CONSOLE (Continued)
Fig. 6 Garage Door Opener Storage Bin Door Pivot
Latches
1 - PIVOT LATCHES
2 - COMPASS MINI-TRIP COMPUTER MODULE
3 - GARAGE DOOR OPENER STORAGE BIN DOOR PIVOT
ARMS
Fig. 5 Overhead Console Remove/Install
1
2
3
4
5
6
-
HEADLINER
MOUNTING HOOKS
OVERHEAD CONSOLE
GARAGE DOOR OPENER STORAGE BIN DOOR
WIRE HARNESS CONNECTOR
INNER ROOF PANEL
DISASSEMBLY
OVERHEAD CONSOLE DISASSEMBLY
GARAGE DOOR OPENER STORAGE BIN
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the overhead console from the headliner (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(3) If the vehicle is so equipped, remove the three
screws that secure the compass mini-trip computer
module to the back side of the overhead console housing. Move the module aside as needed for access to
the pivot latches that are integral to the overhead
console housing for the garage door opener storage
bin door pivot pins.
(4) Open the garage door opener storage bin door.
(5) From the back side of the of the overhead console housing, gently pry one of the pivot latches (Fig.
6) forward while pulling the garage door opener storage bin door pivot arm rearward until the pivot pin
is disengaged from the latch. Repeat this step to disengage the second pivot pin from its pivot latch.
(6) From the face side of the overhead console
housing, remove the garage door opener storage bin
door from the storage bin.
SUNGLASS STORAGE BIN
REMOVAL
(1) Remove the overhead console from the headliner (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(2) Remove the four screws that secure the reading
and courtesy lamp housing to the back side of the
overhead console housing. Move the lamp housing
aside as needed for access to the pivot latches that
are integral to the overhead console housing for the
sunglasses storage bin pivot pins.
(3) Open the sunglasses storage bin.
(4) From the back side of the of the overhead console housing, gently pry one of the pivot latches forward while pulling the sunglasses storage bin pivot
arm rearward until the pivot pin is disengaged from
the latch. Repeat this step to disengage the second
pivot pin from its pivot latch.
(5) From the face side of the overhead console
housing, remove the sunglasses storage bin from the
overhead console.
COMPASS MINI-TRIP LENS
REMOVAL
Overhead consoles equipped with the optional compass mini-trip computer have a lens installed in the
front of the overhead console housing through which
the Vacuum-Fluorescent Display can be viewed. If
the overhead console is not equipped with the compass mini-trip computer option, a plastic cover plug
is installed in the front of the overhead console housing in place of the lens.
(1) Remove the overhead console from the headliner (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
8M - 8
MESSAGE SYSTEMS
BR/BE
OVERHEAD CONSOLE (Continued)
(2) If the vehicle is so equipped, remove the compass mini-trip computer module from the overhead
console (Refer to 8 - ELECTRICAL/OVERHEAD
CONSOLE/COMPASS/MINI-TRIP COMPUTER REMOVAL).
(3) From the back side of the overhead console,
push downward firmly and evenly on the rear of the
trip computer lens to disengage the rear mounting
boss, or the snap features of the cover plug from the
overhead console housing.
(4) From the face of the overhead console, pull the
trip computer lens or the cover plug rearward far
enough to disengage the four forward mounting tabs
from the overhead console housing.
(5) Remove the trip computer lens or the cover
plug from the overhead console housing.
ASSEMBLY
OVERHEAD CONSOLE ASSEMBLY
GARAGE DOOR OPENER STORAGE BIN
INSTALLATION
(1) From the face side of the overhead console
housing, position the garage door opener storage bin
door pivot arms through the openings in the front of
the storage bin.
(2) From the back side of the of the overhead console housing, align one of the pivot pins of the garage
door opener storage bin door with the pivot latch
integral to the overhead console housing. Press the
pivot arm forward until the pivot pin is engaged in
the latch. Repeat this step to engage the second pivot
pin with its pivot latch.
(3) Close the garage door opener storage bin door.
(4) If the vehicle is so equipped, position the compass mini-trip computer module to the back side of
the overhead console housing. Install and tighten the
three screws that secure the module to the housing.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(5) Install the overhead console onto the headliner
(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE INSTALLATION).
SUNGLASS STORAGE BIN
INSTALLATION
(1) From the face side of the overhead console
housing, position the sunglasses storage bin pivot
arms through the openings in the front of the storage
bin housing in the overhead console.
(2) From the back side of the of the overhead console housing, align one of the pivot pins of the sunglasses storage bin with the pivot latch integral to
the overhead console housing. Press the pivot arm
forward until the pivot pin is engaged in the latch.
Repeat this step to engage the second pivot pin with
its pivot latch.
(3) Close the sunglasses storage bin.
(4) Position the reading and courtesy lamp housing
to the back side of the overhead console housing.
Install and tighten the four screws that secure the
lamp housing to the back of the overhead console
housing. Tighten the screws to 2.2 N·m (20 in. lbs.).
(5) Install the overhead console onto the headliner
(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE INSTALLATION).
MINI-TRIP COMPUTER LENS
INSTALLATION
Overhead consoles equipped with the optional compass mini-trip computer have a lens installed in the
front of the overhead console housing through which
the Vacuum-Fluorescent Display can be viewed. If
the overhead console is not equipped with the compass mini-trip computer option, a plastic cover plug
is installed in the front of the overhead console housing in place of the lens.
(1) Remove the trip computer lens or the cover
plug onto the overhead console housing.
(2) From the face of the overhead console, push the
trip computer lens or the cover plug forward far
enough to engage the four forward mounting tabs in
the overhead console unit.
(3) From the face of the overhead console, align
the rear mounting boss of the trip computer lens or
the alignment pin of the cover plug with the receptacle in the overhead console housing.
(4) Press firmly and evenly on the rear edge of the
trip computer lens or the cover plug until the rear
mounting boss is fully seated in the receptacle, or the
snap features of the cover plug are fully engaged in
the overhead console housing.
(5) Install the compass mini-trip computer module
onto the overhead console (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE/COMPASS/MINI-TRIP
COMPUTER - INSTALLATION).
(6) Install the overhead console onto the headliner
(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE INSTALLATION).
INSTALLATION
OVERHEAD CONSOLE INSTALLATION
(1) Position the overhead console near the mounting location on the headliner in the vehicle.
(2) Reconnect the roof wire harness connector to
the overhead console wire harness connector.
MESSAGE SYSTEMS
BR/BE
8M - 9
OVERHEAD CONSOLE (Continued)
(3) Engage the two mounting hooks on the rear of
the overhead console housing in the mounting holes
in the inner roof panel.
(4) Slide the overhead console forward far enough
to align the two latches on the front of the housing
with their receptacles in the inner roof panel.
(5) Push upward firmly and evenly on the front of
the overhead console until each of the two latches is
fully engaged in its receptacle in the inner roof panel.
(6) Close the garage door opener storage bin door.
(7) Reconnect the battery negative cable.
SPECIAL TOOLS
OVERHEAD CONSOLE SPECIAL TOOL
Degaussing Tool 6029
COMPASS/MINI-TRIP
COMPUTER
DESCRIPTION
The compass mini-trip computer is located in the
premium overhead console on models equipped with
this option. Two compass mini-trip computer units
are available. One unit is used on vehicles not
equipped with the Vehicle Theft Security System
(VTSS) option, and the other is used on vehicles with
the VTSS option. Both compass mini-trip computer
units include the electronic control module, a Vacuum-Fluorescent Display (VFD), a compass flux-gate
unit and two push button function switches.
Compass mini-trip computer units for vehicles
equipped with the VTSS include a red Light-Emitting Diode (LED) on their electronic circuit board.
This LED protrudes through the bottom of the lens
on the front of the overhead console unit, and serves
as the security indicator lamp. Refer to Security
Indicator Lamp in Vehicle Theft/Security Systems
for more information on this feature.
The compass mini-trip computer module contains a
central processing unit and interfaces with other
electronic modules in the vehicle on the Chrysler Collision Detection (CCD) data bus network. The CCD
data bus network allows the sharing of sensor information. This helps to reduce wire harness complexity,
reduce internal controller hardware, and reduce component sensor current loads. At the same time, this
system provides increased reliability, enhanced diagnostics, and allows the addition of many new feature
capabilities.
The compass mini-trip computer provides several
electronic functions and features. Some of the functions and features that the compass mini-trip computer module supports and/or controls, include the
following display options:
• Compass and temperature - provides the outside temperature and one of eight compass readings
to indicate the direction the vehicle is facing.
• Compass and compass in degrees - provides
one of eight compass readings to indicate the direction the vehicle is facing and provides the compass
direction in degrees.
• Trip odometer (ODO) - shows the distance
travelled since the last trip computer reset.
• Average fuel economy (AVG ECO) - shows
the average fuel economy since the last trip computer
reset.
• Instant fuel economy (ECO) - shows the
present fuel economy based upon the current vehicle
distance and fuel used information.
• Distance to empty (DTE) - shows the estimated distance that can be travelled with the fuel
remaining in the fuel tank. This estimated distance
is computed using the average miles-per-gallon from
the last 30 gallons of fuel used.
• Elapsed time (ET) - shows the accumulated
ignition-on time since the last trip computer reset.
• Blank screen - the compass mini-trip VFD is
turned off.
The ambient temperature sensor is hard wired to
the compass mini-trip computer module. Data input
for all other compass mini-trip computer functions,
including VFD dimming level, is received through
CCD data bus messages. The compass mini-trip computer uses its internal programming and all of these
inputs to calculate and display the requested data. If
the data displayed is incorrect, perform the self-diagnostic tests as described in this group. If these tests
prove inconclusive, the use of a DRBIIIt scan tool
and the proper Diagnostic Procedures manual are
recommended for further testing of the compass
mini-trip computer module and the CCD data bus.
The compass mini-trip computer module cannot be
repaired, and is available for service only as a unit. If
faulty or damaged, the complete module must be
replaced.
OPERATION
The compass mini-trip computer only operates with
the ignition switch in the On position. When the ignition switch is turned to the On position, all of the
segments in the compass mini-trip computer VFD
will be turned on for one second, then the display
8M - 10
MESSAGE SYSTEMS
BR/BE
COMPASS/MINI-TRIP COMPUTER (Continued)
will return to the last function being displayed before
the ignition was turned to the Off position. With the
ignition switch in the On position, momentarily
depressing and releasing the Step push button switch
will cause the compass-mini-trip computer to change
its mode of operation, and momentarily depressing
and releasing the U.S./Metric push button will cause
the unit to toggle between U.S. and Metric measurements. While in either compass mode, depressing the
U.S./Metric push button for more than ten seconds
will toggle the display between the compass/temperature and the compass/compass in degrees modes.
This compass mini-trip computer features several
functions that can be reset. If both the Step and U.S./
Metric push buttons are depressed at the same time
with the ignition switch in the On position, the trip
computer information that can be reset is reset.
Depressing and releasing the Step and U.S./Metric
push buttons at the same time for more than 100
milliseconds, but not more than one second while in
any display mode (except the compass/temperature
mode) will cause a local reset. A local reset affects
only the function currently displayed. See the Reset
Chart below for more information on this feature.
Performing a local reset while in the compass/temperature mode enters the module into the compass
variance setting mode.
Depressing and releasing the Step and U.S./Metric
push buttons at the same time for more than two
seconds while in any display mode (except the compass/temperature mode) will cause a global reset. A
global reset changes all of the trip computer functions that can be reset.
For more information on the features and control
functions of the compass mini-trip computer, see the
owner’s manual in the vehicle glove box.
DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER
If the problem with the compass mini-trip computer module is an inoperative security indicator
lamp, refer to Security Indicator Lamp in Vehicle
Theft/Security Systems. If the problem with the compass mini-trip computer module is an “OC” or “SC” in
the compass/thermometer display, refer to Ambient
Temperature Sensor in this section. If the problem
with the compass mini-trip computer module is an
inaccurate or scrambled display, refer to CMTC SelfDiagnostic Test in this section. If the problem with
the compass mini-trip computer module is incorrect
Vacuum Fluorescent Display (VFD) dimming levels,
use a DRBt scan tool and the proper Diagnostic Procedures manual to test for the correct dimming message inputs being received from the instrument
cluster over the Chrysler Collision Detection (CCD)
data bus. If the problem is a no-display condition,
use the following procedures. For complete circuit
diagrams, refer to Overhead Console in the Contents of Wiring Diagrams.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the battery as
required.
(3) Check the fused ignition switch output (run/
start) fuse in the junction block. If OK, go to Step 4.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the junction block. If OK,
go to Step 5. If not OK, repair the open fused ignition
switch output (run/start) circuit to the ignition switch
as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the overhead console. Check for continuity
between the ground circuit cavities of the roof wire
harness connector for the overhead console and a
good ground. There should be continuity. If OK, go to
Step 6. If not OK, repair the open ground circuit to
ground as required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
roof wire harness connector for the overhead console.
If OK, go to Step 7. If not OK, repair the open fused
B(+) circuit to the junction block fuse as required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the roof wire harness connector for the overhead console. If OK, refer
to Self-Diagnostic Test in the Diagnosis and Testing section of this group for further diagnosis of the
compass mini-trip computer module and the CCD
data bus. If not OK, repair the open fused ignition
switch output (run/start) circuit to the junction block
fuse as required.
CMTC SELF-DIAGNOSTIC TEST
A self-diagnostic test is used to determine that the
compass mini-trip computer module is operating
properly electrically. Initiate the self-diagnostic test
as follows:
(1) With the ignition switch in the Off position,
simultaneously depress and hold the Step button and
the U.S./Metric button.
(2) Turn the ignition switch to the On position.
(3) Continue to hold both buttons depressed until
the compass mini-trip computer module enters the
MESSAGE SYSTEMS
BR/BE
8M - 11
COMPASS/MINI-TRIP COMPUTER (Continued)
display segment test. In this test, all of the Vacuum
Fluorescent Display (VFD) segments are lighted
while the compass mini-trip computer module performs the following checks:
• Microprocessor RAM read/write test
• Non-volatile memory read/write test
• Microprocessor ROM verification test
• CCD communications test.
(4) Following completion of these tests, the compass mini-trip computer will display one of three
messages: “PASS,” “FAIL,” or “CCd.” Respond to the
respective test results as follows:
• If the “PASS” message is displayed, but compass
mini-trip computer operation is still improper, the
use of a DRB scan tool and the proper Diagnostic
Procedures manual are required for further diagnosis.
• If the “FAIL” message is displayed, the compass
mini-trip computer module is faulty and must be
replaced.
• If the “CCd” message is displayed, the use of a
DRBt scan tool and the proper Diagnostic Procedures manual are required for further diagnosis.
• If any VFD segment should fail to light during
the display segment test, the compass mini-trip computer module is faulty and must be replaced.
(5) If all tests are passed, or if the ignition switch
is turned to the Off position, the compass mini-trip
computer module will automatically return to normal
operation.
NOTE: If the compass functions, but accuracy is
suspect, it may be necessary to perform a variation
adjustment. This procedure allows the compass
unit to accommodate variations in the earth’s magnetic field strength, based on geographic location.
Refer to Compass Variation Adjustment in the Service Procedures section of this group.
NOTE: If the compass reading has blanked out, and
only “CAL” appears in the display, demagnetizing
may be necessary to remove excessive residual
magnetic fields from the vehicle. Refer to Compass
Demagnetizing in the Service Procedures section of
this group.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the overhead console from the headliner (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(3) Remove the three screws that secure the compass mini-trip computer module to the overhead console housing (Fig. 7).
Fig. 7 Overhead Console Compass Mini-Trip
Computer
1
2
3
4
-
WIRE HARNESS CONNECTOR
SCREWS (3)
COMPASS MINI-TRIP COMPUTER MODULE
FRONT LATCHES
(4) Pull the compass mini-trip computer module
away from the overhead console far enough to access
the wire harness connector.
(5) Disconnect the overhead console wire harness
connector from the compass mini-trip computer module connector receptacle.
(6) Remove the compass mini-trip computer module from the overhead console housing.
INSTALLATION
(1) Position the compass mini-trip computer module onto the overhead console housing.
(2) Reconnect the overhead console wire harness
connector to the compass mini-trip computer module
connector receptacle.
(3) Install and tighten the three screws that secure
the compass mini-trip computer module to the overhead console housing. Tighten the screws to 2.2 N·m
(20 in. lbs.).
(4) Install the overhead console onto the headliner
(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE INSTALLATION).
(5) Reconnect the battery negative cable.
NOTE: If a new compass mini-trip computer has
been installed, the compass will have to be calibrated and the variance set. Refer to Compass Variation Adjustment and Compass Calibration in the
Service Procedures section of this group for the
procedures.
8M - 12
MESSAGE SYSTEMS
AMBIENT TEMP SENSOR
DESCRIPTION
Ambient air temperature is monitored by the compass mini-trip computer module through the ambient
temperature sensor. The ambient temperature sensor
is a variable resistor mounted to a bracket that is
secured with a screw to the underside of the hood
panel near the hood latch striker in the engine compartment (Fig. 8).
For complete circuit diagrams, refer to Overhead
Console in the Contents of Wiring Diagrams. The
ambient temperature sensor cannot be adjusted or
repaired and, if faulty or damaged, it must be
replaced.
OPERATION
The ambient temperature sensor is a variable
resistor that operates on a five-volt reference signal
sent to it by the compass mini-trip computer module.
The resistance in the sensor changes as temperature
changes, changing the return circuit voltage to the
compass mini-trip computer module. Based upon the
resistance in the sensor, the compass mini-trip computer module senses a specific voltage on the return
circuit, which it is programmed to correspond to a
specific temperature.
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR
The thermometer function is supported by the
ambient temperature sensor, a wiring circuit, and a
portion of the compass mini-trip computer module. If
any portion of the ambient temperature sensor circuit fails, the compass/thermometer display function
will self-diagnose the circuit. If 55° C (131° F)
appears in the display, the sensor is being exposed to
temperatures above 55° C (131° F), or the sensor circuit is shorted. If –40° C (–40° F) appears in the display, the sensor is being exposed to temperatures
below –40° C (–40° F), or the sensor circuit is open.
The ambient temperature sensor circuit can also be
diagnosed using the following Sensor Test, and Sensor Circuit Test. If the temperature sensor and circuit are confirmed to be OK, but the temperature
display is inoperative or incorrect, refer to Diagnosis
and Testing the Compass Mini-Trip Computer.
For complete circuit diagrams, refer to Wiring Diagrams.
SENSOR TEST
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire harness connector.
BR/BE
(2) Measure the resistance of the ambient temperature sensor. At –40° C (–40° F), the sensor resistance is 336 kilohms. At 55° C (131° F), the sensor
resistance is 2.488 kilohms. The sensor resistance
should read between these two values. If OK, refer to
the Sensor Circuit Test below. If not OK, replace
the faulty ambient temperature sensor.
SENSOR CIRCUIT TEST
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire harness connector and the overhead console wire harness connector.
(2) Connect a jumper wire between the two terminals in the body half of the ambient temperature sensor wire harness connector.
(3) Check for continuity between the sensor return
circuit and the ambient temperature sensor signal
circuit cavities of the roof wire harness overhead console connector. There should be continuity. If OK, go
to Step 4. If not OK, repair the open sensor return
circuit or ambient temperature sensor signal circuit
to the ambient temperature sensor as required.
(4) Remove the jumper wire from the body half of
the ambient temperature sensor wire harness connector. Check for continuity between the sensor
return circuit cavity of the roof wire harness overhead console connector and a good ground. There
should be no continuity. If OK, go to Step 5. If not
OK, repair the shorted sensor return circuit as
required.
(5) Check for continuity between the ambient temperature sensor signal circuit cavity of the roof wire
harness overhead console connector and a good
ground. There should be no continuity. If OK, refer to
Diagnosis and Testing the Compass Mini-Trip
Computer in this section. If not OK, repair the
shorted ambient temperature sensor signal circuit as
required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Locate the ambient temperature sensor, on the
underside of the hood near the hood latch striker
(Fig. 8).
(3) Disconnect the wire harness connector from the
ambient temperature sensor connector receptacle.
(4) Remove the one screw that secures the ambient
temperature sensor bracket to the inner hood reinforcement.
(5) Remove the ambient temperature sensor from
the inner hood reinforcement.
MESSAGE SYSTEMS
BR/BE
8M - 13
AMBIENT TEMP SENSOR (Continued)
INSTALLATION
(1) Position the ambient temperature sensor onto
the inner hood reinforcement.
(2) Install and tighten the one screw that secures
the ambient temperature sensor bracket to the inner
hood reinforcement. Tighten the screw to 5.6 N·m (50
in. lbs.).
(3) Reconnect the wire harness connector to the
ambient temperature sensor connector receptacle.
(4) Reconnect the battery negative cable.
Fig. 8 Ambient Temperature Sensor Remove/Install
1
2
3
4
5
-
HOOD
SCREW
SENSOR AND BRACKET
WIRE HARNESS CONNECTOR
HOOD LATCH STRIKER
POWER SYSTEMS
BR/BE
8N - 1
POWER SYSTEMS
TABLE OF CONTENTS
page
page
POWER LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
POWER MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . 11
POWER SEAT SYSTEM. . . . . . . . . . . . . . . . . . . . . 16
POWER WINDOWS. . . . . . . . . . . . . . . . . . . . . . . . 23
POWER LOCKS
TABLE OF CONTENTS
page
POWER LOCKS
DESCRIPTION
DESCRIPTION - POWER LOCKS . . . . . . . .
DESCRIPTION - REMOTE KEYLESS ENTRY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION
OPERATION - POWER LOCKS . . . . . . . . . .
OPERATION - REMOTE KEYLESS ENTRY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER
LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER LOCK
& REMOTE KEYLESS ENTRY SYSTEM . . .
DOOR CYLINDER LOCK SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - DOOR
CYLINDER LOCK SWITCH . . . . . . . . . . . . .
REMOVAL
...........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
..1
..2
..3
..4
..4
..5
..5
..5
..6
..6
..6
POWER LOCKS
DESCRIPTION
DESCRIPTION - POWER LOCKS
Two different power lock systems are offered as
optional factory-installed equipment on this model.
Both power lock systems are offered only on models
that are also equipped with power windows. On models without the optional Remote Keyless Entry (RKE)
system, a base version of the Central Timer Module
(CTM) is used. In this version of the power lock system, the power lock switches provide the only control
page
POWER LOCK MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER LOCK
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . .
REMOTE KEYLESS ENTRY TRANSMITTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY TRANSMITTER . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE
TRANSMITTER PROGRAMMING . . . . . .
STANDARD PROCEDURE - REMOTE
KEYLESS ENTRY TRANSMITTER
BATTERIES . . . . . . . . . . . . . . . . . . . . . .
POWER LOCK SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER LOCK
SWITCH
........................
.....7
.....7
.....7
.....7
.....8
.....8
.....8
.....8
.....8
.....8
.....9
over the operation of the power lock motors. On models with the optional RKE system, a high-line or premium version of the CTM is used to provide many
electronic features and conveniences that are not possible with the base version CTM. In this power lock
system, the power lock motors are controlled by the
microprocessor-based high-line or premium version of
the CTM based upon the CTM programming and
electronic message inputs received from other electronic modules in the vehicle over the Chrysler Collision Detection (CCD) data bus network, Radio
Frequency (RF) inputs received from the RKE transmitters, as well as many hard wired inputs.
8N - 2
POWER LOCKS
BR/BE
POWER LOCKS (Continued)
Both versions of the power lock system include the
following major components, which are described in
further detail elsewhere in this service manual:
• Power Lock Motors - A reversible electric
motor integral to the door latch of each front door
locks or unlocks the front door latch when provided
with the appropriate electrical inputs.
• Power Lock Switches - A power lock switch
integral to the power window/lock switch unit located
near the forward end of the arm rest on each front
door trim panel allows the power door lock system to
be operated by either the driver or the front seat passenger.
On those models equipped with the optional RKE
system, the power lock system also includes the following components, which are described in further
detail elsewhere in this service manual:
• Central Timer Module - The high-line or premium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a microprocessor and software that allow it to provide the many
electronic functions and features not available with
base version of the power lock system.
• Door Cylinder Lock Switches - A resistormultiplexed switch located on the back of each front
door lock cylinder allows the power door lock system
to be operated using a key inserted in either the
driver or passenger front door lock cylinder.
Some of the additional features of the power lock
system found in vehicles with the RKE system option
include:
• Automatic Door Lock - The high-line/premium
CTM provides an optional automatic door lock feature (also known as rolling door locks). This is a programmable feature.
• Central Locking - The high-line/premium CTM
provides an optional central locking/unlocking feature.
• Door Lock Inhibit - The high-line/premium
CTM provides a door lock inhibit feature.
• Enhanced Accident Response - The high-line/
premium CTM provides an optional enhanced accident response feature. This is a programmable
feature.
Hard wired circuitry connects the power lock system components to the electrical system of the vehicle. These hard wired circuits are integral to several
wire harnesses, which are routed throughout the
vehicle and retained by many different methods.
These circuits may be connected to each other, to the
vehicle electrical system and to the power lock system components through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
further details on wire harness routing and retention, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
Many of the electronic features in the vehicle controlled or supported by the high-line or premium versions of the CTM are programmable using the
DRBIIIt scan tool. In addition, the high-line/premium CTM software is Flash compatible, which
means it can be reprogrammed using Flash reprogramming procedures. However, if any of the CTM
hardware components are damaged or faulty, the
entire CTM unit must be replaced. The power lock
system components and the hard wired inputs or outputs of the CTM can be diagnosed using conventional
diagnostic tools and methods; however, for diagnosis
of the high-line or premium versions of the CTM or
the CCD data bus, the use of a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.
DESCRIPTION - REMOTE KEYLESS ENTRY
SYSTEM
A Remote Keyless Entry (RKE) system is an available option on this model. The Remote Keyless Entry
(RKE) system is a Radio Frequency (RF) system that
allows the remote operation of the power lock system
and, if the vehicle is so equipped, the Vehicle Theft
Security System (VTSS). (Refer to 8 - ELECTRICAL/
VEHICLE THEFT SECURITY - DESCRIPTION).
The RKE system includes the following major components, which are described in further detail elsewhere in this service manual:
• Central Timer Module - The high-line or premium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a microprocessor, an RF receiver, and the software that allow it
to provide the many electronic functions and features
of the RKE system.
• Keyless Entry Transmitter - The keyless
entry transmitter is a small, battery-powered, RF
transmitter that is contained within a molded plastic
case that is designed to also serve as a convenient
key fob.
Some additional features of the RKE system
include:
• Horn Chirp - This feature provides a short,
sharp chirp of the vehicle horn to give an audible
confirmation that a valid Lock signal has been
received from the RKE transmitter. This feature can
be enabled or disabled and, if enabled, one of two
BR/BE
POWER LOCKS
8N - 3
POWER LOCKS (Continued)
optional horn chirp durations (twenty or forty milliseconds) can also be selected.
• Illuminated Entry - This feature turns on the
courtesy lamps in the vehicle for a timed interval
(about thirty seconds) each time a valid Unlock signal has been received from the RKE transmitter.
• Panic Mode - This feature allows the vehicle
operator to cause the vehicle horn to pulse, the headlights to flash, and the courtesy lamps to illuminate
for about three minutes by depressing a Panic button
on the RKE transmitter. Pressing the Panic button a
second time will cancel the Panic mode. A vehicle
speed of about 24 kilometers-per-hour (15 miles-perhour) will also cancel the panic mode.
OPERATION
OPERATION - POWER LOCKS
All versions of the power lock system allow both
doors to be locked or unlocked electrically by operating the power lock switch on either front door trim
panel. On vehicles that are also equipped with the
optional Remote Keyless Entry (RKE) system, both
doors may also be locked or unlocked using a key in
either front door lock cylinder, or by using the RKE
transmitter. On vehicles with the RKE system, if certain features have been electronically enabled, the
locks may also be operated automatically by the
high-line or premium Central Timer Module (CTM)
based upon various other inputs. Those features and
their inputs are:
• Automatic Door Lock - If enabled, the highline/premium CTM will automatically lock the doors
when it receives a message from the Powertrain Control Module (PCM) indicating that the vehicle speed
is about 24 kilometers-per-hour (15 miles-per-hour)
or greater. The CTM also monitors the door ajar
switches, and will not activate the automatic door
lock feature until both doors have been closed for at
least five seconds. If this feature is enabled and a
door is opened after the vehicle is moving, the CTM
will also lock the doors five seconds after both doors
are closed.
• Central Locking - Vehicles equipped with a
high-line/premium CTM also have a resistor-multiplexed door cylinder lock switch mounted to the back
of the door lock cylinder within each front door. The
CTM continually monitors the input from these
switches to provide the central locking/unlocking feature. The CTM will automatically lock or unlock both
front doors when either front door is locked or
unlocked using a key.
• Door Lock Inhibit - The high-line/premium
CTM receives inputs from the key-in ignition switch,
the headlamp switch, and the door ajar switches. The
logic within the CTM allows it to monitor these
inputs to provide a door lock inhibit feature. The
door lock inhibit feature prevents the power lock system from being energized with a power lock switch
input if the driver door is open with the headlamps
on or the key still in the ignition switch. However,
the locks can still be operated with the manual door
lock button or with a key in the door lock cylinder,
and the power locks will still operate using the RKE
transmitter while the driver door is open with the
headlamps on or a key in the ignition.
• Enhanced Accident Response - If enabled,
the high-line/premium CTM provides an enhanced
accident response feature. This feature uses electronic message inputs received by the CTM from the
Airbag Control Module (ACM) to determine when an
airbag has been deployed. The CTM also monitors
the state of the power lock system and the vehicle
speed messages from the PCM in order to provide
this feature. If the airbag has been deployed and the
vehicle has stopped moving, the CTM will automatically unlock the doors, prevent the doors from being
locked, and turn on the courtesy lamps inside the
vehicle. Of course, these responses are dependent
upon a functional battery and electrical circuitry following the impact.
All versions of the power lock system operate on
battery current received through a fused B(+) circuit
from a fuse in the Junction Block (JB) so that the
system remains functional, regardless of the ignition
switch position. Also, in both versions of the power
lock system, each power lock switch receives battery
current independent of the other. In vehicles with the
base version of the power lock system, the driver side
power lock switch receives ground through the body
wire harness. A single wire take out of the body wire
harness with an eyelet terminal connector is secured
by a ground screw to the lower left B-pillar (regular
cab, extended cab) or lower left quarter inner panel
(quad cab). The passenger side power lock switch
receives ground through the driver side power lock
switch in the base version of the power lock system.
The base version power lock switches direct the
appropriate battery current and ground feeds to the
power lock motors. In the power lock system for vehicles with the RKE system, the power lock switches
direct a battery current Lock or Unlock request signal to the high-line or premium CTM, and the CTM
energizes internal relays to direct the appropriate
battery current and ground feeds to the power lock
motors.
8N - 4
POWER LOCKS
BR/BE
POWER LOCKS (Continued)
OPERATION - REMOTE KEYLESS ENTRY
SYSTEM
On vehicles with the Remote Keyless Entry (RKE)
system, the power locks can be operated remotely
using the RKE transmitter. If the vehicle is so
equipped, the RKE transmitter also arms and disarms the factory-installed Vehicle Theft Security System (VTSS). Three small, recessed buttons on the
outside of the transmitter case labelled Lock, Unlock,
and Panic allow the user to choose the function that
is desired. The RKE transmitter then sends the
appropriate Radio Frequency (RF) signal. An RF
receiver that is integral to the high-line or premium
version of the Central Timer Module (CTM) receives
the transmitted signal, then uses its internal electronic programming to determine whether the
received signal is valid and what function has been
requested. If the signal is valid, the CTM provides
the programmed features.
Besides operating the power lock system and arming or disarming the VTSS, the RKE system also
controls the following features:
• Horn Chirp - If this feature is enabled, the
CTM provides a horn chirp by internally pulling the
control coil of the horn relay to ground through a
hard wired circuit output.
• Illuminated Entry - The CTM provides illuminated entry by internally controlling the current flow
to the courtesy lamps in the vehicle through a hard
wired output circuit.
• Panic Mode - The CTM provides the horn pulse
and headlight flash by internally pulling the control
coils of the horn relay and headlamp relay to ground
through hard wired circuit outputs. The CTM controls the current flow to the courtesy lamps in the
vehicle through a hard wired output circuit. The
CTM also monitors the vehicle speed through electronic messages it receives from the Powertrain Control Module (PCM) over the Chrysler Collision
Detection (CCD) data bus network.
The RKE system operates on battery current
received through a fused B(+) circuit from a fuse in
the Junction Block (JB) so that the system remains
functional, regardless of the ignition switch position.
The RKE system can retain the vehicle access codes
of up to four RKE transmitters. The transmitter
codes are retained in RKE system memory, even if
the battery is disconnected. If a transmitter is faulty
or is lost, new transmitter vehicle access codes can be
programmed into the system using a DRBIIIt scan
tool. Refer to the appropriate diagnostic information.
Many of the electronic features in the vehicle controlled or supported by the high-line or premium versions of the CTM are programmable using the
DRBIIIt scan tool. In addition, the high-line/premium CTM software is Flash compatible, which
means it can be reprogrammed using Flash reprogramming procedures. However, if any of the CTM
hardware components are damaged or faulty, the
entire CTM unit must be replaced. The hard wired
inputs or outputs of the CTM can be diagnosed using
conventional diagnostic tools and methods; however,
for diagnosis of the high-line or premium versions of
the CTM or the CCD data bus, the use of a DRBIIIt
scan tool is required. Refer to the appropriate diagnostic information.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER LOCKS
The following tests provide a preliminary diagnosis
for the power lock system used only on vehicles
equipped with a base version of the Central Timer
Module (CTM). These tests do not apply to the diagnosis of the power lock system used on vehicles
equipped with the optional Remote Keyless Entry
(RKE) system, which includes a high-line or premium
CTM. (Refer to 8 - ELECTRICAL/POWER LOCKS DIAGNOSIS AND TESTING - POWER LOCK &
REMOTE KEYLESS ENTRY SYSTEM). Refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
PRELIMINARY TESTS
To begin this test, note the system operation while
you actuate both the Lock and Unlock functions with
the power lock switches. Then, proceed as follows:
• If the entire power lock system fails to function
with both of the power lock switches, check the fused
B(+) fuse in the Junction Block (JB). If the fuse is
OK, check the ground circuit between the driver side
power lock switch and ground (G301). If the ground
circuit is OK, proceed to the diagnosis of the power
lock motors. (Refer to 8 - ELECTRICAL/POWER
LOCKS/POWER LOCK MOTOR - DIAGNOSIS AND
TESTING).
• If the entire power lock system fails to function
with only one of the power lock switches, proceed to
diagnosis of the power lock switches. (Refer to 8 ELECTRICAL/POWER
LOCKS/POWER
LOCK
SWITCH - DIAGNOSIS AND TESTING).
• If only one power lock motor fails to operate
with both power lock switches, proceed to diagnosis
of the power lock motor. (Refer to 8 - ELECTRICAL/
POWER LOCKS/POWER LOCK MOTOR - DIAGNOSIS AND TESTING).
POWER LOCKS
BR/BE
8N - 5
POWER LOCKS (Continued)
DIAGNOSIS AND TESTING - POWER LOCK &
REMOTE KEYLESS ENTRY SYSTEM
The following tests include a preliminary diagnosis
for the power lock system used only on vehicles
equipped with the optional Remote Keyless Entry
(RKE) system, which includes a high-line or premium
Central Timer Module (CTM). These tests do not
apply to the diagnosis of the power lock system on
vehicles equipped with a base version of the CTM.
(Refer to 8 - ELECTRICAL/POWER LOCKS - DIAGNOSIS AND TESTING - POWER LOCK SYSTEM).
These tests will help to diagnose the hard wired
components and circuits of the power lock system.
However, these tests may not prove conclusive in the
diagnosis of this system. In order to obtain conclusive
testing of the power lock and RKE system, the
Chrysler Collision Detection (CCD) data bus network
and all of the electronic modules that provide inputs
to, or receive outputs from the power lock and RKE
system components must be checked.
The most reliable, efficient, and accurate means to
diagnose the power lock and RKE system requires
the use of a DRBIIIt scan tool. The DRBIIIt scan
tool can provide confirmation that the CCD data bus
is functional, that all of the electronic modules are
sending and receiving the proper messages on the
CCD data bus, that the CTM is receiving the proper
hard wired inputs, and that the power lock motors
are being sent the proper hard wired outputs by the
CTM.
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
PRELIMINARY TESTS
To begin this test, note the system operation while
you actuate both the Lock and Unlock functions with
the power lock switches, the door cylinder lock
switches, and the RKE transmitter. Then, proceed as
follows:
• If the entire power lock system fails to function
with the power lock switches, the door cylinder lock
switches, or the RKE transmitter, check the fused
B(+) fuse in the Junction Block (JB). If the fuse is
OK, proceed to the diagnosis of the power lock
motors. (Refer to 8 - ELECTRICAL/POWER LOCKS/
POWER LOCK MOTOR - DIAGNOSIS AND TESTING).
• If the power lock system functions with both
power lock switches, and both door cylinder lock
switches, but not with the RKE transmitter, proceed
to the diagnosis of the transmitter. (Refer to 8 ELECTRICAL/POWER LOCKS/REMOTE KEYLESS
ENTRY TRANSMITTER - DIAGNOSIS AND TESTING).
• If the entire power lock system functions with
the RKE transmitter, and both door cylinder lock
switches, but not with one or both of the power lock
switches, proceed to diagnosis of the power lock
switches. (Refer to 8 - ELECTRICAL/POWER
LOCKS/POWER LOCK SWITCH - DIAGNOSIS AND
TESTING).
• If the entire power lock system functions with
the RKE transmitter, and both power lock switches,
but not with one or both of the door cylinder lock
switches, proceed to diagnosis of the door cylinder
lock switches. (Refer to 8 - ELECTRICAL/POWER
LOCKS/DOOR CYLINDER LOCK SWITCH - DIAGNOSIS AND TESTING).
• If one power lock motor fails to operate with
both of the power lock switches, both of the door cylinder lock switches and/or the RKE transmitter, proceed to diagnosis of the power lock motor. (Refer to 8
- ELECTRICAL/POWER LOCKS/POWER LOCK
MOTOR - DIAGNOSIS AND TESTING).
If the problem being diagnosed is related to one or
more of the electronic features (automatic locks, door
lock inhibit, enhanced accident response, illuminated
entry, panic mode, or RKE horn chirp), further diagnosis should be performed using a DRBIIIt scan tool.
Refer to the appropriate diagnostic information.
DOOR CYLINDER LOCK
SWITCH
DESCRIPTION
A door cylinder lock switch is snapped onto the
back of the key lock cylinder inside each front door of
vehicles equipped with a high-line or premium Central Timer Module (CTM). The door cylinder lock
switch is a resistor multiplexed momentary switch
that is hard wired in series between a body ground
and the CTM through the front door wire harness.
The door cylinder lock switches are driven by the key
lock cylinders and contain three internal resistors.
One resistor is used for the neutral switch position,
one for the Lock position, and one for the Unlock
position.
The door cylinder lock switches cannot be adjusted
or repaired and, if faulty or damaged, they must be
replaced.
OPERATION
The door cylinder lock switches are actuated by the
key lock cylinder when the key is inserted in the lock
cylinder and turned to the lock or unlock positions.
The door cylinder lock switch closes a path to ground
through one of three internal resistors for the Cen-
8N - 6
POWER LOCKS
BR/BE
DOOR CYLINDER LOCK SWITCH (Continued)
tral Timer Module (CTM) when the front door key
lock cylinder is in the Lock, Unlock, or Neutral positions. The CTM reads the switch status through an
internal pull-up, then uses this information as an
input for both power lock system and Vehicle Theft
Security System (VTSS) operation.
The door cylinder lock switches and circuits can be
diagnosed using conventional diagnostic tools and
methods.
DIAGNOSIS AND TESTING - DOOR CYLINDER
LOCK SWITCH
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
(1) Disconnect the door cylinder lock switch pigtail
wire connector from the door wire harness connector.
(2) Using an ohmmeter, perform the switch resistance checks between the two cavities of the door cylinder lock switch pigtail wire connector. Actuate the
switch by rotating the key in the door lock cylinder
to test for the proper resistance values in each of the
three switch positions, as shown in the Door Cylinder
Lock Switch chart.
Fig. 1 Door Cylinder Lock Switch - Typical
1
2
3
4
5
-
DOOR OUTSIDE LATCH HANDLE
DOOR
DOOR CYLINDER LOCK SWITCH
CONNECTOR
RETAINERS
Driver Side
Passenger Side
Neutral
Neutral
12 Kilohms
Lock (Clockwise)
Lock (Counter
Clockwise)
644 Ohms
(5) Disconnect the door cylinder lock switch pigtail
wire connector from the door wire harness connector.
(6) Disengage the retainers that secure the door
cylinder lock switch pigtail wire harness to the inner
door panel.
(7) Remove the door cylinder lock switch from the
door.
Unlock (Counter
Clockwise)
Unlock
(Clockwise)
1565 Ohms
INSTALLATION
DOOR CYLINDER LOCK SWITCH
Switch Position
Resistance
(3) If a door cylinder lock switch fails any of the
resistance tests, replace the faulty switch as
required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door outside latch handle mounting hardware and linkage from the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT/EXTERIOR
HANDLE - REMOVAL).
(3) From the outside of the door, pull the door outside latch handle out from the door far enough to
access the door cylinder lock switch (Fig. 1).
(4) Disengage the door cylinder lock switch from
the back of the lock cylinder.
(1) Position the door cylinder lock switch into the
door (Fig. 1).
(2) Engage the retainers that secure the door cylinder lock switch pigtail wire harness to the inner
door panel.
(3) Reconnect the door cylinder lock switch pigtail
wire connector to the door wire harness connector.
(4) Reinstall the door cylinder lock switch onto the
back of the lock cylinder.
(5) Reinstall the door outside latch handle mounting hardware and linkage on the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT/EXTERIOR
HANDLE - INSTALLATION).
(6) Reconnect the battery negative cable.
POWER LOCKS
BR/BE
POWER LOCK MOTOR
DESCRIPTION
Models equipped with the optional power lock system have a power operated door locking mechanism
located within each front door. The lock mechanisms
are actuated by a reversible electric power lock motor
that is integral to the door latch unit within each
front door. A single short pigtail wire with a molded
plastic connector insulator connects the door lock
motor to the vehicle electrical system through a take
out and connector of each front door wire harness.
The power lock motors cannot be adjusted or
repaired and, if faulty or damaged, the entire door
latch unit must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock motor is controlled by the battery and ground feeds from the
power lock switches. On models with the high-line or
premium versions of the CTM, the power lock motor
is controlled by the battery and ground feeds from
the power lock and unlock relays, which are integral
and internal to the high-line and premium versions
of the CTM. A positive and negative battery connection to the two motor terminals will cause the power
lock motor plunger to move in one direction. Reversing the current through these same two connections
will cause the power lock motor plunger to move in
the opposite direction.
The power lock motors and circuits can be tested
using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - POWER LOCK
MOTOR
On models with a base version of the Central
Timer Module (CTM), confirm proper power lock
switch operation before you proceed with this diagnosis. On models with a high-line or premium version
of the CTM, confirm proper power lock switch, power
lock switch output circuit, and CTM operation before
you proceed with this diagnosis. Remember, the
power lock switch controls the output to the power
lock motors on models with a base CTM, while the
CTM controls the output to the power lock motors on
models with a high-line or premium CTM. Refer to
the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
(1) Check each power lock motor for correct operation while moving the power lock switch to both the
8N - 7
Lock and Unlock positions. If both of the power lock
motors are inoperative, go to Step 2. If one power
lock motor is inoperative, go to Step 3.
(2) If both of the power lock motors are inoperative, the problem may be caused by one shorted
motor. Disconnecting a shorted power lock motor
from the power lock circuit will allow the good power
lock motors to operate. Disconnect the wire harness
connector from each power lock motor, one at a time,
and recheck both the lock and unlock functions by
operating the power lock switch. If both power lock
motors are still inoperative after the above test,
check for a short or open circuit between the power
lock motors and either the power lock switch (base
CTM) or the CTM (high-line or premium CTM). If
disconnecting one power lock motor causes the other
motor to become functional, go to Step 3 to test the
disconnected motor.
(3) Once it is determined which power lock motor
is inoperative, that motor can be tested as follows.
Disconnect the door wire harness connector from the
inoperative power lock motor. Apply 12 volts to the
lock and unlock driver circuit cavities of the power
lock motor pigtail wire connector to check its operation in one direction. Reverse the polarity to check
the motor operation in the opposite direction. If OK,
repair the shorted or open circuits between the power
lock motor and the power lock switch (base CTM) or
the CTM (high-line or premium CTM) as required. If
not OK, replace the faulty power lock motor.
REMOTE KEYLESS ENTRY
TRANSMITTER
DESCRIPTION
The Remote Keyless Entry (RKE) system Radio
Frequency (RF) transmitter is equipped with three
buttons, labeled Lock, Unlock, and Panic. It is also
equipped with a key ring and is designed to serve as
a key fob. The operating range of the transmitter
radio signal is up to 7 meters (23 feet) from the RKE
receiver. The RKE receiver is integral to the highline or premium Central Timer Module (CTM) in this
vehicle.
Each RKE transmitter has a different vehicle
access code, which must be programmed into the
memory of the RKE receiver in the vehicle in order
to operate the RKE system. The RKE receiver can
retain the access codes for up to four transmitters in
its memory. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMITTER - STANDARD PROCEDURE - RKE TRANSMITTER PROGRAMMING).
8N - 8
POWER LOCKS
BR/BE
REMOTE KEYLESS ENTRY TRANSMITTER (Continued)
The RKE transmitter operates on two Duracell
DL2016, Panasonic CR2016 (or equivalent) batteries.
Typical battery life is from one to two years. The
RKE transmitter cannot be repaired and, if faulty or
damaged, it must be replaced.
OPERATION
See the owner’s manual in the vehicle glove box for
more information on the features, use and operation
of the Remote Keyless Entry (RKE) transmitters.
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY TRANSMITTER
(1) Replace the Remote Keyless Entry (RKE)
transmitter batteries. (Refer to 8 - ELECTRICAL/
POWER LOCKS/REMOTE KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES). Test each of the RKE
transmitter functions. If OK, discard the faulty batteries. If not OK, go to Step 2.
(2) Program the suspect RKE transmitter and
another known good transmitter into the RKE
receiver. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMITTER - STANDARD PROCEDURE - RKE TRANSMITTER PROGRAMMING).
(3) Test the RKE system operation with both
transmitters. If both transmitters fail to operate the
power lock system, a DRBIIIt scan tool is required
for further diagnosis of the RKE system. Refer to the
appropriate diagnostic information. If the known
good RKE transmitter operates the power locks and
the suspect transmitter does not, replace the faulty
RKE transmitter.
NOTE: Be certain to perform the RKE Transmitter
Programming procedure again following this test.
This procedure will erase the access code of the
test transmitter from the RKE receiver.
STANDARD PROCEDURE - REMOTE KEYLESS
ENTRY TRANSMITTER BATTERIES
The Remote Keyless Entry (RKE) transmitter case
snaps open and shut for battery access. To replace
the RKE transmitter batteries:
(1) Using a trim stick or a thin coin, gently pry at
the notch in the center seam of the RKE transmitter
case halves located near the key ring until the two
halves unsnap.
(2) Lift the back half of the transmitter case off of
the RKE transmitter.
(3) Remove the two batteries from the RKE transmitter.
(4) Replace the two batteries with new Duracell
DL2016, or their equivalent. Be certain that the batteries are installed with their polarity correctly oriented.
(5) Align the two RKE transmitter case halves
with each other, and squeeze them firmly and evenly
together using hand pressure until they snap back
into place.
POWER LOCK SWITCH
DESCRIPTION
The power lock system can be controlled by a twoway momentary switch integral to the power window
and lock switch and bezel unit on the trim panel of
each front door. Each power lock switch is illuminated by a Light-Emitting Diode (LED) that is integral to the switch paddle. The LED of each switch is
illuminated whenever the ignition switch is in the
On position.
The power lock switches and their LEDs cannot be
adjusted or repaired and, if faulty or damaged, the
entire power window and lock switch and bezel unit
must be replaced.
OPERATION
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE TRANSMITTER
PROGRAMMING
To program the Remote Keyless Entry (RKE)
transmitter access codes into the RKE receiver in the
high-line or premium Central Timer Module (CTM)
requires the use of a DRBIIIt scan tool. Refer to the
appropriate diagnostic information.
On models with a base version of the Central
Timer Module (CTM), the power lock switches are
hard-wired to the power lock motors. The power lock
switch provides the correct battery and ground feeds
to the power lock motors to lock or unlock the door
latches.
On models with a high-line or premium version of
the CTM, the power lock switch controls battery current signals to the lock and unlock sense inputs of
the CTM. The CTM then relays the correct battery
and ground feeds to the power lock motors to lock or
unlock the door latches.
POWER LOCKS
BR/BE
8N - 9
POWER LOCK SWITCH (Continued)
DIAGNOSIS AND TESTING - POWER LOCK
SWITCH
The Light-Emitting Diode (LED) illumination
lamps for all of the power window and lock switch
and bezel unit switch paddles receive battery current
through the power window circuit breaker in the
Junction Block (JB). If all of the LEDs are inoperative in either or both power window and lock switch
and bezel units, be certain to diagnose the power
window system before replacing the switch unit.
(Refer to 8 - ELECTRICAL/POWER WINDOWS DIAGNOSIS AND TESTING). If only one LED in a
power window and lock switch and bezel unit is inoperative, replace the faulty switch and bezel unit.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
(1) Check the fused B(+) fuse (Fuse 13 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 13 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the door trim panel. Disconnect the
door wire harness connector for the power window
and lock switch unit from the switch connector receptacle.
(4) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
door wire harness connector for the power window
and lock switch unit. If OK, go to Step 5. If not OK,
repair the open fused B(+) circuit between the power
window and lock switch unit and the JB as required.
(5) Test the power lock switch continuity. See the
Power Lock Switch Continuity charts to determine if
the continuity is correct in the Neutral, Lock, and
Unlock switch positions (Fig. 2) or (Fig. 3). If OK,
repair the door lock switch output (lock and/or
unlock) circuit(s) between the power window and lock
switch unit and the power lock motors (base Central
Timer Module [CTM]) or the CTM (high-line or premium CTM) as required. If not OK, replace the
faulty power window and lock switch and bezel unit.
Fig. 2 Power Lock Switch Continuity - Driver Side
1 - VIEW OF SWITCH CONNECTOR RECEPTACLE
DRIVER SIDE LOCK SWITCH
SWITCH POSITION
CONTINUITY BETWEEN
NEUTRAL
7 & 9, 8 & 9
LOCK
7 & 9, 8 & 10
UNLOCK
7 & 10, 8 & 9
LAMP
3&5
8N - 10
POWER LOCKS
BR/BE
POWER LOCK SWITCH (Continued)
Fig. 3 Power Lock Switch Continuity - Passenger
Side
1 - VIEW OF SWITCH CONNECTOR RECEPTACLE
PASSENGER SIDE LOCK SWITCH
SWITCH POSITION
CONTINUITY BETWEEN
NEUTRAL
6 & 7, 9 & 10
LOCK
5 & 7, 9 & 10
UNLOCK
5 & 9, 6 & 7
LAMP
8 & 11
POWER MIRRORS
BR/BE
8N - 11
POWER MIRRORS
TABLE OF CONTENTS
page
page
POWER MIRRORS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
AUTOMATIC DAY / NIGHT MIRROR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - AUTOMATIC
DAY/NIGHT MIRROR . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
POWER MIRROR SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SIDEVIEW MIRROR
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SIDEVIEW
MIRROR . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
POWER MIRRORS
turned on, the mirror switch is lighted by an integral
Light-Emitting Diode (LED). The mirror will automatically disable its self-dimming feature whenever
the vehicle is being driven in reverse.
Refer to the owner’s manual in the vehicle glove
box for more information on the features, use and
operation of the automatic day/night mirror system.
DESCRIPTION
AUTOMATIC DAY / NIGHT MIRROR
The automatic day/night mirror system is able to
automatically change the reflectance of the inside
rear view mirror in order to reduce the glare of headlamps approaching the vehicle from the rear. The
automatic day/night rear view mirror receives battery current through a fuse in the junction block only
when the ignition switch is in the On position.
OUTSIDE REAR VIEW MIRROR
The heated mirror option includes an electric heating grid behind the mirror glass in each outside mirror, which can clear the mirror glass of ice, snow, or
fog. The heating grid receives fused battery current
through the heated mirror relay in the heater and air
conditioner control only when the ignition switch is
in the On position, and the heated mirror system is
turned on. (Refer to 8 - ELECTRICAL/HEATED
MIRRORS - DESCRIPTION) for more information.
Refer to the owner’s manual in the vehicle glove
box for more information on the features, use and
operation of the power mirror system.
OPERATION
AUTOMATIC DAY / NIGHT MIRROR
A switch located on the bottom of the automatic
day/night mirror housing allows the vehicle operator
to select whether the automatic dimming feature is
operational. When the automatic day/night mirror is
. . . . . . . 13
. . . . . . . 13
. . . . . . . 14
. . . . . . . 14
. . . . . . . 14
. . . . . . . 14
. . . . . . . 15
OUTSIDE REAR VIEW MIRROR
The heated mirror option includes an electric heating grid behind the mirror glass in each outside mirror, which can clear the mirror glass of ice, snow, or
fog. The heating grid receives fused battery current
through the heated mirror relay in the heater and air
conditioner control only when the ignition switch is
in the On position, and the heated mirror system is
turned on. (Refer to 8 - ELECTRICAL/HEATED
MIRRORS - OPERATION) for more information.
Refer to the owner’s manual in the vehicle glove
box for more information on the features, use and
operation of the power mirror system.
AUTOMATIC DAY / NIGHT
MIRROR
DESCRIPTION
The automatic day/night mirror uses a thin layer
of electrochromic material between two pieces of conductive glass to make up the face of the mirror.
When the mirror switch is in the On position, two
photocell sensors are used by the mirror circuitry to
monitor external light levels and adjust the reflectance of the mirror.
8N - 12
POWER MIRRORS
BR/BE
AUTOMATIC DAY / NIGHT MIRROR (Continued)
OPERATION
The ambient photocell sensor is located on the forward-facing (windshield side) of the rear view mirror
housing, and detects the ambient light levels outside
of the vehicle. The headlamp photocell sensor is
located inside the rear view mirror housing behind
the mirror glass and faces rearward, to detect the
level of the light being received at the rear window
side of the mirror. When the circuitry of the automatic day/night mirror detects that the difference
between the two light levels is too great (the light
level received at the rear of the mirror is much
higher than that at the front of the mirror), it begins
to darken the mirror.
The automatic day/night mirror circuitry also monitors the transmission using an input from the
backup lamp circuit. The mirror circuitry is programmed to automatically disable its self-dimming
feature whenever it senses that the transmission
backup lamp circuit is energized.
The automatic day/night mirror is a completely
self-contained unit and cannot be repaired. If faulty
or damaged, the entire mirror assembly must be
replaced.
DIAGNOSIS AND TESTING - AUTOMATIC
DAY/NIGHT MIRROR
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
(1) Check the fuse in the junction block. If OK, go
to Step 2. If not OK, repair the shorted circuit or
component as required replace the faulty fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fuse in the junction
block. If OK, go to Step 3. If not OK, repair the open
circuit to the ignition switch as required.
(3) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Unplug the wire harness connector from the automatic day/night mirror (Fig. 1). Connect the battery
negative cable. Turn the ignition switch to the On
position. Check for battery voltage at the fused ignition switch output (run/start) circuit cavity of the
automatic day/night mirror wire harness connector. If
OK, go to Step 4. If not OK, repair the open circuit to
the junction block as required.
(4) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Check for continuity between the ground circuit cav-
Fig. 1 Automatic Day/Night Mirror
ity of the automatic day/night mirror wire harness
connector and a good ground. There should be continuity. If OK, go to Step 5. If not OK, repair the circuit to ground as required.
(5) Connect the battery negative cable. Turn the
ignition switch to the On position. Set the parking
brake. Place the transmission gear selector lever in
the Reverse position. Check for battery voltage at the
backup lamp switch output circuit cavity of the automatic day/night mirror wire harness connector. If
OK, go to Step 6. If not OK, repair the open circuit
as required.
(6) Turn the ignition switch to the Off position.
Disconnect the battery negative cable. Plug in the
automatic day/night mirror wire harness connector.
Connect the battery negative cable. Turn the ignition
switch to the On position. Place the transmission
gear selector lever in the Neutral position. Place the
mirror switch in the On (LED in the mirror switch is
lighted) position. Cover the forward facing ambient
photocell sensor to keep out any ambient light.
NOTE: The ambient photocell sensor must be covered completely, so that no light reaches the sensor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
(7) Shine a light into the rearward facing headlamp photocell sensor. The mirror glass should
darken. If OK, go to Step 8. If not OK, replace the
faulty automatic day/night mirror unit.
(8) With the mirror glass darkened, place the
transmission gear selector lever in the Reverse position. The mirror should return to its normal reflectance. If not OK, replace the faulty automatic day/
night mirror unit.
POWER MIRRORS
BR/BE
8N - 13
AUTOMATIC DAY / NIGHT MIRROR (Continued)
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the wire harness connector from the
automatic day/night mirror (Fig. 2).
select the mirror to be adjusted. The switch knob is
then moved in a joystick fashion to control movement
of the selected mirror up, down, right, or left.
The power mirror switch cannot be repaired and, if
faulty or damaged, it must be replaced. The power
mirror switch knob is available for service replacement.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Pull the control knob rearward to remove it
from the power mirror switch stem (Fig. 3).
Fig. 2 AUTOMATIC DAY/NIGHT MIRROR REMOVE
1
2
3
4
- SCREW
- WIRE HARNESS CONNECTOR
- AUTOMATIC DAY/NIGHT MIRROR
- SUPPORT BUTTON
(3) Remove the set screw that secures the automatic day/night mirror to the windshield support
button.
(4) Push the automatic day/night mirror upwards
far enough for the mounting bracket to clear the support button and remove the mirror from the windshield.
INSTALLATION
(1)
(2)
(3)
(4)
Install the mirror to the support button.
Tighten the set screw.
Reconnect the harness connector to the mirror.
Reconnect the negative battery cable.
POWER MIRROR SWITCH
DESCRIPTION
Both the right and left power outside mirrors are
controlled by a single multi-function switch unit
located on and mounted to the upper flag area of the
driver side door trim panel.
OPERATION
The switch knob is rotated clockwise (right mirror
control), or counterclockwise (left mirror control) to
Fig. 3 POWER MIRROR SWITCH REMOVE/INSTALL
1
2
3
4
5
-
DOOR
SWITCH
DOOR TRIM PANEL
KNOB
NUT
(3) Remove the nut that secures the power mirror
switch to the driver side front door trim panel.
(4) Remove the trim panel from the inside of the
driver side front door. (Refer to 23 - BODY/DOOR FRONT/TRIM PANEL - REMOVAL) for the procedures.
(5) Pull the trim panel away from the inner door
far enough to access the power mirror switch wire
harness connector.
(6) Unplug the power mirror switch wire harness
connector.
(7) Remove the power mirror switch from the back
of the door trim panel.
8N - 14
POWER MIRRORS
BR/BE
POWER MIRROR SWITCH (Continued)
INSTALLATION
(1) Insert the power mirror switch to the back of
the door trim panel.
(2) Connect the power mirror switch to the harness connector.
(3) Install the trim panel to the inside of the
driver side door. (Refer to 23 - BODY/DOOR FRONT/TRIM PANEL - INSTALLATION).
(4) Install the nut that secures the power mirror
switch to the driver side front door.
(5) Push the control knob on to the power mirror
switch.
(6) Connect the battery negative cable.
SIDEVIEW MIRROR
DESCRIPTION
Each power mirror head contains two electric
motors, two drive mechanisms, and the mirror glass.
One motor and drive controls mirror up-and-down
movement, and the other controls right-and-left
movement.
(2) Check for battery voltage at the fuse in the
junction block. If OK, go to Step 3. If not OK, repair
the open circuit to the PDC as required.
(3) Disconnect and isolate the battery negative
cable. Remove the driver side door trim panel and
unplug the wire harness connector from the power
mirror switch. Connect the battery negative cable.
Check for battery voltage at the fused B(+) circuit
cavity in the door wire harness half of the power mirror switch wire harness connector. If OK, go to Step
4. If not OK, repair the open circuit to the junction
block as required.
(4) Disconnect and isolate the battery negative
cable. Check for continuity between the ground circuit cavity in the door wire harness half of the power
mirror switch wire harness connector and a good
ground. There should be continuity. If OK, go to Step
5. If not OK, repair the circuit to ground as required.
(5) Check the power mirror switch continuity as
shown in (Fig. 4). If OK, go to Step 6. If not OK,
replace the faulty switch.
OPERATION
The power mirrors in vehicles equipped with the
available heated mirror system option also include an
electric heating grid located behind the mirror glass.
This heating grid is energized by the heated mirror
relay in the heater and air conditioner control only
when the ignition switch is in the On position, and
the heated mirror system is turned on. (Refer to 8 ELECTRICAL/HEATED MIRRORS - DESCRIPTION) for more information.
The power mirror assembly cannot be repaired. If
any component of the power mirror unit is faulty or
damaged, the entire assembly must be replaced.
DIAGNOSIS AND TESTING - SIDEVIEW
MIRROR
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
(1) Check the fuses in the Power Distribution Center (PDC) and the junction block. If OK, go to Step 2.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse(s).
Fig. 4 Power Mirror Switch Continuity
MIRROR SELECTOR KNOB IN 9L9 POSITION
MOVE LEVER
CONTINUITY BETWEEN
UP
Pins 3 and 8, 1 and 7, 4 and
RIGHT
Pins 3 and 7, 2 and 8, 5 and
DOWN
Pins 3 and 7, 1 and 8, 4 and
LEFT
Pins 3 and 8, 2 and 7, 5 and
MIRROR SELECTOR KNOB IN (R( POSITION
MOVE LEVER
CONTINUITY BETWEEN
UP
Pins 6 and 8, 1 and 7, 4 and
RIGHT
Pins 6 and 7, 2 and 8, 4 and
DOWN
Pins 6 and 7, 1 and 8, 4 and
LEFT
Pins 6 and 8, 2 and 7, 5 and
7
8
8
7
7
8
8
7
POWER MIRRORS
BR/BE
8N - 15
SIDEVIEW MIRROR (Continued)
(6) Unplug the wire harness connector at the inoperative power mirror. Use two jumper wires, one connected to a 12-volt battery feed, and the other
connected to a good body ground. See the Power Mirror Test chart for the correct jumper wire connections
to the power mirror half of the power mirror wire
harness connector (Fig. 5). If the power mirror(s) do
not respond as indicated in the chart, replace the
faulty power mirror assembly. If the power mirror(s)
do respond as indicated in the chart, repair the circuits between the power mirror and the power mirror
switch for a short or open as required.
Fig. 5 Power Mirror Test
12 Volts
Ground
Pin
Pin
Pin
Pin
Pin
Pin
Pin
Pin
3
1
2
1
1
3
1
2
Left or Right Mirror
MIRROR
MOVEMENT
UP
DOWN
LEFT
RIGHT
REMOVAL
For removal procedures (Refer to 23 - BODY/EXTERIOR/SIDE VIEW MIRROR - REMOVAL).
8N - 16
POWER SEAT SYSTEM
BR/BE
POWER SEAT SYSTEM
TABLE OF CONTENTS
page
POWER SEAT SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER SEAT
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .
DRIVER POWER SEAT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - DRIVER POWER
SEAT SWITCH . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
LUMBAR CONTROL SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUMBAR MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
. . 16
. . 16
. . 16
. . 17
. . 17
. . 17
. . 18
. . 18
. . 18
. . 19
. . 19
page
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - LUMBAR MOTOR
PASSENGER POWER SEAT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PASSENGER
POWER SEAT SWITCH . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
POWER SEAT TRACK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER SEAT
TRACK
............................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
. 19
. 19
. 20
. 20
. 20
. 21
. 21
. 21
. 22
. 22
. 22
. 22
. . 19
POWER SEAT SYSTEM
DESCRIPTION
The power seat system option allows the driver (or
passenger on SLT Plus with power seats) to electrically adjust the seat position for optimum control and
comfort using the power seat switches located on the
outboard seat cushion side shield. The power seat
system allows the seating position to be adjusted forward, rearward, front up, front down, rear up, or
rear down. The power seat system receives battery
current through a fuse in the Power Distribution
Center and a circuit breaker in the junction block,
regardless of the ignition switch position.
The quad cab models equipped with the power seat
option also feature a power operated lumbar support
in the seat back. The power lumbar support allows
the user to inflate or deflate a bladder located in the
lower seat back to achieve optimum comfort and support in the lower lumbar region of the spinal column.
The power lumbar support shares the battery feed
circuit of the power seat system.
The power seat system includes the power seat
adjuster and motors unit, the power lumbar support
bladder and electric pump (quad cab only), the power
seat switch, and the circuit breaker. Following are
general descriptions of the major components in the
power seat system. Refer to Heated Seat System
for information on the individually controlled heated
front seats. Refer to the owner’s manual in the vehicle glove box for more information on the features,
use and operation of the power seat system.
OPERATION
The power seat system allows the driver and/or
front passenger seating positions to be adjusted electrically and independently using the separate power
seat switches found on the outboard seat cushion
side shield of each front seat. See the owner’s manual
in the vehicle glove box for more information on the
features, use and operation of the power seat system.
DIAGNOSIS AND TESTING - POWER SEAT
SYSTEM
Before any testing of the power seat system is
attempted, the battery should be fully-charged and
all wire harness connections and pins cleaned and
tightened to ensure proper continuity and grounds.
For circuit descriptions and diagrams, refer to Wiring
Diagrams.
With the dome lamp on, apply the power seat
switch in the direction of the failure. If the dome
lamp dims, the seat may be jamming. Check under
and behind the seat for binding or obstructions. If
the dome lamp does not dim, proceed with testing of
the individual components and circuits.
BR/BE
DRIVER POWER SEAT SWITCH
DESCRIPTION
POWER SEAT SYSTEM
8N - 17
No power seat switch should be held applied in any
direction after the adjuster has reached its travel
limit. The power seat adjuster motors each contain a
self-resetting circuit breaker to protect them from
overload. However, consecutive or frequent resetting
of the circuit breaker must not be allowed to continue, or the motor may be damaged.
DIAGNOSIS AND TESTING - DRIVER POWER
SEAT SWITCH
Fig. 1 Power Seat Switch - Standard Cab
1 - SEAT SWITCH BEZEL
The power seat in standard cab models can be
adjusted in eight different directions, up, down, front
up, front down, rear up, rear down, rearward and forward. The power seat switch for quad cab models has
an additional switch knob for adjusting the power
lumbar support. The switch is located on the lower
outboard side of the seat cushion on the seat cushion
side shield (Fig. 1) on all models. Refer to the owner’s
manual in the vehicle glove box for more information
on the power seat switch functions and the seat
adjusting procedures.
The individual switches in the power seat switch
module cannot be repaired. If one switch is damaged
or faulty, the entire power seat switch module must
be replaced.
The following procedure can be used to test the
power seat switch on standard and quad cab models.
Some quad cab trucks utilize a additional power lumbar option, if the switch being tested does not have
the lumbar option simply ignore the lumbar portion
of the test. For circuit descriptions and diagrams,
refer to Wiring Diagrams.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the power seat switch from the power
seat.
(3) Use an ohmmeter to test the continuity of the
power seat switches in each position. See the Power
Seat Switch Continuity chart (Fig. 2). If OK, see
Power Seat Adjuster and Motors or Power Lumbar
Adjuster and Motor in the Diagnosis and Testing section of this group. If not OK, replace the faulty power
seat switch unit.
OPERATION
When a power switch control knob or knobs are
actuated, a battery feed and a ground path are
applied through the switch contacts to the power seat
track or recliner adjuster motor. The selected
adjuster motor operates to move the seat track or
recliner through its drive unit in the selected direction until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the adjuster motor to
run in the opposite direction.
Fig. 2 Testing Driver Power Seat Switch
8N - 18
POWER SEAT SYSTEM
BR/BE
DRIVER POWER SEAT SWITCH (Continued)
DRIVER POWER SEAT SWITCH TEST TABLE
DRIVER SWITCH
POSITION
CONTINUITY BETWEEN
OFF
B-N, B-J, B-M
B-E, B-L, B-K
VERTICAL UP
A-E, A-M, B-N, B-E
VERTICAL DOWN
A-J, A-N, B-M, B-E
HORIZONTAL
FORWARD
A-L, B-K
HORIZONTAL
REARWARD
A-K, B-L
FRONT TILT UP
A-M, B-N
FRONT TILT DOWN
A-N, B-M
REAR TILT UP
A-E, B-J
REAR TILT DOWN
A-J, B-E
LUMBAR OFF
O-P, O-R, P-R
LUMPAR UP (INFLATE)
O-P, Q-R
LUMBAR DOWN
(DEFLATE)
O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Standard cab models, remove the two screws
that secure the power seat switch and bezel unit to
the seat cushion frame.
(3) Quad cab models, remove the seat cushion side
shield from the seat. Refer to Body for the procedure.
(4) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module (Fig. 3).
Fig. 4 Power Seat Switch Remove/Install - Quad Cab
1 - SEAT SIDE SHIELD
2 - POWER SEAT SWITCH
3 - SCREWS
INSTALLATION
(1) Position the power seat switch on the seat
cushion side shield and connect the electrical connector.
(2) Install the screws that secure the power seat
switch to seat cushion side shield.
(3) Install the seat cushion side shield on the seat.
Refer to Body for the procedure.
(4) If equipped, install the recliner lever on the
recliner mechanism release shaft.
(5) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(6) Connect the battery negative cable.
LUMBAR CONTROL SWITCH
DESCRIPTION
Fig. 3 Power Seat Switch Connector Remove Standard Cab
1 - RELEASE TABS (3)
(5) Remove the screws that secure the power seat
switch (Fig. 4).
The power lumbar seat option includes an electrically operated lumbar support mechanism. A single
two-way momentary power lumbar switch is integral
with the power seat switches. The power lumbar
switch is secured to the back of the seat cushion side
shield with screws, and the switch paddle protrudes
through a hole to the outside of the shield. The
switch paddle is located in a shallow depression
molded into the outer surface of the seat cushion side
shield that helps to shroud it from unintentional
actuation when entering or leaving the vehicle.
The power lumbar switches cannot be adjusted or
repaired and, if faulty or damaged, the seat switch
assembly must be replaced.
BR/BE
POWER SEAT SYSTEM
8N - 19
LUMBAR CONTROL SWITCH (Continued)
OPERATION
When the power lumbar switch paddle is actuated,
a battery feed and a ground path are applied through
the switch contacts to the power lumbar adjuster
motor. The motor operates to move the lumbar
adjuster through its drive unit in the selected direction until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the motor to run in the
opposite direction.
The power lumbar switch should not be held
applied in either direction after the adjuster has
reached its travel limit. The power lumbar adjuster
motor contains a self-resetting circuit breaker to protect it from overload. However, consecutive or frequent resetting of the circuit breaker must not be
allowed to continue, or the motor may be damaged.
REMOVAL
The power lumbar switch is integral with the other
power seat switches. Refer to the appropriate driver
or passenger power front seat switch removal and/or
installation procedure.
LUMBAR MOTOR
DESCRIPTION
The power lumbar seat option includes an electrically operated lumbar support mechanism. The only
visible evidence of this option is the separate power
lumbar switch control paddle that is located on the
outboard seat cushion side shield, next to the other
power seat switch control knobs. The power lumbar
adjuster and motor are concealed beneath the seat
back trim cover and padding, where they are secured
to a molded plastic back panel and to the seat back
frame.
The power lumbar adjuster cannot be repaired, and
is serviced only as a unit with the seat back frame. If
the power lumbar adjuster or the seat back frame
are damaged or faulty, the entire seat back frame
unit must be replaced (Refer to 23 - BODY/SEATS/
SEAT BACK - REMOVAL).
OPERATION
The power lumbar adjuster mechanism includes a
reversible electric motor that is secured to the
inboard side of the seat back panel and is connected
to a worm-drive gearbox. The motor and gearbox
operate the lumbar adjuster mechanism in the center
of the seat back by extending and retracting a cable
that actuates a lever. The action of this lever compresses or relaxes a grid of flexible slats. The more
this grid is compressed, the more the slats bow outward against the center of the seat back padding,
providing additional lumbar support.
DIAGNOSIS AND TESTING - LUMBAR MOTOR
Actuate the power lumbar switch to move the
power lumbar adjuster in each direction. The power
lumbar adjuster should move in both directions. It
should be noted that the power lumber adjuster normally operates very quietly and exhibits little visible
movement. If the power lumbar adjuster fails to operate in only one direction, move the adjuster a short
distance in the opposite direction and test again to be
certain that the adjuster is not at its travel limit. If
the power lumbar adjuster still fails to operate in
only one direction, (Refer to 8 - ELECTRICAL/
POWER SEATS/DRIVER SEAT SWITCH - DIAGNOSIS AND TESTING). If the power lumbar adjuster
fails to operate in either direction, perform the following tests. For complete circuit diagrams, refer to
Wiring Diagrams.
(1) Check the power seat circuit breaker in the
junction block. If OK, go to Step 2. If not OK, replace
the faulty power seat circuit breaker.
(2) Check for battery voltage at the power seat circuit breaker in the junction block. If OK, go to Step
3. If not OK, repair the open fused B(+) circuit to the
fuse in the Power Distribution Center as required.
(3) Remove the outboard seat cushion side shield
from the seat. Disconnect the seat wire harness connector from the power lumbar switch connector
receptacle. Check for battery voltage at the fused
B(+) circuit cavity of the power seat wire harness
connector for the power lumbar switch. If OK, go to
Step 4. If not OK, repair the open fused B(+) circuit
to the power seat circuit breaker in the junction
block as required.
(4) Check for continuity between the ground circuit cavity of the power seat wire harness connector
for the power lumbar switch and a good ground.
There should be continuity. If OK, go to Step 5. If not
OK, repair the open ground circuit to ground as
required.
(5) Test the power lumbar switch. . If the switch
tests OK, test the circuits of the power seat wire harness between the power lumbar adjuster motor and
the power lumbar switch for shorts or opens. If the
circuits check OK, replace the faulty seat back frame
assembly. If the circuits are not OK, repair the power
seat wire harness as required.
8N - 20
POWER SEAT SYSTEM
PASSENGER POWER SEAT
SWITCH
DESCRIPTION
BR/BE
No power seat switch should be held applied in any
direction after the adjuster has reached its travel
limit. The power seat adjuster motors each contain a
self-resetting circuit breaker to protect them from
overload. However, consecutive or frequent resetting
of the circuit breaker must not be allowed to continue, or the motor may be damaged.
DIAGNOSIS AND TESTING - PASSENGER
POWER SEAT SWITCH
Fig. 5 Power Seat Switch - Standard Cab
1 - SEAT SWITCH BEZEL
The power seat in standard cab models can be
adjusted in eight different directions, up, down, front
up, front down, rear up, rear down, rearward and forward. The power seat switch for quad cab models has
an additional switch knob for adjusting the power
lumbar support. The switch is located on the lower
outboard side of the seat cushion on the seat cushion
side shield (Fig. 5) on all models. Refer to the owner’s
manual in the vehicle glove box for more information
on the power seat switch functions and the seat
adjusting procedures.
The individual switches in the power seat switch
module cannot be repaired. If one switch is damaged
or faulty, the entire power seat switch module must
be replaced.
The following procedure can be used to test the
power seat switch on standard and quad cab models.
Some quad cab trucks utilize a additional power lumbar option, if the switch being tested does not have
the lumbar option simply ignore the lumbar portion
of the test. For circuit descriptions and diagrams,
refer to Wiring Diagrams.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the power seat switch from the power
seat.
(3) Use an ohmmeter to test the continuity of the
power seat switches in each position. See the Power
Seat Switch Continuity chart below (Fig. 6). If OK,
see Power Seat Adjuster and Motors or Power Lumbar Adjuster and Motor in the Diagnosis and Testing
section of this group. If not OK, replace the faulty
power seat switch unit.
OPERATION
When a power switch control knob or knobs are
actuated, a battery feed and a ground path are
applied through the switch contacts to the power seat
track or recliner adjuster motor. The selected
adjuster motor operates to move the seat track or
recliner through its drive unit in the selected direction until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the adjuster motor to
run in the opposite direction.
Fig. 6 Testing Passenger Power Seat Switch
POWER SEAT SYSTEM
BR/BE
8N - 21
PASSENGER POWER SEAT SWITCH (Continued)
PASSENGER POWER SEAT SWITCH TEST TABLE
PASSENGER SWITCH
POSITION
CONTINUITY BETWEEN
OFF
B-N, B-J, B-M,B-E, B-L,
B-K
VERTICAL DOWN
A-E, A-M, B-N, B-E
VERTICAL UP
A-J, A-N, B-M, B-E
HORIZONTAL
FORWARD
A-L, B-K
HORIZONTAL
REARWARD
A-K, B-L
FRONT TILT DOWN
A-M, B-N
FRONT TILT UP
A-N, B-M
REAR TILT DOWN
A-E, B-J
REAR TILT UP
A-J, B-E
LUMBAR OFF
O-P, O-R, P-R
LUMBAR DOWN
(DEFLATE)
O-P, Q-R
LUMBAR UP (INFLATE)
O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Standard cab models, remove the two screws
that secure the power seat switch and bezel unit to
the seat cushion frame.
(3) Quad cab models, remove the seat cushion side
shield from the seat. Refer to Body for the procedure.
(4) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module (Fig. 7).
Fig. 8 Power Seat Switch Remove/Install - Quad Cab
1 - SEAT SIDE SHIELD
2 - POWER SEAT SWITCH
3 - SCREWS
INSTALLATION
(1) Position the power seat switch on the seat
cushion side shield and connect the electrical connector.
(2) Install the screws that secure the power seat
switch to seat cushion side shield.
(3) Install the seat cushion side shield on the seat.
Refer to Body for the procedure.
(4) If equipped, install the recliner lever on the
recliner mechanism release shaft.
(5) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(6) Connect the battery negative cable.
POWER SEAT TRACK
DESCRIPTION
Fig. 7 Power Seat Switch Connector Remove Standard Cab
1 - RELEASE TABS (3)
(5) Remove the screws that secure the power seat
switch (Fig. 8).
There are three reversible motors that operate the
power seat adjuster. The motors are connected to
worm-drive gearboxes that move the seat adjuster
through a combination of screw-type drive units.
The front and rear of a seat are operated by different motors. They can be raised or lowered independently of each other. When the center seat switch is
pushed in the Up or Down direction, both the front
and rear motors operate in unison. On standard cab
models the entire seat is moved up or down, on quad
cab models the seat cushion moves independently of
the seat back in the up or down directions. The forward-rearward motor is operated by pushing the center seat switch in the Forward or Rearward direction,
which moves the entire seat in the selected direction
on all models.
8N - 22
POWER SEAT SYSTEM
BR/BE
POWER SEAT TRACK (Continued)
Each motor contains a self-resetting circuit breaker
to protect it from overload. Consecutive or frequent
resetting of the circuit breakers must not be allowed
to continue, or the motors may be damaged.
The power seat adjuster and motors cannot be
repaired, and are serviced only as a complete unit. If
any component in this unit is faulty or damaged, the
entire power seat adjuster and motors assembly must
be replaced.
OPERATION
When a power seat switch is actuated, a battery
feed and a ground path are applied through the
power seat switch contacts to the appropriate motor
or motors. The motor and drive unit operate to move
the seat in the selected direction until the switch is
released, or until the travel limit of the power seat
track is reached. When the switch is moved in the
opposite direction, the battery feed and ground path
to the motor is reversed through the switch contacts.
This causes the motor to run in the opposite direction.
DIAGNOSIS AND TESTING - POWER SEAT
TRACK
For complete power seat circuit descriptions and
diagrams, refer to Wiring Diagrams.
Operate the power seat switch to move all three
seat motors in each direction. The seat should move
in each of the selected directions. If the power seat
track fails to operate in only one direction, move the
seat track a short distance in the opposite direction
and test again to be certain that the track is not at
its travel limit. If the power seat track still fails to
operate in only one direction, refer to Diagnosis and
Testing of the Power Seat Switch in this section. If
the power seat track fails to operate in more than
one direction, proceed as follows:
(1) Check the power seat fuse in the power distribution center. If OK, go to Step 2. If not OK, replace
the faulty fuse.
(2) Remove the power seat switch from the seat.
Check for battery voltage at the fused B(+) circuit
cavity of the power seat switch wire harness connector. If OK, go to Step 3. If not OK, repair the open
circuit to the power distribution center as required.
(3) Check for continuity between the ground circuit cavity of the power seat switch wire harness connector and a good ground. There should be
continuity. If OK, go to Step 4. If not OK, repair the
open circuit to ground as required.
(4) Test the power seat switch as described in this
group. If the switch tests OK, check the wire harness
between the power seat switch and the motor for
shorts or opens. If the circuits check OK, replace the
faulty power seat track (adjuster) assembly. If the
circuits are not OK, repair the wire harness as
required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the seat, power seat track from the
vehicle as a unit (Refer to 23 - BODY/SEATS/SEAT REMOVAL).
(3) Unplug the power seat wire harness connectors
at each of the three power seat motors.
(4) Release the power seat wire harness retainers
from the seat track.
(5) Remove the fasteners that secure the center
seat cushion section to the brackets on the power
seat track.
(6) Remove the screws that secure the power seat
track assembly to the seat cushion frame.
(7) Remove the power seat track assembly from
the seat cushion frame.
INSTALLATION
(1) Position the power seat track assembly on the
seat cushion frame.
(2) Install the fasteners that secure the center seat
cushion section to the brackets on the power seat
adjuster.
(3) Install the screws that secure the power seat
track assembly to the seat cushion frame.
(4) Connect the power seat wire harness connectors at each of the three power seat motors.
(5) Install the power seat wire harness retainers
on the seat track assembly.
(6) Install the seat, power seat track as a unit
(Refer to 23 - BODY/SEATS/SEAT - INSTALLATION).
(7) Connect the battery negative cable.
POWER WINDOWS
BR/BE
8N - 23
POWER WINDOWS
TABLE OF CONTENTS
page
POWER WINDOWS
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER
WINDOWS . . . . . . . . . . . . . . . . . .
POWER WINDOW SWITCH
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER
WINDOW SWITCH . . . . . . . . . . . .
. . . . . . . . . 23
. . . . . . . . . 23
. . . . . . . . . 23
. . . . . . . . . 24
. . . . . . . . . 24
page
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
WINDOW MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - WINDOW
MOTOR . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . 25
. . . . . . . . 26
. . . . . . . . 26
. . . . . . . . 26
. . . . . . . . 26
. . . . . . . . . 24
POWER WINDOWS
DESCRIPTION
Power windows are available as factory-installed
optional equipment on this model. The power lock
system is included on vehicles equipped with the
power window option.
OPERATION
The power window system allows each of the front
door windows to be raised and lowered electrically by
actuating a switch on the trim panel of each respective door. Additionally, the master switch on the
driver side door trim panel allows the driver to raise
or lower the passenger side front door window. The
power window system receives battery feed through a
circuit breaker in the junction block, only when the
ignition switch is in the On position.
The power window system includes the power window switches on each front door trim panel, the circuit breaker in the junction block, and the power
window motors inside each front door. This group
covers diagnosis and service of only the electrical
components in the power window system. For service
of mechanical components, such as the regulator, lift
plate, window tracks, or glass refer to Group 23 Body.
Refer to the owner’s manual in the vehicle glove
box for more information on the features, use and
operation of the power window system.
DIAGNOSIS AND TESTING - POWER
WINDOWS
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
ALL WINDOWS INOPERATIVE
(1) Check the circuit breaker in the junction block.
If OK, go to Step 2. If not OK, replace the faulty circuit breaker.
(2) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the driver side front door trim panel.
Unplug the wire harness connector from the switch
and bezel unit.
(3) Check for continuity between the ground circuit cavity of the switch and bezel unit wire harness
connector and a good ground. If OK, (Refer to 8 ELECTRICAL/POWER WINDOWS/POWER WINDOW SWITCH - DIAGNOSIS AND TESTING). If not
OK, repair the circuit to ground as required.
ONE WINDOW INOPERATIVE
The window glass must be free to slide up and
down for the power window motor to function properly. If the glass is not free to move up and down, the
motor will overload and trip the integral circuit
breaker. To determine if the glass is free, disconnect
the regulator plate from the glass. Then slide the
window up and down by hand.
There is an alternate method to check if the glass
is free. Position the glass between the up and down
stops. Then, shake the glass in the door. Check that
the glass can be moved slightly from side to side,
front to rear, and up and down. Then check that the
glass is not bound tight in the tracks. If the glass is
free, proceed with the diagnosis that follows. If the
glass is not free, (Refer to 23 - BODY/DOOR FRONT/DOOR GLASS - REMOVAL).
8N - 24
POWER WINDOWS
BR/BE
POWER WINDOWS (Continued)
(1) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the door trim panel on the side of the
vehicle with the inoperative window. Unplug the wire
harness connector from the switch and bezel unit.
(2) Connect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run) circuit cavity in the body half of the switch and bezel
unit wire harness connector. If OK, and the inoperative power window is on the driver side, go to Step 4.
If OK, and the inoperative power window is on the
passenger side, go to Step 3. If not OK, repair the
open circuit to the junction block as required.
(3) Disconnect and isolate the battery negative
cable. Check for continuity between each of the two
master window switch right up/down control circuit
cavities in the body half of the passenger side switch
and bezel unit wire harness connector and a good
ground. In each case, there should be continuity. If
OK, go to Step 4. If not OK, repair the open circuit to
the driver side switch and bezel unit as required.
(4) Test the power window switch continuity.
(Refer to 8 - ELECTRICAL/POWER WINDOWS/
POWER WINDOW SWITCH - DIAGNOSIS AND
TESTING). If OK, go to Step 5. If not OK, replace
the faulty power window and lock switch and bezel
unit.
(5) Refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pinout information and location views for the various
wire harness connectors, splices and grounds. Check
the continuity in each circuit between the inoperative
power window and lock switch and bezel unit wire
harness connector cavities and the corresponding
power window motor wire harness connector cavities.
If OK, (Refer to 8 - ELECTRICAL/POWER WINDOWS/WINDOW MOTOR - DIAGNOSIS AND TESTING). If not OK, repair the open circuit(s) as
required.
NOTE: The passenger side power window switch
receives the ground feed for operating the passenger side power window motor through the driver
side power window switch and wire harness connector.
POWER WINDOW SWITCH
DESCRIPTION
The power windows are controlled by two-way
switches integral to the power window and lock
switch and bezel unit on the trim panel of each front
door. A second power window switch in the driver
side switch and bezel unit allows the driver to control
the passenger side window. A Light-Emitting Diode
(LED) in the paddle of each switch is illuminated
whenever the ignition switch is in the On position.
OPERATION
The power window switch for the driver side front
door has an Auto label on it. This switch has a second detent position beyond the normal Down position
that provides an automatic one-touch window down
feature. This feature is controlled by an electronic
circuit and a relay that are integral to the driver side
front door power window and lock switch unit.
The power window switches control the battery
and ground feeds to the power window motors. The
passenger side power window switch receives a
ground feed through the driver side power window
switch for operating the passenger side power window motor.
The power window and lock switch and bezel unit
cannot be repaired and, if faulty or damaged, the
entire switch and bezel unit must be replaced.
DIAGNOSIS AND TESTING - POWER WINDOW
SWITCH
The auto down feature of the driver side power
window switch is controlled by an electronic circuit
within the switch unit. The auto down circuitry is
activated when the driver side power window switch
is moved to the second detent in the Down direction.
The outputs from the auto down circuitry are carried
through the same switch pins that provide the normal down function. The auto down circuit cannot be
tested. If the driver side power window switch continuity tests are passed, but the auto down feature is
inoperative, replace the faulty driver side power window switch unit.
The Light-Emitting Diode (LED) illumination
lamps for all of the power window and lock switch
and bezel unit switch paddles receive battery current
through the power window circuit breaker in the
junction block. If all of the LEDs are inoperative in
either or both power window and lock switch and
bezel units and the power windows are inoperative,
perform the diagnosis for Power Window System in
this group. If the power windows operate, but any or
all of the LEDs are inoperative, the power window
and lock switch and bezel unit with the inoperative
LED(s) is faulty and must be replaced. For circuit
descriptions and diagrams, refer to the appropriate
wiring information. The wiring information includes
wiring diagrams, proper wire and connector repair
procedures, details of wire harness routing and
retention, connector pin-out information and location
BR/BE
POWER WINDOWS
8N - 25
POWER WINDOW SWITCH (Continued)
views for the various wire harness connectors, splices
and grounds.
(1) Check the circuit breaker in the junction block.
If OK, go to Step 2. If not OK, replace the faulty circuit breaker.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the circuit breaker in
the junction block. If OK, turn the ignition switch to
the Off position and go to Step 3. If not OK, repair
the circuit to the ignition switch as required.
(3) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the door trim panel. Unplug the wire
harness connector from the switch and bezel unit.
(4) Test the power window switch continuity. See
the Power Window Switch Continuity charts to determine if the continuity is correct in the Neutral, Up
and Down switch positions (Fig. 1) or (Fig. 2). If OK,
(Refer to 8 - ELECTRICAL/POWER WINDOWS/
WINDOW MOTOR - DIAGNOSIS AND TESTING) If
not OK, replace the faulty switch.
Fig. 2 Power Window Switch Continuity - Passenger
Side
PASSENGER SIDE WINDOW SWITCH
SWITCH POSITION
CONTINUITY BETWEEN
NEUTRAL
1 & 4, 2 & 3
UP
2 & 3, 4 & 11
DOWN
1 & 4, 3 & 11
LAMP
8 & 11
Fig. 1 Power Window Switch Continuity — Driver
Side
DRIVER SIDE WINDOW SWITCH
SWITCH POSITION
CONTINUITY BETWEEN
NEUTRAL
1 & 4, 2 & 3, 3&4, 3 & 6
LEFT UP
3 & 4, 5 & 6
RIGHT UP
1 & 5, 2 & 3
LEFT DOWN
3 & 6, 4 & 5
RIGHT DOWN
1 & 3, 2 & 5
LAMP
3&5
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Using a wide flat-bladed tool such as a trim
stick, gently pry the upper edge of the switch bezel at
the front and the rear to release the retainer clips
that secure the switch bezel to the door trim panel
opening (Fig. 3).
Fig. 3 Power Window and Lock Switch and Bezel
Unit Remove/Install
1 - ELECTRICAL CONNECTOR
2 - POWER WINDOW/LOCK SWITCH PANEL
3 - WIRE HARNESS
(3) Pull the switch and bezel unit away from the
door trim panel opening far enough to access and
unplug the wire harness connector.
(4) Remove the power window and lock switch and
bezel unit from the door trim panel.
8N - 26
POWER WINDOWS
BR/BE
POWER WINDOW SWITCH (Continued)
INSTALLATION
(1) Connect the power window switch to the harness connector.
(2) Insert the rear of the switch and bezel unit into
the opening.
(3) Push down on the front and rear of the switch
until the retaining tabs snap into place.
(4) Reconnect the battery negative cable.
WINDOW MOTOR
DESCRIPTION
A permanent magnet reversible motor moves the
window regulator through an integral gearbox mechanism. A positive and negative battery connection to
the two motor terminals will cause the motor to
rotate in one direction. Reversing the current
through these same two connections will cause the
motor to rotate in the opposite direction.
In addition, each power window motor is equipped
with an integral self-resetting circuit breaker to protect the motor from overloads. The power window
motor and gearbox assembly cannot be repaired and,
if faulty or damaged, the entire power window regulator assembly must be replaced.
DIAGNOSIS AND TESTING - WINDOW MOTOR
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds. Before you proceed with
this diagnosis, confirm proper switch operation.
(Refer to 8 - ELECTRICAL/POWER WINDOWS/
POWER WINDOW SWITCH - DIAGNOSIS AND
TESTING).
(1) Disconnect and isolate the battery negative
cable. Remove the trim panel from the door with the
inoperative power window.
(2) Unplug the power window motor wire harness
connector. Apply 12 volts across the motor terminals
to check its operation in one direction. Reverse the
connections across the motor terminals to check the
operation in the other direction. Remember, if the
window is in the full up or full down position, the
motor will not operate in that direction by design. If
OK, repair the circuits from the power window motor
to the power window switch as required. If not OK,
replace the faulty motor.
(3) If the motor operates in both directions, check
the operation of the window glass and lift mechanism
through its complete up and down travel. There
should be no binding or sticking of the window glass
or lift mechanism through the entire travel range. If
not OK, (Refer to 23 - BODY/DOOR - FRONT/WINDOW REGULATOR - REMOVAL).
REMOVAL
The power window motor and mechanism is integral to the power window regulator unit. If the power
window motor or mechanism is faulty or damaged,
the entire power window regulator unit must be
replaced. (Refer to 23 - BODY/DOOR - FRONT/WINDOW REGULATOR - REMOVAL) for the window
regulator service procedures.
RESTRAINTS
BR/BE
8O - 1
RESTRAINTS
TABLE OF CONTENTS
page
page
RESTRAINTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
WARNING
.............................3
DIAGNOSIS AND TESTING - AIRBAG SYSTEM . 4
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED AIRBAGS . . . . . . . . . . . . . . . 4
STANDARD PROCEDURE - SERVICE
AFTER AN AIRBAG DEPLOYMENT . . . . . . . . . 4
STANDARD PROCEDURE - VERIFICATION
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SPECIAL TOOLS - AIRBAG SYSTEM . . . . . . . . . 6
AIRBAG CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
CHILD TETHER
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CLOCKSPRING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
. . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DRIVER AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 15
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17
FRONT SEAT BELT & RETRACTOR
REMOVAL
REMOVAL - STANDARD CAB . . . . . . . . . . . . 18
REMOVAL - CLUB/QUAD CAB . . . . . .
INSTALLATION
INSTALLATION - STANDARD CAB . . .
INSTALLATION - CLUB/QUAD CAB . .
FRONT SEAT BELT BUCKLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
PASSENGER AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
PASSENGER AIRBAG ON/OFF SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
REAR SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
REAR SEAT BELT BUCKLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT BELT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SEAT BELT
SWITCH
......................
SEAT BELT TURNING LOOP ADJUSTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
TURNING LOOP HGT ADJUSTER KNOB
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
RESTRAINTS
in the center of the steering wheel and also into the
passenger airbag door on the instrument panel above
the glove box (Fig. 1). Vehicles with the airbag system can also be identified by the airbag indicator,
which will illuminate in the instrument cluster for
about seven seconds as a bulb test each time the
ignition switch is turned to the On position.
The dual front airbag system consists of the following major components, which are described in further
detail elsewhere in this service manual:
DESCRIPTION
A dual front airbag system is standard factory-installed safety equipment on this model. The airbag
system is a passive, inflatable, Supplemental
Restraint System (SRS) and vehicles with this equipment can be readily identified by the “SRS - AIRBAG” logo molded into the driver airbag trim cover
. . . . . . 19
. . . . . . 19
. . . . . . 20
. . . . . . 20
. . . . . . 20
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 21
. 21
. 21
. 23
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 23
. 24
. 24
. 25
. . . . . . 26
. . . . . . 26
. . . . . . 27
. . . . . . 27
. . . . . . 28
. . . . . . 28
. . . . . . 28
. . . . . . 29
. . . . . . 29
. . . . . . 30
. . . . . . 30
8O - 2
RESTRAINTS
BR/BE
RESTRAINTS (Continued)
Fig. 1 SRS Logo
• Airbag Control Module - The Airbag Control
Module (ACM) is located in a stamped mounting
bracket on the floor panel transmission tunnel, below
the center of the instrument panel.
• Airbag Indicator - The airbag indicator is integral to the ElectroMechanical Instrument Cluster
(EMIC), which is located on the instrument panel in
front of the driver.
• Clockspring - The clockspring is located near
the top of the steering column, directly beneath the
steering wheel.
• Driver Airbag - The driver airbag is located in
the center of the steering wheel, beneath the driver
airbag trim cover.
• Driver Knee Blocker - The driver knee blocker
is a molded plastic structural unit secured to the
back side of and integral to the instrument panel
steering column opening cover.
• Passenger Airbag - The passenger airbag is
located on the instrument panel, beneath the passenger airbag door on the instrument panel above the
glove box on the passenger side of the vehicle.
• Passenger Airbag On/Off Switch - The passenger airbag on/off switch is located in a dedicated
opening in the upper right corner of the instrument
panel cluster bezel, to the right of the center panel
outlets of the climate control system.
• Passenger Knee Blocker - The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door.
The ACM and the EMIC each contain a central
processing unit and programming that allow them to
communicate with each other using the Chrysler Collision Detection (CCD) data bus network. This
method of communication is used for control of the
airbag indicator on all models. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL
MODULES/
COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the airbag system
components to each other through the electrical system of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed
throughout the vehicle and retained by many different methods. These circuits may be connected to each
other, to the vehicle electrical system, and to the airbag system components through the use of a combination of soldered splices, splice block connectors,
and many different types of wire harness terminal
connectors and insulators. Refer to the appropriate
wiring information. The wiring information includes
wiring diagrams, proper wire and connector repair
procedures, further details on wire harness routing
and retention, as well as pin-out and location views
for the various wire harness connectors, splices and
grounds.
OPERATION
The airbag system is referred to as a supplemental
restraint system because it was designed and is
intended to enhance the protection for the front seat
occupants of the vehicle only when used in conjunction with the seat belts. It is referred to as a passive
system because the vehicle occupants are not
required to do anything to make it work. The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed seat
belts. Seat belts are referred to as an active restraint
because the vehicle occupants are required to physically fasten and properly adjust these restraints in
order to benefit from them. The vehicle occupants
must be wearing their seat belts in order to obtain
the maximum safety benefit from the factory-installed airbag system.
The airbag system electrical circuits are continuously monitored and controlled by a microprocessor
and software contained within the Airbag Control
Module (ACM). An airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) lights for about
seven seconds as a bulb test each time the ignition
switch is turned to the On or Start positions. Following the bulb test, the airbag indicator is turned on or
off by the ACM to indicate the status of the airbag
system. If the airbag indicator comes on at any time
other than during the bulb test, it indicates that
there is a problem in the airbag system electrical circuits. Such a problem may cause the airbags not to
deploy when required, or to deploy when not
required.
The clockspring on the top of the steering column
allows a continuous electrical circuit to be maintained between the stationary steering column and
the driver airbag inflator, which rotates with the
steering wheel. The passenger airbag on/off switch
allows the passenger side airbag to be disabled when
RESTRAINTS
BR/BE
8O - 3
RESTRAINTS (Continued)
circumstances necessitate that a child, or an adult
with certain medical conditions be placed in the front
passenger seating position. Refer to the owner’s manual in the vehicle glove box for specific recommendations concerning the specific circumstances where the
passenger airbag on/off switch should be used to disable the passenger airbag.
Deployment of the airbags depends upon the angle
and severity of the impact. The airbag system is
designed to deploy upon a frontal impact within a
thirty degree angle from either side of the vehicle
center line. Deployment is not based upon vehicle
speed; rather, deployment is based upon the rate of
deceleration as measured by the forces of gravity (G
force) upon the airbag system impact sensor, which is
integral to the ACM. When a frontal impact is severe
enough, the microprocessor in the ACM signals the
inflator units of both airbag modules to deploy the
airbags. During a frontal vehicle impact, the knee
blockers work in concert with properly fastened and
adjusted seat belts to restrain both the driver and
the front seat passenger in the proper position for an
airbag deployment. The knee blockers also absorb
and distribute the crash energy from the driver and
the front seat passenger to the structure of the
instrument panel.
Typically, the driver and front seat passenger recall
more about the events preceding and following a collision than they have of the airbag deployment itself.
This is because the airbag deployment and deflation
occur so rapidly. In a typical 48 kilometer-per-hour
(30 mile-per-hour) barrier impact, from the moment
of impact until both airbags are fully inflated takes
about 40 milliseconds. Within one to two seconds
from the moment of impact, both airbags are almost
entirely deflated. The times cited for these events are
approximations, which apply only to a barrier impact
at the given speed. Actual times will vary somewhat,
depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.
When the ACM monitors a problem in any of the
airbag system circuits or components, it stores a
fault code or Diagnostic Trouble Code (DTC) in its
memory circuit and sends an electronic message to
the EMIC to turn on the airbag indicator. Proper
testing of the airbag system components, the
Chrysler Collision Detection (CCD) data bus, the
data bus message inputs to and outputs from the
EMIC or the ACM, as well as the retrieval or erasure
of a DTC from the ACM requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information.
See the owner’s manual in the vehicle glove box for
more information on the features, use and operation
of all of the factory-installed passenger restraints,
including the airbag system.
WARNING
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE,
COMPLEX ELECTROMECHANICAL UNIT. BEFORE
ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIRBAG SYSTEM OR RELATED STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENTS YOU MUST FIRST DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE (GROUND)
CABLE. THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO DO THIS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: THE DRIVER AIRBAG INFLATOR UNIT
CONTAINS SODIUM AZIDE AND POTASSIUM
NITRATE. THESE MATERIALS ARE POISONOUS
AND EXTREMELY FLAMMABLE. CONTACT WITH
ACID, WATER, OR HEAVY METALS MAY PRODUCE
HARMFUL AND IRRITATING GASES (SODIUM
HYDROXIDE IS FORMED IN THE PRESENCE OF
MOISTURE) OR COMBUSTIBLE COMPOUNDS. THE
PASSENGER AIRBAG UNIT CONTAINS ARGON GAS
PRESSURIZED TO OVER 2500 PSI. DO NOT
ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR
TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE,
INCINERATE, OR BRING INTO CONTACT WITH
ELECTRICITY. DO NOT STORE AT TEMPERATURES
EXCEEDING 93° C (200° F).
WARNING: REPLACE AIRBAG SYSTEM COMPONENTS ONLY WITH PARTS SPECIFIED IN THE
DAIMLERCHRYSLER MOPAR PARTS CATALOG.
SUBSTITUTE PARTS MAY APPEAR INTERCHANGEABLE, BUT INTERNAL DIFFERENCES MAY RESULT
IN INFERIOR OCCUPANT PROTECTION.
WARNING: THE FASTENERS, SCREWS, AND
BOLTS ORIGINALLY USED FOR THE AIRBAG SYSTEM COMPONENTS HAVE SPECIAL COATINGS
AND ARE SPECIFICALLY DESIGNED FOR THE AIRBAG SYSTEM. THEY MUST NEVER BE REPLACED
WITH ANY SUBSTITUTES. ANY TIME A NEW FASTENER IS NEEDED, REPLACE IT WITH THE CORRECT FASTENERS PROVIDED IN THE SERVICE
PACKAGE
OR
SPECIFIED
IN
THE
DAIMLERCHRYSLER MOPAR PARTS CATALOG.
8O - 4
RESTRAINTS
BR/BE
RESTRAINTS (Continued)
WARNING: WHEN A STEERING COLUMN HAS AN
AIRBAG UNIT ATTACHED, NEVER PLACE THE COLUMN ON THE FLOOR OR ANY OTHER SURFACE
WITH THE STEERING WHEEL OR AIRBAG UNIT
FACE DOWN.
DIAGNOSIS AND TESTING - AIRBAG SYSTEM
Proper diagnosis and testing of the airbag system
components, the Chrysler Collision Detection (CCD)
data bus, the data bus message inputs to and outputs from the ElectroMechanical Instrument Cluster
(EMIC) or the Airbag Control Module (ACM), as well
as the retrieval or erasure of a Diagnostic Trouble
Code (DTC) from the ACM requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED AIRBAGS
At no time should any source of electricity be permitted near the inflator on the back of a non-deployed airbag. When carrying a non-deployed airbag,
the trim cover or airbag cushion side of the unit
should be pointed away from the body to minimize
injury in the event of an accidental deployment. If
the airbag unit is placed on a bench or any other surface, the trim cover or airbag cushion side of the unit
should be face up to minimize movement in the event
of an accidental deployment. In addition, the airbag
system should be disarmed whenever any steering
wheel, steering column, or instrument panel components require diagnosis or service. Failure to observe
this warning could result in accidental airbag deployment and possible personal injury.
All damaged, faulty, or non-deployed airbags which
are replaced on vehicles are to handled and disposed
of properly. If an airbag unit is faulty or damaged
and non-deployed, refer to the Hazardous Substance
Control System for proper disposal. Dispose of all
non-deployed and deployed airbags in a manner consistent with state, provincial, local and federal regulations.
AIRBAG STORAGE
An airbag must be stored in its original, special
container until it is used for service. Also, it must be
stored in a clean, dry environment; away from
sources of extreme heat, sparks, and high electrical
energy. Always place or store any airbag on a surface
with its trim cover or airbag cushion side facing up,
to minimize movement in case of an accidental
deployment.
STANDARD PROCEDURE - SERVICE AFTER AN
AIRBAG DEPLOYMENT
Any vehicle which is to be returned to use following an airbag deployment, must have both airbags,
the driver airbag trim cover, the clockspring, and the
steering column assembly replaced. These components are not intended for reuse and will be damaged
or weakened as a result of an airbag deployment,
which may or may not be obvious during a visual
inspection. Other vehicle components should be
closely inspected, but are to be replaced only as
required by the extent of the visible damage
incurred.
CLEANUP PROCEDURE
Following an airbag deployment, the vehicle interior will contain a powdery residue. This residue consists primarily of harmless particulate by-products of
the small pyrotechnic charge used to initiate the propellant used to deploy the airbags. However, this residue may also contain traces of sodium hydroxide
powder, a chemical by-product of the propellant
material that is used to generate the nitrogen gas
that inflates the airbag. Since sodium hydroxide powder can irritate the skin, eyes, nose, or throat, be
sure to wear safety glasses, rubber gloves, and a
long-sleeved shirt during cleanup (Fig. 2).
WARNING: IF YOU EXPERIENCE SKIN IRRITATION
DURING CLEANUP, RUN COOL WATER OVER THE
AFFECTED AREA. ALSO, IF YOU EXPERIENCE
IRRITATION OF THE NOSE OR THROAT, EXIT THE
VEHICLE FOR FRESH AIR UNTIL THE IRRITATION
CEASES. IF IRRITATION CONTINUES, SEE A PHYSICIAN.
Begin the cleanup by removing both airbags from
the vehicle. Refer to the appropriate service removal
procedures.
BR/BE
RESTRAINTS
8O - 5
RESTRAINTS (Continued)
STANDARD PROCEDURE - VERIFICATION TEST
The following procedure should be performed using
a DRBIIIt scan tool to verify proper airbag system
operation following the service or replacement of any
airbag system component.
Fig. 2 Wear Safety Glasses and Rubber Gloves Typical
CAUTION: All damaged, faulty, or non-deployed airbags which are replaced on vehicles are to handled
and disposed of properly. If an airbag unit is faulty
or damaged and non-deployed, refer to the Hazardous Substance Control System for proper disposal.
Dispose of all non-deployed and deployed airbags
in a manner consistent with state, provincial, local
and federal regulations.
Next, use a vacuum cleaner to remove any residual
powder from the vehicle interior. Clean from outside
the vehicle and work your way inside, so that you
avoid kneeling or sitting on a non-cleaned area. Be
certain to vacuum the heater and air conditioning
outlets as well (Fig. 3). Run the heater and air conditioner blower on the lowest speed setting and vacuum any powder expelled from the outlets. You may
need to vacuum the interior of the vehicle a second
time to recover all of the powder.
Fig. 3 Vacuum Heater and A/C Outlets - Typical
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) During the following test, the battery negative
cable remains disconnected and isolated, as it was
during the airbag component removal and installation procedures.
(2) Be certain that the DRBIIIt scan tool contains
the latest version of the proper DRBIIIt software.
Connect the DRBIIIt to the 16-way Data Link Connector (DLC). The DLC is located on the driver side
lower edge of the instrument panel, outboard of the
steering column (Fig. 4).
(3) Turn the ignition switch to the On position and
exit the vehicle with the DRBIIIt.
(4) Check to be certain that nobody is in the vehicle, then reconnect the battery negative cable.
(5) Using the DRBIIIt, read and record the active
(current) Diagnostic Trouble Code (DTC) data.
(6) Next, use the DRBIIIt to read and record any
stored (historical) DTC data.
(7) If any DTC is found in Step 5 or Step 6, refer
to the appropriate diagnostic information.
(8) Use the DRBIIIt to erase the stored DTC data.
If any problems remain, the stored DTC data will not
erase. Refer to the appropriate diagnostic information to diagnose any stored DTC that will not erase.
If the stored DTC information is successfully erased,
go to Step 9.
(9) Turn the ignition switch to the Off position for
about fifteen seconds, and then back to the On position. Observe the airbag indicator in the instrument
cluster. It should light for six to eight seconds, and
then go out. This indicates that the airbag system is
functioning normally and that the repairs are complete. If the airbag indicator fails to light, or lights
and stays on, there is still an active airbag system
8O - 6
RESTRAINTS
BR/BE
RESTRAINTS (Continued)
ACM is connected to the vehicle electrical system
through a take out and connector of the instrument
panel wire harness.
The ACM cannot be repaired or adjusted and, if
damaged or faulty, it must be replaced.
OPERATION
Fig. 4 16-Way Data Link Connector - Typical
1 - 16–WAY DATA LINK CONNECTOR
2 - BOTTOM OF INSTRUMENT PANEL
fault or malfunction. Refer to the appropriate diagnostic information to diagnose the problem.
SPECIAL TOOLS - AIRBAG SYSTEM
Puller C-3428-B
AIRBAG CONTROL MODULE
DESCRIPTION
The Airbag Control Module (ACM) is concealed
underneath the plastic ACM trim cover (automatic
transmission) or center console (manual transmission), directly below the instrument panel in the passenger compartment of the vehicle. The ACM is
secured with screws to a stamped steel mounting
bracket located under the instrument panel center
support bracket on the floor panel transmission tunnel. The ACM contains an electronic microprocessor,
an electronic impact sensor, an electromechanical safing sensor, and an energy storage capacitor. The
The microprocessor in the ACM contains the airbag
system logic circuits, and it monitors and controls all
of the airbag system components. The ACM also uses
On-Board Diagnostics (OBD) and can communicate
with other electronic modules in the vehicle as well
as with the DRBIIIt scan tool using the Chrysler
Collision Detection (CCD) data bus network. This
method of communication is used for control of the
airbag indicator in the ElectroMechanical Instrument
Cluster (EMIC) and for airbag system diagnosis and
testing through the 16-way data link connector
located on the lower left edge of the instrument
panel. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/COMMUNICATION - OPERATION). The ACM microprocessor continuously monitors all of the airbag system electrical circuits to
determine the system readiness. If the ACM detects
a monitored system fault, it sets an active Diagnostic
Trouble Code (DTC) and sends messages to the
EMIC over the CCD data bus to turn on the airbag
indicator. (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER/AIRBAG INDICATOR - OPERATION). If
the airbag system fault is still present when the ignition switch is turned to the Off position, the DTC is
stored in memory by the ACM. However, if a fault
does not recur for a number of ignition cycles, the
ACM will automatically erase the stored DTC.
The ACM receives battery current through two circuits, on a fused ignition switch output (run) circuit
through a fuse in the Junction Block (JB), and on a
fused ignition switch output (start-run) circuit
through a second fuse in the JB. The ACM is
grounded through a ground circuit and take out of
the instrument panel wire harness. This take out has
a single eyelet terminal connector secured by a nut to
a ground stud located on the forward extension of the
left front fender wheel housing in the engine compartment. Therefore, the ACM is operational whenever the ignition switch is in the Start or On
positions. The ACM also contains an energy-storage
capacitor. When the ignition switch is in the Start or
On positions, this capacitor is continually being
charged with enough electrical energy to deploy the
airbags for up to one second following a battery disconnect or failure. The purpose of the capacitor is to
provide backup airbag system protection in case
there is a loss of battery current supply to the ACM
during an impact. The capacitor is only serviced as a
unit with the ACM.
RESTRAINTS
BR/BE
8O - 7
AIRBAG CONTROL MODULE (Continued)
Two sensors are contained within the ACM, an
electronic impact sensor and a safing sensor. The
electronic impact sensor is an accelerometer that
senses the rate of vehicle deceleration, which provides verification of the direction and severity of an
impact. A pre-programmed decision algorithm in the
ACM microprocessor determines when the deceleration rate as signaled by the impact sensor indicates
an impact that is severe enough to require airbag
system protection. When the programmed conditions
are met, the ACM sends an electrical signal to deploy
the airbags. The safing sensor is an electromechanical sensor within the ACM that is connected in series
between the ACM microprocessor airbag deployment
circuit and the airbags. The safing sensor is a normally open switch that is used to verify or confirm
the need for an airbag deployment by detecting
impact energy of a lesser magnitude than that of the
electronic impact sensor, and must be closed in order
for the airbags to deploy. The impact sensor and safing sensor are calibrated for the specific vehicle, and
are only serviced as a unit with the ACM.
wait two minutes for the system capacitor to discharge before further service.
(2) If the vehicle is equipped with a manual transmission, remove the center floor console from the
floor panel transmission tunnel. (Refer to 23 - BODY/
INTERIOR/CENTER CONSOLE - REMOVAL).
(3) If the vehicle is equipped with an automatic
transmission, remove the two screws that secure the
trim cover to the Airbag Control Module (ACM)
mounting bracket on the floor panel transmission
tunnel and remove the trim cover (Fig. 5).
REMOVAL
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: THE AIRBAG CONTROL MODULE CONTAINS THE IMPACT SENSOR, WHICH ENABLES
THE SYSTEM TO DEPLOY THE AIRBAGS. NEVER
STRIKE OR KICK THE AIRBAG CONTROL MODULE,
AS IT CAN DAMAGE THE IMPACT SENSOR OR
AFFECT ITS CALIBRATION. IF AN AIRBAG CONTROL MODULE IS ACCIDENTALLY DROPPED DURING SERVICE, THE MODULE MUST BE SCRAPPED
AND REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCIDENTAL, INCOMPLETE, OR IMPROPER AIRBAG
DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Disconnect and isolate the battery negative
cable. If either of the airbags has not been deployed,
Fig. 5 Airbag Control Module Trim Cover Remove/
Install
1
2
3
4
- INSTRUMENT PANEL SUPPORT BRACKET
- ACM MOUNTING BRACKET
- TRIM COVER
- SCREW
(4) Loosen the screw that secures each side of the
instrument panel center support bracket to the ACM
mounting bracket (Fig. 6). Do not remove these
screws.
(5) Remove the two nuts that secure the instrument panel center support bracket to the studs on
the lower instrument panel structural support.
(6) Disengage the retainer on the instrument
panel wire harness take out to the ACM from the
retainer hole in the left side of the instrument panel
center support bracket.
(7) Pull the top of the instrument panel center
support bracket rearward and down from the instrument panel studs. Fold it down over the top of the
ACM until it is laying flat on the floor panel transmission tunnel.
(8) Disconnect the instrument panel wire harness
connector for the ACM from the ACM connector
receptacle. To disconnect this connector:
(a) Slide the red Connector Position Assurance
(CPA) lock on the top of the connector toward the
side of the vehicle.
8O - 8
RESTRAINTS
BR/BE
AIRBAG CONTROL MODULE (Continued)
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: THE AIRBAG CONTROL MODULE CONTAINS THE IMPACT SENSOR, WHICH ENABLES
THE SYSTEM TO DEPLOY THE AIRBAGS. NEVER
STRIKE OR KICK THE AIRBAG CONTROL MODULE,
AS IT CAN DAMAGE THE IMPACT SENSOR OR
AFFECT ITS CALIBRATION. IF AN AIRBAG CONTROL MODULE IS ACCIDENTALLY DROPPED DURING SERVICE, THE MODULE MUST BE SCRAPPED
AND REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCIDENTAL, INCOMPLETE, OR IMPROPER AIRBAG
DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
Fig. 6 Airbag Control Module Remove/Install
1 - INSTRUMENT PANEL
2 - SUPPORT BRACKET
3 - SCREW (2)
4 - FLOOR PANEL
5 - SCREW (4)
6 - MOUNTING BRACKET
7 - CONNECTOR
8 - ACM
9 - RETAINER
10 - NUT
(b) Depress the connector latch tab and pull the
connector straight away from the ACM connector
receptacle.
NOTE: Always remove and replace the ACM and its
mounting bracket as a unit. Replacement modules
include a replacement mounting bracket. Do not
transfer the ACM to another mounting bracket.
(9) Remove the four screws that secure the ACM
mounting bracket to the floor panel transmission
tunnel.
(10) Remove the ACM, the mounting bracket, and
the instrument panel center support bracket from the
floor panel transmission tunnel as a unit.
INSTALLATION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
(1) Carefully position the Airbag Control Module
(ACM), the mounting bracket, and the instrument
panel center support bracket onto the floor panel
transmission tunnel as a unit (Fig. 6). When the
ACM is correctly positioned, the arrow on the ACM
label will be pointed forward in the vehicle.
(2) Install and tighten the four screws that secure
the ACM mounting bracket to the floor panel transmission tunnel. Tighten the screws to 14 N·m (125
in. lbs.).
(3) With the instrument panel center support
bracket still folded down flat on the floor panel transmission tunnel, reconnect the instrument panel wire
harness connector for the ACM to the ACM connector
receptacle. Be certain that the connector latch and
the red Connector Position Assurance (CPA) lock are
fully engaged.
(4) Fold the top of the instrument panel center
support bracket up over the top of the ACM and forward over the studs on the lower instrument panel
structural support.
(5) Install and tighten the nuts that secure the
instrument panel center support bracket to the studs
on the lower instrument panel structural support.
Tighten the nuts to 14 N·m (125 in. lbs.).
(6) Engage the retainer on the instrument panel
wire harness take out for the ACM in the retainer
hole on the left side of the instrument panel center
support bracket.
(7) Tighten the screws that secure each side of the
instrument panel center support bracket to the ACM
mounting bracket. Tighten the screws 14 N·m (125
in. lbs.).
(8) If the vehicle is equipped with an automatic
transmission, position the ACM trim cover to the
ACM mounting bracket on the floor panel transmission tunnel (Fig. 5).
RESTRAINTS
BR/BE
8O - 9
AIRBAG CONTROL MODULE (Continued)
(9) If the vehicle is equipped with an automatic
transmission, install and tighten the two screws that
secure the ACM trim cover to the ACM mounting
bracket. Tighten the screws to 2.2 N·m (20 in. lbs.).
(10) If the vehicle is equipped with a manual
transmission, reinstall the center floor console onto
the floor panel transmission tunnel. (Refer to 23 BODY/INTERIOR/CENTER CONSOLE - INSTALLATION).
(11) Do not reconnect the battery negative cable at
this time. The airbag system verification test procedure should be performed following service of any
airbag system component. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE VERIFICATION TEST).
CHILD TETHER
REMOVAL
Standard cab models have two child tether anchors
secured near the top of the cab back panel. Club cab
and quad cab models have three child tethers
secured near the top of the cab back panel.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Remove the trim from the inside of the cab
back panel. (Refer to 23 - BODY/INTERIOR/REAR
CLOSURE PANEL TRIM - REMOVAL).
(2) Remove the screw that secures the child tether
anchor (standard cab) or child tether (club/quad cab)
to the cab back panel (Fig. 7).
(3) Remove the child tether anchor (standard cab)
or child tether (club/quad cab) from the cab back
panel.
INSTALLATION
Standard cab models have two child tether anchors
secured near the top of the cab back panel. Club cab
and quad cab models have three child tethers
secured near the top of the cab back panel.
Fig. 7 Child Tether Anchor
1 - CHILD TETHER (CLUB/QUAD CAB) (3)
2 - SCREW (3)
3 - CHILD TETHER ANCHOR (STANDARD CAB) (2)
4 - SCREW (2)
8O - 10
RESTRAINTS
BR/BE
CHILD TETHER (Continued)
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the child tether anchor (standard cab)
or child tether (club/quad cab) onto the cab back
panel (Fig. 7).
(2) Install and tighten the screw that secures the
child tether anchor (standard cab) or child tether
(club/quad cab) onto the cab back panel. Tighten the
screw to 13.5 N·m (120 in. lbs.).
(3) Reinstall the trim onto the inside of the cab
back panel. (Refer to 23 - BODY/INTERIOR/REAR
CLOSURE PANEL TRIM - INSTALLATION).
CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two integral plastic latches onto the steering column lock
housing near the top of the steering column, behind
the steering wheel. The clockspring consists of a flat,
round molded plastic case with a stubby tail that
hangs below the steering column and contains a connector receptacle and a long pigtail wire with connector that face toward the instrument panel. Within
the plastic housing is a spool-like molded plastic
rotor with a large exposed hub. The upper surface of
the rotor hub has a large center hole, two large flats,
two auto-locking tabs, and three short pigtail wires
with connectors that face toward the steering wheel.
The lower surface of the rotor hub has two integral
turn signal cancelling cam lobes. Within the plastic
case and wound around the rotor spool is a long ribbon-like tape that consists of several thin copper wire
leads sandwiched between two thin plastic membranes. The outer end of the tape terminates at the
connector receptacle and pigtail wire that face the
instrument panel, while the inner end of the tape
terminates at the pigtail wires on the hub of the
clockspring rotor that face the steering wheel.
Service replacement clocksprings are shipped precentered and with a piece of tape covering the
engaged auto-locking tabs. The auto-locking tabs
secure the centered clockspring rotor to the clockspring case during shipment, but these tabs are automatically disengaged once the clockspring is installed
on the steering column. (Refer to 8 - ELECTRICAL/
RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING).
The clockspring cannot be repaired. If the clockspring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electrical continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches if the vehicle is so
equipped. The clockspring case is positioned and
secured to the upper steering column lock housing by
two integral plastic latches. The connector receptacle
on the tail of the fixed clockspring housing connect
the clockspring to the vehicle electrical system
through a take out with connector from the instrument panel wire harness. The lower clockspring pigtail on the tail of the clockspring housing connect the
clockspring driver airbag circuits to a separate take
out and connector of the instrument panel wire harness located near the lower instrument panel reinforcement, below the steering column. The
clockspring rotor is movable and is keyed to the hub
of the steering wheel by two large flats that are
molded into the rotor hub. The two lobes on the
lower surface of the clockspring rotor hub contact a
turn signal cancel actuator of the multi-function
switch to provide automatic turn signal cancellation.
The pigtail wires on the upper surface of the clockspring connect the clockspring to the horn switch, the
two speed control switches, and the remote radio
switches on vehicles that are so equipped.
Like the clockspring in a timepiece, the clockspring
tape has travel limits and can be damaged by being
wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
clockspring must be centered when it is installed on
the steering column. Centering the clockspring
indexes the clockspring spool to the movable steering
components so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components and must be re-centered following completion of the service or the tape
RESTRAINTS
BR/BE
8O - 11
CLOCKSPRING (Continued)
may be damaged. Service replacement clocksprings
are shipped pre-centered and with the auto-locking
tabs engaged. A piece of tape covers the auto-locking
tabs to discourage tampering. These auto-locking
tabs should not be disengaged until the clockspring
has been installed on the steering column. If this
shipping tape is removed or damaged, or if the autolocking tabs are disengaged before the clockspring is
installed on a steering column, the clockspring centering procedure must be performed. (Refer to 8 ELECTRICAL/RESTRAINTS/CLOCKSPRING
STANDARD PROCEDURE - CLOCKSPRING CENTERING).
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the clockspring from the steering column. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).
(3) Depress the two plastic clockspring auto-locking tabs (Fig. 8).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering components so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
from the centered position, without damaging the
clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change position relative to the other steering components. The
clockspring must then be re-centered following completion of such service or the clockspring tape may be
damaged. Service replacement clocksprings are
shipped pre-centered and with the auto-locking tabs
engaged (raised). These auto-locking tabs should not
be disengaged until the clockspring has been
installed on the steering column. If the auto-locking
tabs are disengaged before the clockspring is
installed on a steering column, the clockspring centering procedure must be performed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
Fig. 8 Clockspring Auto-Locking Tabs
1
2
3
4
5
- AIRBAG MODULE WIRE
- SPEED CONTROL WIRING
- HORN WIRE
- CLOCKSPRING ASSEMBLY
- AUTO-LOCKING TABS
(4) Keeping the auto-locking tabs depressed, rotate
the clockspring rotor clockwise to the end of its
travel. Do not apply excessive torque.
(5) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise,
then release the auto-locking tabs. The clockspring
pigtail wire for the horn switch should end up at the
top, and the pigtail wires for the airbag, optional
speed control switches, and optional remote radio
switches at the bottom. The clockspring is now centered.
(6) The front wheels should still be in the straightahead position. Reinstall the clockspring onto the
steering column. (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - INSTALLATION).
8O - 12
RESTRAINTS
BR/BE
CLOCKSPRING (Continued)
REMOVAL
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) If the vehicle is so equipped, disconnect the
clockspring pigtail wire connectors from the speed
control switches and the remote radio switches
located within the hub cavity of the steering wheel.
(4) Remove the nut that secures the steering wheel
armature to the steering column upper shaft, which
is located within the hub cavity of the steering wheel.
(5) Pull the steering wheel off of the steering column upper shaft spline using a steering wheel puller
(Special Tool C-3428-B).
(6) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(7) If the vehicle is so equipped, unscrew the lever
from the tilt steering column adjuster mechanism
located on the left side of the column just below the
multi-function switch control stalk. Turn the lever
counterclockwise to unscrew it from the adjuster.
(8) From below the steering column, remove the
two outboard screws that secure the upper shroud to
the lower outer shroud (Fig. 9).
(9) Press carefully inward on each side of the outer
shrouds to release the snap features and remove the
upper outer shroud from the lower outer shroud.
(10) From below the steering column, remove the
one center screw that secures the lower outer shroud
to the steering column housing.
Fig. 9 Steering Column Shrouds Remove/Install Typical
1
2
3
4
5
6
7
-
NUT
TILT LEVER
UPPER SHROUD
LOWER SHROUD
SCREWS
CLOCK SPRING
STEERING WHEEL
(11) Remove the lower outer shroud from the
steering column.
(12) From below the steering column, remove the
two screws that secure the lower inner shroud to the
steering column housing and the upper inner shroud.
(13) Press carefully inward on the gearshift lever
side of the inner shrouds to release the snap features
and remove the lower inner shroud from the steering
column.
(14) Disconnect the instrument panel wire harness
connector for the clockspring from the lower clockspring connector receptacle.
(15) Disconnect the lower clockspring pigtail wire
connector from the instrument panel wire harness,
located on the instrument panel lower reinforcement
below the steering column.
(16) Carefully disengage the plastic latches of the
clockspring assembly from the steering column lock
housing and remove the clockspring from the column.
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
(17) If the removed clockspring is to be reused,
secure the clockspring rotor to the clockspring case to
maintain clockspring centering until it is reinstalled
on the steering column. If clockspring centering is
BR/BE
RESTRAINTS
8O - 13
CLOCKSPRING (Continued)
not maintained, the clockspring must be centered
again before it is reinstalled. (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - STANDARD
PROCEDURE - CLOCKSPRING CENTERING).
INSTALLATION
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
If the clockspring is not properly centered in relation to the steering wheel, steering shaft and steering gear, it may be damaged. (Refer to 8 ELECTRICAL/RESTRAINTS/CLOCKSPRING
STANDARD PROCEDURE - CLOCKSPRING CENTERING). Service replacement clocksprings are
shipped pre-centered and with a piece of tape covering the engaged clockspring auto-locking tabs. This
tape should not be removed until the clockspring has
been installed on the steering column. If the tape is
removed before the clockspring is installed on a
steering column, the clockspring centering procedure
must be performed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
NOTE: Before starting this procedure, be certain
that the front wheels are still in the straight-ahead
position.
(1) Carefully slide the centered clockspring down
over the steering column upper shaft until the clockspring latches engage the steering column lock housing (Fig. 9).
(2) Reconnect the lower clockspring pigtail wire
connector to the instrument panel wire harness connector located near the instrument panel lower reinforcement, below the steering column. Be certain that
the pigtail wire locator clips are properly seated on
the outside of the wiring trough and that the connector latches are fully engaged.
(3) Reconnect the instrument panel wire harness
connector for the clockspring to the lower clockspring
connector receptacle.
(4) Position the lower inner shroud onto the steering column. Be certain to insert the gearshift lever
hider strip into the channel located on the inside surface of the shroud.
(5) Align the locking tabs on the gearshift lever
side of the upper inner shroud with the receptacles
on the lower inner shroud and apply hand pressure
to snap them together.
(6) From below the steering column, install and
tighten the two screws that secure the lower inner
shroud to the steering column housing and the upper
inner shroud. Tighten the screws to 2 N·m (18 in.
lbs.).
(7) Position the lower outer shroud onto the steering column. Be certain that the lower clockspring
pigtail wire is routed inside the shrouds.
(8) From below the steering column, install and
tighten the one center screw that secures the lower
outer shroud to the steering column housing. Tighten
the screw to 2 N·m (18 in. lbs.).
(9) Align the locking tabs on the upper outer
shroud with the receptacles on the lower outer
shroud and apply hand pressure to snap them
together.
(10) From below the steering column, install and
tighten the two outboard screws that secure the
lower outer shroud to the upper outer shroud.
Tighten the screws to 2 N·m (18 in. lbs.).
(11) If the vehicle is so equipped, reinstall the
lever into the tilt steering column adjuster on the left
side of the column. Turn the lever clockwise to screw
it into the adjuster.
(12) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(13) Reinstall the steering wheel onto the steering
column upper shaft. Be certain to index the flats on
the hub of the steering wheel with the formations on
the inside of the clockspring hub. Pull the upper
clockspring pigtail wires through the upper and
lower holes between the steering wheel back trim
cover and the steering wheel armature.
(14) Install and tighten the steering wheel mounting nut. Tighten the nut to 61 N·m (45 ft. lbs.). Be
certain not to pinch the pigtail wires between the
steering wheel and the nut.
(15) If the vehicle is so equipped, reconnect the
upper clockspring pigtail wire connectors to the
speed control switches and/or the remote radio
switches. Be certain that the upper clockspring pigtail wires are routed between the steering wheel back
trim cover and the steering wheel armature.
(16) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
8O - 14
RESTRAINTS
DRIVER AIRBAG
DESCRIPTION
The driver airbag protective trim cover is the most
visible part of the driver airbag. The airbag used in
this model is a Next Generation-type that complies
with revised federal airbag standards to deploy with
less force than those used in some prior models. The
driver airbag is located in the center of the steering
wheel, where it is secured with two screws to the
steering wheel armature. Concealed beneath the
driver airbag trim cover are the horn switch, the
folded airbag cushion, the airbag retainer or housing,
the airbag inflator, and the retainers that secure the
trim cover to the airbag housing. The resistive membrane-type horn switch is secured with heat stakes to
the inside surface of the airbag trim cover, between
the trim cover and the folded airbag cushion. The airbag inflator is a conventional pyrotechnic-type unit
that is secured with nuts to four studs on the back of
the stamped metal airbag housing.
The driver airbag trim cover has locking blocks
molded into the back side of it that engage a lip
formed around the perimeter of the airbag housing.
Two stamped metal retainers then fit over the inflator mounting studs on the back of the airbag housing
and tabs on the retainer are engaged in slots on the
inside of the trim cover, securely locking the cover
into place. One horn switch pigtail wire has an eyelet
terminal connector that is captured on the upper left
inflator mounting stud between the inflator and the
upper trim cover retainer. The connector insulator of
the other horn switch pigtail wire is routed between
the upper right inflator mounting stud and the inflator, where it is captured by a small plastic retainer
that is pushed onto the stud. The driver airbag cannot be repaired, and must be replaced if deployed or
in any way damaged. The driver airbag trim cover
and horn switch are available as a unit, and may be
disassembled from the driver airbag for service
replacement.
OPERATION
The driver airbag is deployed by an electrical signal generated by the Airbag Control Module (ACM)
through the driver airbag line 1 and line 2 (or squib)
circuits. When the ACM sends the proper electrical
signal to the airbag inflator, the electrical energy
generates enough heat to initiate a small pyrotechnic
charge which, in turn, ignites chemical pellets within
the inflator. Once ignited, these chemical pellets burn
rapidly and produce a large quantity of nitrogen gas.
The inflator is sealed to the back of the airbag housing and a diffuser in the inflator directs all of the
nitrogen gas into the airbag cushion, causing the
cushion to inflate. As the cushion inflates, the driver
BR/BE
airbag trim cover will split at predetermined breakout lines, then fold back out of the way along with
the horn switch. Following an airbag deployment, the
airbag cushion quickly deflates by venting the nitrogen gas towards the instrument panel through the
porous fabric material used on the steering wheel
side of the airbag cushion.
Some of the chemicals used to create the nitrogen
gas are considered hazardous in their solid state,
before they are burned, but they are securely sealed
within the airbag inflator. However, the nitrogen gas
that is produced when the chemicals are burned is
harmless. A small amount of residue from the burned
chemicals may cause some temporary discomfort if it
contacts the skin, eyes, or breathing passages. If skin
or eye irritation is noticed, rinse the affected area
with plenty of cool, clean water. If breathing passages are irritated, move to another area where there
is plenty of clean, fresh air to breath. If the irritation
is not alleviated by these actions, contact a physician.
REMOVAL
The following procedure is for replacement of a
faulty or damaged driver airbag. If the driver airbag
has been deployed, the clockspring and the steering
column assembly must also be replaced. (Refer to 8 ELECTRICAL/RESTRAINTS/CLOCKSPRING
REMOVAL) (Refer to 19 - STEERING/COLUMN REMOVAL).
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIRBAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG CUSHION AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
(1) Disconnect and isolate the battery negative
cable. If either of the airbags has not been deployed,
wait two minutes for the system capacitor to discharge before further service.
RESTRAINTS
BR/BE
8O - 15
DRIVER AIRBAG (Continued)
Fig. 10 Driver Airbag Remove/Install
1 - DRIVER SIDE AIRBAG MODULE
2 - HORN SWITCH FEED WIRE CONNECTOR
(2) From the underside of the steering wheel,
remove the two screws that secure the driver airbag
to the steering wheel armature (Fig. 10).
(3) Pull the driver airbag away from the steering
wheel far enough to access the two wire harness connectors at the back of the airbag.
(4) Disconnect the clockspring horn switch pigtail
wire connector from the horn switch feed pigtail wire
connector, which is located at the back of the driver
airbag.
CAUTION: Do not pull on the clockspring pigtail
wire to disengage the connector from the driver airbag inflator connector receptacle.
(5) The clockspring driver airbag pigtail wire connector is a tight snap-fit into the airbag inflator connector receptacle, which is located at the back of the
driver airbag. Firmly grasp and pull or gently pry on
the clockspring driver airbag wire harness connector
to disconnect it from the airbag inflator connector
receptacle.
(6) Remove the driver airbag from the steering
wheel.
(7) If the driver airbag has been deployed, the
clockspring and the steering column must be
replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/
3 - CLOCKSPRING WIRE HARNESS CONNECTOR
4 - SCREW (2)
CLOCKSPRING - REMOVAL) (Refer to 19 - STEERING/COLUMN - REMOVAL).
DISASSEMBLY
The horn switch is integral to the driver airbag
trim cover. If either component is faulty or damaged,
the entire driver airbag trim cover and horn switch
unit must be replaced.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
8O - 16
RESTRAINTS
BR/BE
DRIVER AIRBAG (Continued)
WARNING: THE HORN SWITCH IS INTEGRAL TO
THE DRIVER AIRBAG UNIT. SERVICE OF THIS UNIT
SHOULD
BE
PERFORMED
ONLY
BY
DAIMLERCHRYSLER-TRAINED AND AUTHORIZED
DEALER SERVICE TECHNICIANS. FAILURE TO
TAKE THE PROPER PRECAUTIONS OR TO FOLLOW THE PROPER PROCEDURES COULD RESULT
IN ACCIDENTAL, INCOMPLETE, OR IMPROPER AIRBAG DEPLOYMENT AND POSSIBLE OCCUPANT
INJURIES.
(1) Disconnect and isolate the battery negative
cable. If either of the airbags has not been deployed,
wait two minutes for the system capacitor to discharge before further service.
(2) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) Remove the plastic wire retainer that captures
the horn switch feed pigtail wire between the upper
left inflator stud and the inflator on the back of the
driver airbag housing (Fig. 11).
Fig. 12 Driver Airbag Trim Cover Retainers
1
2
3
4
5
6
7
- UPPER RETAINER
- AIRBAG HOUSING
- TRIM COVER
- NUT (4)
- LOWER RETAINER
- INFLATOR
- STUDS
Fig. 11 Driver Airbag Trim Cover Retainer Nuts
Remove/Install
1
2
3
4
-
HORN SWITCH FEED WIRE
HORN SWITCH GROUND WIRE
NUTS
WIRE RETAINER
(4) Remove the four nuts that secure the upper
and lower trim cover retainers to the studs on the
back of the driver airbag housing
(5) Remove the upper and lower trim cover retainers from the airbag housing studs (Fig. 12).
(6) Remove the horn switch ground pigtail wire
eyelet terminal from the upper right airbag housing
stud.
(7) Disengage the six trim cover locking blocks
from the lip around the outside edge of the driver
airbag housing and remove the housing from the
cover (Fig. 13).
Fig. 13 Driver Airbag Trim Cover Remove/Install
1
2
3
4
-
RETAINER SLOTS
RETAINER SLOTS
HORN SWITCH
LOCKING BLOCKS
ASSEMBLY
The horn switch is integral to the driver airbag
trim cover. If either component is faulty or damaged,
RESTRAINTS
BR/BE
8O - 17
DRIVER AIRBAG (Continued)
the entire driver airbag trim cover and horn switch
unit must be replaced.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: THE HORN SWITCH IS INTEGRAL TO
THE DRIVER AIRBAG UNIT. SERVICE OF THIS UNIT
SHOULD
BE
PERFORMED
ONLY
BY
DAIMLERCHRYSLER-TRAINED AND AUTHORIZED
DEALER SERVICE TECHNICIANS. FAILURE TO
TAKE THE PROPER PRECAUTIONS OR TO FOLLOW THE PROPER PROCEDURES COULD RESULT
IN ACCIDENTAL, INCOMPLETE, OR IMPROPER AIRBAG DEPLOYMENT AND POSSIBLE OCCUPANT
INJURIES.
WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE DRIVER
AIRBAG, OR BECOMING ENTRAPPED BETWEEN
THE DRIVER AIRBAG CUSHION AND THE DRIVER
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
WARNING: THE DRIVER AIRBAG TRIM COVER
MUST NEVER BE PAINTED. REPLACEMENT TRIM
COVERS ARE SERVICED IN THE ORIGINAL COLORS. PAINT MAY CHANGE THE WAY IN WHICH THE
MATERIAL OF THE TRIM COVER RESPONDS TO AN
AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
THIS WARNING COULD RESULT IN OCCUPANT
INJURIES UPON AIRBAG DEPLOYMENT.
(1) Carefully position the driver airbag in the trim
cover. Be certain that the horn switch feed and
ground pigtail wires are not pinched between the airbag housing and the trim cover locking blocks.
(2) Engage the upper and lower trim cover locking
blocks with the lip of the driver airbag housing, then
engage the locking blocks on each side of the trim
cover with the lip of the housing. Be certain that
each of the locking blocks is fully engaged on the lip
of the airbag housing (Fig. 14).
Fig. 14 Driver Airbag Trim Cover Locking Blocks
Engaged
1
2
3
4
5
- LIP
- TRIM COVER
- HORN SWITCH
- AIRBAG HOUSING
- LOCKING BLOCK
(3) Reinstall the horn switch ground pigtail wire
eyelet terminal over the left upper airbag housing
stud.
(4) Reinstall the upper and lower airbag trim cover
retainers over the airbag housing studs. Be certain
that the tabs on the retainers are engaged in the
retainer slots of the trim cover locking blocks (Fig.
13).
(5) Install and tighten the nuts that secure the
trim cover retainers to the airbag housing studs.
Tighten the nuts to 10 N·m (90 in. lbs.).
(6) Route the horn switch feed pigtail wire
between the inflator housing and the right upper airbag housing stud.
(7) Reinstall the plastic wire retainer onto the
right upper airbag housing stud to capture horn
switch feed pigtail wire.
(8) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
INSTALLATION
The following procedure is for replacement of a
faulty or damaged driver airbag. If the driver airbag
has been deployed, the clockspring and the steering
column assembly must also be replaced. (Refer to 8 -
8O - 18
RESTRAINTS
BR/BE
DRIVER AIRBAG (Continued)
ELECTRICAL/RESTRAINTS/CLOCKSPRING
REMOVAL) and (Refer to 19 - STEERING/COLUMN
- REMOVAL).
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE DRIVER
AIRBAG, OR BECOMING ENTRAPPED BETWEEN
THE DRIVER AIRBAG CUSHION AND THE DRIVER
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
WARNING: THE DRIVER AIRBAG TRIM COVER
MUST NEVER BE PAINTED. REPLACEMENT TRIM
COVERS ARE SERVICED IN THE ORIGINAL COLORS. PAINT MAY CHANGE THE WAY IN WHICH THE
MATERIAL OF THE TRIM COVER RESPONDS TO AN
AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
THIS WARNING COULD RESULT IN OCCUPANT
INJURIES UPON AIRBAG DEPLOYMENT.
(1) Assemble the driver airbag trim cover onto the
airbag housing. (Refer to 8 - ELECTRICAL/RESTRAINTS/DRIVER AIRBAG - ASSEMBLY).
(2) When installing the driver airbag, reconnect
the clockspring driver airbag pigtail wire harness
connector to the airbag inflator connector receptacle
by pressing straight in on the connector (Fig. 10). You
can be certain that the connector is fully engaged by
listening carefully for a distinct, audible click as the
connector snaps into place.
(3) Reconnect the clockspring horn switch pigtail
wire harness connector to the horn switch feed pigtail wire connector, which is located on the back of
the driver airbag.
(4) Carefully position the driver airbag in the
steering wheel. Be certain that the clockspring pigtail wires in the steering wheel hub area are not
pinched between the driver airbag and the steering
wheel.
(5) From the underside of the steering wheel,
install and tighten the two screws that secure the
driver airbag to the steering wheel armature.
Tighten the screws to 10.2 N·m (90 in. lbs.).
(6) Do not reconnect the battery negative cable at
this time. The airbag system verification test procedure should be performed following service of any
airbag system component. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE VERIFICATION TEST).
FRONT SEAT BELT &
RETRACTOR
REMOVAL
REMOVAL - STANDARD CAB
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Move the front seats to their most forward
position for easiest access to the front shoulder belt
lower seat belt anchor plate, the retractor, and the
B-pillar.
(2) Remove the screw that secures the lower seat
belt anchor plate to the floor panel near the base of
the B-pillar.
(3) Unsnap and lift the front shoulder belt turning
loop cover to access the screw that secures the turning loop to the height adjuster (Fig. 15).
(4) Remove the screw that secures the shoulder
belt turning loop to the height adjuster.
(5) Remove the shoulder belt turning loop from the
height adjuster.
(6) Remove the trim from the B-pillar. (Refer to 23
- BODY/INTERIOR/B-PILLAR TRIM - REMOVAL).
(7) Disengage the front seat shoulder belt turning
loop and lower seat belt anchor plate from the B-pillar trim.
RESTRAINTS
BR/BE
8O - 19
FRONT SEAT BELT & RETRACTOR (Continued)
(5) Remove the front shoulder belt and retractor
from the seat back frame.
Fig. 15 Front Shoulder Belt - Standard Cab
1 - TURNING LOOP COVER
2 - SHOULDER BELT ASSEMBLY
(8) Remove the screw that secures the retractor to
the B-pillar.
(9) Remove the front shoulder belt and retractor
from the B-pillar.
REMOVAL - CLUB/QUAD CAB
The front seat shoulder belt and retractor are integral to the driver and passenger front seat backs on
club cab and quad cab models.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Remove the trim cover from the front seat back
frame. (Refer to 23 - BODY/SEATS/SEAT BACK
COVER - REMOVAL).
(2) Remove the screws that secure the retractor
cover to the seat back frame.
(3) Remove the retractor cover from the seat back
frame.
(4) Remove the two screws that secure the seat
belt retractor to the seat back frame (Fig. 16).
Fig. 16 Seat Belt Retractor
1 - RETRACTOR SCREWS
2 - SEAT BACK FRAME
INSTALLATION
INSTALLATION - STANDARD CAB
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the retractor onto the B-pillar (Fig.
15).
(2) Install and tighten the screw that secures the
retractor to the B-pillar. Tighten the screw to 40 N·m
(29 ft. lbs.).
(3) Engage the front seat shoulder belt turning
loop and lower seat belt anchor plate with the B-pillar trim.
(4) Reinstall the trim onto the B-pillar. (Refer to
23 - BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION).
(5) Position the shoulder belt turning loop onto the
height adjuster.
8O - 20
RESTRAINTS
BR/BE
FRONT SEAT BELT & RETRACTOR (Continued)
(6) Install and tighten the screw that secures the
shoulder belt turning loop to the height adjuster.
Tighten the screw to 30 N·m (22 ft. lbs.).
(7) Fold and snap the cover over the front shoulder
belt turning loop to conceal the screw that secures
the turning loop to the height adjuster.
(8) Install and tighten the screw that secures the
lower seat belt anchor plate to the floor panel near
the base of the B-pillar. Tighten the screw to 40 N·m
(29 ft. lbs.).
INSTALLATION - CLUB/QUAD CAB
The front seat shoulder belt and retractor are integral to the driver and passenger front seat backs on
club cab and quad cab models.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the front shoulder belt and retractor
onto the seat back frame.
(2) Install and tighten the two screws that secure
the seat belt retractor to the seat back frame (Fig.
16). Tighten the screws to 16 N·m (12 ft. lbs.).
(3) Position the retractor cover onto the seat back
frame.
(4) Install and tighten the screws that secure the
retractor cover to the seat back frame. Tighten the
screws to 2 N·m (17 in. lbs.).
(5) Reinstall the trim cover onto the front seat
back frame. (Refer to 23 - BODY/SEATS/SEAT BACK
COVER - INSTALLATION).
FRONT SEAT BELT BUCKLE
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Move the front seat to its most forward position
for easiest access to the front seat belt buckle
anchors.
(2) Tilt both front seat backs forward far enough to
access the seat belt buckle anchor screws.
(3) On the driver’s side only, disconnect the body
wire harness connector for the seat belt switch from
the seat belt switch pigtail wire connector on the seat
belt buckle.
(4) Remove the screw that secures the seat belt
buckle to the anchor on the seat cushion frame.
(5) Remove the front seat belt buckle from the seat
cushion frame.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the front seat belt buckle onto the seat
cushion frame.
(2) On the driver’s side only, reconnect the body
wire harness connector for the seat belt switch to the
seat belt switch pigtail wire connector on the seat
belt buckle.
(3) Install and tighten the screw that secures the
seat belt buckle to the anchor on the seat cushion
frame. Tighten the screw to 40 N·m (29 ft. lbs.).
RESTRAINTS
BR/BE
PASSENGER AIRBAG
DESCRIPTION
The rearward facing surface of the passenger airbag door above the glove box is the most visible part
of the passenger airbag. The airbag used in this
model is a Next Generation-type that complies with
revised federal airbag standards to deploy with less
force than those used in some prior models. The passenger airbag is located in the instrument panel in
front of the front seat passenger seating position,
where it is secured to the instrument panel. Concealed beneath the passenger airbag door are the
folded airbag cushion, the airbag retainer or housing,
and the airbag inflator. The airbag inflator is a
hybrid-type unit that is secured to and sealed within
the stamped steel airbag housing along with the
folded airbag cushion. The airbag housing stamping
also includes the two mounting brackets, one front
and one rear. The front bracket is secured beneath
the instrument panel top cover with screws to the
instrument panel structural support. The rear
bracket is secured with screws to the upper glove box
opening reinforcement. A yellow connector on the end
of a short, two-wire pigtail harness connects the passenger airbag inflator to the vehicle electrical system.
The molded plastic passenger airbag door has predetermined breakout lines concealed beneath its decorative cover. The lower edge of the passenger airbag
door is secured to the airbag housing, and includes
the two passenger side panel outlets. The sides and
upper edges are secured to the instrument panel top
cover with five molded tabs that are each fit with a
small metal retainer. The five retainers are snapped
into five slotted receptacles located around the sides
and top of the airbag door opening in the instrument
panel top cover. Following a passenger airbag deployment, the passenger airbag and airbag door unit
must be replaced. The passenger airbag cannot be
repaired, and must be replaced if faulty or in any
way damaged. The passenger airbag door is serviced
only as a unit with the passenger airbag, and
includes the two passenger side heating and air conditioning panel outlet housings and barrels.
OPERATION
The passenger airbag is deployed by an electrical
signal generated by the Airbag Control Module
(ACM) through the passenger airbag line 1 and line 2
(or squib) circuits. The hybrid-type inflator assembly
includes a small canister of highly compressed argon
gas. When the ACM sends the proper electrical signal
to the airbag inflator, the electrical energy generates
enough heat to ignite chemical pellets within the
inflator. Once ignited, these chemical pellets burn
rapidly and produce the pressure necessary to rup-
8O - 21
ture a containment disk in the argon gas canister.
The inflator and argon gas canister are sealed to the
airbag cushion so that all of the released argon gas is
directed into the airbag cushion, causing the cushion
to inflate. As the cushion inflates, the passenger airbag door will split at the breakout lines and the door
will pivot out of the way. Following an airbag deployment, the airbag cushion quickly deflates by venting
the argon gas through the porous fabric material
used on each end panel of the airbag cushion.
Some of the chemicals used to create the pressure
to burst the argon gas containment disk are considered hazardous in their solid state, before they are
burned, but they are securely sealed within the airbag inflator. However, the gas that is produced when
the chemicals are burned is harmless. A small
amount of residue from the burned chemicals may
cause some temporary discomfort if it contacts the
skin, eyes, or breathing passages. If skin or eye irritation is noticed, rinse the affected area with plenty
of cool, clean water. If breathing passages are irritated, move to another area where there is plenty of
clean, fresh air to breath. If the irritation is not alleviated by these actions, contact a physician immediately.
REMOVAL
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIRBAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG UNIT AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
(1) Disconnect and isolate the battery negative
cable. If either of the airbags has not been deployed,
wait two minutes for the system capacitor to discharge before further service.
8O - 22
RESTRAINTS
BR/BE
PASSENGER AIRBAG (Continued)
(2) Remove the glove box from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(3) Remove the glove box opening upper trim from
the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX OPENING UPPER
TRIM - REMOVAL).
(4) Remove the four screws that secure the two
plastic support brackets for the passenger airbag
door panel outlet housing to the glove box opening
upper reinforcement.
(5) Reach through and above the glove box opening
to access and disconnect the passenger airbag pigtail
wire connector from the instrument panel wire harness (Fig. 17).
Fig. 18 Passenger Airbag Remove/Install
1
2
3
4
-
PASSENGER SIDE AIRBAG MODULE REAR BRACKET
GLOVE BOX LATCH STRIKER
FRONT BRACKET
SCREWS
Fig. 17 Passenger Airbag Connector
1 - PASSENGER SIDE AIRBAG MODULE
2 - WIRE HARNESS CONNECTOR
3 - GLOVE BOX OPENING
(6) Remove the two screws that secure the passenger airbag front bracket to the instrument panel
structural support (Fig. 18).
(7) Remove the three screws that secure the passenger airbag rear bracket to the glove box opening
upper reinforcement.
(8) Using a trim stick or another suitable wide
flat-bladed tool and starting at the lower left edge,
gently pry the passenger airbag door away from the
instrument panel far enough to disengage the five
molded tabs and snap retainers securing it to the
receptacles in the instrument panel top cover (Fig.
19).
(9) Remove the passenger airbag, the airbag door,
and the panel outlet housing and barrel assemblies
from the instrument panel as a unit.
Fig. 19 Passenger Airbag Door Disengage
1 - INSTRUMENT PANEL TOP COVER
2 - PRY HERE
3 - PASSENGER SIDE AIRBAG DOOR
RESTRAINTS
BR/BE
8O - 23
PASSENGER AIRBAG (Continued)
INSTALLATION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIRBAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG UNIT AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE PASSENGER AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE PASSENGER AIRBAG CUSHION
AND THE PASSENGER AIRBAG DOOR. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN
OCCUPANT INJURIES UPON AIRBAG DEPLOYMENT.
WARNING: THE PASSENGER AIRBAG DOOR MUST
NEVER BE PAINTED. REPLACEMENT PASSENGER
AIRBAG DOORS ARE SERVICED IN THE ORIGINAL
COLORS. PAINT MAY CHANGE THE WAY IN WHICH
THE MATERIAL OF THE AIRBAG DOOR RESPONDS
TO AN AIRBAG DEPLOYMENT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN
OCCUPANT INJURIES UPON AIRBAG DEPLOYMENT.
(1) Carefully inspect the five receptacle slots
around the top and sides of the passenger airbag
door opening of the instrument panel top cover.
Remove any of the small metal airbag door snap
retainers that did not remain on the molded airbag
door tabs during the removal procedure.
(2) If the removed passenger airbag module is
being reinstalled, install the metal snap retainers
recovered in Step 1onto the proper airbag door tabs.
Each of the five molded airbag door tabs must have a
snap retainer on it before it is installed in the instru-
ment panel. New replacement passenger airbags
come with new airbag door snap retainers installed.
(3) Carefully position the passenger airbag onto
the instrument panel.
(4) Align the five tabs and retainers on the upper
edge and sides of the passenger airbag door with the
receptacles in the instrument panel top cover.
(5) Using hand pressure, press firmly on the passenger airbag door over each of the tab and retainer
locations until each of them is fully engaged in its
receptacle. Be certain that each of the metal snap
retainers is in position on the airbag door tabs.
(6) Install and tighten the five screws that secure
the passenger airbag front and rear mounting brackets to the instrument panel (Fig. 18). Tighten the
screws to 9 N·m (80 in. lbs.).
(7) Install and tighten the four screws that secure
the two plastic support brackets of the passenger airbag door panel outlet housing to the glove box opening upper reinforcement. Tighten the screws to 2.2
N·m (20 in. lbs.).
(8) Reach through and above the glove box opening
to access and reconnect the passenger airbag pigtail
wire connector to the instrument panel wire harness
connector (Fig. 17). Be certain that the passenger airbag pigtail wire connector is fully engaged with and
latched to the instrument panel wire harness connector.
(9) Reinstall the glove box opening upper trim onto
the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX OPENING UPPER
TRIM - INSTALLATION).
(10) Reinstall the glove box onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - INSTALLATION).
(11) Do not reconnect the battery negative cable at
this time. The airbag system verification test procedure should be performed following service of any
airbag system component. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE VERIFICATION TEST).
PASSENGER AIRBAG ON/OFF
SWITCH
DESCRIPTION
The passenger airbag on-off switch is standard
equipment on this model when it is not equipped
with a full size rear seat. This switch is a single pole,
single throw switch with a single integral red LightEmitting Diode (LED), and a non-coded key cylindertype actuator. The switch is located in the upper
right corner of instrument panel cluster bezel, near
the center of instrument panel to make the Off indicator visible to all front seat occupants. When the
8O - 24
RESTRAINTS
BR/BE
PASSENGER AIRBAG ON/OFF SWITCH (Continued)
switch is in its installed position, the only components visible through the dedicated opening of the
cluster bezel are the switch face plate and nomenclature, the key cylinder actuator, and a small round
lens with the text 9Off9 imprinted on it. The “On”
position of the switch is designated by text imprinted
upon the face plate of the switch, but is not illuminated. The remainder of the switch is concealed
behind the switch face plate and the instrument
panel cluster bezel.
The passenger airbag on-off switch housing is constructed of molded plastic and has three integral
mounting tabs. These mounting tabs are used to
secure the switch to the back of the molded plastic
switch face plate with three small screws. The
molded plastic face plate also has three integral
mounting tabs that are used to secure the switch and
face plate unit to the instrument panel carrier with
three additional screws. Two short pigtail wires with
molded plastic connector insulators exit the back of
the switch housing and connect the switch to the
vehicle electrical system through two dedicated take
outs of the instrument panel wire harness. The harness take outs are equipped with molded plastic connector insulators that are keyed and latched to
ensure proper and secure switch electrical connections. The passenger airbag on/off switch cannot be
adjusted or repaired and, if faulty or damaged, the
switch must be replaced.
OPERATION
The passenger airbag on/off switch allows the customer to turn the passenger airbag function On or
Off to accommodate certain uses of the right front
seating position where airbag protection may not be
desired. See the owner’s manual in the vehicle glove
box for specific recommendations on when to enable
or disable the passenger airbag. The Off indicator of
the switch will be illuminated whenever the switch is
turned to the Off position. The ignition key is the
only key or object that should ever be inserted into
the switch. The on/off switch requires only a partial
key insertion to fully depress a spring-loaded locking
plunger. The spring-loaded locking plunger prevents
the user from leaving the key in the switch. The key
will be automatically ejected when force is not
applied. To actuate the passenger side airbag on/off
switch, insert the ignition key into the switch key
actuator far enough to fully depress the plunger and
rotate to the desired switch position. When the
switch key actuator is rotated to its clockwise stop
(the key actuator slot will be aligned with the Off
indicator lamp), the Off indicator is illuminated and
the passenger airbag is disabled. When the switch is
rotated to its counterclockwise stop (the key actuator
slot will be in a vertical position), the Off indicator
will be extinguished and the passenger airbag is
enabled.
The passenger airbag on/off switch is connected in
series between the Airbag Control Module (ACM) and
the passenger airbag inflator unit. When the switch
is in the On position, the switch connects the ACM
directly to the passenger airbag inflator. When the
switch is in the Off position it interrupts the inflator
circuits, but replaces the normal resistance in these
circuits with an internal resistor. Thus, the ACM is
unable to distinguish the mode of the switch and still
sends an electrical signal as though it were deploying
the passenger airbag when it detects a sufficient
impact. However, the switch position should not be
changed while the ignition switch is in the On position, as the ACM may detect a fault, record a Diagnostic Trouble Code (DTC), and illuminate the Airbag
indicator in response to a momentary open it senses
in the passenger airbag inflator circuits as the on/off
switch changes states.
REMOVAL
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable. If either of the airbags has not been deployed,
wait two minutes for the system capacitor to discharge before further service.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the glove box from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(4) Reach through the glove box opening to access
and disconnect the two passenger airbag on/off
switch pigtail wire harness connectors from the
instrument panel wire harness connectors. These
connectors are retained on a bracket located on the
inboard glove box opening reinforcement (Fig. 20).
(5) Remove the three screws that secure the passenger airbag on/off switch face plate to the instrument panel (Fig. 21).
RESTRAINTS
BR/BE
8O - 25
PASSENGER AIRBAG ON/OFF SWITCH (Continued)
Fig. 22 Passenger Airbag On/Off Switch Face Plate
Remove/Install
1 - PASSENGER SIDE AIRBAG ON/OFF SWITCH
2 - SCREW (3)
3 - SWITCH BEZEL
Fig. 20 Passenger Airbag On/Off Switch Connectors
1 - PASSENGER SIDE AIRBAG ON/OFF SWITCH WIRE
HARNESS CONNECTORS
2 - INSTRUMENT PANEL WIRE HARNESS CONNECTORS
3 - BRACKET
4 - REINFORCEMENT
Fig. 21 Passenger Airbag On/Off Switch Remove/
Install
1 - SCREWS (3)
2 - PASSENGER AIRBAG ON/OFF SWITCH BEZEL
(6) Remove the passenger airbag on/off switch and
face plate from the instrument panel as a unit.
(7) Remove the three screws that secure the passenger airbag on/off switch to the back of the switch
face plate (Fig. 22).
(8) Remove the passenger airbag on/off switch
from the face plate.
INSTALLATION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
(1) Position the passenger airbag on/off switch to
the back of the face plate (Fig. 22).
(2) Install and tighten the three screws that secure
the passenger airbag on/off switch to the face plate.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(3) Route the passenger airbag on/off switch pigtail
wires through the switch opening of the instrument
panel.
(4) Reach through the glove box opening to access
and reconnect the two passenger airbag on/off switch
pigtail wire connectors to the instrument panel wire
harness connectors. These connectors are retained on
a bracket located on the inboard glove box opening
reinforcement (Fig. 20). Be certain that both connectors are fully engaged and latched.
8O - 26
RESTRAINTS
BR/BE
PASSENGER AIRBAG ON/OFF SWITCH (Continued)
(5) Position the passenger airbag on/off switch and
face plate unit to the opening in the instrument
panel (Fig. 21).
(6) Install and tighten the three screws that secure
the passenger airbag on/off switch face plate to the
instrument panel. Tighten the screws to 2.2 N·m (20
in. lbs.).
(7) Reinstall the glove box onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - INSTALLATION).
(8) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(9) Do not reconnect the battery negative cable at
this time. The airbag system verification test procedure should be performed following service of any
airbag system component. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE VERIFICATION TEST).
REAR SEAT BELT &
RETRACTOR
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Remove the rear seat from the passenger compartment. (Refer to 23 - BODY/SEATS/REAR SEAT REMOVAL).
(2) Remove the trim cover from the door sill.
(Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM REMOVAL).
(3) Remove the screw that secures the lower seat
belt anchor plate to the quarter inner panel near the
base of the C-pillar (Fig. 23).
(4) Unsnap and lift the rear shoulder belt turning
loop cover to access the screw that secures the turning loop to the quarter inner panel near the top of
the C-pillar.
Fig. 23 Rear Seat Belt & Retractor - Typical
1 - TURNING LOOP
2 - REAR SEAT BELT AND RETRACTOR
3 - QUARTER TRIM PANEL
(5) Remove the screw that secures the shoulder
belt turning loop to the quarter inner panel.
(6) Remove the trim from the quarter inner panel.
(Refer to 23 - BODY/INTERIOR/QUARTER TRIM
PANEL - REMOVAL).
(7) Disengage the rear seat shoulder belt turning
loop and lower seat belt anchor plate from the quarter trim panel.
(8) Remove the screw that secures the retractor to
the quarter inner panel near the C-pillar.
(9) Remove the rear shoulder belt and retractor
from the quarter inner panel.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the rear shoulder belt retractor onto
the quarter inner panel (Fig. 23).
RESTRAINTS
BR/BE
8O - 27
REAR SEAT BELT & RETRACTOR (Continued)
(2) Install and tighten the screw that secures the
retractor to the quarter inner panel. Tighten the
screw to 40 N·m (29 ft. lbs.).
(3) Engage the rear seat shoulder belt turning loop
and lower seat belt anchor plate with the quarter
trim panel.
(4) Reinstall the trim onto the quarter inner panel.
(Refer to 23 - BODY/INTERIOR/QUARTER TRIM
PANEL - INSTALLATION).
(5) Position the shoulder belt turning loop onto the
quarter inner panel near the top of the C-pillar.
(6) Install and tighten the screw that secures the
shoulder belt turning loop to the quarter inner panel.
Tighten the screw to 40 N·m (29 ft. lbs.).
(7) Fold and snap the cover over the rear shoulder
belt turning loop to conceal the screw that secures
the turning loop to the quarter inner panel.
(8) Position the lower seat belt anchor plate onto
the quarter inner panel near the base of the C-pillar.
(9) Install and tighten the screw that secures the
lower seat belt anchor plate to the quarter inner
panel near the base of the C-pillar. Tighten the screw
to 40 N·m (29 ft. lbs.).
(10) Reinstall the trim cover onto the door sill.
(Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM INSTALLATION).
(11) Reinstall the rear seat into the passenger
compartment. (Refer to 23 - BODY/SEATS/REAR
SEAT - INSTALLATION).
REAR SEAT BELT BUCKLE
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Disengage the rear seat latch by pulling the
release handle on the underside of the rear seat
cushion.
(2) Fold the rear seat unit up and back against the
cab back panel (stowed position) for access to the
rear seat belt buckle anchors.
(3) Reach through the opening between the rear
seat back and the floor panel to access and remove
the nut that secures the rear seat belt buckle/buckle
unit (right side) or lap belt/buckle unit (left side)
anchor plate to the stud on the rear floor panel (Fig.
24).
Fig. 24 Rear Seat Belt Buckle Remove/Install
1
2
3
4
-
CAB BACK PANEL
REAR FLOOR PANEL
REAR SEAT BUCKLE/BUCKLE UNIT
REAR SEAT LAP BELT/BUCKLE UNIT
(4) Remove the rear seat belt buckle/buckle unit
(right side) or lap belt/buckle unit (left side) from the
rear floor panel.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
8O - 28
RESTRAINTS
BR/BE
REAR SEAT BELT BUCKLE (Continued)
(1) Reach through the opening between the rear
seat back and the floor panel to position the rear seat
belt buckle/buckle unit (right side) or lap belt/buckle
unit (left side) onto the stud on the rear floor panel
(Fig. 24).
(2) Install and tighten the nut that secures the
rear seat belt buckle/buckle unit (right side) or lap
belt/buckle unit (left side) anchor plate to the stud on
the rear floor panel. Tighten the nut to 40 N·m (29 ft.
lbs.).
(3) Route the lap belt and buckles between the
rear seat back and rear seat cushion.
(4) Disengage the rear seat from its stowed position by pulling the release handle on the underside of
the rear seat cushion.
(5) Fold the rear seat cushion down toward the
rear floor panel until the unit is latched in its open
position.
SEAT BELT SWITCH
DESCRIPTION
The seat belt switch is a small, normally closed,
single pole, single throw, leaf contact, momentary
switch. Only one seat belt switch is installed in the
vehicle, and it is integral to the buckle of the driver
seat belt buckle-half, located near the inboard side of
the driver side front seating position. The seat belt
switch is connected to the vehicle electrical system
through a two-wire pigtail wire and connector on the
seat belt buckle-half, which is connected to a wire
harness connector and take out of the body wire harness.
The seat belt switch cannot be adjusted or repaired
and, if faulty or damaged, the entire driver seat belt
buckle-half unit must be replaced.
OPERATION
The seat belt switch is designed to control a path
to ground for the seat belt switch sense input of the
Electro-Mechanical Instrument Cluster (EMIC).
When the driver side seat belt tip-half is inserted in
the seat belt buckle, the switch opens the path to
ground; and, when the driver side seat belt tip-half is
removed from the seat belt buckle, the switch closes
the ground path. The switch is actuated by the latch
mechanism within the seat belt buckle. The EMIC
monitors the driver seat belt switch status, then controls the seatbelt indicator and sends hard wired
chime requests to the Central Timer Module (CTM)
based upon that input.
The seat belt switch receives ground through its
pigtail wire connection to the body wire harness from
another take out of the body wire harness. An eyelet
terminal connector on that ground take out is
secured under a nut to a ground stud on the left
lower B-pillar (standard cab models) or the left lower
cowl side inner panel (club cab and quad cab models).
The seat belt switch is connected in series between
ground and the seat belt switch sense input of the
EMIC.
DIAGNOSIS AND TESTING - SEAT BELT
SWITCH
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the seat belt switch from the seat belt switch pigtail
wire connector located near the floor panel under the
driver side front seat cushion. Check for continuity
between the seat belt switch sense circuit and the
ground circuit cavities in the seat belt switch pigtail
wire connector. There should be continuity with the
driver side seat belt tip-half and buckle-half unfastened, and no continuity with tip-half and buckle-half
fastened. If OK, go to Step 2. If not OK, replace the
faulty driver side seat belt buckle-half unit.
(2) Check for continuity between the ground circuit cavity in the body wire harness connector for the
seat belt switch and a good ground. There should be
continuity. If OK, go to Step 3. If not OK, repair the
open ground circuit to ground (G301 - standard cab,
or G300 - club/quad cab) as required.
(3) Remove the instrument cluster from the instrument panel. Check for continuity between the seat
belt switch sense circuit cavity in the instrument
panel wire harness connector (Connector C2) for the
instrument cluster and a good ground. There should
be no continuity. If OK, go to Step 4. If not OK,
repair the shorted seat belt switch sense circuit
RESTRAINTS
BR/BE
8O - 29
SEAT BELT SWITCH (Continued)
between the seat belt switch and the instrument
cluster as required.
(4) Check for continuity between the seat belt
switch sense circuit cavities in the body wire harness
connector for the seat belt switch and the instrument
panel wire harness connector (Connector C2) for the
instrument cluster. There should be continuity. If
OK, proceed to the diagnosis for the instrument cluster. (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If not OK,
repair the open seat belt switch sense circuit between
the seat belt switch and the instrument cluster as
required.
SEAT BELT TURNING LOOP
ADJUSTER
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Remove the knob from the lever of the seat belt
turning loop adjuster. (Refer to 8 - ELECTRICAL/RESTRAINTS/TURNING LOOP HEIGHT ADJUSTER
KNOB - REMOVAL).
(2) Remove the screw that secures the shoulder
belt turning loop to the height adjuster.
(3) Remove the trim from the B-pillar. (Refer to 23
- BODY/INTERIOR/B-PILLAR TRIM - REMOVAL).
(4) Remove the screw that secures the upper end
of the height adjuster to the B-pillar.
(5) Pull the upper end of the height adjuster away
from the B-pillar far enough to disengage the hooks
on the lower end of the adjuster from the slots in the
pillar.
(6) Remove the adjuster from the B-pillar.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the height adjuster to the B-pillar
with the hook formations oriented toward the lower
end of the adjuster.
(2) Engage the hooks on the lower end of the
adjuster into the slots in the B-pillar.
(3) Tilt the upper end of the height adjuster up
into position against the B-pillar.
(4) Install and tighten the screw that secures the
upper end of the height adjuster to the B-pillar.
Tighten the screw to 41 N·m (30 ft. lbs.).
(5) Reinstall the trim onto the B-pillar. (Refer to
23 - BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION).
(6) Install and tighten the anchor screw that
secures the seat belt turning loop to the adjuster.
Tighten the screw to 30 N·m (22 ft. lbs.).
(7) Reinstall the knob onto the lever of the seat
belt turning loop adjuster. (Refer to 8 - ELECTRICAL/RESTRAINTS/TURNING
LOOP
HEIGHT
ADJUSTER KNOB - INSTALLATION).
8O - 30
RESTRAINTS
BR/BE
TURNING LOOP HGT
ADJUSTER KNOB
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Unsnap and lift the seat belt turning loop cover
to expose the anchor screw that secures the turning
loop to the height adjuster.
(2) Using the head of the turning loop anchor
screw as a fulcrum, carefully pry the knob from the
height adjuster lever with a suitable trim tool (Fig.
25).
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
Fig. 25 Turning Loop Height Adjuster Knob
Removal - Typical
1
2
3
4
- KNOB
- ADJUSTER LEVER
- SEAT BELT TURNING LOOP
- TRIM TOOL (SNAP-ON A179A)
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Fold and snap the seat belt turning loop cover
back into place over the anchor screw that secures
the turning loop to the adjuster.
(2) Position the height adjuster knob to the seat
belt turning loop height adjuster lever.
(3) Using hand pressure, push the knob firmly and
evenly onto the lever until it is fully engaged.
SPEED CONTROL
BR/BE
8P - 1
SPEED CONTROL
TABLE OF CONTENTS
page
SPEED CONTROL
DESCRIPTION
DESCRIPTION - SPEED CONTROL SYSTEM
DESCRIPTION - VEHICLE SPEED INPUT . .
OPERATION - SPEED CONTROL SYSTEM
..
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM
SUPPLY TEST . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - ROAD TEST . .
SPECIFICATIONS
TORQUE - SPEED CONTROL SYSTEM
...
CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - GAS ENGINES . . . . . . . . . . . . .
REMOVAL - DIESEL WITH AUTO. TRANS.
.
INSTALLATION
INSTALLATION - GAS ENGINES . . . . . . . . .
INSTALLATION - DIESEL WITH AUTO.
TRANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.1
..2
..2
..3
..4
..4
..4
..4
..4
..5
..5
page
SPEED CONTROL SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL - DIESEL WITH AUTO. TRANS.
...9
INSTALLATION
INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION - DIESEL WITH AUTO.
TRANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
VACUUM RESERVOIR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
..6
SPEED CONTROL
ARE WINDING, ICY, SNOW COVERED, OR SLIPPERY.
DESCRIPTION
Diesel With Manual Trans.
DESCRIPTION - SPEED CONTROL SYSTEM
Gas Engines and/or Diesel With Automatic Trans.
The speed control system is operated by the use of
a cable and a vacuum controlled servo. Electronic
control of the speed control system is integrated into
the Powertrain Control Module (PCM). The controls
consist of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
The speed control system is fully electronically controlled by the Engine Control Module (ECM). A
cable and a vacuum controlled servo are not
used if the vehicle is equipped with a manual
transmission and a diesel engine. This is a servo-less system. The controls consist of two steering
wheel mounted switches. The switches are labeled:
ON/OFF, RES/ACCEL, SET, COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIPPERY.
8P - 2
SPEED CONTROL
BR/BE
SPEED CONTROL (Continued)
DESCRIPTION - VEHICLE SPEED INPUT
Gas Engines and/or Diesel With Automatic Trans.
The Vehicle Speed Sensor (VSS) is no longer used
for any Dodge Truck.
Vehicle speed and distance covered are measured
by the Rear Wheel Speed Sensor. The sensor is
mounted to the rear axle. A signal is sent from this
sensor to the Controller Antilock Brake (CAB) computer. A signal is then sent from the CAB to the Powertrain Control Module (PCM) to determine vehicle
speed and distance covered. The PCM will then
determine strategies for speed control system operation.
Diesel With Manual Trans.
The Vehicle Speed Sensor (VSS) is no longer used
for any Dodge Truck.
Vehicle speed and distance covered are measured
by the Rear Wheel Speed Sensor. The sensor is
mounted to the rear axle. A signal is sent from this
sensor to the Controller Antilock Brake (CAB) computer. A signal is then sent from the CAB to the
Engine Control Module (ECM) to determine vehicle
speed and distance covered. The ECM will then
determine strategies for speed control system operation.
OPERATION - SPEED CONTROL SYSTEM
Gas Engines and/or Diesel With Automatic Trans.
When speed control is selected by depressing the
ON switch, the PCM allows a set speed to be stored
in PCM RAM for speed control. To store a set speed,
depress the SET switch while the vehicle is moving
at a speed between 35 and 85 mph. In order for the
speed control to engage, the brakes cannot be
applied, nor can the gear selector be indicating the
transmission is in Park or Neutral.
The speed control can be disengaged manually by:
• Stepping on the brake pedal.
• Depressing the OFF switch.
• Depressing the CANCEL switch.
• Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM.
For added safety, the speed control system is programmed to disengage for any of the following conditions:
• An indication of Park or Neutral.
• A rapid increase of rpm (indication that the
clutch has been disengaged).
• Excessive engine rpm (indicates that the transmission may be in a low gear).
• The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low).
• The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate).
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the target speed that was stored in the PCM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/ACCEL switch. The new target speed is stored in the
PCM when the RES/ACCEL is released. The PCM
also has a 9tap-up9 feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
A “tap down” feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activation, speed will be lowered approximately 1 mph.
Diesel With Manual Trans.
When speed control is selected by depressing the
ON switch, the Engine Control Module (ECM) allows
a set speed to be stored in ECM RAM for speed control. To store a set speed, depress the SET switch
while the vehicle is moving at a speed between 35
and 85 mph. In order for the speed control to engage,
the brakes cannot be applied.The speed control can
be disengaged manually by:
• Stepping on the brake pedal.
• Depressing the OFF switch.
• Depressing the CANCEL switch.
• Depressing the clutch pedal.
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the ECM.
For added safety, the speed control system is programmed to disengage for any of the following conditions:
• A rapid increase of rpm (indication that the
clutch has been disengaged).
• Excessive engine rpm (indicates that the transmission may be in a low gear).
• The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low).
• The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate).
BR/BE
SPEED CONTROL
8P - 3
SPEED CONTROL (Continued)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the target speed that was stored in the ECM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/ACCEL switch. The new target speed is stored in the
ECM when the RES/ACCEL is released. The ECM
also has a 9tap-up9 feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
A “tap down” feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activation, speed will be lowered approximately 1 mph.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM SUPPLY
TEST
Gas Powered Engines
On gasoline powered engines: actual engine vacuum, a vacuum reservoir, a one-way check valve and
vacuum lines are used to supply vacuum to the speed
control servo.
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. Vacuum gauge should read at least ten inches of mercury.
(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet
this requirement, check for poor engine performance
and repair as necessary.
(4) If vacuum line to engine is not leaking, check
for leak at vacuum reservoir. To locate and gain
access to reservoir, refer to Vacuum Reservoir Removal/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum
pump to reservoir fitting. Apply vacuum. Reservoir
vacuum should not bleed off. If vacuum is being lost,
replace reservoir.
(5) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is
located in vacuum line between vacuum reservoir
and engine vacuum source. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vacuum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
Diesel Engines With Automatic Trans.
On diesel powered engines equipped with an automatic transmission: an engine driven vacuum pump,
a one-way check valve and vacuum lines are used to
supply vacuum to the speed control servo. A vacuum
reservoir is not used.
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. For
vacuum testing and vacuum specifications, refer to
Vacuum Pump Output—Diesel Engine in 9, Engines.
(3) If vacuum pump output is OK, determine other
source of leak. Check all vacuum lines to: speed control servo, engine vacuum pump and heating/air conditioning system for leaks.
(4) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is
located in vacuum line between speed control servo
and engine vacuum pump. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vacuum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
Diesel Engine With Manual Trans.
Vacuum is not used for any part of the speed control system if equipped with a diesel engine and a
manual transmission.
8P - 4
SPEED CONTROL
BR/BE
SPEED CONTROL (Continued)
DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
should include attention to the speedometer.
If a road test verifies a system problem and the
speedometer operates properly, check for:
• A Diagnostic Trouble Code (DTC). If a DTC
exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
• A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.
• Loose, damaged or corroded electrical connections at the servo. Corrosion should be removed from
electrical terminals and a light coating of Mopart
MultiPurpose Grease, or equivalent, applied.
• Leaking vacuum reservoir.
• Loose or leaking vacuum hoses or connections.
• Defective one-way vacuum check valve.
• Secure attachment of both ends of the speed control servo cable.
• Smooth operation of throttle linkage and throttle
body air valve.
• Failed speed control servo. Do the servo vacuum
test.
CAUTION: When test probing for voltage or continuity at electrical connectors, care must be taken
not to damage connector, terminals or seals. If
these components are damaged, intermittent or
complete system failure may occur.
SPECIFICATIONS
TORQUE - SPEED CONTROL SYSTEM
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Servo Mounting Bracket
Nuts
8.5
-
75
Switch Module Mounting
Screws
3
-
26
Vacuum Reservoir
Mounting Screws
2.2
-
CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage.
20
(3) Using finger pressure only, remove speed control cable connector at bellcrank by pushing connector off the bellcrank pin (Fig. 1) or (Fig. 2). DO NOT
try to pull connector off perpendicular to the
bellcrank pin. Connector will be broken.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to movement of the vacuum servo diaphragm.
REMOVAL
REMOVAL - GAS ENGINES
(1) Disconnect negative battery cable at battery.
(2) Remove air cleaner (all except 8.0L V-10
engine).
Fig. 1 Servo Cable at Throttle Body—V6/V-8 Engine
1 - VEHICLE SPEED CONTROL CABLE
SPEED CONTROL
BR/BE
8P - 5
CABLE (Continued)
Fig. 2 Servo Cable at Throttle Body—V-10 Engine
1 - THROTTLE CABLE
2 - THROTTLE VALVE CABLE
3 - SPEED CONTROL SERVO CABLE
(4) Squeeze 2 tabs on sides of speed control cable
at throttle body mounting bracket (locking plate) and
push out of bracket.
(5) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation in this group.
(5) Squeeze 2 pinch tabs (Fig. 3) on sides of speed
control cable at mounting bracket and push cable
rearward out of bracket.
(6) Remove cable from vehicle.
REMOVAL - DIESEL WITH AUTO. TRANS.
INSTALLATION
(1) Disconnect both negative battery cables at both
batteries.
(2) Remove cable/lever/linkage cover. Refer to
Speed Control Servo Removal/Installation.
(3) Remove (disconnect) servo cable from servo.
Refer to Speed Control Servo Removal/Installation.
(4) Using finger pressure only, disconnect end of
servo cable from throttle lever pin by pulling forward
on connector while holding lever rearward (Fig. 3).
DO NOT try to pull connector off perpendicular
to lever pin. Connector will be broken.
INSTALLATION - GAS ENGINES
(1) Install end of cable to speed control servo.
Refer to Speed Control Servo Removal/Installation.
(2) Install cable into throttle body mounting
bracket. Cable snaps into bracket.
(3) Install speed control cable connector at throttle
body bellcrank pin. Connector snaps onto pin.
(4) Connect negative battery cable to battery.
(5) Before starting engine, operate accelerator
pedal to check for any binding.
8P - 6
SPEED CONTROL
BR/BE
CABLE (Continued)
• Vent
• Dump
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
Fig. 3 Servo Cable at Throttle Lever
1 - PINCH (2) TABS
2 - CABLE MOUNTING BRACKET
3 - PINCH TABS (2)
4 - OFF
5 - THROTTLE CABLE
6 - THROTTLE LEVER
7 - THROTTLE LEVER PIN
8 - OFF
9 - CONNECTOR
10 - SPEED CONTROL CABLE
INSTALLATION - DIESEL WITH AUTO. TRANS.
(1) Install (connect) end of speed control servo
cable to speed control servo. Refer to Speed Control
Servo Removal/Installation.
(2) Install cable through mounting hole on mounting bracket. Cable snaps into bracket.
(3) Connect servo cable to throttle lever by pushing cable connector rearward onto lever pin while
holding lever forward.
(4) Connect negative battery cables to both batteries.
(5) Before starting engine, operate accelerator
pedal to check for any binding.
(6) Install cable/lever cover.
SPEED CONTROL SERVO
A speed control servo is not used if equipped
with both a diesel engine and a manual transmission.
The Powertrain Control Module (PCM) controls the
solenoid valve body. The solenoid valve body controls
the application and release of vacuum to the diaphragm of the vacuum servo. The servo unit cannot
be repaired and is serviced only as a complete assembly.
Power is supplied to the servo’s by the PCM
through the brake switch. The PCM controls the
ground path for the vacuum and vent solenoids.
The dump solenoid is energized anytime it receives
power. If power to the dump solenoid is interrupted,
the solenoid dumps vacuum in the servo. This provides a safety backup to the vent and vacuum solenoids.
The vacuum and vent solenoids must be grounded
at the PCM to operate. When the PCM grounds the
vacuum servo solenoid, the solenoid allows vacuum
to enter the servo and pull open the throttle plate
using the cable. When the PCM breaks the ground,
the solenoid closes and no more vacuum is allowed to
enter the servo. The PCM also operates the vent solenoid via ground. The vent solenoid opens and closes a
passage to bleed or hold vacuum in the servo as
required.
The PCM duty cycles the vacuum and vent solenoids to maintain the set speed, or to accelerate and
decelerate the vehicle. To increase throttle opening,
the PCM grounds the vacuum and vent solenoids. To
decrease throttle opening, the PCM removes the
grounds from the vacuum and vent solenoids. When
the brake is released, if vehicle speed exceeds 30
mph to resume, 35 mph to set, and the RES/ACCEL
switch has been depressed, ground for the vent and
vacuum circuits is restored.
REMOVAL
REMOVAL
DESCRIPTION
A speed control servo is not used if equipped
with both a diesel engine and a manual transmission.
The servo unit consists of a solenoid valve body,
and a vacuum chamber. The solenoid valve body contains three solenoids:
• Vacuum
V-8 ENGINE
(1) Disconnect negative battery cable at battery.
(2) Disconnect electrical connector at servo (Fig. 4).
(3) Disconnect vacuum hose at servo.
(4) Disconnect servo cable at throttle body. Refer to
Servo Cable Removal/Installation in this group.
SPEED CONTROL
BR/BE
8P - 7
SPEED CONTROL SERVO (Continued)
Fig. 5 Servo Mounting at Battery Tray
1 - BATTERY TRAY
2 - SPEED CONTROL SERVO
3 - SERVO MOUNTING NUTS (2)
Fig. 4 Servo Location—Removal/Installation
1 - BATTERY TRAY
2 - SERVO ELECTRICAL CONNECTOR
3 - SERVO BRACKET SCREWS (3)
(5) Remove three bolts retaining servo/servo
mounting bracket to side of battery tray (Fig. 5).
(6) Position servo assembly to gain access to 2
servo mounting nuts (Fig. 5) or (Fig. 6).
(7) Remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 6).
(8) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retaining clip (Fig. 6) and remove clip. Note: The servo
mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(9) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.
Fig. 6 Servo Cable Clip Remove/Install—Typical
1
2
3
4
-
SERVO MOUNTING NUTS (2)
SERVO
CABLE RETAINING CLIP
SERVO CABLE AND SLEEVE
8P - 8
SPEED CONTROL
BR/BE
SPEED CONTROL SERVO (Continued)
8.0L V-10 ENGINE
(1) Disconnect negative battery cable at battery.
(2) Disconnect positive battery cable at battery.
(3) Remove 2 bolts and battery holddown (Fig. 7).
Fig. 7 Battery Holddown
1 - REMOVE 2 BOLTS
2 - BATTERY HOLDDOWN STRAP
(4) If equipped, pull up on battery heat shield to
remove it (Fig. 8).
Fig. 9 Forward Battery Tray Nuts
1 - HORNS
2 - UNDERSIDE OF LEFT FRONT WHEEL OPENING
3 - BATTERY TRAY NUTS
(7) Remove 2 nuts and 2 bolts holding battery tray
to vehicle (Fig. 10).
Fig. 8 Battery Heat Shield
1 - BATTERY HEAT SHIELD
Fig. 10 Battery Tray Mounting
(5) Remove battery from vehicle.
(6) From under left front wheel opening, remove 2
forward battery tray nuts (Fig. 9).
1 - BATTERY TRAY
2 - REMOVE 2 BOLTS
3 - REMOVE 2 NUTS
SPEED CONTROL
BR/BE
8P - 9
SPEED CONTROL SERVO (Continued)
(8) Disconnect servo cable at throttle body. Refer to
Servo Cable Removal/Installation in this group.
(9) Position battery tray up far enough for access
to speed control servo electrical connector and vacuum line.
(10) Disconnect electrical connector and vacuum
line at servo.
(11) Position battery tray with attached servo
assembly to gain access to 2 servo mounting nuts
(Fig. 5) or (Fig. 6).
(12) Remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 6).
(13) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retaining clip (Fig. 6) and remove clip. Note: The servo
mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(14) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.
REMOVAL - DIESEL WITH AUTO. TRANS.
(1) Disconnect both negative battery cables at both
batteries.
(2) Disconnect positive battery cable at battery
(drivers side battery).
(3) Remove battery holddown bolts (Fig. 11).
(4) If equipped, pull up on battery heat shield to
remove it (Fig. 12).
(5) Remove battery from vehicle.
(6) From under vehicle, and in front of left front
wheelhouse, remove 2 lower battery tray nuts (Fig.
13).
(7) Remove 2 nuts and 2 bolts holding battery tray
to vehicle (Fig. 14).
Fig. 12 Battery Heat Shield
1 - BATTERY HEAT SHIELD
Fig. 13 Battery Tray Lower Mounting Nuts
1 - BATTERY TRAY
2 - SPEED CONTROL SERVO
Fig. 11 Battery Holddown Bolts
1 - REMOVE 2 BOLTS
2 - BATTERY HOLDDOWN STRAP
(8) Remove cable cover (Fig. 15). Cable cover is
attached with 2 Phillips screws, 2 plastic retention
clips and 2 push tabs (Fig. 15). Remove 2 Phillips
screws and carefully pry out 2 retention clips. After
clip removal, push rearward on front tab, and
upward on lower tab for cover removal.
(9) Using finger pressure only, disconnect end of
servo cable from throttle lever pin by pulling forward
on connector while holding lever rearward (Fig. 16).
DO NOT try to pull connector off perpendicular
to lever pin. Connector will be broken.
8P - 10
SPEED CONTROL
BR/BE
SPEED CONTROL SERVO (Continued)
Fig. 16 Servo Cable at Throttle Lever
Fig. 14 Battery Tray Upper Mounting Bolts/Nuts
1 - BATTERY TRAY
2 - REMOVE 2 BOLTS
3 - REMOVE 2 NUTS
Fig. 15 Cable/Lever/Throttle Linkage Cover
1
2
3
4
-
CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE
1 - PINCH (2) TABS
2 - CABLE MOUNTING BRACKET
3 - PINCH TABS (2)
4 - OFF
5 - THROTTLE CABLE
6 - THROTTLE LEVER
7 - THROTTLE LEVER PIN
8 - OFF
9 - CONNECTOR
10 - SPEED CONTROL CABLE
(10) Position battery tray up far enough for access
to speed control servo electrical connector and vacuum line.
(11) Disconnect electrical connector (Fig. 17) and
vacuum line at servo.
(12) Position battery tray with attached servo
assembly to gain access to 2 servo mounting nuts
(Fig. 18) or (Fig. 19).
(13) Remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 19).
(14) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retaining clip (Fig. 19) and remove clip. Note: The servo
mounting bracket displayed in (Fig. 19) is a typical
bracket and may/may not be applicable to this model
vehicle.
(15) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.
SPEED CONTROL
BR/BE
8P - 11
SPEED CONTROL SERVO (Continued)
Fig. 18 Servo Mounting at Battery Tray
1 - BATTERY TRAY
2 - SPEED CONTROL SERVO
3 - SERVO MOUNTING NUTS (2)
Fig. 17 Servo Location—Removal/Installation
1 - BATTERY TRAY
2 - SERVO ELECTRICAL CONNECTOR
3 - SERVO BRACKET SCREWS (3)
INSTALLATION
INSTALLATION
V-8 ENGINE
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo studs through holes in servo
mounting bracket.
(4) Insert servo studs through holes in servo cable
sleeve.
(5) Install servo mounting nuts and tighten to 8.5
N·m (75 in. lbs.) torque.
(6) Connect vacuum line to servo.
(7) Connect electrical connector to servo terminals.
(8) Install three bolts retaining servo/servo mounting bracket to battery tray.
(9) Connect servo cable to throttle body. Refer to
Servo Cable Removal/Installation in this group.
(10) Connect negative battery cable to battery.
(11) Before starting engine, operate accelerator
pedal to check for any binding.
Fig. 19 Servo Cable Clip Remove/Install—Typical
1
2
3
4
-
SERVO MOUNTING NUTS (2)
SERVO
CABLE RETAINING CLIP
SERVO CABLE AND SLEEVE
8.0L V-10 ENGINE
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo studs through holes in servo
mounting bracket.
8P - 12
SPEED CONTROL
BR/BE
SPEED CONTROL SERVO (Continued)
(4) Insert servo studs through holes in servo cable
sleeve.
(5) Install servo mounting nuts and tighten to 8.5
N·m (75 in. lbs.) torque.
(6) Connect vacuum line to servo.
(7) Connect electrical connector to servo terminals.
(8) Connect servo cable to throttle body. Refer to
Servo Cable Removal/Installation in this group.
(9) Install battery tray. Tighten all battery tray
mounting hardware to 16 N·m (140 in. lbs.) torque.
(10) Position battery into battery tray.
(11) If equipped, install battery heat shield.
(12) Install battery holddown clamp. Tighten bolt
to 4 N·m (35 in. lbs.) torque.
(13) Connect positive battery cable to battery.
(14) Connect negative battery cable to battery.
(15) Before starting engine, operate accelerator
pedal to check for any binding.
INSTALLATION - DIESEL WITH AUTO. TRANS.
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo studs through holes in servo
mounting bracket.
(4) Insert servo studs through holes in servo cable
sleeve.
(5) Install servo mounting nuts and tighten to 8.5
N·m (75 in. lbs.) torque.
(6) Connect vacuum line to servo.
(7) Connect electrical connector to servo terminals.
(8) Connect servo cable to throttle lever by pushing cable connector rearward onto lever pin while
holding lever forward.
(9) Install battery tray. Tighten all battery tray
mounting hardware to 16 N·m (140 in. lbs.) torque.
(10) Position battery into battery tray.
(11) If equipped, install battery heat shield.
(12) Install battery holddown clamp. Tighten bolt
to 4 N·m (35 in. lbs.) torque.
(13) Connect positive battery cable to battery.
(14) Connect negative battery cables to both batteries.
(15) Before starting engine, operate accelerator
pedal to check for any binding.
(16) Install cable/lever cover.
SWITCH
DESCRIPTION
Gas Engines and Diesel With Auto. Trans.
There are two separate switch pods that operate
the speed control system. The steering-wheelmounted switches use multiplexed circuits to provide
inputs to the Powertrain Control Module (PCM) for
ON, OFF, RESUME, ACCELERATE, SET, DECEL
and CANCEL modes. Refer to the owner’s manual for
more information on speed control switch functions
and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
Diesel With Manual Trans.
There are two separate switch pods that operate
the speed control system. The steering-wheelmounted switches use multiplexed circuits to provide
inputs to the Engine Control Module (ECM) for ON,
OFF, RESUME, ACCELERATE, SET, DECEL and
CANCEL modes. Refer to the owner’s manual for
more information on speed control switch functions
and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
OPERATION
Gas Engines and Diesel With Auto. Trans.
When speed control is selected by depressing the
ON, OFF switch, the Powertrain Control Module
(PCM) allows a set speed to be stored in its RAM for
speed control. To store a set speed, depress the SET
switch while the vehicle is moving at a speed
between approximately 35 and 85 mph. In order for
the speed control to engage, the brakes cannot be
applied, nor can the gear selector be indicating the
transmission is in Park or Neutral.
The speed control can be disengaged manually by:
• Stepping on the brake pedal.
• Depressing the OFF switch.
• Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
• An indication of Park or Neutral.
• The vehicle speed signal increases at a rate of
10 mph per second (indicates that the co-efficient of
friction between the road surface and tires is
extremely low).
• Depressing the clutch pedal.
• Excessive engine rpm (indicates that the transmission may be in a low gear).
• The vehicle speed signal decreases at a rate of
10 mph per second (indicates that the vehicle may
have decelerated at an extremely high rate).
• If the actual speed is not within 20 mph of the
set speed.
The previous disengagement conditions are programmed for added safety.
SPEED CONTROL
BR/BE
8P - 13
SWITCH (Continued)
Once the speed control has been disengaged,
depressing the ACCEL switch restores the vehicle to
the target speed that was stored in the PCM’s RAM.
NOTE: Depressing the OFF switch will erase the set
speed stored in the PCM’s RAM.
If, while the speed control is engaged, the driver
wishes to increase vehicle speed, the PCM is programmed for an acceleration feature. With the
ACCEL switch held closed, the vehicle accelerates
slowly to the desired speed. The new target speed is
stored in the PCM’s RAM when the ACCEL switch is
released. The PCM also has a 9tap-up9 feature in
which vehicle speed increases at a rate of approximately 2 mph for each momentary switch activation
of the ACCEL switch.
The PCM also provides a means to decelerate without disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch operates two components: the PCM’s ON, OFF input, and
the battery voltage to the brake switch, which powers
the speed control servo.
Diesel With Manual Trans.
When speed control is selected by depressing the
ON, OFF switch, the Engine Control Module (ECM)
allows a set speed to be stored in its RAM for speed
control. To store a set speed, depress the SET switch
while the vehicle is moving at a speed between
approximately 35 and 85 mph. In order for the speed
control to engage, the brakes cannot be applied.
The speed control can be disengaged manually by:
• Stepping on the brake pedal.
• Depressing the OFF switch.
• Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
• The vehicle speed signal increases at a rate of
10 mph per second (indicates that the co-efficient of
friction between the road surface and tires is
extremely low).
• Depressing the clutch pedal.
• Excessive engine rpm (indicates that the transmission may be in a low gear).
• The vehicle speed signal decreases at a rate of
10 mph per second (indicates that the vehicle may
have decelerated at an extremely high rate).
• If the actual speed is not within 20 mph of the
set speed.
The previous disengagement conditions are programmed for added safety.
Once the speed control has been disengaged,
depressing the ACCEL switch restores the vehicle to
the target speed that was stored in the ECM’s RAM.
NOTE: Depressing the OFF switch will erase the set
speed stored in the ECM’s RAM.
If, while the speed control is engaged, the driver
wishes to increase vehicle speed, the ECM is programmed for an acceleration feature. With the
ACCEL switch held closed, the vehicle accelerates
slowly to the desired speed. The new target speed is
stored in the ECM’s RAM when the ACCEL switch is
released. The ECM also has a 9tap-up9 feature in
which vehicle speed increases at a rate of approximately 2 mph for each momentary switch activation
of the ACCEL switch.
The ECM also provides a means to decelerate without disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch operates two components: the ECM’s ON, OFF input, and
the battery voltage to the brake switch, which powers
the speed control servo.
REMOVAL
WARNING: BEFORE BEGINNING ANY AIRBAG SYSTEM COMPONENT REMOVAL OR INSTALLATION,
REMOVE AND ISOLATE THE NEGATIVE (-)
CABLE(S) FROM THE BATTERY. THIS IS THE ONLY
SURE WAY TO DISABLE THE AIRBAG SYSTEM.
THEN WAIT TWO MINUTES FOR SYSTEM CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM
SERVICE. FAILURE TO DO THIS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE INJURY.
(1) Disconnect and isolate negative battery
cable(s).
(2) Remove airbag module. Refer to 8, Restraint
Systems for procedures.
(3) Remove switch-to-steering wheel mounting
screws (Fig. 20).
(4) Remove switch.
(5) Remove electrical connector at switch.
8P - 14
SPEED CONTROL
BR/BE
SWITCH (Continued)
REMOVAL
The vacuum reservoir is located under the plastic
cowel plenum cover at lower base of windshield. The
vacuum reservoir is not used if equipped with a diesel engine.
(1) Disconnect and isolate battery negative cable.
(2) Remove both windshield wiper arm/blade
assemblies. Refer to 8, Wiper and Washer Systems.
(3) Remove rubber weather-strip at front edge of
cowel grill (Fig. 21).
Fig. 20 Speed Control Switches
1 - MOUNTING SCREWS (2)
2 - SPEED CONTROL SWITCHES (2)
Fig. 21 Cowel Grille Panel Weather-strip
INSTALLATION
(1) Install electrical connector to switch.
(2) Install switch and mounting screws.
(3) Tighten screws to 3 N·m (26 in. lbs. +/– 2 in.
lbs.) torque.
(4) Install airbag module. Refer to 8, Restraint
Systems for procedures.
(5) Connect negative battery cable(s).
1 - COWL GRILLE
2 - WEATHERSTRIP
(4) Release cowel grill plastic anchor screws (Fig.
22).
VACUUM RESERVOIR
DESCRIPTION
Gasoline Powered Engines : A vacuum reservoir
is used to supply the vacuum needed to maintain
proper speed control operation when engine vacuum
drops, such as in climbing a grade while driving. A
one-way check valve is used in the vacuum line
between the reservoir and the vacuum source. This
check valve is used to trap engine vacuum in the reservoir. On certain vehicle applications, this reservoir
is shared with the heating/air-conditioning system.
The vacuum reservoir cannot be repaired and must
be replaced if faulty.
Diesel Powered Engines With Auto. Trans. : A
vacuum reservoir is not used if equipped with a diesel powered engine. Instead, an engine driven pump
(vacuum pump) is used to supply vacuum for speed
control operation. This vacuum pump is used with
the diesel engine only if it is equipped with an automatic transmission. Refer to Vacuum Pump in 9,
Engines for information.
Fig. 22 Plastic Anchor Screws Remove/Install
1 - PLASTIC SCREW ANCHOR
2 - COWL GRILLE
SPEED CONTROL
BR/BE
8P - 15
VACUUM RESERVOIR (Continued)
(5) Lift cowel plenum cover/grille panel from vehicle far enough to access vacuum reservoir.
(6) Disconnect vacuum supply line from vacuum
reservoir (Fig. 23).
(7) Remove 2 vacuum reservoir mounting screws.
(8) Remove vacuum reservoir from vehicle.
INSTALLATION
The vacuum reservoir is located under the plastic
cowel plenum cover at lower base of windshield. The
vacuum reservoir is not used if equipped with a diesel engine.
(1) Install vacuum reservoir and two mounting
screws. Tighten screws to 2.2 N·m (20 in. lbs.) torque.
(2) Connect vacuum supply hose to vacuum reservoir.
(3) Position cowel plenum cover/grille panel to
vehicle.
(4) Install and tighten cowel cover fasteners to
vehicle body.
(5) Install rubber weather-strip at front edge of
cowel grill.
(6) Install windshield wiper arms. Refer to 8,
Wiper and Washer Systems.
(7) Connect negative battery to cable.
Fig. 23 Vacuum Reservoir Remove/Install
1 - COWL PLENUM
2 - VACUUM RESERVOIR
VEHICLE THEFT SECURITY
BR/BE
8Q - 1
VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page
VEHICLE THEFT SECURITY
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING SECURITY SYSTEM . . .
.................1
.................2
VEHICLE THEFT
.................3
VEHICLE THEFT SECURITY
DESCRIPTION
The Vehicle Theft Security System (VTSS) is an
available factory-installed option on this model when
it is also equipped with the high-line or premium
Central Timer Module (CTM). The VTSS is designed
to provide perimeter protection against unauthorized
use or tampering by monitoring the vehicle doors and
the ignition system. If unauthorized vehicle use or
tampering is detected, the system responds by pulsing the horn, flashing the headlamps, and preventing
the engine from operating.
The VTSS includes the following major components, which are described in further detail elsewhere in this service manual:
• Central Timer Module - The high-line or premium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a microprocessor and software that allow it to provide many
electronic functions and features not available with
base version of the CTM, including the VTSS. The
CTM provides all of the proper VTSS features and
outputs based upon the monitored inputs. The CTM
circuitry monitors hard wired switch inputs, as well
as message inputs received from other vehicle electronic modules over the Chrysler Collision Detection
(CCD) data bus network. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/BODY CONTROL/CENTRAL
TIMER
MODULE
DESCRIPTION).
• Door Ajar Switch - A door ajar switch is
located on the hinge pillar of each front door in the
vehicle. These switches provide an input to the VTSS
indicating whether the door is opened or closed.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING INTERIOR/DOOR AJAR SWITCH - DESCRIPTION).
• Door Cylinder Lock Switch - A door cylinder
lock switch is located on the back of each front door
lock cylinder. This switch provides an input to the
page
VTSS INDICATOR
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING INDICATOR . . . . . . . . . .
.................3
.................3
VTSS
.................4
VTSS indicating whether the system should remain
armed or be disarmed. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR CYLINDER LOCK SWITCH
- DESCRIPTION).
• Horn Relay - The horn relay is located in the
Power Distribution Center (PDC) in the engine compartment near the battery. The horn relay is normally activated by the horn switch to control the
sounding of the vehicle horn or horns. However, it
can also be activated by an output of the Central
Timer Module (CTM) to provide an audible indication
that unauthorized vehicle use or tampering has been
detected. (Refer to 8 - ELECTRICAL/HORN/HORN
RELAY - DESCRIPTION).
• Headlamp Relay - The headlamp relay (also
known as the security relay) is located in the Power
Distribution Center (PDC) in the engine compartment near the battery. The headlamp relay is normally activated by the Central Timer Module (CTM)
based upon inputs from the Remote Keyless Entry
(RKE) panic mode feature. However, it can also be
activated by an output of the CTM to flash the headlamp low beams to provide a highly visible indication
that unauthorized vehicle use or tampering has been
detected. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP RELAY - DESCRIPTION).
• VTSS Indicator - A red Light Emitting Diode
(LED) located on the lower surface of the overhead
console near the windshield is illuminated by an output of the Central Timer Module (CTM) to indicate
the status of the VTSS. This LED is integral to the
electronic circuit board for the Compass Mini-Trip
Computer (CMTC). (Refer to 8 - ELECTRICAL/
OVERHEAD
CONSOLE/COMPASS/MINI-TRIP
COMPUTER - DESCRIPTION).
The engine no-run feature of the VTSS relies upon
communication between the high-line or premium
CTM and the Powertrain Control Module (PCM) over
the Chrysler Collision Detection (CCD) data bus network.
8Q - 2
VEHICLE THEFT SECURITY
BR/BE
VEHICLE THEFT SECURITY (Continued)
Hard wired circuitry connects many of the VTSS
components to each other through the electrical system of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed
throughout the vehicle and retained by many different methods. These circuits may be connected to each
other, to the vehicle electrical system and to the
VTSS components through the use of a combination
of soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
further details on wire harness routing and retention, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
OPERATION
A Central Timer Module (CTM) is used on this
model to control and integrate many of the electronic
functions and features included in the Vehicle Theft
Security System (VTSS). In the VTSS, the CTM
receives inputs indicating the status of the door ajar
switches, the door cylinder lock switch, and the ignition switch. The programming in the CTM allows it
to process the information from all of these inputs
and send control outputs to energize or de-energize
the horn relay, the headlamp relay, and the VTSS
indicator. The control of these inputs and outputs are
what constitute all of the features of the VTSS. Following is information on the operation of each of the
VTSS features. Refer to the owner’s manual in the
vehicle glove box for more information on the features, use and operation of the VTSS.
ENABLING
The high-line or premium version of the CTM must
have the VTSS function electronically enabled in
order for the VTSS to perform as designed. The logic
in the CTM keeps its VTSS function dormant until it
is enabled using a DRBIIIt scan tool. The VTSS
function of the high-line or premium CTM is enabled
on vehicles equipped with the VTSS option at the
factory, but a service replacement CTM must be
VTSS-enabled by the dealer using a DRBIIIt scan
tool. Refer to the appropriate diagnostic information.
The VTSS engine no-run feature is disabled when
it is shipped from the factory. This is done by programming within the Powertrain Control Module
(PCM). The logic in the PCM prevents the VTSS
engine no-run feature from arming until the engine
start counter within the PCM sees twenty engine
starts. The VTSS no-run feature must be enabled by
the dealer when the vehicle is received from the
assembly plant. Once the VTSS engine no-run feature has been enabled, it cannot be disabled unless
the PCM is replaced with a new unit. The same
VTSS engine no-run feature enable logic will apply
anytime the PCM is replaced with a new unit.
ARMING
Passive arming of the VTSS occurs when the vehicle is exited with the key removed from the ignition
switch, the headlamps are turned off, and the doors
are locked while they are open using the power lock
switch, or locked after they are closed by turning
either front door lock cylinder to the lock position
using the key. The power lock switch will not function if the key is in the ignition switch or the headlamps are turned on with the driver side front door
open. The VTSS will not arm if the doors are locked
using the mechanical lock button. Active arming of
the VTSS occurs when the “Lock” button on the
Remote Keyless Entry (RKE) transmitter is
depressed to lock the vehicle. For active arming to
occur, the doors must be closed and the ignition
switch must be in the Off position when the RKE
transmitter “Lock” button is depressed. However,
once the VTSS arming process has been completed,
the ignition switch can be turned to the Accessory
position without triggering the alarm.
Once the VTSS begins passive or active arming,
the security indicator lamp in the overhead console
will flash rapidly for about fifteen seconds. This indicates that the VTSS arming is in progress. Turning a
key in the ignition switch, opening a door, or unlocking a door by any means during the fifteen second
arming process will cause the VTSS indicator to stop
flashing and the arming process to abort. Once the
fifteen second arming function is successfully completed, the indicator will flash at a slower rate, indicating that the VTSS is armed.
DISARMING
Passive disarming of the VTSS occurs when the
vehicle is unlocked using the key to unlock either
front door. Active disarming of the VTSS occurs when
the vehicle is unlocked by depressing the “Unlock”
button of the RKE transmitter. Once the alarm has
been activated (horn pulsing, headlamps flashing,
and the engine no-run feature), either disarming
method will also deactivate the alarm. Depressing
the “Panic” button on the RKE transmitter will not
disarm the VTSS.
VEHICLE THEFT SECURITY
BR/BE
8Q - 3
VEHICLE THEFT SECURITY (Continued)
POWER-UP MODE
When the armed VTSS senses that the battery has
been disconnected and reconnected, it enters its power-up mode. In the power-up mode the alarm system
remains armed following a battery failure or disconnect. If the VTSS was armed prior to a battery disconnect or failure, the technician or vehicle operator
will have to actively or passively disarm the alarm
system after the battery is reconnected. The power-up mode will also apply if the battery goes dead
while the system is armed, and battery jump-starting
is attempted. The engine no-run feature will prevent
the engine from starting until the alarm system has
been actively or passively disarmed. The VTSS will
be armed until the technician or vehicle operator has
actively or passively disarmed the alarm system. If
the VTSS is in the disarmed mode prior to a battery
disconnect or failure, it will remain disarmed after
the battery is reconnected or replaced, or if jumpstarting is attempted.
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
three times upon disarming, if the alarm was triggered and has since timed-out (about fifteen minutes). This feature alerts the vehicle operator that
the VTSS alarm was activated while the vehicle was
unattended.
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and outputs from the high-line or premium Central Timer
Module (CTM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire
and connector repair procedures, further details on
wire harness routing and retention, as well as pinout and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the CTM, the
Powertrain Control Module (PCM), or the Chrysler
Collision Detection (CCD) data bus network. In order
to obtain conclusive testing of the VTSS, the CTM,
the PCM, and the CCD data bus network must also
be checked. The most reliable, efficient, and accurate
means to diagnose the VTSS requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information. The DRBIIIt scan tool can provide
confirmation that the CCD data bus network is functional, that all of the electronic modules are sending
and receiving the proper messages over the CCD
data bus, and that these modules are receiving the
proper hard wired inputs and responding with the
proper hard wired outputs needed to perform their
functions. See the “Vehicle Theft Security System”
menu item on the DRBIIIt scan tool.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
VTSS INDICATOR
DESCRIPTION
The Vehicle Theft Security System (VTSS) indicator consists of a red Light-Emitting Diode (LED)
located on the electronic circuit board of the Compass
Mini-Trip Computer (CMTC) within the overhead
console. The LED extends through a hole in the
CMTC lens located near the forward end of the overhead console housing near the windshield.
The VTSS indicator cannot be adjusted or repaired
and, if faulty or damaged, the entire CMTC unit
must be replaced. (Refer to 8 - ELECTRICAL/OVERHEAD
CONSOLE/COMPASS/MINI-TRIP
COMPUTER - DESCRIPTION).
OPERATION
The Vehicle Theft Security System (VTSS) indicator gives a visible indication of the VTSS arming status. One side of Light-Emitting Diode (LED) in the
VTSS indicator is connected to battery current
through a fused B(+) circuit and a fuse in the Junction Block (JB), so the indicator remains functional
regardless of the ignition switch position. The other
side of the LED is hard wired to the Central Timer
Module (CTM), which controls the operation of the
VTSS indicator by pulling this side of the LED circuit to ground. When the VTSS arming is in
progress, the CTM will flash the LED rapidly on and
off for about fifteen seconds. When the VTSS has
been successfully armed, the CTM will flash the LED
on and off continually at a much slower rate until
the VTSS has been disarmed. The VTSS indicator
can be diagnosed using conventional diagnostic tools
and methods.
8Q - 4
VEHICLE THEFT SECURITY
BR/BE
VTSS INDICATOR (Continued)
DIAGNOSIS AND TESTING - VTSS INDICATOR
The diagnosis found here addresses an inoperative
Vehicle Theft Security System (VTSS) indicator condition. If the problem being diagnosed is related to
indicator accuracy, be certain to confirm that the
problem is with the indicator and not with an inoperative VTSS. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY SYSTEM- DIAGNOSIS AND
TESTING). If no VTSS problem is found, the following procedure will help to locate a short or open in
the VTSS indicator control circuit. Refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused B(+) fuse (Fuse 12 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 12 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the Compass Mini-Trip Computer (CMTC) from the
CMTC connector receptacle. Reconnect the battery
negative cable. Check for battery voltage at the fused
B(+) circuit cavity of the body wire harness connector
for the CMTC. If OK, go to Step 4. If not OK, repair
the open fused B(+) circuit between the CMTC indicator and the JB as required.
(4) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector (Connector C2) for the Central Timer Module (CTM) from the CTM connector receptacle. Check
for continuity between the VTSS indicator driver circuit cavity of the body wire harness connector for the
CMTC and a good ground. There should be no continuity. If OK, go to Step 5. If not OK, repair the
shorted VTSS indicator driver circuit between the
CMTC and the CTM as required.
(5) Check for continuity between the VTSS indicator driver circuit cavities of the instrument panel
wire harness connector (Connector C2) for the CTM
and the body wire harness connector for the CMTC.
There should be continuity. If OK, replace the faulty
CMTC indicator. If not OK, repair the open VTSS
indicator driver circuit between the CMTC and the
CTM as required.
WIPERS/WASHERS
BR/BE
8R - 1
WIPERS/WASHERS
TABLE OF CONTENTS
page
page
WIPERS/WASHERS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM . . . . . . . . . . . . . . . . . . . . . 3
CLEANING - WIPER & WASHER SYSTEM . . . . . 6
INSPECTION - WIPER & WASHER SYSTEM . . . 6
WASHER FLUID LEVEL SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
WASHER HOSES/TUBES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
WASHER NOZZLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
WASHER PUMP/MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
WASHER RESERVOIR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
WIPER ARM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
WIPER BLADE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
WIPER MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
WIPER RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DIAGNOSIS AND TESTING - WIPER RELAY . . . 16
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17
WIPERS/WASHERS
electronic functions and features included on highline models. The premium version of the CTM is the
same as the high-line version, but is used only on
models equipped with the heated seat option. The
high-line and premium versions of the CTM contain
integrated circuitry, a central processing unit and the
programming to provide all of the proper wiper and
washer system features based upon the monitored
inputs. The high-line and premium CTM circuitry
monitors hard wired switch inputs, as well as message inputs received from other vehicle electronic
modules on the Chrysler Collision Detection (CCD)
data bus network. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/BODY CONTROL/
CENTRAL TIMER MODULE - DESCRIPTION).
• Multi-Function Switch - The multi-function
switch is secured to the left side of the steering column, just below the steering wheel. Only the control
stalk for the multi-function switch is visible, the
remainder of the switch is concealed beneath the
steering column shrouds. The multi-function switch
DESCRIPTION
An electrically operated intermittent wiper and
washer system is standard factory-installed safety
equipment on this model. The wiper and washer system includes the following major components, which
are described in further detail elsewhere in this service information:
• Central Timer Module - The Central Timer
Module (CTM) is located under the driver side end of
the instrument panel, inboard of the instrument
panel steering column opening. A base version of the
CTM is used on base models of this vehicle. The base
version of the CTM combines the functions of a
chime module and an intermittent wipe module in a
single unit. The high-line version of the CTM is used
on high-line vehicles. The high-line CTM provides all
of the functions of the base version of the CTM, but
also is used to control and integrate many additional
8R - 2
WIPERS/WASHERS
BR/BE
WIPERS/WASHERS (Continued)
contains all of the switches for both the wiper and
washer systems.
• Washer Fluid Level Switch - The washer fluid
level switch is located in a dedicated hole on the
lower rear side of the washer reservoir, above the
washer pump/motor unit near the left front corner of
the engine compartment.
• Washer Nozzles - The dual fluidic washer nozzles are secured with integral snap features to dedicated openings in the cowl plenum cover/grille panel
located near the base of the windshield. The washer
plumbing fittings for the washer nozzles are concealed beneath the cowl plenum cover/grille panel.
• Washer Pump/Motor - The washer pump/motor unit is located in a dedicated hole on the lower
rear side of the washer reservoir near the left front
corner of the engine compartment.
• Washer Reservoir - The washer reservoir is
secured to the left side of the radiator fan shroud in
the left front corner of the engine compartment.
• Wiper Arms - The two wiper arms are secured
to the two wiper pivots, which extend through the
cowl plenum cover/grille panel located near the base
of the windshield.
• Wiper Blades - The two wiper blades are
secured to the two wiper arms, and are parked on
the glass near the bottom of the windshield when the
wiper system is not in operation.
• Wiper Module - The wiper pivots are the only
visible components of the wiper module. The remainder of the module is concealed within the cowl plenum beneath the cowl plenum cover/grille panel. The
wiper module includes the module bracket, the single
wiper motor, the wiper linkage, and the two wiper
pivots.
• Wiper Relay - The wiper relay is located in the
Power Distribution Center (PDC) in the engine compartment near the battery.
Features of the wiper and washer system include
the following:
• Continuous Wipe Modes - The two-speed
wiper motor and the internal circuitry of the multifunction switch work in concert to provide two continuous wipe cycles, low speed or high speed.
• Intermittent Wipe Mode - The internal circuitry of the multi-function switch, the CTM, and the
wiper relay work in concert to provide an intermittent wipe mode with multiple delay interval selections. On models with a high-line or premium CTM,
the CTM also automatically adjusts each manually
selected delay interval to compensate for vehicle
speed.
• Washer Mode - When the washer system is
activated with the multi-function switch while the
wiper system is operating, washer fluid will be dispensed onto the windshield glass through the washer
nozzles for as long as the washer pump/motor is
energized.
• Wipe-After-Wash Mode - The internal circuitry
of the CTM provides a wipe-after-wash feature
which, if the wipers are turned Off, will operate the
washer pump/motor and the wipers for as long as the
washer system is activated, then provide several
additional wipe cycles after the washer system is
deactivated before parking the wiper blades near the
base of the windshield.
Hard wired circuitry connects the wiper and
washer system components to the electrical system of
the vehicle. These hard wired circuits are integral to
several wire harnesses, which are routed throughout
the vehicle and retained by many different methods.
These circuits may be connected to each other, to the
vehicle electrical system and to the wiper and washer
system components through the use of a combination
of soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
further details on wire harness routing and retention, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
OPERATION
The wiper and washer system is intended to provide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the
windshield glass. The various components of this system are designed to convert electrical energy produced by the vehicle electrical system into the
mechanical action of the wiper blades to wipe the
outside surface of the glass, as well as into the
hydraulic action of the washer system to apply
washer fluid stored in an on-board reservoir to the
area of the glass to be wiped. When combined, these
components provide the means to effectively maintain clear visibility for the vehicle operator by removing excess accumulations of rain, snow, bugs, mud, or
other minor debris from the outside windshield glass
surface that might be encountered while driving the
vehicle under numerous types of inclement operating
conditions. The vehicle operator initiates all wiper
and washer system functions with the multi-function
switch control stalk that extends from the left side of
the steering column, just below the steering wheel.
Rotating the knob on the end of the multi-function
switch control stalk selects the desired wiper system
operating mode. The wiper system allows the vehicle
operator to select from two continuous wiper speeds,
Hi or Lo, or one of several intermittent wipe Delay
mode intervals. Pushing the button on the end of the
control stalk downwards towards the steering column
BR/BE
WIPERS/WASHERS
8R - 3
WIPERS/WASHERS (Continued)
activates the washer pump/motor, which dispenses
washer fluid onto the windshield glass through the
washer nozzles.
When the ignition switch is in the Accessory or On
positions, battery current from a fuse in the Junction
Block (JB) is provided through a fused ignition
switch output (run-acc) circuit to the wiper motor
park switch, the wiper relay, and the multi-function
switch. The internal circuitry of the multi-function
switch provides a direct hard wired battery current
output to the low speed or high speed brushes of the
wiper motor when the Lo or Hi switch setting is
selected, which causes the wipers to cycle at the
selected speed. The intermittent wipe, and wipe-after-wash features of the wiper and washer system
are provided by the electronic intermittent wipe logic
circuit within the Central Timer Module (CTM). In
order to provide the intermittent wipe feature, the
CTM monitors the wiper switch state and the wiper
motor park switch state. In order to provide the
wipe-after-wash feature, the CTM monitors both the
washer switch state and the wiper motor park switch
state. When a Delay position is selected with the
multi-function switch control knob, the CTM logic circuit responds by calculating the correct delay interval. The CTM then energizes the wiper relay by
pulling the relay control coil to ground. The energized wiper relay directs battery current through the
normally open contact of the relay back through the
internal circuitry of the multi-function switch to the
low speed brush of the wiper motor. The CTM monitors the wiper motor operation through the wiper
park switch sense circuit, which allows the CTM to
determine the proper timing to begin the next wiper
blade sweep. The normal delay intervals are driver
adjustable from about one-half second to about eighteen seconds.
The high-line and premium CTM also provides a
speed sensitive intermittent wipe feature. By monitoring vehicle speed messages received from the Powertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus network, the
high-line or premium CTM is able to adjust the delay
intervals to compensate for vehicle speed. Above
about sixteen kilometers-per-hour (ten miles-perhour) the delay is driver adjustable from about onehalf second to about eighteen seconds. Below about
sixteen kilometers-per-hour (ten miles-per-hour) the
delay times are doubled by the CTM, from about one
second to about thirty-six seconds.
When the Off position of the multi-function switch
wiper control knob is selected, one of two events is
possible. The event that will occur depends upon the
position of the wiper blades on the windshield at the
moment that the Off position is selected. If the wiper
blades are in the down position on the windshield
when the Off position is selected, the park switch
that is integral to the wiper motor is closed to ground
and the wiper motor ceases to operate. If the wiper
blades are not in the down position on the windshield
at the moment the Off position is selected, the park
switch is closed to battery current through a fused
ignition switch output (run-acc) circuit. The park
switch sense circuit directs this battery current to
the low speed brush of the wiper motor through the
normally closed contact of the wiper relay and the
internal Off position circuitry of the multi-function
switch. This causes the wiper motor to continue running until the wiper blades are in the down position
on the windshield and the park switch is again
closed to ground.
When the Wash position of the multi-function
switch is selected, the Wash position circuitry within
the switch directs battery current to the washer
pump/motor. The CTM monitors the washer switch
state through a washer switch sense input. When the
washer switch is closed with the wiper system turned
Off, the CTM operates the wiper motor through the
wiper relay in the same manner as it does to provide
the Delay mode operation. After the state of the
washer switch changes to open, the CTM monitors
the wiper motor through the wiper park switch sense
circuit, which allows the CTM to monitor the number
of wiper blade sweeps.
Proper testing of the CTM, the PCM, or the CCD
data bus vehicle speed messages requires a DRBIIIt
scan tool. Refer to the appropriate diagnostic information. Refer to the owner’s manual in the vehicle
glove box for more information on the features and
operation of the wiper and washer system.
DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM
WIPER SYSTEM
The diagnosis found here addresses an electrically
inoperative wiper system. If the wiper motor operates, but the wipers do not move on the windshield,
replace the faulty wiper module. If the wipers operate, but chatter, lift, or do not clear the glass, clean
and inspect the wiper system components as
required. (Refer to 8 - ELECTRICAL/WIPERS/
WASHERS - INSPECTION) and (Refer to 8 - ELECTRICAL/WIPERS/WASHERS - CLEANING). Refer to
the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
The following tests will help to diagnose the hard
wired components and circuits of the wiper system.
8R - 4
WIPERS/WASHERS
BR/BE
WIPERS/WASHERS (Continued)
However, these tests may not prove conclusive in the
diagnosis of this system on models equipped with a
high-line or premium Central Timer Module (CTM).
In order to obtain conclusive testing of the wiper system on models with a high-line or premium CTM, the
Chrysler Collision Detection (CCD) data bus network
and all of the electronic modules that provide inputs
to or receive outputs from the wiper system components must be checked. The most reliable, efficient,
and accurate means to diagnose the wiper system on
models with a high-line or premium CTM requires
the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information. The DRBIIIt scan tool
can provide confirmation that the CCD data bus is
functional, that all of the electronic modules are
sending and receiving the proper messages on the
CCD data bus, and that the wiper relay is being sent
the proper hard wired outputs by the CTM for it to
perform its wiper system functions.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused ignition switch output (runacc) fuse (Fuse 6 - 25 ampere) in the Junction Block
(JB). If OK, go to Step 2. If not OK, repair the
shorted circuit or component as required and replace
the faulty fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) fuse (Fuse 6 - 25 ampere) in the JB.
If OK, go to Step 3. If not OK, repair the open fused
ignition switch output (run-acc) circuit between the
JB and the ignition switch as required.
(3) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness connector for the multi-function switch from the switch
connector receptacle. Reconnect the battery negative
cable. Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) circuit cavity of the instrument
panel wire harness connector for the multi-function
switch. If OK, go to Step 4. If not OK, repair the
open fused ignition switch output circuit between the
multi-function switch and the JB as required.
(4) If the problem being diagnosed involves only
the intermittent wipe feature, go to Step 5. If the
problem being diagnosed involves all wiper modes, or
only the Low and/or High speed modes, go to Step 7.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness connector (Connector C1) for the Central Timer Module
(CTM) from the CTM connector receptacle. Check for
continuity between the wiper switch mode sense circuit cavities of the instrument panel wire harness
connector for the multi-function switch and the
instrument panel wire harness connector (Connector
C1) for the CTM. There should be continuity. If OK,
go to Step 6. If not OK, repair the open wiper switch
mode sense circuit between the multi-function switch
and the CTM as required.
(6) Check for continuity between the wiper switch
mode signal circuit cavities of the instrument panel
wire harness connector for the multi-function switch
and the instrument panel wire harness connector
(Connector C1) for the CTM. There should be continuity. If OK, proceed to the diagnosis for the wiper
relay. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER RELAY - DIAGNOSIS AND TESTING).
If not OK, repair the open wiper switch mode signal
circuit between the multi-function switch and the
CTM as required.
(7) Check for continuity between the two wiper
switch low speed output circuit cavities of the instrument panel wire harness connector for the multifunction switch. There should be continuity. If OK, go
to Step 8. If not OK, repair the open wiper switch
low speed output circuit between the two cavities of
the instrument panel wire harness connector for the
multi-function switch as required.
(8) Test the multi-function switch continuity.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/MULTI-FUNCTION SWITCH - DIAGNOSIS AND TESTING). If the multi-function switch
tests OK, reconnect the instrument panel wire harness connector for the multi-function switch to the
switch connector receptacle and go to Step 9. If not
OK, replace the faulty multi-function switch and test
the wiper system operation again. If still not OK, go
to Step 9.
(9) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Measure the resistance between the headlamp and
dash wire harness ground wire for the wiper motor
and a good ground. The meter should read zero
ohms. If OK, go to Step 10. If not OK, repair the
open ground circuit to ground (G100) as required.
BR/BE
WIPERS/WASHERS
8R - 5
WIPERS/WASHERS (Continued)
(10) Disconnect the headlamp and dash wire harness connector for the wiper module from the wiper
motor pigtail wire connector. Reconnect the battery
negative cable. Turn the ignition switch to the On
position. Place the multi-function switch in the positions indicated in the tests below, and check for battery voltage at the appropriate cavity of the
headlamp and dash wire harness connector for the
wiper motor.
(a) Check for battery voltage at the fused ignition switch output (run-acc) circuit cavity of the
headlamp and dash wire harness connector for the
wiper module with the multi-function switch in
any position. If OK, go to Step b. If not OK, repair
the open fused ignition switch output (run-acc) circuit between the wiper module and the JB as
required.
(b) Check for battery voltage at the wiper switch
low speed output circuit cavity of the headlamp
and dash wire harness connector for the wiper
module with the multi-function switch in the Lo
position. If OK, go to Step c. If not OK, repair the
open wiper switch low speed output circuit between
the wiper module and the multi-function switch as
required.
(c) Check for battery voltage at the wiper switch
high speed output circuit cavity of the headlamp
and dash wire harness connector for the wiper
module with the multi-function switch in the Hi
position. If OK, go to Step d. If not OK, repair the
open wiper switch high speed output circuit
between the wiper module and the multi-function
switch as required.
(d) Check for battery voltage at the wiper park
switch sense circuit cavity of the headlamp and
dash wire harness connector for the wiper module
with the multi-function switch in the Lo or Hi position, then move the switch to the Off position. The
meter should switch between battery voltage and
zero volts while the wipers are cycling. The meter
should read battery voltage when the switch is
first moved to the Off position until the wipers
park, and then read a steady zero volts. If not OK,
replace the faulty wiper module.
WASHER SYSTEM
The diagnosis found here addresses an electrically
inoperative washer system. If the washer pump/motor operates, but no washer fluid is emitted from the
washer nozzles, be certain to check the fluid level in
the reservoir. Also inspect the washer system components as required. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS - INSPECTION). Refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Turn the ignition switch to the On position.
Turn the multi-function switch wiper control knob to
the Lo or Hi speed position. Check whether the wipers operate. If OK, go to Step 2. If not OK, repair the
wiper system as required before proceeding with the
following tests. Refer to WIPER SYSTEM .
(2) Turn the multi-function switch wiper control
knob to the Off position. Depress the washer button.
The washer pump should operate and the wipers
should operate for as long as the washer button is
depressed. The wipers should continue to operate for
about three sweep cycles after the button is released
before they park. If the wipers are OK, but the washers are not, go to Step 3. If the washers are OK, but
the wipers are not, go to Step 5.
(3) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the headlamp and dash wire harness connector for the washer pump/motor from the motor
connector receptacle. Measure the resistance between
the ground circuit cavity of the headlamp and dash
wire harness connector for the washer pump/motor
and a good ground. The meter should read zero
ohms. If OK, go to Step 4. If not OK, repair the open
ground circuit to ground (G100) as required.
(4) Reconnect the battery negative cable. Turn the
ignition switch to the On position. With the washer
button depressed, check for battery voltage at the
washer switch output circuit cavity of the headlamp
and dash wire harness connector for the washer
pump/motor. If OK, replace the faulty washer pump/
motor. If not OK, repair the open washer switch output circuit between the washer pump/motor and the
multi-function switch as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness connector (Connector C1) for the Central Timer Module
8R - 6
WIPERS/WASHERS
BR/BE
WIPERS/WASHERS (Continued)
(CTM) from the CTM connector receptacle. Reconnect
the battery negative cable. Turn the ignition switch
to the On position. With the washer button
depressed, check for battery voltage at the washer
switch sense circuit cavity of the instrument panel
wire harness connector (Connector C1) for the CTM.
If OK, proceed to the diagnosis for the wiper relay.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER RELAY - DIAGNOSIS AND TESTING). If
not OK, repair the open washer switch sense circuit
between the CTM and the multi-function switch as
required.
CLEANING - WIPER & WASHER SYSTEM
WIPER SYSTEM
The squeegees of wiper blades exposed to the elements for a long time tend to lose their wiping effectiveness. Periodic cleaning of the squeegees is
suggested to remove any deposits of salt or road film.
The wiper blades, arms, and windshield glass should
only be cleaned using a sponge or soft cloth and
windshield washer fluid, a mild detergent, or a nonabrasive cleaner. If the wiper blades continue to
leave streaks, smears, hazing, or beading on the
glass after thorough cleaning of the squeegees and
the glass, the entire wiper blade assembly must be
replaced.
CAUTION: Protect the rubber squeegees of the
wiper blades from any petroleum-based cleaners,
solvents, or contaminants. These products can rapidly deteriorate the rubber squeegees.
WASHER SYSTEM
If the washer system is contaminated with foreign
material, drain the washer reservoir by removing the
front washer pump/motor from the reservoir. Clean
foreign material from the inside of the washer reservoir using clean washer fluid, a mild detergent, or a
non-abrasive cleaner. Flush foreign material from the
washer system plumbing by first disconnecting the
washer hoses from the washer nozzles, then running
the washer pump/motor to run clean washer fluid or
water through the system. Plugged or restricted
washer nozzles should be carefully back-flushed
using compressed air. If the washer nozzle obstruction cannot be cleared, replace the washer nozzle.
CAUTION: Never introduce petroleum-based cleaners, solvents, or contaminants into the washer system. These products can rapidly deteriorate the
rubber seals and hoses of the washer system, as
well as the rubber squeegees of the wiper blades.
CAUTION: Never use compressed air to flush the
washer system plumbing. Compressed air pressures are too great for the washer system plumbing
components and will result in further system damage. Never use sharp instruments to clear a
plugged washer nozzle or damage to the nozzle orifice and improper nozzle spray patterns will result.
INSPECTION - WIPER & WASHER SYSTEM
WIPER SYSTEM
The wiper blades and wiper arms should be
inspected periodically, not just when wiper performance problems are experienced. This inspection
should include the following points:
(1) Inspect the wiper arms for any indications of
damage, or contamination. If the wiper arms are contaminated with any foreign material, clean them as
required. (Refer to 8 - ELECTRICAL/WIPERS/
WASHERS - CLEANING). If a wiper arm is damaged
or corrosion is evident, replace the wiper arm with a
new unit. Do not attempt to repair a wiper arm that
is damaged or corroded.
(2) Carefully lift the wiper blade off of the glass.
Note the action of the wiper arm hinge. The wiper
arm should pivot freely at the hinge, but with no lateral looseness evident. If there is any binding evident
in the wiper arm hinge, or there is evident lateral
play in the wiper arm hinge, replace the wiper arm.
CAUTION: Do not allow the wiper arm to spring
back against the glass without the wiper blade in
place or the glass may be damaged.
(3) Once proper hinge action of the wiper arm is
confirmed, check the hinge for proper spring tension.
Remove the wiper blade from the wiper arm. Either
place a small postal scale between the blade end of
the wiper arm and the glass, or carefully lift the
blade end of the arm away from the glass using a
small fish scale. Compare the scale readings between
the right and left wiper arms. Replace a wiper arm if
it has comparatively lower spring tension, as evidenced by a lower scale reading.
(4) Inspect the wiper blades and squeegees for any
indications of damage, contamination, or rubber deterioration (Fig. 1). If the wiper blades or squeegees
are contaminated with any foreign material, clean
them and the glass as required. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS - CLEANING). After
cleaning the wiper blade and the glass, if the wiper
blade still fails to clear the glass without smearing,
streaking, chattering, hazing, or beading, replace the
wiper blade. Also, if a wiper blade is damaged or the
squeegee rubber is damaged or deteriorated, replace
WIPERS/WASHERS
BR/BE
8R - 7
WIPERS/WASHERS (Continued)
the wiper blade with a new unit. Do not attempt to
repair a wiper blade that is damaged.
sharp bends that might pinch the washer hose must
be avoided.
WASHER FLUID LEVEL
SWITCH
DESCRIPTION
The washer fluid level switch is a single pole, single throw reed-type switch mounted on the rear of
the washer reservoir above the washer pump/motor,
in the left front corner of the engine compartment.
Only the molded plastic switch mounting flange and
connector receptacle are visible when the switch is
installed in the reservoir. A short nipple formation
extends from the inner surface of the switch mounting flange, and a barb on the nipple near the switch
mounting flange is press-fit into a rubber grommet
seal installed in the mounting hole of the reservoir. A
small plastic float pivots on the end of a bracket that
extends from the switch nipple formation. Within the
float is a small magnet, which actuates the reed
switch. The washer fluid level switch cannot be
adjusted or repaired. If faulty or damaged, the switch
must be replaced.
OPERATION
Fig. 1 Wiper Blade Inspection
1
2
3
4
5
6
-
WORN OR UNEVEN EDGES
ROAD FILM OR FOREIGN MATERIAL DEPOSITS
HARD, BRITTLE, OR CRACKED
DEFORMED OR FATIGUED
SPLIT
DAMAGED SUPPORT COMPONENTS
WASHER SYSTEM
The washer system components should be
inspected periodically, not just when washer performance problems are experienced. This inspection
should include the following points:
(1) Check for ice or other foreign material in the
washer reservoir. If contaminated, clean and flush
the washer system. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS - CLEANING).
(2) Inspect the washer plumbing for pinched, leaking, deteriorated, or incorrectly routed hoses and
damaged or disconnected hose fittings. Replace damaged or deteriorated hoses and hose fittings. Leaking
washer hoses can sometimes be repaired by cutting
the hose at the leak and splicing it back together
using an in-line connector fitting. Similarly, sections
of deteriorated hose can be cut out and replaced by
splicing in new sections of hose using in-line connector fittings. Whenever routing a washer hose or a
wire harness containing a washer hose, it must be
routed away from hot, sharp, or moving parts. Also,
The washer fluid level switch uses a pivoting,
oblong float to monitor the level of the washer fluid
in the washer reservoir. The float contains a small
magnet. When the float pivots, the changing proximity of its magnetic field will cause the contacts of the
small, stationary reed switch to open or close. When
the fluid level in the washer reservoir is at or above
the float level, the float moves to a vertical position
and the switch contacts open. When the fluid level in
the washer reservoir falls below the pivoting float,
the float moves to a horizontal position and the
switch contacts close. The switch contacts are connected in series between ground and the washer fluid
switch sense input of the instrument cluster. The
switch is connected to the vehicle electrical system
through a dedicated take out and connector of the
headlamp and dash wire harness. The switch
receives ground through another take out of the
headlamp and dash wire harness with a single eyelet
terminal connector that is secured under a nut to a
ground stud located on the front extension of the left
front wheel housing in the engine compartment. The
washer fluid level switch can be diagnosed using conventional diagnostic tools and methods. (Refer to 8 ELECTRICAL/INSTRUMENT CLUSTER/WASHER
FLUID INDICATOR - DIAGNOSIS AND TESTING).
8R - 8
WIPERS/WASHERS
BR/BE
WASHER FLUID LEVEL SWITCH (Continued)
REMOVAL
INSTALLATION
The washer fluid level switch can be removed from
the washer reservoir without removing the reservoir
from the vehicle.
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the washer hose from the barbed
outlet nipple of the washer pump/motor unit and
allow the washer fluid to drain into a clean container
for reuse.
(3) Disconnect the headlamp and dash wire harness connector for the washer fluid level switch from
the switch connector receptacle (Fig. 2).
(1) Install a new rubber grommet seal into the
washer fluid level switch mounting hole in the front
of the washer reservoir. Always use a new rubber
grommet seal on the reservoir.
(2) Position the float of the washer fluid level
switch through the rubber grommet seal in the
washer reservoir (Fig. 2). The connector receptacle of
the washer fluid level switch should be pointed
downward.
(3) Press firmly and evenly on the washer fluid
level switch using hand pressure until the barbed
nipple is fully seated in the rubber grommet seal in
the washer reservoir mounting hole.
(4) Reconnect the headlamp and dash wire harness
connector for the washer fluid level switch to the
switch connector receptacle.
(5) Reconnect the washer hose to the barbed outlet
nipple of the washer pump/motor unit.
(6) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(7) Reconnect the battery negative cable.
WASHER HOSES/TUBES
DESCRIPTION
Fig. 2 Washer Reservoir
1
2
3
4
-
FAN SHROUD
LOW WASHER FLUID SENSOR
WASHER PUMP
WASHER RESERVOIR
NOTE: The pivoting float of the washer fluid level
switch must be in a horizontal position within the
reservoir in order to be removed. With the reservoir
empty and in an upright position, the pivoting float
will orient itself to the horizontal position when the
switch connector receptacle is pointed straight
downwards.
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the barbed nipple of the
washer fluid level switch out of the rubber grommet
seal on the rear of the reservoir. Care must be taken
not to damage the reservoir.
(5) Remove the washer fluid level switch and float
from the washer reservoir.
(6) Remove the rubber grommet seal from the
washer fluid level switch mounting hole in the
washer reservoir and discard.
The washer plumbing consists of a small diameter
rubber hose that is routed from the barbed outlet
nipple of the washer pump/motor on the washer reservoir through the engine compartment along the left
inner fender shield to a molded plastic in-line fitting
with barbed nipples near the dash panel. A second
section of washer hose passes from the engine compartment into the cowl plenum area through a dedicated hole with a rubber grommet near the left end
of the cowl plenum panel. Beneath the cowl plenum
cover/grille panel, a molded plastic wye fitting with
barbed nipples joins the engine compartment hose to
the two washer nozzle hoses. The two washer hoses
are routed through locating clips on the underside of
the cowl plenum cover/grille panel to the two washer
nozzles.
Washer hose is available for service only as roll
stock, which must then be cut to length. The molded
plastic washer hose fittings cannot be repaired. If
these fittings are faulty or damaged, they must be
replaced.
OPERATION
Washer fluid in the washer reservoir is pressurized
and fed by the washer pump/motor through the
washer system plumbing and fittings to the two
washer nozzles. Whenever routing the washer hose
or a wire harness containing a washer hose, it must
WIPERS/WASHERS
BR/BE
8R - 9
WASHER HOSES/TUBES (Continued)
be routed away from hot, sharp, or moving parts;
and, sharp bends that might pinch the hose must be
avoided.
WASHER NOZZLE
DESCRIPTION
The two washer nozzles have integral snap features that secure them in dedicated holes in the cowl
plenum cover/grille panel located near the base of the
windshield. The domed upper surface of the washer
nozzle is visible on the top of the plenum cover/grille
panel, and the nozzle orifice is oriented towards the
windshield glass. The washer plumbing fittings for
the washer nozzles are concealed beneath the cowl
plenum cover/grille panel. These fluidic washer nozzles are constructed of molded plastic. The cowl plenum cover/grille panel must be removed from the
vehicle to access the nozzles for service. The washer
nozzles cannot be adjusted or repaired and, if faulty
or damaged, they must be replaced.
OPERATION
The two washer nozzles are designed to dispense
washer fluid into the wiper pattern area on the outside of the windshield glass. Pressurized washer fluid
is fed to each nozzle from the washer reservoir by the
washer pump/motor through rubber hoses, which are
attached to a barbed nipple on each washer nozzle
below the cowl plenum cover/grille panel. The washer
nozzles incorporate a fluidic design, which causes the
nozzle to emit the pressurized washer fluid as an
oscillating stream to more effectively cover a larger
area of the glass area to be cleaned.
REMOVAL
(1) Remove the cowl plenum cover/grille panel
from the cowl top. (Refer to 23 - BODY/EXTERIOR/
COWL GRILLE - REMOVAL).
(2) From the underside of the cowl plenum cover/
grille panel, disconnect the washer hose from the
nozzle fitting.
(3) From the underside of the cowl plenum cover/
grille panel, compress the snap features of the
washer nozzle and push the nozzle out through the
top of the panel.
INSTALLATION
(1) From the top of the cowl plenum cover/grille
panel, insert the barbed nipple of the washer nozzle
through the nozzle mounting hole.
(2) With the orifice of the washer nozzle oriented
toward the windshield, use hand pressure to push
the nozzle into the mounting hole until the snap fea-
tures of the nozzle are fully engaged with the underside of the cowl plenum cover/grille panel.
(3) From the underside of the cowl plenum cover/
grille panel, reconnect the washer hose to the washer
nozzle fitting.
(4) Reinstall the cowl plenum cover/grille panel
onto the cowl top. (Refer to 23 - BODY/EXTERIOR/
COWL GRILLE - INSTALLATION).
WASHER PUMP/MOTOR
DESCRIPTION
The washer pump/motor unit is located on the rear
of the washer reservoir, near the bottom in the left
front corner of the engine compartment. A small permanently lubricated and sealed electric motor is coupled to the rotor-type washer pump. A seal flange
with a large barbed inlet nipple on the pump housing
passes through a rubber grommet seal installed in
the dedicated mounting hole near the bottom of the
washer reservoir. A smaller barbed outlet nipple on
the pump housing connects the unit to the washer
hose. The washer pump/motor unit is retained on the
reservoir by the interference fit between the barbed
pump inlet nipple and the grommet seal, which is a
light press fit. An integral electrical connector receptacle is located on the motor housing. The washer
pump/motor unit cannot be repaired. If faulty or
damaged, the entire washer pump/motor unit must
be replaced.
OPERATION
The washer pump/motor unit is connected to the
vehicle electrical system through a single take out
and two-cavity connector of the headlamp and dash
wire harness. The washer pump/motor is grounded at
all times through a take out of the headlamp and
dash wire harness with a single eyelet terminal connector that is secured by a nut to a ground stud
located on the forward extension of the left front
fender wheel housing in the engine compartment.
The washer pump/motor receives battery current on
a fused ignition switch output (run-acc) circuit
through the closed contacts of the momentary washer
switch within the multi-function switch only when
the washer button on the end of the switch control
stalk is depressed towards the steering column.
Washer fluid is gravity-fed from the washer reservoir
to the inlet side of the washer pump. When the pump
motor is energized, the rotor-type pump pressurizes
the washer fluid and forces it through the pump outlet nipple, the washer plumbing, and the washer nozzles onto the windshield glass.
8R - 10
WIPERS/WASHERS
BR/BE
WASHER PUMP/MOTOR (Continued)
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the headlamp and dash wire harness connector for the washer pump/motor from the
motor connector receptacle (Fig. 3).
(5) Reconnect the headlamp and dash wire harness
connector for the washer pump/motor unit to the
motor connector receptacle (Fig. 3).
(6) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(7) Reconnect the battery negative cable.
WASHER RESERVOIR
DESCRIPTION
Fig. 3 Washer Reservoir
1
2
3
4
-
FAN SHROUD
LOW WASHER FLUID SENSOR
WASHER PUMP
WASHER RESERVOIR
(3) Disconnect the washer hose from the barbed
outlet nipple of the washer pump/motor and allow
the washer fluid to drain into a clean container for
reuse.
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the barbed inlet nipple of
the washer pump out of the rubber grommet seal in
the reservoir. Care must be taken not to damage the
reservoir.
(5) Remove the rubber grommet seal from the
washer pump mounting hole in the washer reservoir
and discard.
INSTALLATION
(1) Install a new rubber grommet seal into the
washer pump mounting hole in the washer reservoir.
Always use a new rubber grommet seal on the reservoir.
(2) Position the barbed inlet nipple of the washer
pump to the rubber grommet seal in the reservoir.
(3) Press firmly and evenly on the washer pump
until the barbed inlet nipple is fully seated in the
rubber grommet seal in the washer reservoir mounting hole.
(4) Reconnect the washer hose to the barbed outlet
nipple of the washer pump.
The molded plastic washer fluid reservoir is
secured with integral mounting tabs to keyed slots
on the left side of the radiator fan shroud in the left
front corner of the engine compartment. A bright yellow plastic filler cap with a rubber seal and an International Control and Display Symbol icon for
“Windshield Washer” and the text “Washer Fluid
Only” molded into it snaps over the open end of the
filler neck. A bail strap that is integral to the cap
secures the cap to the reservoir filler neck when it is
removed for inspecting or adjusting the fluid level in
the reservoir. There are separate, dedicated holes on
the rear side of the reservoir provided for the mounting of the washer/pump motor unit and the washer
fluid level switch.
The washer reservoir cannot be repaired and, if
faulty or damaged, it must be replaced. The washer
reservoir, the grommet seals for the washer pump/
motor unit and the washer fluid level switch, and the
filler cap are each available for service replacement.
OPERATION
The washer fluid reservoir provides a secure,
on-vehicle storage location for a large reserve of
washer fluid for operation of the washer system. The
washer reservoir filler neck provides a clearly
marked and readily accessible point from which to
add washer fluid to the reservoir. The washer/pump
motor unit is located in a sump area near the bottom
of the reservoir to be certain that washer fluid will
be available to the pump as the fluid level in the reservoir becomes depleted. The washer fluid level
switch is mounted just above the sump area of the
reservoir so that there will be adequate warning to
the vehicle operator that the washer fluid level is
low, before the washer system will no longer operate.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Drain the engine cooling system. (Refer to 7 COOLING - STANDARD PROCEDURE - DRAIN/
ALL EXCEPT DIESEL ENGINE) or (Refer to 7 -
WIPERS/WASHERS
BR/BE
8R - 11
WASHER RESERVOIR (Continued)
COOLING - STANDARD PROCEDURE - DRAIN/
DIESEL ENGINE).
(3) Disconnect the upper radiator hose from the
radiator.
(4) Disconnect the headlamp and dash wire harness connector for the washer fluid level switch from
the switch connector receptacle.
(5) Disconnect the headlamp and dash wire harness connector for the washer pump/motor unit from
the motor connector receptacle.
(6) Disconnect the washer hose from the barbed
outlet nipple of the washer pump/motor and allow
the washer fluid to drain into a clean container for
reuse.
(7) While pulling the washer reservoir away from
the fan shroud, lift the reservoir upwards far enough
to disengage the reservoir mounting tabs from the
keyed upper and lower mounting slots in the fan
shroud (Fig. 4).
(3) Reconnect the washer hose to the barbed outlet
nipple of the washer pump.
(4) Reconnect the headlamp and dash wire harness
connector for the washer pump/motor unit to the
motor connector receptacle.
(5) Reconnect the headlamp and dash wire harness
connector for the washer fluid level switch to the
switch connector receptacle.
(6) Reconnect the upper radiator hose to the radiator.
(7) Refill the engine cooling system. (Refer to 7 COOLING - STANDARD PROCEDURE - REFILL/
ALL EXCEPT DIESEL ENGINE) or (Refer to 7 COOLING - STANDARD PROCEDURE - REFILL/
DIESEL ENGINE).
(8) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(9) Reconnect the battery negative cable.
WIPER ARM
DESCRIPTION
Fig. 4 Washer Reservoir
1
2
3
4
-
FAN SHROUD
WASHER FLUID LEVEL SWITCH
WASHER PUMP
WASHER RESERVOIR
(8) Remove the washer reservoir from the engine
compartment.
INSTALLATION
(1) Position the washer reservoir into the engine
compartment (Fig. 4).
(2) Align and insert the upper and lower washer
reservoir mounting tabs into the keyed upper and
lower mounting slots in the radiator fan shroud.
When all the tabs are inserted, use hand pressure to
push the reservoir downwards far enough to engage
the mounting tabs in the keyways of the mounting
slots.
The wiper arms are the rigid members located
between the wiper pivots that protrude from the cowl
plenum cover/grille panel near the base of the windshield and the wiper blades on the windshield glass.
The wiper arm has a die cast metal pivot end. On the
underside of this pivot end is a socket formation with
internal serrations and a small, movable, stamped
steel latch plate that is secured loosely under a small
strap that is staked to the pivot end. The wide end of
a tapered, stamped steel channel hinges on and is
secured with a hinge pin to the pivot end of the
wiper arm. One end of a long, rigid, stamped steel
strap, with a small hole near its pivot end, is riveted
and crimped within the narrow end of the stamped
steel channel. The tip of the wiper blade end of this
strap is bent back under itself to form a small hook.
Concealed within the stamped steel channel, one end
of a long spring is hooked through a hole in a small
stamped steel strap on the hinge pin within the die
cast pivot end, while the other end of the spring is
hooked through the small hole in the steel strap. The
entire wiper arm has a satin black finish applied to
all of its visible surfaces.
A wiper arm cannot be adjusted or repaired. If
damaged or faulty, the entire wiper arm unit must be
replaced.
OPERATION
The wiper arms are designed to mechanically
transmit the motion from the wiper pivots to the
wiper blades. The wiper arm must be properly
indexed to the wiper pivot in order to maintain the
8R - 12
WIPERS/WASHERS
BR/BE
WIPER ARM (Continued)
proper wiper blade travel on the glass. The socket
formation with internal serrations in the wiper arm
pivot end interlocks with the serrations on the outer
circumference of the wiper pivot driver, allowing positive engagement and finite adjustment of this connection. The latch plate on the underside of the
wiper arm pivot end locks the wiper arm to the wiper
pivot when in its installed position and, when in its
unlocked position, also serves as a blocker to hold the
spring-loaded wiper arm off of the glass to facilitate
removal and installation. The spring-loaded wiper
arm hinge controls the down-force applied through
the tip of the wiper arm to the wiper blade on the
glass. The hook formation on the tip of the wiper arm
provides a cradle for securing and latching the wiper
blade pivot block to the wiper arm.
Off position. The wiper motor is now in its park
position.
(1) The wiper arms must be indexed to the wiper
pivots with the wiper motor in the park position to
be properly installed (Fig. 6). Position the wiper arm
pivot ends onto the wiper pivots so that the lower
edge of the wiper arm tip is on the upper edge of the
lower windshield blackout area ± 22 millimeters (±
0.86 inches).
REMOVAL
(1) Unlatch and open the hood.
(2) Lift the wiper arm far enough to raise the
wiper blade off of the glass and permit the wiper arm
latch plate to be pulled out to its holding position,
then release the arm (Fig. 5). The wiper arm and
blade will remain off the glass with the latch in this
position.
Fig. 6 Wiper Arm Installation
(2) Once the wiper arm is indexed to the wiper
pivot, lift the wiper arm away from the windshield
slightly to relieve the spring tension on the latch
plate, then push the latch plate into the locked position. Gently lower the wiper arm until the wiper
blade rests on the glass.
(3) Wet the windshield glass, then operate the wipers. Turn the wiper control knob on the end of the
multi-function switch control stalk to the Off position, then check for the correct wiper arm position
and adjust as required.
WIPER BLADE
Fig. 5 Wiper Arm Remove/Install - Typical
CAUTION: The use of a screwdriver or other prying
tool to remove a wiper arm may distort it. This distortion could allow the arm to come off of the wiper
pivot during wiper operation, regardless of how
carefully it is reinstalled.
(3) Using a slight rocking motion, remove the
wiper arm pivot end from the wiper pivot.
INSTALLATION
NOTE: Be certain that the wiper motor is in the park
position before attempting to install the wiper arms.
Turn the ignition switch to the On position and
move the wiper control knob on the end of the
multi-function switch control stalk to its Off position. If the wiper pivots move, wait until they stop
moving, then turn the ignition switch back to the
DESCRIPTION
Each wiper blade is secured by an integral latching
pivot block to the hook formation on the tip of the
wiper arms, and rests on the glass near the base of
the windshield when the wipers are not in operation.
The wiper blade consists of the following components:
• Superstructure - The superstructure includes
several stamped steel bridges and links with claw
formations that grip the wiper blade element. Also
included in this unit is the latching, molded plastic
pivot block that secures the superstructure to the
wiper arm. All of the metal components of the wiper
blade have a satin black finish applied.
• Element - The wiper element or squeegee is the
resilient rubber member of the wiper blade that contacts the glass.
• Flexor - The flexor is a rigid metal component
running along the length of each side of the wiper
element where it is gripped by the claws of the
superstructure.
WIPERS/WASHERS
BR/BE
8R - 13
WIPER BLADE (Continued)
All Ram truck models have two 50 centimeter
(19.69 inch) wiper blades with non-replaceable rubber elements (squeegees). These wiper blades also
include an anti-lift feature. The wiper blades cannot
be adjusted or repaired. If faulty, worn, or damaged
the entire wiper blade unit must be replaced.
OPERATION
The wiper blade is moved back and forth across the
glass by the wiper arms when the wipers are being
operated. The wiper blade superstructure is the flexible frame that grips the wiper blade element and
evenly distributes the force of the spring-loaded
wiper arm along the length of the element. The combination of the wiper arm force and the flexibility of
the superstructure makes the element conform to
and maintain proper contact with the glass, even as
the blade is moved over the varied curvature found
across the glass surface. The wiper element flexor
provides the claws of the blade superstructure with a
rigid, yet flexible component on the element which
can be gripped. The rubber element is designed to be
stiff enough to maintain an even cleaning edge as it
is drawn across the glass, but resilient enough to
conform to the glass surface and flip from one cleaning edge to the other each time the wiper blade
changes directions.
REMOVAL
NOTE: The driver side and passenger side wiper
blades are not interchangeable. The driver side
wiper blade has an extra bridge and eight pairs of
claws securing the wiper element. The passenger
side wiper blade has six pairs of claws securing the
wiper element. The notched retainer end of both
wiper elements should always be oriented towards
the end of the wiper blade that is nearest to the
wiper pivot.
(1) Turn the wiper control knob on the end of the
multi-function switch control stalk to the On position. Cycle the wiper blades to a convenient working
location on the windshield by turning the ignition
switch to the On and Off positions.
(2) Lift the wiper arm to raise the wiper blade and
element off of the glass.
(3) To remove the wiper blade from the wiper arm,
push the pivot block latch release tab under the tip
of the arm and slide the blade away from the tip
towards the pivot end of the arm far enough to disengage the pivot block from the hook (Fig. 7).
(4) Extract the hook formation on the tip of the
wiper arm from the opening in the wiper blade
superstructure ahead of the wiper blade pivot block/
latch unit.
Fig. 7 Wiper Blade Remove/Install - Typical
1 - RELEASE TAB
CAUTION: Do not allow the wiper arm to spring
back against the glass without the wiper blade in
place or the glass may be damaged.
(5) Gently lower the wiper arm tip onto the glass.
INSTALLATION
NOTE: The driver side and passenger side wiper
blades are not interchangeable. The driver side
wiper blade has an extra bridge and eight pairs of
claws securing the wiper element. The passenger
side wiper blade has six pairs of claws securing the
wiper element. The notched retainer end of both
wiper elements should always be oriented towards
the end of the wiper blade that is nearest to the
wiper pivot.
(1) Lift the wiper arm off of the windshield glass.
(2) Position the wiper blade near the hook formation on the tip of the arm with the notched retainer
for the wiper element oriented towards the end of the
wiper arm that is nearest to the wiper pivot.
(3) Insert the hook formation on the tip of the
wiper arm through the opening in the wiper blade
superstructure ahead of the wiper blade pivot block/
latch unit far enough to engage the pivot block with
the hook (Fig. 7).
(4) Slide the wiper blade pivot block/latch up into
the hook formation on the tip of the wiper arm until
the latch release tab snaps into its locked position.
(5) Gently lower the wiper blade onto the glass.
WIPER MODULE
DESCRIPTION
The wiper module is secured with screws to the
cowl plenum panel and concealed within the cowl
plenum area beneath the cowl plenum cover/grille
panel. The ends of the wiper pivot shafts that protrude through dedicated openings in the cowl plenum
8R - 14
WIPERS/WASHERS
BR/BE
WIPER MODULE (Continued)
cover/grille panel to drive the wiper arms and blades
are the only visible components of the wiper module.
The wiper module consists of the following major
components:
• Bracket - The wiper module bracket consists of
a long tubular steel main member that has a
stamped pivot bracket formation near each end
where the two wiper pivots are secured. A stamped
steel mounting plate for the wiper motor is secured
with welds near the center of the main member.
• Crank Arm - The wiper motor crank arm is a
stamped steel unit that has a slotted hole on the
driven end that is secured to the wiper motor output
shaft with a nut, and has a ball stud secured to the
drive end.
• Linkage - The two wiper linkage members are
each constructed of stamped steel. A driver side drive
link with a plastic socket-type bushing in the left
end, and a plastic sleeve-type bushing in the right
end. Socket bushing is snap-fit over the pivot ball
stud on the left pivot, while the sleeve bushing is fit
over the longer wiper motor crank arm pivot stud.
The passenger side drive link has a plastic sockettype bushing on each end. One end of this drive link
is snap-fit over the pivot ball stud on the right pivot,
while the other end is snap-fit over the exposed end
of the longer ball stud on the wiper motor crank arm.
• Motor - The wiper motor is secured with three
screws to the motor mounting plate near the center
of the wiper module bracket. The wiper motor output
shaft passes through a hole in the module bracket,
where a nut secures the wiper motor crank arm to
the motor output shaft. The two-speed permanent
magnet wiper motor features an integral transmission, an internal park switch, and an internal Positive Temperature Coefficient (PTC) circuit breaker.
• Pivots - The two wiper pivots are secured to the
ends of the wiper module bracket. The crank arms
that extend from the bottom of the pivot shafts each
have a ball stud on their end. The upper end of each
pivot shaft where the wiper arms will be fastened
each has an externally serrated drum secured to it.
The wiper module cannot be adjusted or repaired.
If any component of the module is faulty or damaged,
the entire wiper module unit must be replaced.
OPERATION
The wiper module operation is controlled by the
vehicle operator through battery current inputs
received by the wiper motor from the multi-function
switch on the steering column. The wiper motor
speed is controlled by current flow to either the low
speed or the high speed set of brushes. The park
switch is a single pole, single throw, momentary
switch within the wiper motor that is mechanically
actuated by the wiper motor transmission compo-
nents. The park switch alternately closes the wiper
park switch sense circuit to ground or to battery current, depending upon the position of the wipers on
the glass. This feature allows the motor to complete
its current wipe cycle after the wiper system has
been turned Off, and to park the wiper blades in the
lowest portion of the wipe pattern. The automatic
resetting circuit breaker protects the motor from
overloads. The wiper motor crank arm, the two wiper
linkage members, and the two wiper pivots mechanically convert the rotary output of the wiper motor to
the back and forth wiping motion of the wiper arms
and blades on the glass.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the wiper arms from the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARMS - REMOVAL).
(3) Remove the cowl plenum cover/grille panel
from the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - REMOVAL).
(4) Remove the four screws that secure the wiper
module bracket to the cowl plenum panel and the
dash panel (Fig. 8).
Fig. 8 Wiper Module Remove/Install
1 - WIPER MODULE MOUNTING SCREWS
(5) Reach into the cowl plenum to move the wiper
module far enough to access the wiper module electrical connections (Fig. 9).
(6) Disconnect the headlamp and dash wire harness connector for the wiper motor from the wiper
motor pigtail wire connector.
(7) Disconnect the headlamp and dash wire harness ground connector from the wiper motor ground
terminal.
(8) Remove the wiper module from the cowl plenum as a unit.
INSTALLATION
(1) Position the wiper module into the cowl plenum as a unit.
WIPERS/WASHERS
BR/BE
8R - 15
WIPER MODULE (Continued)
Fig. 9 Wiper Module Electrical Connections
1 - GROUND CONNECTOR
2 - WIPER MOTOR CONNECTOR
3 - GROUND TERMINAL
(2) Reconnect the headlamp and dash wire harness
ground connector to the wiper motor ground terminal
(Fig. 9).
(3) Reconnect the headlamp and dash wire harness
connector for the wiper motor to the wiper motor pigtail wire connector.
(4) Reach into the cowl plenum to align the wiper
module mounting bracket with the locations for the
mounting screws (Fig. 8).
(5) Install and tighten the four screws that secure
the wiper module bracket to the cowl plenum panel
and the dash panel. Tighten the screws to 8 N·m (72
in. lbs.).
(6) Reinstall the cowl plenum cover/grille panel
onto the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - INSTALLATION).
(7) Reinstall the wiper arms onto the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARMS - INSTALLATION).
(8) Reconnect the battery negative cable.
WIPER RELAY
DESCRIPTION
The wiper relay (or intermittent wipe relay) is
located in the Power Distribution Center (PDC) near
the battery in the engine compartment. See the fuse
and relay layout label affixed to the inside surface of
the PDC cover for wiper relay identification and location. The wiper relay is a conventional International
Standards Organization (ISO) micro relay. Relays
conforming to the ISO specifications have common
physical dimensions, current capacities, terminal patterns, and terminal functions. The relay is contained
within a small, rectangular, molded plastic housing.
The relay is connected to all of the required inputs
and outputs through its PDC receptacle by five male
spade-type terminals that extend from the bottom of
the relay base. The ISO designation for each terminal is molded into the base adjacent to the terminal.
The ISO terminal designations are as follows:
• 30 (Common Feed) - This terminal is connected to the movable contact point of the relay.
• 85 (Coil Ground) - This terminal is connected
to the ground feed side of the relay control coil.
• 86 (Coil Battery) - This terminal is connected
to the battery feed side of the relay control coil.
• 87 (Normally Open) - This terminal is connected to the normally open fixed contact point of the
relay.
• 87A (Normally Closed) - This terminal is connected to the normally closed fixed contact point of
the relay.
The wiper relay cannot be adjusted or repaired. If
the relay is damaged or faulty, it must be replaced.
OPERATION
The wiper relay (or intermittent wipe relay) is an
electromechanical switch that uses a low current
input from the Central Timer Module (CTM) to control a high current output to the low speed brush of
the wiper motor. The movable common feed contact
point is held against the fixed normally closed contact point by spring pressure. When the relay coil is
energized, an electromagnetic field is produced by the
coil windings. This electromagnetic field draws the
movable relay contact point away from the fixed normally closed contact point, and holds it against the
fixed normally open contact point. When the relay
coil is de-energized, spring pressure returns the movable contact point back against the fixed normally
closed contact point. A resistor or diode is connected
in parallel with the relay coil in the relay, and helps
to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic
field of the relay coil collapses.
The wiper relay terminals are connected to the
vehicle electrical system through a connector receptacle in the Power Distribution Center (PDC). The
inputs and outputs of the wiper relay include:
• The common feed terminal (30) is connected to
the wiper motor low speed brush through the wiper
control circuitry of the multi-function switch on the
steering column. When the wiper relay is de-energized, the common feed terminal is connected to the
wiper park switch output through the wiper park
switch sense circuit. The wiper park switch output
may be battery current (wipers are not parked), or
ground (wipers are parked). When the wiper relay is
energized, the common feed terminal of the wiper is
8R - 16
WIPERS/WASHERS
BR/BE
WIPER RELAY (Continued)
connected to battery current from a fuse in the Junction Block (JB) through a fused ignition switch output (run-acc) circuit.
• The coil ground terminal (85) is connected to the
relay control output of the CTM through the wiper
motor relay control circuit. The CTM controls the
ground path for this circuit internally to energize or
de-energize the wiper relay based upon its programming and inputs from the wiper and washer control
circuitry of the multi-function switch and from the
wiper motor park switch.
• The coil battery terminal (86) is connected to
battery current from a fuse in the Junction Block
(JB) through a fused ignition switch output (run-acc)
circuit whenever the ignition switch is in the On or
Accessory positions.
• The normally open terminal (87) is connected to
battery current from a fuse in the Junction Block
(JB) through a fused ignition switch output (run-acc)
circuit whenever the wiper relay control coil is energized by the CTM. This circuit provides fused ignition switch output (run-acc) current to the wiper
motor low speed brush only when the wiper relay
control coil is energized.
• The normally closed terminal (87A) is connected
to the output of the wiper motor park switch through
the wiper motor park switch sense circuit. This circuit provides battery current (wipers are not parked)
or ground (wipers are parked) to the wiper motor low
speed brush whenever the wiper relay control coil is
de-energized and the Off position of the wiper control
of the multi-function switch is selected.
The wiper relay can be diagnosed using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - WIPER RELAY
The wiper relay (or intermittent wipe relay) (Fig.
10) is located in the Power Distribution Center (PDC)
in the engine compartment. See the fuse and relay
layout label affixed to the inside surface of the PDC
cover for wiper relay identification and location.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
(1) Remove the wiper relay from the PDC. (Refer
to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER
RELAY - REMOVAL).
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, test the relay input and output circuits. Refer to RELAY CIRCUIT TEST . If not OK,
replace the faulty relay.
Fig. 10 Wiper Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to the multi-function switch. There should
be continuity between the receptacle for terminal 30
of the wiper relay in the PDC and both driver low
speed wiper motor driver circuit cavities of the
instrument panel wire harness connector for the
multi-function switch at all times. If OK, go to Step
2. If not OK, repair the open driver low speed wiper
motor driver circuit(s) between the PDC and the
multi-function switch as required.
(2) The relay normally closed terminal (87A) is
connected to the wiper motor park switch through
the wiper motor park switch sense circuit. There
should be continuity between the receptacle for terminal 87A of the wiper relay in the PDC and the
wiper motor park switch sense circuit cavity of the
headlamp and dash wire harness connector for the
wiper motor at all times. If OK, go to Step 3. If not
OK, repair the open wiper motor park switch sense
circuit between the PDC and the wiper motor as
required.
(3) The relay normally open terminal (87) is connected to a fused ignition switch output (run-acc)
fuse in the Junction Block (JB) through a fused ignition switch output (run-acc) circuit. There should be
battery voltage at the receptacle for terminal 87 of
WIPERS/WASHERS
BR/BE
8R - 17
WIPER RELAY (Continued)
the wiper relay in the PDC whenever the ignition
switch is in the On or Accessory positions. If OK, go
to Step 4. If not OK, repair the open fused ignition
switch output (run-acc) circuit between the PDC and
the JB as required.
(4) The coil battery terminal (86) is connected to a
fused ignition switch output (run-acc) fuse in the JB
through a fused ignition switch output (run-acc) circuit. There should be battery voltage at the receptacle for terminal 86 of the wiper relay in the PDC
whenever the ignition switch is in the On or Accessory positions. If OK, go to Step 5. If not OK, repair
the open fused ignition switch output (run-acc) circuit between the PDC and the JB as required.
(5) The coil ground terminal (85) is connected to
the output of the Central Timer Module (CTM)
through the wiper motor relay control circuit. There
should be continuity between the receptacle for terminal 85 of the wiper relay in the PDC and the wiper
motor relay control circuit cavity of the instrument
panel wire harness connector (Connector C1) for the
CTM at all times. If not OK, repair the open wiper
motor relay control circuit between the PDC and the
CTM as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 11).
(3) See the fuse and relay layout label affixed to
the underside of the PDC cover for wiper relay identification and location.
(4) Remove the wiper relay by grasping it firmly
and pulling it straight out from the receptacle in the
PDC.
Fig. 11 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
INSTALLATION
(1) See the fuse and relay layout label affixed to
the underside of the PDC cover for the proper wiper
relay location (Fig. 11).
(2) Position the wiper relay in the proper receptacle in the PDC.
(3) Align the wiper relay terminals with the terminal cavities in the PDC receptacle.
(4) Push firmly and evenly on the top of the wiper
relay until the terminals are fully seated in the terminal cavities in the PDC receptacle.
(5) Reinstall the cover onto the PDC.
WIRING
BR/BE
8W - 1
WIRING
TABLE OF CONTENTS
page
AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . .
AIR CONDITIONING-HEATER . . . . . . . . . . .
ALL WHEEL ANTILOCK BRAKES . . . . . . . .
AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . .
BUS COMMUNICATIONS . . . . . . . . . . . . . .
CENTRAL TIMER MODULE. . . . . . . . . . . . .
CHARGING SYSTEM . . . . . . . . . . . . . . . . . .
COMPONENT INDEX . . . . . . . . . . . . . . . . . .
CONNECTOR/GROUND/SPLICE
LOCATION . . . . . . . . . . . . . . . . . . . . . . . .
CONNECTOR PIN-OUTS . . . . . . . . . . . . . . .
FRONT LIGHTING . . . . . . . . . . . . . . . . . . . .
FUEL/IGNITION SYSTEM . . . . . . . . . . . . . .
GROUND DISTRIBUTION . . . . . . . . . . . . . .
HORN/CIGAR LIGHTER/POWER OUTLET . .
INSTRUMENT CLUSTER . . . . . . . . . . . . . . .
INTERIOR LIGHTING. . . . . . . . . . . . . . . . . .
JUNCTION BLOCK. . . . . . . . . . . . . . . . . . . .
8W-43-1
8W-42-1
8W-35-1
8W-47-1
8W-18-1
8W-45-1
8W-20-1
8W-02-1
8W-91-1
8W-80-1
8W-50-1
8W-30-1
8W-15-1
8W-41-1
8W-40-1
8W-44-1
8W-12-1
page
OVERHEAD CONSOLE. . . . . . . . . . . . . . . . .
POWER DISTRIBUTION . . . . . . . . . . . . . . .
POWER DISTRIBUTION . . . . . . . . . . . . . . .
POWER DOOR LOCKS . . . . . . . . . . . . . . . .
POWER MIRRORS . . . . . . . . . . . . . . . . . . .
POWER SEATS . . . . . . . . . . . . . . . . . . . . . .
POWER WINDOWS. . . . . . . . . . . . . . . . . . .
REAR LIGHTING . . . . . . . . . . . . . . . . . . . . .
REAR WHEEL ANTILOCK BRAKES . . . . . . .
SPLICE INFORMATION . . . . . . . . . . . . . . . .
STARTING SYSTEM . . . . . . . . . . . . . . . . . .
TRAILER TOW. . . . . . . . . . . . . . . . . . . . . . .
TRANSMISSION CONTROL SYSTEM . . . . .
TURN SIGNALS. . . . . . . . . . . . . . . . . . . . . .
VEHICLE SPEED CONTROL . . . . . . . . . . . .
VEHICLE THEFT SECURITY SYSTEM . . . . .
WIPERS. . . . . . . . . . . . . . . . . . . . . . . . . . . .
WIRING DIAGRAM INFORMATION. . . . . . .
8W-49-1
8W-10-1
8W-97-1
8W-61-1
8W-62-1
8W-63-1
8W-60-1
8W-51-1
8W-34-1
8W-70-1
8W-21-1
8W-54-1
8W-31-1
8W-52-1
8W-33-1
8W-39-1
8W-53-1
8W-01-1
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
8W - 01 - 1
8W-01 WIRING DIAGRAM INFORMATION
TABLE OF CONTENTS
page
WIRING DIAGRAM INFORMATION
DESCRIPTION
DESCRIPTION - HOW TO USE WIRING
DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION - CIRCUIT INFORMATION .
DESCRIPTION - CIRCUIT FUNCTIONS . . .
DESCRIPTION - SECTION IDENTIFICATION
AND INFORMATION . . . . . . . . . . . . . . . . .
DESCRIPTION - CONNECTOR, GROUND
AND SPLICE INFORMATION . . . . . . . . . . .
WARNINGS - GENERAL . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - WIRING
HARNESS . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE ELECTROSTATIC DISCHARGE (ESD)
SENSITIVE DEVICES . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TESTING OF
VOLTAGE POTENTIAL . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TESTING FOR
CONTINUITY . . . . . . . . . . . . . . . . . . . . . . .
...1
...4
...4
...6
...6
...7
...7
...8
...8
page
STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND . . . . . . . . . . . . . . . . . . . 9
STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND ON FUSES
POWERING SEVERAL LOADS . . . . . . . . . . . . 9
STANDARD PROCEDURE - TESTING FOR A
VOLTAGE DROP . . . . . . . . . . . . . . . . . . . . . . . 9
SPECIAL TOOLS
WIRING/TERMINAL . . . . . . . . . . . . . . . . . . . . . 9
CONNECTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIODE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
TERMINAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
WIRE
STANDARD PROCEDURE - WIRE SPLICING . . 13
...9
WIRING DIAGRAM
INFORMATION
DESCRIPTION
DESCRIPTION - HOW TO USE WIRING
DIAGRAMS
DaimlerChrysler Corporation wiring diagrams are
designed to provide information regarding the vehicles wiring content. In order to effectively use the
wiring
diagrams
to
diagnose
and
repair
DaimlerChrysler Corporation vehicles, it is important
to understand all of their features and characteristics.
Diagrams are arranged such that the power (B+)
side of the circuit is placed near the top of the page,
and the ground (B-) side of the circuit is placed near
the bottom of the page (Fig. 1).
All switches, components, and modules are shown
in the at rest position with the doors closed and the
key removed from the ignition (Fig. 2).
Components are shown two ways. A solid line
around a component indicates that the component is
complete. A dashed line around the component indicates that the component is being shown is not complete. Incomplete components have a reference
number to indicate the page where the component is
shown complete.
It is important to realize that no attempt is made
on the diagrams to represent components and wiring
as they appear on the vehicle. For example, a short
piece of wire is treated the same as a long one. In
addition, switches and other components are shown
as simply as possible, with regard to function only.
8W - 01 - 2
8W-01 WIRING DIAGRAM INFORMATION
WIRING DIAGRAM INFORMATION (Continued)
Fig. 1 WIRING DIAGRAM EXAMPLE 1
BR/BE
BR/BE
8W-01 WIRING DIAGRAM INFORMATION
WIRING DIAGRAM INFORMATION (Continued)
Fig. 2 WIRING DIAGRAM EXAMPLE 2
8W - 01 - 3
8W - 01 - 4
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
WIRING DIAGRAM INFORMATION (Continued)
SYMBOLS
DESCRIPTION - CIRCUIT FUNCTIONS
International symbols are used throughout the wiring diagrams. These symbols are consistent with
those being used around the world (Fig. 3).
All circuits in the diagrams use an alpha/numeric
code to identify the wire and it’s function. To identify
which circuit code applies to a system, refer to the
Circuit Identification Code Chart. This chart shows
the main circuits only and does not show the secondary codes that may apply to some models.
TERMINOLOGY
This is a list of terms and definitions used in the
wiring diagrams.
CIRCUIT IDENTIFICATION CODE CHART
LHD . . . . . . . . . . . . . . . . . Left Hand Drive Vehicles
RHD . . . . . . . . . . . . . . . . Right Hand Drive Vehicles
ATX . . Automatic Transmissions-Front Wheel Drive
MTX . . . . Manual Transmissions-Front Wheel Drive
AT . . . . Automatic Transmissions-Rear Wheel Drive
MT . . . . . Manual Transmissions-Rear Wheel Drive
SOHC . . . . . . . . . . . Single Over Head Cam Engine
DOHC . . . . . . . . . . Double Over Head Cam Engine
Built-Up-Export . . . . . . . . Vehicles Built For Sale In
Markets Other Than North America
Except-Built-Up-Export . . Vehicles Built For Sale In
North America
DESCRIPTION - CIRCUIT INFORMATION
Each wire shown in the diagrams contains a code
which identifies the main circuit, part of the main
circuit, gage of wire, and color (Fig. 4).
WIRE COLOR CODE CHART
COLOR CODE
COLOR
CIRCUIT
FUNCTION
A
BATTERY FEED
B
BRAKE CONTROLS
C
CLIMATE CONTROLS
D
DIAGNOSTIC CIRCUITS
E
DIMMING ILLUMINATION
CIRCUITS
F
FUSED CIRCUITS
G
MONITORING CIRCUITS
(GAUGES)
H
OPEN
I
NOT USED
J
OPEN
K
POWERTRAIN CONTROL
MODULE
L
EXTERIOR LIGHTING
M
INTERIOR LIGHTING
N
NOT USED
O
NOT USED
P
POWER OPTION (BATTERY
FEED)
Q
POWER OPTIONS (IGNITION
FEED)
BL
BLUE
BK
BLACK
BR
BROWN
DB
DARK BLUE
DG
DARK GREEN
GY
GRAY
LB
LIGHT BLUE
R
PASSIVE RESTRAINT
LG
LIGHT GREEN
S
SUSPENSION/STEERING
OR
ORANGE
T
TRANSMISSION/TRANSAXLE/
TRANSFER CASE
PK
PINK
RD
RED
U
OPEN
TN
TAN
V
VT
VIOLET
SPEED CONTROL, WIPER/
WASHER
WT
WHITE
W
OPEN
YL
YELLOW
X
AUDIO SYSTEMS
*
WITH TRACER
Y
OPEN
Z
GROUNDS
BR/BE
8W-01 WIRING DIAGRAM INFORMATION
WIRING DIAGRAM INFORMATION (Continued)
Fig. 3 WIRING DIAGRAM SYMBOLS
8W - 01 - 5
8W - 01 - 6
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
WIRING DIAGRAM INFORMATION (Continued)
GROUP
Fig. 4 WIRE CODE IDENTIFICATION
1 - COLOR OF WIRE (LIGHT BLUE WITH YELLOW TRACER
2 - GAGE OF WIRE (18 GAGE)
3 - PART OF MAIN CIRCUIT (VARIES DEPENDING ON
EQUIPMENT)
4 - MAIN CIRCUIT IDENTIFICATION
DESCRIPTION - SECTION IDENTIFICATION AND
INFORMATION
The wiring diagrams are grouped into individual
sections. If a component is most likely found in a particular group, it will be shown complete (all wires,
connectors, and pins) within that group. For example, the Auto Shutdown Relay is most likely to be
found in Group 30, so it is shown there complete. It
can, however, be shown partially in another group if
it contains some associated wiring.
Splice diagrams in Section 8W-70 show the entire
splice and provide references to other sections the
splices serves. Section 8W-70 only contains splice diagrams that are not shown in their entirety somewhere else in the wiring diagrams.
Section 8W-80 shows each connector and the circuits involved with that connector. The connectors
are identified using the name/number on the diagram pages.
WIRING SECTION CHART
GROUP
TOPIC
8W-01 thru
8W-09
General information and Diagram
Overview
8W-10 thru
8W-19
Main Sources of Power and
Vehicle Grounding
8W-20 thru
8W-29
Starting and Charging
8W-30 thru
8W-39
Powertrain/Drivetrain Systems
TOPIC
8W-40 thru
8W-49
Body Electrical items and A/C
8W-50 thru
8W-59
Exterior Lighting, Wipers and
Trailer Tow
8W-60 thru
8W-69
Power Accessories
8W-70
Splice Information
8W-80
Connector Pin Outs
8W-91
Connector, Ground and Splice
Locations
DESCRIPTION - CONNECTOR, GROUND AND
SPLICE INFORMATION
CAUTION: Not all connectors are serviced. Some
connectors are serviced only with a harness. A typical example might be the Supplemental Restraint
System connectors. Always check parts availability
before attempting a repair.
IDENTIFICATION
In-line connectors are identified by a number, as
follows:
• In-line connectors located in the engine compartment are C100 series numbers
• In-line connectors located in the Instrument
Panel area are C200 series numbers.
• In-line connectors located in the body are C300
series numbers.
• Jumper harness connectors are C400 series
numbers.
• Grounds and ground connectors are identified
with a “G” and follow the same series numbering as
the in-line connectors.
• Splices are identified with an “S” and follow the
same series numbering as the in-line connectors.
• Component connectors are identified by the component name instead of a number. Multiple connectors on a component use a C1, C2, etc. identifier.
LOCATIONS
Section 8W-91 contains connector/ground/splice
location illustrations. The illustrations contain the
connector name (or number)/ground number/splice
number and component identification. Connector/
ground/splice location charts in section 8W-91 reference the figure numbers of the illustrations.
The abbreviation T/O is used in the component
location section to indicate a point in which the wiring harness branches out to a component. The abbreviation N/S means Not Shown in the illustrations
BR/BE
8W-01 WIRING DIAGRAM INFORMATION
8W - 01 - 7
WIRING DIAGRAM INFORMATION (Continued)
WARNINGS - GENERAL
WARNINGS provide information to prevent personal injury and vehicle damage. Below is a list of
general warnings that should be followed any time a
vehicle is being serviced.
WARNING:: ALWAYS WEAR SAFETY GLASSES FOR
EYE PROTECTION.
WARNING: NEVER USE A JUMPER WIRE ACROSS
A LOAD, SUCH AS A MOTOR, CONNECTED
BETWEEN A BATTERY FEED AND GROUND.
• Voltmeter - Used to check for voltage on a circuit. Always connect the black lead to a known good
ground and the red lead to the positive side of the
circuit.
WARNING: USE SAFETY STANDS ANYTIME A PROCEDURE REQUIRES BEING UNDER A VEHICLE.
CAUTION: Most of the electrical components used
in today’s vehicles are Solid State. When checking
voltages in these circuits, use a meter with a 10 megohm or greater impedance rating.
WARNING: BE SURE THAT THE IGNITION SWITCH
ALWAYS IS IN THE OFF POSITION, UNLESS THE
PROCEDURE REQUIRES IT TO BE ON.
• Ohmmeter - Used to check the resistance
between two points of a circuit. Low or no resistance
in a circuit means good continuity.
WARNING: SET THE PARKING BRAKE WHEN
WORKING ON ANY VEHICLE. AN AUTOMATIC
TRANSMISSION SHOULD BE IN PARK. A MANUAL
TRANSMISSION SHOULD BE IN NEUTRAL.
WARNING: OPERATE THE ENGINE ONLY IN A
WELL-VENTILATED AREA.
WARNING: KEEP AWAY FROM MOVING PARTS
WHEN THE ENGINE IS RUNNING, ESPECIALLY THE
FAN AND BELTS.
CAUTION: Most of the electrical components used
in today’s vehicles are Solid State. When checking
resistance in these circuits use a meter with a 10 megohm or greater impedance rating. In addition,
make sure the power is disconnected from the circuit. Circuits that are powered up by the vehicle’s
electrical system can cause damage to the equipment and provide false readings.
• Probing Tools - These tools are used for probing
terminals in connectors (Fig. 5). Select the proper
size tool from Special Tool Package 6807, and insert
it into the terminal being tested. Use the other end
of the tool to insert the meter probe.
WARNING: TO PREVENT SERIOUS BURNS, AVOID
CONTACT WITH HOT PARTS SUCH AS THE RADIATOR, EXHAUST MANIFOLD(S), TAIL PIPE, CATALYTIC CONVERTER AND MUFFLER.
WARNING: DO NOT ALLOW FLAME OR SPARKS
NEAR THE BATTERY. GASES ARE ALWAYS
PRESENT IN AND AROUND THE BATTERY.
WARNING: ALWAYS REMOVE RINGS, WATCHES,
LOOSE HANGING JEWELRY AND AVOID LOOSE
CLOTHING.
DIAGNOSIS AND TESTING - WIRING HARNESS
TROUBLESHOOTING TOOLS
When diagnosing a problem in an electrical circuit
there are several common tools necessary. These tools
are listed and explained below.
• Jumper Wire - This is a test wire used to connect two points of a circuit. It can be used to bypass
an open in a circuit.
Fig. 5 PROBING TOOL
1 - SPECIAL TOOL 6801
2 - PROBING END
INTERMITTENT AND POOR CONNECTIONS
Most intermittent electrical problems are caused
by faulty electrical connections or wiring. It is also
possible for a sticking component or relay to cause a
problem. Before condemning a component or wiring
assembly, check the following items.
• Connectors are fully seated
• Spread terminals, or terminal push out
8W - 01 - 8
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
WIRING DIAGRAM INFORMATION (Continued)
• Terminals in the wiring assembly are fully
seated into the connector/component and locked into
position
• Dirt or corrosion on the terminals. Any amount
of corrosion or dirt could cause an intermittent problem
• Damaged connector/component casing exposing
the item to dirt or moisture
• Wire insulation that has rubbed through causing
a short to ground
• Some or all of the wiring strands broken inside
of the insulation
• Wiring broken inside of the insulation
(3) When using a voltmeter, be sure to connect the
ground lead first.
(4) Do not remove the part form it’s protective
packing until it is time to install the part.
(5) Before removing the part from it’s pakage,
ground the pakage to a known good ground on the
vehicle.
TROUBLESHOOTING WIRING PROBLEMS
When troubleshooting wiring problems there are
six steps which can aid in the procedure. The steps
are listed and explained below. Always check for nonfactory items added to the vehicle before doing any
diagnosis. If the vehicle is equipped with these items,
disconnect them to verify these add-on items are not
the cause of the problem.
(1) Verify the problem.
(2) Verify any related symptoms. Do this by performing operational checks on components that are
in the same circuit. Refer to the wiring diagrams.
(3) Analyze the symptoms. Use the wiring diagrams to determine what the circuit is doing, where
the problem most likely is occurring and where the
diagnosis will continue.
(4) Isolate the problem area.
(5) Repair the problem area.
(6) Verify the proper operation. For this step,
check for proper operation of all items on the
repaired circuit. Refer to the wiring diagrams.
Fig. 6 ELECTROSTATIC DISCHARGE SYMBOL
STANDARD PROCEDURE - TESTING OF
VOLTAGE POTENTIAL
(1) Connect the ground lead of a voltmeter to a
known good ground (Fig. 7).
(2) Connect the other lead of the voltmeter to the
selected test point. The vehicle ignition may need to
be turned ON to check voltage. Refer to the appropriate test procedure.
STANDARD PROCEDURE
STANDARD PROCEDURE - ELECTROSTATIC
DISCHARGE (ESD) SENSITIVE DEVICES
All ESD sensitive components are solid state and a
symbol (Fig. 6) is used to indicate this. When handling any component with this symbol, comply with
the following procedures to reduce the possibility of
electrostatic charge build up on the body and inadvertent discharge into the component. If it is not
known whether the part is ESD sensitive, assume
that it is.
(1) Always touch a known good ground before handling the part. This should be repeated while handling the part and more frequently after sliding
across a seat, sitting down from a standing position,
or walking a distance.
(2) Avoid touching electrical terminals of the part,
unless instructed to do so by a written procedure.
Fig. 7 TESTING FOR VOLTAGE POTENTIAL
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
8W - 01 - 9
WIRING DIAGRAM INFORMATION (Continued)
STANDARD PROCEDURE - TESTING FOR
CONTINUITY
(1) Remove the fuse for the circuit being checked
or, disconnect the battery.
(2) Connect one lead of the ohmmeter to one side
of the circuit being tested (Fig. 8).
(3) Connect the other lead to the other end of the
circuit being tested. Low or no resistance means good
continuity.
(3) Supply power to the fuse by turning ON the
ignition switch or re-connecting the battery.
(4) Start connecting or energizing the items in the
fuse circuit one at a time. When the fuse blows the
circuit with the short to ground has been isolated.
STANDARD PROCEDURE - TESTING FOR A
VOLTAGE DROP
(1) Connect the positive lead of the voltmeter to
the side of the circuit closest to the battery (Fig. 9).
(2) Connect the other lead of the voltmeter to the
other side of the switch, component or circuit.
(3) Operate the item.
(4) The voltmeter will show the difference in voltage between the two points.
Fig. 8 TESTING FOR CONTINUITY
1 - FUSE REMOVED FROM CIRCUIT
STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND
(1) Remove the fuse and disconnect all items
involved with the fuse.
(2) Connect a test light or a voltmeter across the
terminals of the fuse.
(3) Starting at the fuse block, wiggle the wiring
harness about six to eight inches apart and watch
the voltmeter/test lamp.
(4) If the voltmeter registers voltage or the test
lamp glows, there is a short to ground in that general area of the wiring harness.
Fig. 9 TESTING FOR VOLTAGE DROP
SPECIAL TOOLS
WIRING/TERMINAL
STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND ON FUSES POWERING
SEVERAL LOADS
(1) Refer to the wiring diagrams and disconnect or
isolate all items on the suspected fused circuits.
(2) Replace the blown fuse.
PROBING TOOL PACKAGE 6807
8W - 01 - 10
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
WIRING DIAGRAM INFORMATION (Continued)
CONNECTOR
REMOVAL
(1) Disconnect battery.
(2) Release Connector Lock (Fig. 10).
(3) Disconnect the connector being repaired from
its mating half/component.
(4) Remove the dress cover (if applicable) (Fig. 10).
TERMINAL PICK TOOL SET 6680
Fig. 10 REMOVAL OF DRESS COVER
1 - DRESS COVER
2 - CONNECTOR LOCK
3 - CONNECTOR
TERMINAL REMOVING TOOLS 6932 AND 8638
(5) Release the Secondary Terminal Lock, if
required (Fig. 11).
(6) Position the connector locking finger away from
the terminal using the proper special tool. Pull on
the wire to remove the terminal from the connector
(Fig. 12).
INSTALLATION
TERMINAL REMOVING TOOL 6934
(1) Insert the removed terminal in the same cavity
on the repair connector.
(2) Repeat steps for each terminal in the connector, being sure that all wires are inserted into the
proper cavities. For additional connector pin-out
identification, refer to the wiring diagrams.
(3) When the connector is re-assembled, the secondary terminal lock must be placed in the locked
position to prevent terminal push out.
(4) Replace dress cover (if applicable).
(5) Connect connector to its mating half/component.
(6) Connect battery and test all affected systems.
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
CONNECTOR (Continued)
Fig. 11 EXAMPLES OF CONNECTOR SECONDARY TERMINAL LOCKS
1 - Secondary Terminal Lock
8W - 01 - 11
8W - 01 - 12
8W-01 WIRING DIAGRAM INFORMATION
CONNECTOR (Continued)
Fig. 12 TERMINAL REMOVAL
1
2
3
4
5
6
7
- TYPICAL CONNECTOR
- PICK FROM SPECIAL TOOL KIT 6680
- APEX CONNECTOR
- PICK FROM SPECIAL TOOL KIT 6680
- AUGAT CONNECTOR
- SPECIAL TOOL 6932
- MOLEX CONNECTOR
8 - SPECIAL TOOL 6742
9 - THOMAS AND BETTS CONNECTOR
10 - SPECIAL TOOL 6934
11 - TYCO CONNECTOR
12 - SPECIAL TOOL 8638
BR/BE
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
DIODE
REMOVAL
(1) Disconnect the battery.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay attention to the current flow direction (Fig. 13).
8W - 01 - 13
INSTALLATION
(1) Select a wire from the terminal repair kit that
best matches the color and gage of the wire being
repaired.
(2) Cut the repair wire to the proper length and
remove one–half (1/2) inch of insulation.
(3) Splice the repair wire to the wire harness (see
wire splicing procedure).
(4) Insert the repaired wire into the connector.
(5) Install the connector locking wedge, if required,
and reconnect the connector to its mating half/component.
(6) Re-tape the wire harness starting at 1–1/2
inches behind the connector and 2 inches past the
repair.
(7) Connect battery and test all affected systems.
WIRE
STANDARD PROCEDURE - WIRE SPLICING
Fig. 13 DIODE IDENTIFICATION
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
INSTALLATION
(1) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(2) Install the new diode in the harness, making
sure current flow is correct. If necessary, refer to the
appropriate wiring diagram for current flow (Fig. 13).
(3) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
(4) Tape the diode to the harness using electrical
tape. Make sure the diode is completely sealed from
the elements.
(5) Re-connect the battery and test affected systems.
TERMINAL
REMOVAL
(1) Follow steps for removing terminals described
in the connector removal section.
(2) Cut the wire 6 inches from the back of the connector.
When splicing a wire, it is important that the correct gage be used as shown in the wiring diagrams.
(1) Remove one-half (1/2) inch of insulation from
each wire that needs to be spliced.
(2) Place a piece of adhesive lined heat shrink tubing on one side of the wire. Make sure the tubing will
be long enough to cover and seal the entire repair
area.
(3) Place the strands of wire overlapping each
other inside of the splice clip (Fig. 14).
Fig. 14 SPLICE BAND
1 - SPLICE BAND
(4) Using crimping tool, Mopar p/n 05019912AA,
crimp the splice clip and wires together (Fig. 15).
(5) Solder the connection together using rosin core
type solder only (Fig. 16).
8W - 01 - 14
8W-01 WIRING DIAGRAM INFORMATION
BR/BE
WIRE (Continued)
(6) Center the heat shrink tubing over the joint
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing (Fig. 17).
Fig. 15 CRIMPING TOOL
1 - CRIMPING TOOL
CAUTION: DO NOT USE ACID CORE SOLDER.
Fig. 17 HEAT SHRINK TUBE
1 - SEALANT
2 - HEAT SHRINK TUBE
Fig. 16 SOLDER SPLICE
1 - SOLDER
2 - SPLICE BAND
3 - SOLDERING IRON
BR/BE
8W-02 COMPONENT INDEX
8W - 02 - 1
8W-02 COMPONENT INDEX
Component
Page
4WD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31
A/C Compressor Clutch Relay . . . . . . . . . . . . 8W-42
A/C Compressor Clutch . . . . . . . . . . . . . . . . . 8W-42
A/C- Heater Control . . . . . . . . . . . . . . . . . . . . 8W-42
A/C Heater Temperature Select . . . . . . . . . . . 8W-42
A/C High Pressure Switch . . . . . . . . . . . . . . . 8W-42
A/C Low Pressure Switch . . . . . . . . . . . . . . . . 8W-42
Accelerator Pedal Position Sensor . . . . . . . . . 8W-30
Aftermarket Center High Mounted Stop
Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Aftermarket Trailer Tow Connector . . . . . . . . 8W-54
Airbag Control Module . . . . . . . . . . . . . . . . . . 8W-43
Ambient Temperature Sensor . . . . . . . . . . . . 8W-49
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . . 8W-44
Automatic Day/Night Mirror . . . . . . . . . . . . . 8W-49
Automatic Shut Down Relay . . . . . . . . . . . . . 8W-30
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . 8W-20
Back-Up Lamp Switch . . . . . . . . . . . . . . . . . . 8W-51
Back-Up Lamp . . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Battery Temperature Sensor . . . . . . . . . . . . . 8W-30
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20
Blend Door Actuator . . . . . . . . . . . . . . . . . . . 8W-42
Blower Motor Relay . . . . . . . . . . . . . . . . . . . . 8W-42
Blower Motor Resistor Block . . . . . . . . . . . . . 8W-42
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . . 8W-51
Brake Pressure Switch . . . . . . . . . . . . . . . 8W-34, 35
Bypass Jumper . . . . . . . . . . . . . . . . . . . . . . . 8W-21
Camshaft Position Sensor . . . . . . . . . . . . . . . 8W-30
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10, 30
Cargo Lamps . . . . . . . . . . . . . . . . . . . . . . . . 8W-44
Center High Mounted Stop Lamps . . . . . . . . 8W-51
Center Identification Lamp . . . . . . . . . . . . . . 8W-50
Central Timer Module . . . . . . . . . . . . . . . . . . 8W-45
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . 8W-12
Clockspring . . . . . . . . . . . . . . . . . . 8W-33, 41, 43, 47
Clutch Pedal Position Switch . . . . . . . . . . . . . 8W-21
Combination Flasher . . . . . . . . . . . . . . . . . . . 8W-52
Controller Antilock Brake . . . . . . . . . . . . 8W-34, 35
Crankshaft Position Sensor . . . . . . . . . . . . . . 8W-30
Cummins Bus . . . . . . . . . . . . . . . . . . . . . . . . 8W-18
Cup Holder Lamp . . . . . . . . . . . . . . . . . . . . . 8W-44
Data Link Connector . . . . . . . . . . . . . . . . . . . 8W-18
Daytime Running Lamp Module . . . . . . . . . . 8W-50
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44
Driver Airbag . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43
Driver Cylinder Lock Switch . . . . . . . . . . . . . 8W-39
Driver Door Ajar Switch . . . . . . . . . . . . . . . . 8W-45
Driver Door Lock Motor . . . . . . . . . . . . . . . . . 8W-61
Driver Door Window/Lock Switch . . . . . . 8W-60, 61
Driver Heated Seat Cushion . . . . . . . . . . . . . 8W-63
Component
Page
Driver Heated Seat Switch . . . . . . . . . . . . . . 8W-63
Driver Lumbar Motor . . . . . . . . . . . . . . . . . . 8W-63
Driver Power Seat Front Vertical Motor . . . . 8W-63
Driver Power Seat Horizontal Motor . . . . . . . 8W-63
Driver Power Seat Rear Vertical Motor . . . . . 8W-63
Driver Power Seat Switch . . . . . . . . . . . . . . . 8W-63
Driver Power Window Motor . . . . . . . . . . . . . 8W-60
Electric Brake Provision . . . . . . . . . . . . . . . . 8W-54
Engine Control Module . . . . . . . . . . . . . . . . . 8W-30
Engine Coolant Temperature Sensor . . . . . . . 8W-30
Engine Oil Pressure Sensor . . . . . . . . . . . . . . 8W-30
Engine Starter Motor Relay . . . . . . . . . . . . . . 8W-21
Engine Starter Motor . . . . . . . . . . . . . . . . . . . 8W-21
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . . 8W-30
Fender Lamp . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Fog Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-36
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Tank Module . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . 8W-30
Fuses (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12
Fuses (PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Fusible Link . . . . . . . . . . . . . . . . . . . . . . . 8W-20, 30
Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20
Glove Box Lamp And Switch . . . . . . . . . . . . . 8W-44
Headlamp Beam Select Switch . . . . . . . . . . . 8W-50
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . 8W-50
Headlamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Heated Mirror Relay . . . . . . . . . . . . . . . . . . . 8W-62
Heated Mirror Switch . . . . . . . . . . . . . . . . . . 8W-62
Heated Seat Relay . . . . . . . . . . . . . . . . . . . . . 8W-12
High Note Horn . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Idle Air Control Motor . . . . . . . . . . . . . . . . . . 8W-30
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Instrument Cluster . . . . . . . . . . . . . . . . . . . . 8W-40
Intake Air Heater Relays . . . . . . . . . . . . . . . . 8W-30
Intake Air Heater . . . . . . . . . . . . . . . . . . . . . 8W-30
Intake Air Temperature Sensor . . . . . . . . . . . 8W-30
Intermittent Wiper Switch . . . . . . . . . . . . . . . 8W-53
Joint Connectors . . . . . . . 8W-10, 12, 15, 30, 34, 35,
40, 44, 45, 51, 53, 54, 70
Junction Block . . . . . . . . . . . . . . . . . . . . . . . . 8W-12
Leak Detection Pump . . . . . . . . . . . . . . . . . . 8W-30
8W - 02 - 2
8W-02 COMPONENT INDEX
Component
Page
License Lamp . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Low Note Horn . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Manifold Absolute Pressure Sensor . . . . . . . . 8W-30
Outboard Clearance Lamps . . . . . . . . . . . . . . 8W-50
Outboard Headlamps . . . . . . . . . . . . . . . . . . . 8W-50
Outboard Identification Lamps . . . . . . . . . . . 8W-50
Output Speed Sensor . . . . . . . . . . . . . . . . . . . 8W-31
Overdrive Switch . . . . . . . . . . . . . . . . . . . . . . 8W-31
Overhead Console . . . . . . . . . . . . . . . . . . . . . 8W-49
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Oxygen Sensor Downstream Relay . . . . . . . . 8W-30
Park Brake Switch . . . . . . . . . . . . . . . . . . 8W-40, 50
Park/Neutral Position Switch . . . . . . . . . . 8W-30, 51
Park/Turn Signal Lamp . . . . . . . . . . . . . . . . . 8W-52
Passenger Airbag On/Off Switch . . . . . . . . . . 8W-43
Passenger Airbag . . . . . . . . . . . . . . . . . . . . . . 8W-43
Passenger Cylinder Lock Switch . . . . . . . . . . 8W-39
Passenger Door Ajar Switch . . . . . . . . . . . . . . 8W-45
Passenger Door Lock Motor . . . . . . . . . . . . . . 8W-61
Passenger Door Window/Lock Switch . . . . 8W-60, 61
Passenger Heated Seat Cushion . . . . . . . . . . 8W-63
Passenger Heated Seat Switch . . . . . . . . . . . 8W-63
Passenger Lumbar Motor . . . . . . . . . . . . . . . . 8W-63
Passenger Power Seat Front Vertical
Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63
Passenger Power Seat Horizontal Motor . . . . 8W-63
Passenger Power Seat Rear Vertical Motor . . 8W-63
Passenger Power Seat Switch . . . . . . . . . . . . 8W-63
Passenger Power Window Motor . . . . . . . . . . 8W-60
Power Distribution Center . . . . . . . . . . . . . . . 8W-10
Power Mirror Switch . . . . . . . . . . . . . . . . . . . 8W-62
BR/BE
Component
Page
Power Mirror . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Powertrain Control Module . . . . . . . . . . . . . . 8W-30
PTO Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Quad High Beam Relay . . . . . . . . . . . . . . . . . 8W-50
Radio Choke Relay . . . . . . . . . . . . . . . . . . . . . 8W-47
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47
Rear Wheel Speed Sensor . . . . . . . . . . . . 8W-34, 35
Remote Radio Switch . . . . . . . . . . . . . . . . . . . 8W-47
Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70
Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . . 8W-40
Seat Heat Interface Module . . . . . . . . . . . . . . 8W-63
Security Relay . . . . . . . . . . . . . . . . . . . . . . . . 8W-39
Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47
Speed Control Servo . . . . . . . . . . . . . . . . . . . 8W-33
Speed Control Switches . . . . . . . . . . . . . . . . . 8W-33
Tail/Stop/Turn Signal Lamp . . . . . . . . . . . . . . 8W-51
Tailgate Lamps . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Throttle Position Sensor . . . . . . . . . . . . . . . . 8W-30
Trailer Tow Connector . . . . . . . . . . . . . . . . . . 8W-54
Trailer Tow Relay . . . . . . . . . . . . . . . . . . . . . . 8W-54
Transmission Control Relay . . . . . . . . . . . . . . 8W-31
Transmission Solenoid Assembly . . . . . . . . . . 8W-31
Turn Signal/Hazard Switch . . . . . . . . . . . . . . 8W-52
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-44
Visor/Vanity Lamps . . . . . . . . . . . . . . . . . . . . 8W-44
Washer Fluid Level Switch . . . . . . . . . . . . . . 8W-40
Water In Fuel Sensor . . . . . . . . . . . . . . . . . . . 8W-30
Wheel Speed Sensor . . . . . . . . . . . . . . . . . . . . 8W-35
Windshield Washer Pump . . . . . . . . . . . . . . . 8W-53
Wiper Motor Relay . . . . . . . . . . . . . . . . . . . . . 8W-53
BR/BE
8W-10 POWER DISTRIBUTION
8W - 10 - 1
8W-10 POWER DISTRIBUTION
Component
Page
A/C Compressor Clutch . . . . . . . . . . . . . . . . 8W-10-27
A/C Compressor Clutch Relay . . . . . . . . . 8W-10-9, 27
Aftermarket Center High Mounted Stop
Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13
Aftermarket Trailer Tow Connector . . . . . . . 8W-10-21
Automatic Shut Down Relay . . . . . . . . . . 8W-10-14, 20
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . 8W-10-8
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . 8W-10-23
Blower Motor Relay . . . . . . . . . . . . . . . . . 8W-10-8, 23
Brake Lamp Switch . . . . . . . . . . . . . . . . . 8W-10-8, 13
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16
Center High Mounted Stop Lamp No. 1 . . . . 8W-10-13
Center High Mounted Stop Lamp No. 2 . . . . 8W-10-13
Central Timer Module . . . . . . . . . . . . . . 8W-10-22, 26
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . . . 8W-10-10
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-26
Combination Flasher . . . . . . . . . . . . . . . . . . 8W-10-13
Controller Antilock Brake . . . . . . . . . . . . . . 8W-10-23
Daytime Running Lamp Module . . . . . . . . . 8W-10-25
Electric Brake Provision . . . . . . . . . . . . . 8W-10-13, 21
Engine Control Module . . . . . . . . . . . . . . . . 8W-10-12
Engine Starter Motor . . . . . . . . . . . . . . . . . 8W-10-23
Engine Starter Motor Relay . . . . . . . . . . . 8W-10-8, 23
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . 8W-10-25
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20
Fuel Heater Relay . . . . . . . . . . . . . . . . . . 8W-10-8, 20
Fuel Injection Pump . . . . . . . . . . . . . . . . . . 8W-10-12
Fuel Injector No. 1 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 2 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 3 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 4 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 5 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 6 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 7 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 8 . . . . . . . . . . . . . . . . . 8W-10-15, 16
Fuel Injector No. 9 . . . . . . . . . . . . . . . . . . . 8W-10-16
Fuel Injector No. 10 . . . . . . . . . . . . . . . . . . . 8W-10-16
Fuel Pump Module . . . . . . . . . . . . . . . . . . . 8W-10-11
Fuel Pump Relay . . . . . . . . . . . . . . . . . . 8W-10-11, 12
Fuse 1 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10
Fuse 1 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 10
Fuse 2 (PDC) . . . . . . . . . . . . . . . . . . . 8W-10-8, 10, 22
Fuse 3 (PDC) . . . . . . . . . . . . . . . . . . . 8W-10-8, 11, 12
Fuse 4 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10
Fuse 4 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 13
Fuse 5 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 13
Fuse 6 (PDC) . . . . . . . . . . . . . . . . . . . 8W-10-8, 14, 20
Fuse 7 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 20
Fuse 8 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 21
Fuse 9 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 23
Fuse 10 (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 22
Fuse 11 (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 23
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10
Fuse 12 (PDC) . . . . . . . . . . . . . . . . . . . 8W-10-8, 9, 23
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10
Component
Page
Fuse 14 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10
Fuse B (PDC) . . . . . . . . . . . . . . . . . . . 8W-10-8, 9, 24
Fuse C (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 24
Fuse E (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 24
Fuse F (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 24
Fuse G (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 25
Fuse H (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 26
Fuse I (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 26
Fuse J (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 27
Fuse K (PDC) . . . . . . . . . . . . . 8W-10-9, 14, 17, 18, 19
Fuse L (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 27
Fuse Gen (PDC) . . . . . . . . . . . . . . . . . . . 8W-10-8, 27
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22
Generator . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 27
Headlamp Beam Select Switch . . . . . . . . . . . 8W-10-25
Headlamp Switch . . . . . . . . . . . . . . . . . . 8W-10-9, 24
High Note Horn . . . . . . . . . . . . . . . . . . . . . 8W-10-26
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 26
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15
Ignition Coil 4 Pack . . . . . . . . . . . . . . . . . . . 8W-10-16
Ignition Coil 6 Pack . . . . . . . . . . . . . . . . . . . 8W-10-16
Ignition Switch . . . . . . . . . . . . . . . . . 8W-10-8, 10, 22
Joint Connector No. 1 . . . . . . . . . . . . . . 8W-10-25, 26
Joint Connector No. 2 . . . . . . . . 8W-10-8, 9, 11, 12, 14,
15, 16, 20, 21
Joint Connector No. 5 . . . . . . . . . . . . . . . . . 8W-10-22
Joint Connector No. 6 . . . . . . . . . . . . 8W-10-13, 22, 26
Joint Connector No. 8 . . . . . . . . . . . . . . . . . 8W-10-22
Junction Block . . . . . . . . . . . . . . . . . . 8W-10-8, 10, 13
Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-10-25
Left Headlamp . . . . . . . . . . . . . . . . . . . . . . 8W-10-24
Left Outboard Headlamp . . . . . . . . . . 8W-10-9, 24, 25
Low Note Horn . . . . . . . . . . . . . . . . . . . . . . 8W-10-26
Oxygen Sensor 1/1 Left Bank Up . . . 8W-10-17, 18, 19
Oxygen Sensor 1/1 Upstream . . . . . . . . . . . . 8W-10-17
Oxygen Sensor 1/2 Downstream . . . . . . . . . . 8W-10-17
Oxygen Sensor 1/2 Left Bank Down . . . . . . . 8W-10-19
Oxygen Sensor 1/2 Pre-Catalyst . . . . . . . . . . 8W-10-18
Oxygen Sensor 1/3 Post-Catalyst . . . . . . . . . 8W-10-18
Oxygen Sensor 2/1 Right Bank Up . . 8W-10-17, 18, 19
Oxygen Sensor 2/2 Right Bank Down . . . . . . 8W-10-19
Oxygen Sensor Downstream Relay . . . . . 8W-10-18, 19
Power Distribution Center . . . . 8W-10-8, 9, 10, 11, 12,
13, 14, 2, 20, 21, 22, 23, 24, 25, 26, 27
Power Outlet . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 27
Powertrain Control Module . . 8W-10-11, 12, 15, 16, 20
Quad High Beam Relay . . . . . . . . . . . . . . . . 8W-10-24
Right Fog Lamp . . . . . . . . . . . . . . . . . . . . . 8W-10-25
Right Headlamp . . . . . . . . . . . . . . . . . . . . . 8W-10-24
Right Outboard Headlamp . . . . . . . . . 8W-10-9, 24, 25
Security Relay . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 25
Trailer Tow Connector . . . . . . . . . . . . . . . . . 8W-10-21
Trailer Tow Relay . . . . . . . . . . . . . . . . . . . . 8W-10-21
Transmission Control Relay . . . . . . . . . . . 8W-10-9, 26
Transmission Solenoid Assembly . . . . . . . . . 8W-10-26
Turn Signal/Hazard Switch . . . . . . . . . . . . . 8W-10-13
BR/BE
8W-12 JUNCTION BLOCK
8W - 12 - 1
8W-12 JUNCTION BLOCK
Component
Page
A/C Compressor Clutch Relay . . . . . . . . . . 8W-12-13
A/C Heater Temperature Select . . . . . . . . . 8W-12-8
A/C-Heater Control . . . . . . . . . . . . . . . . . . . 8W-12-9
Airbag Control Module . . . . . . . . . . . . . . . 8W-12-17
Ambient Temperature Sensor . . . . . . . . . . 8W-12-19
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . 8W-12-9
Automatic Day/Night Mirror . . . . . 8W-12-13, 15, 21
Back-Up Lamp Switch . . . . . . . . . . . . . 8W-12-11, 21
Blend Door Actuator . . . . . . . . . . . . . . . . . . 8W-12-8
Blower Motor Relay . . . . . . . . . . . . . . . . . . 8W-12-8
Cargo Lamp No. 1 . . . . . . . . . . . . . . . . . . . 8W-12-14
Cargo Lamp No. 2 . . . . . . . . . . . . . . . . . . . 8W-12-14
Central Timer Module . . . . . . . . 8W-12-8, 10, 13, 15
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . 8W-12-16
Circuit Breaker 1 . . . . . . . . . . . . . . . . . . 8W-12-6, 7
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . . . 8W-12-7
Combination Flasher . . . . . . . . . 8W-12-6, 12, 15, 20
Controller Antilock Brake . . . . . . . . . . . . . . 8W-12-8
Cup Holder Lamp . . . . . . . . . . . . . . . . . . . . 8W-12-9
Data Link Connector . . . . . . . . . . . . . . . . . 8W-12-14
Daytime Running Lamp Module . . . . . . . . 8W-12-11
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-12-14
Driver Door Window/Lock Switch . . . . . 8W-12-7, 15
Driver Heated Seat Switch . . . . . . . . . . . 8W-12-8, 9
Driver Power Seat Switch . . . . . . . . . . . . . . 8W-12-7
Engine Control Module . . . . . . . . . . . . . . . 8W-12-12
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . 8W-12-13
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . 8W-12-13
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . 8W-12-12
Fuse 1 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-8
Fuse 1 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-12-16
Fuse 2 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 8
Fuse 3 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 8
Fuse 4 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-10
Fuse 4 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-12-20
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-9
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 10
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 11
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 11
Fuse 9 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 11
Fuse 10 (JB) . . . . . . . . . . . . . . . . . . 8W-12-6, 12, 20
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 13
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-12-14
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-12-15
Component
Page
Fuse 14 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-12-16
Fuse 15 (JB) . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 16
Fuse 16 (JB) . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 16
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 17
Fuse 18 (JB) . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 17
Fuse 19 (JB) . . . . . . . . . . . . . . . . . . . . . 8W-12-6, 17
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-18
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-15, 19
G201 . . . . . . . . . . . . . . . . . . . . . . . 8W-12-15, 18, 20
Glove Box Lamp And Switch . . . . . . . . . . . 8W-12-14
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-12-9
Heated Mirror Switch . . . . . . . . . . . . . . . . . 8W-12-8
Heated Seat Relay . . . . . . . . . . . . . . . . . . . 8W-12-8
Ignition Switch . . . . . . . . . . . . . . . . . . . 8W-12-6, 20
Instrument Cluster . . . . . . . . . . 8W-12-9, 16, 17, 18
Intermittent Wiper Switch . . . . . . . . . . . . 8W-12-10
Joint Connector No. 1 . . . . . . . . . . . . . 8W-12-11, 21
Joint Connector No. 5 . . . . . . . . . . . . . . 8W-12-9, 14
Joint Connector No. 6 . . . . . . . . . . . . . . . . 8W-12-10
Joint Connector No. 8 . . . . . . . . . . . . 8W-12-8, 9, 17
Junction Block . . . . . . 8W-12-2, 3, 6, 7, 8, 9, 10, 11,
12, 13, 14, 15, 16, 17, 18, 19, 20, 21
Left Park/Turn Signal Lamp . . . . . . . . . . . 8W-12-18
Left Visor/Vanity Lamp . . . . . . . . . . . . 8W-12-14, 15
Overhead Console . . . . . . . . . . 8W-12-13, 14, 19, 21
Park/Neutral Position Switch . . . . . . . 8W-12-11, 21
Passenger Airbag On/Off Switch . . . . . . . . 8W-12-17
Passenger Door Window/Lock Switch . . 8W-12-7, 15
Passenger Heated Seat Switch . . . . . . . . 8W-12-8, 9
Passenger Power Seat Switch . . . . . . . . . . . 8W-12-7
Power Distribution Center . . . . . . . . . 8W-12-16, 20
Power Mirror Switch . . . . . . . . . . . . . . 8W-12-14, 21
Powertrain Control Module . . . . . . . . . . . . 8W-12-12
Radio . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-9, 11, 14
Radio Choke Relay . . . . . . . . . . . . . . . . . . 8W-12-10
Right Park/Turn Signal Lamp . . . . . . . . . . 8W-12-18
Right Visor/Vanity Lamp . . . . . . . . . . . 8W-12-14, 15
Seat Heat Interface Module . . . . . . . . . . . . 8W-12-8
Turn Signal/Hazard Switch . . . . . . . . . 8W-12-18, 20
Underhood Lamp . . . . . . . . . . . . . . . . . . . 8W-12-14
Windshield Washer Pump . . . . . . . . . . . . . 8W-12-10
Wiper Motor . . . . . . . . . . . . . . . . . . . . . . . 8W-12-10
Wiper Motor Relay . . . . . . . . . . . . . . . . . . 8W-12-10
BR/BE
8W-15 GROUND DISTRIBUTION
8W - 15 - 1
8W-15 GROUND DISTRIBUTION
Component
Page
A/C Compressor Clutch . . . . . . . . . . . . . . . . . 8W-15-8, 10
A/C Heater Temperature Select . . . . . . . . . . . . . 8W-15-12
A/C-Heater Control . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Aftermarket Trailer Tow Connector . . . . . . . . . . . . 8W-15-6
Airbag Control Module . . . . . . . . . . . . . . . . . . . . 8W-15-5
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Automatic Day/Night Mirror . . . . . . . . . . . . . . . 8W-15-13
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
Blend Door Actuator . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Blower Motor Relay . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Brake Pressure Switch . . . . . . . . . . . . . . . . . . . . 8W-15-3
Center High Mounted Stop Lamp No. 1 . . . . . . . . 8W-15-17
Center High Mounted Stop Lamp No. 2 . . . . . . . . 8W-15-17
Center Identification Lamp . . . . . . . . . . . . . . . . 8W-15-18
Central Timer Module . . . . . . . . . . . . . . . . . 8W-15-12, 13
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4
Combination Flasher . . . . . . . . . . . . . . . . . . . . 8W-15-13
Controller Antilock Brake . . . . . . . . . . . . . . . . . . 8W-15-5
Cummins Bus . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10
Cup Holder Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Data Link Connector . . . . . . . . . . . . . . . . 8W-15-8, 10, 12
Daytime Running Lamp Module . . . . . . . . . . . . 8W-15-2, 3
Driver Cylinder Lock Switch . . . . . . . . . . . . . . . 8W-15-16
Driver Door Ajar Switch . . . . . . . . . . . . . . . . . . 8W-15-16
Driver Door Window/Lock Switch . . . . . . . . . . 8W-15-16, 17
Driver Heated Seat Cushion . . . . . . . . . . . . . . . 8W-15-15
Driver Heated Seat Switch . . . . . . . . . . . . . . . . 8W-15-13
Driver Power Seat Switch . . . . . . . . . . . . . . 8W-15-15, 17
Electric Brake Provision . . . . . . . . . . . . . . . . . . 8W-15-14
Engine Control Module . . . . . . . . . . . . . . . . . . . . 8W-15-9
Engine Starter Motor Relay . . . . . . . . . . . . . . . 8W-15-8, 9
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . 8W-15-9
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . . 8W-15-10
G100 . . . . . . . . . . . . . . . . . . . . . . 8W-15-2, 3, 4, 5, 7, 12
G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-8
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10
G113 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7, 12, 14
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12, 13, 14
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-15, 16, 17
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-17
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-18
Glove Box Lamp And Switch . . . . . . . . . . . . . . . 8W-15-14
Headlamp Beam Select Switch . . . . . . . . . . . . . . 8W-15-14
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-15-13, 14
Heated Mirror Switch . . . . . . . . . . . . . . . . . . . . 8W-15-13
High Note Horn . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-13
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-15-12, 14
Component
Page
Intake Air Heater Relay No. 1 . . . . . . . . . . . . . . . 8W-15-9
Intake Air Heater Relay No. 2 . . . . . . . . . . . . . . . 8W-15-9
Joint Connector No. 1 . . . . . . . . . . . . . . . . . . . 8W-15-2, 5
Joint Connector No. 2 . . . . . . . . . . . . . . . . . . . . 8W-15-9
Joint Connector No. 5 . . . . . . . . . . . . . . . . . 8W-15-13, 14
Joint Connector No. 6 . . . . . . . . . . . . . . . . . . . 8W-15-4, 5
Joint Connector No. 8 . . . . . . . . . . . . . . . . . . 8W-15-5, 13
Junction Block . . . . . . . . . . . . . . . . . . . 8W-15-12, 13, 14
Left Back-Up Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
Left Front Door Speaker . . . . . . . . . . . . . . . . . . . 8W-15-4
Left Front Fender Lamp . . . . . . . . . . . . . . . . . . . 8W-15-6
Left License Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
Left Outboard Clearance Lamp . . . . . . . . . . . . . 8W-15-18
Left Outboard Identification Lamp . . . . . . . . . . . 8W-15-18
Left Park/Turn Signal Lamp . . . . . . . . . . . . . . . . 8W-15-3
Left Power Mirror . . . . . . . . . . . . . . . . . . . . . . 8W-15-16
Left Rear Fender Lamp . . . . . . . . . . . . . . . . . . . 8W-15-6
Left Remote Radio Switch . . . . . . . . . . . . . . . . . . 8W-15-4
Left Tail/Stop/Turn Signal Lamp . . . . . . . . . . . . . 8W-15-6
Left Visor/Vanity Lamp . . . . . . . . . . . . . . . . . . . 8W-15-13
Low Note Horn . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Overdrive Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Overhead Console . . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Oxygen Sensor 1/2 Left Bank Down . . . . . . . . . . . 8W-15-8
Oxygen Sensor 1/2 Pre-Catalyst . . . . . . . . . . . . . . 8W-15-8
Oxygen Sensor 1/3 Post-Catalyst . . . . . . . . . . . . . 8W-15-8
Oxygen Sensor 2/2 Right Bank Down . . . . . . . . . . 8W-15-8
Passenger Airbag On/Off Switch . . . . . . . . . . . . . . 8W-15-5
Passenger Cylinder Lock Switch . . . . . . . . . . . . . 8W-15-16
Passenger Door Ajar Switch . . . . . . . . . . . . . . . . 8W-15-16
Passenger Door Window/Lock Switch . . . . . . . . . . 8W-15-16
Passenger Heated Seat Cushion . . . . . . . . . . . . . 8W-15-15
Passenger Heated Seat Switch . . . . . . . . . . . . . . 8W-15-13
Passenger Power Seat Switch . . . . . . . . . . . . . . 8W-15-15
Power Distribution Center . . . . . . . . . . . . . . . . . 8W-15-2
Power Mirror Switch . . . . . . . . . . . . . . . . . . . . 8W-15-16
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Powertrain Control Module . . . . . . . . . . . . . . 8W-15-8, 10
Quad High Beam Relay . . . . . . . . . . . . . . . . . . . 8W-15-2
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5
Radio Choke Relay . . . . . . . . . . . . . . . . . . . . . . 8W-15-4
Right Back-Up Lamp . . . . . . . . . . . . . . . . . . . . . 8W-15-6
Right Front Door Speaker . . . . . . . . . . . . . . . . . . 8W-15-4
Right Front Fender Lamp . . . . . . . . . . . . . . . . . . 8W-15-6
Right License Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
Right Outboard Clearance Lamp . . . . . . . . . . . . 8W-15-18
Right Outboard Identification Lamp . . . . . . . . . . 8W-15-18
Right Park/Turn Signal Lamp . . . . . . . . . . . . . . . 8W-15-7
Right Power Mirror . . . . . . . . . . . . . . . . . . . . . 8W-15-16
Right Rear Fender Lamp . . . . . . . . . . . . . . . . . . 8W-15-6
Right Remote Radio Switch . . . . . . . . . . . . . . . . . 8W-15-4
Right Tail/Stop/Turn Signal Lamp . . . . . . . . . . . . 8W-15-6
Right Visor/Vanity Lamp . . . . . . . . . . . . . . . . . . 8W-15-13
Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . 8W-15-15, 17
Seat Heat Interface Module . . . . . . . . . . . . . . . . 8W-15-15
Security Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
Speed Control Servo . . . . . . . . . . . . . . . . . . . . . 8W-15-3
Tailgate Lamp . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
Trailer Tow Connector . . . . . . . . . . . . . . . . . . . . 8W-15-6
Trailer Tow Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
Washer Fluid Level Switch . . . . . . . . . . . . . . . . . 8W-15-3
Windshield Washer Pump . . . . . . . . . . . . . . . . . . 8W-15-7
Wiper Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
BR/BE
8W-18 BUS COMMUNICATIONS
8W - 18 - 1
8W-18 BUS COMMUNICATIONS
Component
Page
Cummins Bus . . . . . . . . . . . . . . . . . . . . . . . 8W-18-4
Data Link Connector . . . . . . . . . . . . . . . . 8W-18-2, 3
Engine Control Module . . . . . . . . . . . . . . 8W-18-3, 4
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-18-2, 3
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-2
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-4
Component
G200 . . . . . . . . . . . . . . . . . .
Joint Connector No. 5 . . . . .
Joint Connector No. 7 . . . . .
Junction Block . . . . . . . . . .
Powertrain Control Module .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-18-2, 3
8W-18-2, 3
8W-18-2, 3
8W-18-2, 3
8W-18-2, 3
BR/BE
8W-20 CHARGING SYSTEM
8W - 20 - 1
8W-20 CHARGING SYSTEM
Component
Page
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . 8W-20-3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Battery Temperature Sensor . . . . . . . . . . . . 8W-20-4
Engine Control Module . . . . . . . . . . . . . . . . 8W-20-4
Engine Starter Motor . . . . . . . . . . . . . . . 8W-20-2, 3
Fuse 3 (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-20-4
Fuse Gen (PDC) . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Fusible Link . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
G113 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
G114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
G115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Component
Page
G116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
G117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
G118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
Generator . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Intake Air Heater Relay No. 1 . . . . . . . . . . 8W-20-3
Intake Air Heater Relay No. 2 . . . . . . . . . . 8W-20-3
Joint Connector No. 1 . . . . . . . . . . . . . . . . . 8W-20-4
Joint Connector No. 2 . . . . . . . . . . . . . . . . . 8W-20-4
Power Distribution Center . . . . . . . . . 8W-20-2, 3, 4
Powertrain Control Module . . . . . . . . . 8W-20-2, 3, 4
BR/BE
8W-21 STARTING SYSTEM
8W - 21 - 1
8W-21 STARTING SYSTEM
Component
Page
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . 8W-21-2
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
Bypass Jumper . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
Clutch Pedal Position Switch . . . . . . . . . . . 8W-21-2
Engine Starter Motor . . . . . . . . . . . . . . . . . 8W-21-2
Engine Starter Motor Relay . . . . . . . . . . 8W-21-2, 3
Component
Fuse 9 (PDC) . . . . . . . . . . . .
G105 . . . . . . . . . . . . . . . . . . .
Ignition Switch . . . . . . . . . . .
Park/Neutral Position Switch
Power Distribution Center . .
Powertrain Control Module . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-21-2
8W-21-3
8W-21-2
8W-21-3
8W-21-2
8W-21-3
BR/BE
8W-30 FUEL/IGNITION SYSTEM
8W - 30 - 1
8W-30 FUEL/IGNITION SYSTEM
Component
Page
A/C Compressor Clutch Relay . . . . 8W-30-14, 38, 39
A/C High Pressure Switch . . . . . . . . . . 8W-30-14, 39
A/C Low Pressure Switch . . . . . . . . . . 8W-30-14, 39
A/C-Heater Control . . . . . . . . . . . . . . . 8W-30-14, 39
Accelerator Pedal Position Sensor . . . . . . . 8W-30-30
Airbag Control Module . . . . . . . . . . . . 8W-30-15, 40
Automatic Shut Down Relay . . . . . 8W-30-3, 17, 18,
19, 22, 23, 24, 25, 26, 27, 28
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-35
Battery Temperature Sensor . . . . . . . . . . . . 8W-30-4
Brake Lamp Switch . . . . . . . . . . . . . . 8W-30-8, 7, 37
Camshaft Position Sensor . . . . . . . . . . . 8W-30-5, 32
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-28
Central Timer Module . . . . . . . . . . . . . 8W-30-15, 40
Clockspring . . . . . . . . . . . . . . . . . . . . . . 8W-30-7, 34
Controller Antilock Brake . . . . 8W-30-13, 15, 38, 40
Crankshaft Position Sensor . . . . . . . . . . . . 8W-30-13
Cummins Bus . . . . . . . . . . . . . . . . . . . . . . 8W-30-29
Data Link Connector . . . . . . 8W-30-2, 15, 16, 40, 41
Daytime Running Lamp Module . . . . . . . . 8W-30-38
Engine Control Module . . 8W-30-3, 7, 29, 30, 31, 32,
33, 34, 35, 36, 37, 38, 39, 40, 41
Engine Coolant Temperature Sensor . . . 8W-30-9, 34
Engine Oil Pressure Sensor . . . . . . . . . 8W-30-13, 33
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . 8W-30-13
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-36
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . 8W-30-36
Fuel Injection Pump . . . . . . . . . . . . . . 8W-30-31, 37
Fuel Injector No. 1 . . . . . . . . . . . . . . . 8W-30-23, 26
Fuel Injector No. 2 . . . . . . . . . . . . . . . 8W-30-24, 27
Fuel Injector No. 3 . . . . . . . . . . . . . . . 8W-30-23, 26
Fuel Injector No. 4 . . . . . . . . . . . . . . . 8W-30-24, 27
Fuel Injector No. 5 . . . . . . . . . . . . . . . 8W-30-23, 26
Fuel Injector No. 6 . . . . . . . . . . . . . . . 8W-30-24, 27
Fuel Injector No. 7 . . . . . . . . . . . . . . . 8W-30-23, 26
Fuel Injector No. 8 . . . . . . . . . . . . . . . 8W-30-24, 27
Fuel Injector No. 9 . . . . . . . . . . . . . . . . . . 8W-30-26
Fuel Injector No. 10 . . . . . . . . . . . . . . . . . 8W-30-27
Fuel Pump Module . . . . . . . . . . . . . . . . . . 8W-30-12
Fuel Pump Relay . . . . . . . . . 8W-30-3, 11, 12, 31, 37
Fuel Tank Module . . . . . . . . . . . . . . . . . . . 8W-30-42
Fuel Transfer Pump . . . . . . . . . . . . . . . . . 8W-30-34
Fuse 3 (PDC) . . . . . . . . . . . . . . . 8W-30-2, 11, 29, 37
Fuse 6 (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
Fuse 7 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-30-36
Fuse 9 (JB) . . . . . . . . . . . . . . . . . 8W-30-2, 3, 11, 36
Fuse 11 (JB) . . . . . . . . . . . . . . . . . 8W-30-13, 36, 39
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . 8W-30-16, 41
Fuse K (PDC) . . . . . . . . . . . 8W-30-17, 18, 19, 20, 22
Fusible Link . . . . . . . . . . . . . . . . . . . . . . . 8W-30-35
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-12
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-36, 37
Component
Page
G105 . . . . . . . . . . . . . . . . . . . . . 8W-30-2, 16, 20, 21
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-34, 36
G113 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-14, 34
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-16, 37
Generator . . . . . . . . . . . . . . . . . . . . . . 8W-30-13, 38
Idle Air Control Motor . . . . . . . . . . . . . . . . 8W-30-9
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . 8W-30-25
Ignition Coil 4 Pack . . . . . . . . . . . . . . . . . 8W-30-28
Ignition Coil 6 Pack . . . . . . . . . . . . . . . . . 8W-30-28
Instrument Cluster . . . . . . . . . . . . 8W-30-15, 34, 40
Intake Air Heater . . . . . . . . . . . . . . . . . . . 8W-30-35
Intake Air Heater Relay No. 1 . . . . . . . . . 8W-30-35
Intake Air Heater Relay No. 2 . . . . . . . . . 8W-30-35
Intake Air Temperature Sensor . . . . . . 8W-30-10, 32
Joint Connector No. 1 . . . . . . . 8W-30-4, 7, 8, 12, 36,
37, 38, 42
Joint Connector No. 2 . . . 8W-30-2, 3, 11, 17, 18, 19,
22, 23, 24, 25, 26, 27, 28, 29, 35, 37
Joint Connector No. 5 . . . . . . . . . . . . . 8W-30-16, 41
Joint Connector No. 7 . . . . . . . . . . . . . 8W-30-15, 40
Junction Block . . . 8W-30-2, 3, 11, 13, 16, 36, 39, 41
Leak Detection Pump . . . . . . . . . . . . . . . . . 8W-30-8
Left Speed Control Switch . . . . . . . . . . . . . 8W-30-7
Manifold Absolute Pressure Sensor . . . 8W-30-10, 33
Output Speed Sensor . . . . . . . . . . . . . . . . . 8W-30-5
Overdrive Switch . . . . . . . . . . . . . . . . . . . . 8W-30-6
Overhead Console . . . . . . . . . . . . . . . . 8W-30-15, 40
Oxygen Sensor 1/1 Left Bank Up . . . . 8W-30-18, 20,
21, 22
Oxygen Sensor 1/1 Upstream . . . . . . . . . . 8W-30-17
Oxygen Sensor 1/2 Downstream . . . . . . . . 8W-30-17
Oxygen Sensor 1/2 Left Bank Down . . . . . 8W-30-20
Oxygen Sensor 1/2 Pre- Catalyst . . . . . . . . 8W-30-21
Oxygen Sensor 1/3 Post- Catalyst . . . . . . . 8W-30-21
Oxygen Sensor 2/1 Right Bank Up . . . 8W-30-18, 20,
21, 22
Oxygen Sensor 2/2 Right Bank Down . . . . 8W-30-20
Oxygen Sensor Downstream Relay . . . 8W-30-19, 21
Park/Neutral Position Switch . . . . . . . 8W-30-13, 38
Power Distribution Center . . 8W-30-2, 3, 11, 17, 18,
19, 22, 23, 24, 25, 26, 27, 28, 29, 36, 37
Powertrain Control Module . . 8W-30-2, 3, 4, 5, 6, 7,
10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22,
23, 24, 25, 26, 27, 28, 36, 37, 38, 39, 40, 41, 42
PTO Switch . . . . . . . . . . . . . . . . . . . . . 8W-30-14, 34
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-15, 40
Right Speed Control Switch . . . . . . . . . . . . 8W-30-7
Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-30-5
Throttle Position Sensor . . . . . . . . . . . . . . 8W-30-14
Transmission Control Relay . . . . . . . . . . . . 8W-30-5
Transmission Solenoid Assembly . . . 8W-30-6, 14, 39
Water In Fuel Sensor . . . . . . . . . . . . . . . . 8W-30-34
8W-31 TRANSMISSION CONTROL SYSTEM
BR/BE
8W - 31 - 1
8W-31 TRANSMISSION CONTROL SYSTEM
Component
Controller Antilock Brake
Fuse I (PDC) . . . . . . . . . .
G100 . . . . . . . . . . . . . . . .
G107 . . . . . . . . . . . . . . . .
G200 . . . . . . . . . . . . . . . .
Generator . . . . . . . . . . . .
Instrument Cluster . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-31-5
8W-31-2
8W-31-5
8W-31-5
8W-31-4
8W-31-2
8W-31-5
Component
Page
Leak Detection Pump . . . . . . . . . . . . . . . . . 8W-31-2
Output Speed Sensor . . . . . . . . . . . . . . . . . 8W-31-4
Overdrive Switch . . . . . . . . . . . . . . . . . . . . 8W-31-4
Power Distribution Center . . . . . . . . . . . . . 8W-31-2
Powertrain Control Module . . . . . . . . . 8W-31-2, 3, 4
Transmission Control Relay . . . . . . . . . . 8W-31-2, 3
Transmission Solenoid Assembly . . . . . . . 8W-31-2, 3
BR/BE
8W-33 VEHICLE SPEED CONTROL
8W - 33 - 1
8W-33 VEHICLE SPEED CONTROL
Component
Page
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . 8w-33-2
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . 8w-33-3
Engine Control Module . . . . . . . . . . . . . . . . 8w-33-4
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8w-33-2
Joint Connector No. 1 . . . . . . . . . . . . . . . 8w-33-3, 4
Component
Page
Left Speed Control Switch . . . . . . . . . . . . . . 8w-33-3
Powertrain Control Module . . . . . . . . . . . 8w-33-2, 4
Right Speed Control Switch . . . . . . . . . . . . . 8w-33-3
Speed Control Servo . . . . . . . . . . . . . . . . . . 8w-33-2
8W-34 REAR WHEEL ANTILOCK BRAKES
BR/BE
8W - 34 - 1
8W-34 REAR WHEEL ANTILOCK BRAKES
Component
Brake Lamp Switch . . . .
Brake Pressure Switch . .
Controller Antilock Brake
Engine Control Module . .
Fuse 3 (JB) . . . . . . . . . . .
Fuse 11 (PDC) . . . . . . . . .
G100 . . . . . . . . . . . . . . . .
G101 . . . . . . . . . . . . . . . .
G107 . . . . . . . . . . . . . . . .
Page
. . . . . . . . . . . . . . 8W-34-3
. . . . . . . . . . . . . . 8W-34-3
. . . . . . . . . . . . 8W-34-2, 3
. . . . . . . . . . . . . . 8W-34-3
. . . . . . . . . . . . . . 8W-34-2
. . . . . . . . . . . . . . 8W-34-2
. . . . . . . . . . . . . . 8W-34-3
. . . . . . . . . . . . . . 8W-34-2
. . . . . . . . . . . . . . 8W-34-2
Component
G200 . . . . . . . . . . . . . . . . . .
Instrument Cluster . . . . . . .
Joint Connector No. 1 . . . . .
Joint Connector No. 7 . . . . .
Junction Block . . . . . . . . . .
Power Distribution Center .
Powertrain Control Module .
Rear Wheel Speed Sensor . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-34-3
8W-34-2
8W-34-3
8W-34-2
8W-34-2
8W-34-2
8W-34-3
8W-34-2
8W-35 ALL WHEEL ANTILOCK BRAKES
BR/BE
8W - 35 - 1
8W-35 ALL WHEEL ANTILOCK BRAKES
Component
Brake Lamp Switch . . . .
Brake Pressure Switch . .
Controller Antilock Brake
Engine Control Module . .
Fuse 3 (JB) . . . . . . . . . . .
Fuse 11 (PDC) . . . . . . . . .
G100 . . . . . . . . . . . . . . . .
G101 . . . . . . . . . . . . . . . .
G107 . . . . . . . . . . . . . . . .
G200 . . . . . . . . . . . . . . . .
Page
. . . . . . . . . . . . . . 8W-35-4
. . . . . . . . . . . . . . 8W-35-4
. . . . . . . . . . 8W-35-2, 3, 4
. . . . . . . . . . . . . . 8W-35-4
. . . . . . . . . . . . . . 8W-35-2
. . . . . . . . . . . . . . 8W-35-2
. . . . . . . . . . . . . . 8W-35-4
. . . . . . . . . . . . . . 8W-35-3
. . . . . . . . . . . . . . 8W-35-3
. . . . . . . . . . . . . . 8W-35-4
Component
Instrument Cluster . . . . . . . . . . .
Joint Connector No. 1 . . . . . . . . .
Joint Connector No. 7 . . . . . . . . .
Junction Block . . . . . . . . . . . . . .
Left Front Wheel Speed Sensor .
Power Distribution Center . . . . .
Powertrain Control Module . . . . .
Rear Wheel Speed Sensor . . . . . .
Right Front Wheel Speed Sensor
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-35-3
8W-35-4
8W-35-3
8W-35-2
8W-35-2
8W-35-2
8W-35-4
8W-35-2
8W-35-2
BR/BE
8W-39 VEHICLE THEFT SECURITY SYSTEM
8W - 39 - 1
8W-39 VEHICLE THEFT SECURITY SYSTEM
Component
Page
Central Timer Module . . . . . . . . . . . . . 8W-39-2, 3, 4
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Daytime Running Lamp Module . . . . . . . . . 8W-39-2
Driver Cylinder Lock Switch . . . . . . . . . . . . 8W-39-4
Driver Door Ajar Switch . . . . . . . . . . . . . . . 8W-39-4
Fuse G (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
Fuse H (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-4
Headlamp Beam Select Switch . . . . . . . . . . 8W-39-2
High Note Horn . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Component
Page
Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Joint Connector No. 1 . . . . . . . . . . . . . . . 8W-39-2, 3
Joint Connector No. 6 . . . . . . . . . . . . . . . . . 8W-39-3
Joint Connector No. 8 . . . . . . . . . . . . . . . . . 8W-39-4
Left Outboard Headlamp . . . . . . . . . . . . . . 8W-39-2
Low Note Horn . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Overhead Console . . . . . . . . . . . . . . . . . . . . 8W-39-4
Passenger Cylinder Lock Switch . . . . . . . . . 8W-39-4
Passenger Door Ajar Switch . . . . . . . . . . . . 8W-39-4
Power Distribution Center . . . . . . . . . . . 8W-39-2, 3
Right Outboard Headlamp . . . . . . . . . . . . . 8W-39-2
Security Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
BR/BE
8W-40 INSTRUMENT CLUSTER
8W - 40 - 1
8W-40 INSTRUMENT CLUSTER
Component
Page
Central Timer Module . . . . . . . . . . . . . . . . . 8W-40-3
Data Link Connector . . . . . . . . . . . . . . . . . 8W-40-4
Daytime Running Lamp Module . . . . . . . 8W-40-2, 7
Engine Control Module . . . . . . . . . . . . . . . . 8W-40-2
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5
Fuse 14 (JB) . . . . . . . . . . . . . . . . . . 8W-40-2, 3, 4, 7
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2
Fuse F (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-4, 6
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2, 6
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2, 5, 7
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-3
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-3
Headlamp Beam Select Switch . . . . . . . . . . 8W-40-7
Component
Page
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-40-5
Instrument Cluster . . . . . . . . . 8W-40-2, 3, 4, 5, 6, 7
Joint Connector No. 5 . . . . . . . . . . . . . . . . . 8W-40-5
Joint Connector No. 7 . . . . . . . . . . . . . . . 8W-40-4, 6
Joint Connector No. 8 . . . . . . . . . . . . . . . . . 8W-40-5
Junction Block . . . . . . . . . . . . . . . 8W-40-2, 3, 4, 5, 7
Overdrive Switch . . . . . . . . . . . . . . . . . . . . 8W-40-6
Park Brake Switch . . . . . . . . . . . . . . . . . . . 8W-40-2
Power Distribution Center . . . . . . . . . . . . . 8W-40-5
Powertrain Control Module . . . . . . . . . . . . . 8W-40-6
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5
Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . 8W-40-3
Turn Signal/Hazard Switch . . . . . . . . . . . . . 8W-40-7
Washer Fluid Level Switch . . . . . . . . . . . . . 8W-40-4
8W-41 HORN/CIGAR LIGHTER/POWER OUTLET
BR/BE
8W - 41 - 1
8W-41 HORN/CIGAR LIGHTER/POWER OUTLET
Component
Central Timer Module .
Cigar Lighter . . . . . . .
Clockspring . . . . . . . . .
Fuse 15 (JB) . . . . . . . .
Fuse H (PDC) . . . . . . .
Fuse L (PDC) . . . . . . .
G100 . . . . . . . . . . . . . .
G201 . . . . . . . . . . . . . .
High Note Horn . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-41-2
8W-41-3
8W-41-2
8W-41-3
8W-41-2
8W-41-3
8W-41-2
8W-41-3
8W-41-2
Component
Horn Relay . . . . . . . . . . . .
Horn Switch . . . . . . . . . . .
Joint Connector No. 1 . . . .
Joint Connector No. 6 . . . .
Junction Block . . . . . . . . .
Low Note Horn . . . . . . . . .
Power Distribution Center
Power Outlet . . . . . . . . . . .
Page
. . . . . . . . . . . . . 8W-41-2
. . . . . . . . . . . . . 8W-41-2
. . . . . . . . . . . . . 8W-41-2
. . . . . . . . . . . . . 8W-41-2
. . . . . . . . . . . . . 8W-41-3
. . . . . . . . . . . . . 8W-41-2
. . . . . . . . . . . 8W-41-2, 3
. . . . . . . . . . . . . 8W-41-3
BR/BE
8W-42 AIR CONDITIONING-HEATER
8W - 42 - 1
8W-42 AIR CONDITIONING-HEATER
Component
Page
A/C Compressor Clutch . . . . . . . . . . . . . . . . 8W-42-5
A/C Compressor Clutch Relay . . . . . . . . . . . 8W-42-5
A/C Heater Temperature Select . . . . . . . . . 8W-42-2
A/C High Pressure Switch . . . . . . . . . . . . . 8W-42-3
A/C Low Pressure Switch . . . . . . . . . . . . . . 8W-42-3
A/C-Heater Control . . . . . . . . . . . . . . . . . 8W-42-3, 4
Blend Door Actuator . . . . . . . . . . . . . . . . . . 8W-42-2
Blower Motor . . . . . . . . . . . . . . . . . . . . . 8W-42-3, 4
Blower Motor Relay . . . . . . . . . . . . . . 8W-42-2, 3, 4
Blower Motor Resistor Block . . . . . . . . . . . . 8W-42-4
Fuse 2 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-4
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-5
Fuse 12 (PDC) . . . . . . . . . . . . . . . . . . . . . . 8W-42-3
Component
Page
Fuse J (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-42-5
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2, 3
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-5
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-5
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-4
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-42-4
Joint Connector No. 1 . . . . . . . . . . . . . . . 8W-42-2, 3
Joint Connector No. 5 . . . . . . . . . . . . . . . . . 8W-42-4
Joint Connector No. 8 . . . . . . . . . . . . . . . . . 8W-42-2
Junction Block . . . . . . . . . . . . . . . . . . 8W-42-2, 4, 5
Power Distribution Center . . . . . . . . . . . 8W-42-3, 5
Powertrain Control Module . . . . . . . . . . . 8W-42-3, 5
BR/BE
8W-43 AIRBAG SYSTEM
8W - 43 - 1
8W-43 AIRBAG SYSTEM
Component
Airbag Control Module
Clockspring . . . . . . . . .
Data Link Connector .
Driver Airbag . . . . . . .
Fuse 18 (JB) . . . . . . . .
Fuse 19 (JB) . . . . . . . .
G100 . . . . . . . . . . . . . .
Page
. . . . . . . . . . . . . . 8W-43-2, 3
. . . . . . . . . . . . . . . . 8W-43-2
. . . . . . . . . . . . . . . . 8W-43-3
. . . . . . . . . . . . . . . . 8W-43-2
. . . . . . . . . . . . . . . . 8W-43-2
. . . . . . . . . . . . . . . . 8W-43-2
. . . . . . . . . . . . . . . . 8W-43-2
Component
Instrument Cluster . . . . . . . . . .
Joint Connector No. 7 . . . . . . . .
Joint Connector No. 8 . . . . . . . .
Junction Block . . . . . . . . . . . . .
Passenger Airbag . . . . . . . . . . .
Passenger Airbag On/Off Switch
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-43-3
8W-43-3
8W-43-2
8W-43-2
8W-43-2
8W-43-2
BR/BE
8W-44 INTERIOR LIGHTING
8W - 44 - 1
8W-44 INTERIOR LIGHTING
Component
Page
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . 8W-44-6
Cargo Lamp No. 1 . . . . . . . . . . . . . . . . . . . . 8W-44-4
Cargo Lamp No. 2 . . . . . . . . . . . . . . . . . . . . 8W-44-4
Central Timer Module . . . . . . . . . . . . . . . . . 8W-44-5
Cup Holder Lamp . . . . . . . . . . . . . . . . . . . . 8W-44-6
Data Link Connector . . . . . . . . . . . . . . . . . 8W-44-2
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-4
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-6
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-5
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-44-2, 3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-3
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2, 4, 6
Component
Page
Glove Box Lamp And Switch . . . . . . . . . . . . 8W-44-2
Headlamp Switch . . . . . . . . . . . . . . . . 8W-44-4, 5, 6
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-44-5
Joint Connector No. 5 . . . . . . . . . . . . . . . 8W-44-2, 6
Joint Connector No. 6 . . . . . . . . . . . . . . . . . 8W-44-5
Joint Connector No. 8 . . . . . . . . . . . 8W-44-3, 4, 5, 6
Junction Block . . . . . . . . . . . . . . . 8W-44-2, 3, 4, 5, 6
Left Visor/Vanity Lamp . . . . . . . . . . . . . . . . 8W-44-2
Overhead Console . . . . . . . . . . . . . . . . . . . . 8W-44-3
Power Mirror Switch . . . . . . . . . . . . . . . . . . 8W-44-4
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2, 6
Right Visor/Vanity Lamp . . . . . . . . . . . . . . . 8W-44-2
Underhood Lamp . . . . . . . . . . . . . . . . . . . . 8W-44-2
BR/BE
8W-45 CENTRAL TIMER MODULE
8W - 45 - 1
8W-45 CENTRAL TIMER MODULE
Component
Page
Central Timer Module . . 8W-45-2, 3, 4, 6, 7, 8, 9, 10
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-7
Data Link Connector . . . . . . . . . . . . . . . . . 8W-45-2
Driver Cylinder Lock Switch . . . . . . . . . . . . 8W-45-6
Driver Door Ajar Switch . . . . . . . . . . . . 8W-45-7, 10
Driver Door Lock Motor . . . . . . . . . . . . . . . 8W-45-6
Driver Door Window/Lock Switch . . . . . . . . 8W-45-5
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-45-8, 9
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-45-2, 8
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-45-5, 8
Fuse G (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-45-3
Fuse H (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-45-4
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-4, 9
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-3
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-8
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-2
G300 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-6, 7, 10
Headlamp Switch . . . . . . . . . . . . . 8W-45-2, 7, 8, 10
Heated Seat Relay . . . . . . . . . . . . . . . . . . . 8W-45-7
High Note Horn . . . . . . . . . . . . . . . . . . . . . 8W-45-4
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-4
Ignition Switch . . . . . . . . . . . . . . . . . 8W-45-7, 8, 10
Component
Page
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-45-8
Intermittent Wiper Switch . . . . . . . . . . . . . 8W-45-9
Joint Connector No. 1 . . . . . . . . . . . . . . . 8W-45-3, 4
Joint Connector No. 2 . . . . . . . . . . . . . . . . . 8W-45-9
Joint Connector No. 5 . . . . . . . . . . . . . . . . . 8W-45-2
Joint Connector No. 6 . . . . . . . . 8W-45-4, 7, 8, 9, 10
Joint Connector No. 7 . . . . . . . . . . . . . . . . . 8W-45-2
Joint Connector No. 8 . . . . . . . . . . . . 8W-45-7, 8, 10
Junction Block . . . . . . . . . . . . . . . 8W-45-2, 5, 7, 8, 9
Left Outboard Headlamp . . . . . . . . . . . . . . 8W-45-3
Low Note Horn . . . . . . . . . . . . . . . . . . . . . . 8W-45-4
Overhead Console . . . . . . . . . . . . . . . . . . . . 8W-45-6
Passenger Cylinder Lock Switch . . . . . . . . . 8W-45-6
Passenger Door Ajar Switch . . . . . . . . . . . 8W-45-10
Passenger Door Lock Motor . . . . . . . . . . . . 8W-45-6
Passenger Door Window/Lock Switch . . . 8W-45-5, 6
Power Distribution Center . . . . . . . . . . . 8W-45-3, 4
Right Outboard Headlamp . . . . . . . . . . . . . 8W-45-3
Security Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-45-3
Wiper Motor . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-9
Wiper Motor Relay . . . . . . . . . . . . . . . . . . . 8W-45-9
BR/BE
8W-47 AUDIO SYSTEM
8W - 47 - 1
8W-47 AUDIO SYSTEM
Component
Page
Central Timer Module . . . . . . . . . . . . . . . . . 8w-47-4
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-4
Data Link Connector . . . . . . . . . . . . . . . . . . 8w-47-2
Fuse 4 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-7
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-3
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-2
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-2
Fuse F (PDC) . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-3
G100 . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-2, 4, 7, 8
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8w-47-3
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8w-47-3
Joint Connector No. 5 . . . . . . . . . . . . . . . 8w-47-2, 3
Joint Connector No. 6 . . . . . . . . . . . . . 8w-47-4, 7, 8
Joint Connector No. 7 . . . . . . . . . . . . . . . 8w-47-2, 4
Component
Page
Joint Connector No. 8 . . . . . . . . . . . . . . . . . 8w-47-3
Junction Block . . . . . . . . . . . . . . . . . . . 8w-47-2, 3, 7
Left Front Door Speaker . . . . . . . . . 8w-47-5, 7, 8, 9
Left Rear Speaker . . . . . . . . . . . . . . . . . . 8w-47-6, 9
Left Remote Radio Switch . . . . . . . . . . . . . . 8w-47-4
Left Tweeter . . . . . . . . . . . . . . . . . . . . . . . . 8w-47-8
Power Distribution Center . . . . . . . . . . . . . . 8w-47-3
Radio . . . . . . . . . . . . . . . . 8w-47-2, 3, 4, 5, 6, 7, 8, 9
Radio Choke Relay . . . . . . . . . . . . . . . . . 8w-47-7, 8
Right Front Door Speaker . . . . . . . . 8w-47-5, 7, 8, 9
Right Rear Speaker . . . . . . . . . . . . . . . . . 8w-47-6, 9
Right Remote Radio Switch . . . . . . . . . . . . . 8w-47-4
Right Tweeter . . . . . . . . . . . . . . . . . . . . . . . 8w-47-8
BR/BE
8W-49 OVERHEAD CONSOLE
8W - 49 - 1
8W-49 OVERHEAD CONSOLE
Component
Page
Ambient Temperature Sensor . . . . . . . . . . . 8W-49-5
Automatic Day/Night Mirror . . . . . . . . . . . . 8W-49-3
Back-Up Lamp Switch . . . . . . . . . . . . . . . . 8W-49-3
Central Timer Module . . . . . . . . . . . . . . . . . 8W-49-4
Controller Antilock Brake . . . . . . . . . . . . . . 8W-49-4
Engine Control Module . . . . . . . . . . . . . . . . 8W-49-4
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-3
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . 8W-49-2, 3, 6
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-2, 5
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-3, 6
Component
Page
Joint Connector No. 1 . . . . . . . . . . . . . . . . . 8W-49-3
Joint Connector No. 7 . . . . . . . . . . . . . . . . . 8W-49-4
Joint Connector No. 8 . . . . . . . . . . . . . . . . . 8W-49-2
Junction Block . . . . . . . . . . . . . . . . 8W-49-2, 3, 5, 6
Left Visor/Vanity Lamp . . . . . . . . . . . . . . . . 8W-49-6
Overhead Console . . . . . . . . . . . . 8W-49-2, 3, 4, 5, 6
Park/Neutral Position Switch . . . . . . . . . . . 8W-49-3
Powertrain Control Module . . . . . . . . . . . . . 8W-49-4
Right Visor/Vanity Lamp . . . . . . . . . . . . . . . 8W-49-6
BR/BE
8W-50 FRONT LIGHTING
8W - 50 - 1
8W-50 FRONT LIGHTING
Component
Page
Cargo Lamp No. 1 . . . . . . . . . . . . . . . . . . . . 8W-50-2
Cargo Lamp No. 2 . . . . . . . . . . . . . . . . . . . . 8W-50-2
Center Identification Lamp . . . . . . . . . . . . . 8W-50-8
Central Timer Module . . . . . . . . . . . . . . . . . 8W-50-2
Daytime Running Lamp Module . . . . 8W-50-6, 9, 11,
12, 13
Fog Lamp Relay . . . . . . . . . . . . . 8W-50-6, 10, 11, 12
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-3
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-12
Fuse 14 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-50-6, 9
Fuse B (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-50-4
Fuse C (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-50-4
Fuse E (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-50-5
Fuse F (PDC) . . . . . . . . . . . . . . . . . . 8W-50-3, 10, 11
Fuse G (PDC) . . . . . . . . . . . . . . . . 8W-50-10, 11, 12
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-7, 12
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-5, 13
G201 . . . . . . . . . . . . . . . . . . 8W-50-2, 4, 6, 9, 10, 11
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-8
Headlamp Beam Select Switch . . . . . . 8W-50-4, 6, 9,
10, 13
Headlamp Switch . . . . . . . . . . . 8W-50-2, 3, 4, 10, 11
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-50-3
Instrument Cluster . . . . . . . . . . . . 8W-50-2, 6, 9, 13
Component
Page
Joint Connector No. 1 . . . . . . . . . . . . 8W-50-4, 5, 13
Joint Connector No. 5 . . . . . . . . . . . 8W-50-3, 10, 11
Joint Connector No. 6 . . . . . . . . . . . . . . . 8W-50-2, 3
Joint Connector No. 8 . . . . . . . . . . . . . . . 8W-50-2, 3
Junction Block . . . . . . . . . . 8W-50-2, 3, 6, 7, 8, 9, 12
Left Fog Lamp . . . . . . . . . . . . . . . . . . . 8W-50-10, 11
Left Headlamp . . . . . . . . . . . . . . . . . . . . . . 8W-50-5
Left Outboard Clearance Lamp . . . . . . . . . . 8W-50-8
Left Outboard Headlamp . . . . . . . . . . . . 8W-50-4, 6
Left Outboard Identification Lamp . . . . . . . 8W-50-8
Left Park/Turn Signal Lamp . . . . . . . . . . . . 8W-50-7
Overhead Console . . . . . . . . . . . . . . . . . . . . 8W-50-2
Park Brake Switch . . . . . . . . . . . . . . . . . . 8W-50-12
Power Distribution Center . . . . . . 8W-50-3, 4, 5, 10,
11, 12
Quad High Beam Relay . . . . . . . . . . . 8W-50-5, 6, 13
Right Fog Lamp . . . . . . . . . . . . . . . . . 8W-50-10, 11
Right Headlamp . . . . . . . . . . . . . . . . . . . . . 8W-50-5
Right Outboard Clearance Lamp . . . . . . . . 8W-50-8
Right Outboard Headlamp . . . . . . . . . . . 8W-50-4, 6
Right Outboard Identification Lamp . . . . . . 8W-50-8
Right Park/Turn Signal Lamp . . . . . . . . . . . 8W-50-7
Security Relay . . . . . . . . . . . . . . . . . . . . . . 8W-50-13
Trailer Tow Relay . . . . . . . . . . . . . . . . . . . . 8W-50-7
BR/BE
8W-51 REAR LIGHTING
8W - 51 - 1
8W-51 REAR LIGHTING
Component
Page
Aftermarket Center High Mounted Stop
Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-4
Aftermarket Trailer Tow Connector . . . . . . 8W-51-2
Automatic Day/Night Mirror . . . . . . . . . . . . 8W-51-2
Back-Up Lamp Switch . . . . . . . . . . . . . . . . 8W-51-2
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-51-3
Center High Mounted Stop Lamp No. 1 . . . 8W-51-4
Center High Mounted Stop Lamp No. 2 . . . 8W-51-4
Electric Brake Provision . . . . . . . . . . . . . . . 8W-51-4
Fuse 5 (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-51-3
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2
Fuse F (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-51-4
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2, 5, 6
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-3
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-51-4
Joint Connector No. 1 . . . . . . . . . . . . . . . 8W-51-2, 3
Joint Connector No. 6 . . . . . . . . . . . . . . . 8W-51-3, 4
Junction Block . . . . . . . . . . . . . . . . . . . . . . 8W-51-2
Component
Page
Left Back-Up Lamp . . . . . . . . . . . . . . . . . . 8W-51-2
Left Front Fender Lamp . . . . . . . . . . . . . . . 8W-51-6
Left License Lamp . . . . . . . . . . . . . . . . . 8W-51-5, 6
Left Rear Fender Lamp . . . . . . . . . . . . . . . 8W-51-6
Left Tail/Stop/Turn Signal Lamp . . . . . . . . . 8W-51-5
Park/Neutral Position Switch . . . . . . . . . . . 8W-51-2
Power Distribution Center . . . . . . . . . . . 8W-51-3, 4
Powertrain Control Module . . . . . . . . . . . . . 8W-51-3
Right Back-Up Lamp . . . . . . . . . . . . . . . . . 8W-51-2
Right Front Fender Lamp . . . . . . . . . . . . . . 8W-51-6
Right License Lamp . . . . . . . . . . . . . . . . . . 8W-51-5
Right Rear Fender Lamp . . . . . . . . . . . . . . 8W-51-6
Right Tail/Stop/Turn Signal Lamp . . . . . . . 8W-51-5
Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-51-3
Tailgate Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-51-6
Trailer Tow Connector . . . . . . . . . . . . . . . . . 8W-51-2
Turn Signal/Hazard Switch . . . . . . . . . . . . . 8W-51-5
BR/BE
8W-52 TURN SIGNALS
8W - 52 - 1
8W-52 TURN SIGNALS
Component
Page
Aftermarket Trailer Tow Connector . . . . . . 8W-52-4
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-52-2
Combination Flasher . . . . . . . . . . . . . . . . . 8W-52-2
Fuse 4 (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2
Fuse 10 (JB) . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-3, 4
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-52-3
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-52-2
Component
Page
Joint Connector No. 6 . . . . . . . . . . . . . . . . . 8W-52-2
Junction Block . . . . . . . . . . . . . . . . . . . . 8W-52-2, 3
Left Park/Turn Signal Lamp . . . . . . . . . . . . 8W-52-3
Left Tail/Stop/Turn Signal Lamp . . . . . . . . . 8W-52-4
Power Distribution Center . . . . . . . . . . . . . 8W-52-2
Right Park/Turn Signal Lamp . . . . . . . . . . . 8W-52-3
Right Tail/Stop/Turn Signal Lamp . . . . . . . 8W-52-4
Trailer Tow Connector . . . . . . . . . . . . . . . . . 8W-52-4
Turn Signal/Hazard Switch . . . . . . . . . 8W-52-2, 3, 4
BR/BE
8W-53 WIPERS
8W - 53 - 1
8W-53 WIPERS
Component
Page
Central Timer Module . . . . . . . . . . . . . . . 8W-53-2, 3
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2, 3
Intermittent Wiper Switch . . . . . . . . . . . . . 8W-53-2
Joint Connector No. 2 . . . . . . . . . . . . . . . . . 8W-53-3
Component
Page
Joint Connector No. 6 . . . . . . . . . . . . . . . . . 8W-53-2
Junction Block . . . . . . . . . . . . . . . . . . . . . . 8W-53-3
Windshield Washer Pump . . . . . . . . . . . . . . 8W-53-2
Wiper Motor . . . . . . . . . . . . . . . . . . . . . . 8W-53-2, 3
Wiper Motor Relay . . . . . . . . . . . . . . . . . 8W-53-2, 3
BR/BE
8W-54 TRAILER TOW
8W - 54 - 1
8W-54 TRAILER TOW
Component
Page
Aftermarket Trailer Tow Connector . . 8W-54-2, 3, 4
Back-Up Lamp Switch . . . . . . . . . . . . . . . . 8W-54-3
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-54-3
Electric Brake Provision . . . . . . . . . . . . . . . 8W-54-3
Fuse 5 (PDC) . . . . . . . . . . . . . . . . . . . . . . . 8W-54-3
Fuse 8 (PDC) . . . . . . . . . . . . . . . . . . . . . 8W-54-2, 3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-4
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-3
Component
Page
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-54-2
Joint Connector No. 1 . . . . . . . . . . . . . . . 8W-54-2, 3
Joint Connector No. 2 . . . . . . . . . . . . . . . 8W-54-2, 3
Joint Connector No. 6 . . . . . . . . . . . . . . . . . 8W-54-3
Park/Neutral Position Switch . . . . . . . . . . . 8W-54-3
Power Distribution Center . . . . . . . . . . . 8W-54-2, 3
Trailer Tow Connector . . . . . . . . . . . . . 8W-54-2, 3, 4
Trailer Tow Relay . . . . . . . . . . . . . . . . . . . . 8W-54-2
Turn Signal/Hazard Switch . . . . . . . . . . . . . 8W-54-4
8W-60 POWER WINDOWS
BR/BE
8W - 60 - 1
8W-60 POWER WINDOWS
Component
Circuit Breaker 1 . . . . . . . . . . . .
Driver Door Window/Lock Switch
Driver Power Window Motor . . . .
G300 . . . . . . . . . . . . . . . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-60-2
8W-60-2
8W-60-2
8W-60-2
Component
Page
Junction Block . . . . . . . . . . . . . . . . . . . . . . 8W-60-2
Passenger Door Window/Lock Switch . . . . . 8W-60-2
Passenger Power Window Motor . . . . . . . . . 8W-60-2
BR/BE
8W-61 POWER DOOR LOCKS
8W - 61 - 1
8W-61 POWER DOOR LOCKS
Component
Page
Central Timer Module . . . . . . . . . . . . . . . . . 8W-61-4
Driver Door Lock Motor . . . . . . . . . . . . . 8W-61-2, 4
Driver Door Window/Lock Switch . . . . . . 8W-61-2, 3
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . 8W-61-2, 3
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-2
Component
Page
Junction Block . . . . . . . . . . . . . . . . . . . . 8W-61-2, 3
Passenger Door Lock Motor . . . . . . . . . . 8W-61-2, 4
Passenger Door Window/Lock
Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-61-2, 3, 4
BR/BE
8W-62 POWER MIRRORS
8W - 62 - 1
8W-62 POWER MIRRORS
Component
Page
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-3
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-2, 3
Heated Mirror Relay . . . . . . . . . . . . . . . . . . 8W-62-3
Heated Mirror Switch . . . . . . . . . . . . . . . . . 8W-62-3
Component
Page
Joint Connector No. 5 . . . . . . . . . . . . . . . . . 8W-62-3
Left Power Mirror . . . . . . . . . . . . . . . . . . 8W-62-2, 3
Power Mirror Switch . . . . . . . . . . . . . . . . . . 8W-62-2
Right Power Mirror . . . . . . . . . . . . . . . . . 8W-62-2, 3
BR/BE
8W-63 POWER SEATS
8W - 63 - 1
8W-63 POWER SEATS
Component
Page
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . 8W-63-2, 3
Driver Heated Seat Cushion . . . . . . . . . . 8W-63-6, 8
Driver Heated Seat Switch . . . . . . . . . . . . . 8W-63-5
Driver Lumbar Motor . . . . . . . . . . . . . . . . . 8W-63-3
Driver Power Seat Front Vertical
Motor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-2, 3
Driver Power Seat Horizontal Motor . . . . 8W-63-2, 3
Driver Power Seat Rear Vertical Motor . . 8W-63-2, 3
Driver Power Seat Switch . . . . . . . . . . . . 8W-63-2, 3
Fuse 1 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-63-5, 7
Fuse 2 (JB) . . . . . . . . . . . . . . . . . . . . . . . 8W-63-5, 7
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-5, 7
G300 . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-3, 4, 6, 8
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-2
Component
Page
Heated Seat Relay . . . . . . . . . . . . . . . . . 8W-63-5, 7
Joint Connector No. 5 . . . . . . . . . . . . . . . 8W-63-5, 7
Joint Connector No. 8 . . . . . . . . . . . . . . . 8W-63-5, 7
Junction Block . . . . . . . . . . . . . . . . 8W-63-2, 3, 5, 7
Passenger Heated Seat Cushion . . . . . 8W-63-4, 6, 8
Passenger Heated Seat Switch . . . . . . . . . . 8W-63-7
Passenger Lumbar Motor . . . . . . . . . . . . . . 8W-63-4
Passenger Power Seat Front Vertical
Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-4
Passenger Power Seat Horizontal Motor . . . 8W-63-4
Passenger Power Seat Rear Vertical
Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-4
Passenger Power Seat Switch . . . . . . . . . . . 8W-63-4
Seat Heat Interface Module . . . . . . 8W-63-5, 6, 7, 8
BR/BE
8W-70 SPLICE INFORMATION
8W - 70 - 1
8W-70 SPLICE INFORMATION
Component
Page
S100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19
S102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-18
S103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-18
S104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-7
S105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-13
S106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-6
S107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-12
S108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-11
S109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
S110 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-10, 11
S111 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-37
S112 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5
S113 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-23
S114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13
S116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2
S117 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 16
S118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-5, 6
S119 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-2
S120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3
S121 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-4, 6
S122 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-8
S123 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 16
S124 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 18
S126 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-8, 10
S127 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-3
S128 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-9
S130 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-18, 19
S131 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16
S134 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-10, 11
S136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-25
S141 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-7
S143 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-25
S144 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-5
S150 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
S151 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
S152 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-5
S160 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-34
S161 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12
S164 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10
S165 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-7
S166 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-33
S167 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12
S168 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-9
S170 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-31
S171 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-12
S172 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-40
S173 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-40
S174 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-38
S175 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-3
S176 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-18, 19
S177 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2
S179 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-3
S180 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2
S181 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-24
S182 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-6
S183 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-10
Component
Page
S184 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-4
S202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2
S203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-10
S203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2
S204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-8
S207 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3, 4
S209 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4
S210 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-4
S300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-6
S300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-2, 4
S301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-6
S301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-2, 4
S302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4
S302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-8
S303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-8
S304 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-7
S305 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-16
S306 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-15
S307 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-3
S308 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-4
S308 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-6
S310 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-14
S311 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-17
S313 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4
S314 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4
S315 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
S316 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2
S317 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-5
S318 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
S318 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2
S319 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
S319 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2
S320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-3
S321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
S321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-4
S322 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-8
S323 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-15
S324 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-13
S325 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-18
S326 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-14
S327 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-7
S328 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-15
S329 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-16
S330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-16
S331 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
S332 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-45-10
S333 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-6
S335 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-8
S336 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-15
S337 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-12-7
S340 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12
S401 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
S402 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
S404 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6
S406 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-6
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 1
8W-80 CONNECTOR PIN-OUTS
Component
Page
4WD Switch . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-4
A/C Compressor Clutch . . . . . . . . . . . . . . . . 8W-80-4
A/C Heater Control . . . . . . . . . . . . . . . . . . . 8W-80-4
A/C Heater Temperature Select . . . . . . . . . 8W-80-4
A/C High Pressure Switch . . . . . . . . . . . . . 8W-80-4
A/C Low Pressure Switch . . . . . . . . . . . . . . 8W-80-5
Accelerator Pedal Position Sensor
(Diesel) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-5
Aftermarket Trailer Tow Connector . . . . . . 8W-80-5
Airbag Control Module . . . . . . . . . . . . . . . . 8W-80-5
Ambient Temperature Sensor . . . . . . . . . . . 8W-80-6
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . 8W-80-6
Automatic Day/Night Mirror . . . . . . . . . . . . 8W-80-6
Back-Up Lamp Switch (M/T) . . . . . . . . . . . 8W-80-6
Battery Temperature Sensor . . . . . . . . . . . . 8W-80-7
Blend Door Actuator . . . . . . . . . . . . . . . . . . 8W-80-7
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . 8W-80-7
Blower Motor Resistor Block . . . . . . . . . . . . 8W-80-7
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-80-7
Brake Pressure Switch . . . . . . . . . . . . . . . . 8W-80-8
Bypass Jumper (A/T) . . . . . . . . . . . . . . . . . 8W-80-8
C105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-8
C105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-8
C106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-8
C106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-8
C114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9
C114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9
C125 (Diesel) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9
C125 (Diesel) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9
C126 (Diesel) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-10
C126 (Diesel) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-10
C129 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-10
C129 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-11
C130 (Diesel) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-11
C130 (Diesel) (In PDC) . . . . . . . . . . . . . . . 8W-80-12
C130 (Gas) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-13
C130 (Gas) (In PDC) . . . . . . . . . . . . . . . . . 8W-80-14
C134 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-15
C134 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-17
C203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-18
C203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-19
C205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-20
C205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-20
C206 (Heated Seats) . . . . . . . . . . . . . . . . . 8W-80-20
C206 (Heated Seats) . . . . . . . . . . . . . . . . . 8W-80-21
C237 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-21
C237 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-21
C303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-22
C303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-22
C308 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-22
C308 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-22
C329 (Club Cab) . . . . . . . . . . . . . . . . . . . . 8W-80-22
Component
C329 (Club Cab) . . . . . . . . . . . . . . . . . .
C329 (Standard Cab) . . . . . . . . . . . . . .
C329 (Standard Cab) . . . . . . . . . . . . . .
C333 (Club Cab) . . . . . . . . . . . . . . . . . .
C333 (Club Cab) . . . . . . . . . . . . . . . . . .
C333 (Standard Cab) . . . . . . . . . . . . . .
C333 (Standard Cab) . . . . . . . . . . . . . .
C342 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C342 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C343 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C343 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C344 (Dual Rear Wheels) . . . . . . . . . . .
C344 (Dual Rear Wheels) . . . . . . . . . . .
C345 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C345 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C346 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C346 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C347 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C347 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C348 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C348 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C352 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C352 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C353 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C353 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C358 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C358 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C359 (Heated Seat) . . . . . . . . . . . . . . . .
C359 (Heated Seat) . . . . . . . . . . . . . . . .
C360 (Club Cab) . . . . . . . . . . . . . . . . . .
C360 (Club Cab) . . . . . . . . . . . . . . . . . .
C361 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C361 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C364 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C364 . . . . . . . . . . . . . . . . . . . . . . . . . . .
C365 (Heated Seat) . . . . . . . . . . . . . . . .
C365 (Heated Seat) . . . . . . . . . . . . . . . .
Camshaft Position Sensor (8.0L Gas) . .
Camshaft Position Sensor (Diesel) . . . .
Camshaft Position Sensor
(Gas Except 8.0L) . . . . . . . . . . . . . . .
Cargo Lamp No. 1 . . . . . . . . . . . . . . . . .
Cargo Lamp No. 2 . . . . . . . . . . . . . . . . .
Center High Mounted Stop Lamp No. 1
Center High Mounted Stop Lamp No. 2
Center Identification Lamp . . . . . . . . . .
Central Timer Module C1 . . . . . . . . . . .
Central Timer Module C2 . . . . . . . . . . .
Cigar Lighter . . . . . . . . . . . . . . . . . . . .
Clockspring C1 . . . . . . . . . . . . . . . . . . .
Clockspring C2 . . . . . . . . . . . . . . . . . . .
Clockspring C3 . . . . . . . . . . . . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-80-23
8W-80-23
8W-80-23
8W-80-23
8W-80-23
8W-80-24
8W-80-24
8W-80-24
8W-80-24
8W-80-24
8W-80-24
8W-80-25
8W-80-25
8W-80-25
8W-80-25
8W-80-26
8W-80-26
8W-80-26
8W-80-27
8W-80-27
8W-80-28
8W-80-28
8W-80-28
8W-80-28
8W-80-28
8W-80-29
8W-80-29
8W-80-29
8W-80-29
8W-80-30
8W-80-30
8W-80-30
8W-80-30
8W-80-31
8W-80-31
8W-80-31
8W-80-31
8W-80-32
8W-80-32
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
8W-80-32
8W-80-32
8W-80-32
8W-80-33
8W-80-33
8W-80-33
8W-80-33
8W-80-34
8W-80-34
8W-80-34
8W-80-34
8W-80-35
8W - 80 - 2
Component
Clutch Pedal Position Switch (M/T) . . .
Controller Antilock Brake C1 . . . . . . . .
Controller Antilock Brake C2 (ABS) . . .
Crankshaft Position Sensor (Gas 8.0L) .
Crankshaft Position Sensor
(Gas Except 8.0L) . . . . . . . . . . . . . . .
Cummins Bus (Diesel) . . . . . . . . . . . . .
Cup Holder Lamp . . . . . . . . . . . . . . . . .
Data Link Connector . . . . . . . . . . . . . . .
Daytime Running Lamp Module . . . . . .
Dome Lamp . . . . . . . . . . . . . . . . . . . . .
Driver Airbag . . . . . . . . . . . . . . . . . . . .
Driver Cylinder Lock Switch . . . . . . . . .
Driver Door Ajar Switch (Base) . . . . . . .
Driver Door Ajar Switch (Premium) . . .
Driver Door Lock Motor . . . . . . . . . . . .
Driver Door Window/Lock Switch . . . . .
Driver Heated Seat Cushion . . . . . . . . .
Driver Heated Seat Switch . . . . . . . . . .
Driver Lumbar Motor . . . . . . . . . . . . . .
Driver Power Seat Front Vertical Motor
(Club Cab) . . . . . . . . . . . . . . . . . . . . .
Driver Power Seat Front Vertical Motor
(Standard Cab) . . . . . . . . . . . . . . . . .
Driver Power Seat Horizontal Motor
(Club Cab) . . . . . . . . . . . . . . . . . . . . .
Driver Power Seat Horizontal Motor
(Standard Cab) . . . . . . . . . . . . . . . . .
Driver Power Seat Rear Vertical Motor
(Club Cab) . . . . . . . . . . . . . . . . . . . . .
Driver Power Seat Rear Vertical Motor
(Standard Cab) . . . . . . . . . . . . . . . . .
Driver Power Seat Switch (Club Cab) . .
Driver Power Seat Switch
(Standard Cab) . . . . . . . . . . . . . . . . .
Driver Power Window Motor . . . . . . . . .
Electric Brake Provision . . . . . . . . . . . .
Engine Control Module (Diesel) . . . . . .
Engine Coolant Temperature Sensor
(Diesel) . . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor
(Gas) . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Pressure Sensor (Diesel) . . .
Engine Oil Pressure Sensor (Gas) . . . . .
EVAP/Purge Solenoid . . . . . . . . . . . . . .
Front Washer Pump . . . . . . . . . . . . . . .
Fuel Heater (Diesel) . . . . . . . . . . . . . . .
Fuel Injection Pump (Diesel) . . . . . . . . .
Fuel Injector No. 1 . . . . . . . . . . . . . . . .
Fuel Injector No. 2 . . . . . . . . . . . . . . . .
Fuel Injector No. 3 . . . . . . . . . . . . . . . .
Fuel Injector No. 4 . . . . . . . . . . . . . . . .
Fuel Injector No. 5 . . . . . . . . . . . . . . . .
Fuel Injector No. 6 . . . . . . . . . . . . . . . .
Fuel Injector No. 7 (5.2L/5.9L/8.0L) . . .
8W-80 CONNECTOR PIN-OUTS
.
.
.
.
.
.
.
.
Page
8W-80-35
8W-80-35
8W-80-35
8W-80-36
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
8W-80-36
8W-80-36
8W-80-36
8W-80-36
8W-80-37
8W-80-37
8W-80-37
8W-80-37
8W-80-38
8W-80-38
8W-80-38
8W-80-38
8W-80-38
8W-80-39
8W-80-39
. . 8W-80-39
. . 8W-80-39
. . 8W-80-39
. . 8W-80-40
. . 8W-80-40
. . 8W-80-40
. . 8W-80-40
.
.
.
.
.
.
.
.
8W-80-41
8W-80-41
8W-80-41
8W-80-41
. . 8W-80-42
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
8W-80-43
8W-80-43
8W-80-43
8W-80-43
8W-80-43
8W-80-43
8W-80-44
8W-80-44
8W-80-44
8W-80-44
8W-80-44
8W-80-45
8W-80-45
8W-80-45
Component
Fuel Injector No. 8 (5.2L/5.9L/8.0L) . . .
Fuel Injector No. 9 (8.0L) . . . . . . . . . . .
Fuel Injector No. 10 (8.0L) . . . . . . . . . .
Fuel Pump Module (Gas) . . . . . . . . . . .
Fuel Tank Module (Diesel) . . . . . . . . . .
Fuel Transfer Pump (Diesel) . . . . . . . . .
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator . . . . . . . . . . . . . . . . . . . . . . .
Glove Box Lamp And Switch . . . . . . . . .
Headlamp Switch C1 . . . . . . . . . . . . . .
Headlamp Switch C2 . . . . . . . . . . . . . .
Heated Mirror Switch . . . . . . . . . . . . . .
High Note Horn . . . . . . . . . . . . . . . . . .
Idle Air Control Motor . . . . . . . . . . . . . .
Ignition Coil (3.9L/5.2L/5.9L) . . . . . . . .
Ignition Coil 4 Pack (8.0L) . . . . . . . . . .
Ignition Coil 6 Pack (8.0L) . . . . . . . . . .
Ignition Switch C1 . . . . . . . . . . . . . . . .
Ignition Switch C2 . . . . . . . . . . . . . . . .
Instrument Cluster C1 . . . . . . . . . . . . .
Instrument Cluster C2 . . . . . . . . . . . . .
Intake Air Heater Relays (Diesel) . . . . .
Intake Air Temperature Sensor (Diesel)
Intake Air Temperature Sensor (Gas) . .
Joint Connector No. 1 (In PDC) . . . . . .
Joint Connector No. 2 (In PDC) . . . . . .
Joint Connector No. 5 . . . . . . . . . . . . . .
Joint Connector No. 6 . . . . . . . . . . . . . .
Joint Connector No. 7 . . . . . . . . . . . . . .
Joint Connector No. 8 . . . . . . . . . . . . . .
Junction Block C1 . . . . . . . . . . . . . . . . .
Junction Block C2 . . . . . . . . . . . . . . . . .
Junction Block C3 . . . . . . . . . . . . . . . . .
Junction Block C4 . . . . . . . . . . . . . . . . .
Junction Block C5 . . . . . . . . . . . . . . . . .
Junction Block C6 . . . . . . . . . . . . . . . . .
Junction Block C7 . . . . . . . . . . . . . . . . .
Junction Block C8 . . . . . . . . . . . . . . . . .
Junction Block C9 . . . . . . . . . . . . . . . . .
Leak Detection Pump (Gas) . . . . . . . . .
Left Back-Up Lamp . . . . . . . . . . . . . . . .
Left Fog Lamp . . . . . . . . . . . . . . . . . . .
Left Front Door Speaker (Premium) . . .
Left Front Door Speaker (Standard) . . .
Left Front Fender Lamp
(Dual Rear Wheels) . . . . . . . . . . . . . .
Left Front Wheel Speed Sensor (ABS) .
Left Headlamp . . . . . . . . . . . . . . . . . . .
Left License Lamp . . . . . . . . . . . . . . . .
Left Outboard Clearance Lamp . . . . . . .
Left Outboard Headlamp . . . . . . . . . . .
Left Outboard Identification Lamp . . . .
Left Park/Turn Signal Lamp . . . . . . . . .
Left Power Mirror . . . . . . . . . . . . . . . . .
BR/BE
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Page
8W-80-45
8W-80-45
8W-80-46
8W-80-46
8W-80-46
8W-80-46
8W-80-46
8W-80-47
8W-80-47
8W-80-47
8W-80-47
8W-80-48
8W-80-48
8W-80-48
8W-80-48
8W-80-48
8W-80-49
8W-80-49
8W-80-49
8W-80-49
8W-80-50
8W-80-50
8W-80-50
8W-80-50
8W-80-50
8W-80-51
8W-80-52
8W-80-52
8W-80-53
8W-80-53
8W-80-54
8W-80-54
8W-80-54
8W-80-55
8W-80-55
8W-80-55
8W-80-55
8W-80-56
8W-80-56
8W-80-56
8W-80-57
8W-80-57
8W-80-57
8W-80-57
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
8W-80-57
8W-80-58
8W-80-58
8W-80-58
8W-80-58
8W-80-58
8W-80-59
8W-80-59
8W-80-59
BR/BE
8W-80 CONNECTOR PIN-OUTS
Component
Page
Left Rear Fender Lamp
(Dual Rear Wheels) . . . . . . . . . . . . . . . . 8W-80-59
Left Rear Speaker (Premium 2 Door) . . . . 8W-80-59
Left Rear Speaker (Premium 4 Door) . . . . 8W-80-60
Left Rear Speaker (Standard 2 Door) . . . . 8W-80-60
Left Rear Speaker (Standard 4 Door) . . . . 8W-80-60
Left Remote Radio Switch . . . . . . . . . . . . . 8W-80-60
Left Speed Control Switch . . . . . . . . . . . . 8W-80-60
Left Tail/Stop/Turn Signal Lamp . . . . . . . . 8W-80-61
Left Tweeter (Premium) . . . . . . . . . . . . . . 8W-80-61
Left Visor/Vanity Lamp . . . . . . . . . . . . . . . 8W-80-61
Low Note Horn . . . . . . . . . . . . . . . . . . . . . 8W-80-61
Manifold Absolute Pressure Sensor
(3.9L/5.2L/5.9L) . . . . . . . . . . . . . . . . . . . 8W-80-61
Manifold Absolute Pressure Sensor
(8.0L) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-62
Manifold Air Pressure Sensor (Diesel) . . . . 8W-80-62
Multi-Function Switch . . . . . . . . . . . . . . . 8W-80-62
Output Speed Sensor . . . . . . . . . . . . . . . . 8W-80-63
Overdrive Switch . . . . . . . . . . . . . . . . . . . 8W-80-63
Overhead Console (Base) . . . . . . . . . . . . . . 8W-80-63
Overhead Console (Highline) . . . . . . . . . . . 8W-80-63
Oxygen Sensor 1/1 Left Bank Up
(5.9L HD/8.0L) . . . . . . . . . . . . . . . . . . . 8W-80-63
Oxygen Sensor 1/1 Left Bank Up
(California) . . . . . . . . . . . . . . . . . . . . . . 8W-80-64
Oxygen Sensor 1/1 Upstream
(A/T Except 8.0L) . . . . . . . . . . . . . . . . . 8W-80-64
Oxygen Sensor 1/1 Upstream
(M/T Except 8.0L) . . . . . . . . . . . . . . . . . 8W-80-64
Oxygen Sensor 1/2 Downstream
(3.9L/5.2L) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-64
Oxygen Sensor 1/2 Left Bank Down
(California) . . . . . . . . . . . . . . . . . . . . . . 8W-80-64
Oxygen Sensor 1/2 Pre-Catalyst (8.0L) . . . 8W-80-65
Oxygen Sensor 1/3 Post Catalyst (8.0L) . . 8W-80-65
Oxygen Sensor 2/1 Right Bank Up (5.9l HD)
(5.2L/5.9L/8.0L California) . . . . . . . . . . 8W-80-65
Oxygen Sensor 2/2 Right Bank Down
(California) . . . . . . . . . . . . . . . . . . . . . . 8W-80-65
Park/Neutral Position Switch (A/T) . . . . . . 8W-80-65
Passenger Airbag . . . . . . . . . . . . . . . . . . . 8W-80-66
Passenger Airbag On/Off Switch C1 . . . . . 8W-80-66
Passenger Airbag On/Off Switch C2 . . . . . 8W-80-66
Passenger Cylinder Lock Switch . . . . . . . . 8W-80-66
Passenger Door Ajar Switch . . . . . . . . . . . 8W-80-66
Passenger Door Lock Motor . . . . . . . . . . . 8W-80-66
Passenger Door Window/Lock Switch . . . . 8W-80-67
Passenger Heated Seat Cushion . . . . . . . . 8W-80-67
Passenger Heated Seat Switch . . . . . . . . . 8W-80-67
Passenger Lumbar Motor . . . . . . . . . . . . . 8W-80-67
Passenger Power Seat Front Vertical Motor
(Club Cab) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-68
Passenger Power Seat Horizontal Motor
(Club Cab) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-68
8W - 80 - 3
Component
Passenger Power Seat Rear Vertical Motor
(Club Cab) . . . . . . . . . . . . . . . . . . . . . . .
Passenger Power Seat Switch (Club Cab) .
Passenger Power Window Motor . . . . . . . .
Power Mirror Switch . . . . . . . . . . . . . . . . .
Power Outlet . . . . . . . . . . . . . . . . . . . . . . .
Powertrain Control Module C1 (Diesel) . . .
Powertrain Control Module C1 (Gas) . . . .
Powertrain Control Module C2 (Diesel) . . .
Powertrain Control Module C2 (Gas) . . . .
Powertrain Control Module C3 (Diesel) . . .
Powertrain Control Module C3 (Gas) . . . .
Radio C1 . . . . . . . . . . . . . . . . . . . . . . . . . .
Radio C2 . . . . . . . . . . . . . . . . . . . . . . . . . .
Radio C3 . . . . . . . . . . . . . . . . . . . . . . . . . .
Radio Choke Relay . . . . . . . . . . . . . . . . . .
Rear Wheel Speed Sensor (ABS) . . . . . . . .
Right Back-Up Lamp . . . . . . . . . . . . . . . .
Right Fog Lamp . . . . . . . . . . . . . . . . . . . .
Right Front Door Speaker (Premium) . . . .
Right Front Door Speaker (Standard) . . . .
Right Front Fender Lamp
(Dual Rear Wheels) . . . . . . . . . . . . . . . .
Right Front Wheel Speed Sensor (ABS) . .
Right Headlamp . . . . . . . . . . . . . . . . . . . .
Right License Lamp . . . . . . . . . . . . . . . . .
Right Outboard Clearance Lamp . . . . . . .
Right Outboard Headlamp . . . . . . . . . . . .
Right Outboard Identification Lamp . . . . .
Right Park/Turn Signal Lamp . . . . . . . . . .
Right Power Mirror . . . . . . . . . . . . . . . . . .
Right Rear Fender Lamp
(Dual Rear Wheels) . . . . . . . . . . . . . . . .
Right Rear Speaker (2 Door Premium) . . .
Right Rear Speaker (4 Door Premium) . . .
Right Rear Speaker (Standard 2 Door) . . .
Right Rear Speaker (Standard 4 Door) . . .
Right Remote Radio Switch . . . . . . . . . . .
Right Speed Control Switch . . . . . . . . . . .
Right Tail/Stop/Turn Signal Lamp . . . . . .
Right Tweeter (Premium) . . . . . . . . . . . . .
Right Visor/Vanity Lamp . . . . . . . . . . . . . .
Seat Belt Switch (Club Cab) . . . . . . . . . . .
Seat Belt Switch (Standard Cab) . . . . . . .
Seat Heat Interface Module . . . . . . . . . . .
Speed Control Servo . . . . . . . . . . . . . . . . .
Tailgate Lamp (Dual Rear Wheels) . . . . . .
Throttle Position Sensor (Gas) . . . . . . . . .
Trailer Tow Connector . . . . . . . . . . . . . . . .
Transmission Solenoid Assembly . . . . . . . .
Underhood Lamp . . . . . . . . . . . . . . . . . . .
Washer Fluid Level Switch . . . . . . . . . . . .
Water In Fuel Sensor (Diesel) . . . . . . . . . .
Wiper Motor . . . . . . . . . . . . . . . . . . . . . . .
Page
8W-80-68
8W-80-68
8W-80-68
8W-80-69
8W-80-69
8W-80-69
8W-80-70
8W-80-71
8W-80-71
8W-80-72
8W-80-73
8W-80-74
8W-80-74
8W-80-74
8W-80-74
8W-80-74
8W-80-75
8W-80-75
8W-80-75
8W-80-75
8W-80-75
8W-80-76
8W-80-76
8W-80-76
8W-80-76
8W-80-76
8W-80-77
8W-80-77
8W-80-77
8W-80-77
8W-80-77
8W-80-78
8W-80-78
8W-80-78
8W-80-78
8W-80-78
8W-80-78
8W-80-79
8W-80-79
8W-80-79
8W-80-79
8W-80-79
8W-80-80
8W-80-80
8W-80-80
8W-80-80
8W-80-80
8W-80-81
8W-80-81
8W-80-81
8W-80-81
8W - 80 - 4
8W-80 CONNECTOR PIN-OUTS
BR/BE
4WD SWITCH - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
G107 18BK/GY
4WD SWITCH SENSE
2
Z1 18BK
GROUND
A/C COMPRESSOR CLUTCH - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
C3 18DB/BK
A/C COMPRESSOR CLUTCH RELAY OUTPUT
2
Z11 18BK/WT
GROUND
A/C-HEATER CONTROL - BLACK 7 WAY
CAV
CIRCUIT
FUNCTION
1
Z3 12BK/OR
GROUND
2
C7 12BK/TN
HIGH SPEED BLOWER MOTOR CONTROL
3
C6 14LB
M2 SPEED BLOWER MOTOR CONTROL
4
C5 16LG
M1 SPEED BLOWER MOTOR CONTROL
5
C4 16TN
LOW SPEED BLOWER MOTOR CONTROL
6
C90 22LG/WT
A/C SELECT INPUT
7
E2 22OR
PANEL LAMPS FEED
A/C HEATER TEMPERATURE SELECT - 5 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
Z2 22BK/LG
GROUND
3
C82 22YL/OR
TEMPERATURE SELECT
4
F15 22DB
FUSED IGNITION SWITCH OUTPUT (RUN)
5
-
-
A/C HIGH PRESSURE SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
C90 18LG/WT
A/C SELECT INPUT
2
C22 18DB
A/C SWITCH SENSE
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 5
A/C LOW PRESSURE SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
C20 18BR
A/C SWITCH SENSE
2
C22 18DB
A/C SWITCH SENSE
ACCELERATOR PEDAL POSITION SENSOR (DIESEL) - 6 WAY
CAV
CIRCUIT
FUNCTION
1
K104 18BK/LB
SENSOR GROUND
2
H105 18LG/DB
IDLE VALIDATION SWITCH NO. 2
3
H102 18LB/BK
ACCELERATOR PEDAL POSITION SENSOR SIGNAL
4
H103 18BK/YL
ACCELERATOR PEDAL POSITION SENSOR GROUND
5
H101 18DB/WT
ACCELERATOR PEDAL POSITION SENSOR SUPPLY
6
H104 18BR/OR
IDLE VALIDATION SWITCH NO. 1
AFTERMARKET TRAILER TOW CONNECTOR - 7 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 12BK
GROUND
2
B40 12LB
TRAILER TOW BRAKE B(+)
3
L76 12BK/OR
TRAILER TOW RELAY OUTPUT
4
A6 12RD/OR
FUSED B(+)
5
L63 16DG/RD
LEFT TURN SIGNAL
6
L62 16BR/RD
RIGHT TURN SIGNAL
7
L1 18VT/BK
BACK-UP LAMP FEED
AIRBAG CONTROL MODULE - 23 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
-
-
3
-
-
4
Z6 18BK/PK
GROUND
5
R43 18BK/LB
DRIVER AIRBAG LINE 2
6
R45 18DG/LB
DRIVER AIRBAG LINE 1
7
R142 18BR/YL
PASSENGER AIRBAG LINE 1
8
R144 18VT/YL
PASSENGER AIRBAG LINE 2
9
-
-
10
-
-
11
-
-
12
-
-
13
-
-
14
F14 18LG/YL
FUSED IGNITION SWITCH OUTPUT (RUN-START)
15
F23 18DB/YL
FUSED IGNITION SWITCH OUTPUT (RUN)
16
-
-
8W - 80 - 6
8W-80 CONNECTOR PIN-OUTS
BR/BE
AIRBAG CONTROL MODULE - 23 WAY
CAV
CIRCUIT
FUNCTION
17
-
-
18
-
-
19
-
-
20
-
-
21
D1 18VT/BR
CCD BUS (+)
22
D2 18WT/BK
CCD BUS (-)
23
-
-
AMBIENT TEMPERATURE SENSOR - 2 WAY
CAV
CIRCUIT
FUNCTION
1
G31 20VT/LG
AMBIENT TEMPERATURE SENSOR SIGNAL
2
G32 20BK/VT
SENSOR GROUND
ASH RECEIVER LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
E2 22OR
FUSED PANEL LAMPS DIMMER SWITCH SIGNAL
2
Z3 20BK/OR
GROUND
AUTOMATIC DAY/NIGHT MIRROR(HIGHLINE) - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
F12 20DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
2
Z3 20BK
GROUND
3
L1 20VT/BK
BACK-UP LAMP FEED
BACK-UP LAMP SWITCH (M/T) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L1 18VT/BK
BACK-UP LAMP FEED
2
L10 18BR/LG
FUSED IGNITION SWITCH OUTPUT (RUN)
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 7
BATTERY TEMPERATURE SENSOR - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K4 20BK/LB
SENSOR GROUND
2
K118 20PK/YL
BATTERY TEMPERATURE SENSOR SIGNAL
BLEND DOOR ACTUATOR - 6 WAY
CAV
CIRCUIT
FUNCTION
1
F15 20DB
FUSED IGNITION SWITCH OUTPUT (RUN)
2
C82 20YL/OR
TEMPERATURE SELECT
3
Z2 20BK/LG
GROUND
4
-
-
5
-
-
6
-
-
BLOWER MOTOR - 2 WAY
CAV
CIRCUIT
FUNCTION
1
C1 12DG
BLOWER MOTOR RELAY OUTPUT
2
C7 12BK/TN
HIGH SPEED BLOWER MOTOR CONTROL
BLOWER MOTOR RESISTOR BLOCK - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
1
C7 12BK/TN
HIGH SPEED BLOWER MOTOR CONTROL
2
C6 14LB
M2 SPEED BLOWER MOTOR CONTROL
3
C5 16LG
M1 SPEED BLOWER MOTOR CONTROL
4
C4 16TN
LOW SPEED BLOWER MOTOR CONTROL
BRAKE LAMP SWITCH - 6 WAY
CAV
CIRCUIT
FUNCTION
1
F32 16PK/DB
FUSED B(+)
2
L50 16WT/TN
BRAKE LAMP SWITCH OUTPUT
3
V30 22DB/RD
SPEED CONTROL BRAKE SWITCH OUTPUT
4
V32 22YL/RD
SPEED CONTROL SUPPLY
5
Z2 22BK/LG
GROUND
6
V40 22WT/PK
BRAKE SWITCH SENSE
8W - 80 - 8
8W-80 CONNECTOR PIN-OUTS
BR/BE
BRAKE PRESSURE SWITCH - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z1 20BK
GROUND
2
G9 20GY/BK
RED BRAKE WARNING INDICATOR DRIVER
BYPASS JUMPER (A/T) - GREEN 2 WAY
CAV
CIRCUIT
FUNCTION
1
T141 14YL/RD
FUSED IGNITION SWITCH OUTPUT (START)
2
T141 14YL/RD
FUSED IGNITION SWITCH OUTPUT (START)
C105 - (FOG LAMP JUMPER SIDE)
CAV
CIRCUIT
1
L34 20RD/OR
2
L39 20LB
C105 - (HEADLAMP AND DASH SIDE)
CAV
CIRCUIT
1
L34 20RD/OR
2
L39 20LB
C106 - BLACK (4X4 INDICATOR SIDE)
CAV
CIRCUIT
1
G107 18BK/GY
2
Z1 18BK
C106 - BLACK (HEADLAMP AND DASH SIDE)
CAV
CIRCUIT
1
G107 20GY
2
Z1 20BK
BR/BE
8W-80 CONNECTOR PIN-OUTS
C114 - BLACK (AMBIENT TEMPERATURE SENSOR SIDE)
CAV
CIRCUIT
1
G31 20VT/LG
2
G32 20BK/VT
C114 - BLACK (HEADLAMP AND DASH SIDE)
CAV
CIRCUIT
1
G31 20VT/LG
2
G32 20BK/VT
C125 (DIESEL) - (ENGINE SIDE)
CAV
CIRCUIT
1
F18 18LG/BK
2
G113 18OR
3
A14 12RD/WT
4
C3 18DB/BK
5
C90 18LG/WT
6
K22 18OR/DB
7
A40 14RD/LG
8
K131 18BR/WT
9
A93 12RD/BK
10
K104 18BK/LB
11
G7 18WT/OR
C125 (DIESEL) - (TRANSMISSION SIDE)
CAV
CIRCUIT
1
F18 18LG/BK
2
G113 18OR
3
A14 14RD/WT
4
C3 18DB/BK
5
C90 18LG/WT
6
K22 18OR/DB
7
A40 14RD/LG
8
K131 18BR/WT
9
A93 12RD/BK
10
K104 18BK/LB
11
G7 18WT/OR
8W - 80 - 9
8W - 80 - 10
8W-80 CONNECTOR PIN-OUTS
C126 (DIESEL) - GRAY (ENGINE SIDE)
CAV
CIRCUIT
1
K20 18DG
2
V37 18RD/LG (M/T)
3
T125 18DB
4
D20 18DG
5
D21 18PK/DB
6
D1 18VT/BR
7
D2 18WT/BK
8
G85 18OR/BK
9
C22 18DB
10
K24 18GY/BK
11
V32 18YL/BK
12
Z12 18BK/TN
13
S21 18YL/BK
14
S22 18OR/BK
C126 (DIESEL) - GRAY (TRANSMISSION SIDE)
CAV
CIRCUIT
1
K20 18DG
2
V37 18RD/LG (A/T)
2
Z12 18BK/TN (M/T)
3
T125 18DB
4
D20 18DG
5
D21 18PK/DB
6
D1 18VT/BR
7
D2 18WT/BK
8
G85 18OR/BK
9
C22 18DB
10
K24 18GY/BK
11
V40 18WT/PK
12
Z12 18BK/TN
13
S21 18YL/BK
14
S22 18OR/BK
C129 - (CHASSIS HARNESS SIDE)
CAV
CIRCUIT
1
B113 20RD/VT
2
B114 20WT/VT
3
Z13 12BK
4
B40 12LB
5
K4 20BK/LB
6
K226 20DB/WT
7
L7 16BK/YL
8
L50 18WT/TN
9
L76 12BK/OR
10
L63 16DG/RD
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C129 - (CHASSIS HARNESS SIDE)
CAV
CIRCUIT
11
L1 18VT/BK
12
A6 12RD/OR
13
L62 16BR/RD
14
A61 16DG/BK
C129 - (HEADLAMP AND DASH SIDE)
CAV
CIRCUIT
1
B113 20RD/VT
2
B114 20WT/VT
3
Z13 12BK
4
B40 12LB
5
K4 20BK/LB
6
K226 20DB/WT
7
L7 16BK/YL
8
L50 18WT/TN
9
L76 12BK/RD
10
L63 16DG/RD
11
L1 18VT/BK
12
A6 12RD/OR
13
L62 16BR/RD
14
A61 16DG/BK (GAS)
C130 (DIESEL) - (TRANSMISSION SIDE)
CAV
CIRCUIT
1
V35 18LG/RD
2
V32 18YL/RD
3
A14 14RD/WT
4
A142 14DG/OR
5
A40 14RD/LG
6
A93 12RD/BK
7
K118 18PK/YL
8
L1 18VT/BK
9
K131 18BR/WT
10
G85 18OR/BK
11
V40 18WT/PK
12
L10 18BR/LG
13
D1 18VT/BR
14
K51 18DB/YL
15
C13 18DB/OR
16
D20 18DG
17
D2 18WT/BK
18
K4 20BK/LB (A/T)
18
K4 18BK/LB (M/T)
19
C90 18LG/WT
20
D21 18PK/DB
21
C3 18DB/BK
22
V37 18RD/LG
8W - 80 - 11
8W - 80 - 12
8W-80 CONNECTOR PIN-OUTS
C130 (DIESEL) - (TRANSMISSION SIDE)
CAV
CIRCUIT
23
K226 18DB/WT
24
V36 18TN/RD
26
T41 20BK/WT (A/T)
26
Z12 18BK/TN (M/T)
27
-
28
F18 18LG/BK
29
K30 18PK (A/T)
30
K4 18BK/LB (A/T)
30
K104 18BK/LB (M/T)
31
T16 18RD
32
D220 18WT/VT
33
G7 18WT/OR(A/T)
34
T6 18OR/WT
35
T125 18DB
36
S21 18YL/BK
37
S22 18OR/BK
39
Z12 18BK/TN (M/T)
40
Z12 18BK/TN (A/T)
40
V30 20DB/RD (A/T)
41
V30 20DB/RD
42
-
43
Z12 18BK/TN
C130 (DIESEL) (IN PDC) - (HEADLAMP AND
DASH SIDE)
CAV
CIRCUIT
1
V35 20LG/RD
2
V32 20YL/RD
3
A14 16RD/WT
4
A142 14DG/OR
5
A40 14RD/LG
6
A93 12RD/BK
7
K118 20PK/YL
8
L1 18VT/BK
9
K131 20BR/WT
10
G85 22OR/BK
11
V40 22WT/PK
12
L10 18BR/LG
13
D1 20VT/BR
14
K51 20DB/YL
15
C13 22DB/OR
16
D20 20DG
17
D2 20WT/BK
18
K4 22BK/LB
19
C90 22LG/WT
20
D21 20PK/DB
21
C3 22DB/BK
22
V37 22RD/LG
23
K226 20DB/WT
24
V36 20TN/RD
26
T41 22BK/WT
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C130 (DIESEL) (IN PDC) - (HEADLAMP AND
DASH SIDE)
CAV
CIRCUIT
27
-
28
F18 20LG/BK
29
K30 22PK
30
A341 20DG/YL
31
T16 18RD
32
D220 20WT/VT
33
G7 20WT/OR
34
T6 22OR/WT
35
T125 18DB
36
S21 18YL/BK
37
S22 18OR/BK
39
Z12 18BK/TN
40
V30 20DB/RD
41
V30 20DB/RD
42
K52 18PK/WT
43
Z12 18BK/TN
C130 (GAS) - (ENGINE HARNESS SIDE)
CAV
CIRCUIT
1
V35 18LG/RD
2
V32 18YL/RD
3
A14 16RD/WT
4
A142 14DG/OR
5
-
6
-
7
K118 18PK/YL
8
L1 18VT/BK
9
-
10
-
11
V40 18WT/PK
12
L10 18BR/LG
12
L10 18BR/LG
13
D1 18VT/BR
14
K51 18DB/YL
15
C13 18DB/OR
16
D20 18DG
17
D2 18WT/BK
18
K4 20BK/LB
19
C90 18LG/WT
20
D21 18PK/DB
21
K106 18WT/DG
22
K107 18OR
23
-
24
Z12 18BK/TN
25
Y128 18DG/GY(8.0L)
26
K145 20DG/PK(CALIFORNIA)
27
K52 18PK/WT
28
A141 18DG/WT(EXCEPT CALIFORNIA)
29
K30 18PK(A/T
30
A341 18DG/YL(CALIFORNIA)
8W - 80 - 13
8W - 80 - 14
8W-80 CONNECTOR PIN-OUTS
C130 (GAS) - (ENGINE HARNESS SIDE)
CAV
CIRCUIT
31
T16 18RD(A/T)
32
-
33
G7 18WT/OR
34
T6 18OR/WT(A/T)
35
T125 18DB(A/T)
36
Y193 18WT/LG
37
T41 20BK/WT
37
Z11 20BK/WT(M/T)
38
K31 18BR/WT
39
F18 18LG/BK
40
C3 18DB/BK
41
V37 18RD/LG
42
K226 18DB/WT(EXCEPT 8.0L,A/T)
43
V36 18TN/RD
C130 (GAS) (IN PDC) - (HEADLAMP AND DASH
SIDE)
CAV
CIRCUIT
1
V35 20LG/RD
2
V32 20YL/RD
3
A14 16RD/WT
4
A142 14DG/OR
5
-
6
-
7
K118 20PK/YL
8
L1 18VT/BK
9
-
10
-
11
V40 22WT/PK
12
L10 18BR/LG
12
L10 18BR/LG
13
D1 20VT/BR
14
K51 20DB/YL
15
C13 22DB/OR
16
D20 20DG
17
D2 20WT/BK
18
K4 22BK/LB
19
C90 22LG/WT
20
D21 20PK/DB
21
K106 18WT/DG
22
K107 18OR
23
-
24
Z12 18BK/TN
25
Y128 18DG/GY(8.0L)
26
K145 20DG/PK(CALIFORNIA)
27
K52 18PK/WT
28
A141 20DG/WT (EXCEPT CALIFORNIA)
29
K30 22PK (A/T)
30
A341 20DG/YL (CALIFORNIA)
31
T16 18RD
32
-
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C130 (GAS) (IN PDC) - (HEADLAMP AND DASH
SIDE)
CAV
CIRCUIT
33
G7 20WT/OR
34
T6 22OR/WT (A/T)
35
T125 18DB (A/T)
36
Y193 18WT/LG
37
T41 22BK/WT
38
K31 20BR/WT
39
F18 20LG/BK
40
C3 22DB/BK
41
V37 22RD/LG
42
K226 20DB/WT
43
V36 20TN/RD
C134 - BLACK (HEADLAMP AND DASH SIDE)
CAV
CIRCUIT
1
-
2
V10 16BR
3
G34 20RD/GY
3
G34 20RD/GY
4
-
5
Z3 18BK/OR
6
G29 18BK/WT
7
-
8
L10 18BR/LG
9
-
10
A2 14PK/BK
11
C1 12DG
12
-
13
A1 10RD
14
V5 16DG
15
V49 16RD/BK
16
L4 18 VT/WT
17
Z5 18BK/DB
18
Z9 16BK/WT(EXCEPT BASE/SLT)
19
-
20
F15 22DB
21
-
22
G11 20WT/LG
23
L35 20BR/YL
24
L39 20LB
25
X3 22BK/RD
26
V37 22RD/LG
27
K4 22BK/LB(GAS)
27
K104 18BK/LB(DIESEL)
28
T6 22OR/WT
29
-
30
-
31
-
32
D2 20WT/BK
33
D1 20VT/BR
34
L3 18RD/OR
8W - 80 - 15
8W - 80 - 16
8W-80 CONNECTOR PIN-OUTS
C134 - BLACK (HEADLAMP AND DASH SIDE)
CAV
CIRCUIT
35
D1 20VT/BR
36
D2 20WT/BK
37
-
38
-
39
F12 20DB/WT
40
G107 20GY
41
-
42
L50 18WT/TN
42
L50 18WT/TN
43
G85 22OR/BK(DIESEL)
44
-
45
L63 16DG/RD
46
L62 16BR/RD
47
V40 22WT/PK
48
V32 20YL/RD
49
V30 20DB/RD
50
C90 22LG/WT
51
V18 22YL/DG
52
-
53
G50 22RD/DB
54
Z6 18BK/PK
55
-
56
A41 14YL
57
-
58
Z2 16 BK/LG
59
V3 16BR/WT
60
V4 16RD/YL
61
F33 16PK/RD
62
F32 16PK/DB
63
A12 16RD/TN
64
-
65
L7 18BK/YL
66
-
67
-
68
D220 20WT/VT(DIESEL)
69
D21 20PK/DB
70
Z12 18BK/TN
71
-
72
D20 20DG
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C134 - BLACK (I/P HARNESS SIDE)
CAV
CIRCUIT
1
-
2
V10 16BR
3
G34 16RD/GY
4
-
5
Z3 18BK/OR
6
G29 22BK/WT
7
-
8
L10 18BR/LG
9
-
10
A2 14PK/BK
11
C1 12DG
12
-
13
A1 10RD
14
V5 16DG
15
V49 16RD/BK
16
L4 18VT/WT
17
Z5 18BK/DB
18
Z9 16BK/VT(EXCEPT LOWLINE &
BASE)
19
-
20
F15 22DB
21
-
22
G11 22WT/LG
23
L35 22BR/YL(EXCEPT BASE)
24
L39 22LB
25
X3 20BK/RD
26
V37 22RD/LB
27
K4 22BK/LG
28
T6 22OR/WT
29
-
30
-
31
-
32
D2 20WT/BK
33
D1 20VT/BR
34
L3 14RD/OR
35
D1 20VT/BR
36
D2 20WT/BK
37
-
38
-
39
F12 22DB/WT
40
G107 22GY
41
-
42
L50 18WT/TN
43
G85 22OR/BK
44
-
45
L63 16DG/RD
46
L62 16BR/RD
47
V40 22WT/PK
48
V32 22YL/RD
49
V30 22DB/RD
50
C90 22LG/WT
51
V18 22YL/DG
52
-
53
G50 22RD/DB
8W - 80 - 17
8W - 80 - 18
8W-80 CONNECTOR PIN-OUTS
C134 - BLACK (I/P HARNESS SIDE)
CAV
CIRCUIT
54
Z6 18BK/PK
55
-
56
A41 14YL
57
-
58
Z2 16BK/LG
59
V3 16BR/WT
60
V4 16RD/YL
61
F33 16PK/RD
62
F32 16PK/DB
63
A12 16RD/TN
64
-
65
L7 16BK/YL
66
-
67
-
68
D220 20WT/VT
69
D21 20PK/DB
70
Z12 18BK/TN
71
-
72
D20 20DG
C 203 (BODY SIDE)
CAV
CIRCUIT
1
X57 18BR/LB
1
X57 18BR/LB
2
X58 18DB/OR
2
X58 18DB/OR
3
F37 16RD/LB
3
F37 16RD/LB(4 DOOR)
4
F21 14TN
5
M1 20PK
6
X51 18BR/YL
6
X51 18BR/YL
7
X52 18DB/WT
7
X52 18DB/WT
8
M2 20YL
9
G10 20LG/RD
9
G10 20LG/RD(4 DOOR)
10
M22 20WT
10
P30 22OR/DG
11
L50 18WT/TN
12
X13 16BK/RD
13
M3 20 PK/DB
14
C16 20LB/YL
15
G16 18BK/LB
16
P33 20OR/BK
17
G73 20LG/OR
18
G75 18TN
18
G75 18TN
19
F35 18RD
20
Z9 16BK/VT
21
X54 18VT
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C 203 (BODY SIDE)
CAV
CIRCUIT
22
P34 20PK/BK
23
P31 22PK/DG
24
X55 18BR/RD
25
X53 18DG
26
X56 18DB/RD
C203 - (I/P HARNESS SIDE)
CAV
CIRCUIT
1
X57 18BR/LB
1
X57 18BR/LB
2
X58 18DB/OR
2
X58 18DB/OR
3
F37 16RD/LB
3
F37 16RD/LB
4
F21 14TN (POWER LOCK/WINDOW)
4
F21 14TN
5
M1 20PK
5
M1 22PK
6
X51 18BR/YL
6
X51 18BR/YL
7
X52 18DB/WT
7
X52 18DB/WT
8
M2 22YL
8
M2 20YL
9
G10 22LG/RD
9
G10 20LG/RD
10
M22 22WT (IEM)
10
P30 22OR/DG (CTM)
10
M22 20WT (IEM)
11
L50 18WT/TN
11
L50 18WT/TN
12
X13 16BK/RD (PREMIUM RADIO)
12
X13 16BK/RD (PREMIUM RADIO)
13
M3 20PK/DB
13
M3 22PK/DB
14
C16 22LB/YL
14
C16 20LB/YL
15
G16 18BK/LB (CTM)
15
G16 22BK/LB (EXCEPT MIDLINE/BASE)
16
P33 20OR/BK (POWER LOCK/WINDOW
(CTM))
16
P33 22OR/BK (CTM)
17
G73 22LG/OR
17
G73 20LG/OR (CTM)
18
G75 22TN (EXCEPT MIDLINE/BASE)
18
G75 18TN
18
G75 22TN
19
F35 18RD
19
F35 18RD (POWER LOCK/WINDOW)
20
Z9 16BK/VT (EXCEPT BASE/LOWLINE
(CTM))
20
Z9 16BK/VT (PREMIUM RADIO)
8W - 80 - 19
8W - 80 - 20
8W-80 CONNECTOR PIN-OUTS
C203 - (I/P HARNESS SIDE)
CAV
CIRCUIT
21
X54 18VT
21
X54 18VT
22
P34 22PK/BK (CTM)
22
P34 20PK/BK (POWER LOCK/WINDOW
(CTM))
23
P31 22PK/DG (CTM)
23
P31 22PK/DG (CTM)
24
X55 18BR/RD
24
X55 18BR/RD
25
X53 18DG
25
X53 18DG
26
X56 18DB/RD
26
X56 18DB/RD
C205 - NATURAL (ASH RECEIVER LAMP SIDE)
CAV
CIRCUIT
1
E2 22OR
2
Z3 20BK/OR
C205 - NATURAL (I/P SIDE)
CAV
CIRCUIT
1
E2 22OR
2
Z3 22BK/OR
C206 (HEATED SEATS) - (BODY SIDE)
CAV
CIRCUIT
1
P137 20DG
2
P7 20LB/BK
3
P140 20VT/BK
4
P138 20VT/LG
5
P139 20WT
6
F235 16RD
7
P8 20LB/WT
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C206 (HEATED SEATS) - (I/P SIDE)
CAV
CIRCUIT
1
P137 20DG
2
P7 20LB/BK
3
P140 20VT/BK
4
P138 20VT/LG
5
P139 20WT
6
F235 16RD
7
P8 20LB/WT
C237 - (I/P SIDE)
CAV
CIRCUIT
1
C5 16LG
2
Z2 22BK/LG
3
-
4
-
5
-
6
C82 22YL/OR
7
-
8
C7 12BK/TN
9
-
10
-
11
C4 16TN
12
F15 22DB
13
-
14
C6 14LB
C237 - (RESISTOR BLOCK SIDE)
CAV
CIRCUIT
1
C5 16LG
2
Z2 20BK/LG
3
-
4
-
5
-
6
C82 20YL/OR
7
-
8
C7 12BK/TN
9
-
10
-
11
C4 16TN
12
F15 20DB
13
-
14
C6 14LB
8W - 80 - 21
8W - 80 - 22
8W-80 CONNECTOR PIN-OUTS
C303 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
Z2 16BK/LG
2
F37 16RD/LB
C303 - (POWER SEAT HARNESS SIDE)
CAV
CIRCUIT
1
Z3 14BK/OR
2
F37 14RD/LB
C308 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
L50 18WT/TN
2
Z2 20BK/LG
3
M1 20PK
4
M3 20PK/DB
5
-
6
-
C308 - (CHMSL HARNESS SIDE)
CAV
CIRCUIT
1
L50 18WT/TN
1
L50 18WT/TN
2
Z3 18BK/OR
2
Z3 18BK/OR
3
M1 18PK
3
M1 18PK
4
M3 18PK/DB
4
M3 18PK/DB
5
-
6
-
C329 (CLUB CAB) - BLACK (CHASSIS HARNESS
SIDE)
CAV
CIRCUIT
1
L7 18BK/YL
2
Z13 16BK
3
L62 18DG/BR
4
L1 18VT/BK
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C329 (CLUB CAB) - BLACK (RIGHT BACK-UP
LAMP SIDE)
CAV
CIRCUIT
1
L7 16BK/YL
2
Z13 16BK
3
L62 16BR/RD
4
L1 18VT/BK
C329 (STANDARD CAB) - BLACK (CHASSIS
SIDE)
CAV
CIRCUIT
1
L7 16BK/YL
2
Z13 16BK
3
L62 16BR/RD
4
L1 18VT/BK
C329 (STANDARD CAB) - BLACK (TAIL LAMP
SIDE)
CAV
CIRCUIT
1
L7 18BK/YL
2
Z13 16BK
3
L62 18DG/BR
4
L1 18VT/BK
C333 (CLUB CAB) - BLACK (CHASSIS HARNESS
SIDE)
CAV
CIRCUIT
1
L7 18BK/YL
2
Z13 16BK
3
L63 18DG/RD
4
L1 18VT/BK
C333 (CLUB CAB) - BLACK (LEFT BACK-UP
LAMP SIDE)
CAV
CIRCUIT
1
L7 16BK/YL
2
Z13 16BK
3
L63 16BR/RD
4
L1 18VT/BK
8W - 80 - 23
8W - 80 - 24
8W-80 CONNECTOR PIN-OUTS
C333 (STANDARD CAB) - BLACK (CHASSIS
SIDE)
CAV
CIRCUIT
1
L7 16BK/YL
2
Z13 16BK
3
L63 16DG/BR
4
L1 18VT/BK
C333 (STANDARD CAB) - BLACK (TAIL LAMP
SIDE)
CAV
CIRCUIT
1
L7 18BK/YL
2
Z13 16BK
3
L63 18DG/BR
4
L1 18VT/BK
C342 - BLACK (CHASSIS HARNESS SIDE)
CAV
CIRCUIT
1
Z13 18BK
2
L7 16BK/YL
C342 - GRAY (VALANCE LICENSE LAMP
JUMPER SIDE)
CAV
CIRCUIT
1
Z13 18BK
2
L7 18BK/YL
C343 - BLACK (LICENSE LAMP SIDE)
CAV
CIRCUIT
1
Z13 18BK
2
L7 16BK/YL
C343 - GRAY (FENDER LAMP SIDE)
CAV
CIRCUIT
1
Z13 18BK
2
L7 18BK/YL
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C344 (DUAL REAR WHEELS) - BLACK (FENDER
LAMPS SIDE)
CAV
CIRCUIT
1
Z13 18BK
2
L7 18BK/YL
C344 (STANDARD CAB) - GRAY (LICENSE LAMP
SIDE)
CAV
CIRCUIT
1
Z13 18BK
2
L7 18BK/YL
C345 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
C16 20LB/YL
2
P70 22WT
3
P72 22YL/BK
4
X54 18VT
5
X56 18DB/RD
6
P74 22DB
7
F21 14TN (POWER LOCKS/ WINDOWS)
8
Z2 14BK/LG
9
Z9 16BK/VT (PREMIUM RADIO)
10
P34 18PK/BK (IEM, POWER LOCKS/
WINDOWS)
10
P31 22PK/DG (CTM)
C345 - (RIGHT DOOR HARNESS SIDE)
CAV
CIRCUIT
1
C16 20LB/YL (SLT)
2
P70 20WT (SLT)
3
P72 20YL/BK (SLT)
4
X54 20VT (STANDARD RADIO)
4
X54 18VT (PREMIUM RADIO)
5
X56 20DB/RD (STANDARD RADIO)
5
X56 18DB/RD (PREMIUM RADIO)
6
P74 20DB (SLT)
7
F21 14TN (SLT)
8
Z2 20BK/LG (MIDLINE)
8
Z2 14BK/LG (SLT)
9
Z9 16BK/VT (PREMIUM RADIO)
10
P31 18PK/DG (POWER LOCKS/WINDOWS)
8W - 80 - 25
8W - 80 - 26
8W-80 CONNECTOR PIN-OUTS
C346 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
P33 18OR/BK (POWER LOCKS/WINDOWS)
2
Q26 14VT/WT
3
Q16 14BR/WT
4
F35 18RD (POWER LOCKS/WINDOWS)
5
P34 18PK/BK (POWER LOCKS/WINDOWS)
6
P33 18OR/BK (IEM, POWER LOCKS/
WINDOWS)
6
P30 22OR/DG (CTM)
7
G73 20LG/OR (CTM)
8
P36 18PK/VT
9
P35 18OR/VT
10
X82 20LB/RD
11
X94 18TN/VT (PREMIUM RADIO)
12
X92 18TN/BK (PREMIUM RADIO)
13
X58 18DB/OR (PREMIUM RADIO)
14
X52 18DB/WT (PREMIUM RADIO)
15
X80 20LB/BK
16
X13 16BK/RD (PREMIUM RADIO)
C346 - (RIGHT DOOR HARNESS SIDE)
CAV
CIRCUIT
1
P33 18OR/BK
2
Q26 14VT/WT
3
Q16 14BR/WT
4
F35 18RD
5
P34 18PK/BK
6
P30 18OR/DG
7
G73 20LG/OR
8
P36 18PK/VT
9
P35 18OR/VT
10
X82 20LB/RD
11
X94 18TN/VT (PREMIUM RADIO)
12
X92 18TN/BK (PREMIUM RADIO)
13
X58 18DB/OR (PREMIUM RADIO)
14
X52 18DB/WT (PREMIUM RADIO)
15
X80 20LB/BK
16
X13 16BK/RD (PREMIUM RADIO)
C347 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
C16 20LB/YL
2
P70 22WT
3
P72 22YL/BK
4
X53 18DG
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C347 - (BODY HARNESS SIDE)
CAV
CIRCUIT
5
X55 18BR/RD
6
P74 22DB
7
F21 14TN (POWER LOCKS/WINDOWS)
8
Z2 14BK/LG
9
M1 20PK
10
Z9 16BK/VT (PREMIUM RADIO)
C347 - (LEFT DOOR HARNESS SIDE)
CAV
CIRCUIT
1
C16 20LB/YL
2
P70 22WT
3
P72 22YL/BK
4
X53 20DG (STANDARD RADIO)
4
X53 18DG (PREMIUM RADIO)
5
X55 20BR/RD (STANDARD RADIO)
5
X55 18BR/RD (PREMIUM RADIO)
6
P74 22DB
7
F21 14TN (EXCEPT BASE)
8
Z2 14BK/LG (EXCEPT BASE)
9
M1 22PK
10
Z9 16BK/VT (PREMIUM RADIO)
C348 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
P33 20OR/BK (POWER LOCKS/WINDOWS)
2
Q26 14VT/WT
3
Q16 14BR/WT
4
F35 20RD (POWER LOCKS/WINDOWS)
5
P34 20PK/BK (POWER LOCKS/WINDOWS)
6
Z2 18BK/LG (IEM)
7
G73 20LG/OR (CTM)
8
P36 18PK/VT
9
P35 18OR/VT
10
X83 20YL/RD
11
X93 18WT/VT (PREMIUM RADIO)
12
X91 18WT/DG (PREMIUM RADIO)
13
X57 18BR/LB (PREMIUM RADIO)
14
X51 18BR/YL (PREMIUM RADIO)
15
X81 20YL/BK
16
X13 16BK/RD (PREMIUM RADIO)
8W - 80 - 27
8W - 80 - 28
8W-80 CONNECTOR PIN-OUTS
C348 - (LEFT DOOR HARNESS SIDE)
CAV
CIRCUIT
1
P33 20OR/BK
2
Q26 14VT/WT
3
Q16 14BR/WT
4
F35 18RD
5
P34 20PK/BK
6
Z2 18BK/LG (EXCEPT BASE)
7
G73 20LG/OR
8
P36 18PK/VT
9
P35 18OR/VT
10
X83 20YL/RD
11
X93 18WT/VT (PREMIUM RADIO)
12
X91 18WT/DG (PREMIUM RADIO)
13
X57 18BR/LB (PREMIUM RADIO)
14
X51 18BR/YL (PREMIUM RADIO)
15
X81 20YL/BK
16
X13 16BK/RD (PREMIUM RADIO)
C352 - WHITE (OVERHEAD CONSOLE SIDE)
CAV
CIRCUIT
1
M1 20PK
2
Z3 20BK
C352 - WHITE (VISOR MIRROR SIDE)
CAV
CIRCUIT
1
M1 20PK
2
Z4 20BK
C353 - WHITE (OVERHEAD CONSOLE SIDE)
CAV
CIRCUIT
1
M1 20PK
2
Z3 20BK
C353 - WHITE (VISOR MIRROR SIDE)
CAV
CIRCUIT
1
M1 20PK
2
Z4 20BK
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C358 - NATURAL (I/P HARNESS SIDE)
CAV
CIRCUIT
1
D2 20WT/BK
2
D1 20VT/BR
3
-
4
G69 22BK
C358 - NATURAL (OVERHEAD CONSOLE SIDE)
CAV
CIRCUIT
1
D2 20WT/BK
2
D1 20VT/BR
2
-
4
G69 22BK
C359 (HEATED SEAT) - (BODY SIDE)
CAV
CIRCUIT
1
P7 20LB/BK
2
P137 20DG
3
P8 20LB/WT
4
F235 16RD
5
P139 20WT
6
P138 20VT/LG
7
Z2 16BK/LG
8
F37 16RD/LB
9
G10 20LG/RD
10
P140 20VT/BK
C359 (HEATED SEAT) - (POWER SEAT SIDE)
CAV
CIRCUIT
1
P7 20LB/BK
2
P137 20DG
3
P8 20LB/WT
4
F235 16RD
5
P139 20WT
6
P138 20VT/LG
7
Z2 16BK/LG
8
F37 16RD/LB
9
G10 22LG/RD
10
P140 20VT/BK
8W - 80 - 29
8W - 80 - 30
8W-80 CONNECTOR PIN-OUTS
C360 (CLUB CAB) - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
Z2 16BK/LG
2
F37 16RD/LB (POWER SEAT)
3
G10 20LG/RD
4
-
C360 (CLUB CAB) - (HEATED SEAT HARNESS
SIDE)
CAV
CIRCUIT
1
Z2 16BK/LG (POWER SEAT)
1
Z2 20BK/LG (MANUAL SEAT)
2
F37 16RD/LB (POWER SEAT)
3
G10 20LG/RD (NON-HEATED SEAT)
4
-
C361 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
-
2
X91 18WT/DG (PREMIUM RADIO)
2
X57 18BR/LB (STANDARD RADIO)
3
X93 18WT/VT (PREMIUM RADIO)
3
X51 18BR/YL (STANDARD RADIO)
4
-
5
-
6
-
C361 - (REAR DOOR HARNESS SIDE)
CAV
CIRCUIT
1
-
2
X57 18BR/LB
3
X51 18BR/YL
4
-
5
-
6
-
BR/BE
BR/BE
8W-80 CONNECTOR PIN-OUTS
C364 - (BODY HARNESS SIDE)
CAV
CIRCUIT
1
-
2
X92 18TN/BK (PREMIUM RADIO)
2
X58 18DB/OR (STANDARD RADIO)
3
X94 18TN/VT (PREMIUM RADIO)
3
X52 18DB/WT (STANDARD RADIO)
4
-
5
-
6
-
C364 - (RIGHT REAR DOOR HARNESS SIDE)
CAV
CIRCUIT
1
-
2
X58 18DB/OR
3
X52 18DB/WT
4
-
5
-
6
-
C365 (HEATED SEAT) - (DRIVER SEAT SIDE)
CAV
CIRCUIT
1
Z2 16BK/LG
2
P130 16TN
3
F37 16RD/LB
4
P142 22DB
5
P144 20BK/WT
6
-
C365 (HEATED SEAT) - (PASSENGER SEAT
SIDE)
CAV
CIRCUIT
1
Z2 16BK/LG
2
P130 16TN
3
F37 16RD/LB
4
P142 20DB
5
P144 20BK/WT
6
-
8W - 80 - 31
8W - 80 - 32
8W-80 CONNECTOR PIN-OUTS
BR/BE
CAMSHAFT POSITION SENSOR (8.0L GAS) - GRAY 3 WAY
CAV
CIRCUIT
FUNCTION
1
K44 18TN/YL
CAMSHAFT POSITION SENSOR SIGNAL
2
K4 20BK/LB
SENSOR GROUND
3
K6 20VT/WT
5V SUPPLY
CRANKSHAFT POSITION SENSOR (DIESEL) - GRAY 3 WAY
CAV
CIRCUIT
FUNCTION
A
K6 18VT/WT
5V SUPPLY
B
K14 18BK/DB
SENSOR GROUND
C
K124 18GY
CAMSHAFT POSITION SENSOR SIGNAL
CAMSHAFT POSITION SENSOR (GAS EXCEPT 8.0L) - GRAY 3 WAY
CAV
CIRCUIT
FUNCTION
1
K44 18TN/YL
CAMSHAFT POSITION SENSOR SIGNAL
2
K4 20BK/LB
SENSOR GROUND
3
K6 20VT/WT
5V SUPPLY
CARGO LAMP NO. 1 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
M1 18PK
FUSED B(+)
2
M3 18PK/DB
CARGO LAMP DRIVER
CARGO LAMP NO. 2 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
M1 18PK
FUSED B(+)
2
M3 18PK/DB
CARGO LAMP DRIVER
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 33
CENTER HIGH MOUNTED STOP LAMP NO. 1 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L50 18WT/TN
BRAKE LAMP SWITCH OUTPUT
2
Z3 18BK/OR
GROUND
CENTER HIGH MOUNTED STOP LAMP NO. 2 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L50 18WT/TN
BRAKE LAMP SWITCH OUTPUT
2
Z3 18BK/OR
GROUND
CENTER IDENTIFICATION LAMP - 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z4 18BK
GROUND
CENTRAL TIMER MODULE C1 - GREEN 14 WAY
CAV
CIRCUIT
FUNCTION
1
G75 22TN
DRIVER DOOR AJAR SWITCH SENSE
2
G13 22DB/RD
CHIME REQUEST SIGNAL
3
V8 16VT
WIPER SWITCH MODE SENSE
4
V18 22YL/DG
WIPER MOTOR RELAY CONTROL
5
G16 22BK/LB
PASSENGER DOOR AJAR SWITCH SENSE
6
Z2 22BK/LG
GROUND
7
-
-
8
F12 22DB/WT (BASE/MIDLINE)
FUSED IGNITION SWITCH OUTPUT (RUN-START)
8
V6 16DB (CTM)
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
9
G26 22LB
KEY-IN IGNITION SWITCH SENSE
10
V10 16BR
WASHER SWITCH SENSE
11
V5 16DG
WIPER PARK SWITCH SENSE
12
V9 16WT/DB
WIPER SWITCH MODE SIGNAL
13
-
-
14
F35 22RD
FUSED B(+)
8W - 80 - 34
8W-80 CONNECTOR PIN-OUTS
BR/BE
CENTRAL TIMER MODULE C2 - 18 WAY
CAV
CIRCUIT
FUNCTION
1
P33 22OR/BK
DOOR LOCK DRIVER
2
M11 22PK/LB
COURTESY LAMP SWITCH OUTPUT
3
Z3 18BK/OR
GROUND
4
P30 22OR/DG
PASSENGER DOOR LOCK SWITCH OUTPUT
5
F12 22DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
6
G50 22RD/DB
SECURITY RELAY CONTROL
7
P132 16OR/BK
HEATED SEAT RELAY CONTROL
8
G69 22BK
VTSS INDICATOR DRIVER
9
P34 22PK/BK
DOOR UNLOCK DRIVER
10
G73 22LG/OR
CYLINDER LOCK SWITCH MUX
11
M22 22WT
DOME LAMP SWITCH SENSE
12
-
-
13
P31 22PK/DG
PASSENGER DOOR UNLOCK SWITCH OUTPUT
14
X20 22RD/BK
RADIO CONTROL MUX
15
-
-
16
D1 20VT/BR
CCD BUS (+)
17
D2 20WT/BK
CCD BUS (-)
18
X3 20BK/RD
HORN RELAY CONTROL
CIGAR LIGHTER - NATURAL 3 WAY
CAV
CIRCUIT
FUNCTION
1
F30 18RD/OR
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
2
-
-
3
Z3 18BK/OR
GROUND
CLOCKSPRING C1 - 5 WAY
CAV
CIRCUIT
FUNCTION
1
V37 22RD/LG
SPEED CONTROL SWITCH SIGNAL
2
Z9 20BK/VT (HIGHLINE (REMOTE
RADIO))
GROUND
3
K4 22BK/LB
SENSOR GROUND
4
X20 22RD/BK (EXCEPT BASE))
RADIO CONTROL MUX
5
X3 20BK/RD
HORN RELAY CONTROL
CLOCKSPRING C2 - YELLOW 2 WAY
CAV
CIRCUIT
FUNCTION
1
R43 18BK/LB
DRIVER AIRBAG LINE 2
2
R45 18DG/LB
DRIVER AIRBAG LINE 1
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 35
CLOCKSPRING C3 - 4 WAY
CAV
A
CIRCUIT
V37 22DG/RD
FUNCTION
SPEED CONTROL SWITCH SIGNAL
B
Z2 22BK/LG
GROUND
D
X20 22RD/BK
RADIO CONTROL MUX
C
K4 22WT
SENSOR GROUND
CLUTCH PEDAL POSITION SWITCH (M/T) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
A41 14YL
FUSED IGNITION SWITCH OUTPUT (START)
2
T141 14YL/RD
CLUTCH PEDAL POSITION SWITCH OUTPUT
CONTROLLER ANTILOCK BRAKE C1 - BLACK 14 WAY
CAV
CIRCUIT
FUNCTION
1
B113 20RD/VT
REAR WHEEL SPEED SENSOR (+)
2
G107 20GY
4WD SWITCH SENSE
3
D1 20VT/BR
CCD BUS (+)
4
A20 20RD/DB
FUSED IGNITION SWITCH OUTPUT (RUN)
5
-
-
6
Z8 14BK/VT
GROUND
7
A10 14RD/DG
FUSED B(+)
8
B114 20WT/VT
REAR WHEEL SPEED SENSOR (-)
9
V40 20WT/PK
BRAKE SWITCH SENSE
10
D2 20WT/BK
CCD BUS (-)
11
G9 20GY/BK
BRAKE PRESSURE SWITCH SENSE
12
G7 20WT/OR
VEHICLE SPEED SENSOR SIGNAL
13
Z8 14BK/VT
GROUND
14
A10 14RD/DG
FUSED B(+)
CONTROLLER ANTILOCK BRAKE C2 (ABS) - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
1
B9 20RD
LEFT FRONT WHEEL SPEED SENSOR (+)
2
B8 20RD/GY
LEFT FRONT WHEEL SPEED SENSOR (-)
3
B6 20WT/DB
RIGHT FRONT WHEEL SPEED SENSOR (-)
4
B7 20WT
RIGHT FRONT WHEEL SPEED SENSOR (+)
8W - 80 - 36
8W-80 CONNECTOR PIN-OUTS
BR/BE
CRANKSHAFT POSITION SENSOR (GAS 8.0L) - GRAY 3 WAY
CAV
CIRCUIT
FUNCTION
1
K24 18GY/BK
CRANKSHAFT POSITION SENSOR SIGNAL
2
K4 20BK/LB
SENSOR GROUND
3
K6 20VT/WT
5V SUPPLY
CRANKSHAFT POSITION SENSOR (GAS EXCEPT 8.0L) - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
K24 18GY/BK
CRANKSHAFT POSITION SENSOR SIGNAL
2
K4 20BK/LB
SENSOR GROUND
3
K6 20VT/WT
5V SUPPLY
CUMMINS BUS (DIESEL) - 3 WAY
CAV
CIRCUIT
FUNCTION
A
K244 20YL/DB
CUMMINS BUS (+)
B
K246 20YL/DG
CUMMINS BUS (-)
C
Z11 14BK/WT
GROUND
CUP HOLDER LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
E2 22OR
PANEL LAMPS FEED
2
Z3 22BK/OR
GROUND
DATA LINK CONNECTOR - BLACK 16 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
-
-
3
D1 18VT/BR
CCD BUS (+)
4
Z2 20BK/LG
GROUND
5
Z12 18BK/TN
GROUND
6
D20 20DG
SCI RECEIVE
7
D21 20PK/DB
SCI TRANSMIT
8
-
-
9
-
-
10
-
-
11
D2 18WT/BK
CCD BUS (-)
12
-
-
13
-
-
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 37
DATA LINK CONNECTOR - BLACK 16 WAY
CAV
CIRCUIT
FUNCTION
14
D220 20WT/VT (DIESEL)
SCI RECEIVE (PCM/DSL)
15
-
-
16
M1 20PK
FUSED B(+)
DAYTIME RUNNING LAMP MODULE - BLACK 10 WAY
CAV
CIRCUIT
FUNCTION
1
Z1 18BK
GROUND
2
L10 18BR/LG
FUSED IGNITION SWITCH OUTPUT (RUN)
3
G34 20RD/GY
HIGH BEAM INDICATOR DRIVER
4
G11 20WT/LG
PARK BRAKE SWITCH SENSE
5
-
-
6
L3 18RD/OR
DIMMER SWITCH HIGH BEAM OUTPUT
7
Z1 18BK
GROUND
8
L34 20RD/OR
FUSED B(+)
9
L139 20VT
FOG LAMP RELAY CONTROL
10
L4 18VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
DOME LAMP - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
M2 20YL
COURTESY LAMP DRIVER
3
M1 20PK
FUSED B(+)
DRIVER AIRBAG - YELLOW 2 WAY
CAV
CIRCUIT
FUNCTION
1
R45 BK
DRIVER AIRBAG LINE 1
2
R43 BK
DRIVER AIRBAG LINE 2
DRIVER CYLINDER LOCK SWITCH - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 20BK/LG
GROUND
2
G73 20LG/OR
CYLINDER LOCK SWITCH MUX
8W - 80 - 38
8W-80 CONNECTOR PIN-OUTS
BR/BE
DRIVER DOOR AJAR SWITCH (BASE) - NATURAL 3 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 18BK/LG
GROUND
2
G75 18TN
DRIVER DOOR AJAR SWITCH SENSE
3
M22 18WT
DOME LAMP SWITCH SENSE
DRIVER DOOR AJAR SWITCH (PREMIUM) - NATURAL 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 18BK/LG
GROUND
2
G75 18TN
DRIVER DOOR AJAR SWITCH SENSE
DRIVER DOOR LOCK MOTOR - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
P34 20PK/BK
DOOR UNLOCK DRIVER
2
P33 20OR/BK
DOOR LOCK DRIVER
DRIVER DOOR WINDOW/LOCK SWITCH - BLUE 11 WAY
CAV
CIRCUIT
FUNCTION
1
Q16 14BR/WT
MASTER WINDOW SWITCH RIGHT FRONT UP
2
Q26 14VT/WT
MASTER WINDOW SWITCH RIGHT FRONT DOWN
3
Z2 14BK/LG
GROUND
4
Q21 16WT
LEFT FRONT WINDOW DRIVER (DOWN)
5
F21 14TN
FUSED IGNITION SWITCH OUTPUT (RUN)
6
Q11 16LB
LEFT FRONT WINDOW DRIVER (UP)
7
P36 18PK/VT
DRIVER DOOR UNLOCK SWITCH OUTPUT
8
P35 18OR/VT
DRIVER DOOR LOCK SWITCH OUTPUT
9
Z2 18BK/LG
GROUND
10
F35 18RD
FUSED B(+)
11
-
-
DRIVER HEATED SEAT CUSHION - BLUE 4 WAY
CAV
CIRCUIT
FUNCTION
1
P131 16RD/DG
LEFT SEAT HEATER B(+) DRIVER
2
Z2 18BK/LG
GROUND
3
P144 20BK/WT
SEAT TEMPERATURE 5V SUPPLY
4
P141 20TN/LB
LEFT SEAT TEMPERATURE SENSOR INPUT
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 39
DRIVER HEATED SEAT SWITCH - RED 6 WAY
CAV
CIRCUIT
FUNCTION
1
P137 20DG
LEFT SEAT LOW HEAT LED DRIVER
2
E2 22OR
PANEL LAMPS FEED
3
Z3 20BK/OR
GROUND
4
F15 20DB
FUSED IGNITION SWITCH OUTPUT (RUN)
5
P139 20WT
LEFT SEAT HIGH HEAT LED DRIVER
6
P7 20LB/BK
DRIVER HEATED SEAT SWITCH
DRIVER LUMBAR MOTOR - 2 WAY
CAV
CIRCUIT
FUNCTION
1
P106 16DG/WT
LUMBAR MOTOR FORWARD
2
P107 16OR/BK
LUMBAR MOTOR REARWARD
DRIVER POWER SEAT FRONT VERTICAL MOTOR (CLUB CAB) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
A
P21 16RD/LG
LEFT POWER SEAT FRONT DOWN
B
P19 16YL/LG
LEFT POWER SEAT FRONT UP
DRIVER POWER SEAT FRONT VERTICAL MOTOR (STANDARD CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
P19 14YL/LG
LEFT SEAT FRONT UP
2
P21 14RD/LG
LEFT SEAT FRONT DOWN
DRIVER POWER SEAT HORIZONTAL MOTOR (CLUB CAB) - BLACK - 2 WAY
CAV
CIRCUIT
FUNCTION
A
P17 16RD/LB
LEFT SEAT HORIZONTAL REARWARD
B
P15 16YL/LB
LEFT SEAT HORIZONTAL FORWARD
8W - 80 - 40
8W-80 CONNECTOR PIN-OUTS
BR/BE
DRIVER POWER SEAT HORIZONTAL MOTOR (STANDARD CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
P17 14DB/RD
LEFT SEAT HORIZONTAL REARWARD
2
P15 14YL/LB
LEFT SEAT HORIZONTAL FORWARD
DRIVER POWER SEAT REAR VERTICAL MOTOR (CLUB CAB) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
A
P11 16YL/WT
LEFT SEAT REAR UP
B
P13 16RD/WT
LEFT SEAT REAR DOWN
DRIVER POWER SEAT REAR VERTICAL MOTOR (STANDARD CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
P11 14YL/WT
LEFT SEAT REAR UP
2
P13 14RD/WT
LEFT SEAT REAR DOWN
DRIVER POWER SEAT SWITCH (CLUB CAB) - 14 WAY
CAV
CIRCUIT
FUNCTION
A
F37 16RD/LB
FUSED B(+)
B
Z2 16BK/LG
GROUND
C
P106 16DG/WT
LUMBAR MOTOR FORWARD
D
-
-
E
P13 16RD/WT
LEFT SEAT REAR DOWN
F
P107 16OR/BK
LUMBAR DRIVER REARWARD
G
Z2 16BK/LG
GROUND
H
F37 16RD/LB
FUSED B(+)
I
-
-
J
P11 16YL/WT
LEFT SEAT REAR UP
K
P17 16RD/LB
LEFT SEAT HORIZONTAL REARWARD
L
P15 16YL/LB
LEFT SEAT HORIZONTAL FORWARD
M
P21 16RD/LG
LEFT SEAT FRONT DOWN
N
P19 16YL/LG
LEFT SEAT FRONT UP
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 41
DRIVER POWER SEAT SWITCH (STANDARD CAB) - 14 WAY
CAV
CIRCUIT
FUNCTION
A
F37 14RD/LB
FUSED B(+)
B
Z3 14BK/OR
GROUND
C
-
-
D
-
-
E
P11 14YL/WT
LEFT SEAT REAR UP
F
-
-
G
-
-
H
-
-
I
-
-
J
P13 14RD/WT
LEFT SEAT REAR DOWN
K
P17 14DB/RD
LEFT SEAT HORIZONTAL REARWARD
L
P15 14YL/LB
LEFT SEAT HORIZONTAL FORWARD
M
P19 14YL/LG
LEFT SEAT FRONT UP
N
P21 14RD/LG
LEFT SEAT FRONT DOWN
DRIVER POWER WINDOW MOTOR - 2 WAY
CAV
CIRCUIT
FUNCTION
1
Q11 16LB
LEFT WINDOW DRIVER (UP)
2
Q21 16WT
LEFT FRONT WINDOW DRIVER (DOWN)
ELECTRIC BRAKE PROVISION - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A6 12RD/OR
FUSED B(+)
2
B40 12LB
TRAILER TOW BRAKE B(+)
3
L50 18WT/TN
BRAKE LAMP SWITCH OUTPUT
4
Z3 18BK/OR
GROUND
ENGINE CONTROL MODULE (DIESEL) - 50 WAY
CAV
CIRCUIT
FUNCTION
1
H104 18BR/OR
IDLE VALIDATION SWITCH NO. 1
2
K244 20YL/DB
CUMMINS BUS (+)
3
K6 18VT/WT
5V SUPPLY
4
K14 18BK/DB
SENSOR GROUND
5
F18 18LG/BK
FUSED IGNITION SWITCH OUTPUT (RUN-START)
6
G60 18GY/BK
ENGINE OIL PRESSURE SENSOR SIGNAL
7
K21 18BK/RD
INTAKE AIR TEMPERATURE SENSOR SIGNAL
8
G12 18GY/RD
MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL
9
-
-
10
K7 18OR
5V SUPPLY
11
K104 18BK/LB
SENSOR GROUND
8W - 80 - 42
8W-80 CONNECTOR PIN-OUTS
BR/BE
ENGINE CONTROL MODULE (DIESEL) - 50 WAY
CAV
CIRCUIT
FUNCTION
12
K246 20YL/DG
CUMMINS BUS (-)
13
K242 20WT
DATA LINK (+) FUEL INJECTION PUMP
14
K2 18TN/BK
ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
15
K135 18YL/WT
TRANSFER PUMP SUPPLY
16
H105 18LG/DB
IDLE VALIDATION SWITCH NO. 2
17
K124 18GY
CAMSHAFT POSITION SENSOR SIGNAL
18
K48 18DG
FUEL INJECTION PUMP SYNC SIGNAL
19
-
-
20
-
-
21
K1 18DG/RD
WATER IN FUEL SENSOR SIGNAL
22
V37 18RD/LG
SPEED CONTROL SWITCH SIGNAL
23
K240 20BK
DATA LINK (-) FUEL INJECTOR PUMP
24
V32 18YL/RD
BRAKE SWITCH SENSE
25
H102 18LB/BK
ACCELERATOR PEDAL POSITION SENSOR SIGNAL
26
G113 18OR
PTO SWITCH SENSE
27
-
-
28
K22 18OR/DB
ACCELERATOR PEDAL POSITION SENSOR SIGNAL
29
S21 18YL/BK
AIR INTAKE HEATER RELAY NO. 1
30
Z12 18BK/TN
GROUND
31
H101 18DB/WT
ACCELERATOR PEDAL POSITION SENSOR SUPPLY
32
H103 18BK/YL
ACCELERATOR PEDAL POSITION SENSOR GROUND
33
K45 18LB/RD
FUEL SHUT-OFF SIGNAL
34
K44 18VT/OR
LOW IDLE SELECT
35
K135 18YL/WT
TRANSFER PUMP SUPPLY
36
K131 18BR/WT
FUEL INJECTOR PUMP RELAY CONTROL
37
G85 18OR/BK
WAIT-TO-START WARNING INDICATOR DRIVER
38
D21 18PK/DB
SCI TRANSMIT
39
D20 18DG
SCI RECEIVE
40
D2 18WT/BK
CCD BUS (-)
41
D1 18VT/BR
CCD BUS (+)
42
-
-
43
G7 18WT/OR
VEHICLE SPEED SENSOR SIGNAL
44
K243 20OR/BR
DATA LINK SHIELD FUEL INJECTOR PUMP
45
K24 18GY/BK
CRANKSHAFT POSITION SENSOR SIGNAL
46
-
-
47
S22 18OR/BK
AIR INTAKE HEATER RELAY CONTROL NO. 2
48
A14 18RD/WT
FUSED B(+)
49
Z12 18BK/TN
GROUND
50
A14 18RD/WT
FUSED B(+)
ENGINE COOLANT TEMPERATURE SENSOR (DIESEL) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
K104 18BK/LB
SENSOR GROUND
B
K2 18TN/BK
ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 43
ENGINE COOLANT TEMPERATURE SENSOR (GAS) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
K4 18BK/LB
SENSOR GROUND
2
K2 18TN/BK
ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
ENGINE OIL PRESSURE SENSOR (DIESEL) - GRAY 3 WAY
CAV
CIRCUIT
FUNCTION
A
K7 18OR
5V SUPPLY
B
K104 18BK/LB
ENGINE OIL PRESSURE SENSOR RETURN
C
G60 18GY/BK
ENGINE OIL PRESSURE SENSOR SIGNAL
ENGINE OIL PRESSURE SENSOR (GAS) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
K4 20BK/LB
SENSOR GROUND
2
G60 18GY/OR
ENGINE OIL PRESSURE SENSOR SIGNAL
EVAP/PURGE SOLENOID - 2 WAY
CAV
CIRCUIT
FUNCTION
1
K52 18PK/WT
EVAPORATIVE EMISSION SOLENOID CONTROL
2
F12 20DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
WINDSHIELD WASHER PUMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
V10 16BR
WASHER SWITCH SENSE
2
Z1 20BK
GROUND
FUEL HEATER (DIESEL) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
Z11 14BK/TN
GROUND
B
A93 12RD/BK
FUEL HEATER RELAY OUTPUT
8W - 80 - 44
8W-80 CONNECTOR PIN-OUTS
BR/BE
FUEL INJECTION PUMP (DIESEL) - 9 WAY
CAV
CIRCUIT
FUNCTION
1
K240 20BK
DATA LINK (-) FUEL INJECTION PUMP
2
K242 20WT
DATA LINK (+) FUEL INJECTION PUMP
3
-
-
4
K44 18VT/OR
LOW IDLE SELECT
5
K45 18LB/RD
FUEL SHUT-OFF SIGNAL
6
Z12 14BK/TN
GROUND
7
A40 14RD/LG
FUEL PUMP RELAY OUTPUT
8
K48 18DG
FUEL INJECTION PUMP SYNC SIGNAL
9
-
-
FUEL INJECTOR NO. 1 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K11 18WT/DB
FUEL INJECTOR NO. 1 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 2 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K12 18TN
FUEL INJECTOR NO. 2 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 3 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K13 18YL/WT
FUEL INJECTOR NO. 3 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 4 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K14 18LB/BR
FUEL INJECTOR NO. 4 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 45
FUEL INJECTOR NO. 5 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K38 18GY
FUEL INJECTOR NO. 5 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 6 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K58 18BR/DB
FUEL INJECTOR NO. 6 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 7 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K26 18VT/TN
FUEL INJECTOR NO. 7 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 8 - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K28 18GY/LB
FUEL INJECTOR NO. 8 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL INJECTOR NO. 9 (8.0L) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K115 18TN/BK
FUEL INJECTOR NO. 9 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
8W - 80 - 46
8W-80 CONNECTOR PIN-OUTS
BR/BE
FUEL INJECTOR NO. 10 (8.0L) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K116 18WT
FUEL INJECTOR NO. 10 DRIVER
2
A142 16DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
FUEL PUMP MODULE (GAS) - LT. GRAY 4 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 16BK
GROUND
2
K4 20BK/LB
SENSOR GROUND
3
K226 20DB/WT
FUEL LEVEL SENSOR SIGNAL
4
A61 16DG/BK
FUEL PUMP RELAY OUTPUT
FUEL TANK MODULE (DIESEL) - LT. GRAY 4 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
K4 20BK/LB
SENSOR GROUND
3
K226 20DB/WT
FUEL LEVEL SENSOR SIGNAL
4
-
-
FUEL TRANSFER PUMP (DIESEL) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
K135 18YL/WT
TRANSFER PUMP SUPPLY
2
Z11 18BK/WT
GROUND
G300 - BLACK 5 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 18BK/LG
GROUND
2
Z2 14BK/LG
GROUND
3
Z2 16BK/LG
GROUND
4
Z2 16BK/LG
GROUND
5
Z2 14BK/LG
GROUND
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 47
GENERATOR - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K20 18DG
GENERATOR FIELD
2
T125 18DB
GENERATOR SOURCE
GLOVE BOX LAMP AND SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
M1 22PK
FUSED B(+)
2
Z3 22BK/OR
GROUND
HEADLAMP SWITCH C1 - BLACK 14 WAY
CAV
CIRCUIT
FUNCTION
1
L7 16BK/YL
HEADLAMP SWITCH OUTPUT
2
F33 16PK/RD
FUSED B(+)
3
G26 22LB
KEY-IN IGNITION SWITCH SENSE
4
G75 22TN (BASE)
DRIVER DOOR AJAR SWITCH SENSE
4
Z3 22BK/OR
GROUND
5
Z3 18BK/OR
GROUND
6
L2 18LG
HEADLAMP SWITCH OUTPUT
7
L39 22LB
FOG LAMP SWITCH OUTPUT
8
E17 18YL/BK
DAY BRIGHTNESS SENSE
9
Z3 20BK/OR
GROUND
10
M22 22WT
DOME LAMP SWITCH SENSE
11
M3 22PK/DB
CARGO LAMP DRIVER
12
M2 22YL
COURTESY LAMPS DRIVER
13
M11 22PK/LB
COURTESY LAMPS SWITCH OUTPUT
13
M22 22WT (BASE)
DOME LAMP SWITCH SENSE
14
E1 18TN
PANEL LAMPS DIMMER SWITCH SIGNAL
HEADLAMP SWITCH C2 - 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z3 20BK/OR
GROUND
2
L35 22BR/YL
FOG LAMP RELAY OUTPUT
8W - 80 - 48
8W-80 CONNECTOR PIN-OUTS
BR/BE
HEATED MIRROR SWITCH - 3 WAY
CAV
CIRCUIT
FUNCTION
1
F15 22DB
FUSED IGNITION SWITCH OUTPUT (RUN)
2
Z3 22BK/OR
GROUND
3
C16 22LB/YL
HEATED MIRROR
HIGH NOTE HORN - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
X2 18DG/RD
HORN RELAY OUTPUT
2
Z1 18BK
GROUND
IDLE AIR CONTROL MOTOR - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
A
K59 18VT/BK
IDLE AIR CONTROL NO. 4 DRIVER
B
K40 18BR/WT
IDLE AIR CONTROL NO. 3 DRIVER
C
K60 18YL/BK
IDLE AIR CONTROL NO. 2 DRIVER
D
K39 18GY/RD
IDLE AIR CONTROL NO. 1 DRIVER
IGNITION COIL (5.9L) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
A142 14DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
K19 16BK/GY
IGNITION COIL NO. 1 DRIVER
IGNITION COIL 4 PACK (8.0L) - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
K17 18DB/WT
IGNITION COIL NO. 2 DRIVER
2
A142 14DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
3
K18 18RD/BK
IGNITION COIL NO. 3 DRIVER
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 49
IGNITION COIL 6 PACK (8.0L) - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
1
K19 18BK/GY
IGNITION COIL NO. 1 DRIVER
2
A142 14DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
3
K32 18YL/GY
IGNITION COIL NO. 4 DRIVER
4
K43 18DG/GY
IGNITION COIL NO. 5 DRIVER
IGNITION SWITCH C1 - BLACK 7 WAY
CAV
CIRCUIT
FUNCTION
1
A41 14YL
IGNITION SWITCH OUTPUT (START)
2
A21 12DB
IGNITION SWITCH OUTPUT (RUN-START)
3
-
-
4
A2 14PK/BK
FUSED B(+)
5
A22 14BK/OR
IGNITION SWITCH OUTPUT (RUN)
6
A31 12BK/WT
IGNITION SWITCH OUTPUT (RUN-ACC)
7
A1 10RD
FUSED B(+)
IGNITION SWITCH C2 - GRAY 4 WAY
CAV
CIRCUIT
FUNCTION
1
Z3 22BK/OR
GROUND
1
G75 22TN (IEM)
DRIVER DOOR AJAR SWITCH SENSE
2
G26 22LB
KEY-IN IGNITION SWITCH SENSE
3
-
-
4
-
-
INSTRUMENT CLUSTER C1 - 10 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
G5 22DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
3
G11 22WT/LG
PARK BRAKE SWITCH SENSE
4
Z2 20BK/LG
GROUND
5
Z3 20BK/OR
GROUND
6
F73 20YL
FUSED B(+)
7
-
-
8
G85 22OR/BK (DIESEL)
WAIT-TO-START WARNING INDICATOR DRIVER
9
D2 20WT/BK
CCD BUS (-)
10
D1 20VT/BR
CCD BUS (+)
8W - 80 - 50
8W-80 CONNECTOR PIN-OUTS
BR/BE
INSTRUMENT CLUSTER C2 - 10 WAY
CAV
CIRCUIT
FUNCTION
1
E2 22OR
PANEL LAMPS FEED
2
G29 22BK/WT
WASHER FLUID SWITCH SENSE
3
G10 22LG/RD
SEAT BELT SWITCH SENSE
4
-
-
5
E17 18YL/BK
DAY BRIGHTNESS SENSE
6
L61 18LG
LEFT TURN SIGNAL
7
G13 22DB/RD
CHIME REQUEST SIGNAL
8
L60 18TN
RIGHT TURN SIGNAL
9
G34 16RD/GY
HIGH BEAM INDICATOR DRIVER
10
G107 22GY
4WD SWITCH SENSE
INTAKE AIR HEATER RELAYS (DIESEL) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
S22 18OR/BK
AIR INTAKE HEATER RELAY CONTROL NO. 2
2
Z12 18BK/TN
GROUND
3
S21 18YL/BK
AIR INTAKE HEATER RELAY CONTROL NO. 1
4
Z12 18BK/TN
GROUND
INTAKE AIR TEMPERATURE SENSOR (DIESEL) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
K104 18BK/LB
SENSOR GROUND
B
K21 18BK/RD
INTAKE AIR TEMPERATURE SENSOR SIGNAL
INTAKE AIR TEMPERATURE SENSOR (GAS) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
K4 18BK/LB
SENSOR GROUND
2
K21 18BK/RD
INTAKE AIR TEMPERATURE SENSOR SIGNAL
JOINT CONNECTOR NO. 1 (IN PDC) - 28 WAY
CAV
CIRCUIT
FUNCTION
1
V40 20WT/PK
BRAKE SWITCH SENSE
2
V40 22WT/PK
BRAKE SWITCH SENSE
3
V40 22WT/PK
BRAKE SWITCH SENSE
4
L4 18VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
5
L4 16VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
5
L4 16VT/WT(QUAD)
DIMMER SWITCH LOW BEAM OUTPUT
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 51
JOINT CONNECTOR NO. 1 (IN PDC) - 28 WAY
CAV
CIRCUIT
FUNCTION
6
L4 20VT/WT(QUAD)
DIMMER SWITCH LOW BEAM OUTPUT
6
L4 20VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
7
L4 20VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
8
L4 18VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
9
L1 18VT/BK
BACK-UP LAMP FEED
10
L1 18VT/BK
BACK-UP LAMP FEED
11
L1 18VT/BK
BACK-UP LAMP FEED
12
X2 18DG/RD
HORN RELAY OUTPUT
13
X2 18DG/RD
HORN RELAY OUTPUT
14
X2 18DG/RD
HORN RELAY OUTPUT
15
K4 22BK/LB
SENSOR GROUND
16
K4 22BK/LB
SENSOR GROUND
17
K4 20BK/LB
SENSOR GROUND
18
K4 20BK/LB
SENSOR GROUND
19
Z1 22BK
GROUND
20
Z1 20BK (DIESEL)
GROUND
21
Z1 18BK
GROUND
22
Z1 18BK
GROUND
23
Z1 18BK
GROUND
24
Z1 22BK (DIESEL)
GROUND
25
Z1 16BK
GROUND
26
Z1 16BK
GROUND
27
-
-
28
Z1 18BK
GROUND
JOINT CONNECTOR NO. 2 (IN PDC) - 18 WAY
CAV
CIRCUIT
FUNCTION
1
A16 14RD/LB
FUSED B(+)
2
A16 14RD/LB
FUSED B(+)
3
A16 14RD/LB
FUSED B(+)
4
V5 16DG
WIPER PARK SWITCH SENSE
5
V5 16DG
WIPER PARK SWITCH SENSE
6
V5 16DG
WIPER PARK SWITCH SENSE
7
A14 16RD/WT
FUSED B(+)
8
A14 16RD/WT
FUSED B(+)
9
A14 16RD/WT
FUSED B(+)
10
A6 12RD/OR (TRAILER TOW)
FUSED B(+)
11
A6 12RD/OR (TRAILER TOW)
FUSED B(+)
12
A6 12RD/OR (TRAILER TOW)
FUSED B(+)
13
A6 12RD/OR (TRAILER TOW)
FUSED B(+)
14
-
-
15
A142 14DG/OR (GAS)
AUTOMATIC SHUT DOWN RELAY OUTPUT SENSE
16
A142 14DG/OR (GAS)
AUTOMATIC SHUT DOWN RELAY OUTPUT SENSE
16
Z12 18BK/TN (DIESEL)
GROUND
17
Z12 18BK/TN (DIESEL)
GROUND
17
A142 14DG/OR (GAS)
AUTOMATIC SHUT DOWN RELAY OUTPUT SENSE
18
Z12 18BK/TN (DIESEL)
GROUND
8W - 80 - 52
8W-80 CONNECTOR PIN-OUTS
BR/BE
JOINT CONNECTOR NO. 5 - NATURAL 22 WAY
CAV
CIRCUIT
FUNCTION
1
M1 20PK
FUSED B(+)
2
M1 22PK
FUSED B(+)
3
M1 22PK
FUSED B(+)
4
Z3 20BK/OR
GROUND
5
Z3 18BK/OR
GROUND
6
Z3 22BK/OR
GROUND
7
Z3 18BK/OR
GROUND
8
E2 22OR
PANEL LAMPS FEED
9
E2 22OR
PANEL LAMPS FEED
10
E2 22OR
PANEL LAMPS FEED
11
-
-
12
M1 22PK
FUSED B(+)
13
M1 22PK
FUSED B(+)
14
Z3 20BK/OR (HEATED SEATS)
GROUND
15
Z3 20BK/OR (HEATED SEATS)
GROUND
16
Z3 22BK/OR (EXCEPT BASE/MIDLINE)
GROUND
17
Z3 22BK/OR (EXCEPT BASE/MIDLINE)
GROUND
18
-
-
19
-
-
20
E2 22OR
PANEL LAMPS FEED
21
E2 22OR
PANEL LAMPS FEED
22
E2 22OR
PANEL LAMPS FEED
JOINT CONNECTOR NO. 6 - NATURAL 22 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
-
-
3
-
-
4
L50 16WT/TN
BRAKE LAMP SWITCH OUTPUT
5
L50 16WT/TN
BRAKE LAMP SWITCH OUTPUT
6
L50 18WT/TN
BRAKE LAMP SWITCH OUTPUT
7
L50 18WT/TN
BRAKE LAMP SWITCH OUTPUT
8
Z9 16BK/VT(EXCEPT BASE/LOWLINE)
GROUND
9
Z9 20BK/VT(SLT+HIGHLINE)
GROUND
10
X3 20BK/RD(EXCEPT BASE/MIDLINE)
HORN RELAY CONTROL
10
M22 22WT(BASE/MIDLINE)
DOME LAMPS SWITCH SENSE
11
X3 20BK/RD(EXCEPT BASE/MIDLINE)
HORN RELAY CONTROL
11
M22 22WT(BASE/MIDLINE)
DOME LAMPS SWITCH SENSE
12
M22 22WT(BASE/MIDLINE)
DOME LAMPS SWITCH SENSE
12
X3 20BK/RD(EXCEPT BASE/MIDLINE)
HORN RELAY CONTROL
13
V10 16BR
WASHER SWITCH SENSE
14
V10 16BR
WASHER SWITCH SENSE
15
V10 16BR
WASHER SWITCH SENSE
16
-
-
17
-
-
18
Z9 16BK/VT
GROUND
19
Z9 16BK/VT(XECEPT BASE/LOWLINE)
GROUND
20
G26 22LB
KEY-IN IGNITION SWITCH SENSE
21
G26 22LB
KEY-IN IGNITION SWITCH SENSE
22
G26 22LB
KEY-IN IGNITION SWITCH SENSE
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 53
JOINT CONNECTOR NO. 7 - NATURAL 22 WAY
CAV
CIRCUIT
FUNCTION
1
D1 18VT/BR
CCD BUS (+)
2
D1 18VT/BR
CCD BUS (+)
3
D1 20VT/BR
CCD BUS (+)
4
D2 18WT/BK
CCD BUS (-)
5
D2 18WT/BK
CCD BUS (-)
6
D2 20WT/BK
CCD BUS (-)
7
D2 20WT/BK
CCD BUS (-)
8
D1 20VT/BR
CCD BUS (+)
9
D1 20VT/BR
CCD BUS (+)
10
D1 20VT/BR
CCD BUS (+)
11
D1 20VT/BR
CCD BUS (+)
12
D1 20VT/BR
CCD BUS (+)
13
D1 20VT/BR
CCD BUS (+)
14
D2 20WT/BK
CCD BUS (-)
15
D2 20WT/BK
CCD BUS (-)
16
D2 20WT/BK
CCD BUS (-)
17
D2 20WT/BK (REMOTE RADIO)
CCD BUS (-)
18
-
-
19
-
-
20
D1 20VT/BR (REMOTE RADIO)
CCD BUS (+)
21
-
-
22
-
-
JOINT CONNECTOR NO. 8 - NATURAL 22 WAY
CAV
CIRCUIT
FUNCTION
1
M2 22YL
COURTESY LAMPS DRIVER
2
M2 22YL
COURTESY LAMPS DIRVER
3
M2 22YL
COURTESY LAMPS DRIVER
4
F15 22DB
FUSED IGNITION SWITCH OUTPUT(RUN)
5
F15 22DB
FUSED IGNITION SWITCH OUTPUT(RUN)
6
F15 22DB
FUSED IGNITION SWITCH OUTPUT(RUN)
7
F15 20DB(HEATED SEATS)
FUSED IGNITION SWITCH OUTPUT(RUN)
8
G75 22TN(BASE/MIDLINE)
DRIVER DOOR AJAR SWITCH SENSE
8
E2 22OR(HEATED SEATS)
PANEL LAMPS FEED
9
E2 22OR(HEATED SEATS)
PANEL LAMPS FEED
9
G75 22TN(BASE/MIDLINE)
DRIVER DOOR AJAR SWITCH SENSE
10
Z6 18 BK/PK
GROUND
11
Z6 18BK/PK
GROUND
12
Z6 18BK/PK
GROUND
13
E17 18YL/BK
DAY BRIGHTNESS SENSE
14
E17 18YL/BK
DAY BRIGHTNESS SENSE
15
E17 18YL/BK
DAY BRIGHTNESS SENSE
16
F15 18DB
FUSED IGNITION SWITCH OUTPUT(RUN)
17
F15 22DB
FUSED IGNITION SWITCH OUTPUT(RUN)
18
E2 22OR(HEATED SEATS)
PANEL LAMPS FEED
18
G75 22TN(BASE/MIDLINE)
DRIVER DOOR AJAR SWITCH SENSE
19
E2 22OR(HEATED SEATS)
PANEL LAMPS FEED
19
G75 22TN(BASE/MIDLINE)
DRIVER DOOR AJAR SWITCH SENSE
20
F14 18LG/YL
FUSED IGNITION SWITCH OUTPUT(RUN-START)
21
F14 18LG/YL
FUSED IGNITION SWITCH OUTPUT(RUN-START)
22
F14 18LG/YL
FUSED IGNITION SWITCH OUTPUT(RUN-START)
8W - 80 - 54
8W-80 CONNECTOR PIN-OUTS
BR/BE
JUNCTION BLOCK C1 - BLUE 15 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
G31 20VT/LG
AMBIENT TEMPERATURE SENSOR SIGNAL
3
A20 20RD/DB
FUSED IGNITION SWITCH OUTPUT (RUN)
4
L61 18LG
LEFT TURN SIGNAL
5
V6 16DB
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
6
-
-
7
-
-
8
-
-
9
L7 18BK/YL
PARK LAMP RELAY OUTPUT
10
F18 20LG/BK
FUSED IGNITION SWITCH OUTPUT (RUN-START)
11
L1 18VT/BK
BACK-UP LAMP FEED
12
V6 16DB
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
13
V6 16DB
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
14
G32 20BK/VT
SENSOR GROUND
15
-
-
JUNCTION BLOCK C2 - NATURAL 6 WAY
CAV
CIRCUIT
FUNCTION
1
A7 10RD/BK
FUSED B(+)
2
L9 16BK/VT
FUSED FLASHER FEED
3
M1 20PK
FUSED B(+)
4
-
-
5
L60 18TN
RIGHT TURN SIGNAL
6
-
-
JUNCTION BLOCK C3 - 14 WAY
CAV
CIRCUIT
FUNCTION
1
G32 22BK/LB
SENSOR GROUND
2
Z2 20BK/LG
GROUND
3
M2 22YL
COURTESY LAMPS DRIVER
4
-
-
5
G31 22VT/LG
AMBIENT TEMPERATURE SENSOR SIGNAL
6
M1 22PK (BASE)
FUSED B(+)
6
M1 20PK (HIGHLINE)
FUSED B(+)
7
-
-
8
L7 18BK/YL
PARK LAMP RELAY OUTPUT
-
9
-
10
-
-
11
L1 20VT/BK
BACK-UP LAMP FEED
12
-
-
13
Z3 18BK (HIGHLINE)
GROUND
14
F12 20DB/WT (HIGHLINE)
FUSED IGNITION SWITCH OUTPUT (RUN-START)
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 55
JUNCTION BLOCK C4 - BROWN 11 WAY
CAV
CIRCUIT
FUNCTION
1
F14 18LG/YL
FUSED IGNITION SWITCH OUTPUT (RUN-START)
2
F23 18DB/YL
FUSED IGNITION SWITCH OUTPUT (RUN)
3
X12 16RD/WT
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
4
L61 18LG
LEFT TURN SIGNAL
5
F12 22DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
6
F12 22DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
7
-
-
8
-
-
9
E1 18TN
PANEL LAMPS DIMMER SWITCH SIGNAL
10
-
-
11
-
-
JUNCTION BLOCK C5 - GREEN 8 WAY
CAV
CIRCUIT
FUNCTION
1
V6 16DB (EXCEPT BASE/MIDLINE)
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
2
L61 18LG
LEFT TURN SIGNAL
3
X60 16DG/RD
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
4
V6 16DB
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
5
-
-
6
M2 22YL
COURTESY LAMPS DRIVER
7
E2 22OR
PANEL LAMPS FEED
8
G5 22DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
JUNCTION BLOCK C6 - BLACK 6 WAY
CAV
CIRCUIT
FUNCTION
1
A35 16DB
FUSED B(+)
2
-
-
3
-
-
4
L19 16PK
HAZARD FLASHER SIGNAL
5
F235 16RD
B(+) TO HEATED SEAT MODULE
6
L10 18BR/LG
FUSED IGNITION SWITCH OUTPUT (RUN)
JUNCTION BLOCK C7 - LT. GRAY 13 WAY
CAV
CIRCUIT
FUNCTION
1
L60 18TN
RIGHT TURN SIGNAL
2
-
-
3
Z3 18BK/WT
GROUND
4
L60 18TN
RIGHT TURN SIGNAL
5
-
-
6
-
-
8W - 80 - 56
8W-80 CONNECTOR PIN-OUTS
BR/BE
JUNCTION BLOCK C7 - LT. GRAY 13 WAY
CAV
CIRCUIT
FUNCTION
7
P132 16OR/BK (BASE/MIDLINE)
HEATED SEAT ENABLE
8
Z2 22BK/LG
GROUND
9
M1 22PK
FUSED B(+)
10
F35 18RD
FUSED B(+)
11
F35 22RD
FUSED B(+)
12
A35 16DB
FUSED B(+)
13
L6 16RD/GY
FLASHER OUTPUT
JUNCTION BLOCK C8 - ORANGE 8 WAY
CAV
CIRCUIT
FUNCTION
1
F30 18RD/OR
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
2
-
-
3
-
-
4
F73 20YL
FUSED B(+)
5
-
-
6
-
-
7
F37 16RD/LB (EXCEPT BASE/LOWLINE)
FUSED B(+)
8
F21 14TN
FUSED IGNITION SWITCH OUTPUT (RUN)
JUNCTION BLOCK C9 - NATURAL 4 WAY
CAV
CIRCUIT
FUNCTION
1
F15 18DB
FUSED IGNITION SWITCH OUTPUT (RUN)
2
A22 14BK/OR
FUSED IGNITION SWITCH OUTPUT (RUN)
3
A21 12DB
FUSED IGNITION SWITCH OUTPUT (RUN-START)
4
A31 12BK/WT
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
LEAK DETECTION PUMP (GAS) - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
T125 18DB
GENERATOR SOURCE
3
K106 18WT/DG
LEAK DETECTION PUMP SOLENOID CONTROL
4
K107 18OR
LEAK DETECTION PUMP SWITCH SENSE
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 57
LEFT BACK-UP LAMP - GRAY 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 18BK
GROUND
2
L1 18VT/BK
BACK-UP LAMP FEED
LEFT FOG LAMP - WHITE 2 WAY
CAV
CIRCUIT
FUNCTION
A
L34 20RD/OR
FUSED B(+)
B
L39 20LB
FOG LAMP SWITCH OUTPUT
LEFT FRONT DOOR SPEAKER (PREMIUM) - 10 WAY
CAV
CIRCUIT
FUNCTION
1
X83 20YL/RD
AMPLIFIED HIGH LEFT FRONT SPEAKER (+)
2
X81 20YL/BK
AMPLIFIED HIGH LEFT FRONT SPEAKER (-)
3
X53 18DG
LEFT FRONT SPEAKER (+)
4
X55 18BR/RD
LEFT FRONT SPEAKER (-)
5
X91 18WT/DG
AMPLIFIED LOW LEFT REAR SPEAKER (-)
6
X93 18WT/VT
AMPLIFIED LOW LEFT REAR SPEAKER (+)
7
X13 16BK/RD
RADIO CHOKE RELAY OUTPUT
8
Z9 16BK/VT
GROUND
9
X51 18BR/YL
LEFT REAR SPEAKER (+)
10
X57 18BR/LB
LEFT REAR SPEAKER (-)
LEFT FRONT DOOR SPEAKER (STANDARD) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
X55 20BR/RD
LEFT FRONT SPEAKER (-)
B
X53 20DG
LEFT FRONT SPEAKER (+)
LEFT FRONT FENDER LAMP (DUAL REAR WHEELS) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z13 18BK
GROUND
8W - 80 - 58
8W-80 CONNECTOR PIN-OUTS
BR/BE
LEFT FRONT WHEEL SPEED SENSOR (ABS) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
B8 20RD/GY
LEFT FRONT WHEEL SPEED SENSOR (-)
2
B9 20RD
LEFT FRONT WHEEL SPEED SENSOR (+)
LEFT HEADLAMP - BLUE 3 WAY
CAV
CIRCUIT
FUNCTION
C
L33 18LG/BR
HIGH BEAM HEADLAMP DRIVER
B
-
-
A
L45 18PK/RD
FUSED B(+)
LEFT LICENSE LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z13 18BK
GROUND
LEFT OUTBOARD CLEARANCE LAMP - 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z4 18BK
GROUND
LEFT OUTBOARD HEADLAMP - BLUE 3 WAY
CAV
CIRCUIT
FUNCTION
A
L43 18VT
FUSED B(+)
B
L43 18VT (QUAD HEADLAMP)
FUSED B(+)
A
L4 20VT/WT (QUAD HEADLAMP)
DIMMER SWITCH LOW BEAM OUTPUT
B
L4 20VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
C
L3 20RD/OR
DIMMER SWITCH HIGH BEAM OUTPUT
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 59
LEFT OUTBOARD IDENTIFICATION LAMP - 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z4 18BK
GROUND
LEFT PARK/TURN SIGNAL LAMP - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
Z1 18BK
GROUND
2
L7 18BK/YL
PARK LAMP RELAY OUTPUT
3
L61 18LG/TN
LEFT TURN SIGNAL
LEFT POWER MIRROR - 6 WAY
CAV
CIRCUIT
FUNCTION
1
P71 22YL
LEFT MIRROR UP DRIVER
2
P75 22DB/WT
LEFT MIRROR LEFT DRIVER
3
P73 22YL/PK
LEFT MIRROR COMMON DRIVER (RIGHT/DOWN)
4
C16 20LB/YL
HEATED MIRROR
5
Z2 20BK/LG
GROUND
6
-
-
LEFT REAR FENDER LAMP (DUAL REAR WHEELS) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z13 18BK
GROUND
LEFT REAR SPEAKER (PREMIUM 2 DOOR) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
X93 18WT/VT
AMPLIFIED LOW LEFT REAR SPEAKER (+)
2
X91 18WT/DG
AMPLIFIED LOW LEFT REAR SPEAKER (-)
8W - 80 - 60
8W-80 CONNECTOR PIN-OUTS
BR/BE
LEFT REAR SPEAKER (PREMIUM 4 DOOR) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
X57 18BR/LB
AMPLIFIED LOW LEFT REAR SPEAKER (-)
2
X51 18BR/YL
AMPLIFIED LOW LEFT REAR SPEAKER (+)
LEFT REAR SPEAKER (STANDARD 2 DOOR) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
X57 18BR/LB
LEFT REAR SPEAKER (-)
B
X51 18BR/YL
LEFT REAR SPEAKER (+)
LEFT REAR SPEAKER (STANDARD 4 DOOR) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
X57 18BR/LB
LEFT REAR SPEAKER (-)
B
X51 18BR/YL
LEFT REAR SPEAKER (+)
LEFT REMOTE RADIO SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 22BK/LG
GROUND
2
X20 22RD/BK
RADIO CONTROL MUX
LEFT SPEED CONTROL SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
K4 22WT
SENSOR GROUND
2
V37 22DG/RD
SPEED CONTROL SWITCH SIGNAL
2
V37 22DG/RD
SPEED CONTROL SWITCH SIGNAL
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 61
LEFT TAIL/STOP/TURN SIGNAL LAMP - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 18BK
GROUND
2
L7 18BK/YL
PARK LAMP RELAY OUTPUT
3
L63 18DG/BR
LEFT TURN SIGNAL
LEFT TWEETER (PREMIUM) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
X83 20YL/RD
AMPLIFIED HIGH LEFT FRONT SPEAKER (+)
2
X81 20YL/BK
AMPLIFIED HIGH LEFT FRONT SPEAKER (-)
LEFT VISOR/VANITY LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
A
M1 20PK
FUSED B(+)
B
Z4 20BK
GROUND
LOW NOTE HORN - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
X2 18DG/RD
HORN RELAY OUTPUT
2
Z1 18BK
GROUND
MANIFOLD ABSOLUTE PRESSURE SENSOR (5.9L) - 3 WAY
CAV
CIRCUIT
FUNCTION
1
K4 20BK/LB
SENSOR GROUND
2
K1 18DG/RD
MAP SENSOR SIGNAL
3
K6 20VT/WT
5V SUPPLY
8W - 80 - 62
8W-80 CONNECTOR PIN-OUTS
BR/BE
MANIFOLD ABSOLUTE PRESSURE SENSOR (8.0L) - 3 WAY
CAV
CIRCUIT
FUNCTION
1
K6 20VT/WT
5V SUPPLY
2
K4 20BK/LB
SENSOR GROUND
3
K1 18DG/RD
MAP SENSOR SIGNAL
MANIFOLD ABSOLUTE PRESSURE SENSOR (DIESEL) - 3 WAY
CAV
CIRCUIT
FUNCTION
A
K7 18OR
5V SUPPLY
B
K104 18BK/LB
SENSOR GROUND
C
G12 18GY/RD
MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL
MULTI-FUNCTION SWITCH - 24 WAY
CAV
CIRCUIT
FUNCTION
1
V9 16WT/DB
WIPER SWITCH MODE SIGNAL
2
V8 16VT
WIPER SWITCH MODE SENSE
3
V10 16BR
WASHER SWITCH SENSE
4
V6 16DB
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
5
V4 16RD/YL
WIPER SWITCH HIGH SPEED OUTPUT
6
V3 16BR/WT
LOW SPEED WIPER SWITCH OUTPUT
7
V49 16RD/BK
DRIVER LOW SPEED WIPER MOTOR DRIVER
8
V49 16RD/BK
DRIVER LOW SPEED WIPER MOTOR DRIVER
9
V3 16BR/WT
LOW SPEED WIPER SWITCH OUTPUT
10
-
-
11
L60 18TN
RIGHT TURN SIGNAL
12
L62 16BR/RD
RIGHT TURN SIGNAL
13
L19 16PK
HAZARD FLASHER SIGNAL
14
L50 16WT/TN
BRAKE LAMP SWITCH OUTPUT
15
L63 16DG/RD
LEFT TURN SIGNAL
16
L61 18LG
LEFT TURN SIGNAL
17
L6 16RD/GY
FLASHER OUTPUT
18
L4 18VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
19
L2 18LG
HEADLAMP SWITCH OUTPUT
20
L3 14RD/OR
DIMMER SWITCH HIGH BEAM OUTPUT
21
Z3 16BK/OR
GROUND
22
-
-
23
-
-
24
-
-
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 63
OUTPUT SPEED SENSOR - DK. BLUE 2 WAY
CAV
CIRCUIT
FUNCTION
1
T14 18LG/BK
OUTPUT SPEED SENSOR SIGNAL
2
T13 18DB/BK
OUTPUT SPEED SENSOR GROUND
OVERDRIVE SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
T6 22OR/WT
OVERDRIVE OFF SWITCH SENSE
2
Z2 22BK/LG
GROUND
OVERHEAD CONSOLE (BASE) - 3 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 20BK/LG
GROUND
2
M1 22PK
FUSED B(+)
3
M2 22YL
COURTESY LAMPS DRIVER
OVERHEAD CONSOLE (HIGHLINE) - 12 WAY
CAV
CIRCUIT
FUNCTION
1
F12 20DB/WT
FUSED IGNITION SWITCH OUTPUT (RUN-START)
2
D1 20VT/BR
CCD BUS(+)
3
G31 22VT/LG
AMBIENT TEMPERATURE SENSOR SIGNAL
4
Z2 20BK/LG
GROUND
5
M1 20PK
FUSED B(+)
6
M2 22YL
COURTESY LAMPS DRIVER
7
Z2 20BK/LG
GROUND
8
D2 20WT/BK
CCD BUS(-)
9
G32 22BK/LB
SENSOR GROUND
10
-
-
11
G69 22BK
VTSS INDICATOR DRIVER
12
-
-
OXYGEN SENSOR 1/1 LEFT BANK UP (5.9L HD/8.0L) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A141 18DG/WT
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
Z11 18BK/WT
GROUND
3
K4 18BK/LB
SENSOR GROUND
4
K41 18BK/DG
OXYGEN SENSOR 1/1 SIGNAL
8W - 80 - 64
8W-80 CONNECTOR PIN-OUTS
BR/BE
OXYGEN SENSOR 1/1 LEFT BANK UP (CALIFORNIA) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
K199 18BR/VT
OXYGEN SENSOR 1/1 HEATER CONTROL
2
A141 18DG/WT
FUSED OXYGEN SENSOR UPSTREAM RELAY OUTPUT
3
K141 18TN/WT
OXYGEN SENSOR 1/1 SIGNAL
4
K4 18BK/LB
SENSOR GROUND
OXYGEN SENSOR 1/1 UPSTREAM (A/T EXCEPT 8.0L) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A141 18DG/WT
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
K199 18BR/VT
OXYGEN SENSOR 1/1 HEATER CONTROL
3
K4 18BK/LB
SENSOR GROUND
4
K141 18TN/WT
OXYGEN SENSOR 1/1 SIGNAL
OXYGEN SENSOR 1/1 UPSTREAM (M/T EXCEPT 8.0L) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A141 18DG/WT
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
K199 18BR/VT
OXYGEN SENSOR 1/1 HEATER CONTROL
3
K4 18BK/LB
SENSOR GROUND
4
K141 18TN/WT
OXYGEN SENSOR 1/1 SIGNAL
OXYGEN SENSOR 1/2 DOWNSTREAM (A/T EXCEPT 8.0L)- 4 WAY
CAV
CIRCUIT
FUNCTION
1
A141 18DG/WT
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
K299 18BR/WT
OXYGEN SENSOR 1/2 HEATER CONTROL
3
K4 18BK/LB
GROUND
4
K341 18OR/BK
OXYGEN SENSOR 1/1 SIGNAL
OXYGEN SENSOR 1/2 LEFT BANK DOWN (CALIFORNIA) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A341 18DG/YL
OXYGEN SENSOR DOWNSTREAM RELAY OUTPUT
2
Z11 18BK/WT
GROUND
3
K4 18BK/LB
SENSOR GROUND
4
K341 18OR/BK
OXYGEN SENSOR 1/2 SIGNAL
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 65
OXYGEN SENSOR 1/2 PRE-CATALYST (8.0L) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A341 18DG/YL
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
Z11 18BK/WT
GROUND
3
K4 18BK/LB
SENSOR GROUND
4
K141 18TN/WT
OXYGEN SENSOR 1/2 SIGNAL
OXYGEN SENSOR 1/3 POST CATALYST (8.0L) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A341 18DG/YL
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
Z11 18BK/WT
GROUND
3
K4 18BK/LB
SENSOR GROUND
4
K341 18OR/BK
OXYGEN SENSOR 1/3 SIGNAL
OXYGEN SENSOR 2/1 RIGHT BANK UP (5.9L HD/5.9L/8.0L CALIFORNIA)
CAV
CIRCUIT
FUNCTION
1
A141 18DG/WT
AUTOMATIC SHUT DOWN RELAY OUTPUT
2
Z11 18BK/WT
GROUND
2
K299 18BR/WT(CALIFORNIA)
OXYGEN SENSOR 2/1 HEATER CONTROL
3
K4 18BK/LB
SENSOR GROUND
4
K241 18LG/RD
OXYGEN SENSOR 2/1 SIGNAL
OXYGEN SENSOR 2/2 RIGHT BANK DOWN (CALIFORNIA) - 4 WAY
CAV
CIRCUIT
FUNCTION
1
A341 18DG/YL
OXYGEN SENSOR DOWNSTREAM RELAY OUTPUT
2
Z11 18BK/WT
GROUND
3
K4 18BK/LB
SENSOR GROUND
4
K441 18OR/TN
OXYGEN SENSOR 2/2 SIGNAL
PARK/NEUTRAL POSITION SWITCH (A/T) - 3 WAY
CAV
CIRCUIT
FUNCTION
1
L10 18BR/LG
FUSED IGNITION SWITCH OUTPUT (RUN)
2
T41 18BK/WT
PARK/NEUTRAL POSITION SWITCH SENSE
3
L1 18VT/BK
BACK-UP LAMP FEED
8W - 80 - 66
8W-80 CONNECTOR PIN-OUTS
BR/BE
PASSENGER AIRBAG - 2 WAY
CAV
CIRCUIT
FUNCTION
1
R42 18BK/YL
PASSENGER AIRBAG LINE 1
2
R44 18DG/YL
PASSENGER AIRBAG LINE 2
PASSENGER AIRBAG ON/OFF SWITCH C1 - 2 WAY
CAV
CIRCUIT
FUNCTION
1
F14 18LG/YL
FUSED IGNITION SWITCH OUTPUT (RUN-START)
2
Z6 18BK/PK
GROUND
PASSENGER AIRBAG ON/OFF SWITCH C2 - 4 WAY
CAV
CIRCUIT
FUNCTION
1
R142 18BR/YL
PASSENGER AIRBAG LINE 1
2
R144 18VT/YL
PASSENGER AIRBAG LINE 2
3
R42 18BK/YL
PASSENGER AIRBAG LINE 1
4
R44 18DG/YL
PASSENGER AIRBAG LINE 2
PASSENGER CYLINDER LOCK SWITCH - LT. GRAY 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 20BK/LG
GROUND
2
G73 20LG/OR
CYLINDER LOCK SWITCH MUX
PASSENGER DOOR AJAR SWITCH - NATURAL 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 18BK/LG
GROUND
2
G16 18BK/LB (BASE)
PASSENGER DOOR AJAR SWITCH SENSE
2
M22 18WT
DOME LAMP SWITCH SENSE
PASSENGER DOOR LOCK MOTOR - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
P34 18PK/BK
DOOR UNLOCK DRIVER
2
P33 18OR/BK
DOOR LOCK DRIVER
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 67
PASSENGER DOOR WINDOW/LOCK SWITCH - 11 WAY
CAV
CIRCUIT
FUNCTION
1
Q16 14BR/WT
MASTER WINDOW SWITCH RIGHT FRONT (UP)
2
Q26 14VT/WT
MASTER WINDOW SWITCH RIGHT FRONT (DOWN)
3
Q22 14VT
RIGHT FRONT WINDOW DRIVER (DOWN)
4
Q12 14BR
RIGHT FRONT WINDOW DRIVER (UP)
5
F35 18RD
FUSED B(+)
6
P35 18OR/VT
DRIVER DOOR LOCK SWITCH OUTPUT
7
P30 18OR/DG
PASSENGER DOOR LOCK SWITCH OUTPUT
8
Z2 14BK/LG
GROUND
9
P31 18PK/DG
PASSENGER DOOR UNLOCK SWITCH OUTPUT
10
P36 18PK/VT
DRIVER DOOR UNLOCK SWITCH OUTPUT
11
F21 14TN
FUSED IGNITION SWITCH OUTPUT (RUN)
PASSENGER HEATED SEAT CUSHION - 4 WAY
CAV
CIRCUIT
FUNCTION
1
P130 16TN
RIGHT SEAT HEATER B(+) DRIVER
2
Z2 18BK/LG
GROUND
3
P144 20BK/WT
SEAT TEMPERATURE 5V SUPPLY
4
P142 20DB
RIGHT SEAT TEMPERATURE SENSOR INPUT
PASSENGER HEATED SEAT SWITCH - BLUE 6 WAY
CAV
CIRCUIT
FUNCTION
1
P138 20VT/LG
RIGHT SEAT LOW HEAT LED DRIVER
2
E2 22OR
PANEL LAMPS FEED
3
Z3 20BK/OR
GROUND
4
F15 20DB
FUSED IGNITION SWITCH OUTPUT (RUN)
5
P140 20VT/BK
RIGHT SEAT HIGH HEAT LED DRIVER
6
P8 20LB/WT
PASSENGER HEATED SEAT SWITCH
PASSENGER LUMBAR MOTOR - 2 WAY
CAV
CIRCUIT
FUNCTION
1
P106 16DG/WT
LUMBAR MOTOR FORWARD
2
P107 16OR/BK
LUMBAR MOTOR REARWARD
8W - 80 - 68
8W-80 CONNECTOR PIN-OUTS
BR/BE
PASSENGER POWER SEAT FRONT VERTICAL MOTOR (CLUB CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
P20 16RD/LG
RIGHT SEAT FRONT DOWN
B
P18 16YL/LG
RIGHT SEAT FRONT UP
PASSENGER POWER SEAT HORIZONTAL MOTOR (CLUB CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
P16 16LB
RIGHT SEAT HORIZONTAL REARWARD
B
P14 16YL/LB
RIGHT SEAT HORIZONTAL FORWARD
PASSENGER POWER SEAT REAR VERTICAL MOTOR (CLUB CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
P10 16YL/WT
RIGHT SEAT REAR UP
B
P12 16RD/WT8
RIGHT SEAT REAR DOWN
PASSENGER POWER SEAT SWITCH (CLUB CAB) - 14 WAY
CAV
CIRCUIT
FUNCTION
N
P20 16RD/LG
RIGHT SEAT FRONT DOWN
M
P18 16YL/LG
RIGHT SEAT FRONT UP
L
P14 16YL/LB
RIGHT SEAT HORIZONTAL REARWARD
K
P16 16LB
RIGHT SEAT HORIZONTAL FORWARD
J
P12 16RD/WT
RIGHT SEAT REAR DOWN
I
-
-
H
F37 16RD/LB
FUSED B(+)
G
Z2 16BK/LG
GROUND
F
P106 16DG/WT
LUMBAR MOTOR FORWARD
E
P10 16YL/WT
RIGHT SEAT REAR UP
D
-
-
C
P107 16OR/BK
LUMBAR MOTOR REARWARD
B
Z2 16BK/LG
GROUND
A
F37 16RD/LB
FUSED B(+)
PASSENGER POWER WINDOW MOTOR - 2 WAY
CAV
CIRCUIT
FUNCTION
1
Q12 14BR
RIGHT FRONT WINDOW DRIVER (UP)
2
Q22 14VT
RIGHT FRONT WINDOW DRIVER (DOWN)
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 69
POWER MIRROR SWITCH - 8 WAY
CAV
CIRCUIT
FUNCTION
1
P71 22YL
LEFT MIRROR UP DRIVER
2
P75 22DB/WT
LEFT MIRROR LEFT DRIVER
3
P73 22YL/PK
LEFT MIRROR COMMON DRIVER (RIGHT/DOWN)
4
P72 22YL/BK
RIGHT MIRROR UP DRIVER
5
P74 22DB
RIGHT MIRROR LEFT DRIVER
6
P70 22WT
RIGHT MIRROR COMMON DRIVER (RIGHT/DOWN)
7
M1 22PK
FUSED B(+)
8
Z2 20BK/LG
GROUND
POWER OUTLET - 3 WAY
CAV
CIRCUIT
FUNCTION
1
A12 16RD/TN
OUTLET FEED
2
-
-
3
Z3 16BK/OR
GROUND
POWERTRAIN CONTROL MODULE C1 (DIESEL) - BLACK 32 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
F18 18LG/BK
FUSED IGNITION SWITCH OUTPUT (RUN-START)
3
-
-
4
K4 18BK/LB
SENSOR GROUND
5
-
-
6
T41 18BK/WT (A/T)
PARK/NEUTRAL POSITION SWITCH SENSE
7
-
-
8
K24 18GY/BK
CRANKSHAFT POSITION SENSOR SIGNAL
9
-
-
10
-
-
11
-
-
12
-
-
13
-
-
14
-
-
15
-
-
16
-
-
17
-
-
18
-
-
19
-
-
20
-
-
21
-
-
22
A14 14RD/WT
FUSED B(+)
23
K22 18OR/DB
THROTTLE POSITION SENSOR SIGNAL
24
-
-
25
-
-
26
-
-
27
-
-
28
-
-
8W - 80 - 70
8W-80 CONNECTOR PIN-OUTS
BR/BE
POWERTRAIN CONTROL MODULE C1 (DIESEL) - BLACK 32 WAY
CAV
CIRCUIT
FUNCTION
29
-
-
30
-
-
31
Z12 14BK/TN
GROUND
32
Z12 14BK/TN
GROUND
POWERTRAIN CONTROL MODULE C1 (GAS)- BLACK 32 WAY
CAV
CIRCUIT
FUNCTION
1
K32 18YL/GY(8.0L)
IGNITION COIL NO. 4 DRIVER
2
F18 18LG/BK
FUSED IGNITION SWITCH OUTPUT (RUN-START)
3
K18 18RD/BK(8.0L)
IGNITION COIL NO. 3 DRIVER
4
K4 18BK/LB
SENSOR GROUND
5
K43 18DG/GY(8.0L)
IGNITION COIL NO. 5 DRIVER
6
T41 18BK/WT (A/T)
PARK/NEUTRAL POSITION SWITCH SENSE
7
K19 18BK/GY
IGNITION COIL NO.1
7
K19 18BK/GY(5.9L)
IGNITION COIL NO. 1 DRIVER
8
K24 18GY/BK
CRANKSHAFT POSITION SENSOR SIGNAL
IGNITION COIL NO. 2 DRIVER
9
K17 18DB/WT(8.0L)
10
K60 18YL/BK
IDLE AIR CONTROL NO. 2 DRIVER
11
K40 18BR/WT
IDLE AIR CONTROL NO. 3 DRIVER
12
-
-
13
G113 18OR
PTO SWITCH SENSE
14
-
-
15
K21 18BK/RD
INTAKE AIR TEMPERATURE SENSOR SIGNAL
16
K2 18TN/BK
ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
17
K6 18VT/WT
5V SUPPLY
18
K44 18TN/YL
CAMSHAFT POSITION SENSOR SIGNAL
19
K39 18GY/RD
IDLE AIR CONTROL NO. 1 DRIVER
20
K59 18VT/BK
IDLE AIR CONTROL NO. 4 DRIVER
21
-
-
22
A14 16RD/WT
FUSED B(+)
23
K22 18OR/DB
THROTTLE POSITION SENSOR SIGNAL
24
K41 18BK/DG(5.9L/8.0L)
OXYGEN SENSOR 1/1 SIGNAL
24
K141 18TN/WT(CALIFORNIA)
OXYGEN SENSOR 1/1 SIGNAL
25
K341 18OR/BK(5.9L)(CALIFORNIA)
OXYGEN SENSOR 1/2 SIGNAL
25
K341 18OR/BK(A/T)(CALIFORNIA)
OXYGEN SENSOR 1/3 SIGNAL
26
K241 18LG/RD(CALIFORNIA)
OXYGEN SENSOR 2/1 SIGNAL
26
K241 18LG/RD(8.0L/5.9L)
OXYGEN SENSOR 2/1 SIGNAL
27
K1 18DG/RD
MAP SENSOR SIGNAL
28
-
-
29
K141 18TN/WT(8.0L)(A/T)(CALIFORNIA) OXYGEN SENSOR 1/2 SIGNAL
29
K441 18OR/TN(5.9L)(CALIFORNIA)
30
-
-
31
Z12 14BK/TN
GROUND
OXYGEN SENSOR 2/2 SIGNAL
32
Z12 14BK/TN
GROUND
A24
K141 18TN/WT(5.9L)
OXYGEN SENSOR 1/1 SIGNAL
B24
K141 18TN/WT(5.9L)
OXYGEN SENSOR 1/1 SIGNAL
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 71
POWERTRAIN CONTROL MODULE C2 (DIESEL) - WHITE 32 WAY
CAV
CIRCUIT
FUNCTION
1
T54 18VT (A/T)
TRANSMISSION TEMPERATURE SENSOR SIGNAL
2
-
-
3
-
-
4
-
-
5
-
-
6
-
-
7
-
-
8
K88 18VT/WT (A/T)
GOVERNOR PRESSURE SOLENOID CONTROL
9
-
-
10
K20 18DG
GENERATOR FIELD
11
K54 18OR/BK (A/T)
TORQUE CONVERTER CLUTCH SOLENOID CONTROL
12
-
-
13
-
-
14
-
-
15
-
-
16
-
-
17
-
-
18
-
-
19
-
-
20
-
-
21
T60 18BR (A/T)
3-4 SHIFT SOLENOID CONTROL
22
-
-
23
-
-
24
-
-
25
T13 18DB/BK
OUTPUT SPEED SENSOR GROUND
26
-
-
27
G7 18WT/OR (A/T)
VEHICLE SPEED SENSOR SIGNAL
28
T14 18LG/BK
OUTPUT SPEED SENSOR SIGNAL
29
T25 18LG/WT (A/T)
GOVERNOR PRESSURE SENSOR SIGNAL
30
K30 18PK (A/T)
TRANSMISSION CONTROL RELAY CONTROL
31
K7 18OR (A/T)
5V SUPPLY
32
-
-
POWERTRAIN CONTROL MODULE C2 (GAS) - WHITE 32 WAY
CAV
CIRCUIT
FUNCTION
1
T54 18VT (A/T)(5.9L)
TRANSMISSION TEMPERATURE SENSOR SIGNAL
2
K26 18VT/TN (5.9L)
FUEL INJECTOR NO. 7 DRIVER
3
K115 18TN/BK (8.0L)
FUEL INJECTOR NO. 9 DRIVER
4
K11 18WT/DB
FUEL INJECTOR NO. 1 DRIVER
5
K13 18YL/WT
FUEL INJECTOR NO. 3 DRIVER
6
K38 18GY(5.9L)
FUEL INJECTOR NO.5 DRIVER
6
K38 18GY(8.0L)
FUEL INJECTOR NO. 5 DRIVER
7
-
-
8
K88 18VT/WT (A/T)
GOVERNOR PRESSURE SOLENOID CONTROL
9
-
-
10
K20 18DG
GENERATOR FIELD
11
K54 18OR/BK(A/T)(5.9L)
TORQUE CONVERTER CLUTCH SOLENOID CONTROL
12
K58 18BR/DB(8.0L)
FUEL INJECTOR NO. 6 DRIVER
12
K58 18BR/DB(5.9L)
FUEL INJECTOR NO.6 DRIVER
8W - 80 - 72
8W-80 CONNECTOR PIN-OUTS
BR/BE
POWERTRAIN CONTROL MODULE C2 (GAS) - WHITE 32 WAY
CAV
CIRCUIT
FUNCTION
13
K28 18GY/LB (5.9L)(8.0L)
FUEL INJECTOR NO. 8 DRIVER
14
K116 18WT (8.0L)
FUEL INJECTOR NO. 10 DRIVER
15
K12 18TN
FUEL INJECTOR NO. 2 DRIVER
16
K14 18LB/BR
FUEL INJECTOR NO. 4 DRIVER
17
-
-
18
-
-
19
-
-
20
-
-
21
T60 18BR (A/T)(5.9L)
3-4 SHIFT SOLENOID CONTROL
22
-
-
23
G60 18GY/OR
ENGINE OIL PRESSURE SENSOR SIGNAL
23
G60 18GY/OR(5.9L)
ENGINE OIL PRESURE SENSOR SIGNAL
24
-
-
25
T13 18DB/BK (A/T)(5.9L)
OUTPUT SPEED SENSOR GROUND
26
-
-
27
G7 18WT/OR
VEHICLE SPEED SENSOR SIGNAL
28
T14 18LG/BK (A/T)(5.9L)
OUTPUT SPEED SENSOR SIGNAL
29
T25 18LG/WT (A/T)(5.9L)
GOVERNOR PRESSURE SENSOR SIGNAL
30
K30 18PK (A/T)(5.9L)
TRANSMISSION CONTROL RELAY CONTROL
31
K7 18OR (A/T)(5.9L)
5V SUPPLY
32
-
-
POWERTRAIN CONTROL MODULE C3 (DIESEL) - GRAY 32 WAY
CAV
CIRCUIT
FUNCTION
1
C13 18DB/OR
A/C COMPRESSOR CLUTCH RELAY CONTROL
2
-
-
3
K51 18DB/YL
AUTOMATIC SHUT DOWN RELAY CONTROL
4
V36 18TN/RD
SPEED CONTROL VACUUM SOLENOID CONTROL
5
V35 18LG/RD
SPEED CONTROL VENT SOLENOID CONTROL
6
-
-
7
-
-
8
-
-
9
-
-
10
-
-
11
V32 18YL/RD
SPEED CONTROL SUPPLY
12
A142 14DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
13
T6 18OR/WT (A/T)
OVERDRIVE OFF SWITCH SENSE
14
-
-
15
K118 18PK/YL
BATTERY TEMPERATURE SENSOR SIGNAL
16
-
-
17
-
-
18
-
-
19
-
-
20
-
-
21
-
-
22
C20 18BR
A/C SWITCH SENSE
23
C90 18LG/WT
A/C SELECT INPUT
24
V40 18WT/PK
BRAKE SWITCH SENSE
25
T125 18DB
GENERATOR SOURCE
26
K226 18DB/WT
FUEL LEVEL SENSOR SIGNAL
27
D21 18PK/DB
SCI TRANSMIT
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 73
POWERTRAIN CONTROL MODULE C3 (DIESEL) - GRAY 32 WAY
CAV
CIRCUIT
FUNCTION
28
D2 18WT/BK
CCD BUS(-)
29
D220 18WT/VT
SCI RECEIVE
30
D1 18VT/BR
CCD BUS(+)
31
-
-
32
V37 18RD/LG
SPEED CONTROL SWITCH SIGNAL
POWERTRAIN CONTROL MODULE C3 (GAS) - GRAY 32 WAY
CAV
CIRCUIT
FUNCTION
1
C13 18DB/OR
A/C COMPRESSOR CLUTCH RELAY CONTROL
2
-
-
3
K51 18DB/YL
AUTOMATIC SHUT DOWN RELAY CONTROL
4
V36 18TN/RD
SPEED CONTROL VACUUM SOLENOID CONTROL
5
V35 18LG/RD
SPEED CONTROL VENT SOLENOID CONTROL
6
-
-
7
-
-
8
K199 18BR/VT(5.9L)
OXYGEN SENSOR 1/1 HEATER CONTROL
8
Z11 18BK/WT(5.9HD/8.0L)
OXYGEN SENSOR 1/1 HEATER CONTROL
8
K199 18BR/VT (CALIFORNIA)(5.9L)
OXYGEN SENSOR 1/1 HEATER CONTROL
9
K145 20DG/PK (CALIFORNIA)(5.9L)
OXYGEN SENSOR DOWNSTREAM RELAY CONTROL
10
K106 18WT/DG
LEAK DETECTION PUMP SOLENOID CONTROL
11
V32 18YL/RD
SPEED CONTROL SUPPLY
12
A142 14DG/OR
AUTOMATIC SHUT DOWN RELAY OUTPUT
13
T6 18OR/WT (A/T)
OVERDRIVE OFF SWITCH SENSE
14
K107 18OR
LEAK DETECTION PUMP SWITCH SENSE
15
K118 18PK/YL
BATTERY TEMPERATURE SENSOR SIGNAL
16
Z11 18BK/WT(5.9LHD/8.0L)
No Function Defined
16
K299 18BR.WT(CALIFORNIA)(5.9L)
OXYGEN SENSOR 2/1 HEATER CONTROL
16
K299 18BR/WT(5.9L)
OXYGEN SENSOR 1/2 SIGNAL CONTROL
17
-
-
18
-
-
19
K31 18BR/WT
FUEL PUMP RELAY CONTROL
20
K52 18PK/WT
EVAPORATIVE EMISSION SOLENOID CONTROL
21
-
-
22
C20 18BR
A/C SWITCH SENSE
23
C90 18LG/WT
A/C SELECT INPUT
24
V40 18WT/PK
BRAKE SWITCH SENSE
25
T125 18DB
GENERATOR SOURCE
26
K226 18DB/WT(CALIFORNIA)(5.9L)
FUEL LEVEL SENSOR SIGNAL
27
D21 18PK/DB
SCI TRANSMIT
28
D2 18WT/BK
CCD BUS (-)
29
D20 18DG
SCI RECEIVE
30
D1 18VT/BR
CCD BUS (+)
31
-
-
32
V37 18RD/LG
SPEED CONTROL SWITCH SIGNAL
A8
K199 18BR/VT(5.9L)
OXYGEN SENSOR 1/1 HEATER CONTROL
8W - 80 - 74
8W-80 CONNECTOR PIN-OUTS
BR/BE
RADIO C1 - GRAY 7 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
X55 18BR/RD
LEFT FRONT DOOR SPEAKER (-)
3
X56 18DB/RD
RIGHT FRONT DOOR SPEAKER (-)
4
E17 18YL/BK
DAY BRIGHTNESS SENSE
5
E2 22OR
PANEL LAMPS FEED
6
X12 16RD/WT
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
7
M1 22PK
FUSED B(+)
RADIO C2 - BLACK 7 WAY
CAV
CIRCUIT
FUNCTION
1
X16 22LG
ANTENNA RELAY OUTPUT
2
X51 18BR/YL
LEFT REAR SPEAKER (+)
3
X52 18DB/WT
RIGHT REAR SPEAKER (+)
4
X53 18DG
LEFT FRONT DOOR SPEAKER (+)
5
X54 18VT
RIGHT FRONT DOOR SPEAKER (+)
6
X57 18BR/LB
LEFT REAR SPEAKER (-)
7
X58 18DB/OR
RIGHT REAR SPEAKER (-)
RADIO C3 - 2 WAY
CAV
CIRCUIT
FUNCTION
1
D1 20VT/BR
CCD BUS (+)
2
D2 20WT/BK
CCD BUS (-)
RADIO CHOKE RELAY - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
1
X60 16DG/RD
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
2
X13 16BK/RD
RADIO CHOKE RELAY OUTPUT
3
X16 22LG
ANTENNA RELAY OUTPUT
4
Z9 16BK/VT
GROUND
REAR WHEEL SPEED SENSOR (ABS) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
B114 20WT/VT
REAR WHEEL SPEED SENSOR (-)
2
B113 20RD/VT
REAR WHEEL SPEED SENSOR (+)
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 75
RIGHT BACK-UP LAMP - GRAY 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 18BK
GROUND
2
L1 18VT/BK
BACK-UP LAMP FEED
RIGHT FOG LAMP - WHITE 2 WAY
CAV
CIRCUIT
FUNCTION
A
L34 20RD/OR
FUSED B(+)
B
L39 20LB
FOG LAMP SWITCH OUTPUT
RIGHT FRONT DOOR SPEAKER (PREMIUM) - 10 WAY
CAV
CIRCUIT
FUNCTION
1
X82 20LB/RD
AMPLIFIED HIGH RIGHT FRONT DOOR SPEAKER (+)
2
X80 20LB/BK
AMPLIFIED HIGH RIGHT FRONT DOOR SPEAKER (-)
3
X54 18VT
RIGHT FRONT SPEAKER (+)
4
X56 18DB/RD
RIGHT FRONT SPEAKER (-)
5
X92 18TN/BK
AMPLIFIED LOW RIGHT REAR SPEAKER (-)
6
X94 18TN/VT
AMPLIFIED LOW RIGHT REAR SPEAKER (+)
7
X13 16BK/RD
RADIO CHOKE RELAY OUTPUT
8
Z9 16BK/VT
GROUND
9
X52 18DB/WT
RIGHT REAR SPEAKER (+)
10
X58 18DB/OR
RIGHT REAR SPEAKER (-)
RIGHT FRONT DOOR SPEAKER (STANDARD) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
X56 20DB/RD
RIGHT FRONT SPEAKER (-)
B
X54 20VT
RIGHT FRONT SPEAKER (+)
RIGHT FRONT FENDER LAMP (DUAL REAR WHEELS) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z13 18BK
GROUND
8W - 80 - 76
8W-80 CONNECTOR PIN-OUTS
BR/BE
RIGHT FRONT WHEEL SPEED SENSOR (ABS) - GRAY 2 WAY
CAV
CIRCUIT
FUNCTION
1
B6 20WT/DB
RIGHT FRONT WHEEL SPEED SENSOR (-)
2
B7 20WT
RIGHT FRONT WHEEL SPEED SENSOR (+)
RIGHT HEADLAMP - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
A
L45 18PK/RD
FUSED B(+)
B
-
-
C
L33 18LG/BR
HIGH BEAM HEADLAMP DRIVER
RIGHT LICENSE LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
PARK LAMP RELAY OUTPUT
2
Z13 18BK
GROUND
RIGHT OUTBOARD CLEARANCE LAMP - 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z4 18BK
GROUND
RIGHT OUTBOARD HEADLAMP - 3 WAY
CAV
CIRCUIT
FUNCTION
C
L3 16RD/OR
DIMMER SWITCH HIGH BEAM OUTPUT
B
L44 18VT/RD (QUAD HEADLAMP)
FUSED B(+)
B
L4 16VT/WT
DIMMER SWITCH LOW BEAM OUTPUT
A
L44 18VT/RD
FUSED B(+)
A
L4 16VT/WT (QUAD HEADLAMP)
DIMMER SWITCH LOW BEAM OUTPUT
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 77
RIGHT OUTBOARD IDENTIFICATION LAMP - 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z4 18BK
GROUND
RIGHT PARK/TURN SIGNAL LAMP - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
Z1 18BK
GROUND
2
L7 18BK/YL
PARK LAMP RELAY OUTPUT
3
L60 18LG/TN
RIGHT TURN SIGNAL
RIGHT POWER MIRROR - 6 WAY
CAV
CIRCUIT
FUNCTION
1
P72 20YL/BK
RIGHT MIRROR UP DRIVER
2
P74 20DB
RIGHT MIRROR LEFT DRIVER
3
P70 20WT
RIGHT MIRROR COMMON DRIVER (RIGHT/DOWN)
4
C16 20LB/YL
HEATED MIRROR
5
Z2 20BK/LG
GROUND
6
-
-
RIGHT REAR FENDER LAMP (DUAL REAR WHEELS) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
2
Z13 18BK
GROUND
RIGHT REAR SPEAKER (2 DOOR PREMIUM) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
X94 18TN/VT
AMPLIFIED LOW RIGHT REAR SPEAKER (+)
2
X92 18TN/BK
AMPLIFIED LOW RIGHT REAR SPEAKER (-)
8W - 80 - 78
8W-80 CONNECTOR PIN-OUTS
BR/BE
RIGHT REAR SPEAKER (4 DOOR PREMIUM) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
X57 18BR/LB
AMPLIFIED LOW RIGHT REAR SPEAKER (-)
2
X51 18BR/YL
AMPLIFIED LOW RIGHT REAR SPEAKER (+)
RIGHT REAR SPEAKER (STANDARD 2 DOOR) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
A
X58 18DB/OR
RIGHT REAR SPEAKER (-)
B
X52 18DB/WT
RIGHT REAR SPEAKER (+)
RIGHT REAR SPEAKER (STANDARD 4 DOOR) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
X58 18DB/OR
RIGHT REAR SPEAKER (-)
B
X52 18DB/WT
RIGHT REAR SPEAKER (+)
RIGHT REMOTE RADIO SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 22BK/LG
GROUND
2
X20 22RD/BK
RADIO CONTROL MUX
RIGHT SPEED CONTROL SWITCH - 2 WAY
CAV
CIRCUIT
FUNCTION
1
K4 22WT
SENSOR GROUND
1
K4 22WT
SENSOR GROUND
2
V37 22DG/RD
SPEED CONTROL SWITCH SIGNAL
RIGHT TAIL/STOP/TURN SIGNAL LAMP - BLACK 3 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 18BK
GROUND
2
L7 18BK/YL
PARK LAMP RELAY OUTPUT
3
L62 18DG/BR
RIGHT TURN SIGNAL
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 79
RIGHT TWEETER (PREMIUM) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
X82 20LB/RD
AMPLIFIED HIGH RIGHT FRONT SPEAKER (+)
2
X80 20LB/BK
AMPLIFIED HIGH RIGHT FRONT SPEAKER (-)
RIGHT VISOR/VANITY LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
A
M1 20PK
FUSED B(+)
B
Z4 20BK
GROUND
SEAT BELT SWITCH (CLUB CAB) - 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 20BK/LG
GROUND
2
G10 22LG/RD (HEATED SEATS)
SEAT BELT SWITCH SENSE
2
G10 20LG/RD (MANUAL NON-HEATED
SEATS)
SEAT BELT SWITCH SENSE
SEAT BELT SWITCH (STANDARD CAB) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z2 20BK/LG
GROUND
2
G10 20LG/RD
SEAT BELT SWITCH SENSE
SEAT HEAT INTERFACE MODULE - 14 WAY
CAV
CIRCUIT
FUNCTION
1
P7 20LB/BK
DRIVER HEATED SEAT SWITCH
2
P144 20BK/WT
SEAT TEMPERATURE 5V SUPPLY
3
P130 16TN
RIGHT SEAT HEATER B(+) DRIVER
4
F235 16RD
B(+) TO HEATED SEAT MODULE
5
P131 16RD/DG
LEFT SEAT HEATER B(+) DRIVER
6
F235 16RD
B(+) TO HEATED SEAT MODULE
7
P142 22DB
RIGHT SEAT TEMPERATURE SENSOR INPUT
8
P141 20TN/LB
LEFT SEAT TEMPERATURE SENSOR INPUT
9
P8 20LB/WT
PASSENGER HEATED SEAT SWITCH
10
P138 20VT/LG
RIGHT SEAT LOW HEAT LED DRIVER
11
P140 20VT/BK
RIGHT SEAT HIGH HEAT LED DRIVER
12
P137 20DG
LEFT SEAT LOW HEAT LED DRIVER
13
Z2 18BK/LG
GROUND
14
P139 20WT
LEFT SEAT HIGH HEAT LED DRIVER
8W - 80 - 80
8W-80 CONNECTOR PIN-OUTS
BR/BE
SPEED CONTROL SERVO - BLACK 4 WAY
CAV
CIRCUIT
FUNCTION
1
V36 20TN/RD
SPEED CONTROL VACUUM SOLENOID CONTROL
2
V35 20LG/RD
SPEED CONTROL VENT SOLENOID CONTROL
3
V30 20DB/RD
SPEED CONTROL BRAKE SWITCH OUTPUT
4
Z1 20BK
GROUND
TAILGATE LAMP (DUAL REAR WHEELS) - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z13 18BK
GROUND
2
L7 18BK/YL
HEADLAMP SWITCH OUTPUT
THROTTLE POSITION SENSOR (GAS) - 3 WAY
CAV
CIRCUIT
FUNCTION
1
K6 20VT/WT
5V OUTPUT
2
K22 18OR/DB
THROTTLE POSITION SENSOR SIGNAL
3
K4 20BK/LB
SENSOR GROUND
TRAILER TOW CONNECTOR - 10 WAY
CAV
CIRCUIT
FUNCTION
1
-
-
2
L62 16BR/RD
RIGHT TURN SIGNAL
3
L1 18VT/BK
BACK-UP LAMP FEED
4
A6 14RD/OR
FUSED B(+)
5
L76 14BK/OR
TRAILER TOW RELAY OUTPUT
6
-
-
7
B40 14LB
TRAILER TOW BRAKE B(+)
8
Z13 14BK
GROUND
9
Z13 14BK
GROUND
10
L63 16DG/RD
LEFT TURN SIGNAL
TRANSMISSION SOLENOID ASSEMBLY - 8 WAY
CAV
CIRCUIT
FUNCTION
1
T16 18RD
TRANSMISSION CONTROL RELAY OUTPUT
2
K7 18OR
5V SUPPLY
3
K4 18BK/LB
SENSOR GROUND
4
T25 18LG/WT
GOVERNOR PRESSURE SENSOR SIGNAL
5
K88 18VT/WT
GOVERNOR PRESSURE SOLENOID CONTROL
6
T60 18BR
3-4 SHIFT SOLENOID CONTROL
7
K54 18OR/BK
TORQUE CONVERTER CLUTCH SOLENOID CONTROL
8
T54 18VT
TRANSMISSION TEMPERATURE SENSOR SIGNAL
BR/BE
8W-80 CONNECTOR PIN-OUTS
8W - 80 - 81
UNDERHOOD LAMP - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
Z1 20BK
GROUND
2
M1 20PK
FUSED B(+)
WASHER FLUID LEVEL SWITCH - BLACK 2 WAY
CAV
CIRCUIT
FUNCTION
1
G29 18BK/WT
WASHER FLUID SWITCH SENSE
2
Z1 18BK
GROUND
WATER IN FUEL SENSOR (DIESEL) - 2 WAY
CAV
CIRCUIT
FUNCTION
A
K104 18BK/LB
SENSOR GROUND
B
K1 18DG/RD
WATER IN FUEL SENSOR SIGNAL
WIPER MOTOR - 4 WAY
CAV
CIRCUIT
FUNCTION
1
V4 16RD/YL
WIPER SWITCH HIGH SPEED OUTPUT
2
V5 16DG
WIPER PARK SWITCH SENSE
3
V6 16DB
FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
4
V3 16BR/WT
LOW SPEED WIPER SWITCH OUTPUT
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
8W - 91 - 1
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
TABLE OF CONTENTS
page
CONNECTOR/GROUND/SPLICE LOCATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CONNECTOR/GROUND/SPLICE
LOCATION
DESCRIPTION
This section provides illustrations identifying connector, ground, and splice locations in the vehicle.
Connector, ground, and splice indexes are provided.
Use the wiring diagrams in each section for connector, ground, and splice identification. Refer to the
index for the proper figure number. For items that
are not shown in this section N/S is placed in the
Fig. column.
CONNECTORS
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
4WD Switch
BK
On Front Axle
N/S
A/C Compressor Clutch
BK
Rear of A/C Compressor
7, 8, 11
A/C Heater Control
BK
Center of Instrument Panel
33
A/C Heater Temperature
Select
NAT
Center of Instrument Panel
33
A/C High Pressure Switch
BK
At A/C Compressor
7, 8, 11
A/C Low Pressure Switch
BK
Top of A/C Accumulator
1, 3
Accelerator Pedal Position
Sensor (Diesel)
Left Front of Engine
13, 14
Aftermarket Trailer Tow
Connector
Rear of Vehicle
N/S
Airbag Control Module
Center of I.P. at Airbag Control Module
30
N/S
Ambient Temperature Sensor
BK
Radiator Left Support
Ash Receiver Lamp
BK
Center of Instrument Panel
34
Back-up Lamp Switch (M/T)
BK
Top of Transmission
16
Battery Temperature Sensor
BK
Below Battery Tray
21
Center of Instrument Panel
N/S
Blend Door Actuator
Blower Motor
BK
Bottom Right of Instrument Panel
30
Blower Motor Resistor Block
BK
Bottom Right of Instrument Panel
34
Brake Pedal Arm
30, 32
Brake Lamp Switch
Brake Pressure Switch
BK
At Master Cylinder
18
Bypass Jumper (A/T)
GN
Top Of Clutch Pedal
35
Rear of Front Bumper
N/S
C105
C106
BK
Rear of Front Bumper
22
C114
BK
Radiator Left Support
20
C125 (Diesel)
BK
Left Rear of Engine Compartment
3
8W - 91 - 2
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
C126 (Diesel)
GY
Left Rear of Engine Compartment
3
C129
BK
Above Left Front Body Cushion
20, 29
At Power Distribution Center
1, 3
Left Cowl
30, 33, 35
C203
Left Cowl
30, 33
C205
Instrument Panel Center Support
N/S
C206
Left Cowl
25, 30, 33
C237
Bottom Right of Instrument Panel
30, 34
Below Driver’s Seat
23
Center Rear of Headliner
N/S
C130
C134
C303
BK
BK
C308
C329
BK
Below Right Tail Lamp
27
C333
BK
Below Left Tail Lamp
27
C342
BK
Left Rear of Frame
27
C343
BK
Left Rear of Frame
27
C344 (Dual Rear Wheels)
BK
Left Rear of Frame
N/S
C345
Right Door
N/S
C346
Right Door
N/S
C347
Left Door
25
C348
Left Door
25
C352
WT
Left A-Pillar
25
C353
WT
Right A-Pillar
25
C358
NAT
Left Side Instrument Panel
25, 30, 33, 35
C359
Heated Seat To Body Wiring
23
C360
Below Driver’s Seat
23
C361
Left Rear Speaker Wiring
N/S
C364
Right Rear Speaker Wiring
N/S
C365
Under Passenger Power Seat
N/S
Camshaft Position Sensor
(V8)
GY
Near of Distributor
5
Camshaft Position Sensor
(V10)
GY
Front of Engine
8
Left Front of Engine
13
Camshaft Position Sensor
(Diesel)
Cargo Lamp No. 1
BK
Rear of Lamp
N/S
Cargo Lamp No. 2
BK
Rear of Lamp
N/S
Center High Mounted Stop
Lamp No. 1
BK
Rear of Cab
23
Center High Mounted Stop
Lamp No. 2
BK
Rear of Cab
23
Center Identification Lamp
BK
Behind Front of Headliner
25
Central Timer Module C1
Left Side Under Instrument Panel
30, 32
Central Timer Module C2
Left Side Under Instrument Panel
30, 32
Center of Instrument Panel
33
Cigar Lighter
NAT
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 3
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
Clockspring C1
Steering Column
32
Clockspring C2
Steering Column
32
Clockspring C3
Steering Column
32
Clutch Pedal Position Switch
(M/T)
BK
Top of Clutch Pedal
35
Controller Anti-Lock Brake C1
BK
Left Fender Side Shield
18
Controller Anti-Lock Brake C2
(ABS)
BK
Left Fender Side Shield
18
Crankshaft Position Sensor
(V8)
BK
Rear of Engine Block
5
Crankshaft Position Sensor
(V10
GY
Right Side of Engine Block
8
Left Front of Engine
13
Cummins Bus (-)
Cup Holder Lamp
BK
Center of Instrument Panel
30, 34
Data Link Connector
BK
Left Bottom of Instrument Panel
30, 32
Day/Night Mirror
BK
Day/Night Mirror
N/S
Daytime Running Lamp
Module
BK
Left Fender Side Shield
18
Dome Lamp
BK
Rear of Cab
23
Driver Airbag
YL
Steering Wheel
N/S
Driver Cylinder Lock Switch
BK
In Door
24
Driver Door Ajar Switch
NAT
Door Jamb
N/S
Driver Door Lock Motor
BK
In Door
24
Driver Door Window/Lock
Switch
BL
In Door
24
Driver Heated Seat Cushion
BL
Under Seat
N/S
Driver Heated Seat Switch
RD
Center of Instrument Panel
N/S
Under Seat
N/S
Driver Lumbar Motor
Driver Power Seat Front
Vertical Motor
BK
Under Seat
N/S
Driver Power Seat Horizontal
Motor
BK
Under Seat
N/S
Driver Power Seat Rear
Vertical Motor
BK
Under Seat
N/S
At Seat
N/S
In Door
24
Right Fender Side Shield
22
Electric Brake Provision
Bottom Left of Instrument Panel
N/S
Engine Control Module
(Diesel)
Left Side Engine
15
Driver Power Seat Switch
Driver Power Window Motor
EVAP/Purge Solenoid
BK
Engine Coolant Temperature
Sensor (Diesel)
BK
Left Front of Cylinder Head (Diesel)
13
Engine Coolant Temperature
Sensor (Gas)
BK
On Thermostat Housing
5, 8
8W - 91 - 4
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
Engine Oil Pressure Sensor
(V8)
BK
Near Distributor
5
Engine Oil Pressure Sensor
(V10)
Near Oil Filter
8
Engine Oil Pressure Sensor
(Diesel)
Left Side of Engine
15
Fuel Heater (Diesel)
Left Side of Engine
13
Fuel Injection Pump (Diesel)
Left Side of Engine, Below ECM
13
Fuel Injector No.1
BK
At Fuel Injector
7
Fuel Injector No. 2
BK
At Fuel Injector
7, 8
Fuel Injector No. 3
BK
At Fuel Injector
7, 8
Fuel Injector No. 4
BK
At Fuel Injector
7, 8
Fuel Injector No. 5
BK
At Fuel Injector
7, 8
Fuel Injector No. 6
BK
At Fuel Injector
7, 8
Fuel Injector No. 7
BK
At Fuel Injector
7, 8
Fuel Injector No. 8
BK
At Fuel Injector
7, 8
Fuel Injector No. 9
BK
At Fuel Injector
8
Fuel Injector No. 10
BK
At Fuel Injector
8
Fuel Pump Module (Gas)
LTGY
At Frame Rail
29
Fuel Tank Module (Diesel)
LTGY
At Frame Rail
N/S
Left Rear of Engine Bottom of Pump
13
BK
Front of Engine
10, 11
At Glove Box
30
BK
Left Side of Instrument Panel
30, 34
Headlamp Switch C2
Left Side of Instrument Panel
30, 34
Heated Mirror Switch
Center of Instrument Panel
33
Fuel Transfer Pump (Diesel)
Generator
Glove Box Lamp
Headlamp Switch C1
High Note Horn
BK
Front Bumper Right Support
22
Idle Air Control Motor
BK
On Throttle Body
12
Ignition Coil (5.9L)
GY
Right Front of Engine
7, 12
Ignition Coil 4 Pack (8.0L)
BK
Right Side of Engine
12
Ignition Coil 6 Pack (8.0L)
BK
Right Side of Engine
12
Ignition Switch C1
BK
Steering Column
32
Ignition Switch C2
GY
Steering Column
32
Instrument Cluster C1
Rear of Instrument Cluster
30
Instrument Cluster C2
Rear of Instrument Cluster
30
Intake Air Heater Relay
(Diesel)
Left Fender Side Shield
21
Intake Air Temperature
Sensor (Diesel)
Left Rear of Engine
13
On Intake Manifold
7, 8
Joint Connector No. 1
In Power Distribution Center
N/S
Joint Connector No. 2
In Power Distribution Center
N/S
Intake Air Temperature
Sensor (Gas)
BK
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 5
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
Joint Connector No. 5
NAT
Left Side of Instrument Panel
32
Joint Connector No. 6
NAT
Left Side of Instrument Pane
32
Joint Connector No. 7
NAT
Left Side of Instrument Pane
32
Joint Connector No. 8
NAT
Center of Instrument Panel
30
Junction Block C1
BL
Left Cowl
35
Junction Block C2
NAT
Left Cowl
35
Junction Block C3
Left Cowl
25
Junction Block C4
BR
Left Cowl
33
Junction Block C5
GN
Left Cowl
33
Junction Block C6
BK
Left Cowl
33
Junction Block C7
LTGY
Left Cowl
33
Junction Block C8
OR
Left Cowl
33
Junction Block C9
NAT
Left Cowl
N/S
Leak Detection Pump (Gas)
BK
Right Fender Side Shield
22
Left Back-Up Lamp
GY
Rear of Lamp
N/S
Left Fog Lamp
WT
Rear of Fog Lamp
N/S
Left Front Door Speaker
(Premium)
BK
In Door
24
Left Front Door Speaker
(Standard)
BK
In Door
24
Left Front Fender Lamp
BK
On Fender
N/S
Left Front Wheel Speed
Sensor (ABS)
BK
Left Fender Side Shield
18
Left Headlamp
BL
At Headlamp
N/S
Left License Lamp
BK
At Rear Bumper
N/S
Left Outboard Clearance
Lamp
BK
Behind Front of Headliner
25
Left Outboard Headlamp
BL
At Headlamp
N/S
Left Outboard Identification
Lamp
BK
Behind Front of Headliner
25
Left Park/Turn Signal Lamp
BK
At Lamp
N/S
Left Power Mirror
BK
In Door
24
Left Rear Fender Lamp
BK
On Fender
N/S
Left Rear Speaker (Premium)
BK
At B Pillar
23
Left Rear Speaker (Standard)
At B Pillar
23
Left Rear Door Speaker
In Door
23
Left Remote Radio Switch
Steering Wheel
N/S
Left Speed Control Switch
Steering Wheel
N/S
At Rear Bumper
27
Left A Pillar
N/S
Left Tail/Stop Turn Signal
Lamp
BK
Left Tweeter (Premium)
Left Visor/Vanity Lamp
BK
Left A-Pillar
25, 26
License Lamps
BK
Rear Bumper
27
8W - 91 - 6
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
Low Note Horn
BK
Front Bumper Right Support
22
Manifold Absolute Pressure
Sensor (V8)
BK
On Throttle Body
7
Manifold Absolute Pressure
Sensor (V10)
BK
Top of Intake Manifold
12
Manifold Air Pressure Sensor
(Diesel)
BK
Rear of Intake Manifold
13
On Steering Column
32
Left Side of Transmission
16
On Shift Lever Arm
N/S
Front of Headliner
25, 26
Oxygen Sensor 1/1 Left Bank
Up (5.9L HD/8.0L)
Left Exhaust Manifold Downpipe
N/S
Oxygen Sensor 1/1 Upstream
(A/T Except 8.0L)
Catalytic Converter Inlet Side
N/S
Oxygen Sensor 1/2
Downstream (A/T Except
8.0L)
Catalytic Converter Outlet Side
N/S
Oxygen Sensor 1/2 Left Bank
Down (California)
Catalytic Converter Outlet Side
N/S
Oxygen Sensor 1/2
Pre-catalyst (8.0L)
Catalytic Converter Inlet Side
N/S
Oxygen Sensor 1/3 Post
Catalyst (8.0L)
Catalytic Converter Outlet Side
N/S
Oxygen Sensor 2/1 Right
Bank Up (5.9L, 5.9HD, 8.0L,
CAL)
Right Exhaust Manifold Downpipe
N/S
Oxygen Sensor 2/2 Right
Bank Down (California)
Catalytic Converter Outlet Side
N/S
Oxygen Sensor 1/1 Left Bank
Up
Left Side of Engine
N/S
Oxygen Sensor 1/1 Upstream
(M/T Except 8.0L)
Catalytic Converter Outlet Side
N/S
Left Side of Transmission
16
Multi-Function Switch
Output Speed Sensor
DKBL
Overdrive Switch
Overhead Console
Park/Neutral Position Switch
BK
BK
Passenger Airbag
At Glove Box
30, 34
Passenger Airbag On/Off
Switch C1
Lower Right Side of Instrument Panel
30, 33
Passenger Airbag On/Off
Switch C2
Lower Right Side of Instrument Panel
30, 33
Passenger Cylinder Lock
Switch
LTGY
In Door
N/S
Passenger Door Ajar Switch
NAT
In Door
N/S
Passenger Door Lock Motor
BK
In Door
N/S
In Door
N/S
Passenger Door Window/
Lock Switch
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 7
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
Passenger Heated Seat
Switch
BL
Center of Instrument Panel
N/S
Passenger Heated Seat
Cushion
Under Seat
N/S
Passenger Lumbar Motor
Under Seat
N/S
Passenger Power Seat Front
Vertical Motor
Under Seat
N/S
Passenger Power Seat
Horizontal Motor
Under Seat
N/S
Passenger Power Seat Rear
Vertical Motor
Under Seat
N/S
Passenger Power Seat
Switch
At Seat
N/S
Passenger Power Window
Motor
In Door
N/S
Power Mirror Switch
Driver Door
24
Power Outlet
BK
Center of I.P.
33
Powertrain Control Module
C1
BK
Right Rear Engine Compartment
1, 3
Powertrain Control Module
C2
WT
Right Rear Engine Compartment
1, 3
Powertrain Control Module
C3
GY
Right Rear Engine Compartment
1, 3
Radio Choke Relay
BK
Instrument Panel Center support
30, 33
Radio C1
GY
Rear of Radio
33
Radio C2
BK
Rear of Radio
33
Radio C3
BK
Instrument Panel Center Support
33
Rear Wheel Speed Sensor
(ABS)
BK
Left Frame Rail, Near Fuel Tank
27, 29
Right Back-Up Lamp
GY
Rear of Lamp
N/S
Right Fog Lamp
WT
Rear of Fog Lamp
N/S
Right Front Door
Speaker(Premium
BK
In Door
N/S
Right Front Door
Speaker(Standard
BK
In Door
N/SN/S
Right Front Fender Lamp
BK
On Fender
27
Right Front Wheel Speed
Sensor (ABS)
BK
Right Fender Side Shield
22
Right Headlamp
BK
At Headlamp
N/S
Right License Lamp
BK
At Rear Bumper
N/S
Right Outboard Clearance
Lamp
BK
Behind Front of Headliner
25
At Headlamp
N/S
Behind Front of Headliner
25
Right Outboard Headlamp
Right Outboard Identification
Lamp
BK
8W - 91 - 8
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/
NUMBER
COLOR
LOCATION
FIG.
Right Park/Turn Signal Lamp
BK
At Lamp
N/S
Right Power Mirror
BK
In Door
N/S
Right Rear Fender Lamp
BK
On Fender
27
Right Rear Speaker
BK
Bottom of Right B Pillar
23
Right Remote Radio Switch
Steering Wheel
N/S
Right Speed Control Switch
Steering Wheel
N/S
At Rear Bumper
27
Right A Pillar
N/S
Right Tail/Stop Turn Signal
Lamp
BK
Right Tweeter (Premium)
Right Visor/Vanity Lamp
BK
Right A-Pillar
N/S
Seat Belt Switch
BK
Above Left Rear Speaker
23
Seat Heat Interface Module
BK
Under Seat
N/S
Tailgate Lamp
On Tailgate
27
Throttle Position Sensor
(Gas)
Throttle Body
7, 12
Trailer Tow Connector
BK
On Trailer Hitch
27
Transmission Range Sensor
BK
Left side of Transmission
N/S
Transmission Solenoid
Assembly
BK
Side of Transmission
16
Under Hood Lamp
BK
Underside of Hood
20
Vehicle Speed Control Servo
BK
Below Battery
21
Washer Fluid Level Switch
BK
At Reservoir
21
Water In Fuel Sensor (Diesel)
BK
Bottom of Fuel Filter/Water Separator
13
Windshield Washer Pump
BK
Bottom of Washer Fluid Reservior
21
Wiper Motor
BK
Center Rear Engine Compartment
18
GROUNDS
GROUND
NUMBER
LOCATION
FIG.
G100
Left Fender Side Shield
21
G101
Left Fender Side Shield
21
G102
Left Fender Side Shield (RWAL Ground)
N/S
G103
Near T/O for Wiper Motor
18
G105
Front of Engine (Engine Ground)
7, 8, 12
G107 (Diesel)
Left Rear of Engine
13
G113 (Diesel)
Primary Battery Engine Ground
N/S
G114
Battery Engine Ground
N/S
G115 (Diesel)
Primary Battery Body Ground
N/S
G116
Battery Frame Ground
N/S
G117 (Diesel)
Auxilary Battery Engine Ground
N/S
G118 (Diesel)
Primary Frame Ground
N/S
G120 (Diesel)
Auxilary Battery Body Ground
N/S
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 9
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
GROUND
NUMBER
LOCATION
FIG.
G200
Left Cowl
32
G201
Instrument Panel Right Center Support
30, 33
G300
Left Lower Cowl
25
G301
Below Left Rear Speaker
23
G302
At Overhead Console
25
SPLICES
SPLICE
NUMBER
LOCATION
FIG.
S100
Engine Harness Near T/O to Oil Pressure Sensor
7
S102
Headlamp and Dash Harness, Near T/O to Right Park/Turn Lamp
22
S103
Headlamp and Dash Harness, Near T/O to Left Park/Turn Lamp
N/S
S104
Headlamp and Dash Harness, Near T/O to Left Front Headlamp
N/S
S105
Headlamp and Dash Harness, In Power Distribution Center
19
S106
Headlamp and Dash Harness, In Power Distribution Center
19
S107
Headlamp and Dash Harness, Near Left Wheel Speed Sensor
19
S108
Headlamp and Dash Harness, Near Daytime Running Lamp Module
19
S109
Battery Harness, In T/O for Engine and Transmission Ground
N/S
S110
Headlamp and Dash Harness, Near Left Wheel Speed Sensor
19
S111
Transmission Harness Near T/O to A/C Low Pressure Switch
4
S112
Headlamp and Dash Harness, Near Antilock Brake Controller
19
S113
Headlamp and Dash Harness, Near Antilock Brake Controller
19
S114
Headlamp and Dash Harness, In T/O to Chassis Harness
19
S116(V8)
Engine Harness, Near T/O to Fuel Injectors
2
S116 (V10)
Engine Harness Rear of Engine
2, 9
S116 (Diesel)
Transmission Harness, In T/O to Power Distribution Center
4
S117 (V8)
Engine Harness, Near T/O to Fuel Injectors
2
S117 (V10)
Engine Harness, Near T/O to fuel Injector No. 8
2, 9
S118 (V8)
Engine Harness, Near T/O to Fuel Injectors
2
S118 (V10)
Engine Harness, Rear of Engine
2, 9
S119 (V8)
Engine Harness, Near T/O to Fuel Injectors
2
S119 (V10)
Engine Harness, Rear of Engine
2, 9
S120 (V8)
Engine Harness, Near T/O to Fuel Injectors
2
S120 (V10)
Engine Harness, Rear of Engine
2, 9, 17
S120 (Diesel)
Transmission Harness, Near T/O to A/C Low Pressure Switch
4
S121 (V8)
Engine Harness, Near T/O to Fuel Injector No. 5
7
S121 (V10)
Engine Harness, Near T/O to Fuel Injector No. 7
9
S122 (V8)
Engine Harness, Top of Transmission
6
S122 (V10)
Engine Harness, In T/O to Transmission
N/S
S123 (V8)
Engine Harness, Near T/O to Fuel Injector No. 3
7
S123 (V10)
Engine Harness, Near T/O to Fuel Injector No. 3
9
8W - 91 - 10
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
SPLICE
NUMBER
LOCATION
FIG.
S124 (V8)
Engine Harness, Top of Transmission
6
S124 (V10)
Engine Harness, In T/O to Transmission
N/S
S126 (V8)
Engine Harness, Near T/O to Fuel Injector No. 1
7
S126 (V10)
Engine Harness, Near T/O to Engine Ground
9, 17
S126 (Diesel)
Transmission Harness, Near T/O to Powertrain Control Module
4
S127 (V8)
Engine Harness, on Top of Transmission
6
S127 (V10)
Engine Harness, Near T/O to Transmission
17
S127 (Diesel)
Transmission Harness, Near T/O to A/C Low Pressure Switch
4
S128 (Diesel)
Transmission Harness, Near T/O to Power Distribution Center
4
S130 (V8)
Engine Harness, Near T/O to Oil Pressure Sensor
7
S131 (V10)
Engine Harness, Rear of Engine
9
S134
Fog Lamp Harness, In T/O to Right Fog Lamp
N/S
S136
Fog Lamp Harness, In T/O to Right Fog Lamp
N/S
S141
Headlamp and Dash Harness, Near T/O to Joint Connector No. 3
22
S143
Headlamp and Dash Harness, Near T/O to Power Distribution
Center
19
S144
Headlamp and Dash Harness, Near T/O to Joint Connector No. 3
22
S150
Front Bumper Right Support
22
S151
Left Front Engine Compartment
21
S152
Near Left Front Wheel Speed Sensor
S160 (Diesel)
Engine Harness, Near Fuel Transfer Pump
N/S
S161 (Diesel)
Transmission Harness, In T/O to Power Distribution Center
4
S164 (Diesel)
Engine Harness, Near Fuel Transfer Pump
N/S
S165 (Diesel)
Engine Harness, Near Engine Control Module
N/S
S166 (Diesel)
Engine Harness, Near Engine Control Module
N/S
S167 (Diesel)
Engine Harness, Near Fuel Transfer Pump
N/S
S168 (Diesel)
Engine Harness, Near T/O to Engine Coolant Temoerature Sensor
N/S
S170 (Diesel)
Engine Harness, In T/O to Engine Control Module
N/S
S171
Transmission Harness, In T/O to Power Distribution Cente
4
S172 (Diesel)
Transmission Harness, Near T/O to A/C Low Pressure Switch
4
S173 (Diesel)
Transmission Harness, Near T/O to A/C Low Pressure Switch
4
S174 (Diesel)
Transmission Harness, In T/O to Power Distribution Center
4
S175
Transmission Harness, In T/O to Power Distribution Center
4
S176
Headlamp and Dash Harness, In Power Distribution Center
19
S177
Headlamp and Dash Harness, In T/O to Daytime Running Lamps
Module
19
S179
Transmission Harness, In T/O to Power Distribution Center
4
S180
Headlamp and Dash Harness, Near Intake Air Heater Relay
22
S181
Headlamp and Dash Harness, Near Intake Air Heater Relay
22
S182
Headlamp and Dash Harness, In T/O to Daytime Running Lamps
Module
19
S183
Headlamp and Dash Harness, In Power Distribution Center
19
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 11
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
SPLICE
NUMBER
LOCATION
FIG.
S184 (Diesel)
Engine Harnes, in T/O to Engine Control Module
N/S
S202
Instrument Panel Harness, Near Overdrive Switch
31
S203
Instrument Panel Harness, Near Overdrive Switch
31
S204
instrument Panel Harness, In T/O to Cup Holder Lamp
31
S207
Instrument Panel Harness, Near Blower Motor
31
S209
Steering Wheel Harness, Near Remote Radio Switch
N/S
S210
Steering Wheel Harness, Near Remote Radio Switch
N/S
S300
Body Harness, Left Side Instrument Panel
36
S301
Body Harness, Left Side Instrument Panel
36
S302
Body Harness, Left Side Instrument Panel
36
S303
Body Harness, Left Side Instrument Panel
36
S304
Body Harness, Left Side Instrument Panel
36
S305
Body Harness, Right Side Instrument Panel
N/S
S306
Body Harness, Left Side Instrument Panel
36
S307
Body Harness, Left Cowl
36
S308
Body Harness, Left Cowl
36
S310
At Left Body Ground
N/S
S311
At Left Body Ground
N/S
S313
Left Rear Frame Rail
28
S314
Left Rear Frame Rail
N/S
S315
Left Rear Frame Rail
N/S
S316
Left Rear Frame Rail
28
S317
Left Rear Frame Rail
28
S318
In T/O to Trailer Tow
28
S319
In T/O to Left Rear Lamps
28
S320
In T/O to Trailer Tow
28
S321
In T/O to Left Rear Lamps
28
S322
Overhead Console Harness, At Roof Lamps
26
S323
Overhead Console Harness, At Roof Lamps
26
S324
Overhead Console Harness, At Roof Lamps
26
S325
Overhead Console Harness, At Roof Lamps
26
S326
Overhead Console Harness, At Roof Lamps
26
S327
Power Seat Harness, Near Switch
N/S
S328
Power Seat Harness, Near T/O to Body Wiring
N/S
S329
Door Harness, Near Left Door Near Grommet
N/S
S330
Door Harness, Near Right Door Near Grommet
N/S
S331
Chassis Harness, Near T/O to Fuel Pump Module
28
S332
Body Harness, Left Side Instrument Panel
36
S333
Power Seat Harness, Near T/O to Passenger Seat Jumper
N/S
S335
Power Seat harness, Near T/O to Body Wiring
N/S
S336
Power Seat Harness, Under Passenger Seat
N/S
8W - 91 - 12
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
SPLICE
NUMBER
LOCATION
FIG.
S337
Power Seat Harness, Under Passenger Seat
N/S
S340
Overhead Console Harness, At Roof Lamps
26
S401
Tail/Stop/Turn and Back-up Lamp Harness, Near T/O to Left
Back-up Lamp
N/S
S402
Tail/Stop/Turn and Back-up Lamp Harness, Near T/O to Right
Back-up Lamp
N/S
S404
Fender Lamp Harness, Near T/O to Tailgate Lamp
N/S
S406
Fender Lamp Harness, Near T/O to Tailgate Lamp
N/S
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 1 ENGINE COMPARTMENT (GAS )
Fig. 2 DASH PANEL (GAS ENGINES)
8W - 91 - 13
8W - 91 - 14
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 3 ENGINE COMPARTMENT (DIESEL ENGINE)
Fig. 4 DASH PANEL (DIESEL ENGINE)
BR/BE
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 5 5.9 LITER ENGINE
Fig. 6 5.9 LITER ENGINE
8W - 91 - 15
8W - 91 - 16
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 7 5.9 LITER ENGINE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 17
Fig. 8 8.0 LITER ENGINE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 18
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 9 8.0 LITER ENGINE
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 10 GENERATOR (GAS ENGINE)
Fig. 11 GENERATOR (DIESEL ENGINE)
8W - 91 - 19
8W - 91 - 20
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 12 IGNITION COIL (GAS ENGINE)
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 21
Fig. 13 DIESEL COMPONENTS
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 22
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 14 ACCELERATOR PEDAL POSITION SENSOR
Fig. 15 ENGINE CONTROL MODULE
BR/BE
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 23
Fig. 16 TRANSMISSION CONNECTORS
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 24
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 17 LEFT SIDE TRANSMISSION 8.0 LITER ENGINE
BR/BE
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 25
Fig. 18 LEFT SIDE ENGINE COMPARTMENT
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 26
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 19 LEFT SIDE ENGINE COMPARTMENT
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 20 UNDER HOOD
8W - 91 - 27
8W - 91 - 28
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 21 UNDER HOOD
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 29
Fig. 22 RIGHT FENDER SHIELD
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 30
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 23 CENTER HIGH MOUNTED STOP LAMP
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 31
Fig. 24 DOOR
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 32
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 25 OVERHEAD CONSOLE
BR/BE
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 26 OVERHEAD CONSOLE
8W - 91 - 33
8W - 91 - 34
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 27 TAIL LAMPS
BR/BE
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 28 CHASSIS
Fig. 29 FRAME RAIL
8W - 91 - 35
8W - 91 - 36
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 30 INSTRUMENT PANEL
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 37
Fig. 31 INSTRUMENT PANEL
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 38
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 32 STEERING COLUMN
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 39
Fig. 33 INSTRUMENT PANEL
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 40
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
BR/BE
Fig. 34 INSTRUMENT PANEL
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
BR/BE
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
8W - 91 - 41
Fig. 35 LEFT COWL
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
8W - 91 - 42
8W-91 CONNECTOR/GROUND/SPLICE LOCATION
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
Fig. 36 LEFT COWL PANEL
BR/BE
BR/BE
8W-97 POWER DISTRIBUTION
8W - 97 - 1
8W-97 POWER DISTRIBUTION
TABLE OF CONTENTS
page
POWER DISTRIBUTION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
POWER DISTRIBUTION SYSTEMS . . . . . .
CIGAR LIGHTER OUTLET
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CIGAR LIGHTER
OUTLET
..........................
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CIRCUIT BREAKER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CIRCUIT
BREAKER . . . . . . . . . . . . . . . . . . . . . . . . .
GENERATOR CARTRIDGE FUSE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
IOD FUSE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
JUNCTION BLOCK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - JUNCTION
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
...1
...1
...2
...2
...2
...2
...3
...4
...4
...4
.
.
.
.
.
.
.
.
.4
.4
.4
.4
.
.
.
.
.
.
.
.
.5
.5
.6
.6
...6
...7
...7
...7
...8
POWER DISTRIBUTION
DESCRIPTION
This group covers the various standard and
optional power distribution components used on this
model. The power distribution system for this vehicle
consists of the following components:
• Power Distribution Center (PDC)
• Junction Block (JB).
The power distribution system also incorporates
various types of circuit control and protection features, including:
• Automatic resetting circuit breakers
• Blade-type fuses
page
POWER DISTRIBUTION CENTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
POWER OUTLET
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING - POWER OUTLET . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
HORN RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - HORN RELAY . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
HEADLAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
MICRO-RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DIAGNOSIS AND TESTING - MICRO-RELAY
. . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DIAGNOSIS AND TESTING - RELAY . . . . . . . . . 15
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
• Cartridge fuses
• Circuit splice blocks
• Flashers
• Relays.
Following are general descriptions of the major
components in the power distribution system. See the
owner’s manual in the vehicle glove box for more
information on the features and use of all of the
power distribution system components. Refer to Wiring Diagrams for complete circuit diagrams for the
various power distribution system components.
OPERATION
The power distribution system for this vehicle is
designed to provide safe, reliable, and centralized dis-
8W - 97 - 2
8W-97 POWER DISTRIBUTION
BR/BE
POWER DISTRIBUTION (Continued)
tribution points for the electrical current required to
operate all of the many standard and optional factory-installed electrical and electronic powertrain,
chassis, safety, security, comfort and convenience systems. At the same time, the power distribution system was designed to provide ready access to these
electrical distribution points for the vehicle technician to use when conducting diagnosis and repair of
faulty circuits. The power distribution system can
also prove useful for the sourcing of additional electrical circuits that may be required to provide the
electrical current needed to operate many accessories
that the vehicle owner may choose to have installed
in the aftermarket.
SPECIAL TOOLS
POWER DISTRIBUTION SYSTEMS
Terminal Pick Kit 6680
CIGAR LIGHTER OUTLET
DESCRIPTION
A cigar lighter is standard equipment on this
model. The cigar lighter is installed in the instrument panel next to the ash receiver, which is located
near the center of the instrument panel, below the
radio. The cigar lighter base is secured by a snap fit
within the instrument panel.
The cigar lighter knob and heating element unit,
and the cigar lighter receptacle unit are available for
service. These components cannot be repaired and, if
faulty or damaged, they must be replaced.
OPERATION
The cigar lighter consists of two major components:
a knob and heating element unit, and the cigar
lighter base or receptacle shell. The receptacle shell
is connected to ground, and an insulated contact in
the bottom of the shell is connected to battery current. The cigar lighter receives battery voltage from a
fuse in the junction block only when the ignition
switch is in the Accessory or On positions.
The knob and heating element are encased within
a spring-loaded housing, which also features a sliding
protective heat shield. When the knob and heating
element are inserted in the receptacle shell, the heating element resistor coil is grounded through its
housing to the receptacle shell. If the cigar lighter
knob is pushed inward, the heat shield slides up
toward the knob exposing the heating element, and
the heating element extends from the housing toward
the insulated contact in the bottom of the receptacle
shell.
Two small spring-clip retainers are located on
either side of the insulated contact inside the bottom
of the receptacle shell. These clips engage and hold
the heating element against the insulated contact
long enough for the resistor coil to heat up. When the
heating element is engaged with the contact, battery
current can flow through the resistor coil to ground,
causing the resistor coil to heat.
When the resistor coil becomes sufficiently heated,
excess heat radiates from the heating element causing the spring-clips to expand. Once the spring-clips
expand far enough to release the heating element,
the spring-loaded housing forces the knob and heating element to pop back outward to their relaxed
position. When the cigar lighter knob and element
are pulled out of the receptacle shell, the protective
heat shield slides downward on the housing so that
the heating element is recessed and shielded around
its circumference for safety.
DIAGNOSIS AND TESTING - CIGAR LIGHTER
OUTLET
For complete circuit diagrams, refer to Cigar
Lighter in Wiring Diagrams.
WARNING: REFER TO THE PASSIVE RESTRAINT
SECTION OF THE SERVICE MANUAL BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Check the fused ignition switch output (run/accessory) fuse in the junction block. If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/accessory) fuse in the junction block. If
OK, go to Step 3. If not OK, repair the open fused
BR/BE
8W-97 POWER DISTRIBUTION
8W - 97 - 3
CIGAR LIGHTER OUTLET (Continued)
ignition switch output (run/accessory) circuit to the
ignition switch as required.
(3) Turn the ignition switch to the Off position.
Remove the cigar lighter knob and element from the
cigar lighter receptacle. Check for continuity between
the inside circumference of the cigar lighter receptacle and a good ground. There should be continuity. If
OK, go to Step 4. If not OK, go to Step 5.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the insulated contact
located at the back of the cigar lighter receptacle. If
OK, replace the faulty cigar lighter knob and element. If not OK, go to Step 5.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the cigar lighter receptacle from the instrument panel and disconnect the wire harness connector. Check for continuity between the ground circuit
cavity of the cigar lighter wire harness connector and
a good ground. There should be continuity. If OK, go
to Step 6. If not OK, repair the open ground circuit to
ground as required.
(6) Connect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run/accessory) circuit cavity of the cigar lighter wire harness connector. If OK, replace the faulty cigar lighter
receptacle. If not OK, repair the open fused ignition
switch output (run/accessory) circuit to the junction
block fuse as required.
Fig. 1 Cigar Lighter and Power Outlet - Typical
1
2
3
4
5
-
RECEPTACLE BASE
KNOB & ELEMENT
MOUNT
WIRE HARNESS CONNECTOR
POWER OUTLET
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Pull the cigar lighter knob and element out of
the cigar lighter receptacle base, or unsnap the protective cap from the power outlet receptacle base
(Fig. 1).
(3) Look inside the cigar lighter or power outlet
receptacle base and note the position of the rectangular retaining bosses of the mount that secures the
receptacle base to the instrument panel (Fig. 2).
(4) Insert a pair of external snap ring pliers into
the cigar lighter or power outlet receptacle base and
engage the tips of the pliers with the retaining
bosses of the mount.
(5) Squeeze the pliers to disengage the mount
retaining bosses from the receptacle base and, using
a gentle rocking motion, pull the pliers and the
receptacle base out of the mount.
(6) Pull the receptacle base away from the instrument panel far enough to access the instrument
panel wire harness connector.
(7) Disconnect the instrument panel wire harness
connector from the cigar lighter or power outlet
receptacle base connector receptacle.
Fig. 2 Cigar Lighter and Power Outlet Remove/
Install
1
2
3
4
5
6
7
-
KNOB AND ELEMENT
RETAINING BOSSES-ENGAGE PLIERS HERE
BASE
PARTIALLY REMOVED
EXTERNAL SNAP-RING PLIERS
MOUNT
BASE
8W - 97 - 4
8W-97 POWER DISTRIBUTION
BR/BE
CIGAR LIGHTER OUTLET (Continued)
(8) Remove the cigar lighter or power outlet mount
from the instrument panel.
INSTALLATION
(1) Reconnect the instrument panel wire harness
connector to the cigar lighter or power outlet receptacle base connector receptacle.
(2) Install the cigar lighter or power outlet mount
into the instrument panel.
(3) Align the splines on the outside of the cigar
lighter or power outlet receptacle base connector
receptacle with the grooves on the inside of the
mount.
(4) Press firmly on the cigar lighter or power outlet receptacle base until the retaining bosses of the
mount are fully engaged in their receptacles.
(5) Install the cigar lighter knob and element into
the cigar lighter receptacle base, or the protective cap
into the power outlet receptacle base.
(6) Reconnect the battery negative cable.
CIRCUIT BREAKER
DESCRIPTION
Automatic resetting circuit breakers are used to
protect a system circuit from a short circuit or overload. Some examples of his condition can be caused
by an obstructed or stuck seat adjuster or power window motor.
The circuit breaker cannot be repaired and, if
faulty or damaged, it must be replaced.
DIAGNOSIS AND TESTING - CIRCUIT BREAKER
For circuit descriptions and diagrams, refer to Wiring Diagrams.
(1) Locate the correct circuit breaker in the junction block. Pull out the circuit breaker slightly, but
be certain that the circuit breaker terminals still contact the terminals in the junction block cavities.
(2) Connect the negative lead of a 12-volt DC voltmeter to a good ground.
(3) With the voltmeter positive lead, check both
terminals of the circuit breaker for battery voltage.
If only one terminal has battery voltage, the circuit
breaker is faulty and must be replaced. If neither terminal has battery voltage, repair the open circuit
from the Power Distribution Center (PDC) as
required.
GENERATOR CARTRIDGE
FUSE
DESCRIPTION
A 140 ampere generator cartridge fuse is used on
this model. The generator cartridge fuse is similar to
other cartridge fuses found in the Power Distribution
Center (PDC). This fuse has a color-coded plastic
housing and a clear plastic fuse conductor inspection
cover like other cartridge fuses, but has a higher current rating and is connected and secured with screws
instead of being pushed onto male spade-type terminals. The generator cartridge fuse cannot be repaired
and, if faulty or damaged, it must be replaced.
OPERATION
The generator cartridge fuse is secured between
the two B(+) terminal stud connection bus bars
within the Power Distribution Center (PDC). This
fuse protects the vehicle electrical system from damage that could be caused by excessive charging system output and/or excessive electrical system current
levels resulting from a faulty generator or faulty
charging system control circuits. If the current rating
of the fuse is exceeded, the fuse conductor melts to
open the generator output circuit connection to the
PDC. If a generator cartridge fuse fails, be certain to
completely inspect and test the vehicle charging system before replacing the fuse and returning the vehicle to service. Refer to Charging System for the
charging system diagnostic procedures. Refer to Wiring Diagrams for the location of complete PDC circuit diagrams.
REMOVAL
If a generator cartridge fuse fails, be certain to
inspect and test the vehicle charging system before
replacing the cartridge fuse and returning the vehicle
to service. Refer to Charging System in the index of
this service manual for the charging system diagnostic procedures.
(1) Disconnect and isolate the battery negative
cable.
(2) Unlatch and remove the cover from the Power
Distribution Center (PDC).
(3) Remove the two screws that secure the generator cartridge fuse to the two B(+) terminal stud bus
bars within the PDC.
(4) Remove the generator cartridge fuse from the
PDC.
INSTALLATION
If a generator cartridge fuse fails, be certain to
inspect and test the vehicle charging system before
replacing the cartridge fuse and returning the vehicle
8W-97 POWER DISTRIBUTION
BR/BE
8W - 97 - 5
GENERATOR CARTRIDGE FUSE (Continued)
to service. Refer to Charging System in the index of
this service manual for the charging system diagnostic procedures.
(1) Position the generator cartridge fuse onto the
two B(+) terminal stud bus bars within the PDC.
(2) Install and tighten the two screws that secure
the generator cartridge fuse to the two B(+) terminal
stud bus bars within the PDC. Tighten the screws to
3.4 N·m (30 in. lbs.).Be certain that both screws
are tightened to the proper torque value.
(3) Install and latch the cover onto the PDC.
(4) Reconnect the battery negative cable.
IOD FUSE
DESCRIPTION
secured to the instrument panel side of the access
panel to ensure proper fuse identification. The IOD
fuse is a 10 ampere mini blade-type fuse. The fuse is
secured within a black molded plastic fuse holder
and puller unit that serves both as a tool for disconnecting and reconnecting the fuse in its junction
block cavity, and as a fuse holder that conveniently
stores the fuse in the same junction block cavity after
it has been disconnected.
CIRCUITS INCLUDED WITH IOD FUSE
•
•
•
•
•
•
•
•
•
Cargo Lamp
CHMSL
Diagnostic Connector
Dome Lamp
Glove Box Lamp
Map/Reading Lamps
Power Mirrors
Radio
Under Hood Lamp
OPERATION
Fig. 3 Ignition-Off Draw Fuse
1 - JUNCTION BLOCK
2 - IGNITION-OFF DRAW FUSE AND HOLDER
3 - LEFT INSTRUMENT PANEL END BRACKET
All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse (Fig. 3) that is disconnected within
the Junction Block when the vehicle is shipped from
the factory. Dealer personnel are to reconnect the
IOD fuse in the junction block as part of the preparation procedures performed just prior to new vehicle
delivery.
The left end of the instrument panel cover has a
snap-fit fuse access panel that can be removed to provide service access to the fuses in the junction block.
A finger recess is molded into the access panel for
easy removal. An adhesive-backed fuse layout map is
The term ignition-off draw identifies a normal condition where power is being drained from the battery
with the ignition switch in the Off position. The IOD
fuse feeds the memory and sleep mode functions for
some of the electronic modules in the vehicle as well
as various other accessories that require battery current when the ignition switch is in the Off position,
including the clock. The only reason the IOD fuse is
disconnected is to reduce the normal IOD of the vehicle electrical system during new vehicle transportation and pre-delivery storage to reduce battery
depletion, while still allowing vehicle operation so
that the vehicle can be loaded, unloaded and moved
as needed by both vehicle transportation company
and dealer personnel.
The IOD fuse is disconnected from JB fuse cavity
12 when the vehicle is shipped from the assembly
plant. Dealer personnel must reconnect the IOD fuse
when the vehicle is being prepared for delivery in
order to restore full electrical system operation. Once
the vehicle is prepared for delivery, the IOD function
of this fuse becomes transparent and the fuse that
has been assigned the IOD designation becomes only
another Fused B(+) circuit fuse. The IOD fuse serves
no useful purpose to the dealer technician in the service or diagnosis of any vehicle system or condition,
other than the same purpose as that of any other
standard circuit protection device.
The IOD fuse can be used by the vehicle owner as
a convenient means of reducing battery depletion
when a vehicle is to be stored for periods not to
exceed about thirty days. However, it must be
remembered that disconnecting the IOD fuse will not
eliminate IOD, but only reduce this normal condition.
8W - 97 - 6
8W-97 POWER DISTRIBUTION
BR/BE
IOD FUSE (Continued)
If a vehicle will be stored for more than about thirty
days, the battery negative cable should be disconnected to eliminate normal IOD; and, the battery
should be tested and recharged at regular intervals
during the vehicle storage period to prevent the battery from becoming discharged or damaged. Refer to
the Battery section of the service manual for the
location of additional service information covering
the battery.
REMOVAL
The Ignition-Off Draw (IOD) fuse is disconnected
from Junction Block (JB) fuse cavity 12 when the
vehicle is shipped from the assembly plant. Dealer
personnel must reconnect the IOD fuse when the
vehicle is being prepared for delivery in order to
restore full electrical system operation.
INSTALLATION
The Ignition-Off Draw (IOD) fuse is disconnected
from Junction Block (JB) fuse cavity 12 when the
vehicle is shipped from the assembly plant. Dealer
personnel must reconnect the IOD fuse when the
vehicle is being prepared for delivery in order to
restore full electrical system operation.
(1) Turn the ignition switch to the Off position.
(2) To install the IOD fuse, use a thumb to press
the IOD fuse holder unit in fuse cavity 12 firmly into
the JB.
(3) Install the fuse access panel by snapping it
onto the left outboard end of the instrument panel.
JUNCTION BLOCK
DESCRIPTION
Fig. 4 Ignition-Off Draw Fuse
1 - JUNCTION BLOCK
2 - IGNITION-OFF DRAW FUSE AND HOLDER
3 - LEFT INSTRUMENT PANEL END BRACKET
(1) Turn the ignition switch to the Off position.
(2) Remove the fuse access panel by unsnapping it
from the left outboard end of the instrument panel.
(3) Grasp the upper and lower tabs of the IOD
fuse holder unit in fuse cavity 12 (Fig. 4) of the JB
between the thumb and forefinger and pull the unit
firmly outward.
(4) Install the fuse access panel by snapping it
onto the left outboard end of the instrument panel.
Fig. 5 Junction Block Location
1 - JUNCTION BLOCK
2 - FUSE ACCESS PANEL
An electrical Junction Block (JB) is concealed
behind the left outboard end of the instrument panel
cover (Fig. 5). The JB combines the functions previously provided by a separate fuseblock module and
relay center, serves to simplify and centralize numerous electrical components, and to distribute electrical
current to many of the accessory systems in the vehicle. It also eliminates the need for numerous splice
connections and serves in place of a bulkhead connec-
BR/BE
8W-97 POWER DISTRIBUTION
8W - 97 - 7
JUNCTION BLOCK (Continued)
tor between many of the engine compartment, instrument panel, and body wire harnesses. The JB houses
up to nineteen blade-type fuses (two standard-type
and seventeen mini-type), up to two blade-type automatic resetting circuit breakers, the electronic combination turn signal and hazard warning flasher, and
one International Standards Organization (ISO)
micro-relay.
The molded plastic JB housing has integral mounting brackets that are secured with two screws to the
left instrument panel end bracket. The left end of the
instrument panel cover has a snap-fit fuse access
panel that can be removed for service of the JB. A
fuse puller and spare fuse holders are located on the
back of the fuse access cover, as well as an adhesivebacked fuse layout map to ensure proper fuse identification.
The JB unit cannot be repaired and is only serviced as an assembly. If any internal circuit or the JB
housing is faulty or damaged, the entire JB unit
must be replaced.
OPERATION
All of the circuits entering and leaving the JB do
so through up to nine wire harness connectors, which
are connected to the JB through integral connector
receptacles molded into the JB housing. Internal connection of all of the JB circuits is accomplished by an
intricate combination of hard wiring and bus bars.
Refer to Wiring Diagrams for the location of complete JB circuit diagrams.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access bezel from the instrument panel.
(3) Remove the steering column cover (Refer to 23
- BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(4) Remove the hood release handle retaining
screws and position the handle assembly out of the
way.
(5) Remove the lower knee blocker from the instrument panel.
(6) Pull drivers side carpet down, out of the way.
(7) Remove the parking brake switch connector,
release linkage and retaining fasteners and position
the assembly out the drivers door opening.
(8) Remove the electrical ground connections,
located behind park brake mounting location.
(9) Remove the two junction block retaining
screws. To access the upper retaining screw a 15 inch
long #2 Phillips screwdriver will be required. Access
the upper screw through hole in dash support brace.
(10) Reach through the outboard side of the instrument panel steering column opening to access and
disconnect all of the wire harness connectors from
the Junction Block (JB) connector receptacles (Fig.
6).
DIAGNOSIS AND TESTING - JUNCTION BLOCK
The junction block does not incorporate any self
diagnostic capability. Most of the electrical circuits
incorporated into the vehicle must pass through the
junction block at one point or another. The most efficient means of diagnosing a suspected junction block
problem involves a simple continuity tester or ohm
meter. Using the Wiring Diagrams as a guide trace
the problem circuit to the proper junction block cavity and test all circuits in the effected circuit for
proper continuity. A open or high resistance circuit is
a sign of a problem. Some other possible junction
block problems to look for are:
• Loose fuse receptacle terminals.
• Loose relay / circuit breaker receptacle terminals.
• Bent or distorted electrical circuit pins.
• Incorrect size fuse installed in junction block
fuse cavity.
• Dark areas identifying a source of excess heat.
• Defective fuse, relay or circuit breaker installed
in junction block cavity.
Fig. 6 Junction Block Remove/Install
1 - I.P. End Bracket
2 - Junction Block
3 - Screws
8W - 97 - 8
8W-97 POWER DISTRIBUTION
BR/BE
JUNCTION BLOCK (Continued)
(11) Remove the junction block from under the
instrument panel.
INSTALLATION
NOTE: If the Junction Block (JB) is being replaced
with a new unit, be certain to transfer each of the
fuses, circuit breakers and relays from the faulty JB
to the proper cavities of the replacement JB. Refer
to Junction Block in the index of this service manual for the location of complete circuit diagrams
and cavity assignments for the JB.
(1) Position the junction block under the instrument panel.
(2) Connect all of the wire harness connectors on
the Junction Block (JB) connector receptacles.
(3) Install the two junction block retaining screws.
(4) Install the electrical ground connections,
located behind park brake mounting location.
(5) Install the parking brake switch connector,
release linkage and retaining fasteners.
(6) Reposition drivers side carpet.
(7) Install the lower knee blocker on the instrument panel.
(8) Install the hood release handle retaining
screws.
(9) Install the steering column cover.
(10) Install the fuse access bezel on the instrument
panel.
(11) Connect the battery negative cable.
POWER DISTRIBUTION
CENTER
DESCRIPTION
All of the electrical current distributed throughout
this vehicle is directed through the standard equipment Power Distribution Center (PDC) (Fig. 7). The
molded plastic PDC housing is located in the left
front corner of the engine compartment, just behind
the battery. The PDC houses the generator cartridge
fuse and up to twelve maxi-type cartridge fuses,
which replace all in-line fusible links. The PDC also
houses up to thirteen blade-type fuses (two standardtype and eleven mini-type), up to seventeen International Standards Organization (ISO) relays (five
standard-type and twelve micro-type), two joint connectors (one eighteen-way and one twenty-eight-way),
a forty-three-way engine wire harness in-line connector and a fuse puller.
The PDC housing is secured in the engine compartment on the outboard side with two screws to the left
front inner fender shield, and with a screw on the
inboard side to the left front inner wheel house. The
Fig. 7 Power Distribution Center Location
1 - POWER DISTRIBUTION CENTER
PDC housing has a molded plastic cover that
includes two integral latches, one on each side. The
PDC cover is easily opened and removed for service
access and has a convenient adhesive-backed fuse
and relay layout map affixed to the inside surface of
the cover to ensure proper component identification.
The PDC unit cannot be repaired and is only serviced as a unit with the headlamp and dash wire
harness. If the internal circuits or the PDC housing
are faulty or damaged, the headlamp and dash wire
harness unit must be replaced.
OPERATION
All of the current from the battery and the generator output enters the PDC through two cables with
eyelets that are secured with nuts to the two B(+)
terminal studs located just inside the inboard end of
the PDC housing. The PDC cover is unlatched and
removed to access the battery and generator output
connection B(+) terminal studs, the fuses, the relays,
the joint connectors and the engine wire harness inline connector. Internal connection of all of the PDC
circuits is accomplished by an intricate combination
of hard wiring and bus bars. Refer to Wiring Diagrams for the location of complete PDC circuit diagrams.
REMOVAL
The Power Distribution Center (PDC) is serviced
as a unit with the headlamp and dash wire harness.
If any internal circuit of the PDC or the PDC hous-
BR/BE
8W-97 POWER DISTRIBUTION
8W - 97 - 9
POWER DISTRIBUTION CENTER (Continued)
ing is faulty or damaged, the entire PDC and headlamp and dash wire harness unit must be replaced.
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect each of the headlamp and dash wire
harness connectors. Refer to Connector Locations
in Wiring for the location of more information on the
headlamp and dash wire harness connector locations.
(3) Remove all of the fasteners that secure each of
the headlamp and dash wire harness ground eyelets
to the vehicle body and chassis components. Refer to
Connector Locations in Wiring for the location of
more information on the ground eyelet locations.
(4) Disengage each of the retainers that secure the
headlamp and dash wire harness to the vehicle body
and chassis components. Refer to Connector Locations in Wiring for the location of more information
on the headlamp and dash wire harness retainer
locations.
(5) Unlatch and remove the cover from the PDC.
(6) Remove the screw that secures the engine wire
harness in-line connector to the PDC and disconnect
the connector (Fig. 8).
Fig. 9 Battery and Generator Connections to PDC
1
2
3
4
5
-
NUTS
BATTERY POSITIVE CABLE
BATTERY NEGATIVE CABLE
POWER DISTRIBUTION CENTER
CABLE EYELETS
1
2
3
4
5
-
FENDER INNER SHIELD
INNER WHEEL HOUSE
SCREW
SCREW
POWER DISTRIBUTION CENTER
Fig. 8 Engine Wire Harness In-Line Connector
1
2
3
4
-
LEFT FENDER
POWER DISTRIBUTION CENTER
ENGINE WIRE HARNESS IN-LINE CONNECTOR
SCREW
(7) Remove the nut that secures the eyelet of the
battery negative cable generator output take out to
the rearward B(+) terminal stud in the PDC and
remove the eyelet from the stud (Fig. 9).
(8) Remove the nut that secures the eyelet of the
battery positive cable PDC take out to the forward
B(+) terminal stud in the PDC and remove the eyelet
from the stud.
(9) Remove the screw that secures the PDC housing to the left front fender wheel housing (Fig. 10).
Fig. 10 Power Distribution Center
(10) Remove the two screws that secure the PDC
housing to the left front fender inner shield.
(11) Remove the PDC and the headlamp and dash
wire harness from the engine compartment as a unit.
8W - 97 - 10
8W-97 POWER DISTRIBUTION
BR/BE
POWER DISTRIBUTION CENTER (Continued)
INSTALLATION
The Power Distribution Center (PDC) is serviced
as a unit with the headlamp and dash wire harness.
If any internal circuit of the PDC or the PDC housing is faulty or damaged, the entire PDC and headlamp and dash wire harness unit must be replaced.
NOTE: If the PDC is being replaced with a new unit,
be certain to transfer each of the blade-type fuses,
cartridge fuses and relays from the faulty PDC to
the proper cavities of the replacement PDC. Refer
to Power Distribution in the index of this service
manual for the location of complete PDC circuit diagrams and cavity assignments.
(1) Position the PDC and the headlamp and dash
wire harness unit in the engine compartment.
(2) Install and tighten the two screws that secure
the PDC housing to the left front fender inner shield.
Tighten the screws to 8.4 N·m (75 in. lbs.).
(3) Install and tighten the screw that secures the
PDC housing to the left front fender wheel housing.
Tighten the screw to 2.2 N·m (20 in. lbs.).
(4) Install the eyelet of the battery positive cable
PDC take out onto the forward B(+) terminal stud in
the PDC.
(5) Install and tighten the nut that secures the
eyelet of the battery positive cable PDC take out to
the forward B(+) terminal stud in the PDC. Tighten
the nut to 8.4 N·m (75 in. lbs.).
(6) Install the eyelet of the battery negative cable
generator output take out onto the rearward B(+) terminal stud in the PDC.
(7) Install and tighten the nut that secures the
eyelet of the battery negative cable generator output
take out to the rearward B(+) terminal stud in the
PDC. Tighten the nut to 75 in. lbs.
(8) Reconnect the engine wire harness in-line connector to the PDC.
(9) Install and tighten the screw that secures the
engine wire harness in-line connector to the PDC.
Tighten the screw until a distinct audible click is
heard.
(10) Install and latch the cover onto the PDC.
(11) Engage each of the retainers that secure the
headlamp and dash wire harness to the vehicle body
and chassis components. Refer to Connector Locations in Wiring for the location of more information
on the headlamp and dash wire harness retainer
locations.
(12) Install all of the fasteners that secure each of
the headlamp and dash wire harness ground eyelets
to the vehicle body and chassis components. Refer to
Connector Locations in Wiring for the location of
more information on the ground eyelet locations.
(13) Reconnect each of the headlamp and dash
wire harness connectors. Refer to Connector Locations in Wiring for the location of more information
on the headlamp and dash wire harness connector
locations.
(14) Reconnect the battery negative cable.
POWER OUTLET
DESCRIPTION
Two power outlets are installed in the vehicle. One
in the instrument panel next to the cigar lighter and
the other in the right rear quarter trim panel. The
power outlet bases are secured by a snap fit within
the instrument panel or trim panel. A plastic protective cap snaps into the power outlet base when the
power outlet is not being used, and hangs from the
power outlet base mount by an integral bail strap
while the power outlet is in use.
The power outlet receptacle unit and the accessory
power outlet protective cap are available for service.
The power outlet receptacle cannot be repaired and,
if faulty or damaged, it must be replaced.
OPERATION
The power outlet base or receptacle shell is connected to ground, and an insulated contact in the
bottom of the shell is connected to battery current.
The power outlet receives battery voltage from a fuse
in the Junction Block at all times.
While the power outlet is very similar to a cigar
lighter base unit, it does not include the two small
spring-clip retainers inside the bottom of the receptacle shell that are used to secure the cigar lighter
heating element to the insulated contact.
DIAGNOSIS AND TESTING - POWER OUTLET
For complete circuit diagrams, refer to Power
Outlet in Wiring Diagrams.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the battery as
required.
(3) Remove the plastic protective cap from the
power outlet receptacle. Check for continuity between
the inside circumference of the power outlet receptacle and a good ground. There should be continuity. If
OK, go to Step 4. If not OK, go to Step 5.
(4) Check for battery voltage at the insulated contact located at the back of the power outlet receptacle. If not OK, go to Step 5.
BR/BE
8W-97 POWER DISTRIBUTION
8W - 97 - 11
POWER OUTLET (Continued)
(5) Disconnect and isolate the battery negative
cable. Remove the power outlet receptacle from the
instrument panel. Disconnect the wire harness connector from the power outlet receptacle. Check for
continuity between the ground circuit cavity of the
power outlet wire harness connector and a good
ground. There should be continuity. If OK, go to Step
6. If not OK, repair the open ground circuit to ground
as required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
power outlet wire harness connector. If OK, replace
the faulty power outlet receptacle. If not OK, repair
the open fused B(+) circuit to the junction block fuse
as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Pull the cigar lighter knob and element out of
the cigar lighter receptacle base, or unsnap the protective cap from the power outlet receptacle base
(Fig. 11).
Fig. 12 Cigar Lighter and Power Outlet Remove/
Install
1
2
3
4
5
6
7
Fig. 11 Cigar Lighter and Power Outlet - Typical
1
2
3
4
5
-
RECEPTACLE BASE
KNOB & ELEMENT
MOUNT
WIRE HARNESS CONNECTOR
POWER OUTLET
(3) Look inside the cigar lighter or power outlet
receptacle base and note the position of the rectangular retaining bosses of the mount that secures the
receptacle base to the instrument panel (Fig. 12).
(4) Insert a pair of external snap ring pliers into
the cigar lighter or power outlet receptacle base and
engage the tips of the pliers with the retaining
bosses of the mount.
-
KNOB AND ELEMENT
RETAINING BOSSES-ENGAGE PLIERS HERE
BASE
PARTIALLY REMOVED
EXTERNAL SNAP-RING PLIERS
MOUNT
BASE
(5) Squeeze the pliers to disengage the mount
retaining bosses from the receptacle base and, using
a gentle rocking motion, pull the pliers and the
receptacle base out of the mount.
(6) Pull the receptacle base away from the instrument panel far enough to access the instrument
panel wire harness connector.
(7) Disconnect the instrument panel wire harness
connector from the cigar lighter or power outlet
receptacle base connector receptacle.
(8) Remove the cigar lighter or power outlet mount
from the instrument panel.
INSTALLATION
(1) Reconnect the instrument panel wire harness
connector to the cigar lighter or power outlet receptacle base connector receptacle.
(2) Install the cigar lighter or power outlet mount
into the instrument panel.
(3) Align the splines on the outside of the cigar
lighter or power outlet receptacle base connector
receptacle with the grooves on the inside of the
mount.
8W - 97 - 12
8W-97 POWER DISTRIBUTION
BR/BE
POWER OUTLET (Continued)
(4) Press firmly on the cigar lighter or power outlet receptacle base until the retaining bosses of the
mount are fully engaged in their receptacles.
(5) Install the cigar lighter knob and element into
the cigar lighter receptacle base, or the protective cap
into the power outlet receptacle base.
(6) Reconnect the battery negative cable.
HORN RELAY
DESCRIPTION
The horn relay is a International Standards Organization (ISO) micro-relay. The terminal designations
and functions are the same as a conventional ISO
relay. However, the micro-relay terminal orientation
(or footprint) is different, current capacity is lower,
and the relay case dimensions are smaller than those
of the conventional ISO relay.
The horn relay is a electromechanical device that
switches battery current to the horn when the horn
switch or when the high-line or premium Central
Timer Module (CTM) grounds the relay coil. See
Horn Relay in the Diagnosis and Testing section of
this group for more information.
The horn relay is located in the Power Distribution
Center (PDC), in the engine compartment. Refer to
the PDC label for relay identification and location.
If a problem is encountered with a continuously
sounding horn, it can usually be quickly resolved by
removing the horn relay from the PDC until further
diagnosis is completed.
The horn relay cannot be repaired and, if faulty or
damaged, it must be replaced.
DIAGNOSIS AND TESTING - HORN RELAY
The headlamp (or security) relay and the horn
relay are located in the Power Distribution Center
(PDC) in the engine compartment. Each of these
relays can be tested as described in the following procedure, however the circuits they are used in do vary.
To test the relay circuits, refer to the circuit descriptions and diagrams in Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO THE RESTRAINTS SECTION OF
THE SERVICE MANUAL BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Remove the relay (Fig. 13) from the PDC as
described in this group to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, test the relay circuits. If not OK,
replace the faulty relay.
Fig. 13 Relay Terminals
NUMBER
30
85
86
87
87A
TERMINAL LEGEND
IDENTIFICATION
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 14).
(3) Refer to the label on the PDC for horn relay
identification and location.
(4) Unplug the horn relay from the PDC.
INSTALLATION
(1) Install the horn relay by aligning the relay terminals with the cavities in the PDC and pushing the
relay firmly into place.
(2) Install the PDC cover.
(3) Connect the battery negative cable.
(4) Test the relay operation.
8W-97 POWER DISTRIBUTION
BR/BE
8W - 97 - 13
HORN RELAY (Continued)
Fig. 14 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
HEADLAMP RELAY
DESCRIPTION
The headlamp (or security) relay is a International
Standards Organization (ISO) micro-relay. The terminal designations and functions are the same as a conventional ISO relay. However, the micro-relay
terminal orientation (or footprint) is different, current capacity is lower, and the relay case dimensions
are smaller than those of the conventional ISO relay.
The headlamp relay is a electromechanical device
that switches battery current to the headlamps when
the high-line or premium Central Timer Module
(CTM) grounds the relay coil. See Headlamp Relay in
the Diagnosis and Testing section of this group for
more information.
The headlamp (or security) relay is located in the
Power Distribution Center (PDC), in the engine compartment. Refer to the PDC label for relay identification and location.
The headlamp relay cannot be repaired and, if
faulty or damaged, it must be replaced.
Fig. 15 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
(2) Install the PDC cover.
(3) Connect the battery negative cable.
(4) Test the relay operation.
MICRO-RELAY
DESCRIPTION
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 15).
(3) Refer to the label on the PDC for headlamp (or
security) relay identification and location.
(4) Unplug the headlamp relay from the PDC.
INSTALLATION
(1) Install the headlamp relay by aligning the
relay terminals with the cavities in the PDC and
pushing the relay firmly into place.
Fig. 16 ISO MICRO RELAY
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
A micro-relay is a conventional International Standards Organization (ISO) micro relay (Fig. 16).
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, terminal patterns, and terminal functions. The relay is
8W - 97 - 14
8W-97 POWER DISTRIBUTION
BR/BE
MICRO-RELAY (Continued)
(2) Push firmly and evenly on the top of the relay
until the terminals are fully seated in the terminal
cavities in the receptacle.
contained within a small, rectangular, molded plastic
housing and is connected to all of the required inputs
and outputs by five integral male spade-type terminals that extend from the bottom of the relay base.
Relays cannot be adjusted or repaired and, if faulty
or damaged, the unit must be replaced.
RELAY
OPERATION
DESCRIPTION
A micro-relay is an electromechanical switch that
uses a low current input from one source to control a
high current output to another device. The movable
common feed contact point is held against the fixed
normally closed contact point by spring pressure.
When the relay coil is energized, an electromagnetic
field is produced by the coil windings. This electromagnetic field draws the movable relay contact point
away from the fixed normally closed contact point,
and holds it against the fixed normally open contact
point. When the relay coil is de-energized, spring
pressure returns the movable contact point back
against the fixed normally closed contact point. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
DIAGNOSIS AND TESTING - MICRO-RELAY
(1) Remove the relay from its mounting location.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 67.5 - 82.5 ohms. If OK, go to
Step 4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, reinstall the relay and use a DRBIIIt
scan tool to perform further testing. Refer to the
appropriate diagnostic information.
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
REMOVAL
(1) Remove the relay by grasping it firmly and
pulling it straight out from its receptacle.
INSTALLATION
(1) Align the micro-relay terminals with the terminal cavities in the receptacle.
Fig. 17 TYPE 1 RELAY
A relay is an electromechanical device that
switches fused battery current to a electrical component when the ignition switch is turned to the Accessory or Run positions, or when controlled by a
electronic module. The relays are located in the junction block or power distribution center (Fig. 17).
The relay is a International Standards Organization (ISO) relay. Relays conforming to the ISO specifications have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
A relay cannot be repaired or adjusted and, if
faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor and three (two fixed and one movable) electrical contacts. The movable (common feed) relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the electromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor is connected in
parallel with the electromagnetic coil in the relay,
and helps to dissipate voltage spikes that are produced when the coil is de-energized.
BR/BE
8W-97 POWER DISTRIBUTION
8W - 97 - 15
RELAY (Continued)
DIAGNOSIS AND TESTING - RELAY
The relays are located in the junction block or
power distribution center. For complete circuit diagrams, refer to Wiring Diagrams.
(1) Remove the relay from its mounting location.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (electromagnet) should be 60.7 - 80.3 ohms. If OK, go to
Step 4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
DIAGNOSIS AND TESTING - RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) of
the junction block or power distribution center is connected to battery voltage and should be hot at all
times. Check for battery voltage at the fused B(+) circuit cavity in the junction block receptacle for the
relay. If OK, go to Step 2. If not OK, repair the fused
B(+) circuit to the Power Distribution Center (PDC)
fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is connected to the common feed terminal (30) in the energized position. This terminal supplies battery voltage
to the fused B(+) fuse in the junction block that feeds
the accessory when the relay is energized by the ignition switch. There should be continuity between the
junction block cavity for relay terminal 87 and the
fused B(+) fuse in the junction block at all times. If
OK, go to Step 4. If not OK, repair the open fused
B(+) circuit to the junction block fuse as required.
(4) The coil ground terminal (85) is connected to
the electromagnet in the relay. It receives battery
feed to energize the relay when the ignition switch is
in the Accessory or Run positions. Turn the ignition
switch to the On position. Check for battery voltage
at the fused ignition switch output (acc/run) circuit
cavity for relay terminal 85 in the junction block
receptacle for the relay. If OK, go to Step 5. If not
OK, repair the open fused ignition switch output
(acc/run) circuit to the ignition switch as required.
(5) The coil battery terminal (86) is connected to
the electromagnet in the relay. The junction block
cavity for this terminal should have continuity to
ground at all times. If not OK, repair the open
ground circuit to ground as required.
REMOVAL
(1) Remove the relay by grasping it firmly and
pulling it straight out from its receptacle.
INSTALLATION
(1) Position the relay to the proper receptacle.
(2) Align the relay terminals with the terminal
cavities in the receptacle.
(3) Push firmly and evenly on the top of the relay
until the terminals are fully seated in the terminal
cavities in the receptacle.
ENGINE
BR/BE
9-1
ENGINE
TABLE OF CONTENTS
page
page
ENGINE 5.9L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ENGINE 8.0L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ENGINE 5.9L DIESEL . . . . . . . . . . . . . . . . . . . . . 113
ENGINE 5.9L
TABLE OF CONTENTS
page
ENGINE 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING— ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - LUBRICATION . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION PRESSURE . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE . . . . . . . 9
STANDARD PROCEDURE
STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . . . . . 10
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . . . . 11
STANDARD PROCEDURE—HYDROSTATIC
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
STANDARD PROCEDURE - CYLINDER
BORE HONING . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS
5.9L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 13
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
SPECIAL TOOLS
5.9L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 18
CYLINDER HEAD
DESCRIPTION
DESCRIPTION—CYLINDER HEAD . . . . . . . . 20
DESCRIPTION - CYLINDER HEAD COVER
GASKET . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
page
OPERATION
OPERATION—CYLINDER HEAD . . . . . . . . .
OPERATION - CYLINDER HEAD COVER
GASKET . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—VALVES, GUIDES
AND SPRINGS
......................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM / ADJUSTER ASSEMBLY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
CAMSHAFT & BEARINGS (IN BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS . . . . . .
REMOVAL—CAMSHAFT . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS . .
INSTALLATION—CAMSHAFT
...........
. 21
. 21
. 21
. 21
. 22
. 22
. 22
. 23
. 23
. 23
. 23
. 23
. 23
. 25
. 26
. 26
. 26
. 26
. 26
. 27
. 27
. 27
. 28
. 28
. 29
9-2
ENGINE 5.9L
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING
ROD BEARING FITTING . . . . . . . . . . . . .
CRANKSHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT MAIN BEARINGS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—CRANKSHAFT
MAIN BEARING FITTING . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - FRONT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - REAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTOR BUSHING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC LIFTERS
DIAGNOSIS AND TESTING—HYDRAULIC
TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - PISTON FITTING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
BR/BE
. . . 29
.
.
.
.
.
.
.
.
. 29
. 29
. 30
. 30
. . . 31
. . . 31
. . . 31
. . . 31
. . . 32
.
.
.
.
.
.
.
.
. 32
. 32
. 32
. 32
.
.
.
.
.
.
.
.
. 33
. 33
. 33
. 34
. . . 35
. . . 35
.
.
.
.
.
.
.
.
. 36
. 37
. 37
. 37
. . . 38
. 38
. . . 38
. . . 39
. . . 39
. . . 39
. . . 39
. . . 40
. . . 40
. . . 41
. . . 42
. . . 42
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . .
OIL
STANDARD PROCEDURE - ENGINE OIL .
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL PAN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
INTAKE MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—INTAKE
MANIFOLD LEAKAGE . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
EXHAUST MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
TIMING BELT / CHAIN COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
TIMING BELT/CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION—MEASURING TIMING CHAIN
STRETCH . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
. . . . 42
. . . . 42
. . . . 42
. . . . 43
. . . . 45
. . . . 45
. . . . 46
. . . . 46
.
.
.
.
.
.
.
.
.
.
.
.
. 46
. 46
. 46
. 46
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 47
. 47
. 47
. 49
. 50
. . . . 50
. . . . 50
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 50
. 50
. 51
. 51
. 51
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 53
. 53
. 53
. 53
. 53
. 53
. . . . 53
. . . . 54
. . . . 54
. . . . 54
. . . . 55
ENGINE 5.9L
BR/BE
9-3
ENGINE 5.9L
DESCRIPTION
The 5.9 Liter (360 CID) eight-cylinder engine is a
V-Type lightweight, single cam, overhead valve
engine with hydraulic roller tappets. This engine is
designed for unleaded fuel.
The engine lubrication system consists of a rotor
type oil pump and a full flow oil filter.
The cylinders are numbered from front to rear; 1,
3, 5, 7 on the left bank and 2, 4, 6, 8 on the right
bank. The firing order is 1-8-4-3-6-5-7-2 (Fig. 1) .
Fig. 2 Engine Identification Number
Fig. 1 Firing Order
The engine serial number is stamped into a
machined pad located on the left, front corner of the
cylinder block. When component part replacement is
necessary, use the engine type and serial number for
reference (Fig. 2) .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either
mechanical (e.g., a strange noise), or performance
(e.g., engine idles rough and stalls).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING - Preformance) or (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING - Mechanical). Refer to 14 FUEL SYSTEM for fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that cannot be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagnosis is provided within the following:
• Cylinder Compression Pressure Test (Refer to 9 ENGINE - DIAGNOSIS AND TESTING)
• Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
• Cylinder Head Gasket Failure Diagnosis (Refer
to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS
AND TESTING)
• Intake Manifold Leakage Diagnosis (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
DIAGNOSIS AND TESTING)
• Lash Adjuster (Tappet) Noise Diagnosis (Refer to
9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS (CAM IN BLOCK) - DIAGNOSIS AND TESTING)
• Engine Oil Leak Inspection (Refer to 9 ENGINE/LUBRICATION - DIAGNOSIS AND TESTING)
9-4
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - PERFORMANCE
PERFORMANCE DIAGNOSIS CHART—GASOLINE ENGINES
CONDITION
ENGINE WILL NOT CRANK
ENGINE CRANKS BUT WILL NOT
START
ENGINE LOSS OF POWER
POSSIBLE CAUSES
CORRECTION
1. Weak or dead battery
1. Charge/Replace Battery. (Refer to
8 - ELECTRICAL/BATTERY
SYSTEM/BATTERY - STANDARD
PROCEDURE). Check charging
system. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND
TESTING).
2. Corroded or loose battery
connections
2. Clean/tighten suspect battery/
starter connections
3. Faulty starter or related circuit(s)
3. Check starting system. (Refer to
8 - ELECTRICAL/STARTING DIAGNOSIS AND TESTING)
4. Seized accessory drive
component
4. Remove accessory drive belt and
attempt to start engine. If engine
starts, repair/replace seized
component.
5. Engine internal mechanical
failure or hydro-static lock
5. Refer to (Refer to 9 - ENGINE DIAGNOSIS AND TESTING)
1. No spark
1. Check for spark. (Refer to 8 ELECTRICAL/IGNITION CONTROL
- DESCRIPTION)
2. No fuel
2. Perform fuel pressure test, and if
necessary, inspect fuel injector(s)
and driver circuits. (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/
FUEL PUMP - DIAGNOSIS AND
TESTING).
3. Low or no engine compression
3. Perform cylinder compression
pressure test. (Refer to 9 - ENGINE
- DIAGNOSIS AND TESTING).
1. Worn or burned distributor rotor
1. Install new distributor rotor
2. Worn distributor shaft
2. Remove and repair distributor
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/
DISTRIBUTOR - REMOVAL).
3. Worn or incorrect gapped spark
plugs
3. Clean plugs and set gap. (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/SPARK PLUG CLEANING).
4. Dirt or water in fuel system
4. Clean system and replace fuel
filter
5. Faulty fuel pump
5. Install new fuel pump
6. Incorrect valve timing
6. Correct valve timing
ENGINE 5.9L
BR/BE
9-5
ENGINE 5.9L (Continued)
CONDITION
ENGINE STALLS OR ROUGH IDLE
ENGINE MISSES ON
ACCELERATION
POSSIBLE CAUSES
CORRECTION
7. Blown cylinder head gasket
7. Install new cylinder head gasket
8. Low compression
8. Test cylinder compression (Refer
to 9 - ENGINE - DIAGNOSIS AND
TESTING).
9. Burned, warped, or pitted valves
9. Install/Reface valves as
necessary
10. Plugged or restricted exhaust
system
10. Install new parts as necessary
11. Faulty ignition cables
11. Replace any cracked or shorted
cables
12. Faulty ignition coil
12. Test and replace, as necessary
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).
1. Carbon build-up on throttle plate
1. Remove throttle body and
de-carbon. (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/
THROTTLE BODY - REMOVAL).
2. Engine idle speed too low
2. Check Idle Air Control circuit.
(Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/IDLE AIR CONTROL
MOTOR - DESCRIPTION)
3. Worn or incorrectly gapped spark
plugs
3. Replace or clean and re-gap
spark plugs (Refer to 8 ELECTRICAL/IGNITION CONTROL/
SPARK PLUG - CLEANING)
4. Worn or burned distributor rotor
4. Install new distributor rotor
5. Spark plug cables defective or
crossed
5. Check for correct firing order or
replace spark plug cables. (Refer to
8 - ELECTRICAL/IGNITION
CONTROL/SPARK PLUG CABLE DIAGNOSIS AND TESTING)
6. Faulty coil
6. Test and replace, if necessary
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL)
7. Intake manifold vacuum leak
7. Inspect intake manifold gasket
and vacuum hoses (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD - DIAGNOSIS AND
TESTING).
1. Worn or incorrectly gapped spark
plugs
1. Replace spark plugs or clean and
set gap. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING)
2. Spark plug cables defective or
crossed
2. Replace or rewire secondary
ignition cables. (Refer to 8 ELECTRICAL/IGNITION CONTROL/
SPARK PLUG CABLE - REMOVAL)
9-6
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
CONDITION
POSSIBLE CAUSES
3. Dirt in fuel system
CORRECTION
3. Clean fuel system
4. Burned, warped or pitted valves
4. Install new valves
5. Faulty coil
5. Test and replace as necessary
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL)
DIAGNOSIS AND TESTING— ENGINE
DIAGNOSIS - MECHANICAL
ENGINE MECHANICAL DIAGNOSIS CHART
CONDITION
NOISY VALVES/LIFTERS
CONNECTING ROD NOISE
POSSIBLE CAUSES
CORRECTION
1. High or low oil level in crankcase
1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil
2. Change oil. (Refer to 9 ENGINE/LUBRICATION/OIL STANDARD PROCEDURE)
3. Low oil pressure
3. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters
4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s)
5. Install new push rods
6. Worn rocker arms
6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters
7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides
8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats
or valve faces
9. Grind valves and seats
1. Insufficient oil supply
1. Check engine oil level.
2. Low oil pressure
2. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
3. Thin or diluted oil
3. Change oil to correct viscosity.
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
ENGINE 5.9L
BR/BE
9-7
ENGINE 5.9L (Continued)
CONDITION
MAIN BEARING NOISE
LOW OIL PRESSURE
OIL LEAKS
POSSIBLE CAUSES
CORRECTION
4. Excessive connecting rod
bearing clearance
Measure bearings for correct
clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of
round
5. Replace crankshaft or grind
journals
6. Misaligned connecting rods
6. Replace bent connecting rods
1. Insufficient oil supply
1. Check engine oil level.
2. Low oil pressure
2. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING)
3. Thin or diluted oil
3. Change oil to correct viscosity.
4. Excessive main bearing
clearance
4. Measure bearings for correct
clearance. Repair as necessary
5. Excessive end play
5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of
round or worn
6. Grind journals or replace
crankshaft
7. Loose flywheel or torque
converter
7. Inspect crankshaft, flexplate/
flywheel and bolts for damage.
Tighten to correct torque
1. Low oil level
1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit
2. Install new sending unit
3. Clogged oil filter
3. Install new oil filter
4. Worn oil pump
4. Replace oil pump assembly.
5. Thin or diluted oil
5. Change oil to correct viscosity.
6. Excessive bearing clearance
6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck
7. Remove valve to inspect, clean
and reinstall
8. Oil pump suction tube loose,
broken, bent or clogged
8. Inspect suction tube and clean or
replace if necessary
9. Oil pump cover warped or
cracked
9. Install new oil pump
1. Misaligned or deteriorated
gaskets
1. Replace gasket
2. Loose fastener, broken or porous
metal part
2. Tighten, repair or replace the part
3. Front or rear crankshaft oil seal
leaking
3. Replace seal
4. Leaking oil gallery plug or cup
plug
4. Remove and reseal threaded
plug. Replace cup style plug
9-8
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
CONDITION
EXCESSIVE OIL CONSUMPTION
OR SPARK PLUGS OIL FOULED
POSSIBLE CAUSES
CORRECTION
1. CCV System malfunction
1. (Refer to 25 - EMISSIONS
CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s)
2. Repair or replace seal(s)
3. Worn or broken piston rings
3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls
4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove
5. Remove rings and de-carbon
piston
6. Worn valve guides
6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in
grooves
7. Remove rings and check ring end
gap and side clearance. Replace if
necessary
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - LUBRICATION
CONDITION
POSSIBLE CAUSES
CORRECTION
OIL LEAKS
1. Gaskets and O-Rings.
1.
(a) Misaligned or damaged.
(a) Replace as necessary.
(b) Loose fasteners, broken or
porous metal parts.
(b) Tighten fasteners, Repair or
replace metal parts.
2. Crankshaft rear seal
2. Replace as necessary.
3. Crankshaft seal flange.
Scratched, nicked or grooved.
3. Polish or replace crankshaft.
4. Oil pan flange cracked.
4. Replace oil pan.
5. Timing chain cover seal,
damaged or misaligned.
5. Replace seal.
6. Scratched or damaged vibration
damper hub.
6. Polish or replace damper.
1. Low oil level.
1. Check and correct oil level.
OIL PRESSURE DROP
2. Faulty oil pressure sending unit.
2. Replace sending unit.
3. Low oil pressure.
3. Check pump and bearing
clearance.
4. Clogged oil filter.
4. Replace oil filter.
5. Worn oil pump.
5. Replace as necessary.
6. Thin or diluted oil.
6. Change oil and filter.
7. Excessive bearing clearance.
7. Replace as necessary.
8. Oil pump relief valve stuck.
8. Clean or replace relief valve.
9. Oil pump suction tube loose or
damaged.
9. Replace as necessary.
ENGINE 5.9L
BR/BE
9-9
ENGINE 5.9L (Continued)
CONDITION
OIL PUMPING AT RINGS; SPARK
PLUGS FOULING
POSSIBLE CAUSES
CORRECTION
1. Worn or damaged rings.
1. Hone cylinder bores and replace
rings.
2. Carbon in oil ring slots.
2. Replace rings.
3. Incorrect ring size installed.
3. Replace rings.
4. Worn valve guides.
4. Ream guides and replace valves.
5. Leaking intake gasket.
5. Replace intake gaskets.
6. Leaking valve guide seals.
6. Replace valve guide seals.
DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION PRESSURE
• Any causes for combustion/compression pressure
loss
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunctions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise, the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Clean the spark plug recesses with compressed
air.
(2) Remove the spark plugs (Refer to 8 - ELECTRICAL/IGNITION CONTROL/SPARK PLUG REMOVAL).
(3) Secure the throttle in the wide-open position.
(4) Disconnect the ignition coil.
(5) Insert a compression pressure gauge and rotate
the engine with the engine starter motor for three
revolutions.
(6) Record the compression pressure on the third
revolution. Continue the test for the remaining cylinders.
(Refer to 9 - ENGINE - SPECIFICATIONS) for the
correct engine compression pressures.
WARNING: DO NOT REMOVE THE RADIATOR CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM HOT COOLANT CAN
OCCUR.
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE
The combustion pressure leakage test provides an
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
• Exhaust and intake valve leaks (improper seating)
• Leaks between adjacent cylinders or into water
jacket
Check the coolant level and fill as required. DO
NOT install the radiator cap.
Start and operate the engine until it attains normal operating temperature, then turn OFF the
engine.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1,379
kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
Perform the test procedure on each cylinder according to the tester manufacturer’s instructions. While
testing, listen for pressurized air escaping through
the throttle body, tailpipe or oil filler cap opening.
Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder CYLINDER COMBUSTION
PRESSURE LEAKAGE DIAGNOSIS CHART .
9 - 10
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART
CONDITION
POSSIBLE CAUSE
CORRECTION
AIR ESCAPES THROUGH
THROTTLE BODY
Intake valve bent, burnt, or not
seated properly
Inspect valve and valve seat.
Reface or replace, as necessary
AIR ESCAPES THROUGH
TAILPIPE
Exhaust valve bent, burnt, or not
seated properly
Inspect valve and valve seat.
Reface or replace, as necessary
AIR ESCAPES THROUGH
RADIATOR
Head gasket leaking or cracked
cylinder head or block
Remove cylinder head and inspect.
Replace defective part
MORE THAN 50% LEAKAGE
FROM ADJACENT CYLINDERS
Head gasket leaking or crack in
cylinder head or block between
adjacent cylinders
Remove cylinder head and inspect.
Replace gasket, head, or block as
necessary
MORE THAN 25% LEAKAGE AND
AIR ESCAPES THROUGH OIL
FILLER CAP OPENING ONLY
Stuck or broken piston rings;
cracked piston; worn rings and/or
cylinder wall
Inspect for broken rings or piston.
Measure ring gap and cylinder
diameter, taper and out-of-round.
Replace defective part as necessary
STANDARD PROCEDURE
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results. Do not use form-inplace gasket material unless specified. Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, Mopart ATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARt ENGINE RTV GEN II
Mopart Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARt ATF RTV
Mopart ATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and sealing properties to seal components exposed to automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARt GASKET MAKER
Mopart Gasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARt GASKET SEALANT
Mopart Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This material is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will prevent corrosion. Mopart Gasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
Assembling parts using a form-in-place gasket
requires care but it’s easier then using precut gaskets.
Mopart Gasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smearing material off the location.
Mopart Engine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
BR/BE
ENGINE 5.9L
9 - 11
ENGINE 5.9L (Continued)
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
Mopart Gasket Sealant in an aerosol can should be
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a
gasket. Then proceed with assembly. Material in a
can w/applicator can be brushed on evenly over the
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets.
STANDARD PROCEDURE - REPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consists of:
• Drilling out worn or damaged threads.
• Tapping the hole with a special Heli-Coil Tap, or
equivalent.
• Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDURE—HYDROSTATIC
LOCK
CAUTION: DO NOT use the starter motor to rotate
the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock
(regardless of what caused the problem), follow the
steps below.
(1) Perform the Fuel Pressure Release Procedure
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY STANDARD PROCEDURE).
(2) Disconnect the negative cable(s) from the battery.
(3) Inspect air cleaner, induction system, and
intake manifold to ensure system is dry and clear of
foreign material.
(4) Place a shop towel around the spark plugs to
catch any fluid that may possibly be under pressure
in the cylinder head. Remove the spark plugs.
(5) With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
(6) Identify the fluid in the cylinders (coolant, fuel,
oil, etc.).
(7) Be sure all fluid has been removed from the
cylinders.
(8) Repair engine or components as necessary to
prevent this problem from occurring again.
(9) Squirt a small amount of engine oil into the
cylinders to lubricate the walls. This will prevent
damage on restart.
(10) Install new spark plugs. Tighten the spark
plugs to 41 N·m (30 ft. lbs.) torque.
(11) Drain engine oil. Remove and discard the oil
filter.
(12) Install the drain plug. Tighten the plug to 34
N·m (25 ft. lbs.) torque.
(13) Install a new oil filter.
(14) Fill engine crankcase with the specified
amount and grade of oil. (Refer to LUBRICATION &
MAINTENANCE - SPECIFICATIONS).
(15) Connect the negative cable(s) to the battery.
(16) Start the engine and check for any leaks.
STANDARD PROCEDURE - CYLINDER BORE
HONING
Before honing, stuff plenty of clean shop towels
under the bores and over the crankshaft to keep
abrasive materials from entering the crankshaft
area.
(1) Used carefully, the Cylinder Bore Sizing Hone
C-823, equipped with 220 grit stones, is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round, as well as removing light
scuffing, scoring and scratches. Usually, a few strokes
will clean up a bore and maintain the required limits.
CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.
(2) Deglazing of the cylinder walls may be done if
the cylinder bore is straight and round. Use a cylinder surfacing hone, Honing Tool C-3501, equipped
with 280 grit stones (C-3501-3810). about 20-60
strokes, depending on the bore condition, will be sufficient to provide a satisfactory surface. Using honing
oil C-3501-3880, or a light honing oil, available from
major oil distributors.
CAUTION: DO NOT use engine or transmission oil,
mineral spirits, or kerosene.
(3) Honing should be done by moving the hone up
and down fast enough to get a crosshatch pattern.
The hone marks should INTERSECT at 40° to 60°
for proper seating of rings (Fig. 3).
(4) A controlled hone motor speed between 200 and
300 RPM is necessary to obtain the proper crosshatch angle. The number of up and down strokes per
minute can be regulated to get the desired 40° to 60°
angle. Faster up and down strokes increase the crosshatch angle.
9 - 12
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
Fig. 3 Cylinder Bore Crosshatch Pattern
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE
(5) After honing, it is necessary that the block be
cleaned to remove all traces of abrasive. Use a brush
to wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lintfree cloth to check that the bore is clean. Oil the
bores after cleaning to prevent rusting.
REMOVAL
(1) Disconnect the battery negative cable.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Recover refrigerant from a/c system, if
equipped (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(4) Remove the a/c condenser, if equipped (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING/
A/C CONDENSER - REMOVAL).
(5) Remove the transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
REMOVAL).
(6) Remove the washer bottle from the fan shroud.
(7) Remove the viscous fan/drive (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(8) Remove radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
(9) Remove the upper crossmember and top core
support.
(10) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(11) Remove the A/C compressor with the lines
attached. Secure compressor out of the way.
(12) Remove generator assembly (Refer to 8 ELECTRICAL/CHARGING/GENERATOR - REMOVAL).
(13) Remove the air cleaner resonator and duct
work as an assembly.
(14) Disconnect the throttle linkage (Refer to 14 FUEL SYSTEM/FUEL INJECTION/THROTTLE
CONTROL CABLE - REMOVAL).
(15) Remove throttle body (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/THROTTLE BODY REMOVAL).
(16) Remove the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL).
(17) Remove the distributor cap and wiring.
(18) Disconnect the heater hoses.
(19) Disconnect the power steering hoses, if
equipped.
(20) Perform the Fuel System Pressure Release
procedure (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - STANDARD PROCEDURE).
(21) Disconnect the fuel supply line (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(22) On Manual Transmission vehicles, remove the
shift lever (Refer to 21 - TRANSMISSION/TRANSAXLE/MANUAL/SHIFT COVER - REMOVAL).
(23) Raise and support the vehicle on a hoist and
drain the engine oil.
(24) Remove engine front mount thru-bolt nuts.
(25) Disconnect the transmission oil cooler lines
from their retainers at the oil pan bolts.
(26) Disconnect exhaust pipe at manifolds.
(27) Disconnect the starter wires. Remove starter
motor (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
(28) Remove the dust shield and transmission
inspection cover.
(29) Remove drive plate to converter bolts (Automatic transmission equipped vehicles).
(30) Remove transmission bell housing to engine
block bolts.
(31) Lower the vehicle.
(32) Install an engine lifting fixture.
(33) Separate engine from transmission, remove
engine from vehicle, and install engine assembly on a
repair stand.
INSTALLATION
(1) Remove engine from the repair stand and position in the engine compartment. Position the thrubolt into the support cushion brackets.
(2) Install engine lifting device.
ENGINE 5.9L
BR/BE
9 - 13
ENGINE 5.9L (Continued)
(3) Lower engine into compartment and align
engine with transmission:
• Manual Transmission: Align clutch disc assembly (if disturbed). Install transmission input shaft
into clutch disc while mating engine and transmission surfaces. Install two transmission to engine
block mounting bolts finger tight.
• Automatic Transmission: Mate engine and transmission and install two transmission to engine block
mounting bolts finger tight.
(4) Lower engine assembly until engine mount
through bolts rest in mount perches.
(5) Install remaining transmission to engine block
mounting bolts and tighten.
(6) Tighten engine mount through bolts.
(7) Install drive plate to torque converter bolts.
(Automatic transmission models)
(8) Install the dust shield and transmission cover.
(9) Install the starter and connect the starter
wires (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
(10) Install exhaust pipe to manifold.
(11) Install the transmission cooler line brackets to
the oil pan.
(12) Install the drain plug and tighten to 34 N·m
(25 ft. lbs.) torque.
(13) Lower the vehicle.
(14) Remove engine lifting fixture.
(15) On Manual Transmission vehicles, install the
shift lever (Refer to 21 - TRANSMISSION/TRANSAXLE/MANUAL/SHIFT COVER - INSTALLATION).
(16) Connect the fuel supply line (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(17) Connect the power steering hoses, if equipped.
(18) Connect the heater hoses.
(19) Install the distributor cap and wiring.
(20) Install the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(21) Using a new gasket, install throttle body
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/
THROTTLE BODY - INSTALLATION).
(22) Connect the throttle linkage (Refer to 14 FUEL SYSTEM/FUEL INJECTION/THROTTLE
CONTROL CABLE - INSTALLATION).
(23) Install the air cleaner resonator and duct
work..
(24) Install the generator and wire connections
(Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
(25) Install a/c compressor and lines (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION).
(26) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(27) Install upper radiator support crossmember.
(28) Install radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION).
(29) Connect the radiator lower hose.
(30) Connect the transmission oil cooler lines to
the radiator.
(31) Install the fan shroud.
(32) Install the fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(33) Connect the radiator upper hose.
(34) Install the washer bottle.
(35) Install the transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
INSTALLATION).
(36) Connect the transmission cooler lines.
(37) If equipped, install the condenser (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
A/C CONDENSER - INSTALLATION).
(38) Evacuate and charge the air conditioning system, if equipped (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(39) Add engine oil to crankcase (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - SPECIFICATIONS).
(40) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(41) Connect battery negative cable.
(42) Start engine and inspect for leaks.
(43) Road test vehicle.
SPECIFICATIONS
5.9L ENGINE
ENGINE SPECIFICATIONS
DESCRIPTION
SPECIFICATION
GENERAL SPECIFICATIONS
Engine Type
90° V-8 OHV
Bore and Stroke
101.6 x 90.9 mm
(4.00 x 3.58 in.)
Displacement
5.9L (360 c.i.)
Compression Ratio
9.1:1
Firing Order
1–8–4–3–6–5–7–2
Lubrication
Pressure Feed – Full
Flow
9 - 14
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
DESCRIPTION
SPECIFICATION
Filtration
Cooling System
Liquid Cooled – Forced
DESCRIPTION
Service Limit
Camshaft End Play
Circulation
Cylinder Block
Cast Iron
Cylinder Head
Cast Iron
Crankshaft
Nodular Iron
Camshaft
Nodular Cast Iron
Pistons
Aluminum Alloy w/strut
Connecting Rods
Forged Steel
Compression Pressure
689.5 kPa (100 psi)
(Min.)
SPECIFICATION
0.127 mm (0.005 in.)
0.051 – 0.254 mm
(0.002 – 0.010 in.)
CONNECTING RODS
Piston Pin bore Diameter
24.966 – 24.978 mm
(0.9829 – 0.9834 in.)
Side Clearance
0.152 – 0.356 mm
(0.006 – 0.014 in.)
CRANKSHAFT
Rod Journal
CAMSHAFT
Bearing Diameter
No. 1
50.800 – 50.825 mm
Diameter
(2.124 – 2.125 in.)
Out of Round (Max.)
0.0254 mm (0.001 in.)
Taper (Max.)
0.0254 mm (0.001 in.)
Bearing Clearance
50.394 – 50.419 mm
(1.984 – 1.985 in.)
No. 3
50.013 – 50.038 mm
Main Bearing Journal
Diameter
49.606 – 49.632 mm
(1.953 – 1.954 in.)
No. 5
39.688 – 39.713 mm
(1.5625 – 1.5635 in.)
No. 1
50.723 – 50.775 mm
(1.997 – 1.999 in.)
No. 2
49.936 – 49.987 mm
(1.966 – 1.968 in.)
No. 4
0.127 mm (0.001 in.)
Taper (Max.)
0.0254 mm (0.001 in.)
Bearing Clearance
49.53 – 49.581 mm
Journals # 2 - 5
39.611 – 39.662 mm
0.013 – 0.051 mm
(0.0005 – 0.002 in.)
Service Limit
Journal #1
0.0381 mm (0.0015 in.)
Journals #2-5
0.064 mm (0.0025 in.)
Crankshaft End Play
(1.950 – 1.952 in.)
No. 5
0.013 – 0.038 mm
(0.0005 – 0.0015 in.)
50.317 – 50.368 mm
(1.981 – 1.983 in.)
No. 3
Out of Round (Max.)
Journal #1
Bearing Journal Diameter
71.361 – 71.387 mm
(2.8095 – 2.8105 in.)
(1.969 – 1.970 in.)
No. 4
0.013 – 0.056 mm
(0.0005 – 0.0022 in.)
(2.000 – 2.001 in.)
No. 2
53.950 – 53.975 mm
0.051 – 0.178 mm
(0.002 – 0.007 in.)
Service Limit
0.254 mm (0.010 in.)
(1.5595 – 1.5615 in.)
CYLINDER BLOCK
Bearing to Journal
Clearance
Standard
Cylinder Bore
0.0254 – 0.0762 mm
(0.001 – 0.003 in.)
Diameter
101.60 – 101.65 mm
(4.000 – 4.002 in.)
ENGINE 5.9L
BR/BE
9 - 15
ENGINE 5.9L (Continued)
DESCRIPTION
SPECIFICATION
Out of Round (Max.)
0.0254 mm (0.001 in.)
Taper (Max.)
0.0254 mm (0.001 in.)
Lifter Bore
DESCRIPTION
Exhaust
9.500 – 9.525 mm
(0.374 – 0.375 on.)
22.99 – 23.01 mm
(0.9051 – 0.9059 in.)
9.423 – 9.449 mm
(0.371 – 0.372 in.)
Guide Bore
Diameter
SPECIFICATION
Stem to Guide Clearance
Intake
0.0254 – 0.0762 mm
Exhaust
0.0508 – 0.1016 mm
Distributor Drive Bushing
(0.001 – 0..003 in.)
Press Fit
Bushing to Bore
Interference
0.0127 – 0.3556 mm
(0.002 – 0.004 in.)
(0.0005 – 0.0140 in.)
Shaft to Bushing
Clearance
0.0178 – 0.0686 mm
(0.0007 – 0.0027 in.)
CYLINDER HEAD AND VALVES
Service Limit
Valve Springs
Free Length
Angle
44.25° – 44.75°
Runout (Max.)
Intake
1.016 – 1.524 mm
(0.040 – 0.060 in.)
Exhaust
1.524 – 2.032 mm
(0.060 – 0.080 in.)
Valves
Valve open
Number of Coils
6.8
Installed Height
41.66 mm (1.64 in.)
Wire Diameter
4.50 mm (0.177 in.)
HYDRAULIC TAPPETS
43.25° – 43.75°
Head Diameter
Intake
Exhaust
47.752 mm (1.88 in.)
Intake
Exhaust
1.524 – 5.334 mm
(0.060 – 0.210 in.)
Push Rod Length
Intake
10.414 mm (0.410 in.)
Exhaust
10.592 mm (0.417 in.)
Stem Diameter
175.64 – 176.15 mm
(6.915 – 6.935 in.)
126.44 – 127.30 mm
Lift (@ zero lash)
0.0279 – 0.0610 mm
(0.0011 – 0.0024 in.)
126.21 – 126.85 mm
(4.978 – 5.012 in.)
Intake
Clearance (to bore)
Dry Lash
(4.969 – 4.994 in.)
22.949 – 22.962 mm
(0.9035 – 0.9040 in.)
41.072 (1.617 in.)
Length (Overall)
890 N @ 30.89 mm
(200 lbs. @ 1.212 in.)
Body Diameter
Face Angle
378 N @ 41.66 mm
(85 lbs. @ 1.64 in.)
0.0762 mm (0.003 in.)
Width (Finish)
49.962 mm (1.967 in.)
Spring Tension
Valve closed
Valve Seat
0.4318 (0.017 in.)
OIL PRESSURE
Curb Idle (Min.*)
41.4 kPa (6 psi)
@ 3000 rpm
207 – 552 kPa (30 – 80
psi)
Oil Pressure Bypass
9.449 – 9.474 mm
(0.372 – 0.373 in.)
Valve Setting
62 – 103 kPa (9 – 15 psi)
9 - 16
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
DESCRIPTION
SPECIFICATION
Switch Actuating
Pressure
34.5 – 48.3 kPa (5 – 7
psi)
* If oil pressure is zero at curb idle, DO NOT RUN
ENGINE.
DESCRIPTION
(0.9845 – 0.9848 in.)
End Play
NONE
Length
67.8 – 68.3 mm
(2.67 – 2.69 in.)
OIL PUMP
Clearance over Rotors
(Max.)
SPECIFICATION
PISTON RINGS
0.1016 mm (0.004 in.)
Ring Gap
Cover Out of Flat (Max.)
0.0381 mm (0.0015 in.)
Inner Rotor Thickness
(Min.)
20.955 mm (0.825 in.)
Compression Ring (Top)
0.30 – 0.55 mm
(0.012 – 0.022 in.)
Clearance (Max.)
0.3556 mm (0.014 in.)
Diameter (Min.)
62.7126 mm (2.469 in.)
Thickness (Min.)
20.955 mm (0.825 in.)
Oil Control (Steel Rails)
Ring Side Clearance
Oil Ring (Steel Rails)
Ring Width
Compression rings
0.508 – 0.660 mm
(0.020 – 0.026 in.)
Piston Length
0.05 – 0.21 mm
(0.002 – 0.008 in.)
0.013 – 0.038 mm
(0.0005 – 0.0015 in.)
Land Clearance (Diam.)
0.040 – 0.085 mm
(0.0016 – 0.0033 in.)
0.2032 mm (0.008 in.)
PISTONS
0.381 – 1.397 mm
(0.015 – 0.055 in.)
Compression Rings
Tip Clearance between
Clearance at Top of Skirt
0.55 – 0.80 mm
(0.022 – 0.031 in.)
Outer Rotor
Rotors (Max.)
Compression Ring (2nd)
81.03 mm (3.19 in.)
1.530 – 1.555 mm
(0.060 – 0.061 in.)
Oil Ring (Steel Rails) –
Max.
0.447 –0.473 mm
(0.018 – 0.019 in.)
Piston Ring Groove
Depth
Groove #1&2
Groove #3
Weight
VALVE TIMING
4.761 – 4.912 mm
Closes (ATDC)
33°
3.996 – 4.177 mm
Opens (BBDC)
56°
(0.157 – 0.164 in.)
Duration
269°
582 – 586 grams
(20.53 – 20.67 oz.)
PISTON PINS
Clearance in Piston
0.006 – 0.019 mm
(0.00023 – 0.00074 in.)
Diameter
Exhaust Valve
(0.187 – 0.193 in.)
25.007 – 25.015 mm
Intake Valve
Closes (ATDC)
62°
Opens (BBDC)
7°
Duration
Valve Overlap
249°
41°
ENGINE 5.9L
BR/BE
9 - 17
ENGINE 5.9L (Continued)
OVERSIZE AND UNDERSIZE ENGINE
COMPONENT MARKINGS CHART
TORQUE
TORQUE CHART 5.9L ENGINE
OS-US
Item
Identification
Location of
Identification
U/S
Crankshaft
DESCRIPTION
N·m
Ft.
In.
Lbs.
Lbs.
R or M M-2-3
ect.
Milled flat
on
Camshaft Sprocket—Bolt
68
50
—
.025 MM
(indicating No.
2&
No. three
Camshaft Thrust Plate—Bolts
24
—
210
30
—
3 main
bearing
crankshaft
Timing Chain Case Cover—
Bolts
41
(.001 in.)
Connecting Rod Cap—Bolts
61
45
—
Main Bearing Cap—Bolts
115
85
—
Crankshaft Pulley—Bolts
24
—
210
Step 1
68
50
—
Step 2
journal) and/or counterweight.
R-1-4 ect.
(indicating No.
1&
Cylinder Head—Bolts
4 connecting
rod
143
105
—
Cylinder Head Cover—Bolts
11
—
95
Engine Support Bracket to
Block—
41
30
—
34
25
—
Flywheel—Bolts
75
55
—
Front Insulator—Through
bolt/nut
95
70
—
—Stud Nut (4WD)
41
30
—
—Through Bolt/Nut (4WD)
102
75
—
Front Insulator to Block—
Bolts (2WD)
95
70
—
Generator—Mounting Bolt
41
30
—
of each O/S
Intake Manifold—Bolts
Refer to Procedure
tappet bore.
Oil Pan—Bolts
24
—
215
Oil Pan—Drain Plug
34
25
—
Oil Pump—Attaching Bolts
41
30
—
journal)
O/S
Cylinder
.508 mm
Bores
A
engine
serial
(.020 in.)
O/S
Following
number.
Tappets
L
3/89
.203 mm
diamound
(.008 in.)
-shaped
stamp Top
pad
— Front of
engine and
flat
ground on
outside
surface
O/S
Valve
Stems
X
Milled pad
Bolts (4WD)
Exhaust Manifold to Cylinder
Head—
Bolts/Nuts
Front Insulator to Support
Bracket
.127 mm
adjacent to
two
Oil Pump Cover—Bolts
11
—
95
Rear Insulator to Bracket—
68
50
—
(.005 in.)
3/89 tapped
Through-Bolt (2WD)
41
30
—
68
50
—
holes on
each
Rear Insulator to
Crossmember
end of
cylinder
Support Bracket—Nut (2WD)
head.
Rear Insulator to
Crossmember—
9 - 18
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
DESCRIPTION
N·m
Ft.
In.
68
50
—
68
50
—
41
30
—
41
30
—
Rocker Arm—Bolts
28
21
—
Spark Plugs
41
30
—
Starter Motor—Mounting Bolts
68
50
—
Thermostat Housing—Bolts
25
—
225
Throttle Body—Bolts
23
—
200
Torque Converter Drive
Plate—Bolts
31
—
270
Transfer Case to Insulator
204
105
—
Nuts (4WD)
Rear Insulator to
Transmission—
Bolts (4WD)
Engine Support Fixture C-3487–A
Rear Insulator Bracket—Bolts
(4WD Automatic)
Rear Support Bracket to
Crossmember Flange—Nuts
Rear Support Plate to
Transfer
Case—Bolts
Adaptor 6633
Mounting Plate—Nuts
Transmission Support
Bracket—
Valve Spring Compressor MD-998772–A
68
50
—
Vibration Damper—Bolt
244
180
—
Water Pump to Timing Chain
41
30
—
Bolts (2WD)
Case Cover—Bolts
Adaptor 6716A
SPECIAL TOOLS
5.9L ENGINE
Valve Guide Sleeve C-3973
Oil Pressure Gauge C-3292
ENGINE 5.9L
BR/BE
9 - 19
ENGINE 5.9L (Continued)
Dial Indicator C-3339
Cam Bearing Remover/Installer C3132–A
Camshaft Holder C-3509
Puller C-3688
Distributor Bushing Puller C-3052
Puller 1026
Distributor Bushing Driver/Burnisher C-3053
Crankshaft Damper Removal Insert 8513
Piston Ring Compressor C-385
Front Oil Seal Installer 6635
9 - 20
ENGINE 5.9L
BR/BE
ENGINE 5.9L (Continued)
CYLINDER HEAD
DESCRIPTION
DESCRIPTION—CYLINDER HEAD
Crankshaft Main Bearing Remover C-3059
The cast iron cylinder heads (Fig. 4) are mounted
to the cylinder block using ten bolts. The spark plugs
are located in the peak of the wedge between the
valves.
Cylinder Bore Gauge C-119
Fig. 4 Cylinder Head Assembly—V-8 Gas Engines
Pressure Tester Kit 7700
Bloc–Check–Kit C-3685–A
1
2
3
4
5
6
7
-
EXHAUST VALVE
SPARK PLUGS
EXHAUST VALVES
SPARK PLUGS
EXHAUST VALVE
INTAKE VALVES
INTAKE VALVES
DESCRIPTION - CYLINDER HEAD COVER
GASKET
The cylinder head cover gasket (Fig. 5) is a steelbacked silicone gasket, designed for long life usage.
Fig. 5 Cylinder Head Cover Gasket V-8 Gas Engines
1 - CYLINDER HEAD COVER GASKET
ENGINE 5.9L
BR/BE
9 - 21
CYLINDER HEAD (Continued)
OPERATION
OPERATION—CYLINDER HEAD
The cylinder head closes the combustion chamber
allowing the pistons to compress the air fuel mixture
to the correct ratio for ignition. The valves located in
the cylinder head open and close to either allow clean
air into the combustion chamber or to allow the
exhaust gases out, depending on the stroke of the
engine.
OPERATION - CYLINDER HEAD COVER
GASKET
The steel-backed silicone gasket is designed to seal
the cylinder head cover for long periods of time
through extensive heat and cold, without failure. The
gasket is designed to be reusable.
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE
A cylinder head gasket leak can be located between
adjacent cylinders or between a cylinder and the
adjacent water jacket.
• Possible indications of the cylinder head gasket
leaking between adjacent cylinders are:
• Loss of engine power
• Engine misfiring
• Poor fuel economy
• Possible indications of the cylinder head gasket
leaking between a cylinder and an adjacent water
jacket are:
• Engine overheating
• Loss of coolant
• Excessive steam (white smoke) emitting from
exhaust
• Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is
leaking between adjacent cylinders, follow the procedures in Cylinder Compression Pressure Test in this
section. An engine cylinder head gasket leaking
between adjacent cylinders will result in approximately a 50–70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING WITH COOLANT PRESSURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure
cap. Start the engine and allow it to warm up until
thermostat opens.
If a large combustion/compression pressure leak
exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN
PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE PRESSURE BUILT UP, BY CONTINUOUS
ENGINE OPERATION, MUST BE RELEASED TO A
SAFE PRESSURE POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
Install Cooling System Tester 7700 or equivalent to
pressure cap neck. Start the engine and observe the
tester’s pressure gauge. If gauge pulsates with every
power stroke of a cylinder a combustion pressure
leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also
be checked by using Bloc-Chek Kit C-3685-A or
equivalent. Perform test following the procedures
supplied with the tool kit.
REMOVAL
(1) Disconnect the battery negative cable.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove the air cleaner resonator and duct
work.
(4) Remove the intake manifold-to-generator
bracket support rod. Remove the generator.
(5) Remove closed crankcase ventilation system.
(6) Disconnect the evaporation control system.
(7) Perform the Fuel System Pressure Release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(8) Disconnect accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(9) Remove distributor cap and wires.
(10) Disconnect the coil wires.
(11) Disconnect heat indicator sending unit wire.
(12) Disconnect heater hoses and bypass hose.
(13) Remove cylinder head covers and gaskets
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
(14) Remove intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL) and throttle body as an assembly. Discard the flange side gaskets and the front and rear
cross-over gaskets.
9 - 22
ENGINE 5.9L
BR/BE
CYLINDER HEAD (Continued)
(15) Remove exhaust manifolds (Refer to 9 ENGINE/MANIFOLDS/EXHAUST MANIFOLD REMOVAL).
(16) Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(17) Remove the head bolts from each cylinder
head and remove cylinder heads. Discard the cylinder head gasket.
(18) Remove spark plugs.
CLEANING
Clean all surfaces of cylinder block and cylinder
heads.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
INSPECTION
Inspect all surfaces with a straightedge if there is
any reason to suspect leakage. If out-of-flatness
exceeds 0.00075mm/mm (0.0001in/in.) times the span
length in any direction, either replace head or lightly
machine the head surface.
FOR EXAMPLE:—A 305 mm (12 in.) span is
0.102 mm (0.004 in.) out-of-flat. The allowable out-offlat is 305 x 0.00075 (12 x 0.00075) equals 0.23 mm
(0.009 in.). This amount of out-of-flat is acceptable.
The cylinder head surface finish should be
1.78-3.00 microns (70-125 microinches).
Inspect push rods. Replace worn or bent rods.
INSTALLATION
(1) Clean all surfaces of cylinder block and cylinder heads.
(2) Clean cylinder block front and rear gasket surfaces using a suitable solvent.
(3) Position new cylinder head gaskets onto the
cylinder block.
(4) Position cylinder heads onto head gaskets and
cylinder block.
(5) Starting at top center, tighten all cylinder head
bolts, in sequence (Fig. 6).
CAUTION: When tightening the rocker arm bolts,
make sure the piston in that cylinder is NOT at
TDC. Contact between the valves and piston could
occur.
(6) Install push rods and rocker arm assemblies in
their original position. Tighten the bolts to 28 N·m
(21 ft. lbs.) torque.
(7) Install the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION) and throttle body assembly.
(8) Install exhaust manifolds (Refer to 9 ENGINE/MANIFOLDS/EXHAUST MANIFOLD INSTALLATION).
Fig. 6 Cylinder Head Bolt Tightening Sequence
(9) If required, adjust spark plugs to specifications.
Install the plugs and tighten to 41 N·m (30 ft. lbs.)
torque.
(10) Install coil wire.
(11) Connect heat indicator sending unit wire.
(12) Connect the heater hoses and bypass hose.
(13) Install distributor cap and wires.
(14) Connect the accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(15) Install the fuel supply line (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(16) Install the generator and drive belt (Refer to 7
- COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION). Tighten generator mounting bolt
to 41 N·m (30 ft. lbs.) torque. Tighten the adjusting
strap bolt to 23 N·m (200 in. lbs.) torque.
(17) Install the intake manifold-to-generator
bracket support rod. Tighten the bolts.
(18) Place the cylinder head cover gaskets in position and install cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(19) Install closed crankcase ventilation system.
(20) Connect the evaporation control system.
(21) Install the air cleaner.
(22) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(23) Connect the negative cable to the battery.
(24) Start engine check for leaks.
ENGINE 5.9L
BR/BE
CYLINDER HEAD COVER(S)
REMOVAL
NOTE: A steel backed silicon gasket is used with
the cylinder head cover (Fig. 7). This gasket can be
used again.
9 - 23
INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
Both the intake and exhaust valves are made of
steel. The intake valve is 48.768 mm (1.92 inches) in
diameter and the exhaust valve is 41.148 mm (1.62
inches) in diameter and has a 2.032 mm (0.080 inch)
wafer interia welded to the tip for durability. These
valves are not splayed.
STANDARD PROCEDURE—VALVES, GUIDES
AND SPRINGS
VALVE CLEANING
Fig. 7 Cylinder Head Cover Gasket
Clean valves thoroughly. Discard burned, warped,
or cracked valves.
Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.
1 - CYLINDER HEAD COVER GASKET
VALVE GUIDES
(1) Disconnect the negative cable from the battery.
(2) Disconnect the spark plug wires form the spark
plugs and set aside.
(3) Disconnect closed ventilation system and evaporation control system from cylinder head cover.
(4) Remove cylinder head cover and gasket.
Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 in.), replace the valve.
Measure valve stem guide clearance as follows:
(1) Install Valve Guide Sleeve Tool C-3973 over
valve stem and install valve (Fig. 8). The special
sleeve places the valve at the correct height for
checking with a dial indicator.
CLEANING
Clean cylinder head cover gasket surface.
Clean head rail, if necessary.
INSPECTION
Inspect cover for distortion and straighten, if necessary.
Check the gasket for use in head cover installation.
If damaged, use a new gasket.
INSTALLATION
(1) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail.
(2) Position the cylinder head cover onto the gasket. Tighten the bolts to 11 N·m (95 in. lbs.) torque.
(3) Install closed crankcase ventilation system and
evaporation control system.
(4) Connect the spark plug wires to the spark
plugs.
(5) Connect the negative cable to the battery.
Fig. 8 Positioning Valve with Tool C-3973
1 - VALVE
2 - SPACER TOOL
(2) Attach dial indicator Tool C-3339 to cylinder
head and set it at right angles to valve stem being
measured (Fig. 9).
(3) Move valve to and from the indicator. The total
dial indicator reading should not exceed 0.432 mm
(0.017 in.). Ream the guides for valves with oversize
stems if dial indicator reading is excessive or if the
stems are scuffed or scored.
9 - 24
ENGINE 5.9L
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
Fig. 9 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339
Fig. 10 Valve Face and Seat Angles
VALVE GUIDES
Service valves with oversize stems are available.
Refer to REAMER SIZES CHART
REAMER SIZES CHART
REAMER O/S
VALVE GUIDE SIZE
0.076 mm
8.026 - 8.052 mm
(0.003 in.)
(0.316 - 0.317 in.)
0.381 mm
8.331 - 8.357 mm
(0.015 in.)
(0.328 - 0.329 in.)
(1) Slowly turn reamer by hand and clean guide
thoroughly before installing new valve. Ream the
valve guides from standard to 0.381 mm (0.015
in.). Use a two step procedure so the valve
guides are reamed true in relation to the valve
seat:
• Step 1—Ream to 0.0763 mm (0.003 inch).
• Step 2—Ream to 0.381 mm (0.015 inch).
1 - CONTACT POINT
VALVE FACE AND VALVE SEAT ANGLE CHART
ITEM
A
DESCRIPTION
SEAT WIDTH
INTAKE
1.016 - 1.524 mm
(0.040 - 0.060 in.)
EXHAUST
1.524 - 2.032 mm
(0.060 - 0.080 in.)
B
FACE ANGLE
(INT. AND EXT.)
C
43¼° - 43¾°
SEAT ANGLE
(INT. AND EXT.)
D
44¼° - 44¾°
CONTACT
SURFACE
REFACING VALVES AND VALVE SEATS
The intake and exhaust valves have a 43-1/4° to
43-3/4° face angle and a 44-1/4° to 44-3/4° seat angle
(Fig. 10).
SPECIFICATION
—
VALVES
Inspect the remaining margin after the valves are
refaced (Fig. 11). Valves with less than 1.190 mm
(0.047 in.) margin should be discarded.
VALVE SEATS
CAUTION: DO NOT un-shroud valves during valve
seat refacing (Fig. 12).
(1) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseat-
ENGINE 5.9L
BR/BE
9 - 25
INTAKE/EXHAUST VALVES & SEATS (Continued)
valve face, contact is satisfactory. If the blue is transferred to the top edge of valve face, lower valve seat
with a 15° stone. If the blue is transferred to bottom
edge of valve face raise valve seat with a 60° stone.
(4) When seat is properly positioned the width of
intake seats should be 1.016-1.524 mm (0.040-0.060
in.). The width of the exhaust seats should be 1.5242.032 mm (0.060-0.080 in.).
VALVE SPRINGS
Fig. 11 Intake and Exhaust Valves
1
2
3
4
-
MARGIN
VALVE SPRING RETAINER LOCK GROOVE
STEM
FACE
Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs should
be tested. As an example the compression length of
the spring to be tested is 1-5/16 in.. Turn table of
Universal Valve Spring Tester Tool until surface is in
line with the 1-5/16 in. mark on the threaded stud.
Be sure the zero mark is to the front (Fig. 13). Place
spring over stud on the table and lift compressing
lever to set tone device. Pull on torque wrench until
ping is heard. Take reading on torque wrench at this
instant. Multiply this reading by 2. This will give the
spring load at test length. Fractional measurements
are indicated on the table for finer adjustments.
Refer to specifications to obtain specified height and
allowable tensions. Discard the springs that do not
meet specifications.
Fig. 12 Refacing Valve Seats
1
2
3
4
-
STONE
PILOT
VALVE SEAT
SHROUD
ing stones. A true and complete surface must be
obtained.
(2) Measure the concentricity of valve seat using a
dial indicator. Total runout should not exceed 0.051
mm (0.002 in.) total indicator reading.
(3) Inspect the valve seat with Prussian blue, to
determine where the valve contacts the seat. To do
this, coat valve seat LIGHTLY with Prussian blue
then set valve in place. Rotate the valve with light
pressure. If the blue is transferred to the center of
Fig. 13 Testing Valve Spring for Compressed
Length
1 - TORQUE WRENCH
2 - VALVE SPRING TESTER
REMOVAL
(1) Remove the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
(2) Compress valve springs using Valve Spring
Compressor Tool MD- 998772A and adapter 6716A.
(3) Remove valve retaining locks, valve spring
retainers, valve stem seals and valve springs.
(4) Before removing valves, remove any burrs from
valve stem lock grooves to prevent damage to the
9 - 26
ENGINE 5.9L
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
valve guides. Identify valves to ensure installation in
original location.
CLEANING
Clean valves thoroughly. Discard burned, warped,
or cracked valves.
Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.
INSPECTION
Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 in.), replace the valve.
Measure valve stem guide clearance as follows:
(1) Install Valve Guide Sleeve Tool C-3973 over
valve stem and install valve (Fig. 14). The special
sleeve places the valve at the correct height for
checking with a dial indicator.
Fig. 15 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339
Fig. 14 Positioning Valve with Tool C-3973
1 - VALVE
2 - SPACER TOOL
(2) Attach dial indicator Tool C-3339 to cylinder
head and set it at right angles to valve stem being
measured (Fig. 15).
(3) Move valve to and from the indicator. The total
dial indicator reading should not exceed 0.432 mm
(0.017 in.). Ream the guides for valves with oversize
stems if dial indicator reading is excessive or if the
stems are scuffed or scored.
INSTALLATION
(1) Clean valves thoroughly. Discard burned,
warped and cracked valves.
(2) Remove carbon and varnish deposits from
inside of valve guides with a reliable guide cleaner.
(3) Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 inch), replace the valve.
(4) Coat valve stems with lubrication oil and insert
them in cylinder head.
(5) If valves or seats are reground, check valve
stem height. If valve is too long, replace cylinder
head.
(6) Install new seals on all valve guides. Install
valve springs and valve retainers.
(7) Compress valve springs with Valve Spring
Compressor Tool MD-998772A and adapter 6716A,
install locks and release tool. If valves and/or seats
are ground, measure the installed height of springs.
Make sure the measurement is taken from bottom of
spring seat in cylinder head to the bottom surface of
spring retainer. If spacers are installed, measure
from the top of spacer. If height is greater than 42.86
mm (1-11/16 inches), install a 1.587 mm (1/16 inch)
spacer in head counterbore. This should bring spring
height back to normal 41.27 to 42.86 mm (1-5/8 to
1-11/16 inch).
(8) Install cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).
ROCKER ARM / ADJUSTER
ASSEMBLY
REMOVAL
(1) Remove cylinder head cover and gasket (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
(2) Remove the rocker arm bolts and pivots (Fig.
16). Place them on a bench in the same order as
removed.
(3) Remove the push rods and place them on a
bench in the same order as removed.
INSTALLATION
(1) Rotate the crankshaft until the “V8” mark lines
up with the TDC mark on the timing chain case
cover. This mark is located 147° ATDC from the No.1
firing position.
ENGINE 5.9L
BR/BE
9 - 27
ROCKER ARM / ADJUSTER ASSEMBLY (Continued)
If plug is too high, use a suitable flat dowel to position properly.
Fig. 16 Rocker Arms
1 - ROCKER ARMS
2 - CYLINDER HEAD
(2) Install the push rods in the same order as
removed.
(3) Install rocker arm and pivot assemblies in the
same order as removed. Tighten the rocker arm bolts
to 28 N·m (21 ft. lbs.) torque.
CAUTION: DO NOT rotate or crank the engine during or immediately after rocker arm installation.
Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
(4) Install cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
ENGINE BLOCK
Fig. 17 Oil Line Plug
1
2
3
4
5
6
7
-
RIGHT OIL GALLERY
CYLINDER BLOCK
OIL FROM FILTER TO SYSTEM
OIL TO FILTER
FROM OIL PUMP
CRANKSHAFT
PLUG
CLEANING
Clean cylinder block thoroughly and check all core
hole plugs for evidence of leakage.
INSPECTION
Examine block for cracks or fractures.
The cylinder walls should be checked for out-ofround and taper. Refer to Honing Cylinder Bores in
the Service Procedures portion of this Section.
Inspect the oil line plug, the oil line plug is located
in the vertical passage at the rear of the block
between the oil-to-filter and oil-from-filter passages
(Fig. 17) . Improper installation or missing plug could
cause erratic, low, or no oil pressure.
The oil plug must come out the bottom. Use flat
dowel, down the oil pressure sending unit hole from
the top, to remove oil plug.
(1) Remove oil pressure sending unit from back of
block.
(2) Insert a 3.175 mm (1/8 in.) finish wire, or
equivalent, into passage.
(3) Plug should be 190.0 to 195.2 mm (7-1/2 to
7-11/16 in.) from machined surface of block (Fig. 17) .
(4) If plug is too low, remove oil pan and No. 4
main bearing cap. Use suitable flat dowel to position
properly. Coat outside diameter of plug with Mopart
Stud and Bearing Mount Adhesive. Plug should be
54.0 to 57.7 mm (2-1/8 to 2-5/16 in.) from bottom of
the block.
CAMSHAFT & BEARINGS (IN
BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS
NOTE: This procedure requires that the engine is
removed from the vehicle.
(1) With engine completely disassembled, drive out
rear cam bearing core plug.
(2) Install proper size adapters and horseshoe
washers (part of Camshaft Bearing Remover/Installer
9 - 28
ENGINE 5.9L
BR/BE
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
Tool C-3132-A) at back of each bearing shell. Drive
out bearing shells (Fig. 18).
(9) Remove distributor and lift out the oil pump
and distributor drive shaft.
(10) Remove camshaft thrust plate, note location of
oil tab (Fig. 20).
Fig. 18 Camshaft Bearings
1 - SPECIAL TOOL C-3132–A
2 - MAIN BEARING OIL HOLE
REMOVAL—CAMSHAFT
NOTE: The camshaft has an integral oil pump and
distributor drive gear (Fig. 19).
Fig. 20 Timing Chain Oil
1 - THRUST PLATE FRONT SIDE
2 - CHAIN OIL TAB
3 - THRUST PLATE REAR SIDE
Fig. 19 Camshaft and Sprocket Assembly
1 - THRUST PLATE
2 - OIL PUMP AND DISTRIBUTOR DRIVE GEAR INTEGRAL
WITH CAMSHAFT
3 - CAMSHAFT SPROCKET
(1) Remove the radiator (Refer to 7 - COOLING/
ENGINE/RADIATOR - REMOVAL).
(2) Remove the A/C Condenser (if equipped)
(3) Remove the engine cover.
(4) Remove intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(5) Remove cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(6) Remove timing case cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL) and timing chain (Refer to 9
- ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - REMOVAL).
(7) Remove rocker arms.
(8) Remove push rods and tappets. Identify each
part so it can be installed in its original location.
(11) Install a long bolt into front of camshaft to aid
in removal of the camshaft. Remove camshaft, being
careful not to damage cam bearings with the cam
lobes.
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS
(1) Install new camshaft bearings with Camshaft
Bearing Remover/Installer Tool C-3132-A by sliding
the new camshaft bearing shell over proper adapter.
(2) Position rear bearing in the tool. Install horseshoe lock and by reversing removal procedure, carefully drive bearing shell into place.
(3) Install remaining bearings in the same manner. Bearings must be carefully aligned to bring oil
holes into full register with oil passages from the
main bearing. If the camshaft bearing shell oil holes
are not in exact alignment, remove and install them
correctly. Install a new core hole plug at the rear of
camshaft. Be sure this plug does not leak.
ENGINE 5.9L
BR/BE
9 - 29
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
INSTALLATION—CAMSHAFT
(1) Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft to within 51 mm (2
inches) of its final position in cylinder block.
(2) Install Camshaft Holder Tool C-3509 with
tongue back of distributor drive gear (Fig. 21).
(13) Install intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
(14) Install the engine cover.
(15) Install the A/C Condenser (if equipped)
(16) Install the radiator (Refer to 7 - COOLING/
ENGINE/RADIATOR - INSTALLATION).
(17) Start engine check for leaks.
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING ROD
BEARING FITTING
Fig. 21 Camshaft Holding Tool C-3509 (Installed
Position)
1 - SPECIAL TOOL C-3509
2 - DRIVE GEAR
3 - DISTRIBUTOR LOCK BOLT
(3) Hold tool in position with a distributor lockplate bolt. This tool will restrict camshaft from being
pushed in too far and prevent knocking out the welch
plug in rear of cylinder block. Tool should remain
installed until the camshaft and crankshaft
sprockets and timing chain have been installed.
(4) Install camshaft thrust plate and chain oil tab.
Make sure tang enters lower right hole in
thrust plate. Tighten bolts to 24 N·m (210 in. lbs.)
torque. Top edge of tab should be flat against thrust
plate in order to catch oil for chain lubrication.
(5) Install timing chain and gears (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - INSTALLATION).
(6) Measure camshaft end play (Refer to 9 ENGINE - SPECIFICATIONS). If not within limits
install a new thrust plate.
(7) Each tappet reused must be installed in the
same position from which it was removed. When
camshaft is replaced, all of the tappets must be
replaced.
(8) Install distributor and distributor drive shaft.
(9) Install push rods and tappets.
(10) Install rocker arms.
(11) Install timing case cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(12) Install cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
Fit all rods on a bank until completed. DO NOT
alternate from one bank to another, because connecting rods and pistons are not interchangeable from
one bank to another.
The bearing caps are not interchangeable and
should be marked at removal to ensure correct
assembly.
Each bearing cap has a small V-groove across the
parting face. When installing the lower bearing shell,
be certain that the V-groove in the shell is in line
with the V-groove in the cap. This provides lubrication of the cylinder wall in the opposite bank.
The bearing shells must be installed so that the
tangs are in the machined grooves in the rods and
caps.
Limits of taper or out-of-round on any crankshaft
journals should be held to 0.025 mm (0.001 in.).
Bearings are available in 0.025 mm (0.001 in.), 0.051
mm (0.002 in.), 0.076 mm (0.003 in.), 0.254 mm
(0.010 in.) and 0.305 mm (0.012 in.) undersize.
Install the bearings in pairs. DO NOT use a new
bearing half with an old bearing half. DO NOT
file the rods or bearing caps.
CRANKSHAFT
DESCRIPTION
The crankshaft (Fig. 22) is of a cast nodular steel
splayed type design, with five main bearing journals.The crankshaft is located at the bottom of the
engine block and is held in place with five main bearing caps. The number 3 counterweight is the location
for journal size identification.
OPERATION
The crankshaft transfers force generated by combustion within the cylinder bores to the flywheel or
flexplate.
9 - 30
ENGINE 5.9L
BR/BE
CRANKSHAFT (Continued)
Fig. 22 Crankshaft with Journal Size Identification
REMOVAL
this before applying the Mopart Gasket Maker and
the installation of rear cap.
(2) Lightly oil the new upper seal lips with engine
oil.
(3) Install the new upper rear bearing oil seal with
the white paint facing towards the rear of the engine.
(4) Position the crankshaft into the cylinder block.
(5) Lightly oil the new lower seal lips with engine
oil.
(6) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.
(7) Apply 5 mm (0.20 in) drop of Mopart Gasket
Maker, or equivalent, on each side of the rear main
bearing cap (Fig. 23). DO NOT over apply sealant or
allow the sealant to contact the rubber seal. Assemble bearing cap to cylinder block immediately after
sealant application.
NOTE: This procedure can be done in vehicle. However the transmission must be removed first.
(1) If crankshaft is to be removed while engine is
in vehicle remove the transmission. Refer to 21 TRANSMISSION/TRANSAXLE.
(2) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(3) Remove the oil pump from the rear main bearing cap (Refer to 9 - ENGINE/LUBRICATION/OIL
PUMP - REMOVAL).
(4) Remove the vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(5) Remove the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(6) Identify rod bearing caps before removal.
Remove rod bearing caps with bearings.
CAUTION: Support crankshaft before removing
main bearing caps. failure to do so will allow the
crankshaft to fall damaging the crankshaft.
(7) Using a suitable jack, support the crankshaft.
(8) Identify main bearing caps before removal.
Remove main bearing caps and bearings one at a
time.
(9) Lower the crankshaft out of the block.
(10) Remove and discard the crankshaft rear oil
seals.
(11) Remove and discard the front crankshaft oil
seal.
INSTALLATION
(1) Clean Gasket Maker residue and sealant from
the cylinder block and rear cap mating surface. Do
Fig. 23 Sealant Application to Bearing Cap
1 - MOPART GASKET MAKER 5 mm (0.20 IN.) ON BOTH SIDES
OF REAR MAIN CAP
(8) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(9) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten to 115 N·m (85 ft. lbs.) torque.
(10) Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(11) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(12) Install the vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(13) Position the connecting rods onto the crankshaft and install the rod bearing caps. Tighten the
nuts to 61 N·m (45 ft. lbs.).
ENGINE 5.9L
BR/BE
9 - 31
CRANKSHAFT (Continued)
(14) Apply Mopart Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 24).
Apply enough sealant until a small amount is
squeezed out. Withdraw nozzle and wipe excess sealant off the oil pan seal groove.
(15) Install new front crankshaft oil seal (Refer to
9 - ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - FRONT - INSTALLATION).
(16) Immediately install the oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
Fig. 25 Main Bearing Orientation
ing vibration. The main bearings are available in
standard and undersizes.
STANDARD PROCEDURE—CRANKSHAFT MAIN
BEARING FITTING
Fig. 24 Apply Sealant to Bearing Cap to Block Joint
1 - MOPAR SILICONE RUBBER ADHESIVE SEALANT NOZZLE
TIP
2 - SEALANT APPLIED
3 - CYLINDER BLOCK
4 - REAR MAIN BEARING CAP
(17) If the transmission was removed, install the
transmission. Refer to 21 - TRANSMISSION/TRANSAXLE.
Bearing caps are not interchangeable and should
be marked at removal to ensure correct assembly.
Upper and lower bearing halves are NOT interchangeable. Lower main bearing halves of No.2 and 4
are interchangeable.
Upper and lower No.3 bearing halves are flanged
to carry the crankshaft thrust loads. They are NOT
interchangeable with any other bearing halves in the
engine (Fig. 26). Bearing shells are available in standard and the following undersizes: Never install an
undersize bearing that will reduce clearance below
specifications.
CRANKSHAFT MAIN
BEARINGS
Main Bearing Undersize Availability List
• 0.25 mm (0.001 inch)
• 0.051 mm (0.002 inch)
• 0.076 mm (0.003 inch)
• 0.254 mm (0.010 inch)
• 0.305 mm (0.012 inch)
DESCRIPTION
REMOVAL
Main bearings (Fig. 25) are located in the cylinder
block. One half of the main bearing is located in the
crankshaft main bore the other half of the matching
bearing is located in the main bearing cap. there are
five main bearings. Number three main bearing is
flanged, this flange controls crankshaft thrust.
(1) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(2) Remove the oil pump from the rear main bearing cap (Refer to 9 - ENGINE/LUBRICATION/OIL
PUMP - REMOVAL).
(3) Identify bearing caps before removal. Remove
bearing caps one at a time.
(4) Remove upper half of bearing by inserting
Crankshaft Main Bearing Remover/Installer Tool
C-3059 into the oil hole of crankshaft (Fig. 27).
(5) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.
OPERATION
The main bearings encircle the crankshaft main
bearing journals, this aligns the crankshaft to the
centerline of the engine and allows the crankshaft to
turn without wobbling or shaking therefore eliminat-
9 - 32
ENGINE 5.9L
BR/BE
CRANKSHAFT MAIN BEARINGS (Continued)
(3) Install the bearing caps. Clean and oil the
bolts. Tighten the capbolts to 115 N·m (85 ft. lbs.)
torque.
(4) Install the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(5) Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(6) Start engine check for leaks.
CRANKSHAFT OIL SEAL FRONT
DESCRIPTION
Fig. 26 Main Bearing
The crankshaft front seal is a one piece viton seal
with a steel housing. The front seal is located in the
engine front cover.
OPERATION
The crankshaft seals prevent oil from leaking from
around the crankshaft, either from the rear of the
engine or from the engine front cover.
REMOVAL
Fig. 27 Upper Main Bearing Removal and
Installation with Tool C-3059
1
2
3
4
-
SPECIAL TOOL C-3059
BEARING
SPECIAL TOOL C-3059
BEARING
INSTALLATION
Only one main bearing should be selectively fitted
while all other main bearing caps are properly tightened. All bearing capbolts removed during service
procedures are to be cleaned and oiled before installation.
When installing a new upper bearing shell, slightly
chamfer the sharp edges from the plain side.
(1) Start bearing in place, and insert Crankshaft
Main Bearing Remover/Installer Tool C-3059 into oil
hole of crankshaft (Fig. 27).
(2) Slowly rotate crankshaft counterclockwise sliding the bearing into position. Remove Tool C-3059.
The oil seal can be replaced without removing the
timing chain cover, provided that the cover is not
misaligned.
(1) Disconnect the negative cable from the battery.
(2) Remove vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(3) If front seal is suspected of leaking, check front
oil seal alignment to crankshaft. The seal installation/alignment Tool 6635, should fit with minimum
interference. If tool does not fit, the cover must be
removed and installed properly.
(4) Place a suitable tool behind the lips of the oil
seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal bore of cover.
INSTALLATION
(1) Place the smaller diameter of the oil seal over
Front Oil Seal Installation Tool 6635 (Fig. 28). Seat
the oil seal in the groove of the tool.
(2) Position the seal and tool onto the crankshaft
(Fig. 29).
(3) Using the vibration damper bolt, tighten the
bolt to draw the seal into position on the crankshaft
(Fig. 30).
(4) Remove the vibration damper bolt and seal
installation tool.
(5) Inspect the seal flange on the vibration
damper.
(6) Install the vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
ENGINE 5.9L
BR/BE
9 - 33
CRANKSHAFT OIL SEAL - FRONT (Continued)
(7) Connect the negative cable to the battery.
Fig. 28 Placing Oil Seal on Installation Tool 6635
1 - CRANKSHAFT FRONT OIL SEAL
2 - INSTALL THIS END INTO SPECIAL TOOL 6635
Fig. 30 Installing Oil Seal
1 - SPECIAL TOOL 6635
2 - TIMING CHAIN COVER
bearing cap, the second part of the two piece seal is
located in the main bearing cap itself.
OPERATION
The crankshaft seals prevent oil from leaking from
around the crankshaft, either from the rear of the
engine or from the engine front cover.
REMOVAL
The service seal is a two piece, Viton seal. The
upper seal half can be installed with crankshaft
removed from engine or with crankshaft installed.
When a new upper seal is installed, install a new
lower seal. The lower seal half can be installed only
with the rear main bearing cap removed.
UPPER SEAL —CRANKSHAFT REMOVED
Fig. 29 Position Tool and Seal onto Crankshaft
1 - SPECIAL TOOL 6635
2 - OIL SEAL
3 - TIMING CHAIN COVER
(1) Remove the crankshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CRANKSHAFT - REMOVAL). Discard the old upper seal.
UPPER SEAL—CRANKSHAFT INSTALLED
CRANKSHAFT OIL SEAL REAR
DESCRIPTION
The crankshaft rear seal is a two piece viton seal.
One part of the two piece rear seal is located in a slot
in the cylinder block oppsite the crankshaft main
(1) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(2) Remove the oil pump (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - REMOVAL).
(3) Remove the rear main bearing cap. Remove
and discard the old lower oil seal.
(4) Carefully remove and discard the old upper oil
seal.
9 - 34
ENGINE 5.9L
BR/BE
CRANKSHAFT OIL SEAL - REAR (Continued)
LOWER SEAL
(1) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(2) Remove the oil pump (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - REMOVAL).
(3) Remove the rear main bearing cap and discard
the old lower seal.
INSTALLATION
The service seal is a two piece, Viton seal. The
upper seal half can be installed with crankshaft
removed from engine or with crankshaft installed.
When a new upper seal is installed, install a new
lower seal. The lower seal half can be installed only
with the rear main bearing cap removed.
UPPER SEAL —CRANKSHAFT REMOVED
(1) Clean the cylinder block rear cap mating surface. Be sure the seal groove is free of debris. Check
for burrs at the oil hole on the cylinder block mating
surface to rear cap.
(2) Lightly oil the new upper seal lips with engine
oil.
(3) Install the new upper rear bearing oil seal with
the white paint facing toward the rear of the engine.
(4) Position the crankshaft into the cylinder block.
(5) Lightly oil the new lower seal lips with engine
oil.
(6) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.
(7) Apply 5 mm (0.20 in.) drop of Mopart Gasket
Maker, or equivalent, on each side of the rear main
bearing cap (Fig. 31). DO NOT over-apply sealant or
allow the sealant to contact the rubber seal. Assemble bearing cap to cylinder block immediately after
sealant application.
(8) To align the bearing cap, use cap slot, alignment dowel, and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than two times for proper engagement.
(9) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten to 115 N·m (85 ft. lbs.) torque.
(10) Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(11) Apply Mopart GEN II Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap-to-block
joint to provide cap to block and oil pan sealing (Fig.
32). Apply enough sealant so that a small amount is
squeezed out. Withdraw nozzle and wipe excess sealant off the oil pan seal groove.
(12) Install new front crankshaft oil seal (Refer to
9 - ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - FRONT - INSTALLATION).
Fig. 31 Sealant Application to Bearing Cap
1
2
3
4
-
MOPAR SILICONE RUBBER ADHESIVE SEALANT SLOTS
MOPART GASKET MAKER (OR EQUIVALENT)
CAP ALIGNMENT SLOT
REAR MAIN BEARING CAP
(13) Immediately install the oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
Fig. 32 Apply Sealant to Bearing Cap-to-Block Joint
1 - MOPAR SILICONE RUBBER ADHESIVE SEALANT NOZZLE
TIP
2 - SEALANT APPLIED
3 - CYLINDER BLOCK
4 - REAR MAIN BEARING CAP
UPPER SEAL—CRANKSHAFT INSTALLED
(1) Clean the cylinder block mating surfaces before
oil seal installation. Check for burrs at the oil hole on
the cylinder block mating surface to rear cap.
(2) Lightly oil the new upper seal lips with engine
oil. To allow ease of installation of the seal, loosen at
least the two main bearing caps forward of the rear
bearing cap.
ENGINE 5.9L
BR/BE
9 - 35
CRANKSHAFT OIL SEAL - REAR (Continued)
(3) Rotate the new upper seal into the cylinder
block, being careful not to shave or cut the outer surface of the seal. To ensure proper installation, use the
installation tool provided with the kit. Install the
new seal with the white paint facing toward the rear
of the engine.
(4) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing toward
the rear of the engine.
(5) Apply 5 mm (0.20 in.) drop of Mopart Gasket
Maker, or equivalent, on each side of the rear main
bearing cap (Fig. 31). DO NOT over-apply sealant or
allow the sealant to contact the rubber seal. Assemble bearing cap to cylinder block immediately after
sealant application. Be sure the white paint faces
toward the rear of the engine.
(6) To align the bearing cap, use cap slot, alignment dowel, and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than two times for proper engagement.
(7) Install the rear main bearing cap with cleaned
and oiled cap bolts. Alternately tighten ALL cap bolts
to 115 N·m (85 ft. lbs.) torque.
(8) Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(9) Apply Mopart GEN II Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap-to-block
joint to provide cap-to-block and oil pan sealing (Fig.
32). Apply enough sealant until a small amount is
squeezed out. Withdraw nozzle and wipe excess sealant off the oil pan seal groove.
(10) Immediately install the oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(7) Install the rear main bearing cap with cleaned
and oiled cap bolts. Alternately tighten the cap bolts
to 115 N·m (85 ft. lbs.) torque.
(8) Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(9) Apply Mopart GEN II Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap-to-block
joint to provide cap to block and oil pan sealing.
Apply enough sealant so that a small amount is
squeezed out. Withdraw nozzle and wipe excess sealant off the oil pan seal groove.
(10) Immediately install the oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
DISTRIBUTOR BUSHING
REMOVAL
(1) Remove distributor (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/DISTRIBUTOR - REMOVAL).
(2) Remove the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL).
(3) Insert Distributor Drive Shaft Bushing Puller
Tool C-3052 into old bushing and thread down until a
tight fit is obtained (Fig. 33).
(4) Hold puller screw and tighten puller nut until
bushing is removed.
LOWER SEAL
(1) Clean the rear main cap mating surfaces
including the oil pan gasket groove.
(2) Carefully install a new upper seal. Refer to
UPPER SEAL—CRANKSHAFT INSTALLED .
(3) Lightly oil the new lower seal lips with engine
oil.
(4) Install a new lower seal in bearing cap with
the white paint facing the rear of engine.
(5) Apply 5 mm (0.20 in.) drop of Mopart Gasket
Maker, or equivalent, on each side of the rear main
bearing cap (Fig. 31). DO NOT over-apply sealant or
allow the sealant to contact the rubber seal. Assemble bearing cap to cylinder block immediately after
sealant application.
(6) To align the bearing cap, use cap slot, alignment dowel, and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than two times for proper engagement.
Fig. 33 Distributor Driveshaft Bushing Removal
1 - SPECIAL TOOL C-3052
2 - BUSHING
INSTALLATION
(1) Slide new bushing over burnishing end of Distributor Drive Shaft Bushing Driver/Burnisher Tool
C-3053. Insert the tool and bushing into the bore.
(2) Drive bushing and tool into position, using a
hammer (Fig. 34).
(3) As the burnisher is pulled through the bushing,
the bushing is expanded tight in the block and burnished to correct size (Fig. 35). DO NOT ream this
bushing.
9 - 36
ENGINE 5.9L
BR/BE
DISTRIBUTOR BUSHING (Continued)
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running, this condition could create foam in
the oil pan. Foam in oil pan would be fed to the
hydraulic tappets by the oil pump causing them to
lose length and allow valves to seat noisily.
Fig. 34 Distributor Driveshaft Bushing Installation
1 - SPECIAL TOOL C-3053
2 - BUSHING
CAUTION: This procedure MUST be followed when
installing a new bushing or seizure to shaft may
occur.
LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length,
which allows valves to seat noisily. Any leaks on
intake side of oil pump through which air can be
drawn will create the same tappet action. Check the
lubrication system from the intake strainer to the
pump cover, including the relief valve retainer cap.
When tappet noise is due to aeration, it may be
intermittent or constant, and usually more than one
tappet will be noisy. When oil level and leaks have
been corrected, operate the engine at fast idle. Run
engine for a sufficient time to allow all of the air
inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS
Fig. 35 Burnishing Distributor Driveshaft Bushing
1 - SPECIAL TOOL C-3053
2 - BUSHING
(1) To determine source of tappet noise, operate
engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
(4) Install the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(5) Install the distributor (Refer to 8 - ELECTRICAL/IGNITION
CONTROL/DISTRIBUTOR
INSTALLATION).
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying side
thrust on the valve spring. If noise is not appreciably reduced, it can be assumed the noise is in the
tappet. Inspect the rocker arm push rod sockets
and push rod ends for wear.
HYDRAULIC LIFTERS
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by excessive leak-down around the unit plunger, or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click is caused
by a tappet check valve not seating, or by foreign particles wedged between the plunger and the tappet
body. This will cause the plunger to stick in the down
position. This heavy click will be accompanied by
excessive clearance between the valve stem and rocker
arm as valve closes. In either case, tappet assembly
should be removed for inspection and cleaning.
(4) The valve train generates a noise very much
like a light tappet noise during normal operation.
Care must be taken to ensure that tappets are mak-
DIAGNOSIS AND TESTING—HYDRAULIC
TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending-unit. The pressure should be
between 207-552 kPa (30-80 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick. The oil level in the pan
should never be above the FULL mark or below the
ADD OIL mark on dipstick. Either of these two conditions could be responsible for noisy tappets.
ENGINE 5.9L
BR/BE
9 - 37
HYDRAULIC LIFTERS (Continued)
ing the noise. If more than one tappet seems to be
noisy, it’s probably not the tappets.
LEAK-DOWN TEST
After cleaning and inspection, test each tappet for
specified leak-down rate tolerance to ensure zero-lash
operation (Fig. 36).
Swing the weighted arm of the hydraulic valve tappet tester away from the ram of the Universal LeakDown Tester.
(1) Place a 7.925-7.950 mm (0.312-0.313 inch) diameter ball bearing on the plunger cap of the tappet.
(2) Lift the ram and position the tappet (with the
ball bearing) inside the tester cup.
(3) Lower the ram, then adjust the nose of the ram
until it contacts the ball bearing. DO NOT tighten
the hex nut on the ram.
(4) Fill the tester cup with hydraulic valve tappet
test oil until the tappet is completely submerged.
(5) Swing the weighted arm onto the push rod and
pump the tappet plunger up and down to remove air.
When the air bubbles cease, swing the weighted arm
away and allow the plunger to rise to the normal
position.
(6) Adjust the nose of the ram to align the pointer
with the SET mark on the scale of the tester and
tighten the hex nut.
(7) Slowly swing the weighted arm onto the push rod.
(8) Rotate the cup by turning the handle at the
base of the tester clockwise one revolution every 2
seconds.
(9) Observe the leak-down time interval from the
instant the pointer aligns with the START mark on
the scale until the pointer aligns with the 0.125
mark. A normally functioning tappet will require
20-110 seconds to leak-down. Discard tappets with
leak-down time interval not within this specification.
REMOVAL
(1) Remove the air cleaner assembly and air in-let
hose.
(2) Remove cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(3) Remove rocker assembly and push rods (Refer
to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). Identify push rods
to ensure installation in original locations.
(4) Remove intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(5) Remove yoke retainer and aligning yokes.
(6) Slide Hydraulic Tappet Remover/Installer Tool
C-4129-A through opening in cylinder head and seat
tool firmly in the head of tappet.
Fig. 36 Leak-Down Tester
1
2
3
4
5
6
-
POINTER
WEIGHTED ARM
RAM
CUP
HANDLE
PUSH ROD
(7) Pull tappet out of bore with a twisting motion.
If all tappets are to be removed, identify tappets to
ensure installation in original location.
(8) If the tappet or bore in cylinder block is scored,
scuffed, or shows signs of sticking, ream the bore to
next oversize. Replace with oversize tappet.
CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or compressed air.
INSTALLATION
(1) Lubricate tappets with Mopart Engine Oil
Supplement or equivalent.
(2) Install tappets and push rods in their original
positions. Ensure that the oil feed hole in the side of
the tappet body faces up (away from the crankshaft).
(3) Install aligning yokes with ARROW toward
camshaft.
(4) Install yoke retainer. Tighten the bolts to 23
N·m (200 in. lbs.) torque. Install intake manifold
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
(5) Install rocker arms (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY INSTALLATION).
(6) Install cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(7) Install air cleaner assembly and air in-let hose.
9 - 38
ENGINE 5.9L
BR/BE
HYDRAULIC LIFTERS (Continued)
(8) Start and operate engine. Warm up to normal
operating temperature.
CAUTION: To prevent damage to valve mechanism,
engine must not be run above fast idle until all
hydraulic tappets have filled with oil and have
become quiet.
PISTON MEASUREMENT CHART
PISTON
A DIA = PISTON
BORE
SIZE
DIAMETER
DIAMETER
MIN.
MAX.
MIN.
MAX.
mm
(in.)
mm
(in.)
mm
(in.)
mm (in.)
PISTON & CONNECTING ROD
A
—
—
—
—
DESCRIPTION
B
101.580
101.592
101.605
101.618
(3.9992)
(3.9997)
(4.0002)
(4.0007)
101.592
101.605
101.618
101.630
(3.9997)
(4.0002)
(4.0007)
(4.0012)
101.605
101.618
101.630
101.643
(4.0002)
(4.0007)
(4.0012)
(4.0017)
—
—
—
—
The pistons are made of aluminum and have three
ring grooves, the top two grooves are for the compression rings and the bottom groove is for the oil control
ring. The connecting rods are forged steel and are
coined prior to heat treat. The piston pins are press
fit.
C
D
STANDARD PROCEDURE - PISTON FITTING
Piston and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylinder wall is 0.013-0.038 mm (0.0005-0.0015 inch) at
21°C (70°F).
Piston diameter should be measured at the top of
skirt, 90° to piston pin axis. Cylinder bores should be
measured halfway down the cylinder bore and transverse to the engine crankshaft center line.
Pistons and cylinder bores should be measured at
normal room temperature, 21°C (70°F).
Check the pistons for taper and elliptical shape
before they are fitted into the cylinder bore (Fig. 37).
E
DESCRIPTION
SPECIFICATION
PISTON PIN BORE
25.007 - 25.015 mm
(.9845 - .9848 in.)
RING GROOVE
HEIGHT
OIL RAIL
4.033 - 4.058 mm
(.1588 - .1598 in.)
COMPRESSION
RAIL
1.529 - 1.554 mm
(.0602 - .0612 in.)
TOTAL FINISHED
470.8 ± 2 grams
WEIGHT
(16.607 ± .0706 ounces)
REMOVAL
Fig. 37 Piston Measurements
1 - 49.53 mm
(1.95 IN.)
(1) Remove the engine from the vehicle (Refer to 9
- ENGINE - REMOVAL).
(2) Remove the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
(3) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(4) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered
during this operation.
(5) Be sure each connecting rod and connecting rod
cap is identified with the cylinder number. Remove
connecting rod cap. Install connecting rod bolt guide
set on connecting rod bolts.
ENGINE 5.9L
BR/BE
9 - 39
PISTON & CONNECTING ROD (Continued)
(6) Pistons and connecting rods must be removed
from top of cylinder block. When removing the
assemblies from the engine, rotate crankshaft so that
the connecting rod is centered in cylinder bore and at
BDC. Be careful not to nick crankshaft journals.
(7) After removal, install bearing cap on the mating rod.
CLEANING
Clean the piston and connecting rod assembly
using a suitable solvent.
INSPECTION
Check the connecting rod journal for excessive
wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/CONNECTING ROD BEARINGS STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bending.
Check the piston for taper and elliptical shape
before it is fitted into the cylinder bore (Refer to 9 ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in
the piston skirts. Check the ring lands for cracks
and/or deterioration.
INSTALLATION
(1) Be sure that compression ring gaps are staggered so that neither is in line with oil ring rail gap.
(2) Before installing the ring compressor, be sure
the oil ring expander ends are butted and the rail
gaps located properly (Fig. 38).
(3) Immerse the piston head and rings in clean
engine oil. Slide Piston Ring Compressor Tool C-385
over the piston and tighten with the special wrench
(part of Tool C-385). Be sure position of rings
does not change during this operation.
(4) Install connecting rod bolt protectors on rod
bolts. The long protector should be installed on the
numbered side of the connecting rod.
(5) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Be sure
connecting rod and cylinder bore number are the
same. Insert rod and piston into cylinder bore and
guide rod over the crankshaft journal.
(6) Tap the piston down in cylinder bore, using a
hammer handle. At the same time, guide connecting
rod into position on crankshaft journal.
(7) The notch, or groove, on top of piston must be
pointing toward front of engine. The larger chamfer
of the connecting rod bore must be installed toward
crankshaft journal fillet.
(8) Install rod caps. Be sure connecting rod, connecting rod cap, and cylinder bore number are the
same. Install nuts on cleaned and oiled rod bolts and
tighten nuts to 61 N·m (45 ft. lbs.) torque.
(9) Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(10) Install the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - INSTALLATION).
(11) Install the engine into the vehicle (Refer to 9 ENGINE - INSTALLATION).
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING
Fig. 38 Proper Ring Installation
1 - OIL RING SPACER GAP
2 - SECOND COMPRESSION RING GAP OIL RING RAIL GAP
(TOP)
3 - OIL RING RAIL GAP (BOTTOM)
4 - TOP COMPRESSION RING GAP
(1) Measurement of end gaps:
(a) Measure piston ring gap 2 in. from bottom of
cylinder bore. An inverted piston can be used to
push the rings down to ensure positioning rings
squarely in the cylinder bore before measuring.
(b) Insert feeler gauge in the gap. The top compression ring gap should be between 0.254-0.508
mm (0.010-0.020 in.). The second compression ring
gap should be between 0.508-0.762 mm
(0.020-0.030 in.). The oil ring gap should be 0.2541.270 mm (0.010-0.050 in.).
(c) Rings with insufficient end gap may be properly filed to the correct dimension. Rings with
excess gaps should not be used.
(2) Install rings, and confirm ring side clearance:
(a) Install oil rings being careful not to nick or
scratch the piston. Install the oil control rings
according to instructions in the package. It is not
necessary to use a tool to install the upper and
9 - 40
ENGINE 5.9L
BR/BE
PISTON RINGS (Continued)
lower rails. Insert oil rail spacer first, then side
rails.
(b) Install the second compression rings using
Installation Tool C-4184. The compression rings
must be installed with the identification mark face
up (toward top of piston) and chamfer facing down.
An identification mark on the ring is a drill point,
a stamped letter “O”, an oval depression, or the
word “TOP” (Fig. 39) (Fig. 41).
(c) Using a ring installer, install the top compression ring with the chamfer facing up (Fig. 40)
(Fig. 41). An identification mark on the ring is a
drill point, a stamped letter “O”, an oval depression
or the word “TOP” facing up.
(d) Measure side clearance between piston ring
and ring land. Clearance should be 0.074-0.097 mm
(0.0029-0.0038 in.) for the compression rings. The
steel rail oil ring should be free in groove, but
should not exceed 0.246 mm (0.0097 in.) side clearance.
(e) Pistons with insufficient, or excessive, side
clearance should be replaced.
Fig. 40 Top Compression Ring Identification
(Typical)
1 - TOP COMPRESSION RING (GRAY IN COLOR)
2 - CHAMFER
3 - ONE DOT
Fig. 41 Compression Ring Chamfer Location
(Typical)
Fig. 39 Second Compression Ring Identification
(Typical)
1 - SECOND COMPRESSION RING (BLACK CAST IRON)
2 - CHAMFER
3 - TWO DOTS
1
2
3
4
5
-
CHAMFER
TOP COMPRESSION RING
SECOND COMPRESSION RING
PISTON
CHAMFER
VIBRATION DAMPER
(3) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(4) Remove vibration damper bolt and washer from
end of crankshaft.
(5) Position Special Tool 8513 Insert into the
crankshaft nose.
(6) Install Special Tool 1026 Three Jaw Puller onto
the vibration damper (Fig. 43).
(7) Pull vibration damper off of the crankshaft.
REMOVAL
INSTALLATION
(3) Orient the rings:
(a) Arrange top compression ring 90° counterclockwise from the oil ring rail gap (Fig. 42).
(b) Arrange second compression ring 90° clockwise from the oil ring rail gap (Fig. 42).
(1) Disconnect the battery negative cable.
(2) Remove the cooling system fan (Refer to 7 COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - REMOVAL).
CAUTION: Thoroughly remove any contaminants
from the crankshaft nose and the vibration damper
bore. Failure to do so can cause sever damage to
the crankshaft.
ENGINE 5.9L
BR/BE
9 - 41
VIBRATION DAMPER (Continued)
Fig. 44 Vibration Damper Installation
1 - SPECIAL TOOL C-3688
Fig. 42 Proper Ring Installation
1 - OIL RING SPACER GAP
2 - SECOND COMPRESSION RING GAP OIL RING RAIL GAP
(TOP)
3 - OIL RING RAIL GAP (BOTTOM)
4 - TOP COMPRESSION RING GAP
FRONT MOUNT
REMOVAL
(1) Disconnect the battery negative cable.
(2) Position fan to ensure clearance for radiator
top tank and hose.
CAUTION: DO NOT lift the engine by the intake
manifold.
(3) Install engine support/lifting fixture.
(4) Raise vehicle on hoist.
(5) Lift the engine SLIGHTLY and remove the
thru-bolt and nut (Fig. 45) .
(6) Remove engine support bracket/cushion bolts
(Fig. 45) . Remove the support bracket/cushion and
heat shields.
Fig. 43 Vibration Damper Removal
1 - SPECIAL TOOL 8513 INSERT
2 - SPECIAL TOOL 1026
(1) Position the vibration damper onto the crankshaft.
(2) Place installing tool, part of Puller Tool Set
C-3688 in position and press the vibration damper
onto the crankshaft (Fig. 44).
(3) Install the crankshaft bolt and washer. Tighten
the bolt to 244 N·m (180 ft. lbs.) torque.
(4) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(5) Position the fan shroud and install the bolts.
Tighten the retainer bolts to 11 N·m (95 in. lbs.)
torque.
(6) Install the cooling fan (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS CLUTCH INSTALLATION).
(7) Connect the battery negative cable.
Fig. 45 Engine Front Mounts
1
2
3
4
-
ENGINE MOUNT HEAT SHIELD
THRU-BOLT
RESTRICTION PADS
ENGINE SUPPORT BRACKET/CUSHION
9 - 42
ENGINE 5.9L
BR/BE
FRONT MOUNT (Continued)
INSTALLATION
INSTALLATION
(1) With engine raised SLIGHTLY, position the
engine support bracket/cushion and heat shields to
the block. Install new bolts and tighten to 81 N·m (60
ft. lbs.) torque.
(2) Install the through-bolt into the engine support
bracket/cushion.
(3) Lower engine with support/lifting fixture while
guiding the engine bracket/cushion and through-bolt
into support cushion brackets (Fig. 46) .
(1) If removed, position the transmission support
bracket to the transmission. Install new attaching
bolts and tighten to 88 N·m (65 ft. lbs.) torque.
(2) Position support cushion to transmission support bracket. Install stud nuts and tighten to 41 N·m
(30 ft. lbs.) torque.
(3) Using the transmission jack, lower the transmission and support cushion onto the crossmember
(Fig. 47) .
(4) Install the support cushion bolts and tighten to
41 N·m (30 ft. lbs.) torque.
(5) Remove the transmission jack.
(6) Lower the vehicle.
LUBRICATION
DESCRIPTION
A gear-type positive displacement pump (Fig. 48) is
mounted at the underside of the rear main bearing
cap. The pump uses a pick-up tube and screen
assembly to gather engine oil from the oil pan.
OPERATION
Fig. 46 Positioning Engine Front Mounts
1 - ENGINE SUPPORT BRACKET/CUSHION
2 - SUPPORT CUSHION BRACKET
(4) Install through-bolt nuts and tighten the nuts
to 102 N·m (75 ft. lbs.) torque.
(5) Lower the vehicle.
(6) Remove lifting fixture.
REAR MOUNT
REMOVAL
(1) Raise the vehicle on a hoist.
(2) Position a transmission jack in place.
(3) Remove support cushion stud nuts (Fig. 47).
(4) Raise rear of transmission and engine
SLIGHTLY.
(5) Remove the bolts holding the support cushion
to the transmission support bracket. Remove the support cushion.
(6) If necessary, remove the bolts holding the
transmission support bracket to the transmission.
The pump draws oil through the screen and inlet
tube from the sump at the rear of the oil pan. The oil
is driven between the drive and idler gears and
pump body, then forced through the outlet to the
block. An oil gallery in the block channels the oil to
the inlet side of the full flow oil filter. After passing
through the filter element, the oil passes from the
center outlet of the filter through an oil gallery that
channels the oil up to the main gallery, which
extends the entire length on the right side of the
block. The oil then goes down to the No. 1 main bearing, back up to the left side of the block, and into the
oil gallery on the left side of the engine.
Galleries extend downward from the main oil gallery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
main bearing journals to the connecting rod journals.
Each connecting rod bearing has half a hole in it, oil
passes through the hole when the rods rotate and the
hole lines up, oil is then thrown off as the rod
rotates. This oil throwoff lubricates the camshaft
lobes, distributor drive gear, cylinder walls, and piston pins.
The hydraulic valve tappets receive oil directly
from the main oil gallery. The camshaft bearings
receive oil from the main bearing galleries. The front
camshaft bearing journal passes oil through the camshaft sprocket to the timing chain. Oil drains back to
the oil pan under the No. 1 main bearing cap.
The oil supply for the rocker arms and bridged
pivot assemblies is provided by the hydraulic valve
ENGINE 5.9L
BR/BE
9 - 43
LUBRICATION (Continued)
Fig. 47 Engine Rear Support Cushion Assemblies
The oil then passes down through the push rod guide
holes and the oil drain-back passages in the cylinder
head, past the valve tappet area, and then returns to
the oil pan (Fig. 49).
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS
Fig. 48 Positive Displacement Oil Pump—Typical
1 - INNER ROTOR AND SHAFT
2 - BODY
3 - DISTRIBUTOR DRIVESHAFT (REFERENCE)
4 - COTTER PIN
5 - RETAINER CAP
6 - SPRING
7 - RELIEF VALVE
8 - LARGE CHAMFERED EDGE
9 - BOLT
10 - COVER
11 - OUTER ROTOR
tappets, which pass oil through hollow push rods to a
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components.
Begin with a through visual inspection of the
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
following steps should be followed:
(1) Do not clean or degrease the engine at this
time because some solvents may cause rubber to
swell, temporarily stopping the leak.
(2) Add an oil-soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil dipstick to
be sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light source.
(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified,
repair per service manual instructions.
9 - 44
ENGINE 5.9L
BR/BE
LUBRICATION (Continued)
Fig. 49 Oil Lubrication System
1 - OIL DEFLECTOR TAB
2 - BOLT
3 - ROCKER ARM PIVOT
4 - ROCKER ARM
5 - DRIP OILING FOR VALVE TIP
6 - CYLINDER HEAD BOSS
7 - TO MAIN BEARINGS
8 - TO CAMSHAFT BEARINGS
9 - ROCKER ARM
10 - HOLLOW PUSH ROD
11 - TAPPET
12 - TO CONNECTING ROD BEARINGS
13 - OIL INTAKE
14 - OIL PUMP
15 - OIL FILTER
16 - CRANKSHAFT
17 - FROM OIL PUMP
18 - OIL TO FILTER
19 - OIL FROM FILTER TO SYSTEM
20 - PASSAGE TO CAMSHAFT REAR BEARING
21 - RIGHT OIL GALLERY
22 - PLUG
23 - OIL PASSAGE FOR OIL PRESSURE INDICATOR LIGHT
24 - OIL SUPPLY VIA HOLLOW PUSH ROD SUPPLY IS FROM
OIL GALLERY METERED THROUGH HYDRAULIC TAPPET
25 - OIL SUPPLY FROM HOLLOW PUSH ROD
ENGINE 5.9L
BR/BE
9 - 45
LUBRICATION (Continued)
(4) If dye is not observed, drive the vehicle at various speeds for approximately 24km (15 miles), and
repeat previous step.
(5) If the oil leak source is not positively identified
at this time, proceed with the air leak detection test
method as follows:
(6) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(7) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(8) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.
(9) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the suspected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
(10) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(11) If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps.
Install the PCV valve and breather cap hose. Proceed
to next step.
(12) Clean the oil off the suspect oil leak area
using a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE
(1) Remove oil pressure sending unit.
(2) Install Oil Pressure Line and Gauge Tool
C-3292. Start engine and record pressure. (Refer to 9
- ENGINE - SPECIFICATIONS).
OIL
STANDARD PROCEDURE - ENGINE OIL
OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the right
front of the engine, left of the generator (Fig. 50).
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.
Fig. 50 Oil Level Indicator Location
1
2
3
4
5
-
CYLINDER HEAD COVER
ENGINE OIL FILL CAP
DIPSTICK
ENGINE OIL FILTER
FILTER BOSS
To ensure proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
The acceptable levels are indicated between the ADD
and SAFE marks on the engine oil dipstick.
(1) Position vehicle on level surface.
(2) With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.
(4) Install dipstick and verify it is seated in the
tube.
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in the Maintenance Schedule. This information can be found in the owner’s manual.
TO CHANGE ENGINE OIL
Run engine until achieving normal operating temperature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist vehicle.
(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
9 - 46
ENGINE 5.9L
BR/BE
OIL (Continued)
stretching or other damage. Replace drain plug and
gasket if damaged.
(6) Install drain plug in crankcase.
(7) Change oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - REMOVAL).
(8) Lower vehicle and fill crankcase with specified
type (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION) and amount of
engine oil (Refer to LUBRICATION & MAINTENANCE - SPECIFICATIONS).
(9) Install oil fill cap.
(10) Start engine and inspect for leaks.
(11) Stop engine and inspect oil level.
OIL FILTER
REMOVAL
All engines are equipped with a high quality fullflow, disposable type oil filter. DaimlerChrysler Corporation recommends a Mopart or equivalent oil
filter be used.
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench loosen filter.
(3) Rotate the oil filter counterclockwise to remove
it from the cylinder block oil filter boss (Fig. 51).
(3) Add oil (Refer to 9 - ENGINE/LUBRICATION/
OIL - STANDARD PROCEDURE).
Fig. 52 Oil Filter Sealing Surface—Typical
1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER
OIL PAN
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove engine oil dipstick.
(3) Raise vehicle.
(4) Drain engine oil.
(5) Remove exhaust pipe.
(6) Remove left engine to transmission strut.
(7) Loosen the right side engine support bracket
cushion thru-bolt nut and raise the engine slightly.
Remove oil pan by sliding backward and out.
(8) Remove the one-piece gasket.
CLEANING
Fig. 51 Oil Filter Removal—Typical
1 - ENGINE OIL FILTER
2 - OIL FILTER WRENCH
(4) When filter separates from adapter nipple, tip
gasket end upward to minimize oil spill. Remove filter from vehicle.
(5) With a wiping cloth, clean the gasket sealing
surface (Fig. 52) of oil and grime.
(6) Install new filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - INSTALLATION).
INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil or chassis grease.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 52) hand
tighten filter one full turn, do not over tighten.
Clean the block and pan gasket surfaces.
Trim or remove excess sealant film in the rear
main cap oil pan gasket groove. DO NOT remove
the sealant inside the rear main cap slots.
If present, trim excess sealant from inside the
engine.
Clean oil pan in solvent and wipe dry with a clean
cloth.
Clean oil screen and pipe thoroughly in clean solvent. Inspect condition of screen.
INSPECTION
Inspect oil drain plug and plug hole for stripped or
damaged threads. Repair as necessary.
Inspect oil pan mounting flange for bends or distortion. Straighten flange, if necessary.
INSTALLATION
(1) Clean the block and pan gasket surfaces.
ENGINE 5.9L
BR/BE
9 - 47
OIL PAN (Continued)
(2) Trim or remove excess sealant film in the rear
main cap oil pan gasket groove. DO NOT remove
the sealant inside the rear main cap slots.
(3) If present, trim excess sealant from inside the
engine.
(4) Fabricate 4 alignment dowels from 5/16 x 1 1/2
inch bolts. Cut the head off the bolts and cut a slot
into the top of the dowel. This will allow easier
installation and removal with a screwdriver (Fig. 53).
Fig. 53 Fabrication of Alignment Dowels
1 - 5/16” X 1½” BOLT
2 - DOWEL
3 - SLOT
(5) Install the dowels in the cylinder block (Fig.
54) .
(6) Apply small amount of Mopart Silicone Rubber
Adhesive Sealant, or equivalent in the corner of the
cap and the cylinder block.
(7) Slide the one-piece gasket over the dowels and
onto the block.
(8) Position the oil pan over the dowels and onto
the gasket.
(9) Install the oil pan bolts. Tighten the bolts to 24
N·m (215 in. lbs.) torque.
(10) Remove the dowels. Install the remaining oil
pan bolts. Tighten these bolts to 24 N·m (215 in. lbs.)
torque.
(11) Lower the engine into the support cushion
brackets and tighten the thru bolt nut to the proper
torque.
(12) Install the drain plug. Tighten drain plug to
34 N·m (25 ft. lbs.) torque.
(13) Install the engine to transmission strut.
(14) Install exhaust pipe.
(15) Lower vehicle.
(16) Install dipstick.
(17) Connect the negative cable to the battery.
(18) Fill crankcase with oil to proper level.
Fig. 54 Position of Dowels in Cylinder Block
1
2
3
4
-
DOWEL
DOWEL
DOWEL
DOWEL
OIL PUMP
REMOVAL
(1) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(2) Remove the oil pump from rear main bearing
cap.
DISASSEMBLY
(1) Remove the relief valve as follows:
(a) Remove cotter pin. Drill a 3.175 mm (1/8
inch) hole into the relief valve retainer cap and
insert a self-threading sheet metal screw.
(b) Clamp screw into a vise and while supporting oil pump, remove cap by tapping pump body
using a soft hammer. Discard retainer cap and
remove spring and relief valve (Fig. 55).
(2) Remove oil pump cover (Fig. 56).
(3) Remove pump outer rotor and inner rotor with
shaft (Fig. 56).
(4) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
INSPECTION
Mating surface of the oil pump cover should be
smooth. Replace pump assembly if cover is scratched
or grooved.
9 - 48
ENGINE 5.9L
BR/BE
OIL PUMP (Continued)
Fig. 57 Checking Oil Pump Cover Flatness
Fig. 55 Oil Pressure Relief Valve
1
2
3
4
5
-
OIL PUMP ASSEMBLY
COTTER PIN
RELIEF VALVE
RETAINER CAP
SPRING
1 - COVER
2 - STRAIGHT EDGE
3 - FEELER GAUGE
inch) or less or if the diameter is 62.7 mm (2.469
inches) or less, replace outer rotor (Fig. 58).
Fig. 56 Oil Pump
1 - INNER ROTOR AND SHAFT
2 - BODY
3 - DISTRIBUTOR DRIVESHAFT (REFERENCE)
4 - COTTER PIN
5 - RETAINER CAP
6 - SPRING
7 - RELIEF VALVE
8 - LARGE CHAMFERED EDGE
9 - BOLT
10 - COVER
11 - OUTER ROTOR
Lay a straightedge across the pump cover surface
(Fig. 57). If a 0.038 mm (0.0015 inch) feeler gauge
can be inserted between cover and straightedge,
pump assembly should be replaced.
Measure thickness and diameter of OUTER rotor.
If outer rotor thickness measures 20.9 mm (0.825
Fig. 58 Measuring Outer Rotor Thickness
If inner rotor measures 20.9 mm (0.825 inch) or
less, replace inner rotor and shaft assembly (Fig. 59).
Slide outer rotor into pump body. Press rotor to the
side with your fingers and measure clearance
between rotor and pump body (Fig. 60). If clearance
is 0.356 mm (0.014 inch) or more, replace oil pump
assembly.
Install inner rotor and shaft into pump body. If
clearance between inner and outer rotors is 0.203
mm (0.008 inch) or more, replace shaft and both
rotors (Fig. 61).
Place a straightedge across the face of the pump,
between bolt holes. If a feeler gauge of 0.102 mm
(0.004 inch) or more can be inserted between rotors
and the straightedge, replace pump assembly (Fig.
62).
ENGINE 5.9L
BR/BE
9 - 49
OIL PUMP (Continued)
Fig. 59 Measuring Inner Rotor Thickness
Fig. 62 Measuring Clearance Over Rotors
1 - STRAIGHT EDGE
2 - FEELER GAUGE
Fig. 60 Measuring Outer Rotor Clearance in
Housing
Inspect oil pressure relief valve plunger for scoring
and free operation in its bore. Small marks may be
removed with 400-grit wet or dry sandpaper.
The relief valve spring has a free length of approximately 49.5 mm (1.95 inches). The spring should
test between 19.5 and 20.5 pounds when compressed
to 34 mm (1-11/32 inches). Replace spring that fails
to meet these specifications (Fig. 63).
If oil pressure was low and pump is within specifications, inspect for worn engine bearings or other
reasons for oil pressure loss.
1 - PUMP BODY
2 - OUTER ROTOR
3 - FEELER GAUGE
Fig. 63 Proper Installation of Retainer Cap
1 - RETAINER CAP
2 - CHAMFER
3 - COTTER KEY
Fig. 61 Measuring Clearance Between Rotors
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR
ASSEMBLY
(1) Install pump rotors and shaft, using new parts
as required.
9 - 50
ENGINE 5.9L
BR/BE
OIL PUMP (Continued)
(2) Position the oil pump cover onto the pump
body. Tighten cover bolts to 11 N·m (95 in. lbs.)
torque.
(3) Install the relief valve and spring. Insert the
cotter pin.
(4) Tap on a new retainer cap.
(5) Prime oil pump before installation by filling
rotor cavity with engine oil.
INSTALLATION
(1) Install oil pump. During installation slowly
rotate pump body to ensure driveshaft-to-pump rotor
shaft engagement.
(2) Hold the oil pump base flush against mating
surface on No.5 main bearing cap. Finger tighten
pump attaching bolts. Tighten attaching bolts to 41
N·m (30 ft. lbs.) torque.
(3) Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
INTAKE MANIFOLD
DESCRIPTION
The aluminum intake manifold (Fig. 64) is a single
plane design with equal length runners and uses a
separate plenum, therefore the manifold does have a
plenum gasket. It also uses separate flange gaskets
and front and rear cross-over gaskets. Extreme care
must be used when sealing the gaskets to ensure
that excess sealant does not enter the intake runners
causing a restriction. Whenever the intake manifold
is removed inspect the plenum pan for evidence of
excess oil buildup, this condition indicates that the
plenum pan gasket is leaking.
OPERATION
The intake manifold, meters and delivers air to the
combustion chambers allowing the fuel delivered by
the fuel injectors to ignite, thus producing power.
DIAGNOSIS AND TESTING—INTAKE
MANIFOLD LEAKAGE
An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS, OR THE FAN.
DO NOT WEAR LOOSE CLOTHING.
(1) Start the engine.
(2) Spray a small stream of water at the suspected
leak area.
Fig. 64 Intake Manifold and Throttle Body—V-8 Gas
Engines Typical
1 - FUEL RAIL ASSEMBLY
2 - FUEL RAIL MOUNTING BOLTS
3 - FUEL RAIL CONNECTING HOSES
(3) If a change in RPMs occur, the area of the suspected leak has been found.
(4) Repair as required.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Remove the A/C compressor (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - REMOVAL).
(4) Remove the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - REMOVAL).
(5) Remove the accessory drive bracket.
(6) Remove the air cleaner.
(7) Perform the Fuel System Pressure release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). Disconnect the
fuel lines (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(8) Disconnect the accelerator linkage (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/THROTTLE
CONTROL CABLE - REMOVAL) and if so equipped,
the speed control and transmission kickdown cables.
(9) Remove the return spring.
(10) Remove the distributor cap and wires.
(11) Disconnect the coil wires.
(12) Disconnect the heat indicator sending unit
wire.
ENGINE 5.9L
BR/BE
9 - 51
INTAKE MANIFOLD (Continued)
(13) Disconnect the heater hoses and bypass hose.
(14) Remove the closed crankcase ventilation and
evaporation control systems.
(15) Remove intake manifold bolts.
(16) Lift the intake manifold and throttle body out
of the engine compartment as an assembly.
(17) Remove and discard the flange side gaskets
and the front and rear end seals.
(18) Remove the throttle body bolts and lift the
throttle body off the intake manifold (Fig. 65). Discard the gasket.
• Step 1. Tighten bolts to 5.4 N·m (48 in. lbs.)
• Step 2. Tighten bolts to 9.5 N·m (84 in. lbs.)
• Step 3. Check all bolts are at 9.5 N·m (84 in.
lbs.)
Fig. 66 Plenum Pan Bolt Tightening Sequence
Fig. 65 Throttle Body Assembly
1 - FUEL RAIL ASSEMBLY
2 - FUEL RAIL MOUNTING BOLTS
3 - FUEL RAIL CONNECTING HOSES
(19) If required, remove the plenum pan and gasket. Discard gasket.
CLEANING
Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
The plenum pan rail must be clean and dry (free of
all foreign material).
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness
with a straightedge.
INSTALLATION
(1) If removed, position new plenum gasket and
install plenum pan (Fig. 66).
(2) Tighten plenum pan mounting bolts as follows:
(3) Install the flange gaskets. Ensure that the vertical port alignment tab is resting on the deck face of
the block. Also the horizontal alignment tabs must be
in position with the mating cylinder head gasket tabs
(Fig. 68). The words MANIFOLD SIDE should be visible on the center of each flange gasket.
(4) Apply Mopart GEN II Silicone Rubber Adhesive Sealant, or equivalent, to the four corner joints.
An excessive amount of sealant is not required to
ensure a leak proof seal. However, an excessive
amount of sealant may reduce the effectiveness of
the flange gasket. The sealant should be approximately 5 mm (0.2 in) in diameter and 15 mm (0.6 in.)
long.
(5) Install the front and rear end seals (Fig. 67)
Make sure the molded dowel pins on the end seals
fully enter the corresponding holes in the cylinder
block.
(6) Carefully lower intake manifold into position
on the cylinder block and cylinder heads. After intake
manifold is in place, inspect to make sure seals are
in place.
(7) Using a new gasket, install the throttle body
onto the intake manifold. Tighten the bolts to 23 N·m
(200 in. lbs.) torque.
(8) Install the intake manifold bolts and tighten as
follows (Fig. 69):
9 - 52
ENGINE 5.9L
BR/BE
INTAKE MANIFOLD (Continued)
Fig. 67 Front and Rear End Seals
1 - FRONT CROSS-OVER GASKET
2 - REAR CROSS-OVER GASKET
• Step 1. Tighten bolts 1 through 4 to 8 N·m (72
in. lbs.) Tighten in alternating steps 1.4 N·m (12 in.
lbs.) at a time
• Step 2. Tighten bolts 5 through 12 to 8 N·m (72
in. lbs.)
• Step 3. Check all bolts are torqued to 8 N·m (72
in. lbs.)
• Step 4. Tighten all bolts in sequence to 16 N·m
(12 ft. lbs.)
• Step 5. Check all bolts are torqued to 16 N·m
(12 ft. lbs.)
(9) Install closed crankcase ventilation and evaporation control systems.
(10) Connect the coil wires.
(11) Connect the heat indicator sending unit wire.
(12) Connect the heater hoses and bypass hose.
(13) Install distributor cap and wires.
(14) Hook up the return spring.
(15) Connect the accelerator linkage (Refer to 14 FUEL SYSTEM/FUEL INJECTION/THROTTLE
CONTROL CABLE - INSTALLATION) and if so
equipped, the speed control and transmission kickdown cables.
(16) Install the fuel lines (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(17) Install the accessory drive bracket and A/C
compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR
INSTALLATION).
Fig. 68 Intake Manifold Flange Gasket Alignment
1 - FLANGE GASKET
2 - ALIGNMENT TABS
3 - CYLINDER HEAD GASKET
Fig. 69 Intake Manifold Bolt Tightening Sequence
(18) Install the generator and drive belt (Refer to 7
- COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION). Tighten generator mounting bolt
to 41 N·m (30 ft. lbs.) torque.
(19) Install the air cleaner.
(20) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(21) Connect the negative cable to the battery.
ENGINE 5.9L
BR/BE
9 - 53
EXHAUST MANIFOLD
INSTALLATION
DESCRIPTION
CAUTION: If the studs came out with the nuts when
removing the engine exhaust manifold, install new
studs. Apply sealer on the coarse thread ends.
Water leaks may develop at the studs if this precaution is not taken.
The exhaust manifolds (Fig. 70) are constructed of
cast iron and are LOG type with balanced flow. One
exhaust manifold is attached to each cylinder head.
Fig. 70 Exhaust Manifolds—V-8 Gas Engines Typical
1
2
3
4
5
-
EXHAUST MANIFOLD (LEFT)
BOLTS & WASHERS
NUTS & WASHERS
EXHAUST MANIFOLD (RIGHT)
BOLTS & WASHERS
(1) Position the engine exhaust manifolds on the
two studs located on the cylinder head. Install conical washers and nuts on these studs (Fig. 71) .
(2) Install two bolts and conical washers at the
inner ends of the engine exhaust manifold outboard
arms. Install two bolts WITHOUT washers on the
center arm of engine exhaust manifold (Fig. 71) .
Starting at the center arm and working outward,
tighten the bolts and nuts to 34 N·m (25 ft. lbs.)
torque.
(3) Install the exhaust heat shields.
(4) Raise and support the vehicle.
(5) Assemble exhaust pipe to manifold and secure
with bolts, nuts and retainers. Tighten the bolts and
nuts to 34 N·m (25 ft. lbs.) torque.
(6) Lower the vehicle.
(7) Connect the negative cable to the battery.
OPERATION
The exhaust manifolds collect the engine exhaust
exiting the combustion chambers, then channels the
exhaust gases to the exhaust pipes attached to the
manifolds.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Raise and support the vehicle.
(3) Remove the bolts and nuts attaching the
exhaust pipe to the engine exhaust manifold.
(4) Lower the vehicle.
(5) Remove the exhaust heat shields.
(6) Remove bolts, nuts and washers attaching
manifold to cylinder head.
(7) Remove manifold from the cylinder head.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness
with a straight edge. Gasket surfaces must be flat
within 0.2 mm per 300 mm (0.008 inch per foot).
Fig. 71 Engine Exhaust Manifold Installation—5.9L
Engines
1
2
3
4
5
-
EXHAUST MANIFOLD (LEFT)
BOLTS & WASHERS
NUTS & WASHERS
EXHAUST MANIFOLD (RIGHT)
BOLTS & WASHERS
TIMING BELT / CHAIN
COVER(S)
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove water pump (Refer to 7 - COOLING/
ENGINE/WATER PUMP - REMOVAL).
9 - 54
ENGINE 5.9L
BR/BE
TIMING BELT / CHAIN COVER(S) (Continued)
(3) Remove power steering pump (Refer to 19 STEERING/PUMP - REMOVAL).
(4) Remove vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(5) Loosen oil pan bolts and remove the front bolt
at each side.
(6) Remove the cover bolts.
(7) Remove chain case cover and gasket using
extreme caution to avoid damaging oil pan gasket.
INSTALLATION
(1) Be sure mating surfaces of chain case cover
and cylinder block are clean and free from burrs.
(2) The water pump mounting surface must be
cleaned.
(3) Using a new cover gasket, carefully install
chain case cover to avoid damaging oil pan gasket.
Use a small amount of Mopart Silicone Rubber Adhesive Sealant, or equivalent, at the joint between timing chain cover gasket and the oil pan gasket. Finger
tighten the timing chain cover bolts at this time.
NOTE: Special Tool 6635 must be used to align the
front cover and seal with the crankshaft.
(4) Position the special tool 6635 onto the crankshaft (Fig. 72).
(5) Tighten chain case cover bolts to 41 N·m (30
ft.lbs.) torque. Tighten oil pan bolts to 24 N·m (215
in. lbs.) torque.
(6) Remove special tool 6635.
(7) Inspect the seal flange on the vibration
damper.
(8) Install vibration damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
(9) Install water pump and housing assembly
using new gaskets (Refer to 7 - COOLING/ENGINE/
WATER PUMP - INSTALLATION).
(10) Install power steering pump (Refer to 19 STEERING/PUMP - INSTALLATION).
(11) Install the serpentine belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(12) Install the cooling system fan (Refer to 7 COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(13) Position the fan shroud and install the bolts.
Tighten the bolts to 11 N·m (95 in. lbs.) torque.
(14) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(15) Connect the negative cable to the battery.
(16) Start engine check for leaks.
TIMING BELT/CHAIN AND
SPROCKETS
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove Timing Chain Cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(3) Re-install the vibration damper bolt finger
tight. Using a suitable socket and breaker bar, rotate
the crankshaft to align timing marks as shown in
(Fig. 73).
(4) Remove camshaft sprocket attaching bolt and
remove timing chain with crankshaft and camshaft
sprockets.
INSPECTION—MEASURING TIMING CHAIN
STRETCH
Fig. 72 Position Special Tool 6635 onto Crankshaft
1 - SPECIAL TOOL 6635
2 - OIL SEAL
3 - TIMING CHAIN COVER
(1) Place a scale next to the timing chain so that
any movement of the chain may be measured.
(2) Place a torque wrench and socket over camshaft sprocket attaching bolt. Apply torque in the
direction of crankshaft rotation to take up slack; 41
N·m (30 ft. lbs.) torque with cylinder head installed
or 20 N·m (15 ft. lbs.) torque with cylinder head
removed. With a torque applied to the camshaft
sprocket bolt, crankshaft should not be permitted to
ENGINE 5.9L
BR/BE
9 - 55
TIMING BELT/CHAIN AND SPROCKETS (Continued)
INSTALLATION
Fig. 73 Alignment of Timing Marks
1 - TIMING MARKS
(1) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
(2) Place timing chain around both sprockets.
(3) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in camshaft sprocket.
(4) Lift sprockets and chain (keep sprockets tight
against the chain in position as described).
(5) Slide both sprockets evenly over their respective shafts and use a straightedge to check alignment
of timing marks (Fig. 75).
move. It may be necessary to block the crankshaft to
prevent rotation.
(3) Hold a scale with dimensional reading even
with the edge of a chain link. With cylinder heads
installed, apply 14 N·m (30 ft. lbs.) torque in the
reverse direction. With the cylinder heads removed,
apply 20 N·m (15 ft. lbs.) torque in the reverse direction. Note the amount of chain movement (Fig. 74).
Fig. 75 Alignment of Timing Marks
1 - TIMING MARKS
Fig. 74 Measuring Timing Chain Stretch
1 - TORQUE WRENCH
2 - 3.175 MM
(0.125 IN.)
(4) Install a new timing chain, if its movement
exceeds 3.175 mm (1/8 inch).
(6) Install the camshaft bolt. Tighten the bolt to 68
N·m (50 ft. lbs.) torque.
(7) Check camshaft end play. The end play should
be 0.051-0.152 mm (0.002-0.006 inch) with a new
thrust plate and up to 0.254 mm (0.010 inch) with a
used thrust plate. If not within these limits install a
new thrust plate.
(8) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
9 - 56
ENGINE 8.0L
BR/BE
ENGINE 8.0L
TABLE OF CONTENTS
page
ENGINE 8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION . . . . . . . . . .
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - PERFORMANCE . . . . . . . . . .
DIAGNOSIS AND TESTING— ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . .
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - LUBRICATION . . . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION PRESSURE . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE—CYLINDER
BORE HONING . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . . . .
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . . .
STANDARD PROCEDURE—HYDROSTATIC
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
8.OL ENGINE
.......................
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
8.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . .
AIR CLEANER ELEMENT
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - 8.0L . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
. 58
. 58
. 59
. 61
. 63
. 64
. 64
. 65
. 66
. 66
. 66
. 67
. 68
. 68
. 71
. 72
. 75
. 75
. 76
. 76
. 76
. 77
. 77
. 77
. 78
. 78
. 79
. 79
. 79
page
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
VALVE SERVICE . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL—VALVE STEM SEALS . . . . . . . .
REMOVAL—VALVES AND VALVE SPRINGS
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION
INSTALLATION—VALVE STEM SEAL
.....
INSTALLATION—VALVES AND VALVE
SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM / ADJUSTER ASSY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
CAMSHAFT & BEARINGS (IN BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS . . . . . .
REMOVAL—CAMSHAFT . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS . .
INSTALLATION—CAMSHAFT
...........
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING
ROD BEARING FITTING . . . . . . . . . . . . . . .
CRANKSHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE—FITTING
CRANKSHAFT MAIN BEARINGS . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - FRONT
REMOVAL
REMOVAL—FRONT OIL SEAL - FRONT
COVER INSTALLED . . . . . . . . . . . . . . . . . . .
REMOVAL—FRONT OIL SEAL - FRONT
COVER REMOVED . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION—FRONT OIL SEAL – FRONT
COVER INSTALLED . . . . . . . . . . . . . . . . . . .
INSTALLATION—FRONT OIL SEAL - FRONT
COVER REMOVED . . . . . . . . . . . . . . . . . . .
. 80
. 80
. 82
. 82
. 83
. 83
. 83
. 84
. 84
. 84
. 85
. 85
. 85
. 85
. 86
. 86
. 87
. 87
. 88
. 88
. 88
. 88
. 89
. 89
. 89
. 90
BR/BE
CRANKSHAFT OIL SEAL - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 90
CRANKSHAFT REAR OIL SEAL RETAINER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 90
HYDRAULIC LIFTERS
DIAGNOSIS AND TESTING—HYDRAULIC
TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 92
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 93
STANDARD PROCEDURE—PISTON FITTING
. 93
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 94
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 94
PISTON RINGS
STANDARD PROCEDURE—FITTING PISTON
RINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 97
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 98
REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 98
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 98
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 101
ENGINE 8.0L
9 - 57
OIL
STANDARD PROCEDURE - ENGINE OIL . . . . 101
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 102
OIL PAN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 103
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 103
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 104
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 106
INTAKE MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 106
DIAGNOSIS AND TESTING—INTAKE
MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . 106
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 108
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 108
EXHAUST MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 109
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 109
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 109
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 109
TIMING BELT / CHAIN COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 110
TIMING BELT/CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
INSPECTION—MEASURING TIMING CHAIN
STRETCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 111
9 - 58
ENGINE 8.0L
BR/BE
ENGINE 8.0L
DESCRIPTION
The 8.0 Liter (488 CID) ten-cylinder engine is a
V-Type lightweight, single cam, overhead valve
engine with hydraulic roller tappets. This engine is
designed for unleaded fuel.
Engine lubrication system consists of a gerotor
type oil pump mounted in the timing chain cover and
driven by the crankshaft. The V-10 uses a full flow
oil filter.
The cylinders are numbered from front to rear; 1,
3, 5, 7, 9 on the left bank and 2, 4, 6, 8, 10 on the
right bank. The firing order is 1-10-9-4-3-6-5-8-7-2
(Fig. 1) .
The engine serial number is located on the lower
left front of the cylinder block in front of the engine
mount (Fig. 2) . When component part replacement is
necessary, use the engine type and serial number for
reference.
Fig. 2 Engine Identification—(Serial Number)
1 - ENGINE SERIAL NO.
2 - ENGINE MOUNT LOCATION
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION
Fig. 1 Firing Order
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either
mechanical (e.g., a strange noise), or performance
(e.g., engine idles rough and stalls).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING - Preformance) or (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING - Mechanical). Refer to 14 FUEL SYSTEM for fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that cannot be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagnosis is provided within the following:
• Cylinder Compression Pressure Test (Refer to 9 ENGINE - DIAGNOSIS AND TESTING)
• Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
• Cylinder Head Gasket Failure Diagnosis (Refer
to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS
AND TESTING)
• Intake Manifold Leakage Diagnosis (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
DIAGNOSIS AND TESTING)
• Lash Adjuster (Tappet) Noise Diagnosis (Refer to
9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS (CAM IN BLOCK) - DIAGNOSIS AND TESTING)
• Engine Oil Leak Inspection (Refer to 9 ENGINE/LUBRICATION - DIAGNOSIS AND TESTING)
ENGINE 8.0L
BR/BE
9 - 59
ENGINE 8.0L (Continued)
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - PERFORMANCE
PERFORMANCE DIAGNOSIS CHART—GASOLINE ENGINES
CONDITION
ENGINE WILL NOT CRANK
ENGINE CRANKS BUT WILL NOT
START
ENGINE LOSS OF POWER
POSSIBLE CAUSES
CORRECTION
1. Weak or dead battery
1. Charge/Replace Battery. (Refer to
8 - ELECTRICAL/BATTERY
SYSTEM/BATTERY - STANDARD
PROCEDURE). Check charging
system. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND
TESTING).
2. Corroded or loose battery
connections
2. Clean/tighten suspect battery/
starter connections
3. Faulty starter or related circuit(s)
3. Check starting system. (Refer to
8 - ELECTRICAL/STARTING DIAGNOSIS AND TESTING)
4. Seized accessory drive
component
4. Remove accessory drive belt and
attempt to start engine. If engine
starts, repair/replace seized
component.
5. Engine internal mechanical
failure or hydro-static lock
5. Refer to (Refer to 9 - ENGINE DIAGNOSIS AND TESTING)
1. No spark
1. Check for spark. (Refer to 8 ELECTRICAL/IGNITION CONTROL
- DESCRIPTION)
2. No fuel
2. Perform fuel pressure test, and if
necessary, inspect fuel injector(s)
and driver circuits. (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/
FUEL PUMP - DIAGNOSIS AND
TESTING).
3. Low or no engine compression
3. Perform cylinder compression
pressure test. (Refer to 9 - ENGINE
- DIAGNOSIS AND TESTING).
1. Worn or burned distributor rotor
1. Install new distributor rotor
2. Worn distributor shaft
2. Remove and repair distributor
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/
DISTRIBUTOR - REMOVAL).
3. Worn or incorrect gapped spark
plugs
3. Clean plugs and set gap. (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/SPARK PLUG CLEANING).
4. Dirt or water in fuel system
4. Clean system and replace fuel
filter
5. Faulty fuel pump
5. Install new fuel pump
6. Incorrect valve timing
6. Correct valve timing
9 - 60
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
CONDITION
ENGINE STALLS OR ROUGH IDLE
ENGINE MISSES ON
ACCELERATION
POSSIBLE CAUSES
CORRECTION
7. Blown cylinder head gasket
7. Install new cylinder head gasket
8. Low compression
8. Test cylinder compression (Refer
to 9 - ENGINE - DIAGNOSIS AND
TESTING).
9. Burned, warped, or pitted valves
9. Install/Reface valves as
necessary
10. Plugged or restricted exhaust
system
10. Install new parts as necessary
11. Faulty ignition cables
11. Replace any cracked or shorted
cables
12. Faulty ignition coil
12. Test and replace, as necessary
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).
1. Carbon build-up on throttle plate
1. Remove throttle body and
de-carbon. (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/
THROTTLE BODY - REMOVAL).
2. Engine idle speed too low
2. Check Idle Air Control circuit.
(Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/IDLE AIR CONTROL
MOTOR - DESCRIPTION)
3. Worn or incorrectly gapped spark
plugs
3. Replace or clean and re-gap
spark plugs (Refer to 8 ELECTRICAL/IGNITION CONTROL/
SPARK PLUG - CLEANING)
4. Worn or burned distributor rotor
4. Install new distributor rotor
5. Spark plug cables defective or
crossed
5. Check for correct firing order or
replace spark plug cables. (Refer to
8 - ELECTRICAL/IGNITION
CONTROL/SPARK PLUG CABLE DIAGNOSIS AND TESTING)
6. Faulty coil
6. Test and replace, if necessary
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL)
7. Intake manifold vacuum leak
7. Inspect intake manifold gasket
and vacuum hoses (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD - DIAGNOSIS AND
TESTING).
1. Worn or incorrectly gapped spark
plugs
1. Replace spark plugs or clean and
set gap. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING)
2. Spark plug cables defective or
crossed
2. Replace or rewire secondary
ignition cables. (Refer to 8 ELECTRICAL/IGNITION CONTROL/
SPARK PLUG CABLE - REMOVAL)
ENGINE 8.0L
BR/BE
9 - 61
ENGINE 8.0L (Continued)
CONDITION
POSSIBLE CAUSES
3. Dirt in fuel system
CORRECTION
3. Clean fuel system
4. Burned, warped or pitted valves
4. Install new valves
5. Faulty coil
5. Test and replace as necessary
(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL)
DIAGNOSIS AND TESTING— ENGINE
DIAGNOSIS - MECHANICAL
ENGINE MECHANICAL DIAGNOSIS CHART
CONDITION
NOISY VALVES/LIFTERS
CONNECTING ROD NOISE
POSSIBLE CAUSES
CORRECTION
1. High or low oil level in crankcase
1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil
2. Change oil. (Refer to 9 ENGINE/LUBRICATION/OIL STANDARD PROCEDURE)
3. Low oil pressure
3. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters
4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s)
5. Install new push rods
6. Worn rocker arms
6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters
7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides
8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats
or valve faces
9. Grind valves and seats
1. Insufficient oil supply
1. Check engine oil level.
2. Low oil pressure
2. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
3. Thin or diluted oil
3. Change oil to correct viscosity.
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
9 - 62
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
CONDITION
MAIN BEARING NOISE
LOW OIL PRESSURE
OIL LEAKS
POSSIBLE CAUSES
CORRECTION
4. Excessive connecting rod
bearing clearance
Measure bearings for correct
clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of
round
5. Replace crankshaft or grind
journals
6. Misaligned connecting rods
6. Replace bent connecting rods
1. Insufficient oil supply
1. Check engine oil level.
2. Low oil pressure
2. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING)
3. Thin or diluted oil
3. Change oil to correct viscosity.
4. Excessive main bearing
clearance
4. Measure bearings for correct
clearance. Repair as necessary
5. Excessive end play
5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of
round or worn
6. Grind journals or replace
crankshaft
7. Loose flywheel or torque
converter
7. Inspect crankshaft, flexplate/
flywheel and bolts for damage.
Tighten to correct torque
1. Low oil level
1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit
2. Install new sending unit
3. Clogged oil filter
3. Install new oil filter
4. Worn oil pump
4. Replace oil pump assembly.
5. Thin or diluted oil
5. Change oil to correct viscosity.
6. Excessive bearing clearance
6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck
7. Remove valve to inspect, clean
and reinstall
8. Oil pump suction tube loose,
broken, bent or clogged
8. Inspect suction tube and clean or
replace if necessary
9. Oil pump cover warped or
cracked
9. Install new oil pump
1. Misaligned or deteriorated
gaskets
1. Replace gasket
2. Loose fastener, broken or porous
metal part
2. Tighten, repair or replace the part
3. Front or rear crankshaft oil seal
leaking
3. Replace seal
4. Leaking oil gallery plug or cup
plug
4. Remove and reseal threaded
plug. Replace cup style plug
ENGINE 8.0L
BR/BE
9 - 63
ENGINE 8.0L (Continued)
CONDITION
EXCESSIVE OIL CONSUMPTION
OR SPARK PLUGS OIL FOULED
POSSIBLE CAUSES
CORRECTION
1. CCV System malfunction
1. (Refer to 25 - EMISSIONS
CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s)
2. Repair or replace seal(s)
3. Worn or broken piston rings
3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls
4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove
5. Remove rings and de-carbon
piston
6. Worn valve guides
6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in
grooves
7. Remove rings and check ring end
gap and side clearance. Replace if
necessary
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - LUBRICATION
CONDITION
POSSIBLE CAUSES
CORRECTION
OIL LEAKS
1. Gaskets and O-Rings.
1.
(a) Misaligned or damaged.
(a) Replace as necessary.
(b) Loose fasteners, broken or
porous metal parts.
(b) Tighten fasteners, Repair or
replace metal parts.
2. Crankshaft rear seal
2. Replace as necessary.
3. Crankshaft seal flange.
Scratched, nicked or grooved.
3. Polish or replace crankshaft.
4. Oil pan flange cracked.
4. Replace oil pan.
5. Timing chain cover seal,
damaged or misaligned.
5. Replace seal.
6. Scratched or damaged vibration
damper hub.
6. Polish or replace damper.
1. Low oil level.
1. Check and correct oil level.
OIL PRESSURE DROP
2. Faulty oil pressure sending unit.
2. Replace sending unit.
3. Low oil pressure.
3. Check pump and bearing
clearance.
4. Clogged oil filter.
4. Replace oil filter.
5. Worn oil pump.
5. Replace as necessary.
6. Thin or diluted oil.
6. Change oil and filter.
7. Excessive bearing clearance.
7. Replace as necessary.
8. Oil pump relief valve stuck.
8. Clean or replace relief valve.
9. Oil pump suction tube loose or
damaged.
9. Replace as necessary.
9 - 64
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
CONDITION
OIL PUMPING AT RINGS; SPARK
PLUGS FOULING
POSSIBLE CAUSES
CORRECTION
1. Worn or damaged rings.
1. Hone cylinder bores and replace
rings.
2. Carbon in oil ring slots.
2. Replace rings.
3. Incorrect ring size installed.
3. Replace rings.
4. Worn valve guides.
4. Ream guides and replace valves.
5. Leaking intake gasket.
5. Replace intake gaskets.
6. Leaking valve guide seals.
6. Replace valve guide seals.
DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION PRESSURE
• Any causes for combustion/compression pressure
loss
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunctions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise, the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Clean the spark plug recesses with compressed
air.
(2) Remove the spark plugs (Refer to 8 - ELECTRICAL/IGNITION CONTROL/SPARK PLUG REMOVAL).
(3) Secure the throttle in the wide-open position.
(4) Disconnect the ignition coil.
(5) Insert a compression pressure gauge and rotate
the engine with the engine starter motor for three
revolutions.
(6) Record the compression pressure on the third
revolution. Continue the test for the remaining cylinders.
(Refer to 9 - ENGINE - SPECIFICATIONS) for the
correct engine compression pressures.
WARNING: DO NOT REMOVE THE RADIATOR CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM HOT COOLANT CAN
OCCUR.
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE
The combustion pressure leakage test provides an
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
• Exhaust and intake valve leaks (improper seating)
• Leaks between adjacent cylinders or into water
jacket
Check the coolant level and fill as required. DO
NOT install the radiator cap.
Start and operate the engine until it attains normal operating temperature, then turn OFF the
engine.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1,379
kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
Perform the test procedure on each cylinder according to the tester manufacturer’s instructions. While
testing, listen for pressurized air escaping through
the throttle body, tailpipe or oil filler cap opening.
Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder CYLINDER COMBUSTION
PRESSURE LEAKAGE DIAGNOSIS CHART.
ENGINE 8.0L
BR/BE
9 - 65
ENGINE 8.0L (Continued)
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART
CONDITION
POSSIBLE CAUSE
CORRECTION
AIR ESCAPES THROUGH
THROTTLE BODY
Intake valve bent, burnt, or not
seated properly
Inspect valve and valve seat.
Reface or replace, as necessary
AIR ESCAPES THROUGH
TAILPIPE
Exhaust valve bent, burnt, or not
seated properly
Inspect valve and valve seat.
Reface or replace, as necessary
AIR ESCAPES THROUGH
RADIATOR
Head gasket leaking or cracked
cylinder head or block
Remove cylinder head and inspect.
Replace defective part
MORE THAN 50% LEAKAGE
FROM ADJACENT CYLINDERS
Head gasket leaking or crack in
cylinder head or block between
adjacent cylinders
Remove cylinder head and inspect.
Replace gasket, head, or block as
necessary
MORE THAN 25% LEAKAGE AND
AIR ESCAPES THROUGH OIL
FILLER CAP OPENING ONLY
Stuck or broken piston rings;
cracked piston; worn rings and/or
cylinder wall
Inspect for broken rings or piston.
Measure ring gap and cylinder
diameter, taper and out-of-round.
Replace defective part as necessary
STANDARD PROCEDURE
STANDARD PROCEDURE—CYLINDER BORE
HONING
Before honing, stuff plenty of clean shop towels
under the bores and over the crankshaft to keep
abrasive materials from entering the crankshaft
area.
(1) Used carefully, the Cylinder Bore Sizing Hone
C-823, equipped with 220 grit stones, is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round, as well as removing light
scuffing, scoring and scratches. Usually, a few strokes
will clean up a bore and maintain the required limits.
CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.
(2) Deglazing of the cylinder walls may be done if
the cylinder bore is straight and round. Use a cylinder surfacing hone, Honing Tool C-3501, equipped
with 280 grit stones (C-3501-3810). about 20-60
strokes, depending on the bore condition, will be sufficient to provide a satisfactory surface. Using honing
oil C-3501-3880, or a light honing oil, available from
major oil distributors.
CAUTION: DO NOT use engine or transmission oil,
mineral spirits, or kerosene.
(3) Honing should be done by moving the hone up
and down fast enough to get a crosshatch pattern.
The hone marks should INTERSECT at 50° to 60°
for proper seating of rings (Fig. 3).
(4) A controlled hone motor speed between 200 and
300 RPM is necessary to obtain the proper cross-
Fig. 3 Cylinder Bore Crosshatch Pattern
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE
hatch angle. The number of up and down strokes per
minute can be regulated to get the desired 50° to 60°
angle. Faster up and down strokes increase the crosshatch angle.
(5) After honing, it is necessary that the block be
cleaned to remove all traces of abrasive. Use a brush
to wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lintfree cloth to check that the bore is clean. Oil the
bores after cleaning to prevent rusting.
9 - 66
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results. Do not use form-inplace gasket material unless specified. Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, Mopart ATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARt ENGINE RTV GEN II
Mopart Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARt ATF RTV
Mopart ATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and sealing properties to seal components exposed to automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARt GASKET MAKER
Mopart Gasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARt GASKET SEALANT
Mopart Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This material is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will prevent corrosion. Mopart Gasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
Assembling parts using a form-in-place gasket
requires care but it’s easier then using precut gaskets.
Mopart Gasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smearing material off the location.
Mopart Engine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
Mopart Gasket Sealant in an aerosol can should be
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a
gasket. Then proceed with assembly. Material in a
can w/applicator can be brushed on evenly over the
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets.
STANDARD PROCEDURE - REPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consists of:
• Drilling out worn or damaged threads.
• Tapping the hole with a special Heli-Coil Tap, or
equivalent.
• Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDURE—HYDROSTATIC
LOCK
CAUTION: DO NOT use the starter motor to rotate
the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock
(regardless of what caused the problem), follow the
steps below.
BR/BE
ENGINE 8.0L
9 - 67
ENGINE 8.0L (Continued)
(1) Perform the Fuel Pressure Release Procedure
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY STANDARD PROCEDURE).
(2) Disconnect the negative cable(s) from the battery.
(3) Inspect air cleaner, induction system, and
intake manifold to ensure system is dry and clear of
foreign material.
(4) Place a shop towel around the spark plugs to
catch any fluid that may possibly be under pressure
in the cylinder head. Remove the spark plugs.
(5) With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
(6) Identify the fluid in the cylinders (coolant, fuel,
oil, etc.).
(7) Be sure all fluid has been removed from the
cylinders.
(8) Repair engine or components as necessary to
prevent this problem from occurring again.
(9) Squirt a small amount of engine oil into the
cylinders to lubricate the walls. This will prevent
damage on restart.
(10) Install new spark plugs. Tighten the spark
plugs to 41 N·m (30 ft. lbs.) torque.
(11) Drain engine oil. Remove and discard the oil
filter.
(12) Install the drain plug. Tighten the plug to 34
N·m (25 ft. lbs.) torque.
(13) Install a new oil filter.
(14) Fill engine crankcase with the specified
amount and grade of oil. (Refer to LUBRICATION &
MAINTENANCE - SPECIFICATIONS).
(15) Connect the negative cable(s) to the battery.
(16) Start the engine and check for any leaks.
REMOVAL
(1) Remove the battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Discharge the air conditioning system, if
equipped (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(4) Remove the upper crossmember.
(5) Remove the transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
REMOVAL).
(6) Remove the serpentine belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
(7) Remove the A/C compressor with the lines
attached (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR
REMOVAL). Set aside.
(8) If equipped, remove the condenser (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
A/C CONDENSER - REMOVAL).
(9) Remove the washer fluid reservoir bottle (Refer
to
8
ELECTRICAL/WIPERS/WASHERS
REMOVAL AND INSTALLATION).
(10) Disconnect the top radiator hose.
(11) Remove the fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(12) Remove the fan shroud.
(13) Disconnect the lower radiator hose.
(14) Disconnect the transmission cooler lines.
(15) Remove radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
(16) Remove the generator with the wire connections (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - REMOVAL).
(17) Remove the air cleaner.
(18) Disconnect the throttle linkage.
(19) Remove throttle body (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/THROTTLE BODY REMOVAL).
(20) Remove the upper intake manifold (Refer to 9
- ENGINE/MANIFOLDS/INTAKE MANIFOLD REMOVAL).
(21) Remove the coil assemblies with the ignition
cables.
(22) Disconnect the heater hoses.
(23) Disconnect the power steering hoses, if
equipped.
(24) Perform the Fuel System Pressure release
procedure (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - STANDARD PROCEDURE). Disconnect
the fuel line (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(25) On Manual Transmission vehicles, remove the
shift lever.
(26) Raise and support the vehicle on a hoist.
(27) Remove the drain plug and drain the engine
oil.
(28) Loosen front engine mount thru-bolt nuts.
(29) Remove the transmission cooler line brackets
from oil pan.
(30) Disconnect exhaust pipe at manifold.
(31) Disconnect the starter wires. Remove starter
motor (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
(32) Remove transmission.
(33) Lower vehicle.
CAUTION: DO NOT lift the engine by the intake
manifold.
(34) Install an engine lifting fixture.
(35) Remove engine from vehicle and
engine assembly on a repair stand.
install
9 - 68
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
INSTALLATION
(1) Remove engine from the repair stand and position in the engine compartment. Position the thrubolt into the support cushion brackets.
(2) Install an engine support fixture.
(3) Raise and support the vehicle on a hoist.
(4) Install Transmission.
(5) Install the starter and connect the starter
wires (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
(6) Install exhaust pipe to manifold.
(7) Install the transmission cooler line brackets
from oil pan.
(8) Tighten the Front mount thru-bolts and nuts to
102N·m (75 ft. lbs.).
(9) Install the drain plug and tighten to 34 N·m
(25 ft. lbs.) torque.
(10) Prime oil pump by squirting oil in the oil filter mounting hole and filling the J-trap of the front
timing cover. When oil is running out, install oil filter
that has been filled with oil.
(11) Lower the vehicle.
(12) Remove engine lifting fixture.
(13) On Manual Transmission vehicles, install the
shift lever.
(14) Connect the fuel lines (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(15) Connect the heater hoses.
(16) Install the upper intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(17) Install the coil assemblies with the ignition
cables.
(18) Using a new gasket, install throttle body
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/
THROTTLE BODY - INSTALLATION).
(19) Connect the throttle linkage.
(20) Install the air cleaner box.
(21) Install the generator and wire connections
(Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
(22) Install the upper crossmember.
(23) Install radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION).
(24) Connect the lower radiator hose.
(25) Install the transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
INSTALLATION).
(26) Connect the transmission cooler lines.
(27) Connect the power steering hoses, if equipped.
(28) Install the fan shroud.
(29) Install the fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(30) Connect the top radiator hose.
(31) Install the washer fluid reservoir bottle (Refer
to 8 - ELECTRICAL/WIPERS/WASHERS - INSTALLATION).
(32) If equipped, install the condenser (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
A/C CONDENSER - INSTALLATION).
(33) Install the A/C compressor with the lines
attached (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR
INSTALLATION).
(34) Install the serpentine belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(35) Evacuate (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PROCEDURE) and charge the air conditioning system, if
equipped (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(36) Add coolant to the cooling system (Refer to 7 COOLING - STANDARD PROCEDURE).
(37) Install the battery.
(38) Warm engine and adjust as required.
(39) Road test vehicle.
SPECIFICATIONS
8.OL ENGINE
DESCRIPTION
SPECIFICATION
CAMSHAFT
Bearing Diameter
No. 1
53.16 – 53.19 mm
(2.093 – 2.094 in.)
No. 2
52.76 – 52.78 mm
(2.077 – 2.078 in.)
No. 3
52.35 – 52.37 mm
No. 4
51.94 – 51.97 mm
(2.045 – 2.046 in.)
No. 5
51.54 – 51.56 mm
(2.029 – 2.030 in.)
No. 6
48.74 – 48.77 mm
(1.919 – 1.920 in.)
Bearing Journal Diameter
No. 1
53.11 – 53.14 mm
(2.091 – 2.092 in.)
No. 2
52.69 – 52.72 mm
ENGINE 8.0L
BR/BE
9 - 69
ENGINE 8.0L (Continued)
DESCRIPTION
SPECIFICATION
(2.0745 – 2.0755 in.)
No. 3
52.30 – 52.32 mm
DESCRIPTION
Taper (Max.)
0.0254 mm (0.001 in.)
Bearing Clearance
0.0051 – 0.058 mm
(2.059 – 2.060 in.)
No. 4
No. 5
(0.0002 – 0.0023 in.)
51.89 – 51.92 mm
(2.043 – 2.044 in.)
Service Limit
51.49 – 51.51 mm
End Play
0.071 mm (0.0028 in.)
0.076 – 0.305 mm
(2.027 – 2.028 in.)
No. 6
SPECIFICATION
48.69 – 48.72 mm
(1.917 – 1.918 in.)
(0.003 – 0.012 in.)
Service Limit—End Play
0.381 mm (0.015 in.)
CYLINDER BLOCK
Bearing to Journal
Clearance
Cylinder Bore Diameter
No. 1,3,4,5,6
0.0254 – 0.0762 mm
(0.001 – 0.003 in.)
No. 2
Service Limit
End Play
(4.0003 – 4.0008 in.)
Out of Round (Max.)
0.0762 mm (0.003 in.)
(0.0005 – 0.0035 in.)
Taper (Max.)
0.127 mm (0.005 in.)
0.127 mm (0.005 in.)
Lifter Bore Diameter
0.0381 – 0.0889 mm
(0.005 – 0.015 in.)
CONNECTING RODS
Side Clearance
CYLINDER HEAD AND VALVES
Valve Seat Angle
44.5°
24.940 – 24.978 mm
Runout (Max.)
(0.9819 – 0.9834 in.)
Width (Finish) – Intake
0.0762 mm (0.003 in.)
Total Weight (Less
Bearing)
744 gms. (26.24 oz.)
Valve Face Angle
45°
Valve Head Diameter
Intake
Exhaust
53.950 – 53.975 mm
0.0254 mm (0.001 in.)
Taper (Max.)
0.0254 mm (0.001 in.)
Bearing Clearance
Overall Length
Intake
145.19 – 145.82 mm
Exhaust
145.54 – 146.18 mm
(5.716 – 5.741 in.)
0.005 – 0.074 mm
(5.730 – 5.755 in.)
(0.0002 – 0.0029 in.)
Service Limit
Main Bearing Journal
Diameter
0.0762 mm (0.003 in.)
Out of Round (Max.)
Lift (@ zero lash)
76.187 – 76.213 mm
(2.8995 – 3.0005 in.)
0.0254 mm (0.001 in.)
41.123 – 41.377 mm
(1.619 – 1.629 in.)
(2.124 – 2.125 in.)
Out of Round (Max.)
48.640 – 48.900 mm
(1.915 – 1.925 in.)
CRANKSHAFT
Rod Journal Diameter
1.016 – 1.524 mm
(0.040 – 0.060 in.)
0.25 – 0.46 mm
(0.010 – 0.018 in.)
22.982 – 23.010 mm
(0.9048 – 0.9059 in.)
0.127 – 0.381 mm
Piston Pin bore Diameter
101.60 – 101.65 mm
Stem Diameter
Intake
9.91 mm (0.390 in.)
Exhaust
10.34 mm (0.407 in.)
7.900 – 7.920 mm
(0.311 – 0.312 in.)
9 - 70
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
DESCRIPTION
SPECIFICATION
Guide Bore
9.500 – 9.525 mm
DESCRIPTION
Outer Rotor
(0.374 – 0.375 on.)
Stem to Guide Clearance
Clearance (Max.)
0.1626 mm (0.006 in.)
Diameter (Min.)
82.461 mm (3.246 in.)
Thickness (Min.)
14.925 mm (0.5876 in.)
0.025 – 0.076 mm
(0.001 – 0..003 in.)
Service Limit
0.4318 (0.017 in.)
Valve Spring Free Length
49.962 mm (1.967 in.)
SPECIFICATION
Tip Clearance between
Rotors
(Max.)
0.584 mm (0.0230 in.)
Spring Tension
PISTONS
Valve Closed
378 N @ 41.66 mm
(85 lbs. @ 1.64 in.)
Valve Open
Clearance at Top of Skirt
(0.0005 – 0.0015 in.)
890 N @ 30.89 mm
(200 lbs. @ 1.212 in.)
Number of Coils
6.8
Installed Height
41.66 mm (1.64 in.)
Wire Diameter
4.50 mm (0.177 in.)
Piston Length
82.5 mm (3.25 in.)
Piston Ring Groove
Depth
#1&2
22.949 – 22.962 mm
(0.9035 – 0.9040 in.)
Clearance (to bore)
0.0203 – 0.0610 mm
#3
1.524 – 5.334 mm
92.90 – 93.15 mm
(3.657 – 3.667 in.)
Weight
463 – 473 grams (16.33
– 16.68 oz.)
Piston to Bore Clearance
(0.0008 – 0.0024 in.)
Dry Lash
91.30 – 91.55 mm
(3.594 – 3.604 in.)
HYDRAULIC TAPPETS
Body Diameter
0.013 – 0.038 mm
0.013 – 0.038 mm
(0.0005 – 0.0015 in.)
Service Limit
0.0762 mm (0.003 in.)
(0.060 – 0.210 in.)
Push Rod Length
PISTON PINS
195.52 – 196.02 mm
(7.698 – 7.717 in.)
Clearance in Piston
0.010 – 0.020 mm
(0.0004 – 0.0008 in.)
OIL PRESSURE
Diameter
Curb Idle (Min.*)
24.996 – 25.001 mm
83 kPa (12 psi)
@ 3000 rpm
345 – 414 kPa (50 – 60
psi)
* If oil pressure is zero at curb idle, DO NOT RUN
ENGINE.
(0.9841 – 0.9843 in.)
End Play
Length
0.1906 mm (0.0075 in.)
67.8 – 68.3 mm
(2.67 – 2.69 in.)
OIL PUMP
Clearance over Rotors
(Max.)
NONE
PISTON RINGS
Ring Gap
Compression Rings
Cover Out of Flat (Max.)
0.051 mm (0.002 in.)
Inner Rotor Thickness
(Min.)
14.925 – 14.950 mm
(0.5876 – 0.5886 in.)
0.254 – 0.508 mm
(0.010 – 0.020 in.)
Oil Control (Steel Rails)
0.381 – 1.397 mm
(0.015 – 0.055 in.)
ENGINE 8.0L
BR/BE
9 - 71
ENGINE 8.0L (Continued)
DESCRIPTION
SPECIFICATION
MEASUREMENT
ITEM
IDENTIFICATION
LOCATION
OF
IDENTIFICATION
0.2032 mm
(0.008 in.)
O/S
Hydraulic
Tappets
L
Diamondshaped
stamp top
pad - front
of engine
and flat
ground on
outside
surface of
each O/S
tappet
bore.
0.127 mm
(0.005 in.)
Valve
Stems
X
Milled pad
adjacent to
two tapped
holes 3/89
on each
end of
cylinder
head.
Ring Side Clearance
Compression Rings
0.074 – 0.097 mm
(0.0029 – 0.0038 in.)
Oil Ring (Steel Rails)
2.591 – 2.743 mm
(0.102 – 0.108 in.)
VALVE TIMING
Exhaust Valve
Closes (ATDC)
25°
Opens (BBDC)
60°
Duration
265°
Closes (ATDC)
61°
Opens (BBDC)
6°
Intake Valve
Duration
246°
Valve Overlap
31°
CRANKSHAFT JOURNAL MARKING
LOCATION
MEASUREMENT
0.0254 mm
(0.001 in.)
U/S
0.508 mm
(0.020 in.)
O/S
ITEM
Crankshaft
Journals
Cylinder
Bores
IDENTIFICATION
TORQUE
LOCATION
OF
IDENTIFICATION
R or M
M-2-3 ect.
(indicating
No. 2 and
3 main
bearing
journal)
and/or
R-1-4 ect.
(indicating
No. 1 and
4
connecting
rod
journal)
Milled flat
on No. 8
crankshaft
counterweight.
A
Following
engine
serial
number.
TORQUE CHART 8.0L ENGINE
DESCRIPTION
N·m
Ft.
In.
Lbs.
Lbs.
Camshaft Sprocket—Bolt
75
55
—
Camshaft Thrust Plate—
Bolts
22
16
—
Coil Pack Bracket—Bolts
21
—
190
Connecting Rod Cap—Bolts
61
45
—
Step 1
27
20
—
Step 2
115
85
—
Crankshaft Pulley/Damper—
Bolt
312
230
—
Crankshaft Rear Seal
Retainer—
22
16
—
Step 1
58
43
—
Step 2
143
105
—
16
—
144
Main Bearing—Bolts
Bolts
Cylinder Head—Bolts
Cylinder Head Cover—Bolts
9 - 72
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
DESCRIPTION
N·m
Ft.
In.
Drive Plate to Crankshaft—
Bolts
75
55
—
Drive Plate to Torque
Converter—
47
35
—
EGR Tube—Nut
34
25
—
EGR Valve—Bolts
20
—
174
Engine Support Bracket/
Insulator—
68
50
—
Ft.
In.
Timing Chain Cover—Bolts
47
35
—
Thermostat Housing—Bolts
25
—
220
Throttle Body—Nuts
11
—
96
204
150
—
102
75
—
47
35
—
47
35
—
41
30
—
Plate—Nuts
Transmission Support
Bracket—
Bolts
Through Bolt
47
35
—
Transmission Support
Cushion—
Bolts
Block—Bolts
Exhaust Manifold to Cylinder
Head—
N·m
Transfer Case to Insulator
Mounting
Bolts
Engine Support Bracket/
Insulator to
DESCRIPTION
22
16
—
Transmission Support
Cushion
Stud—Nuts
Bolt
Generator Mounting—Bolt
41
30
—
Water Pump to Chain Case
Cover—
Generator to Intake Manifold
Bracket
41
30
—
Bolts
Heat Shield—Nuts
20
—
175
Hydraulic Tappet Yoke
Retaining
22
16
—
Intake Manifold (Lower)—
Bolts
54
40
—
Intake Manifold (Upper)—
Bolts
22
16
—
Oil Filter
9
—
80 +
—Bolts
SPECIAL TOOLS
8.0L ENGINE
Spider—Bolts
45°
Oil Filter Connector
46
34
—
—1/4 - 20 Bolts
11
—
96
—5/16 - 18 Bolts
16
—
144
—Stud Bolts
16
—
144
Valve Compressor Adapting Stud Tool 6715
Oil Pan
—Drain Plug
34
25
—
Oil Pan Pick Up Tube—Bolts
16
—
144
Oil Pump Attaching—Bolts
41
30
—
Oil Pump Cover—Bolts
14
—
125
Oil Pump Pressure
Relief—Plug
20
15
—
Rocker Arm—Bolts
28
21
—
Spark Plugs
41
30
—
Starter Mounting—Bolts
68
50
—
Valve Spring Compressor Adapter Tool 6716A
ENGINE 8.0L
BR/BE
9 - 73
ENGINE 8.0L (Continued)
Valve Spring Compressor Tool MD-998772A
Crankshaft Pulley/Damper Installer Tool C3688
Valve Spring Compressor Screw Tool 6756
Crankshaft Sprocket Puller Tool 6444
Black Valve Guide Sleeve Tool C6819
Crankshaft Sprocket Puller Jaws Tool 6820
Silver Valve Guide Sleeve Tool C6818
Crankshaft Sprocket Installer Tool 3718
Dial Indicator Tool C3339
Crankshaft Sprocket Installer Tool MD990799
9 - 74
ENGINE 8.0L
BR/BE
ENGINE 8.0L (Continued)
Front Oil Seal Installer Tool 6806
Crankshaft Main Bearing Remover/Installer Tool
C3059
Front Oil Seal Installer Tool 6761
Puller 1026
Camshaft Bearing Installer Tool C3132A
Compression Ring Installer Tool C4184
Crankshaft Damper Removal Insert 8513
Pressure Tester Kit 7700
Piston Ring Compressor Tool C385
Bloc–Chek–Kit C-3685–A
Seal Installer Tool 6687
ENGINE 8.0L
BR/BE
9 - 75
AIR CLEANER ELEMENT
REMOVAL - 8.0L
For air cleaner element required maintenance
schedules (listed in time or mileage intervals), refer
to 0, Lubrication and Maintenance.
A small amount of engine oil wetting the inside of
the air cleaner housing is normal. When servicing,
wipe out oil from air cleaner housing.
(1) Loosen clamp (Fig. 4) and remove air inlet tube
(Fig. 5) at front of air cleaner housing cover.
Fig. 5 Air Cleaner Housing—8.0L V-10 Engine
1
2
3
4
5
- HOUSING
- HOUSING COVER
- AIR INLET TUBE
- CLAMP
- SPRING CLIPS
Fig. 4 Clamp Removal—8.0L Engine
1 - CLAMP
2 - ADJUSTABLE PLIERS
3 - REMOVAL
(2) The air cleaner housing and air cleaner element cover are equipped with spring clips to seal
cover to housing (Fig. 5). Unlatch clips from air
cleaner cover and remove cover from air cleaner
housing.
(3) Remove air cleaner element from air cleaner
cover.
(4) Before installing a new air cleaner element,
clean inside of air cleaner housing.
(5) If housing removal is necessary, disconnect
crankcase vent hose and remove 4 housing-to-throttle
body nuts.
Fig. 6 Clamp Installation—8.0L Engine
INSTALLATION - 8.0L
For air cleaner element required maintenance
schedules (listed in time or mileage intervals), refer
to Group 0, Lubrication and Maintenance.
(1) After installing housing, tighten 4 nuts to 11
N·m (96 in. lbs.) torque and connect crankcase vent
hose.
(2) Position air cleaner element (filter) into air
cleaner cover. Latch spring clips to seal cover to
housing.
1 - CLAMP
2 - ADJUSTABLE PLIERS
(3) Install air inlet tube at air cleaner housing
inlet.
(4) Install and tighten clamp at air inlet tube (Fig.
6).
9 - 76
ENGINE 8.0L
CYLINDER HEAD
DESCRIPTION
The alloy cast iron cylinder heads (Fig. 7) are held
in place by 12 bolts. The spark plugs are located in
the peak of the wedge between the valves.
BR/BE
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is
leaking between adjacent cylinders, follow the procedures in Cylinder Compression Pressure Test in this
section. An engine cylinder head gasket leaking
between adjacent cylinders will result in approximately a 50–70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING WITH COOLANT PRESSURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure
cap. Start the engine and allow it to warm up until
thermostat opens.
If a large combustion/compression pressure leak
exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
Fig. 7 Cylinder Head Assembly
1 - SPARK PLUG
2 - INTAKE VALVES
3 - SPARK PLUG
4 - INTAKE VALVES
5 - SPARK PLUG
6 - SPARK PLUG
7 - INTAKE VALVE
8 - SPARK PLUG
9 - EXHAUST VALVE
10 - EXHAUST VALVES
11 - EXHAUST VALVES
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE
A cylinder head gasket leak can be located between
adjacent cylinders or between a cylinder and the
adjacent water jacket.
• Possible indications of the cylinder head gasket
leaking between adjacent cylinders are:
• Loss of engine power
• Engine misfiring
• Poor fuel economy
• Possible indications of the cylinder head gasket
leaking between a cylinder and an adjacent water
jacket are:
• Engine overheating
• Loss of coolant
• Excessive steam (white smoke) emitting from
exhaust
• Coolant foaming
WARNING: WITH COOLING SYSTEM TESTER IN
PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE PRESSURE BUILT UP, BY CONTINUOUS
ENGINE OPERATION, MUST BE RELEASED TO A
SAFE PRESSURE POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
Install Cooling System Tester 7700 or equivalent to
pressure cap neck. Start the engine and observe the
tester’s pressure gauge. If gauge pulsates with every
power stroke of a cylinder a combustion pressure
leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also
be checked by using Bloc-Chek Kit C-3685-A or
equivalent. Perform test following the procedures
supplied with the tool kit.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove the heat shields (Fig. 8).
(4) Remove the intake manifold-to-generator
bracket support rod. Remove the generator (Refer to
8 - ELECTRICAL/CHARGING/GENERATOR REMOVAL).
(5) Remove closed crankcase ventilation system.
(6) Disconnect the evaporation control system.
(7) Remove the air cleaner.
(8) Perform the Fuel System Pressure release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ENGINE 8.0L
BR/BE
9 - 77
CYLINDER HEAD (Continued)
Fig. 8 Spark Plug Wire Heat Shields (Left Side
Shown)
1 - EXHAUST MANIFOLD
2 - HEAT SHIELD
ERY - STANDARD PROCEDURE). Disconnect the
fuel line (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD
PROCEDURE).
(9) Disconnect accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(10) Remove coil pack and bracket (Fig. 9).
(12) Disconnect heat indicator sending unit wire.
(13) Disconnect heater hoses and bypass hose.
(14) Remove upper intake manifold and throttle
body as an assembly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(15) Remove cylinder head covers and gaskets
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
(16) Remove the EGR tube. Discard the gasket, for
right side only.
(17) Remove lower intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL). Discard the flange side gaskets and the
front and rear cross-over gaskets.
(18) Disconnect exhaust pipe from exhaust manifold.
(19) Remove exhaust manifolds and gaskets (Refer
to 9 - ENGINE/MANIFOLDS/EXHAUST MANIFOLD
- REMOVAL).
(20) Remove rocker arm assemblies and push rods
(Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER
ARM / ADJUSTER ASSY - REMOVAL). Identify to
ensure installation in original locations.
(21) Remove the head bolts from each cylinder
head and remove cylinder heads. Discard the cylinder head gasket.
(22) Remove spark plugs.
CLEANING
Clean all surfaces of cylinder block and cylinder
heads. Be sure material does not fall into the lifters
and surrounding valley.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
Clean the exhaust manifold to cylinder head mating areas.
INSPECTION
Inspect all surfaces with a straightedge if there is
any reason to suspect leakage. The out-of-flatness
specifications are 0.0007 mm/mm (0.0004 inch/inch),
0.127 mm/152 mm (0.005 inch/6 inches) any direction
or 0.254 mm (0.010 inch) overall across head. If
exceeded, either replace head or lightly machine the
head surface.
The cylinder head surface finish should be
1.78-4.57 microns (15-80 microinches).
Inspect push rods. Replace worn or bent rods.
Inspect rocker arms. Replace if worn or scored.
INSTALLATION
Fig. 9 Coil Pack and Bracket
1 - COIL PACKS AND BRACKET
2 - MOUNTING BOLTS (4)
(11) Disconnect the coil wires.
(1) Position the new cylinder head gaskets onto
the cylinder block.
(2) Position the cylinder heads onto head gaskets
and cylinder block.
9 - 78
ENGINE 8.0L
BR/BE
CYLINDER HEAD (Continued)
(3) Tighten the cylinder head bolts in two steps
(Fig. 10):
• Step 1—Tighten all cylinder head bolts, in
sequence, to 58 N·m (43 ft. lbs.) torque.
• Step 2—Tighten all cylinder head bolts, in
sequence, to 143 N·m (105 ft. lbs.) torque.
•
CAUTION: When tightening the rocker arm bolts,
make sure the piston in that cylinder is NOT at
TDC. Contact between the valves and piston could
occur.
(15) Connect the accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(16) Install the fuel line (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(17) Install the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION)
and drive belt (Refer to 7 - COOLING/ACCESSORY
DRIVE/DRIVE BELTS - INSTALLATION).
(18) Install the intake manifold-to-generator
bracket support rod. Tighten the bolts to 41 N·m (30
ft. lbs.) torque.
(19) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail. For the
left side the number tab is at the front of
engine with the number up. For the right side
the number tab is at the rear of engine with the
number up.
CAUTION: The cylinder head cover fasteners have a
special plating. DO NOT use alternative fasteners.
Fig. 10 Cylinder Head Bolt Tightening Sequence
(4) Install push rods and rocker arm assemblies in
their original position (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY INSTALLATION).
(5) Install lower intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(6) Install the upper intake manifold onto the
lower intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
(7) Install the exhaust manifolds and new gaskets
(Refer to 9 - ENGINE/MANIFOLDS/EXHAUST
MANIFOLD - INSTALLATION).
(8) Install exhaust pipe to the exhaust manifold.
Tighten the bolts to 34 n·m (25 ft. lbs.) torque.
(9) Using a new gasket, position the EGR tube to
the intake manifold and the exhaust manifold.
Tighten the EGR tube nut to 34 N·m (25 ft. lbs.)
torque. Tighten the bolts to 20 N·m (174 in. lbs.)
torque.
(10) Install the heat shields and the washers.
Make sure that heat shields tabs hook over the
exhaust gasket. Tighten the nuts to 15 N·m (132 in.
lbs.) torque.
(11) Adjust and Install the spark plugs (Refer to 8
ELECTRICAL/IGNITION
CONTROL/SPARK
PLUG - INSTALLATION).
(12) Install coil packs and bracket. Tighten the
bracket bolts to 21 N·m (190 in. lbs.) torque. Connect
the coil wires.
(13) Connect heat indicator sending unit wire.
(14) Connect the heater hoses and bypass hose.
(20) Install cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(21) Install closed crankcase ventilation system.
(22) Connect the evaporation control system.
(23) Install the air cleaner.
(24) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(25) Connect the negative cable to the battery.
(26) Check for leaks (fuel, oil, antifreeze, etc.).
CYLINDER HEAD COVER(S)
DESCRIPTION
Die-cast magnesium cylinder head covers (Fig. 11)
reduce noise and provide a good sealing surface. A
steel backed silicon gasket is used with the cylinder
head cover. This gasket can be used again.
REMOVAL
Die-cast magnesium cylinder head covers (Fig. 13)
reduce noise and provide a good sealing surface. A
steel backed silicon gasket is used with the cylinder
head cover (Fig. 12).
(1) Disconnect the negative cable from the battery.
(2) Disconnect closed ventilation system and evaporation control system from cylinder head cover.
Identify each system for installation.
(3) Remove the upper intake manifold to remove
the right side head cover (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
ENGINE 8.0L
BR/BE
9 - 79
CYLINDER HEAD COVER(S) (Continued)
(2) Install the gasket onto the head rail. For the
left side the number tab is at the front of
engine with the number up. For the right side
the number tab is at the rear of engine with the
number up.
CAUTION: The cylinder head cover fasteners have a
special plating. DO NOT use alternative fasteners.
(3) Position the cylinder head cover onto the gasket. Install the stud bolts and hex head bolts in the
proper positions (Fig. 13). Tighten the stud bolts and
the bolts to 16 N·m (144 in. lbs.) torque.
Fig. 11 Cylinder Head Cover
1 - CYLINDER HEAD COVER
(4) Remove cylinder head cover bolts and stud
bolts. Remove the covers and gaskets (Fig. 12). The
gasket may be used again.
Fig. 12 Cylinder Head Cover Gaskets
1 - CYLINDER HEAD COVER GASKETS
2 - TAB WITH NUMBER UP
CLEANING
Clean cylinder head cover gasket surface.
Clean head rail, if necessary.
INSPECTION
Inspect cover for distortion and straighten, if necessary.
Check the gasket for use in head cover installation.
If damaged, use a new gasket.
INSTALLATION
(1) Check the gasket for use in head cover installation. If damaged, use a new gasket.
Fig. 13 Cylinder Head Covers
1 - CYLINDER HEAD COVER
2 - CYLINDER HEAD COVER GASKET
(4) If removed, install the upper intake manifold
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
(5) Install closed crankcase ventilation system and
evaporation control system onto the proper head
cover. DO NOT switch the systems.
(6) Connect the negative cable to the battery.
(7) Start engine and check for leaks.
9 - 80
ENGINE 8.0L
BR/BE
INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves (Fig. 14) are arranged in-line and
inclined 18°. The rocker pivot support and the valve
guides are cast integral with the heads.
Fig. 15 Positioning Valve Spacer Tool (Typical)
1 - VALVE
2 - SPACER TOOL
Fig. 14 Intake and Exhaust Valves—8.0L Engine
1
2
3
4
-
MARGIN
VALVE SPRING RETAINER LOCK GROOVE
STEM
FACE
STANDARD PROCEDURE
VALVE SERVICE
VALVE GUIDES
Measure valve stem guide clearance as follows:
(1) Install Black Valve Guide Sleeve Tool C-6819
over valve stem for the INTAKE valve and install
valve (Fig. 15). The special sleeve places the valve at
the correct height for checking with a dial indicator.
(2) Install Silver Valve Guide Sleeve Tool C-6818
over valve stem for the EXHAUST valve and install
valve. The special sleeve places the valve at the correct height for checking with a dial indicator.
(3) Attach Dial Indicator Tool C-3339 to cylinder
head and set it at right angle of valve stem being
measured (Fig. 16).
(4) Move valve to and from the indicator. The total
dial indicator reading should not exceed 0.432 mm
(0.017 inch). Ream the guides for valves with oversize stems if dial indicator reading is excessive or if
the stems are scuffed or scored.
Service valves with oversize stems are available as
shown below
Fig. 16 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339
REAMER SIZE CHART
REAMER O/S
VALVE GUIDE SIZE
0.076 mm
8.026 - 8.052 mm
(0.003 in.)
(0.316 - 0.317 in.)
0.381 mm
8.331 - 8.357 mm
(0.015 in.)
(0.316 - 0.329 in.)
(5) Slowly turn reamer by hand and clean guide
thoroughly before installing new valve. Ream the
valve guides from standard to 0.381 mm (0.015
inch). Use a 2 step procedure so the valve
guides are reamed true in relation to the valve
seat:
• Step 1—Ream to 0.0763 mm (0.003 inch).
• Step 2—Ream to 0.381 mm (0.015 inch).
ENGINE 8.0L
BR/BE
9 - 81
INTAKE/EXHAUST VALVES & SEATS (Continued)
REFACING VALVES AND VALVE SEATS
The intake and exhaust valves have a 45° face
angle and a 45° to 44 1/2° seat angle (Fig. 17).
Fig. 18 Intake and Exhaust Valves
Fig. 17 Valve Face and Seat Angles
1 - CONTACT POINT
VALVE FACE AND SEAT ANGLES CHART
ITEM
A
DESCRIPTION
SEAT WIDTH
INTAKE
SEAT WIDTH
EXHAUST
B
FACE ANGLE
C
SEAT ANGLE
(INT. and EXT.)
(INT. and EXT.)
D
SPECIFICATION
1.016 - 1.524
mm
(0.040 - 0.060
in.)
1.016 - 1.524
mm
(0.040 - 0.060
in.)
45°
44½°
CONTACT
SURFACE
—
VALVES
Inspect the remaining margin after the valves are
refaced (Fig. 18). Valves with less than 1.190 mm
(0.047 inch) margin should be discarded.
VALVE SEATS
(1) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseat-
1
2
3
4
-
MARGIN
VALVE SPRING RETAINER LOCK GROOVE
STEM
FACE
ing stones. A true and complete surface must be
obtained.
(2) Measure the concentricity of valve seat using a
dial indicator. Total runout should not exceed 0.038
mm (0.0015 inch) total indicator reading.
(3) Inspect the valve seat with Prussian blue to
determine where the valve contacts the seat. To do
this, coat valve seat LIGHTLY with Prussian blue
then set valve in place. Rotate the valve with light
pressure. If the blue is transferred to the center of
valve face, contact is satisfactory. If the blue is transferred to the top edge of valve face, lower valve seat
with a 15° stone. If the blue is transferred to bottom
edge of valve face raise valve seat with a 60° stone.
(4) When seat is properly positioned the width of
valve seats should be 1.016-1.524 mm (0.040-0.060
inch).
VALVE SPRING INSPECTION
Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs should
be tested. As an example the compression length of
the spring to be tested is 1-5/16 inch. Turn table of
Universal Valve Spring Tester Tool until surface is in
line with the 1-5/16 inch mark on the threaded stud.
Be sure the zero mark is to the front (Fig. 19). Place
spring over stud on the table and lift compressing
lever to set tone device. Pull on torque wrench until
ping is heard. Take reading on torque wrench at this
instant. Multiply this reading by 2. This will give the
spring load at test length. Fractional measurements
are indicated on the table for finer adjustments.
Refer to specifications to obtain specified height and
9 - 82
ENGINE 8.0L
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
allowable tensions. Discard the springs that do not
meet specifications.
Fig. 20 Valve Spring Compressor MD-998772A with
Adaptor 6716-A and Screw 6765
Fig. 19 Testing Valve Spring for Compressed
1 - TORQUE WRENCH
2 - VALVE SPRING TESTER
REMOVAL
REMOVAL—VALVE STEM SEALS
NOTE: This procedure is done with the cylinder
head installed.
(1) Disconnect the negative cable from the battery.
(2) Set engine basic timing to Top Dead Center
(TDC) and remove air cleaner.
(3) Remove cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL) and spark plugs (Refer to 8
ELECTRICAL/IGNITION
CONTROL/SPARK
PLUG - REMOVAL).
(4) Using suitable socket and flex handle at crankshaft retaining bolt, turn engine so that the piston of
the cylinder to be worked on, is at TDC on the compression stroke.
(5) Remove rocker arms (Refer to 9 - ENGINE/
CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - REMOVAL).
(6) With air hose attached to an adapter installed
in the spark plug hole, apply 620-689 kPa (90-100
psi) air pressure.
(7) Using
Valve
Spring
Compressor
Tool
MD-998772A with adapter 6716A (Fig. 20), compress
valve spring and remove retainer valve locks and
valve spring.
(8) Remove the valve stem seal.
REMOVAL—VALVES AND VALVE SPRINGS
(1) Remove the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
1
2
3
4
- SPECIAL TOOL MD 998772A
- SPECIAL TOOL 6765
- SPECIAL TOOL 6716A
- AIR HOSE
(2) Special studs must be used to adapt the Valve
Spring Compressor Tool to the V-10 cylinder head
(Fig. 21). Install the metric end into the Special Tool
MD998772A and the 5/16 end into the cylinder head.
Fig. 21 Special Studs 6715 for V-10 Engine
1 - SPECIAL TOOL 6715
(3) Compress valve springs using Valve Spring
Compressor Tool MD-998772A with Adapter 6716A
and Screw 6765 (Fig. 22). Tap the retainer using a
brass drift and ball peen hammer to loosen locks
away from retainer.
ENGINE 8.0L
BR/BE
9 - 83
INTAKE/EXHAUST VALVES & SEATS (Continued)
Fig. 23 Positioning Valve with Tool C-3973
1 - VALVE
2 - SPACER TOOL
Fig. 22 Valve Spring Compressor MD-998772A with
Adaptor 6716-A and Screw 6765
1
2
3
4
- SPECIAL TOOL MD 998772A
- SPECIAL TOOL 6765
- SPECIAL TOOL 6716A
- AIR HOSE
(4) Remove valve retaining locks, valve spring
retainers and valve springs. Check for abnormal
wear, replace as required.
(5) Remove the valve stem seals.
(6) Before removing valves, remove any burrs from
valve stem lock grooves to prevent damage to the
valve guides. Identify valves to ensure installation in
original location.
CLEANING
Clean valves thoroughly. Discard burned, warped,
or cracked valves.
Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.
INSPECTION
Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 in.), replace the valve.
Measure valve stem guide clearance as follows:
(1) Install Valve Guide Sleeve Tool C-3973 over
valve stem and install valve (Fig. 23). The special
sleeve places the valve at the correct height for
checking with a dial indicator.
(2) Attach dial indicator Tool C-3339 to cylinder
head and set it at right angles to valve stem being
measured (Fig. 24).
(3) Move valve to and from the indicator. The total
dial indicator reading should not exceed 0.432 mm
(0.017 in.). Ream the guides for valves with oversize
stems if dial indicator reading is excessive or if the
stems are scuffed or scored.
Fig. 24 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339
INSTALLATION
INSTALLATION—VALVE STEM SEAL
(1) Install new seal onto valve stem.
(2) Position valve spring onto valve stem.
(3) Position Valve Spring Compressor with Adapter
Studs onto cylinder head
(4) Compress valve spring and install retainer
valve locks.
(5) Remove air hose and adapter from spark plug
hole.
(6) Remove Valve Spring Compressor and Adapter
Studs.
(7) Install rocker arms (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY INSTALLATION).
(8) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail. For the
left side the number tab is at the front of
9 - 84
ENGINE 8.0L
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
engine with the number up. For the right side
the number tab is at the rear of engine with the
number up.
CAUTION: The cylinder head cover fasteners have a
special plating. DO NOT use alternative fasteners.
(9) Install cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION) (Fig. 25).
(5) Coat valve stems with lubrication oil. Insert
valves into valve guides in cylinder head.
(6) Install new seals on all valve guides (BLACK
on intake and BROWN on exhaust). Install valve
springs and valve retainers.
(7) Compress valve springs with Valve Spring
Compressor Tool MD-998772A and adapter 6716A,
install locks and release tool. Tap the retainer with a
brass or heavy plastic hammer to ensure locks have
been seated.
(8) If valves and/or seats were ground, measure
the installed height of springs. Make sure the measurement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer. If
spacers are installed, measure from the top of spacer.
If height is greater than 42.86 mm (1-11/16 inches),
install a 1.587 mm (1/16 inch) spacer in head counterbore. Ensure this brings spring height back to normal, 41.27 to 42.86 mm (1-5/8 to 1-11/16 inch).
(9) Install the cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).
ROCKER ARM / ADJUSTER
ASSY
REMOVAL
(1) Disconnect spark plug wires by pulling the boot
straight out in line with plug.
(2) Remove cylinder head cover and gasket (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
(3) Remove the rocker arm bolts and the rocker
arm assembly (Fig. 26). Place rocker arm assemblies
on a bench in the same order as removed.
(4) Remove the push rods and place them on a
bench in the same order as removed.
Fig. 25 Cylinder Head Covers
1 - CYLINDER HEAD COVER
2 - CYLINDER HEAD COVER GASKET
(10)
(11)
(12)
(13)
(14)
Install closed crankcase ventilation system.
Connect the evaporation control system.
Install air cleaner.
Connect the negative cable to the battery.
Road test vehicle and check for leaks.
INSTALLATION—VALVES AND VALVE SPRINGS
(1) Clean valves thoroughly. Discard burned,
warped and cracked valves.
(2) Remove carbon and varnish deposits from
inside of valve guides with a reliable guide cleaner.
(3) Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 inch), replace the valve.
(4) Make sure there are no burrs on valve stems.
INSTALLATION
CAUTION: DO NOT rotate or crank the engine during or immediately after rocker arm installation.
Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
(1) Install the push rods in the same order as
removed.
(2) Install rocker arm assemblies in the same
order as removed. Tighten the rocker arm bolts to 28
N·m (21 ft. lbs.) torque.
(3) Install cylinder head cover and gasket (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
(4) Connect spark plug wires.
ENGINE 8.0L
BR/BE
9 - 85
ROCKER ARM / ADJUSTER ASSY (Continued)
NOTE: It is not advisable to attempt to replace camshaft bearings unless special removal and installation tools are available, such as recommended tool
8544 Camshaft Bushing Remover Installer.
(2) Using recommended tool 8544 Camshaft Bushing Remover Installer, Drive out bearing shells.
REMOVAL—CAMSHAFT
(1) Remove rocker arms and push rods (Refer to 9
- ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). Identify each part
so it can be installed in its original location.
Fig. 26 Rocker Arm
1 - ROCKER ARMS
2 - ROCKER ARM PEDESTALS
3 - RETAINER
ENGINE BLOCK
CLEANING
Clean cylinder block thoroughly and check all core
hole plugs for evidence of leaking.
INSPECTION
Examine block for cracks or fractures.
The cylinder walls should be checked for out-ofround and taper with Cylinder Bore Indicator Tool,
Special tool 6879 or equivalent. The cylinder block
should be bored and honed with new pistons and
rings fitted if:
• The cylinder bores show more than 0.127 mm
(0.005 inch) out-of-round.
• The cylinder bores show a taper of more than
0.254 mm (0.010 inch).
• The cylinder walls are badly scuffed or scored.
Boring and honing operation should be closely coordinated with the fitting of pistons and rings so specified clearances may be maintained.
NOTE: The 4 corner tappets can not be removed
without removing the cylinder heads and gaskets.
However, they can be lifted and retained for camshaft removal.
(2) Remove the Bolts retaining the yoke retaining
spider. Remove the yoke retaining spider, tappet
aligning yokes and tappets.
(3) Remove upper and lower intake manifolds
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(4) Remove timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL) and timing chain and
sprockets (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT/CHAIN AND SPROCKETS REMOVAL).
(5) Remove camshaft thrust plate (Fig. 27).
Fig. 27 Camshaft
CAMSHAFT & BEARINGS (IN
BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS
This procedure requires that the engine is removed
from the vehicle.
(1) With engine completely disassembled, drive out
rear cam bearing core hole plug.
1 - CAMSHAFT
2 - THRUST PLATE
(6) Install a long bolt into front of camshaft to aid
in removal of the camshaft. Remove camshaft, being
careful not to damage cam bearings with the cam
lobes.
9 - 86
ENGINE 8.0L
BR/BE
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS
(1) Install new camshaft bearings using recommended Tool 8544 Camshaft Bushing Remover
Installer, by sliding the new camshaft bearing shell
over proper adapter.
(2) Bearings must be carefully aligned to bring oil
holes into full register with oil passages from the
main bearing. If the camshaft bearing shell oil holes
are not in exact alignment, remove and install them
correctly. Install a new core hole plug at the rear of
camshaft. Be sure this plug does not leak.
INSTALLATION—CAMSHAFT
(1) Lubricate camshaft lobes and camshaft bearing
journals. Using a long bolt, insert the camshaft into
the cylinder block.
NOTE: Whenever an engine has been rebuilt, a new
camshaft and/or new tappets installed, add 1 pint of
MoparT Crankcase Conditioner, or equivalent. The
oil mixture should be left in engine for a minimum
of 805 km (500 miles). Drain at the next normal oil
change.
(2) Install camshaft thrust plate. Tighten the torx
bolts to 22 N·m (16 ft. lbs.) torque.
(3) Check camshaft end play. The end play should
be 0.051-0.152 mm (0.002-0.006 inch) with a new
thrust plate and up to 0.254 mm (0.010 inch) with a
used thrust plate. If not within these limits install a
new thrust plate.
(4) Line up key with keyway in sprocket, then
using Special Tools C-3688, C-3718 and MB990799
install crankshaft timing sprocket. Make sure the
sprocket seats against the crankshaft shoulder (Fig.
28).
(5) Install timing chain and sprocket (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - INSTALLATION).
(6) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(7) Install the crankshaft pulley/damper (Refer to
9
ENGINE/ENGINE
BLOCK/VIBRATION
DAMPER - INSTALLATION).
(8) Prime oil pump by squirting oil in the oil filter
mounting hole and filling the J-trap of the front timing cover. When oil is running out, install oil filter
that has been filled with oil.
(9) Each tappet reused must be installed in the
same position from which it was removed. When
camshaft is replaced, all of the tappets must be
replaced.
Fig. 28 Crankshaft Sprocket Installation
1 - SPECIAL TOOL C-3688
2 - SPECIAL TOOL C-3718
3 - SPECIAL TOOL MD990799
(10) Install tappets and push rods in their original
location.
(11) Position the tappet aligning yokes and yoke
retaing spider.
(12) Install the retaining spider mounting bolts.
Tighten bolts to 22 N·m (16 ft. lbs.).
(13) Install the rocker arms (Refer to 9 - ENGINE/
CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
(14) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail. For the
left side the number tab is at the front of
engine with the number up. For the right side
the number tab is at the rear of engine with the
number up.
CAUTION: The cylinder head cover fasteners have a
special plating. DO NOT use alternative fasteners.
(15) Install cylinder head cover (Fig. 29) (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
(16) Install the intake manifolds (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(17) Start engine and check for leaks.
ENGINE 8.0L
BR/BE
9 - 87
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
Install the bearings in pairs. DO NOT use a new
bearing half with an old bearing half. DO NOT
file the rods or bearing caps.
CRANKSHAFT
REMOVAL
When a crankshaft is replaced, all main and connecting rod bearings should be replaced with new
bearings. Therefore, selective fitting of the bearings
is not required when a crankshaft and bearings are
replaced.
(1) Remove the oil pan and oil pickup tube (refer
to Oil Pan in this section for correct procedure).
(2) Remove the timing chain cover and gasket.
Remove and discard the front crankshaft oil seal and
cover gasket.
(3) Remove Transmission (refer to Group 21,
Transmission).
(4) Remove the rear seal retainer (refer to Crankshaft Rear Seal Retainer in this section for correct
procedure).
(5) Identify main bearing caps before removal (Fig.
30) . Remove bearing caps and lower bearings one at
a time.
Fig. 29 Cylinder Head Cover
1 - CYLINDER HEAD COVER
2 - CYLINDER HEAD COVER GASKET
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING ROD
BEARING FITTING
Fit all rods on a bank until completed. DO NOT
alternate from one bank to another, because connecting rods and pistons are not interchangeable from
one bank to another.
The bearing caps are not interchangeable and
should be marked at removal to ensure correct
assembly.
Each bearing cap has a small V-groove across the
parting face. When installing the lower bearing shell,
be certain that the V-groove in the shell is in line
with the V-groove in the cap. This provides lubrication of the cylinder wall in the opposite bank.
The bearing shells must be installed so that the
tangs are in the machined grooves in the rods and
caps.
Limits of taper or out-of-round on any crankshaft
journals should be held to 0.025 mm (0.001 in.).
Bearings are available in 0.025 mm (0.001 in.), 0.051
mm (0.002 in.), 0.076 mm (0.003 in.), 0.254 mm
(0.010 in.) and 0.305 mm (0.012 in.) undersize.
Fig. 30 Main Bearing Identification
1
2
3
4
-
MAIN BEARING CAP
UPPER MAIN BEARINGS
CRANKSHAFT
LOWER MAIN BEARINGS
(6) Remove the connecting rod bearing caps.
(7) Lift the crankshaft straight out of the block.
9 - 88
ENGINE 8.0L
BR/BE
CRANKSHAFT (Continued)
(8) Remove the upper main bearings from the
block.
INSTALLATION
When a crankshaft is replaced, all main and connecting rod bearings should be replaced with new
bearings. Therefore, selective fitting of the bearings
is not required when a crankshaft and bearings are
replaced.
NOTE: Lubricate crankshaft main bearings with
clean engine oil.
(1) Position upper main bearings into block.
(2) Position the crankshaft into the cylinder block.
(3) Lubricate the main journals with clean engine
oil. Install upper main bearings, caps and bolts. Follow the 2 step tightening sequence, starting with
main bearing cap 1.
(4) Lubricate the connecting rod bearings and journals with clean engine oil. Carefully install connecting rods to the crankshaft.
(5) Using Special Tool 8359 Seal Installer install
new oil into oil seal retainer.
(6) Using Special Tool 6687 Guide, install the rear
seal retainer with a new gasket.
(7) Install the timing chain cover with a new gasket and oil seal.
(8) Prime oil pump by squirt oil in the oil filter
mounting hole and filling the J-trap of the front timing cover. When oil is running out, install oil filter
that has been filled with oil.
(9) Apply a rearward axial load of 667 N (150
lbs-f) on crankshaft centerline, driving No.3 main cap
and thrust bearing against No.3 bulkhead. Repeat
procedure, driving crankshaft forward to align rear
flange of thrust bearings in a common plane. Front
face of No.1 main cap must not extend forward in
front of face of No.1 bulkhead.
(10) Install the oil pickup tube. Tighten the bolts
to 16 N·m (144 in. lbs.) torque.
(11) Install the oil pan.
CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE—FITTING
CRANKSHAFT MAIN BEARINGS
Bearing caps are not interchangeable and should
be marked at removal to ensure correct assembly.
Upper and lower bearing halves are NOT interchangeable. All lower main bearing halves are interchangeable. Upper main bearing halves of No. 2, 4,
and 5 are interchangeable. Upper main bearing
halves of No. 1 and 6 are interchangeable, this also
applies to the lower bearing halves.
The No.3 main bearing is flanged to carry the
crankshaft thrust loads. This bearing is NOT interchangeable with any other bearing halves in the
engine. Bearing shells are available in standard and
the following undersizes: 0.25 mm (0.001 inch), 0.051
mm (0.002 inch), 0.076 mm (0.003 inch), 0.254 mm
(0.010 inch) and 0.305 mm (0.012 inch). Never install
an undersize bearing that will reduce clearance
below specifications.
REMOVAL
(1) Remove the oil pan and oil pump pick-up tube
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN REMOVAL).
(2) Identify bearing caps before removal. Remove
bearing caps one at a time.
(3) Remove upper half of bearing by inserting
Crankshaft Main Bearing Remover/Installer Tool
C-3059 into the oil hole of crankshaft (Fig. 31).
(4) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.
Fig. 31 Upper Main Bearing Removal and
Installation with Tool C-3059
1
2
3
4
-
SPECIAL TOOL C-3059
BEARING
SPECIAL TOOL C-3059
BEARING
INSTALLATION
Only one main bearing should be selectively fitted
while all other main bearing caps are properly tightened. All bearing capbolts removed during service
procedures are to be cleaned and oiled before installation.
When installing a new upper bearing shell, slightly
chamfer the sharp edges from the plain side.
ENGINE 8.0L
BR/BE
9 - 89
CRANKSHAFT MAIN BEARINGS (Continued)
(1) Start bearing in place, and insert Crankshaft
Main Bearing Remover/Installer Tool C-3059 into oil
hole of crankshaft (Fig. 31).
(2) Slowly rotate crankshaft counterclockwise sliding the bearing into position. Remove Tool C-3059.
(3) Lubricate the main journals with clean engine
oil. Install main bearing caps and bolts. Follow the 2
step tightening sequence, starting with No. 1 main
bearing cap.
(4) Apply a rearward axial load of 667 N (150
lbs-f) on crankshaft centerline, driving No.3 main cap
and thrust bearing against No.3 bulkhead. Repeat
procedure, driving crankshaft forward to align rear
flange of thrust bearings in a common plane. Front
face of No.1 main cap must not extend forward in
front of face of No.1 bulkhead.
(5) Install the oil pump pick-up tube and oil pan
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN INSTALLATION).
REMOVAL—FRONT OIL SEAL - FRONT COVER
REMOVED
(1) Remove engine front cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(2) Place a suitable tool behind the lips of the oil
seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal surface of the cover.
INSTALLATION
INSTALLATION—FRONT OIL SEAL – FRONT
COVER INSTALLED
(1) Position the crankshaft front oil seal onto seal
installer special tool 6806 and C-3688 (Fig. 33).
Install seal.
CRANKSHAFT OIL SEAL FRONT
REMOVAL
REMOVAL—FRONT OIL SEAL - FRONT COVER
INSTALLED
(1) Disconnect the negative cable from the battery.
(2) Remove vibration damper from the crankshaft
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL).
(3) Place a suitable tool behind the lips of the oil
seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal surface of the cover (Fig.
32).
Fig. 33 Timing Chain Cover and Oil Seal
1 - SPECIAL TOOL C-3688
2 - SPECIAL TOOL 6806
Fig. 32 Timing Chain Cover and Oil Seal
1 - TIMING CHAIN COVER
2 - OIL SEAL
(2) Install vibration damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
(3) Install serpentine belt (Refer to 7 - COOLING/
ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(4) Install cooling fan and shroud (Refer to 7 COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(5) Connect negative cable to the battery.
(6) Start engine and check for leaks.
9 - 90
ENGINE 8.0L
BR/BE
CRANKSHAFT OIL SEAL - FRONT (Continued)
INSTALLATION—FRONT OIL SEAL - FRONT
COVER REMOVED
(1) Position the crankshaft front oil seal onto seal
installer special tool 6806.
(2) Use tool 6761 to support timing chain cover
when installing oil seal with tool 6806 (Fig. 34),
install seal (Fig. 35).
Fig. 35 Oil Seal Installed
1 - SPECIAL TOOL 6806
2 - SPECIAL TOOL 6761
Fig. 34 Oil Seal, Tools—6806 and 6761
1
2
3
4
-
FRONT COVER
SPECIAL TOOL 6761
FRONT OIL SEAL
SPECIAL TOOL 6806
(3) Install engine front cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
CRANKSHAFT OIL SEAL REAR
(2) Position Special Tool 6687 Seal Guide, onto the
crankshaft.
(3) Position the oil seal onto the Seal guide, then
using Special Tool 8359 Seal Installer and C–4171
Driver Handle, Install the oil seal.
(4) The seal face surface must be countersunk into
the retainer .762–1.27mm (0.030–0.050 in.).
(5) Install the transmission.
(6) Check and verify engine oil is at correct level.
(7) Start engine and check for leaks.
CRANKSHAFT REAR OIL SEAL
RETAINER
REMOVAL
(1) Remove the transmission.
(2) Carefully, remove the rear seal from the
retainer. Discard the oil seal.
(1) Disconnect negative cable from battery.
(2) Remove the transmission.
(3) Remove the drive plate / flywheel.
(4) Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(5) Remove the rear oil seal retainer mounting
bolts.
(6) Carefully remove the retainer from the engine
block.
INSTALLATION
INSTALLATION
(1) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
(1) Throughly clean all gasket resdue from the
engine block.
REMOVAL
NOTE: This procedure does not require the removal
of the seal retainer from the engine block.
ENGINE 8.0L
BR/BE
9 - 91
CRANKSHAFT REAR OIL SEAL RETAINER (Continued)
(2) Use extream care and clean all gasket resdue
from the retainer.
(3) Apply a small amount of Mopart Silicone Rubber Adhesive Sealant to the retainer gasket. Position
the gasket onto the retainer.
(4) Position Special Tool 6687 Seal Guide onto the
crankshaft.
(5) Position the retainer and seal over the guide
and onto the engine block.
(6) Install the retainer mounting bolts. Tighten the
bolts to 22 N·m (16 ft. lbs.).
(7) Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(8) Install the drive plate / flywheel.
(9) Install the transmission.
(10) Check and verify engine oil level.
(11) Start engine and check for leaks.
HYDRAULIC LIFTERS
DIAGNOSIS AND TESTING—HYDRAULIC
TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending-unit. The pressure should be
between 207-552 kPa (30-80 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick. The oil level in the pan
should never be above the FULL mark or below the
ADD OIL mark on dipstick. Either of these two conditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running, this condition could create foam in
the oil pan. Foam in oil pan would be fed to the
hydraulic tappets by the oil pump causing them to
lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length,
which allows valves to seat noisily. Any leaks on
intake side of oil pump through which air can be
drawn will create the same tappet action. Check the
lubrication system from the intake strainer to the
pump cover, including the relief valve retainer cap.
When tappet noise is due to aeration, it may be
intermittent or constant, and usually more than one
tappet will be noisy. When oil level and leaks have
been corrected, operate the engine at fast idle. Run
engine for a sufficient time to allow all of the air
inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS
(1) To determine source of tappet noise, operate
engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying side
thrust on the valve spring. If noise is not appreciably reduced, it can be assumed the noise is in the
tappet. Inspect the rocker arm push rod sockets
and push rod ends for wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by excessive leak-down around the unit plunger, or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click is
caused by a tappet check valve not seating, or by foreign particles wedged between the plunger and the
tappet body. This will cause the plunger to stick in
the down position. This heavy click will be accompanied by excessive clearance between the valve stem
and rocker arm as valve closes. In either case, tappet
assembly should be removed for inspection and cleaning.
(4) The valve train generates a noise very much
like a light tappet noise during normal operation.
Care must be taken to ensure that tappets are making the noise. If more than one tappet seems to be
noisy, it’s probably not the tappets.
LEAK-DOWN TEST
After cleaning and inspection, test each tappet for
specified leak-down rate tolerance to ensure zero-lash
operation (Fig. 36).
Swing the weighted arm of the hydraulic valve tappet tester away from the ram of the Universal LeakDown Tester.
(1) Place a 7.925-7.950 mm (0.312-0.313 inch)
diameter ball bearing on the plunger cap of the tappet.
(2) Lift the ram and position the tappet (with the
ball bearing) inside the tester cup.
(3) Lower the ram, then adjust the nose of the ram
until it contacts the ball bearing. DO NOT tighten
the hex nut on the ram.
(4) Fill the tester cup with hydraulic valve tappet
test oil until the tappet is completely submerged.
9 - 92
ENGINE 8.0L
BR/BE
HYDRAULIC LIFTERS (Continued)
(5) Swing the weighted arm onto the push rod and
pump the tappet plunger up and down to remove air.
When the air bubbles cease, swing the weighted arm
away and allow the plunger to rise to the normal
position.
(6) Adjust the nose of the ram to align the pointer
with the SET mark on the scale of the tester and
tighten the hex nut.
(7) Slowly swing the weighted arm onto the push
rod.
(8) Rotate the cup by turning the handle at the
base of the tester clockwise one revolution every 2
seconds.
(9) Observe the leak-down time interval from the
instant the pointer aligns with the START mark on
the scale until the pointer aligns with the 0.125
mark. A normally functioning tappet will require
20-110 seconds to leak-down. Discard tappets with
leak-down time interval not within this specification.
(5) Remove upper and lower intake manifold
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(6) Cut the cylinder head gasket for accessibility if
the end tappets are to be removed.
(7) Remove yoke retainer spider and tappet aligning yokes (Fig. 37).
Fig. 37 Tappets, Aligning Yoke and Yoke Retaining
Spider
1 - TAPPET ALIGNING YOLK
2 - YOKE RETAINING SPIDER
3 - TAPPET
Fig. 36 Leak-Down Tester
1
2
3
4
5
6
-
POINTER
WEIGHTED ARM
RAM
CUP
HANDLE
PUSH ROD
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove the air cleaner.
(3) Remove cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(4) Remove rocker arm assembly and push rods
(Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER
ARM / ADJUSTER ASSY - REMOVAL). Identify
push rods to ensure installation in original location.
(8) Pull tappet out of bore with a twisting motion.
If all tappets are to be removed, identify tappets to
ensure installation in original location.
(9) If the tappet or bore in cylinder block is scored,
scuffed, or shows signs of sticking, ream the bore to
next oversize. Replace with oversize tappet.
(10) Check camshaft lobes for abnormal wear.
CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or compressed air.
INSTALLATION
(1) Lubricate tappets.
(2) Install tappets in their original positions.
Ensure that the oil bleed hole (if so equipped)
faces forward.
(3) Install tappet aligning yokes. Position the yoke
retainer spider over the tappet aligning yokes (Fig.
BR/BE
ENGINE 8.0L
9 - 93
HYDRAULIC LIFTERS (Continued)
37). Install the yoke retaining spider bolts and
tighten to 22 N·m (16 ft. lbs.) torque.
(4) Install the push rods in their original location.
(5) Install the rocker arms (Refer to 9 - ENGINE/
CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
(6) Install lower and upper intake manifold (Refer
to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD INSTALLATION).
(7) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail. For the
left side the number tab is at the front of
engine with the number up. For the right side
the number tab is at the rear of engine with the
number up.
(8) Install cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(9) Install the air cleaner.
CAUTION: To prevent damage to valve mechanism,
engine must not be run above fast idle until all
hydraulic tappets have filled with oil and have
become quiet.
(10) Connect the negative cable to the battery.
(11) Road test vehicle and check for leaks.
PISTON & CONNECTING ROD
DESCRIPTION
The pistons (Fig. 38) are elliptically turned so that
the diameter at the pin boss is less than its diameter
across the thrust face. This allows for expansion
under normal operating conditions. Under operating
temperatures, expansion forces the pin bosses away
from each other, causing the piston to assume a more
nearly round shape.
All pistons are machined to the same weight,
regardless of size, to maintain piston balance.
The piston pin rotates in the piston only and is
retained by the press interference fit of the piston
pin in the connecting rod.
The pistons have a unique dry-film lubricant coating baked onto the skirts to reduce friction. The
lubricant is particularly effective during engine
break-in, but with time, the material becomes embedded into cylinder bore walls and continues to reduce
friction.
The pistons are LH and RH bank specific.
STANDARD PROCEDURE—PISTON FITTING
Piston and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylinder wall is 0.013-0.038 mm (0.0005-0.0015 inch). The
max. allowable clearance is 0.0762 mm (0.003 in.).
Fig. 38 Piston and Connecting Rod—8.0L Engine
1 - FRONT I.D. TOWARDS THIS SIDE
2 - ORIENTATION BUTTON TOWARDS REAR
(R.H. ONLY)
2, 4, 6, 8, 10
3 - ORIENTATION BUTTON TOWARDS FRONT
(L.H. ONLY)
1, 3, 5, 7, 9
Piston diameter should be measured at the top of
skirt, 90° to piston pin axis. Cylinder bores should be
measured halfway down the cylinder bore and transverse to the engine crankshaft center line.
Pistons and cylinder bores should be measured at
normal room temperature, 21°C (70°F).
(1) To correctly select the proper size piston, a cylinder bore gauge, capable of reading in .00019
INCREMENTS is required (Fig. 39). If a bore gauge
is not available, do not use an inside micrometer.The
coating material is applied to the piston after the
final piston machining process. Measuring the outside diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore Gauge
is MANDATORY. . To correctly select the proper size
piston, a cylinder bore gauge capable of reading in
.00019 increments is required.Piston installation into
the cylinder bore require slightly more pressure than
that required for non-coated pistons. The bonded
9 - 94
ENGINE 8.0L
BR/BE
PISTON & CONNECTING ROD (Continued)
coating on the piston will give the appearance of a
line-to-line fit with the cylinder bore.
CLEANING
Clean the piston and connecting rod assembly
using a suitable solvent.
INSPECTION
Check the connecting rod journal for excessive
wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/CONNECTING ROD BEARINGS STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bending.
Check the piston for taper and elliptical shape
before it is fitted into the cylinder bore (Refer to 9 ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in
the piston skirts. Check the ring lands for cracks
and/or deterioration.
INSTALLATION
Fig. 39 Bore Gauge
1 - BORE GAUGE
2 - CYLINDER BORE
3 - 2-5/16 in.
REMOVAL
(1) Remove the engine from the vehicle (Refer to 9
- ENGINE - REMOVAL).
(2) Remove cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
(3) Remove the oil pan and oil pump pick-up tube
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN REMOVAL).
(4) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered
during this operation.
(5) Be sure the connecting rod and connecting rod
cap are identified with the cylinder number. Remove
connecting rod cap. Install connecting rod bolt guide
set on connecting rod bolts.
(6) Pistons and connecting rods must be removed
from top of cylinder block. When removing piston and
connecting rod assemblies, rotate crankshaft center
the connecting rod in the cylinder bore and at BDC.
Be careful not to nick crankshaft journals. DO
NOT try to remove black coating on skirt. This
is the dry film lubricant.
(7) After removal, install bearing cap on the mating rod.
(1) Check the crankshaft connecting rod journal
for excessive wear, taper and scoring.
(2) Check the cylinder block bore for out-of-round,
taper, scoring and scuffing.
(3) Be sure that compression ring gaps are staggered so that neither is in line with oil ring rail gap.
(4) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located properly (Fig. 40).
NOTE: Be sure position of rings does not change
during the following step.
(5) Immerse the piston head and rings in clean
engine oil. Slide Piston Ring Compressor Tool C-385
over the piston and tighten with the special wrench
(part of Tool C-385).
(6) Install connecting rod bolt protectors on rod
bolts, a long protector should be installed on the
numbered side of the connecting rod.
(7) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore in the
bottom dead center (BDC) position. Be sure connecting rod and cylinder bore number are the same.
Insert rod and piston into cylinder bore. Be sure the
piston and rod assemblies are installed in the proper
orientation (Fig. 41).
(8) The notch, groove or arrow on top of piston
must be pointing toward front of engine. The larger
chamfer of the connecting rod bore must be installed
toward crankshaft journal fillet.
(9) While tapping the piston down in cylinder bore
with the handle of a hammer, guide the connecting
rod over the crankshaft journal.
ENGINE 8.0L
BR/BE
9 - 95
PISTON & CONNECTING ROD (Continued)
Fig. 40 Proper Ring Installation
1 - TOP COMPRESSION RING GAP
UPPER OIL RING GAP
2 - 2ND COMPRESSION RING GAP
LOWER OIL RAIL GAP
3 - SPACER GAP
(10) Install rod caps. Install nuts on cleaned and
oiled rod bolts and tighten nuts to 61 N·m (45 ft. lbs.)
torque.
(11) Install the oil pump pick-up tube and oil pan
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN INSTALLATION).
(12) Install the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - INSTALLATION) and
cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
(13) Install intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
(14) Install the engine into the vehicle (Refer to 9 ENGINE - INSTALLATION).
PISTON RINGS
STANDARD PROCEDURE—FITTING PISTON
RINGS
(1) Measurement of end gaps:
(a) Measure piston ring gap 2 inches from bottom of cylinder bore. An inverted piston can be
used to push the rings down to ensure positioning
rings squarely in the cylinder bore before measuring.
(b) Insert feeler stock in the gap. Gap for compression rings should be between 0.254-0.508 mm
(0.010-0.020 inch). The oil ring gap should be
0.381- 1.397 mm (0.015-0.055 inch).
(c) Rings with insufficient end gap may be properly filed to the correct dimension. Ends should be
Fig. 41 Piston and Rod Orientation
1 - FRONT I.D. TOWARDS THIS SIDE
2 - ORIENTATION BUTTON TOWARDS REAR
(R.H. ONLY)
2, 4, 6, 8, 10
3 - ORIENTATION BUTTON TOWARDS FRONT
(L.H. ONLY)
1, 3, 5, 7, 9
stoned smooth after filing with Arkansas White
Stone. Rings with excess gaps should not be used.
(2) Install rings and confirm ring side clearance:
(a) Install oil rings being careful not to nick or
scratch the piston. Install the oil control rings
according to instructions in the package. It is not
necessary to use a tool to install the upper and
lower rails. Insert oil rail spacer first, then side
rails.
(b) Install the second compression rings using
Installation Tool C-4184. The compression rings
must be installed with the identification mark face
up (toward top of piston) and chamfer facing down.
An identification mark on the ring is a drill point,
a stamped letter O, an oval depression or the word
TOP (Fig. 42) (Fig. 44).
(c) Using a ring installer, install the top compression ring with the chamfer facing up (Fig. 44).
An identification mark on the ring is a drill point,
9 - 96
ENGINE 8.0L
BR/BE
PISTON RINGS (Continued)
a stamped letter O, an oval depression or the word
TOP facing up (Fig. 43).
(d) Measure side clearance between piston ring
and ring land. Clearance should be 0.074-0.097 mm
(0.0029-0.0038 inch) for the compression rings. The
steel rail oil ring should be free in groove, but
should not exceed 0.246 mm (0.0097 inch) side
clearance.
(e) Pistons with insufficient or excessive side
clearance should be replaced.
Fig. 44 Compression Ring Chamfer Location—
Typical
1
2
3
4
5
-
CHAMFER
TOP COMPRESSION RING
SECOND COMPRESSION RING
PISTON
CHAMFER
Fig. 42 Second Compression Ring Identification—
Typical
1 - SECOND COMPRESSION RING (BLACK CAST IRON)
2 - CHAMFER
3 - TWO DOTS
Fig. 45 Proper Ring Installation
1 - TOP COMPRESSION RING GAP
UPPER OIL RING GAP
2 - 2ND COMPRESSION RING GAP
LOWER OIL RAIL GAP
3 - SPACER GAP
Fig. 43 Top Compression Ring Identification—
Typical
1 - TOP COMPRESSION RING (GRAY IN COLOR)
2 - CHAMFER
3 - ONE DOT
(3) Arrange ring gaps 180° apart as shown in (Fig.
45).
VIBRATION DAMPER
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove the following:
• Radiator fan (Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - REMOVAL)
• Accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL)
• Radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL)
(3) Remove crankshaft pulley/damper bolt and
washer from end of crankshaft.
ENGINE 8.0L
BR/BE
9 - 97
VIBRATION DAMPER (Continued)
(4) Using Special Tool, 1026 3 Jaw Puller and Special Tool 8513 Insert, remove pulley—damper from
the crankshaft (Fig. 46).
Fig. 47 Installing Crankshaft Pulley—Damper
1 - SPECIAL TOOL C-3688
Fig. 46 Crankshaft Pulley—Damper Removal
1 - 3 JAW PULLER
(5) Inspect crankshaft oil seal. If damaged or
worn, replace the front oil seal (Refer to 9 - ENGINE/
ENGINE BLOCK/CRANKSHAFT OIL SEAL FRONT - REMOVAL).
INSTALLATION
(1) Position the crankshaft pulley/damper onto the
crankshaft.
(2) Use Special Tool, C-3688 Crankshaft Pulley/
Damper Installer to press the pulley—damper onto
the crankshaft. Install crankshaft bolt and washer
and tighten to 312 N·m (230 ft. lbs.) torque (Fig. 47).
(3) Install the following:
• Radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION)
• Accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION)
• Radiator fan (Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - INSTALLATION)
(4) Connect the negative cable to the battery.
CAUTION: DO NOT lift the engine by the intake
manifold.
(3) Install engine support/lifting fixture.
(4) Raise vehicle on hoist.
(5) Lift the engine SLIGHTLY and remove the
thru-bolt and nut (Fig. 48) .
(6) Remove engine support bracket/cushion bolts
(Fig. 48) . Remove the support bracket/cushion and
heat shields.
Fig. 48 Engine Front Mounts
FRONT MOUNT
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Position fan to assure clearance for radiator top
tank and hose.
1
2
3
4
-
ENGINE MOUNT HEAT SHIELD
THRU-BOLT
RESTRICTION PADS
ENGINE SUPPORT BRACKET/CUSHION
9 - 98
ENGINE 8.0L
BR/BE
FRONT MOUNT (Continued)
INSTALLATION
INSTALLATION
(1) With engine raised SLIGHTLY, position the
engine support bracket/cushion and heat shields to
the block. Install new bolts and tighten to 81 N·m (60
ft. lbs.) torque.
(2) Install the thru-bolt and 2 piece rubber engine
rubber restrictors onto the engine support bracket/
cushion.
(3) Lower engine with support/lifting fixture while
guiding the engine bracket/cushion and thru-bolt into
support cushion brackets (Fig. 49) .
(1) If removed, position the transmission support
bracket to the transmission. Install new attaching
bolts and tighten to 102 N·m (75 ft. lbs.) torque.
(2) Position support cushion to transmission support bracket. Install stud nuts and tighten to 47 N·m
(35 ft. lbs.) torque.
(3) Using the transmission jack, lower the transmission and support cushion onto the crossmember
(Fig. 50) .
(4) Install the support cushion bolts and tighten to
47 N·m (35 ft. lbs.) torque.
(5) Remove the transmission jack.
(6) Lower the vehicle.
LUBRICATION
DESCRIPTION
A pressure feed type (gerotor) oil pump is located
in the engine front cover. The pump uses a pick-up
tube and screen assembly to gather engine oil from
the oil pan (Fig. 51).
OPERATION
Fig. 49 Positioning Engine Mounts—Front
1 - ENGINE SUPPORT BRACKET/CUSHION
2 - SUPPORT CUSHION BRACKET
(4) Install thru-bolt nuts and tighten the nuts to
68 N·m (50 ft. lbs.) torque.
(5) Lower the vehicle.
(6) Remove lifting fixture.
REAR MOUNT
REMOVAL
(1) Raise the vehicle on a hoist.
(2) Position a transmission jack in place.
(3) Remove support cushion stud nuts (Fig. 50).
(4) Raise rear of transmission and engine
SLIGHTLY.
(5) Remove the bolts holding the support cushion
to the transmission support bracket. Remove the support cushion.
(6) If necessary, remove the bolts holding the
transmission support bracket to the transmission.
The pump draws oil through the screen and inlet
tube from the sump at the rear of the oil pan. The oil
is driven between the inner and outer gears of the oil
pump, then forced through the outlet in the engine
front cover. An oil gallery in the front cover channels
the oil to the inlet side of the full flow oil filter. After
passing through the filter element, the oil passes
from the center outlet of the filter through an oil gallery that channels the oil up to the tappet galleries,
which extends the entire length of block.
Galleries extend downward from the main oil gallery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
main bearing journals to the connecting rod journals.
Each connecting rod bearing has half a hole in it, oil
passes through the hole when the rods rotate and the
hole lines up, oil is then thrown off as the rod
rotates. This oil throwoff lubricates the camshaft
lobes, cylinder walls, and piston pins.
The hydraulic valve tappets receive oil directly
from the main oil gallery. The camshaft bearings
receive oil from the main bearing galleries. The front
camshaft bearing journal passes oil through the camshaft sprocket to the timing chain. Oil drains back to
the oil pan under the No. 1 main bearing cap.
The oil supply for the rocker arms and bridged
pivot assemblies is provided by the hydraulic valve
tappets, which pass oil through hollow push rods to a
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components.
The oil then passes down through the push rod guide
ENGINE 8.0L
BR/BE
9 - 99
LUBRICATION (Continued)
Fig. 50 Engine Rear Support Cushion Assembly
holes and the oil drain-back passages in the cylinder
head, past the valve tappet area, and then returns to
the oil pan (Fig. 52).
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS
Fig. 51 Pressure Feed Type (Gerotor) Oil Pump—
Typical
1
2
3
4
-
OUTER ROTOR
INNER ROTOR
OIL PUMP COVER
TIMING CHAIN COVER
Begin with a through visual inspection of the
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
following steps should be followed:
(1) Do not clean or degrease the engine at this
time because some solvents may cause rubber to
swell, temporarily stopping the leak.
(2) Add an oil-soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil dipstick to
be sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light source.
(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified,
repair per service manual instructions.
(4) If dye is not observed, drive the vehicle at various speeds for approximately 24km (15 miles), and
repeat previous step.
9 - 100
ENGINE 8.0L
BR/BE
Fig. 52 Engine Lubrication System
LUBRICATION (Continued)
ENGINE 8.0L
BR/BE
9 - 101
LUBRICATION (Continued)
1 - OIL TO MAIN OIL GALLERIES
2 - RELIEF VALVE
3 - OIL GALLERY FOR TAPPETS
4 - MAIN OIL GALLERY
5 - TAPPET OIL GALLERY
6 - HOLLOW PUSH ROD
7 - ROCKER ARM
8 - PLUG
9 - GASKET
10 - SPRING
11 - TIMING CHAIN COVER
12 - CAM BEARINGS
13 - HYDRAULIC TAPPET GALLERIES
14 - CAMSHAFT
15 - CRANKSHAFT
16 - OIL PASSAGE TO CONNECTING ROD JOURNALS
(5) If the oil leak source is not positively identified
at this time, proceed with the air leak detection test
method as follows:
(6) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(7) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(8) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
17
18
19
20
21
22
23
24
25
26
27
28
29
30
-
OIL PICKUP
CONNECTING ROD JOURNALS
CRANKSHAFT BEARINGS
MAIN OIL GALLERY
CRANKSHAFT
OIL PICKUP TUBE
CONNECT ROD JOURNALS
CAMSHAFT BEARINGS
TAPPET OIL GALLERY
OIL FROM PICKUP TUBE
CAMSHAFT
TAPPET
VALVE
OIL PUMP RELIEF VALVE
OIL
STANDARD PROCEDURE - ENGINE OIL
OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the right
front of the engine, left of the generator (Fig. 53).
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.
(9) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the suspected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
(10) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(11) If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps.
Install the PCV valve and breather cap hose. Proceed
to next step.
(12) Clean the oil off the suspect oil leak area
using a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.
Fig. 53 Oil Level Indicator Location
1
2
3
4
5
-
CYLINDER HEAD COVER
ENGINE OIL FILL CAP
DIPSTICK
ENGINE OIL FILTER
FILTER BOSS
CRANKCASE OIL LEVEL INSPECTION
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.
(1) Remove oil pressure sending unit.
(2) Install Oil Pressure Line and Gauge Tool
C-3292. Start engine and record pressure. (Refer to 9
- ENGINE - SPECIFICATIONS).
To ensure proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
9 - 102
ENGINE 8.0L
BR/BE
OIL (Continued)
The acceptable levels are indicated between the ADD
and SAFE marks on the engine oil dipstick.
(1) Position vehicle on level surface.
(2) With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.
(4) Install dipstick and verify it is seated in the
tube.
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in the Maintenance Schedule. This information can be found in the owner’s manual.
TO CHANGE ENGINE OIL
Run engine until achieving normal operating temperature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist vehicle.
(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
stretching or other damage. Replace drain plug and
gasket if damaged.
(6) Install drain plug in crankcase.
(7) Change oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - REMOVAL).
(8) Lower vehicle and fill crankcase with specified
type (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION) and amount of
engine oil (Refer to LUBRICATION & MAINTENANCE - SPECIFICATIONS).
(9) Install oil fill cap.
(10) Start engine and inspect for leaks.
(11) Stop engine and inspect oil level.
OIL FILTER
REMOVAL
All engines are equipped with a high quality fullflow, disposable type oil filter. DaimlerChrysler Corporation recommends a Mopart or equivalent oil
filter be used.
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench loosen filter.
(3) Rotate the oil filter counterclockwise to remove
it from the cylinder block oil filter boss (Fig. 54).
Fig. 54 Oil Filter Removal—Typical
1 - ENGINE OIL FILTER
2 - OIL FILTER WRENCH
(4) When filter separates from adapter nipple, tip
gasket end upward to minimize oil spill. Remove filter from vehicle.
(5) With a wiping cloth, clean the gasket sealing
surface (Fig. 52) of oil and grime.
(6) Install new filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - INSTALLATION).
INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil or chassis grease.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 55) hand
tighten filter one full turn, do not over tighten.
(3) Add oil (Refer to 9 - ENGINE/LUBRICATION/
OIL - STANDARD PROCEDURE).
Fig. 55 Oil Filter Sealing Surface—Typical
1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER
OIL PAN
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Raise vehicle.
ENGINE 8.0L
BR/BE
9 - 103
OIL PAN (Continued)
(3) Drain engine oil.
(4) Remove left engine to transmission strut.
(5) Remove oil pan mounting bolts, pan and onepiece gasket. The engine may have to be raised
slightly on 2WD vehicles.
(6) Remove the oil pick-up tube assembly (Fig. 56)
. Discard the gasket.
Fig. 57 Fabrication of Alignment Dowels
1 - 5/16” X 1½” BOLT
2 - DOWEL
3 - SLOT
Fig. 56 Oil Pick-Up Tube
1 - PICK—UP TUBE
2 - SEALANT AT SPLIT-LINES
3 - SEALANT AT SPLIT-LINE
you have 3 minutes to install the gasket and oil
pan.
(4) Slide the one-piece gasket over the dowels and
onto the block.
(5) Position the oil pan over the dowels and onto
the gasket. The engine may have to be slightly raised
on 2WD vehicles.
(6) Install the oil pan bolts (Fig. 58) . Tighten the
bolts to as shown in Oil Pan Bolts Torque Chart.
CLEANING
Clean the block and pan gasket surfaces.
If present, trim excess sealant from inside the
engine.
Clean oil pan in solvent and wipe dry with a clean
cloth.
Clean oil screen and pipe thoroughly in clean solvent. Inspect condition of screen.
INSPECTION
Inspect oil drain plug and plug hole for stripped or
damaged threads. Repair as necessary.
Inspect oil pan mounting flange for bends or distortion. Straighten flange, if necessary.
Fig. 58 Oil Pan Bolt Location
1
2
3
4
-
OIL PAN
OIL FILTER
STUD BOLTS
DRAIN PLUG
INSTALLATION
(1) Fabricate 4 alignment dowels from 5/16 x 1 1/2
inch bolts. Cut the head off the bolts and cut a slot
into the top of the dowel. This will allow easier
installation and removal with a screwdriver (Fig. 57)
.
(2) Install the dowels in the cylinder block at the
four corners.
(3) Apply small amount of Mopart Silicone Rubber
Adhesive Sealant, or equivalent at the split lines.
The split lines are between the cylinder block, the
timing chain cover and the rear crankshaft seal
assembly (Fig. 56) . After the sealant is applied
(7) Remove the dowels. Install the remaining 5/16
inch oil pan bolts. Torque these bolts as shown in Oil
Pan Bolts Torque Chart.
(8) Install the drain plug. Tighten drain plug to 34
N·m (25 ft. lbs.) torque.
(9) Install the engine to transmission strut.
(10) Lower vehicle.
(11) Connect the negative cable to the battery.
(12) Fill crankcase with oil to proper level.
(13) Start engine and check for leaks.
9 - 104
ENGINE 8.0L
BR/BE
OIL PUMP
REMOVAL
(1) Remove the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(2) Remove the relief valve plug, gasket, spring
and valve (Fig. 59). Discard the gasket.
Fig. 60 Oil Pump
Fig. 59 Oil Pressure Relief Valve
1
2
3
4
5
-
1
2
3
4
-
OUTER ROTOR
INNER ROTOR
OIL PUMP COVER
TIMING CHAIN COVER
TIMING CHAIN COVER
OIL PUMP RELIEF VALVE
SPRING
GASKET
PLUG
(3) Remove mounting screws and oil pump cover
(Fig. 60).
(4) Remove oil pump inner and outer rotors (Fig.
60).
(5) Inspect oil pump for wear (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - INSPECTION).
CLEANING
Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
INSPECTION
Mating surface of the oil pump cover should be
smooth. Replace pump cover if scratched or grooved.
Lay a straightedge across the pump cover surface
(Fig. 61) . If a 0.076 mm (0.003 inch) feeler gauge can
be inserted between cover and straightedge, cover
should be replaced.
Measure thickness (Fig. 62) (Fig. 63) and diameter
of rotors. If either rotor thickness measures 14.956
mm (0.5876 inch) or less, or if the diameter is 82.45
mm (3.246 inches) or less, replace rotor set.
Fig. 61 Checking Oil Pump Cover Flatness
1 - FEELER GAUGE
2 - STRAIGHT EDGE
3 - OIL PUMP COVER
Slide outer rotor into timing chain cover pump
body. Press rotor to the side with your fingers and
measure clearance between rotor and pump body
(Fig. 64) . If clearance is 0.19 mm (0.007 inch) or
more, and outer rotor is within specifications, replace
timing chain cover.
Install inner rotor into timing chain cover pump
body (Fig. 65) . Inner rotor should be positioned with
ENGINE 8.0L
BR/BE
9 - 105
OIL PUMP (Continued)
clearance between inner and outer rotors is 0.150
mm (0.006 inch) or more, replace both rotors.
Fig. 62 Measuring Outer Rotor Thickness
Fig. 65 Measuring Inner Rotor Clearance in Cover
1 - FEELER GAUGE
2 - OUTER ROTOR
3 - INNER ROTOR
Place a straightedge across the face of the timing
chain cover pump body, between bolt holes (Fig. 66) .
If a feeler gauge of 0.077 mm (0.003 inch) or more
can be inserted between rotors and the straightedge,
and the rotors are within specifications, replace timing chain cover.
Fig. 63 Measuring Inner Rotor Thickness
Fig. 66 Measuring Clearance Over Rotors
1 - FEELER GAUGE
2 - STRAIGHT EDGE
Fig. 64 Measuring Outer Rotor Clearance in Cover
1 - FEELER GAUGE
2 - OUTER ROTOR
chamfer up or toward engine when cover is installed.
This allows easy installation over crankshaft. If
Inspect oil pressure relief valve plunger for scoring
and free operation in its bore. Small marks may be
removed with 400-grit wet or dry sandpaper.
The relief valve spring has a free length of approximately 49.5 mm (1.95 inches). The spring should
test between 100 and 109 N (22.5 and 24.5 pounds)
9 - 106
ENGINE 8.0L
BR/BE
OIL PUMP (Continued)
when compressed to 34 mm (1-11/32 inches). Replace
spring that fails to meet these specifications.
If oil pressure was low and pump is within specifications, inspect for worn engine bearings or other
reasons for oil pressure loss.
INSTALLATION
(1) Lubricate both oil pump rotors using petroleum
jelly or lubriplate and install in the timing chain
cover. Use new parts as required (Fig. 67).
Fig. 67 Priming Oil Pump.
1 - FILL WITH PETROLEUM JELLY OR LUBER PLATE
(2) Position the oil pump cover onto the timing
chain cover. Tighten cover screws to 14 N·m (125 in.
lbs.) torque.
(3) Make sure that inner ring moves freely after
cover is installed.
(4) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(5) Squirt oil into relief valve hole until oil runs
out.
(6) Install the relief valve and spring.
(7) Using a new pressure relief valve gasket,
install the relief valve plug. Tighten the plug to 20
N·m (15 ft. lbs.) torque.
(8) Install oil filter that has been filled with oil.
INTAKE MANIFOLD
DESCRIPTION
The aluminum intake manifold (Fig. 68) has two
plenum chambers an upper and lower which supply
air to five runners each. Passages across the longitudinal center of the manifold feed air from the throttle
body to the plenum chambers.
Fig. 68 Upper and Lower Intake Manifold—8.0L
Engine
1 - UPPER INTAKE MANIFOLD
2 - THROTTLE BODY (MPI)
3 - LOWER INTAKE MANIFOLD
DIAGNOSIS AND TESTING—INTAKE
MANIFOLD LEAKAGE
An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS, OR THE FAN.
DO NOT WEAR LOOSE CLOTHING.
(1) Start the engine.
(2) Spray a small stream of water at the suspected
leak area.
(3) If a change in RPMs occur, the area of the suspected leak has been found.
(4) Repair as required.
ENGINE 8.0L
BR/BE
9 - 107
INTAKE MANIFOLD (Continued)
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(4) Remove the generator brace and generator
(Fig. 69).
(5) Remove the A/C compressor brace (Fig. 69).
Remove the compressor and set aside.
(7) Perform the Fuel System Pressure release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). Disconnect the
fuel lines (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(8) Disconnect the accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(9) Remove the coil assemblies with the ignition
wires.
(10) Disconnect the vacuum lines.
(11) Disconnect the heater hoses and bypass hose.
(12) Remove the closed crankcase ventilation and
evaporation control systems.
(13) Remove the throttle body bolts and lift the
throttle body off the upper intake manifold (Fig. 71).
Discard the gasket.
(14) Remove upper intake manifold bolts.
(15) Lift the upper intake manifold out of the
engine compartment (Fig. 71). Discard the gasket.
Fig. 69 Generator and A/C Compressor Braces
1
2
3
4
- GENERATOR
- INTAKE MANIFOLD TO GENERATOR BRACE
- A/C COMPRESSOR
- INTAKE MANIFOLD TO A/C COMPRESSOR BRACE
(6) Remove the air cleaner cover and filter.
Remove the air cleaner housing (Fig. 70). Discard the
gasket.
Fig. 71 Upper Intake Manifold and Throttle Body
1 - UPPER INTAKE MANIFOLD
2 - THROTTLE BODY (MPI)
3 - LOWER INTAKE MANIFOLD
(16) Remove the lower intake manifold bolts and
remove the manifold (Fig. 72).
(17) Discard the lower intake manifold gaskets
(Fig. 73).
CLEANING
Fig. 70 Air Intake Housing
1 - AIR INTAKE HOUSING
Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
The plenum pan rail must be clean and dry (free of
all foreign material).
9 - 108
ENGINE 8.0L
BR/BE
INTAKE MANIFOLD (Continued)
Fig. 74 Intake Manifold Flange
1 - LOCATOR DOWELS
2 - INTAKE MANIFOLD GASKETS
3 - LOCATOR DOWELS
Fig. 72 Lower Intake Manifold
Fig. 73 Lower Intake Manifold Gaskets
1
2
3
4
5
-
INTAKE MANIFOLD GASKET
SEALANT
CROSS-OVER GASKETS
SEALANT
LOCATOR DOWELS
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness
with a straightedge.
INSTALLATION
(1) Install the intake manifold side gaskets. Be
sure that the locator dowels are positioned in the
head (Fig. 74).
(2) Insert Mopart GEN II Silicone Rubber Adhesive Sealant, or equivalent, into the four corner joints
an excessive amount of sealant is not required to
ensure a leak proof seal. However, an excessive
amount of sealant may reduce the effectiveness of
the flange gasket. The sealant should be approximately 5 mm (0.2 in.) in diameter. (Fig. 73).
(3) Position the cross-over gaskets and press firmly
onto the block (Fig. 73). BE SURE THE BLOCK IS
OIL FREE.
(4) The lower intake manifold MUST be installed
within 3 minutes of sealant application. Carefully
lower intake manifold into position on the cylinder
block and heads. After intake manifold is in place,
inspect to make sure seals and gaskets are in place.
Finger start all the lower intake bolts.
(5) Tighten the lower intake manifold bolts in
sequence to 54 N·m (40 ft. lbs.) torque (Fig. 72).
Recheck all bolts are tightened to 54 N·m (40 ft. lbs.)
torque.
(6) Using a new gasket, position the upper intake
manifold onto the lower intake manifold.
(7) Finger start all bolts, alternate one side to the
other.
(8) Tighten upper intake manifold bolts in
sequence to 22 N·m (16 ft. lbs.) torque (Fig. 71).
(9) Using a new gasket, install the throttle body
onto the upper intake manifold. Tighten the bolts to
23 N·m (200 in. lbs.) torque.
(10) Install closed crankcase ventilation and evaporation control systems.
(11) Connect the heater hoses and bypass hose.
(12) Connect the vacuum lines.
(13) Install the coil assemblies and the ignition
wires.
(14) Connect the accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
ENGINE 8.0L
BR/BE
9 - 109
INTAKE MANIFOLD (Continued)
(15) Install the fuel lines (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(16) Using a new gasket, install the air cleaner
housing. Tighten the nuts to 11 N·m (96 in. lbs.)
torque. Install the air cleaner filter and cover.
(17) Install the A/C compressor (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION). Position the compressor brace and install the bolts. Tighten the brace
bolts to 41 N·m (30 ft. lbs.) torque.
(18) Install the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
Position the generator brace and install the bolts.
Tighten the brace bolts to 41 N·m (30 ft. lbs.) torque.
(19) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(20) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(21) Connect the negative cable to the battery.
(22) Start engine check for leaks.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Raise and support the vehicle.
(3) Remove the bolts and nuts attaching the
exhaust pipe to the engine exhaust manifold..
(4) Lower the vehicle.
(5) Remove the exhaust heat shields (Fig. 76).
EXHAUST MANIFOLD
DESCRIPTION
Engine exhaust manifolds (Fig. 75) are made of
high molybdenum ductile cast iron. A special ribbed
design helps control permanent dimensional changes
during heat cycles.
Fig. 76 8.0L Engine Exhaust Manifold—Typical
1 - EXHAUST MANIFOLD
2 - HEAT SHIELD
(6) Remove the dipstick bracket from the exhaust
manifold (right side only).
(7) Remove bolts attaching manifold to cylinder
head.
(8) Remove manifold from the cylinder head. Discard the gasket.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Fig. 75 Exhaust Manifold—8.0L Engine
1 - EXHAUST MANIFOLD
OPERATION
The exhaust manifolds collect the engine exhaust
exiting the combustion chambers, then channels the
exhaust gases to the exhaust pipes attached to the
manifolds.
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness
with a straight edge. Gasket surfaces must be flat
within 0.2 mm per 300 mm (0.008 inch per foot).
INSTALLATION
(1) Using a new gasket position the engine
exhaust manifold onto the cylinder head. Install bolts
and stud bolts in the proper position (Fig. 76).
Tighten the bolts to 22 N·m (16 ft. lbs.) torque.
9 - 110
ENGINE 8.0L
BR/BE
EXHAUST MANIFOLD (Continued)
(2) Install the dipstick bracket on to the exhaust
manifold (right side only).
(3) Position washers and exhaust heat shields onto
the manifold stud bolts (Fig. 76). Be sure the tabs on
the heat shields are hooked over the top of the
exhaust gasket. Install the nuts and tighten to 20
N·m (175 in. lbs.) torque.
(4) Raise and support the vehicle.
(5) Assemble exhaust pipe to manifold.
(6) Lower the vehicle.
(7) Connect the negative cable to the battery.
(8) Start engine check for leaks.
TIMING BELT / CHAIN
COVER(S)
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove the serpentine belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
(4) Remove fan and fan shroud (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(5) Unbolt A/C compressor and set on top of
engine.
(6) Remove generator, air pump, and bracket
assembly.
(7) Remove water pump (Refer to 7 - COOLING/
ENGINE/WATER PUMP - REMOVAL).
(8) Remove damper bolt and washer.
(9) Using Special Tool 1026 3-Jaw Puller remove
pulley/damper from the crankshaft. (Fig. 77)
(10) Loosen oil pan bolts and remove the front oil
pan bolts that mount the pan to the timing chain
cover.
(11) Remove the cover bolts.
(12) Remove timing chain cover and gasket using
extreme caution to avoid damaging oil pan gasket.
(13) Inspect surface of cover. Remove any burrs or
high spots.
Fig. 77 Pulley—Damper Removal
1 - 3 JAW PULLER
(4) Tighten timing chain cover bolts to 47 N·m (35
ft. lbs.) torque. Tighten oil pan bolts to 24 N·m (215
in. lbs.) torque.
(5) Using Special Tool C-3688 Crankshaft Pulley/
Damper Installer Install pulley/vibration damper
(Fig. 78)
INSTALLATION
(1) Be sure mating surfaces of timing chain cover
and cylinder block are clean and free from burrs.
(2) Lubricate the pump rotors using petroleum
jelly or lubriplate (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(3) Using a new cover gasket, carefully install timing chain cover to avoid damaging oil pan gasket.
Use a small amount of Mopart Silicone Rubber Adhesive Sealant, or equivalent, at the joint between timing chain cover gasket and the oil pan gasket. Finger
tighten the timing chain cover bolts at this time.
Fig. 78 Installing Crankshaft
1 - SPECIAL TOOL C-3688
ENGINE 8.0L
BR/BE
9 - 111
TIMING BELT / CHAIN COVER(S) (Continued)
(6) Prime oil pump by squirting oil in the oil filter
mounting hole and filling the J-trap of the front timing cover. When oil is running out, install oil filter
that has been filled with oil.
(7) Install water pump and housing assembly
using new o-ring (Refer to 7 - COOLING/ENGINE/
WATER PUMP - INSTALLATION).
(8) Install generator, air pump, and bracket assembly.
(9) Install A/C compressor (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION).
(10) (10) Install the radiator fan (Refer to 7 COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(11) Position the fan shroud and install the bolts.
Tighten the bolts to 11 N·m (95 in. lbs.) torque.
(12) Install the serpentine belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(13) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(14) Connect the negative cable to the battery.
(15) Road test vehicle and check for leaks.
TIMING BELT/CHAIN AND
SPROCKETS
REMOVAL
Fig. 79 Crankshaft Sprocket Removal.
1 - SPECIAL TOOL 6444
2 - SPECIAL TOOL 6820
reverse direction. With the cylinder heads removed,
apply 20 N·m (15 ft. lbs.) torque in the reverse direction. Note the amount of chain movement (Fig. 80).
(1) Remove timing chain cover and gasket using
extreme caution to avoid damaging oil pan gasket
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT / CHAIN COVER(S) - REMOVAL).
(2) Aline camshaft and crankshaft centerline.
Remove camshaft sprocket attaching bolt and remove
timing chain and camshaft sprockets.
(3) Use puller 6444 and jaws 6820 to remove
crankshaft sprocket (Fig. 79).
INSPECTION—MEASURING TIMING CHAIN
STRETCH
(1) Place a scale next to the timing chain so that
any movement of the chain may be measured.
(2) Place a torque wrench and socket over camshaft sprocket attaching bolt. Apply torque in the
direction of crankshaft rotation to take up slack; 41
N·m (30 ft. lbs.) torque with cylinder head installed
or 20 N·m (15 ft. lbs.) torque with cylinder head
removed. With a torque applied to the camshaft
sprocket bolt, crankshaft should not be permitted to
move. It may be necessary to block the crankshaft to
prevent rotation.
(3) Hold a scale with dimensional reading even
with the edge of a chain link. With cylinder heads
installed, apply 14 N·m (30 ft. lbs.) torque in the
Fig. 80 Measuring Timing Chain Stretch
1 - TORQUE WRENCH
2 - 3.175 MM
(0.125 IN.)
(4) Install a new timing chain, if its movement
exceeds 3.175 mm (1/8 inch).
INSTALLATION
(1) Line up key in crankshaft with keyway in
sprocket, press on crankshaft timing sprocket, use
tools C-3688, C-3718 and MB-990799, seat sprocket
against crankshaft shoulder (Fig. 81).
9 - 112
ENGINE 8.0L
BR/BE
TIMING BELT/CHAIN AND SPROCKETS (Continued)
that timing marks are on the centerline of the crankshaft and camshaft centerline (Fig. 82).
Fig. 82 Alignment of Timing Marks
1 - CAMSHAFT SPROCKET
2 - CRANKSHAFT SPROCKET
3 - TIMING MARKS
Fig. 81 Crankshaft Sprocket Installation
1 - SPECIAL TOOL C-3688
2 - SPECIAL TOOL C-3718
3 - SPECIAL TOOL MD990799
(2) Turn crankshaft to line up the timing mark
with the crankshaft and camshaft centerline.
(3) Put chain on camshaft sprocket.
(4) Align timing marks and install chain and camshaft sprocket onto crankshaft sprocket. Check to see
(5) Install the camshaft bolt. Tighten the bolt to 61
N·m (45 ft. lbs.) torque.
(6) Check camshaft end play. The end play should
be 0.051-0.152 mm (0.002-0.006 inch) with a new
thrust plate and up to 0.254 mm (0.010 inch) with a
used thrust plate. If not within these limits install a
new thrust plate.
(7) Install timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
ENGINE 5.9L DIESEL
BR/BE
9 - 113
ENGINE 5.9L DIESEL
TABLE OF CONTENTS
page
ENGINE 5.9L DIESEL
DESCRIPTION
. . . . . . . . . . . . . . . . . . . . . . . . 115
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . 116
DIAGNOSIS AND TESTING—SMOKE
DIAGNOSIS CHARTS . . . . . . . . . . . . . . . . . . 118
STANDARD PROCEDURE
STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . . . . 122
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . . . 122
STANDARD PROCEDURE—HYDROSTATIC
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
REMOVAL
REMOVAL—ENGINE . . . . . . . . . . . . . . . . . . 123
REMOVAL—CRANKCASE BREATHER
VAPOR CANISTER . . . . . . . . . . . . . . . . . . . 125
INSTALLATION
INSTALLATION—ENGINE . . . . . . . . . . . . . . 125
INSTALLATION—CRANKCASE BREATHER
VAPOR CANISTER . . . . . . . . . . . . . . . . . . . 126
SPECIFICATIONS
5.9L DIESEL . . . . . . . . . . . . . . . . . . . . . . . . 127
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
SPECIAL TOOLS
5.9L DIESEL ENGINE
. . . . . . . . . . . . . . . . . 128
ENGINE DATA PLATE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 129
AIR CLEANER ELEMENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 130
CYLINDER HEAD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 130
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
CLEANING
CLEANING—CYLINDER HEAD . . . . . . . . . . 134
CLEANING—CROSSHEADS . . . . . . . . . . . . 134
CLEANING—PUSHRODS . . . . . . . . . . . . . . 134
INSPECTION
INSPECTION—CYLINDER HEAD . . . . . . . . . 134
INSPECTION—CROSSHEADS
. . . . . . . . . . 135
INSPECTION—PUSHRODS . . . . . . . . . . . . . 135
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 136
CYLINDER HEAD COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 138
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 138
page
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE VALVES,GUIDES AND SPRINGS . . . . . .
STANDARD PROCEDURE—VALVE LASH
ADJUSTMENT AND VERIFICATION . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM / ADJUSTER ASSY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK
STANDARD PROCEDURE
STANDARD PROCEDURE - CYLINDER
BLOCK REFACING . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - CYLINDER
BORE - DE-GLAZE . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—CYLINDER
BORE REPAIR . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—CAM BORE
REPAIR . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
CAMSHAFT & BEARINGS (IN BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS . . .
REMOVAL—CAMSHAFT . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS
INSTALLATION—CAMSHAFT . . . . . . . . .
CONNECTING ROD BEARINGS
STANDARD PROCEDURE—CONNECTING
ROD BEARING AND CRANKSHAFT
JOURNAL CLEARANCE . . . . . . . . . . . . .
CRANKSHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE—MAIN BEARING
CLEARANCE . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - FRONT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
. . . 138
. . . 138
. . . 141
. . . 143
. . . 143
.
.
.
.
.
.
.
.
.
.
. 145
. 145
. 146
. 146
. 148
. . . 148
. . . 148
. . . 149
. . . 151
. . . 151
. . . 152
. . . 152
. . . 155
. . 157
. . . 157
. . . 158
. . . 159
. . . 159
. . . 160
. . . 160
. . . 161
. . . 162
9 - 114
ENGINE 5.9L DIESEL
CRANKSHAFT REAR OIL SEAL RETAINER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
SOLID LIFTERS/TAPPETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
INSTALLATION . . . . . . . . . . . . . . . . . . . .
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—PISTON
GRADING
......................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
INSPECTION . . . . . . . . . . . . . . . . . . . .
Connecting Rods . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
INSTALLATION . . . . . . . . . . . . . . . . . . . .
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . .
OIL
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL
LEVEL . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - ENGINE OIL
SERVICE . . . . . . . . . . . . . . . . . . . . . . .
BR/BE
. . . . 162
. . . . 163
.
.
.
.
.
.
.
.
.
.
.
.
. 164
. 164
. 165
. 165
. . . . 165
. . . . 166
. . . . 168
. . . . 169
. . . . 169
. . . . 169
. . . . 170
. . . . 171
. . . . 172
. . . . 172
. . . . 173
. . . . 173
. . . . 174
. . . . 174
. . . . 174
. . . . 174
. . . . 174
. . . . 178
. . . . 178
. . . . 178
OIL COOLER & LINES
CLEANING AND INSPECTION
...
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
OIL PAN
REMOVAL . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . .
INSPECTION
................
INSTALLATION . . . . . . . . . . . . . . .
OIL PRESSURE RELIEF VALVE
REMOVAL . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . .
INSPECTION
................
INSTALLATION . . . . . . . . . . . . . . .
OIL PRESSURE SENSOR/SWITCH
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . .
INSPECTION
................
INSTALLATION . . . . . . . . . . . . . . .
INTAKE MANIFOLD
REMOVAL . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . .
INSPECTION
................
INSTALLATION . . . . . . . . . . . . . . .
EXHAUST MANIFOLD
REMOVAL . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . .
INSPECTION
................
INSTALLATION . . . . . . . . . . . . . . .
VALVE TIMING
STANDARD PROCEDURE - TIMING
VERIFICATION . . . . . . . . . . . . . .
GEAR HOUSING
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
GEAR HOUSING COVER
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
. . . . . . . . . 179
. . . . . . . . . 179
. . . . . . . . . 179
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 179
. 179
. 179
. 180
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 180
. 180
. 180
. 180
. . . . . . . . . 181
. . . . . . . . . 181
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 181
. 181
. 181
. 182
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 184
. 184
. 184
. 184
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 185
. 185
. 186
. 186
. . . . . . . . . 187
. . . . . . . . . 187
. . . . . . . . . 188
. . . . . . . . . 189
. . . . . . . . . 190
ENGINE 5.9L DIESEL
BR/BE
9 - 115
ENGINE 5.9L DIESEL
DESCRIPTION
CumminsT 24 Valve Turbo Diesel Engine
The cylinder block is constructed of cast iron. The
casting is a skirted design which incorporates longitudal ribs for superior strength and noise reduction.
The block incorporates metric straight thread o-ring
fittings at lubrication oil access points. The engine is
manufactured with the cylinders being a non-sleeved
type cylinder. However, one approved service method
is to bore out the cylinders and add cylinder sleeves
to the cylinder block.
9 - 116
ENGINE 5.9L DIESEL
BR/BE
ENGINE 5.9L DIESEL (Continued)
The cylinders are numbered front front to rear
(Fig. 1) ; 1 to 6. The firing order is 1–5–3–6–2–4.
Fig. 1 Cylinder Numbering
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - MECHANICAL
CONDITION
LUBRICATING OIL
PRESSURE LOW
POSSIBLE CAUSES
1. Low oil level.
CORRECTION
1. (a) Check and fill with clean engine oil.
(b) Check for a severe external oil leak that
could reduce the pressure.
2. Oil viscosity thin, diluted or wrong
specification.
2. Verify the correct engine oil is being
used. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES DESCRIPTION).
3. Improperly operating pressure
switch/gauge.
3. Verify the pressure switch is functioning
correctly. If not, replace switch/gauge.
4. Relief valve stuck open.
4. Check/replace valve.
5. Plugged oil filter.
5. Change oil filter.
6. If cooler was replaced, shipping
plugs may have been left in cooler
6. Check/remove shipping plugs.
7. Worn oil pump.
7. Check and replace oil pump.
8. Suction tube loose or seal leaking.
8. Check and replace seal.
9. Loose main bearing cap.
9. Check and install new bearing. Tighten
cap to proper torque.
10. Worn bearings or wrong bearings
installed.
10. Inspect and replace connecting rod or
main bearings. Check and replace piston
cooling nozzles.
11. Oil jet under piston bad fit into
main carrier.
11. Check oil jet position.
ENGINE 5.9L DIESEL
BR/BE
9 - 117
ENGINE 5.9L DIESEL (Continued)
CONDITION
LUBRICATING OIL
PRESSURE TOO HIGH
LUBRICATING OIL LOSS
POSSIBLE CAUSES
CORRECTION
1. Pressure switch/gauge not
operating properly.
1. Verify pressure switch is functioning
correctly. If not, replace switch/gauge.
2. Engine running to cold.
2. Refer to Coolant Temperature Below
Normal (Refer to 7 - COOLING DIAGNOSIS AND TESTING).
3. Oil viscosity too thick.
3. Make sure the correct oil is being used.
(Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES DESCRIPTION).
4. Oil pressure relief valve stuck
closed or binding
4. Check and replace valve.
1. External leaks.
1. Visually inspect for oil leaks. Repair as
required.
2. Crankcase being overfilled.
2. Verify that the correct dipstick is being
used.
3. Incorrect oil specification or
viscosity.
3. (a) Make sure the correct oil is being
used (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES DESCRIPTION).
(b) Look for reduced viscosity from dilution
with fuel.
(c) Review/reduce oil change intervals.
COMPRESSION KNOCKS
EXCESSIVE VIBRATION
4. Oil cooler leak
4. Check and replace the oil cooler.
5. High blow-by forcing oil out the
breather.
5. Check the breather tube area for signs of
oil loss. Perform the required repairs.
6. Turbocharger leaking oil to the air
intake.
6. Inspect the air ducts for evidence of oil
transfer. Repair as required.
7. Piston rings not sealing (oil being
consumed by the engine).
7. Perform blow-by check. Repair as
required.
1. Air in the fuel system.
1. Bleed the fuel system (Refer to 14 FUEL SYSTEM/FUEL DELIVERY STANDARD PROCEDURE).
2. Poor quality fuel or water/gasoline
contaminated fuel.
2. Verify by operating from a temporary
tank with good fuel. Clean and flush the
fuel tank. Replace fuel/water separator filter.
3. Engine overloaded.
3. Verify the engine load rating is not being
exceeded.
4. Incorrect injection pump timing.
4. Check injection pump for proper
installation.
5. Improperly operating injectors.
5. Check and replace inoperative injectors.
1. Loose or broken engine mounts.
1. Replace engine mounts.
2. Damaged fan or improperly
operating accessories.
2. Check and replace the vibrating
components.
3. Improperly operating vibration
damper
3. Inspect/replace vibration damper.
9 - 118
ENGINE 5.9L DIESEL
BR/BE
ENGINE 5.9L DIESEL (Continued)
CONDITION
EXCESSIVE ENGINE
NOISES
POSSIBLE CAUSES
CORRECTION
4. Improperly operating viscous fan
drive.
4. Inspect/replace fan drive.
5. Worn or damaged generator
bearing.
5. Check/replace generator.
6. Flywheel housing misaligned.
6. Check/correct flywheel alignment.
7. Loose or broken power
component.
7. Inspect the crankshaft and rods for
damage that causes an unbalance
condition. Repair/replace as required.
8. Worn or unbalanced driveline
components.
8. Check/repair driveline components.
1. Drive belt squeal, insufficient
tension or abnormally high loading.
1. Check the automatic tensioner and
inspect the drive belt. Make sure water
pump, tensioner pulley, fan hub and
generator turn freely.
2. Intake air or exhaust leaks.
2. Refer to Excessive Exhaust Smoke
(Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).
3. Excessive valve lash.
3. Adjust valves. Make sure the push rods
are not bent and rocker arms, adjusting
screws, crossheads, are not severely worn.
Replace bent or severely worn components.
4. Turbocharger noise.
4. Check turbocharger impeller and turbine
wheel for housing contact. Repair/replace
as required.
5. Gear train noise.
5. Visually inspect and measure gear
backlash. Replace gears as required.
6. Power function knock.
6. Check/replace rod and main bearings.
DIAGNOSIS AND TESTING—SMOKE
DIAGNOSIS CHARTS
The following charts include possible causes and
corrections for excess or abnormal exhaust smoke.
Small amounts of exhaust smoke (at certain times)
are to be considered normal for a diesel powered
engine.
EXCESSIVE BLACK SMOKE
POSSIBLE CAUSE
CORRECTION
Air filter dirty or plugged.
Check Filter MinderT at air filter (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER ELEMENT REMOVAL).
Air intake system restricted.
Check entire air intake system including all hoses and
tubes for restrictions, collapsed parts or damage.
Repair/replace as necessary.
Air Leak in Intake System.
Check entire air intake system including all hoses and
tubes for cracks, loose clamps and/or holes in rubber
ducts. Also check intake manifold for loose mounting
hardware.
Diagnostic Trouble Codes (DTC’s) active or multiple,
intermittent DTC’s.
Refer to Powertrain Diagnostic Procedures Information.
ENGINE 5.9L DIESEL
BR/BE
9 - 119
ENGINE 5.9L DIESEL (Continued)
EXCESSIVE BLACK SMOKE
POSSIBLE CAUSE
CORRECTION
Engine Control Module (ECM) not calibrated or ECM
has incorrect calibration.
Refer to Powertrain Diagnostic Procedures Information.
Exhaust system restriction is above specifications.
Check exhaust pipes for damage/restrictions. Repair as
necessary.
Fuel grade is not correct or fuel quality is poor.
Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injection pump malfunctioning.
A DTC should have been set. If so, refer to Powertrain
Diagnostic Procedures Information.
Fuel injector malfunctioning.
A DTC should have been set. Perform 9Cylinder
Balance Test9 using DRB scan tool to isolate individual
cylinders. Also refer to Powertrain Diagnostic
Procedures Information and, to (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR DIAGNOSIS AND TESTING).
Fuel return system restricted.
Check fuel return line by checking overflow valve
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY DIAGNOSIS AND TESTING).
Intake manifold restricted.
Remove restriction.
Manifold Air Pressure (Boost) Sensor or sensor circuit
malfunctioning.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Raw fuel in intake manifold.
Fuel injectors leaking on engine shutdown. Do Fuel
Injector Test (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - DIAGNOSIS AND
TESTING).
Static timing not correct.
A DTC should have been set. If so, refer to Powertrain
Diagnostic Procedures Information. Also (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION
PUMP - DIAGNOSIS AND TESTING).
Turbocharger air intake restriction.
Remove restriction.
Turbocharger damaged.
(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
Turbocharger has excess build up on compressor
wheel and/or diffuser vanes.
(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - CLEANING).
Turbocharger wheel clearance out of specification.
(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE
CORRECTION
Air in fuel supply: Possible leak in fuel supply side
(between transfer pump and fuel tank module).
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
TRANSFER PUMP - DIAGNOSIS AND TESTING).
Coolant leaking into combustion chamber.
Do pressure test of cooling system (Refer to 7 COOLING - DIAGNOSIS AND TESTING).
Diagnostic Trouble Codes (DTC’s) active or multiple,
intermittent DTC’s.
Refer to Powertrain Diagnostic Procedures Information.
In very cold ambient temperatures, engine block heater
is malfunctioning (if equipped).
(Refer to 7 - COOLING/ENGINE/ENGINE BLOCK
HEATER - REMOVAL).
9 - 120
ENGINE 5.9L DIESEL
BR/BE
ENGINE 5.9L DIESEL (Continued)
EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE
CORRECTION
Engine coolant temperature sensor malfunctioning.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check
thermostat operation (Refer to 7 - COOLING/ENGINE/
ENGINE COOLANT THERMOSTAT - DIAGNOSIS AND
TESTING).
Engine Control Module (ECM) not calibrated or has
incorrect calibration.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Fuel filter plugged.
Perform Fuel Pressure Drop Test (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL TRANSFER PUMP DIAGNOSIS AND TESTING).
Fuel grade not correct or fuel quality is poor.
Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor
malfunctioning. This will cause wax type build-up in fuel
filter.
Refer to Fuel Heater Testing (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL HEATER DIAGNOSIS AND TESTING).
Fuel injector malfunctioning.
A DTC should have been set. Perform 9Cylinder
Balance Test9 using DRB scan tool to isolate individual
cylinders. Also refer to Powertrain Diagnostic
Procedures Information and, (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR DIAGNOSIS AND TESTING).
Fuel injector hold-downs loose.
Torque to specifications.
Fuel injector protrusion not correct.
Check washer (shim) at bottom of fuel injector for
correct thickness. (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - INSTALLATION)
Fuel injection pump malfunctioning.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Fuel supply side restriction to transfer pump.
Refer to Fuel Transfer Pump Pressure (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/FUEL TRANSFER
PUMP - DIAGNOSIS AND TESTING)
Fuel transfer (lift) pump malfunctioning.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also refer to Fuel
Transfer Pump Pressure Testing (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL TRANSFER PUMP DIAGNOSIS AND TESTING).
Intake/Exhaust valve adjustments not correct (too tight).
(Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/
EXHAUST VALVES & SEATS - STANDARD
PROCEDURE).
Intake manifold air temperature sensor malfunctioning.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Intake manifold heater circuit not functioning correctly in
cold weather.
A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check heater
elements for correct operation.
Intake manifold heater elements not functioning
correctly in cold weather.
A diagnostic trouble code WILL NOT BE SET if heater
elements are malfunctioning. Refer to NTC tests in
Powertrain Diagnostic Procedures Information.
Internal engine damage (scuffed cylinder).
Analyze engine oil and inspect oil filter to locate area of
probable damage.
ENGINE 5.9L DIESEL
BR/BE
9 - 121
ENGINE 5.9L DIESEL (Continued)
EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE
CORRECTION
Restriction in fuel supply side of fuel system.
Refer to Fuel Transfer Pump Pressure Testing (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
TRANSFER PUMP - DIAGNOSIS AND TESTING).
Static timing incorrect.
A DTC should have been set. If so, (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION
PUMP - DIAGNOSIS AND TESTING).
EXCESSIVE BLUE SMOKE
POSSIBLE CAUSE
CORRECTION
Dirty air cleaner or restricted turbocharger intake duct.
Check Filter MinderT at air filter housing. (Refer to 9 ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
ELEMENT - REMOVAL).
Air leak in boost system between turbocharger
compressor outlet and intake manifold.
Service air charge system..
Obstruction in exhaust manifold.
Remove exhaust manifold and inspect for blockage
(Refer to 9 - ENGINE/MANIFOLDS/EXHAUST
MANIFOLD - REMOVAL).
Restricted turbocharger drain tube.
Remove turbocharger drain tube and remove
obstruction.
Crankcase ventilation system plugged.
Inspect crankcase breather and vent tube for sludge
formation or obstructions.
Valve seals are worn, brittle, or improperly installed.
Replace valve stem oil seals (Refer to 9 - ENGINE/
CYLINDER HEAD/INTAKE/EXHAUST VALVES &
SEATS - REMOVAL).
Valve stems and/or guides are worn.
Remove valves and inspect valves and guides. (Refer
to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
Broken or Improperly installed piston rings.
Tear down engine and inspect piston rings.
Excessive piston ring end gap.
Remove pistons and measure piston ring end gap
(Refer to 9 - ENGINE/ENGINE BLOCK/PISTON RINGS
- STANDARD PROCEDURE).
Excessive cylinder bore wear and taper.
Remove pistons and measure cylinder bore wear and
taper (Refer to 9 - ENGINE/ENGINE BLOCK STANDARD PROCEDURE).
Cylinder damage.
Remove pistons and inspect cylinder bore for cracks or
porosity. Repair with cylinder liner if necessary. (Refer
to 9 - ENGINE/ENGINE BLOCK - STANDARD
PROCEDURE).
Piston damage.
Remove pistons and inspect for cracks, holes. Measure
piston for out-of-round and taper (Refer to 9 ENGINE/ENGINE BLOCK/PISTON & CONNECTING
ROD - INSPECTION).
Turbocharger failure.
(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
9 - 122
ENGINE 5.9L DIESEL
STANDARD PROCEDURE
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results. Do not use form-inplace gasket material unless specified. Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, Mopart ATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARt ENGINE RTV GEN II
Mopart Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARt ATF RTV
Mopart ATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and sealing properties to seal components exposed to automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARt GASKET MAKER
Mopart Gasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARt GASKET SEALANT
Mopart Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This material is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will prevent corrosion. Mopart Gasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
BR/BE
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
Assembling parts using a form-in-place gasket
requires care but it’s easier then using precut gaskets.
Mopart Gasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smearing material off the location.
Mopart Engine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
Mopart Gasket Sealant in an aerosol can should be
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a
gasket. Then proceed with assembly. Material in a
can w/applicator can be brushed on evenly over the
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets.
STANDARD PROCEDURE - REPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consists of:
• Drilling out worn or damaged threads.
• Tapping the hole with a special Heli-Coil Tap, or
equivalent.
• Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDURE—HYDROSTATIC
LOCK
CAUTION: DO NOT use the starter motor to rotate
the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock
(regardless of what caused the problem), follow the
steps below.
ENGINE 5.9L DIESEL
BR/BE
9 - 123
ENGINE 5.9L DIESEL (Continued)
(1) Disconnect the negative cable(s) from the battery.
(2) Inspect air cleaner, induction system, and
intake manifold to ensure system is dry and clear of
foreign material.
(3) Place a shop towel around the fuel injectors to
catch any fluid that may possibly be under pressure
in the cylinder head. Remove the fuel injectors (Refer
to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL
INJECTOR - REMOVAL).
(4) With all injectors removed, rotate the crankshaft using a breaker bar and socket.
(5) Identify the fluid in the cylinders (coolant, fuel,
oil, etc.).
(6) Be sure all fluid has been removed from the
cylinders.
(7) Repair engine or components as necessary to
prevent this problem from occurring again.
(8) Squirt a small amount of engine oil into the
cylinders to lubricate the walls. This will prevent
damage on restart.
(9) Install new fuel injectors (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR INSTALLATION).
(10) Drain engine oil. Remove and discard the oil
filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - REMOVAL).
(11) Install the drain plug. Tighten the plug to 34
N·m (25 ft. lbs.) torque.
(12) Install a new oil filter (Refer to 9 - ENGINE/
LUBRICATION/OIL FILTER - INSTALLATION).
(13) Fill engine crankcase with the specified
amount and grade of oil (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES - SPECIFICATIONS).
(14) Connect the negative cable(s) to the battery.
(15) Start the engine and check for any leaks.
REMOVAL
REMOVAL—ENGINE
(1) Disconnect both battery negative cables.
(2) Recover A/C refrigerant (if A/C equipped) (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(3) Raise vehicle on hoist.
(4) Drain engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE).
(5) Remove engine oil drain plug and drain engine
oil.
(6) Lower vehicle.
(7) Remove radiator upper hose.
(8) Remove the cooling fan shroud-to-radiator
mounting bolts.
(9) Remove viscous fan/drive assembly (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
Remove the cooling fan and shroud together.
(10) Disconnect the coolant recovery bottle hose
from the radiator filler neck and remove bottle from
fan shroud (Fig. 2).
Fig. 2 Coolant Recovery Bottle
1
2
3
4
- T-SLOTS
- ALIGNMENT PIN
- FAN SHROUD
- COOLANT RESERVE/OVERFLOW TANK
(11) Disconnect heater core supply and return
hoses from the cylinder head fitting and coolant pipe.
(12) Raise vehicle on hoist.
(13) Remove transmission and transfer case (if
equipped.).
(14) Disconnect exhaust pipe from turbocharger
extension pipe (Fig. 3).
(15) Remove starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL).
(16) Disconnect A/C suction/discharge hose from
the rear of the A/C compressor.
(17) Lower vehicle.
(18) Disconnect lower radiator hose from radiator
outlet.
(19) Automatic Transmission models: Disconnect transmission oil cooler lines from radiator using
special tool #6931.
(20) Remove radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
(21) Remove upper radiator support panel.
9 - 124
ENGINE 5.9L DIESEL
BR/BE
ENGINE 5.9L DIESEL (Continued)
Fig. 3 Exhaust Pipe Connection at Turbocharger
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
(22) Remove front bumper (Refer to 13 - FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER
REMOVAL).
(23) If A/C equipped, disconnect A/C condenser
refrigerant lines.
(24) Disconnect charge air cooler piping.
(25) Remove the two charge air cooler mounting
bolts.
(26) Remove charge air cooler (and A/C condenser
if equipped) from vehicle.
(27) Disconnect engine block heater connector.
(28) Disconnect A/C compressor electrical connectors.
(29) Remove the passenger battery ground cable
from the engine block.
(30) Disconnect power steering pump pressure and
return lines.
(31) Remove accelerator linkage cover.
(32) Leaving all cables attached, remove accelerator pedal position sensor assy. (APPS) (Fig. 4) from
cylinder head bracket and secure out of the way.
(33) Disconnect APPS connector (Fig. 5).
(34) Disconnect vacuum pump supply hose (Fig. 6).
(35) Disconnect the engine harness and ground
cable from the PDC.
(36) Disconnect the fuel supply and return hoses
(Fig. 7).
(37) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(38) Remove the #5 and #6 cylinder intake and
exhaust rocker arms and pedestals (Fig. 8). Note the
original location for re-assembly.
(39) Loosen but do not remove engine mount
through bolts and nuts.
(40) Attach chain accross engine lift brackets.
Fig. 4 APPS Assembly
1
2
3
4
5
- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY
Fig. 5 APPS Connector
1
2
3
4
- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR
(41) Lift engine up and out of engine compartment.
(42) Install engine to suitable engine stand.
ENGINE 5.9L DIESEL
BR/BE
9 - 125
ENGINE 5.9L DIESEL (Continued)
Fig. 8 Rocker Arm and Pedestal—Removal/
Installation
Fig. 6 Vacuum Pump Supply Hose
1 - VACUUM CHECK VALVE
2 - VACUUM SUPPLY LINE
1 - ROCKER ARM
2 - PEDESTAL
REMOVAL—CRANKCASE BREATHER VAPOR
CANISTER
NOTE: It is recommended to empty the contents of
the vapor canister at each oil and filter service
interval.
(1) Loosen cap from top of vapor canister.
(2) Remove nut retaining canister to engine front
cover.
(3) Slide clamp upwards on hose, then remove
hose from crankcase breather.
INSTALLATION
INSTALLATION—ENGINE
Fig. 7 Fuel Return and Supply Line Quick-Connect
Locations
1 - FUEL RETURN LINE
2 - QUICK-CONNECT FITTINGS
3 - FUEL SUPPLY LINE
(1) Install the engine with the cylinder head cover
and the #5 and 6 rocker arm assemblies removed.
(2) Lower the engine into the compartment and
install the engine mount through bolts and nuts.
(3) Tighten the mount through bolts and nuts to
88 N·m (65 ft. lbs.) torque.
(4) Remove the engine lifting device.
(5) Install the #5 and #6 rocker arms and pedestals in their original locations (Fig. 8). Torque the
mounting bolts to 36 N·m (27 ft. lbs.) torque.
(6) Install the cylinder head cover and gasket
(Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
(7) Connect the fuel supply and return hoses (Fig.
7).
9 - 126
ENGINE 5.9L DIESEL
BR/BE
ENGINE 5.9L DIESEL (Continued)
Fig. 9 Crankcase Breather Vapor Canister
1
2
3
4
5
6
7
8
-
ENGINE FRONT COVER STUD
STRAP
VAPOR CANISTER
NUT
CAP
CRANKCASE BREATHER
CLAMP
HOSE
(8) Connect the engine harness connector and
ground cable to the PDC.
(9) Connect the vacuum pump supply hose.
(10) Connect the APPS connector (Fig. 5).
(11) Install the APPS assembly bracket to the cylinder head bracket.
(12) Install the throttle linkage cover.
(13) Connect the power steering pressure and
return lines.
(14) Connect the passenger battery ground cable to
the engine block. Tighten the bolt to 77 N·m (57 ft.
lbs.) torque.
(15) Connect the engine block heater connector.
(16) Connect the a/c compressor electrical connectors.
(17) Install the charge air cooler and a/c condenser
(if a/c equipped). Install and tighten the charge air
cooler mounting bolts to 2 N·m (17 in. lbs.) torque.
(18) Connect the charge air cooler piping. Torque
all clamps to 8 N·m (72 in. lbs.) torque.
(19) Connect the a/c refrigerant lines to the a/c
condenser (if equipped).
(20) Install the front bumper (Refer to 13 FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER - INSTALLATION).
(21) Install the radiator upper support panel.
(22) Install the radiator (Refer to 7 - COOLING/
ENGINE/RADIATOR - INSTALLATION).
(23) Connect the transmission quick-connect oil
cooler lines to the radiator. Push together until an
audible “click” is heard. Verify connection by pulling
apart.
(24) Raise vehicle.
(25) Connect a/c compressor suction/discharge hose
(if a/c equipped).
(26) Install the radiator lower hose and clamps.
(27) Install the starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION).
(28) Install the transmission and transfer case (if
equipped).
(29) Connect the exhaust pipe to the turbocharger
elbow (Fig. 3). Torque the bolts to 34 N·m (25 ft. lbs.)
torque.
(30) Connect the transmission auxiliary oil cooler
lines (if equipped).
(31) Lower the vehicle
(32) Connect the heater core supply and return
hoses.
(33) Install the cooling fan and shroud at the same
time (Refer to 7 - COOLING/ENGINE/RADIATOR
FAN - INSTALLATION).
(34) Install the coolant recovery bottle to the fan
shroud (Fig. 2) and connect the hose to the radiator
filler neck.
(35) Install the windshield washer bottle to the fan
shroud and connect the pump supply hose and electrical connections.
(36) Install the radiator upper hose and clamps.
(37) Change oil filter and install new engine oil.
(38) Fill cooling system with coolant (Refer to 7 COOLING - STANDARD PROCEDURE).
(39) Connect battery negative cables.
(40) Perform the fuel line air bleed procedure
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY STANDARD PROCEDURE).
(41) Start engine and inspect for engine oil, coolant, and fuel leaks.
INSTALLATION—CRANKCASE BREATHER
VAPOR CANISTER
(1) Position vapor canister with strap over stud on
engine front cover. Install retaining nut. Tighten nut
10 N·m ( 89 in. lbs.).
(2) If removed, position hose onto crankcase
breather, then position clamp.
(3) Position lower portion of hose into vapor canister, then install and tighten cap.
ENGINE 5.9L DIESEL
BR/BE
9 - 127
ENGINE 5.9L DIESEL (Continued)
SPECIFICATIONS
DESCRIPTION
SPECIFICATION
Top Ring
5.9L DIESEL
(0.014 – 0.0177 in.)
Intermediate
DESCRIPTION
SPECIFICATION
Engine Type
In-Line 6 Cyl. Turbo
Diesel
Bore and Stroke
102.0 X 120.0 mm
(4.02 X 4.72 in.)
Displacement
0.35 – 0.45 mm
5.9L (359 cu. in.)
Compression Ratio
245 H.P. Version
17.0:1
235 H.P. Version
16.3:1
0.85 – 1.15 mm
(0.0334 – 0.0452 in.)
Oil Control
0.250 – 0.550 mm
(0.010 – 0.0215 in.)
Connecting Rods
Pin Bore Diameter (Max.)
40.042 mm (1.5764 in.)
Side Clearance
0.100 – 0.330 mm
(0.004 – 0.013 in.)
CYLINDER HEAD
Horsepower (A/T and 5
Speed M/T)
235 @ 2700 rpm
Overall Flatness End to
End (Max.)
0.30 mm (0.012 in.)
Horsepower (6 Speed M/T
Only)
245 @ 2700 rpm
Overall Flatness Side to
Side (Max.)
0.076 mm (0.003 in.)
Torque Rating (A/T and 5
Speed M/T)
460 ft. lbs. @ 1600 rpm
Torque Rating (6 Speed
M/T Only)
505 ft. lbs. @ 1600 rpm
Firing Order
1-5-3-6-2-4
Lubrication System
Pressure Feed-Full Flow
With Bypass Valve
Cylinder Block
Cast Iron
Crankshaft
Induction Hardened
Forged Steel
At 2,500 rpm
207 kPa (30 psi)
Cylinder Head
Cast Iron With Valve
Seat Inserts
Regulating Valve Opening
Pressure
448 kPa (65 psi)
Combustion Chambers
High Swirl Bowl
344.75 kPa (50 psi)
Camshaft
Chilled Ductile Iron
Oil Filter Bypass Pressure
Setting
Pistons
Cast Aluminum
Connecting Rods
Cross Rolled Micro Alloy
PISTONS AND CONNECTING RODS
Intake Valve Seat Angle
30°
Exhaust Valve Seat Angle
45°
Valve Seat Width
(Min.)
1.49 mm (0.059 in.)
(Max.)
1.80 mm (0.071 in.)
Valve Margin (Min.)
0.72 mm (0.031 in.)
OIL PRESSURE
At Idle
69 kPa (10 psi)
TORQUE
TORQUE CHART 5.9L DIESEL ENGINE
Piston
Skirt Diameter
101.864 – 101.88 mm
DESCRIPTION
N·m
(4.0104 – 4.011 in.)
In.
Ft.
Lbs.
Lbs.
Connecting Rod—Bolts
Ring Groove Clearance
Intermediate (Max.)
0.095 mm (0.0037 in.)
Step 1
35
—
26
Oil Control (Max.)
0.085 mm (0.0033 in.)
Step 2
70
—
51
Step 3
100
—
73
Step 1
80
—
59
Step 2
105
—
77
Step 3 Verify
105
—
77
Piston Pins
Pin Diameter (Min.)
39.990 mm (1.5744 in.)
Bore Diameter (Max.)
40.025 mm (1.5758 in.)
Piston Ring End Gap
Cylinder Head—Bolts
9 - 128
ENGINE 5.9L DIESEL
BR/BE
ENGINE 5.9L DIESEL (Continued)
DESCRIPTION
N·m
Step 4
Cylinder Head Cover—Bolts
In.
Ft.
Rotate All Bolts 1/4
Turn
24
18
—
24
—
18
Fuel Delivery Lines (High
Pressure)
At Pump
At Cylinder Head
38
—
28
24
—
18
Oil Pan—Bolts
24
—
18
Oil Pan—Drain Plug
50
—
37
Oil Pressure Regulator—Plug
80
—
60
Oil Pressure Sender/Switch
16
—
12
Oil Pump—Bolts
24
—
18
Oil Suction Tube (Flange)—
Bolts
24
—
18
Oil Suction Tube (Brace)—
Bolt
24
—
18
Rocker Arm/Pedestal—Bolts
36
—
27
Fuel Drain Line—Banjo
(rear of head)
Universal Driver Handle - C 4171
Crankshaft Barring Tool - 7471 - B
SPECIAL TOOLS
5.9L DIESEL ENGINE
Crankshaft Front Oil Seal Installer - 8281
Injector Removal Tool - 8318
FUEL PUMP TESTER - 3163834
Valve Spring Compressor - 8319 - A
Injector Connector Removal Tool - 8324
ENGINE 5.9L DIESEL
BR/BE
9 - 129
ENGINE 5.9L DIESEL (Continued)
TEST PLUG - 8442
Fig. 10 Engine Serial Number Location
restriction gauge will determine when the air cleaner
element is restricted and should be replaced.
ADAPTER - 8462
ENGINE DATA PLATE
DESCRIPTION
The engine data plate contains specific information
that is helpful to servicing and obtaining parts for
the engine. The data plate is located on the left side
of the engine, affixed to the gear housing. Information that can be found on the data plate includes:
• Date of Engine Manufacture
• Engine Serial Number
• Control Parts List (CPL)
• Engine Rated Horsepower
• Engine Firing Order
• Engine Displacement
• Valve Lash Reset Specifications
If the engine data plate is missing or not legible,
the engine serial number is used for engine identification. The engine serial number is stamped on the
right side of the block, on top of the oil cooler cavity
(Fig. 10) .
AIR CLEANER ELEMENT
REMOVAL
Testing Air Cleaner Element using Filter Minder
Do not attempt to unnecessarily remove the
top of the air cleaner housing for air cleaner
element inspection on diesel engines.
The air cleaner (filter) housing is equipped with an
air Filter Minder™ gauge (Fig. 11). This air flow
Fig. 11 Filter Minder™—Location—Diesel Engine
1
2
3
4
5
6
7
8
- AIR FILTER HOUSING COVER
- TURBOCHARGER
- AIR INLET TUBE
- HOSE CLAMP
- HINGE TABS
- FILTER MINDER
- CLIPS (4)
- TUBE ALIGNMENT NOTCHES
The Filter Minder™ consists of a diaphragm and
calibrated spring sealed inside of a plastic housing
(Fig. 12). A yellow colored disc attached to the diaphragm moves along a graduated scale on the side of
the Filter Minder. After the engine has been shut off,
a ratcheting device located within the Filter Minder
will hold the yellow disc at the highest restriction
that the air cleaner element has experienced. A drop
in air pressure due to an air cleaner element restriction moves the diaphragm and the yellow disc will
indicate the size of the air drop.
9 - 130
ENGINE 5.9L DIESEL
BR/BE
AIR CLEANER ELEMENT (Continued)
CAUTION: Certain engine degreasers or cleaners
may discolor or damage the plastic housing of the
Filter Minder. Cover and tape the Filter Minder if any
engine degreasers or cleaners are to be used.
Removal
(1) Loosen air inlet tube clamp at air cleaner housing inlet (Fig. 11). Remove this tube at air cleaner
housing cover.
(2) The housing cover is equipped with four (4)
spring clips (Fig. 11) and is hinged at front with plastic tabs. Unlatch clips from top of air cleaner housing
and tilt housing cover up and forward for cover
removal.
(3) Remove air cleaner element from air cleaner
housing.
INSTALLATION
(1) Before installing a new air cleaner element,
clean inside of air cleaner housing.
(2) Position air cleaner cover to tabs on front of air
cleaner housing. Latch four spring clips to seal cover
to housing.
(3) Install air inlet tube at air cleaner housing
inlet. Note hose alignment notches at both inlet hose
and air cleaner cover (Fig. 11).
(4) Position tube clamp to inlet tube and tighten to
3 N·m (25 in. lbs.) torque.
Fig. 12 Filter Minder™—Diesel Engine
1
2
3
4
5
-
PRESS BUTTON TO RESET
YELLOW DISC
RED ZONE
TO AIR FILTER HOUSING
FILTER MINDER
To test, turn the engine off. If the yellow disc (Fig.
12) has reached the red colored zone on the graduated scale, the air cleaner element should be
replaced. Refer to the proceeding removal/installation
paragraphs.
Resetting the Filter Minder: After the air
cleaner (filter) element has been replaced, press the
rubber button on the top of the Filter Minder (Fig.
12). This will allow the yellow colored disc to reset.
After the button has been pressed, the yellow disc
should spring back to the UP position.
If the Filter Minder gauge has reached the red colored zone, and after an examination of the air
cleaner (filter) element, the element appears to be
clean, the high reading may be due to a temporary
condition such as snow build-up at the air intake.
Temporary high restrictions may also occur if the air
cleaner (filter) element has gotten wet such as during
a heavy rain or snow. If this occurs, allow the element to dry out during normal engine operation.
Reset the rubber button on the top of the Filter
Minder and retest after the element has dried.
CYLINDER HEAD
DESCRIPTION
The cylinder head (Fig. 13) is constructed of cast
iron and is a one piece cross flow design with four
valves per cylinder. The arrangement of two intake
and two exhaust valves per cylinder allows for a centrally located injector. The cylinder head also
includes an integral intake manifold, an integral
thermostat housing, and a longitudal fuel return
rifle, which exits at the rear of the head. The 24
valve design also includes integrally cast valve
guides and hardened intake and exhaust valve seat
inserts.
REMOVAL
(1) Disconnect battery negative cables.
(2) Raise vehicle on hoist.
(3) Drain engine coolant.
(4) Disconnect exhaust pipe from turbocharger
elbow (Fig. 14).
(5) Lower vehicle.
(6) Remove air cleaner housing and snorkel from
the vehicle. Cap off turbocharger air inlet to prevent
intrusion of dirt or foreign material.
(7) Disconnect cab heater core supply and return
hoses from the cylinder head and heater pipe.
(8) Disconnect turbocharger oil drain tube at rubber hose connection. Cap off open ports to prevent
intrusion of dirt or foreign material.
ENGINE 5.9L DIESEL
BR/BE
9 - 131
CYLINDER HEAD (Continued)
Fig. 14 Exhaust Pipe-to-Turbocharger Elbow
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
(17) Remove the throttle linkage cover (Fig. 15).
Fig. 13 Cylinder Head and Gasket
1
2
3
4
5
-
THERMOSTAT BORE
INTAKE RUNNER
CYLINDER HEAD
CYLINDER HEAD GASKET
CYLINDER BLOCK
(9) Disconnect turbocharger oil supply line at the
turbocharger end. Cap off open ports to prevent
intrusion of dirt or foreign material.
(10) Remove exhaust manifold-to-cylinder head
bolts and spacers. Remove exhaust manifold and turbocharger from the vehicle as an assembly.
(11) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(12) Remove generator upper bracket.
(13) Disconnect radiator upper hose from the thermostat housing.
(14) Disconnect the coolant temperature sensor
connector.
(15) Remove the engine harness to cylinder head
attaching bolt at front of head.
(16) Remove the engine harness ground fastener
at front of head below the thermostat housing.
Fig. 15 Throttle Linkage Cover
1
2
3
4
-
CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE
(18) Remove the six (6) accelerator pedal position
sensor assembly-to-cylinder head bracket bolts (Fig.
16) and secure the entire assembly out of the way.
Disconnect the APPS connector (Fig. 17). It is not
necessary to disconnect the cables from the
throttle control assembly.
(19) Remove the intake air grid heater wires from
the grid heater.
(20) Remove engine oil level indicator tube attaching bolt from the air inlet housing.
9 - 132
ENGINE 5.9L DIESEL
BR/BE
CYLINDER HEAD (Continued)
(23) Remove the engine lift bracket from the rear
of the cylinder head.
Fig. 16 APPS Assembly
1
2
3
4
5
- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY
Fig. 18 High-Pressure Lines at Cylinder Head
Fig. 19 High-Pressure Lines at Fuel Injection Pump
1 - HIGH-PRESSURE LINES AT INJECTION PUMP
2 - FITTINGS
3 - FUEL INJECTION PUMP
Fig. 17 APPS Connector
1
2
3
4
- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR
(21) Remove the charge air cooler-to-air inlet housing pipe.
(22) Remove the air inlet housing and intake grid
heater from the intake manifold cover.
(24) Remove the high pressure fuel lines (Fig.
18) (Fig. 19) from the engine as follows:
(a) Remove all injection line-to-intake manifold
cover support bracket bolts.
(b) Loosen the #1, 2, and 4 cylinder high pressure lines at the injection pump.
(c) Loosen the #1, 2, and 4 cylinder high pressure lines at the cylinder head.
(d) Remove the #1, 2, and 4 cylinder high pressure line bundle from the engine.
ENGINE 5.9L DIESEL
BR/BE
9 - 133
CYLINDER HEAD (Continued)
(e) Loosen the #3, 5, and 6 cylinder high pressure lines at the injection pump.
(f) Loosen the #3, 5, and 6 cylinder high pressure lines at the cylinder head.
(g) Remove the #3, 5, and 6 cylinder high pressure line bundle from the engine.
(25) Remove the lift pump-to-fuel filter low pressure line.
(26) Remove the fuel filter-to-injection pump low
pressure line.
(27) Disconnect the water-in-fuel and fuel heater
connectors.
(28) Remove the fuel filter assembly-to-manifold
cover bolts and remove filter assembly from vehicle.
(29) Disconnect the Intake Air Temperature and
Manifold Air Pressure sensor connectors (Fig. 20).
(30) Remove the cylinder head cover (Fig. 21)
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
(31) Remove the rocker levers (Fig. 22), cross
heads and push rods (Fig. 23). Mark each component
so they can be installed in their original positions.
NOTE: The #5 cylinder exhaust and the #6 cylinder
intake and exhaust push rods are removed by lifting them up and through the provided cowl panel
access holes. Remove the rubber plugs to expose
these relief holes.
Fig. 21 Cylinder Head Cover Removal
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
Fig. 20 IAT and MAP Sensor Location
1
2
3
4
5
-
MANIFOLD AIR PRESSURE (MAP) SENSOR
REAR OF CYLINDER HEAD
IAT SENSOR
ELECTRICAL CONNECTOR
ELECTRICAL CONNECTOR
Fig. 22 Rocker Arms and Pedestal Removal
1 - ROCKER ARM
2 - PEDESTAL
9 - 134
ENGINE 5.9L DIESEL
BR/BE
CYLINDER HEAD (Continued)
CLEANING
CLEANING—CYLINDER HEAD
CAUTION: Do not wire brush head surface while
fuel injectors are still installed. Fuel injector damage can result.
Fig. 23 Push Rod Removal
Clean the carbon from the injector nozzle seat with
a nylon or brass brush.
Scrape the gasket residue from all gasket surfaces.
Wash the cylinder head in hot soapy water solution
(88°C or 140°F).
After rinsing, use compressed air to dry the cylinder head.
Polish the gasket surface with 400 grit paper. Use
an orbital sander or sanding block to maintain a flat
surface.
CLEANING—CROSSHEADS
Clean all crossheads in a suitable solvent. If necessary, use a wire brush or wheel to remove stubborn
deposits. Rinse in hot water and blow dry with compressed air.
CLEANING—PUSHRODS
Clean the pushrods in a suitable solvent. Rinse in
hot water and blow dry with compressed air. If necessary, use a wire brush or wheel to remove stubborn
deposits.
Fig. 24 Fuel Drain Fitting at Rear of Head
1 - LINE
2 - WASHERS
3 - BANJO BOLT
(32) Remove the fuel return line banjo bolt at the
rear of the cylinder head (Fig. 24). Be careful not to
drop the two (2) sealing washers.
(33) Reinstall the engine lift bracket at the rear of
cylinder head.
(34) Remove twenty six (26) cylinder head-to-block
bolts.
(35) Attach an engine lift crane to engine lift
brackets and lift cylinder head off engine and out of
vehicle.
(36) Remove the head gasket and inspect for failure.
INSPECTION
INSPECTION—CYLINDER HEAD
Inspect the cylinder head for cracks in the combustion surface. Pressure test any cylinder head that is
visibly cracked. A cylinder head that is cracked
between the injector bore and valve seat can be pressure tested and reused if OK; however, if the crack
extends into the valve seat, the valve seat must be
replaced.
Visually inspect the cylinder block and head combustion surfaces for localized dips or imperfections.
Check the cylinder head and block combustion surfaces for overall out-of-flatness. If either the visual or
manual inspection exceeds the limits, then the head
or block must be surfaced.
Check the top surface for damage caused by the
cylinder head gasket leaking between cylinders.
Inspect the block and head surface for nicks, erosion, etc.
Check the head distortion (Fig. 25). The distortion
of the combustion deck face is not to exceed 0.010
mm (0.0004 inch) in any 50.8 mm (2.00 inch) diame-
ENGINE 5.9L DIESEL
BR/BE
9 - 135
CYLINDER HEAD (Continued)
ter. Overall variation end to end or side to side 0.30
mm (0.012 inch).
DO NOT proceed with the in-chassis overhaul if
the cylinder head or block surface is damaged or not
flat (within specifications).
Fig. 27 Inspecting Crosshead for Cracks
INSPECTION—PUSHRODS
Fig. 25 Cylinder Head Combustion Deck Face
1 - STRAIGHT EDGE
2 - FEELER GAUGE
Visually inspect the cylinder head bolts for damaged threads, corroded/pitted surfaces, or a reduced
diameter due to bolt stretching.
If the bolts are not damaged, their “free length”
should be measured using the cap screw stretch
gauge provided with the replacement head gasket.
Place the head of the bolt against the base of the slot
and align the bolt with the straight edge of gauge
(Fig. 26). If the end of the bolt touches the foot of the
gauge, the bolt mustbe discarded. The maximum
bolt free length is 132.1 mm (5.200 in.).
Inspect the push rod ball and socket for signs of
scoring. Check for cracks where the ball and the
socket are pressed into the tube (Fig. 28).
Roll the push rod on a flat work surface with the
socket end hanging off the edge (Fig. 29). Replace
any push rod that appears to be bent.
Fig. 28 Inspecting Push Rod for Cracks
Fig. 26 Head Bolt Stretch Gauge
INSPECTION—CROSSHEADS
Inspect the crossheads for cracks and/or excessive
wear on rocker lever and valve tip mating surfaces
(Fig. 27). Replace any crossheads that exhibit abnormal wear or cracks.
Fig. 29 Inspecting Push Rod for Flatness
9 - 136
ENGINE 5.9L DIESEL
BR/BE
CYLINDER HEAD (Continued)
INSTALLATION
WARNING: THE OUTSIDE EDGE OF THE HEAD
GASKET IS VERY SHARP. WHEN HANDLING THE
NEW HEAD GASKET, USE CARE NOT TO INJURE
YOURSELF.
(9) Install cylinder head cover (Fig. 33) (Refer to 9
- ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
(1) Install a new gasket with the part number side
up, and locate the gasket over the dowel sleeves.
(2) Using an engine lifting crane, lower the cylinder head onto the engine.
(3) Lightly lubricate head bolts with engine oil and
install. Using the sequence shown in (Fig. 30),
tighten bolts in the following steps:
(a) Torque bolts to 80 N·m (59 ft. lbs.)
(b) Torque bolts to 105 N·m (77 ft. lbs.)
(c) Re-check all bolts to 105 N·m (77 ft. lbs.)
(d) Tighten all bolts an additional ¼ turn (90°)
Fig. 31 Push Rod Installation
Fig. 30 Cylinder Head Bolt Torque Sequence
(4) Connect fuel return line at rear of head (Fig.
24). Install both sealing washers and torque banjo
bolt to 24 N·m (18 ft. lbs.).
(5) Install push rods into their original locations
(Fig. 31). Verify that they are seated in the tappets.
(6) Lubricate valve stem tips and install the crossheads in their original locations.
(7) Lubricate the rocker arms and pedestals and
install them in their original locations (Fig. 32).
Install the bolts and torque them to 36 N·m (27 ft.
lbs.).
(8) Verify that the valve lash settings are maintained (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD
PROCEDURE).
Fig. 32 Rocker Arms and Pedestal Installation
1 - ROCKER ARM
2 - PEDESTAL
(10) Connect the IAT and MAP sensor connectors.
(11) Install the fuel filter canister assembly and
torque mounting bolts to 24 N·m (18 ft. lbs.).
(12) Connect the lift pump to fuel filter low pressure line. Torque fittings to 24 N·m (18 ft. lbs.).
(13) Connect the Water-in-Fuel and Fuel Heater
Element connectors at the filter assembly.
(14) Remove the engine lift bracket at rear of cylinder head.
(15) Install the high pressure fuel lines (Fig.
18) (Fig. 19) as follows:
(a) Lubricate the threads (both ends) of the high
pressure line nuts with diesel fuel or engine oil.
ENGINE 5.9L DIESEL
BR/BE
9 - 137
CYLINDER HEAD (Continued)
Fig. 33 Cylinder Head Cover Installation
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
(b) Install the rear line bundle (cyls. #3, 5, and
6), and tighten the threads at the head and pump
by hand.
(c) Torque the connections at the cylinder head
first. Torque connections to 38 N·m (28 ft. lbs.).
(d) Torque the line connections at the injection
pump to 24 N·m (18 ft. lbs.).
(e) Install the front line bundle (cyls. #1, 2, and
4) following the same procedure used for the rear
line bundle.
(f) Torque the connections at the cylinder head
first. Torque connections to 38 N·m (28 ft. lbs.).
(g) Torque the line connections at the injection
pump to 24 N·m (18 ft. lbs.).
(h) Install the injection line support bracket to
intake cover/cylinder head bolts and torque to 24
N·m (18 ft. lbs.).
(16) Install the engine lift bracket at the rear of
cylinder head. Torque to 77 N·m (57 ft. lbs.).
(17) Install the fuel filter to injection pump low
pressure line. Inspect and replace sealing washers if
necessary. Torque banjo bolts to 24 N·m (18 ft. lbs.).
(18) Using new gaskets, install the intake grid
heater and air inlet housing. Torque bolts to 24 N·m
(18 ft. lbs.).
(19) Connect the APPS connector (Fig. 17).
(20) Install the APPS assembly. to the cylinder
head bracket and torque bolts to 12 N·m (105 in.
lbs.).
(21) Install the throttle linkage cover (Fig. 15).
(22) Install the charge air cooler-to-air inlet housing duct assembly. Torque all clamps to 11 N·m (100
in. lbs.).
(23) Connect intake grid heater wires.
(24) Fasten engine harness to front of cylinder
head with bolt.
(25) Install engine harness ground wire and torque
bolt to 24 N·m (18 ft. lbs.).
(26) Connect engine coolant temperature sensor
connector.
(27) Connect radiator upper hose to thermostat
housing.
(28) Install generator upper bracket and torque
bolts to 41 N·m (31 ft. lbs.).
(29) Install accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(30) Install exhaust manifold/turbocharger assembly. and start all bolts/spacers by hand. Torque bolts
to 43 N·m (32 ft. lbs.).
(31) Connect turbocharger oil drain tube.
(32) Perform the turbocharger pre-lube procedure.
Refer to Group 11, Exhaust System and Turbocharger for the correct procedure.
(33) Connect the turbocharger oil supply line.
(34) Install air cleaner housing and duct.
(35) Raise vehicle on hoist.
(36) Install exhaust pipe to turbocharger elbow
(Fig. 14). Torque bolts to 34 N·m (25 ft. lbs.).
(37) Lower vehicle.
(38) Fill engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE).
(39) Start engine and check for leaks.
CYLINDER HEAD COVER(S)
REMOVAL
(1) Disconnect both battery negative cables.
(2) Loosen the five (5) cylinder head cover bolts
(Fig. 34) . Remove the front three bolts and leave the
rear two bolts in the cover.
(3) Lift cover off of cylinder head.
CLEANING
Using a suitable solvent, Clean and dry gasket
mating surfaces on cylinder head and cover. Wipe
gasket dry and inspect for re-use.
9 - 138
ENGINE 5.9L DIESEL
BR/BE
CYLINDER HEAD COVER(S) (Continued)
intake and exhaust valves are both similar in head
diameter and overall length, but they have unique
face angles which makes them non-interchangeable.
The valves are distinguished by unique dimples on
the exhaust valve head (Fig. 35) .
The exhaust valve springs are made from high
strength, chrome silicon steel. The exhaust valve
springs are also exhaust brake compatible.
Fig. 34 Cylinder Head Cover and Gasket
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
INSPECTION
The cylinder head cover gasket and isolators
are reusable. However, should cracks be present in
the rubber/silicone construction, the defective components should be replaced.
INSTALLATION
(1) Install the gasket as shown in (Fig. 34). Make
sure the gasket is properly located around the cylinder head bolts, with the words “top front” facing up
and towards front of engine.
(2) Place two bolts and isolators into the rear two
mounting holes and install the cover.
(3) Install the remaining bolts and isolators. Starting with the center bolt, torque in a circular pattern
to 24 N·m (18 ft. lbs.).
(4) Connect both battery negative cables.
INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves are made of heat resistant steel, and
have chrome plated stems to prevent scuffing. The
Fig. 35 Valve Identification
1 - INTAKE VALVES
2 - EXHAUST VALVES
STANDARD PROCEDURE
STANDARD PROCEDURE - VALVES,GUIDES
AND SPRINGS
REMOVAL
(1) Remove cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
(2) Support cylinder head on stands, or install
head bolts upside down (through combustion surface
side) to protect injector tips from damage from work
bench.
(3) Remove the injector clamp (Fig. 36) from the
cylinder(s) to be serviced. Do not remove the bolt
shown in (Fig. 36).
(4) Install the valve spring compressor mounting
base (special tool 8319–A) as shown in (Fig. 37).
Reinstall the injector clamp bolt finger tight.
(5) Install the compressor top plate, washer, and
nut. Using a suitable wrench, tighten the nut (clockwise) to compress the valve springs (Fig. 38) and
remove the locks.
(6) Rotate the compressor nut counter-clockwise to
relieve tension on the springs. Remove the spring
compressor.
(7) Remove the retainers, springs, valve seals (if
necessary), and valves (Fig. 39). Arrange or number
ENGINE 5.9L DIESEL
BR/BE
9 - 139
INTAKE/EXHAUST VALVES & SEATS (Continued)
all components so they can be installed in their original locations.
(8) Repeat the procedure on all cylinders to be serviced.
Fig. 38 Compressing Valve Springs with Tool
8319–A
1 - SPECIAL TOOL 8319
Fig. 36 Injector Clamp Removal/Installation
1 - DO NOT REMOVE
2 - INJECTOR CLAMP
Fig. 37 Spring Compressor Mounting Base—Part of
Tool 8319–A
1 - COMPRESSOR MOUNTING BASE
CLEANING
Clean the valve stems with crocus cloth or a
Scotch-Brite™ pad. Remove carbon with a soft wire
brush. Clean valves, springs, retainers, and valve
retaining locks in a suitable solvent. Rinse in hot
water and blow dry with compressed air.
Fig. 39 Valve Spring, Seal, and Retainers
1
2
3
4
5
-
VALVE RETAINING LOCKS
VALVE
SEAL
SPRING
RETAINER
INSPECTION
Visually inspect the valves for abnormal wear on
the heads, stems, and tips. Replace any valve that is
worn out or bent (Fig. 40).
Measure the valve stem diameter in three places
as shown in (Fig. 41). Measure the cylinder head
valve guide bore (Fig. 42). Subtract the corresponding
9 - 140
ENGINE 5.9L DIESEL
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
Fig. 43 Measure Valve Margin (Rim Thickness)
VALVE MARGIN (RIM THICKNESS)
0.72 mm (0.031 in.) MIN.
Fig. 40 Visually Inspect Valves for Abnormal Wear
Fig. 41 Measure Valve Stem Diameter
VALVE STEM DIAMETER
6.990 mm (0.2752 in.) MIN
7.010 mm (0.2760 in.) MAX
valve stem diameter to obtain valve stem-to-guide
clearance. Measure valve margin (rim thickness)
Fig. 44 Measure Valve Spring Free Length and Max.
Inclination
VALVE SPRING FREE LENGTH
47.75 mm (1.88 in.)
MAX INCLINATION
1.5 mm (.059 in.)
INSTALLATION
Fig. 42 Measure Valve Guide Bore
(Fig. 43). Measure the valve spring free length and
maximum inclination (Fig. 44). Test valve spring
force with tool C-647 (Fig. 45).
(1) Install new valve seals. The yellow springs are
for the intake valves and the green seals are for the
exhaust valves.
(2) Install the valves in their original postion. The
exhaust valves are identified by a dimple on the
valve head (Fig. 46).
(3) Install the valve springs and retainer.
(4) Install the valve spring compressor tool 8319–A
as shown in (Fig. 37) and (Fig. 38).
(5) Compress the valve springs and install the
valve retaining locks (Fig. 39).
(6) Remove the compressor and repeat the procedure on the remaining cylinders.
(7) Install the injector clamp and hold down bolts
and tighten to 10 N·m (89 in. lbs.) torque.
ENGINE 5.9L DIESEL
BR/BE
9 - 141
INTAKE/EXHAUST VALVES & SEATS (Continued)
or upon completion of a repair that includes removal
and installation of the valve train components.
(1) Disconnect battery negative cables.
(2) Remove cylinder head cover (Fig. 47) (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL).
(3) Remove the crankcase breather and vapor canister (Fig. 48).
Fig. 45 Testing Valve Spring with Tool C-647
1 - SPECIAL TOOL C-647
VALVE SPRING FORCE 35.33 mm @ 339.8 N (1.39 IN. @76.4
lbs.)
Fig. 47 Cylinder Head Cover and Gasket
Fig. 46 Valve Identification
1 - INTAKE VALVES
2 - EXHAUST VALVES
(8) Install the cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).
STANDARD PROCEDURE—VALVE LASH
ADJUSTMENT AND VERIFICATION
NOTE: To obtain accurate readings, valve lash measurements AND adjustments should only be performed when the engine coolant temperature is less
than 60° C (140° F).
The 24–valve overhead system is a “low-maintenance” design. Routine adjustments are no longer
necessary, however, measurement should still take
place when trouble-shooting performance problems,
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
(4) Using the crankshaft barring tool #7471–B,
rotate the engine and align the pump gear mark with
the top dead center (TDC) mark on the gear housing
cover (Fig. 49).
(5) With the engine in this position (pump gear
mark at 12 o’clock), valve lash can be measured at
the following rocker arms: INTAKE 1–2–4 /
EXHAUST 1–3–5. Measure the valve lash by inserting a feeler gauge between the rocker arm socket and
crosshead (Fig. 50). Refer to VALVE LASH LIMIT
CHART for the correct specifications. If the measurement falls within the limits, adjustment/resetting is
not necessary. If measurement finds the lash outside of the limits, adjustment/resetting is required.
9 - 142
ENGINE 5.9L DIESEL
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
Fig. 48 Crankcase Breather Vapor Canister
1
2
3
4
5
6
7
8
-
Fig. 49 Fuel Pump Gear Timing Mark Orientation
1 - MEASURE/ADJUST
INTAKE 1, 2, 4
EXHAUST 1, 3, 5
2 - MEASURE/ADJUST
INTAKE 3, 5, 6
EXHAUST 2, 4, 6
ENGINE FRONT COVER STUD
STRAP
VAPOR CANISTER
NUT
CAP
CRANKCASE BREATHER
CLAMP
HOSE
VALVE LASH LIMIT CHART
INTAKE
EXHAUST
0.152 mm ( 0.006 in.)
MIN.
0.381 mm (0.015 in.)
MIN.
0.381 mm (0.015 in.)
MAX.
0.762 mm (0.030 in.)
MAX.
note:
If measured valve lash falls within these
specifications, no adjustment/reset is necessary.
Engine operation within these ranges has no adverse
affect on performance, emissions, fuel economy or
level of engine noise.
(6) If adjustment/resetting is required, loosen the
lock nut on rocker arms and turn the adjusting screw
until the desired lash is obtained:
• INTAKE 0.254 mm (0.010 in.)
• EXHAUST 0.508 mm (0.020 in.) Tighten the
lock nut and re-check the valve lash.
(7) Using the crankshaft barring tool, rotate the
crankshaft one revolution (360°) to align the pump
gear mark to the 6 o’clock position in relation to the
TDC mark on the gear housing cover (Fig. 49).
Fig. 50 Measuring Valve Lash
1 - INTAKE
2 - FEELER GAUGE
3 - EXHAUST
(8) With the engine in this position (pump gear
mark at 6 o’clock), valve lash can be measured at the
remaining rocker arms: INTAKE 3–5–6 / EXHAUST
2–4–6. Use the same method as above for determining whether adjustment is necessary, and adjust
those that are found to be outside of the limits.
ENGINE 5.9L DIESEL
BR/BE
9 - 143
INTAKE/EXHAUST VALVES & SEATS (Continued)
(9) Install the cylinder head cover (Fig. 47) (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - INSTALLATION).
(10) Install the fuel pump gear access cover.
(11) Connect the battery negative cables.
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove the cylinder head cover (Fig. 52) (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
(3) Remove the rocker arms and crossheads (Fig.
53) from the cylinder(s) to be serviced. Mark each
component so they can be installed in their original
position.
(4) Remove the crankcase breather vapor canister
and breather housing (Fig. 55).
(5) Using the crankshaft barring tool #7471–B
(Fig. 51), rotate the engine to line up the mark on
the pump gear with the TDC mark on the cover. At
this engine position, cylinders #1 and #6 can be
serviced.
(6) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(7) With the fuel injection pump gear mark aligned
at TDC, add a paint mark anywhere on the gear
housing cover next to the crankshaft damper. Place
another mark on the vibration damper in alignment
with the mark you just made on the cover.
(8) Divide the crankshaft damper into three
equally sized segments as follows:
(a) Using a tape measure, measure the circumference of the crankshaft damper and divide the
measurement by three (3).
(b) Measure that distance in a counter-clockwise
direction from the first balancer mark and place
another mark on the balancer.
(c) From the second damper mark, again measure in a counter-clockwise direction and place a
mark on the damper at the same distance you
measured when placing the second damper mark.
The damper should now be marked in three
equally spaced locations and the fuel pump gear
mark should still be aligned with the TDC mark on
the cover.
(9) Compress the valve springs at cyls. #1 and #6
as follows:
(a) Remove the injector clamp (Fig. 54) from the
cylinder(s) to be serviced. Do not remove the
bolt shown in (Fig. 54).
(b) Install the valve spring compressor mounting
base as shown in (Fig. 56). Reinstall the injector
clamp bolt finger tight.
(c) Install the top plate, washer, and nut. Using
a suitable wrench tighten the nut (clock-wise) (Fig.
Fig. 51 Rotating Engine with Barring Tool
1 - REAR FLANGE
2 - BARRING TOOL
57) to compress the valve springs and remove the
collets.
(d) Rotate the compressor nut counter-clockwise
to relieve tension on springs. Remove spring compressor.
(e) Remove and replace retainers, springs, and
seals as necessary.
(f) Do not rotate the engine until the
springs and retainers are re-installed.
(g) Install seals, springs and retainers. Install
spring compressor, compress valve springs and
install the collets.
(h) Release the spring tension and remove the
compressor. Verify that the collets are seated by
tapping on the valve stem with a plastic hammer.
(10) Using the crankshaft barring tool, rotate the
engine until the next crankshaft damper paint mark
aligns with the mark you placed on the cover. In this
position, cylinders #2 and #5 can be serviced.
(11) Repeat the valve spring compressing procedure previously performed and service the retainers,
springs, and seals as necessary.
(12) Using the crankshaft barring tool, rotate the
engine until the next crankshaft damper paint mark
aligns with the mark you placed on the cover. In this
position, cylinders #3 and #4 can be serviced.
(13) Repeat the spring compressing procedure previously performed and service the retainers, springs,
and seals as necessary.
INSTALLATION
(1) Install all injector clamps into their original
location (Fig. 54). Tighten the hold down bolt to 10
N·m (89 in. lbs.) torque.
(2) Lubricate the valve tips and install the crossheads in their original locations.
9 - 144
ENGINE 5.9L DIESEL
BR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)
Fig. 54 Injector Clamp Removal/Installation
1 - DO NOT REMOVE
2 - INJECTOR CLAMP
Fig. 52 Cylinder Head Cover Removal/Installation
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
Fig. 55 Crankcase Breather Vapor Canister
Fig. 53 Rocker Arm and Crosshead Removal/
Installation
1 - ROCKER ARM
2 - PEDESTAL
1
2
3
4
5
6
7
8
-
ENGINE FRONT COVER STUD
STRAP
VAPOR CANISTER
NUT
CAP
CRANKCASE BREATHER
CLAMP
HOSE
(3) Lubricate the crossheads and push rod sockets
and install the rocker arms and pedestals in their
ENGINE 5.9L DIESEL
BR/BE
9 - 145
INTAKE/EXHAUST VALVES & SEATS (Continued)
ROCKER ARM / ADJUSTER
ASSY
DESCRIPTION
The 24–valve overhead system incorporates rocker
arms that are designed to allow fuel injector service
without removing the rocker arms and pedestals. The
unique intake and exhaust rocker arms have their
own rocker shafts and are lubricated by passages
intersecting the cylinder block main oil rifle. Crossheads are used (Fig. 58), which allow each rocker
arm to operate two valves.
The solid push rods are hardened at the rocker
arm and tappet contact areas for superior strength
and durability.
Fig. 56 Spring Compressor Mounting Base—Part of
Tool 8319–A
1 - COMPRESSOR MOUNTING BASE
Fig. 58 Overhead System Components
Fig. 57 Compressing Valve Springs with Tool
8319–A
1 - SPECIAL TOOL 8319
original locations (Fig. 53). Tighten bolts to 36 N·m
(27 ft. lbs.) torque.
(4) Verify valve lash adjustment (Refer to 9 ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
(5) Install cylinder head cover and reusable gasket
(Fig. 52) (Refer to 9 - ENGINE/CYLINDER HEAD/
CYLINDER HEAD COVER(S) - INSTALLATION).
(6) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(7) Connect battery negative cables.
1
2
3
4
5
6
7
8
- EXHAUST ROCKER ARM
- INTAKE ROCKER ARM
- ROCKER SHAFT
- SOCKET
- ADJUSTING SCREW LOCK NUT
- PUSH ROD
- PEDESTAL
- CROSSHEAD
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove cylinder head cover (Fig. 59) (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL).
(3) Remove the rocker arm/pedestal fasteners (Fig.
60) and remove rocker arm and pedestal from cylinder head. Mark the arms and pedestals so they can
be installed in their original position.
CAUTION: When removing the rocker arms, the
sockets (Fig. 61) may come loose and fall into the
engine. Make sure they stay with the arm upon
removal/installation.
9 - 146
ENGINE 5.9L DIESEL
BR/BE
ROCKER ARM / ADJUSTER ASSY (Continued)
(4) Lift the push rod(s) up and out of the engine
(Fig. 62). Mark them so they can be installed in their
original position.
NOTE: The #5 cyl. exhaust and #6 cyl. intake and
exhaust push rods must be raised through the provided cowl panel access holes.
(5) Lift the crosshead(s) off of the valve stems.
Mark them so they can be installed in their original
position.
Fig. 60 Rocker Arms and Pedestals—Removal/
Installation
1 - ROCKER ARM
2 - PEDESTAL
Fig. 59 Cylinder Head Cover—Removal/Installation
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
CLEANING
Clean all components in a suitable solvent. If necessary, use a wire brush or wheel to remove stubborn
deposits. Rinse in hot water and blow dry with compressed air. Inspect oil passages in rocker arms and
pedestals. Apply compressed air to lubrication orifices
to purge contaminants.
Fig. 61 Rocker Arm Assembly Identification
1
2
3
4
5
- NUT
- ADJUSTING SCREW
- ROCKER SHAFT
- RETAINER
- SOCKET
INSPECTION
and inspect ball insert and socket for signs of wear.
Replace retainer if necessary.
Measure the rocker arm bore and shaft (Fig. 63)
(Fig. 64).
Rocker Arms
Push Rods
(1) Remove rocker shaft and inspect for cracks and
excessive wear in the bore or shaft. Remove socket
Inspect the push rod ball and socket for signs of
scoring. Check for cracks where the ball and the
socket are pressed into the tube (Fig. 65).
ENGINE 5.9L DIESEL
BR/BE
9 - 147
ROCKER ARM / ADJUSTER ASSY (Continued)
Roll the push rod on a flat work surface with the
socket end hanging off the edge (Fig. 66). Replace
any push rod that appears to be bent.
Fig. 62 Push Rod Removal/Installation
Fig. 65 Inspecting Push Rod for Cracks
Fig. 63 Measuring Rocker Arm Bore
ROCKER ARM BORE (MAX.)
22.027 mm (.867 in.)
Fig. 66 Inspecting Push Rod for Flatness
Crossheads
Inspect the crossheads for cracks and/or excessive
wear on rocker lever and valve tip mating surfaces
(Fig. 67).
Fig. 64 Measuring Rocker Arm Shaft
ROCKER ARM SHAFT (MIN.)
21.965 mm (.865 in.)
Fig. 67 Inspecting Crosshead for Cracks
9 - 148
ENGINE 5.9L DIESEL
BR/BE
ROCKER ARM / ADJUSTER ASSY (Continued)
INSTALLATION
(1) If previously removed, install the push rods in
their original location (Fig. 62). Verify that they
are seated in the tappets.
(2) Lubricate the valve tips and install the crossheads in their original locations.
(3) Lubricate the crossheads and push rod sockets
and install the rocker arms and pedestals (Fig. 60) in
their original locations. Tighten bolts to 36 N·m (27
ft. lbs.) torque.
(4) Verify valve lash adjustment (Refer to 9 ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
(5) Install cylinder head cover and reusable gasket
(Fig. 59) (Refer to 9 - ENGINE/CYLINDER HEAD/
CYLINDER HEAD COVER(S) - INSTALLATION).
(6) Connect battery negative cables.
ENGINE BLOCK
STANDARD PROCEDURE
STANDARD PROCEDURE - CYLINDER BLOCK
REFACING
(1) The combustion deck can be refaced twice. The
first reface should be 0.25 mm (0.0098 inch). If additional refacing is required, an additional 0.25 mm
(0.0098 inch) can be removed. Total allowed refacing
is 0.50 mm (0.0197 inch) - (Fig. 68).
(2) The upper right corner of the rear face of the
block must be stamped with a X when the block is
refaced to 0.25 mm (0.0098 inch). A second X must be
stamped beside the first when the block is refaced to
0.50 mm (0.0197 inch) - (Fig. 69).
(3) Consult the parts catalog for the proper head
gaskets which must be used with refaced blocks to
ensure proper piston-to-valve clearance.
Fig. 68 Refacing Dimensions of the Cylinder Block
CYLINDER BLOCK REFACING DIMENSIONS
DIMENSION (A(
1st Reface
2nd Reface
Dim (A) Total
0.25mm
0.25mm
0.50 mm
(0.0098 in.)
(0.0098 in.)
(0.0197 in.)
DIMENSION (B(
Dim. 9B9 (STD.)
1st Reface
2nd Reface
323.00 mm ± 0.10
mm
322.75 mm ± 0.10
mm
322.50 mm ± 0.10
mm
(12.7165 in. ±
0.0039 in.)
(12.7067 in. ±
0.0039 in.)
(12.6968 in. ±
0.0039 in.)
STANDARD PROCEDURE - CYLINDER BORE DE-GLAZE
(1) New piston rings may not seat in glazed cylinder bores.
(2) De-glazing gives the bore the correct surface
finish required to seat the rings. The size of the bore
is not changed by proper de-glazing.
(3) Cover the lube holes in the top of the block
with waterproof tape.
(4) A correctly honed surface will have a crosshatch appearance with the lines at 15° to 25° angles
(Fig. 70). For the rough hone, use 80 grit honing
stones. To finish hone, use 280 grit honing stones.
(5) Use a drill, a fine grit Flex-hone and a mixture
of equal parts of mineral spirits and SAE 30W engine
oil to de-glaze the bores.
Fig. 69 Stamp Block after Reface
(6) The crosshatch angle is a function of drill
speed and how fast the hone is moved vertically (Fig.
71).
(7) Vertical strokes MUST be smooth continuous
passes along the full length of the bore (Fig. 71).
(8) Inspect the bore after 10 strokes.
(9) Use a strong solution of hot water and laundry
detergent to clean the bores. Clean the cylinder bores
immediately after de-glazing.
ENGINE 5.9L DIESEL
BR/BE
9 - 149
ENGINE BLOCK (Continued)
Fig. 70 Cylinder Bore Crosshatch Pattern
Fig. 71 De-Glazing Drill Speed and Vertical Speed
(10) Rinse the bores until the detergent is removed
and blow the block dry with compressed air.
(11) Check the bore cleanliness by wiping with a
white, lint free, lightly oiled cloth. If grit residue is
still present, repeat the cleaning process until all residue is removed. Wash the bores and the complete
block assembly with solvent and dry with compressed
air.
(12) Be sure to remove the tape covering the lube
holes after the cleaning process is complete.
STANDARD PROCEDURE—CYLINDER BORE
REPAIR
Any combination of standard, 0.50 mm (0.0197
inch) or 1.00 mm (0.0393 inch) overbore may be used
in the same engine.
If more than 1.00 mm (0.0393 inch) overbore is
needed, a repair sleeve can be installed (refer to
Method 2—Repair Sleeve).
Cylinder block bores may be bored twice before use
of a repair sleeve is required (Fig. 72). The first bore
is 0.50 mm (0.0197 inch) oversize. The second bore is
1.00 mm (0.0393 inch) oversize.
After boring to size, use a honing stone to chamfer
the edge of the bore (Fig. 72).
Fig. 72 Cylinder Bore Dimensions
1 - CHAMFER
CYLINDER BORE DIMENSION CHART
DESCRIPTION
MEASUREMENT
BORING DIAMETER
DIMENSION
1st. REBORE - 102.469
mm (4.0342 in.)
2nd. REBORE - 102.969
mm (4.0539 in.)
HONING DIAMETER
DIMENSIONS
1st. REBORE - 102.520
± 0.020 mm (4.0362 ±
0.0008 in.)
Cylinder bore(s) can be repaired by one of two
methods:
• Method 1:—Over boring and using oversize pistons and rings.
• Method 2:—Boring and installing a repair sleeve
to return the bore to standard dimensions.
METHOD 1—OVERSIZE BORE
Cylinder bore(s) can be repaired by one of two
methods:
Oversize pistons and rings are available in two
sizes - 0.50 mm (0.0197 inch) and 1.00 mm (0.0393
inch).
STANDARD - 102.020 ±
0.020 mm (4.0165 ±
0.0008 in.)
2nd. REBORE - 103.020
± 0.020 mm 4.0559 ±
0.0008 in.)
CHAMFER
DIMENSIONS
Approx. 1.25 mm (0.049
in.) by 15°
A correctly honed surface will have a crosshatch
appearance with the lines at 15° to 25° angles with
the top of the cylinder block (Fig. 73). For the rough
hone, use 80 grit honing stones. To finish hone, use
280 grit honing stones.
9 - 150
ENGINE 5.9L DIESEL
BR/BE
ENGINE BLOCK (Continued)
REPAIR SLEEVE BLOCK REBORE
DIMENSIONS CHART
Fig. 73 Crosshatch Pattern of Repaired Sleeve(s)
A maximum of 1.2 micrometer (48 microinch) surface finish must be obtained.
After finish honing is complete, immediately clean
the cylinder bores with a strong solution of laundry
detergent and hot water.
After rinsing, blow the block dry.
Check the bore cleanliness by wiping with a white,
lint-free, lightly- oiled cloth. There should be no grit
residue present.
If the block is not to be used right away, coat it
with a rust- preventing compound.
BORE DIAMETER
STEP DIAMETER
104.500 + 0.015 mm
(4.1142 + 0.0006 in.)
6.35 mm (0.25 in.)
After machining the block for the new repair
sleeve, thoroughly clean the bore of all metal chips,
debris and oil residue before installing the sleeve.
Cool the repair sleeve(s) to a temperature of -12°C
(10°F) or below for a minimum of one hour. Be ready
to install the sleeve immediately after removing it
from the freezer.
Apply a coat of Loctite 620, or equivalent to the
bore that is to be sleeved.
Wear protective gloves to push the cold sleeve into
the bore as far as possible.
Using a sleeve driver, drive the sleeve downward
until it contacts the step at the bottom of the bore
(Fig. 75).
METHOD 2—REPAIR SLEEVE
If more than a 1.00 mm (0.03937 inch) diameter
oversize bore is required, the block must be bored
and a repair sleeve installed.
Bore the block cylinder bore to 104.500-104.515
mm (4.1142-4.1148 inch) - (Fig. 74).
Repair sleeves can be replaced by using a boring
bar to bore out the old sleeve. DO NOT cut the cylinder bore beyond the oversize limit.
Fig. 75 Sleeve Installation
1 - SLEEVE DRIVER
2 - SLEEVE
3 - CONTACT
A sleeve driver can be constructed as follows (Fig. 76).
SLEEVE DRIVER CONSTRUCTION
SPECIFICATION CHART
ITEM
Fig. 74 Block Bore for Repair Sleeve Dimensions
1 - BORE DIAMETER
2 - STEP DIMENSION
MEASUREMENT
A
127 mm (5 in.)
B
38 mm (1.5 in.)
C
6.35 mm (0.25 in.)
D
25.4 mm (1 in.)
E
101 mm (3.976 in.)
F
107.343 mm (4.226 in.)
Set up a boring bar and machine the sleeve to
101.956 mm (4.014 inch) - (Fig. 77).
ENGINE 5.9L DIESEL
BR/BE
9 - 151
ENGINE BLOCK (Continued)
Fig. 76 Sleeve Driver Construction
1 - DRIVE
2 - HANDLE
Finished bore inside dimension is 102.020 ±0.020
mm (4.0165 ±0.0008 inch).
A maximum of 1.2 micrometer (48 microinch) surface finish must be obtained.
After finish honing is complete, immediately clean
the cylinder bores with a strong solution of laundry
detergent and hot water.
After rinsing, blow the block dry with compressed
air.
Wipe the bore with a white, lint-free, lightly oiled
cloth. Make sure there is no grit residue present.
Apply a rust-preventing compound if the block will
not be used immediately.
A standard diameter piston and a piston ring set
must be used with a sleeved cylinder bore.
STANDARD PROCEDURE—CAM BORE REPAIR
After removing the boring bar, use a honing stone
to chamfer the corner of the repair sleeve(s) - (Fig.
77).
Fig. 77 Sleeve Machining Dimensions
1 - DIAMETER
2 - PROTRUSION
3 - CHAMFER
The front cam bushing bore can be bored to 59.235
Mm ±0.013 mm (2.332 inch ±0.0006 inch) oversize.
DO NOT bore the intermediate or rear cam bore to
the front cam bore oversize dimensions. Intermediate
and rear cam bores may be bored to 57.235 mm
±0.013 mm (2.253 inch ±0.0006– inch) oversize.
A surface finish of 2.3 micrometers (92 microinch)
must be maintained. Not more than 20% of an area
of any one bore may be 3.2 micrometers (126 microinch).
Camshaft bores can be repaired individually. It is
not necessary to repair undamaged cam bores in
order to repair individually damaged cam bores. The
standard front bushing cannot be used to repair
intermediate or rear bores.
Install all cam bushings flush or below the front
cam bore surface. The oil hole must align to allow a
3.2 mm (0.125 inch) rod to pass through freely (Fig.
78).
SLEEVE MACHINING DIMENSIONS CHART
ITEM
MEASUREMENT
SLEEVE PROTRUSION
MIN. - FLUSH WITH
BLOCK
MAX. - 0.050 mm
(0.0019 in.)
SLEEVE DIAMETER
101.956 mm (4.014 in.)
SLEEVE CHAMFER
APPROX. 1.25 mm
(0.049 in.) by 15°
A correctly honed surface will have a crosshatch
appearance with the lines at 15° to 25° angles with
the top of the cylinder block. For the rough hone, use
80 grit honing stones. To finish hone, use 280 grit
honing stones.
Fig. 78 Oil Hole Alignment
1 - CAMSHAFT BUSHING
INSPECTION
Measure the combustion deck face using a straight
edge and a feeler gauge (Fig. 79). The distortion of
the combustion deck face is not to exceed 0.010 mm
(0.0004 inch) in any 50.00 mm (2.0 inch) diameter.
9 - 152
ENGINE 5.9L DIESEL
BR/BE
ENGINE BLOCK (Continued)
Overall variation end to end or side to side is 0.075
mm (0.003 inch).
If the surface exceeds the limit, .
Fig. 79 Combustion Deck Face Measurement
1 - STRAIGHT EDGE
2 - FEELER GAUGE
Inspect the cylinder bores for damage or excessive
wear.
Measure the cylinder bores (Fig. 80). If the cylinder bores exceeds the limit, (Refer to 9 - ENGINE/
ENGINE BLOCK - STANDARD PROCEDURE).
Fig. 81 Tappet Bore Diameter
CAMSHAFT & BEARINGS (IN
BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS
NOTE: Measure the diameter of each bore. (The
limit for the bushing in the No.1 bore is the same as
for the other bores without bushings). The limit of
the inside diameter is 54.089 min. - 54.164 max. mm
(2.1295 min. - 2.1325 max. inch). If the camshaft
bore for the first cam bushing is worn beyond the
limit, install a new service bushing. Inspect the rest
of the camshaft bores for damage or excessive
wear.If the bores without a bushing are worn
beyond the limit, the engine must be removed for
machining and installation of service bushings. If
badly worn, replace the cylinder block.
Fig. 80 Cylinder Bore Diameter
Inspect the camshaft bores for scoring or excessive
wear.
Measure the camshaft bores (Refer to 9 - ENGINE
- SPECIFICATIONS). Limit for the No.1 bore applies
to the ID of the bushing.
If a bore exceeds the limit, (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - STANDARD PROCEDURE).
Inspect the tappet bores for scoring or excessive
wear 16.000 mm min - 16.055 mm max ( .63 in. min
- .6321 in. max ) (Fig. 81). If out of limits, replace the
cylinder block.
(1) Remove the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).
(2) Remove the bushing from the No.1 bore, using
a universal cam bushing tool.
(3) Mark the cylinder block so you can align the oil
hole in the cylinder block with the oil hole in the
bushing.
REMOVAL—CAMSHAFT
(1) Disconnect both battery negative cables.
(2) Recover A/C refrigerant (if A/C equipped) (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(3) Raise vehicle on hoist.
(4) Drain engine coolant into container suitable for
re-use (Refer to 7 - COOLING - STANDARD PROCEDURE).
ENGINE 5.9L DIESEL
BR/BE
9 - 153
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(5) Lower vehicle.
(6) Remove radiator upper hose.
(7) Remove viscous fan/drive assembly and fan
shroud (Refer to 7 - COOLING/ENGINE/RADIATOR
FAN - REMOVAL).
(8) Disconnect the coolant recovery bottle hose
from the radiator filler neck.
(9) Disconnect lower radiator hose from radiator
outlet.
(10) Automatic Transmission models: Disconnect transmission oil cooler lines from radiator using
Special Tool 6931 (unless equipped with finger-release disconnect).
(11) Remove radiator mounting screws and lift
radiator out of engine compartment.
(12) Remove upper radiator support panel.
(13) Remove front bumper assembly (Refer to 13 FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER - REMOVAL).
(14) If A/C equipped, disconnect A/C condenser
refrigerant lines.
(15) Disconnect charge air cooler piping from the
cooler inlet and outlet.
(16) Remove the two charge air cooler mounting
bolts.
(17) Remove charge air cooler (and A/C condenser
if equipped) from vehicle.
(18) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(19) Remove the fan support/hub assembly (Fig.
82).
(20) Remove crankshaft damper (Fig. 83) (Refer to
9
ENGINE/ENGINE
BLOCK/VIBRATION
DAMPER - REMOVAL).
(21) Remove the crankcase breather vapor canister
from the gear housing cover (Fig. 84).
Fig. 82 Fan Support/Hub Removal/Installation
1 - FAN SUPPORT/HUB
2 - FAN PULLEY
Fig. 83 Crankshaft Damper Removal/Installation
1 - DAMPER
2 - BOLT
9 - 154
ENGINE 5.9L DIESEL
BR/BE
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
Fig. 84 Crankcase Breather Vapor Canister
1
2
3
4
5
6
7
8
-
ENGINE FRONT COVER STUD
STRAP
VAPOR CANISTER
NUT
CAP
CRANKCASE BREATHER
CLAMP
HOSE
Fig. 85 Cylinder Head Cover Removal/Installation
1
2
3
4
-
BOLT (5)
GASKET
“TOP FRONT”
ISOLATOR (5)
(22) Using Special Tool 7471–B Crankshaft Barring Tool, rotate the crankshaft to bring the engine to
TDC #1.
(23) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the sealing surfaces.
(24) Remove the cylinder head cover (Fig. 85)
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
(25) Remove the rocker arms (Fig. 86), cross
heads, and push rods (Fig. 87). Mark each component
so they can be installed in their original positions.
NOTE: The #5 cylinder exhaust and the #6 cylinder
intake and exhaust pushrods are removed by lifting
them up and through the provided cowl panel
access holes. Remove the rubber plugs to expose
these relief holes.
(26) Raise the tappets as follows, using the wooden
dowel rods (Fig. 88)provided with the Miller Tool Kit
8502 or Cummins tappet replacement tool kit
#3822513:
(a) Insert the slotted end of the dowel rod into
the tappet. The dowel rods for the rear two
Fig. 86 Rocker Arm and Pedestal Removal/
Installation
1 - ROCKER ARM
2 - PEDESTAL
cylinders will have to be cut for cowl panel
ENGINE 5.9L DIESEL
BR/BE
9 - 155
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
Fig. 87 Push Rod Removal/Installation
clearance. Press firmly to ensure that it is seated
in the tappet.
(b) Raise the dowel rod to bring the tappet to
the top of its travel, and wrap a rubber band
around the dowel rods (Fig. 88) to prevent the tappets from dropping into the crankcase.
(c) Repeat this procedure for the remaining cylinders.
(27) Verify that the camshaft timing marks are
aligned with the crankshaft and injection pump
marks (Fig. 89).
Fig. 89 Timing Mark Alignment
Fig. 90 Thrust Plate Bolt Location
1 - CAMSHAFT GEAR
2 - THRUST PLATE
INSPECTION
Fig. 88 Use Wooden Dowel Rods to Secure Tappets
in Place
(28) Remove the bolts from the thrust plate (Fig.
90).
CAUTION: When removing the camshaft and thrust
plate, grab the thrust plate to prevent it from falling
into the crankcase.
(29) Remove the camshaft (Fig. 91) and thrust
plate.
Camshaft
(1) Inspect the valve lobes and bearing journals for
cracks, pitting, scoring, or generally excessive wear.
Replace any camshaft that exceeds the allowable limits.
(2) Measure the bearing journals and lobes (Fig.
92).
CAUTION: If Camshaft lobes are worn, requiring
camshaft replacement, it is necessary to replace the
tappets also. (Refer to 9 - ENGINE/ENGINE BLOCK/
SOLID LIFTERS - REMOVAL).
9 - 156
ENGINE 5.9L DIESEL
BR/BE
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(3) Inspect the camshaft bushing oil hole for alignment with cylinder block (Fig. 94).
Fig. 93 Measuring Camshaft Bushing and Bores
Fig. 91 Camshaft Removal/Installation
Fig. 94 Inspecting Oil Hole Alignment
1 - CAMSHAFT BUSHING
Camshaft Gear
Inspect the camshaft gear for cracks (gear and
hub) (Fig. 95), and chipped/broken/fretted teeth (Fig.
96). If replacement is necessary, (Refer to 9 ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) - REMOVAL).
Fig. 92 Measuring
1 - VALVE LOBE
2 - CAMSHAFT JOURNAL
Camshaft Bushing/Bores
Camshaft bores No. 2–7 do not use a bushing.
(1) Inspect the camshaft bushing and bores for
signs of excessive wear.
(2) Measure the camshaft bushing and bores (Fig.
93) with a telescoping bore gauge and micrometer. If
out of specification, (Refer to 9 - ENGINE/ENGINE
BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) REMOVAL).
Fig. 95 Inspect Camshaft Gear Hub for Cracks
ENGINE 5.9L DIESEL
BR/BE
9 - 157
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
Fig. 97 Oil Hole Alignment
1 - CAMSHAFT BUSHING
Fig. 96 Inspect Camshaft Gear for Cracks and
Fretting
Thrust Plate
Inspect the camshaft thrust plate for excessive
wear in the camshaft contact area. Measure thrust
plate thickness using the CAMSHAFT THRUST
PLATE THICKNESS CHART . Replace any thrust
plate that falls outside of these specifications:
CAMSHAFT THRUST PLATE THICKNESS CHART
(3) Install the camshaft (Fig. 91) and thrust plate.
Align the timing marks as shown in (Fig. 89).
(4) Install the thrust plate bolts and tighten to 24
N·m (18 ft. lbs.) torque.
(5) Measure camshaft back lash and end clearance
(Fig. 98).
9.34 mm (0.368 in.) MIN.
9.58 mm (0.377 in.) MAX.
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS
(1) Apply a coating of Loctitet 640 Adhesive to the
backside of the new bushing. Avoid getting adhesive
in the oil hole.
(2) Use a universal cam bushing installation tool
and install the bushing so that it is even with the
front face of the cylinder block. The oil hole must be
aligned. A 3.2 mm (0.128 inch) diameter rod must be
able to pass through the hole (Fig. 97).
(3) Measure the installed bushing. The limit of the
inside diameter is 54.133 mm (2.1312 inch).
INSTALLATION—CAMSHAFT
(1) Lubricate the camshaft bushing and bores with
fresh engine oil or suitable equivalent.
(2) Liberally coat the camshaft lobes, journals, and
thrust washer with fresh engine oil or suitable equivalent.
CAUTION: When installing the camshaft (Fig. 91),
DO NOT push it in farther than it will go with the
thrust washer in place. Pushing it too far can dislodge the plug in the rear of the camshaft bore and
cause an oil leak.
Fig. 98 Camshaft Backlash and End Clearance
BACKLASH — 0.080—0.330 mm
(0.003—0.013 inch)
CLEARANCE — 0.152—0.254 mm
(0.006—0.010 inch)
(6) Remove the wooden dowel rods and rubber
bands from the tappets.
(7) Lubricate the push rods with engine oil and
install in their original location (Fig. 87). Verify that
they are seated in the tappets.
(8) Lubricate the valve tips with engine oil and
install the crossheads in their original locations.
(9) Lubricate the crossheads and push rod sockets
with engine oil and install the rocker arms and pedestals in their original locations (Fig. 86). Tighten
bolts to 36 N·m (27 ft. lbs.) torque.
(10) Verify valve lash adjustment (Refer to 9 ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
9 - 158
ENGINE 5.9L DIESEL
BR/BE
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(11) Install the cylinder head cover and reusable
gasket (Fig. 85) (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
(12) Install gear housing cover (Refer to 9 ENGINE/VALVE TIMING/GEAR HOUSING COVER
- INSTALLATION).
(13) Install the crankshaft damper (Fig. 83) (Refer
to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION).
(14) Install the fan support/hub assembly (Fig. 82)
and tighten bolts to 24 N·m (18 ft. lbs.) torque.
(15) Install the crankcase breather housing (Refer
to 9 - ENGINE - INSTALLATION).
(16) Install the charge air cooler (with a/c condenser and auxiliary transmission oil cooler, if
equipped) and tighten the mounting bolts to 2 N·m
(17 in. lbs.) torque.
(17) Connect charge air cooler inlet and outlet
pipes. Tighten clamps to 10 N·m (100 in. lbs.) torque.
(18) Install the radiator upper support panel.
(19) Close radiator petcock and lower the radiator
into the engine compartment. Tighten the mounting
bolts to 11 N·m (95 in. lbs.) torque.
(20) Raise vehicle on hoist.
(21) Connect radiator lower hose and install
clamp.
(22) Connect transmission auxiliary oil cooler lines
(if equipped).
(23) Lower vehicle.
(24) Install the fan shroud and tighten the mounting screws to 6 N·m (50 in. lbs.) torque.
(25) Install the viscous fan/drive assembly (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(26) Install the coolant recovery and windshield
washer fluid reservoirs to the fan shroud.
(27) Connect the coolant recovery hose to the radiator filler neck.
(28) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(29) Install the front bumper assembly (Refer to 13
FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER - INSTALLATION).
(30) Add engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE).
(31) Charge A/C system with refrigerant (if A/C
equipped) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(32) Connect the battery negative cables.
(33) Start engine and check for engine oil and coolant leaks.
CONNECTING ROD BEARINGS
STANDARD PROCEDURE—CONNECTING ROD
BEARING AND CRANKSHAFT JOURNAL
CLEARANCE
Measure the connecting rod bore with the bearings
installed and the bolts tightened to 100 N·m (73 ft.
lbs.) torque.
Record the smaller diameter.
Measure the diameter of the rod journal at the
location shown (Fig. 99). Calculate the average diameter for each side of the journal.
The clearance is the difference between the connecting rod bore (smallest diameter) and the average
diameter for each side of the crankshaft journal.
Fig. 99 Connecting Rod Journal Diameter Limits
CONNECTING ROD JOURNAL DIAMETER
LIMITS CHART
DESCRIPTION
CRANKSHAFT ROD JOURNAL
DIAMETER
OUT-OF-ROUND
TAPER
BEARING CLEARANCE
MEASUREMENT
MINIMUM 68.962 mm
(2.715 in.)
MAXIMUM 69.013 mm
(2.717 in.)
MAXIMUM 0.050 mm (0.002 in.)
MAXIMUM 0.013 mm
(0.0005 in.)
MAXIMUM 0.089 mm
(0.0035 in.)
ENGINE 5.9L DIESEL
BR/BE
9 - 159
CONNECTING ROD BEARINGS (Continued)
CONNECTING ROD JOURNAL DIAMETER
LIMITS CHART
DESCRIPTION
MEASUREMENT
CRANKSHAFT ROD
JOURNAL DIAMETER
MINIMUM 68.962 mm
(2.715 in.)
MAXIMUM 69.013 mm
(2.717 in.)
OUT-OF-ROUND
MAXIMUM 0.050 mm
(0.002 in.)
TAPER
MAXIMUM 0.013 mm
(0.0005 in.)
BEARING CLEARANCE
MAXIMUM 0.089 mm
(0.0035 in.)
CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE—MAIN BEARING
CLEARANCE
Inspect the main bearing bores for damage or
abnormal wear.
Install the crankshaft main bearings and measure
main bearing bore diameter with the main bolts
tightened to 176 N·m (130 ft. lbs.) torque (Fig. 101).
If the crankshaft is within limits, replace the bearing. If the crankshaft is out of limits, grind the
crankshaft to the next smaller size and use oversize
rod bearings.
CRANKSHAFT
DESCRIPTION
The crankshaft (Fig. 100) is a forged steel, integrally balanced unit. It is supported by seven main
bearings, with position number six designated as the
thrust journal. The crankshaft is held in place by
main caps and 12 mm capscrews. The crankshaft
also has internal cross drillings to supply the connecting rods with engine oil.
Fig. 101 Crankshaft Main Bearing Bore Diameter
1 - MAIN BEARING CAPS
MAIN BEARING BORE DIAMETER CHART
ITEM
MAIN BEARING BORE
DIAMETER (MAXIMUM)
A
83.106 mm 3.2719 in.)
Measure the diameter of the main journal at the
locations shown (Fig. 102). Calculate the average
diameter for each side of the journal.
Fig. 100 Crankshaft
Fig. 102 Crankshaft Main Journal Diameter
9 - 160
ENGINE 5.9L DIESEL
BR/BE
CRANKSHAFT MAIN BEARINGS (Continued)
CRANKSHAFT MAIN JOURNAL DIAMETER
CHART
ITEM
SPECIFICATION
MINIMUM DIAMETER
82.962 mm (3.2662 in.)
MAXIMUM DIAMETER
83.013 mm (3.2682 in.)
Calculate the main bearing journal to bearing
clearance. the clearance specifications are 0.119 mm
(0.00475 inch). If the crankshaft journal is within
limits, replace the main bearings. If not within specifications, grind the crankshaft to next size and use
oversize bearings.
CRANKSHAFT OIL SEAL FRONT
REMOVAL
(1) Disconnect both battery negative cables.
(2) Raise vehicle on hoist.
(3) Partially drain engine coolant into container
suitable for re-use (Refer to 7 - COOLING - STANDARD PROCEDURE).
(4) Lower vehicle.
(5) Remove radiator upper hose.
(6) Disconnect coolant recovery bottle from radiator filler neck and lift bottle off of fan shroud.
(7) Disconnect windshield washer pump supply
hose and electrical connections and lift washer bottle
off of fan shroud.
(8) Remove the fan shroud-to-radiator mounting
bolts.
(9) Remove viscous fan/drive assembly. The fan
drive nut has left handed threads. (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(10) Remove cooling fan shroud and fan assembly
from the vehicle.
(11) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(12) Remove the cooling fan support/hub from the
front of the engine (Fig. 103).
(13) Raise the vehicle on hoist.
(14) Remove the crankshaft damper (Fig. 104).
(15) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the gasket surfaces.
(16) Support the cover on a flat work surface with
wooden blocks (Fig. 105), and using a suitable punch
and hammer, drive the old seal out of the cover from
the outside of the cover (Fig. 105).
INSTALLATION
(1) Clean cover and housing gasket mating surfaces. Use a suitable scraper and be careful not to
Fig. 103 Fan Support Hub Assembly—Removal/
Installation
1 - FAN SUPPORT/HUB
2 - FAN PULLEY
Fig. 104 Crankshaft Damper—Removal/Installation
1 - DAMPER
2 - BOLT
damage the gear housing surface, since it is aluminum. Remove any old sealer from the oil seal bore.
Thoroughly clean the front seal area of the crankshaft. The seal lip and the sealing surface on the
crankshaft must be free from all oil residue to prevent seal leaks.
(2) Inspect the gear housing and cover for cracks
and replace if necessary. Carefully straighten any
bends or imperfections in the gear cover with a ballpeen hammer on a flat surface. Inspect the crankshaft front journal for any grooves or nicks that
would affect the integrity of the new seal.
(3) Apply a bead of Mopart Stud & Bearing Mount
to the outside diameter of the seal. Do not lubricate
the inside diameter of the new seal.
ENGINE 5.9L DIESEL
BR/BE
9 - 161
CRANKSHAFT OIL SEAL - FRONT (Continued)
Fig. 107 Installing Front Cover with Seal Pilot
1 - SEAL PILOT
Fig. 105 Removing Seal from Cover
1 - PUNCH
(4) With the cover supported by wood blocks,
install the seal into the rear of the cover using crankshaft seal installer Special Tool 8281 and driver handle C-4171 (Fig. 106). Strike the driver handle until
the installation tool bottoms out on the inside of the
cover.
(5) Install the plastic seal pilot (provided with seal
kit) into the crankshaft seal.
(6) Apply a bead of Mopart Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover
sealing surface.
(7) Install the cover to the gear housing, aligning
the seal pilot with the nose of the crankshaft (Fig.
107).
(8) Install the cover bolts and tighten to 24 N·m
(18 ft. lbs.) torque. Remove pilot tool.
(9) Install the crankshaft damper (Fig. 104) and
torque the bolts to 125 N·m (92 ft. lbs.). Use the
engine barring tool to keep the engine from rotating
during tightening operation.
(10) Install the fan support/hub assembly (Fig.
103) and torque bolts to 24 N·m (18 ft. lbs.).
(11) Install cooling fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(12) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(13) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(14) Connect battery negative cables.
(15) Start engine and check for oil leaks.
CRANKSHAFT OIL SEAL REAR
REMOVAL
Fig. 106 Installing Seal Into Cover With Tool 8281
1 - SEAL INSTALLER 8281
2 - DRIVER HANDLE C4171
3 - SEAL
(1) Disconnect the battery negative cables.
(2) Remove the transmission and transfer case (if
equipped).
(3) Remove the clutch cover and disc (if manual
transmission equipped) (Refer to 6 - CLUTCH/
CLUTCH DISC - REMOVAL).
(4) Remove the flywheel or converter drive plate.
(5) Drill holes 180° apart into the seal. Be careful
not to contact the drill against the crankshaft.
9 - 162
ENGINE 5.9L DIESEL
BR/BE
CRANKSHAFT OIL SEAL - REAR (Continued)
(6) Install #10 sheet metal screws in the drilled
holes and remove the rear seal with a slide hammer
(Fig. 108).
Fig. 109 Seal Installation Using Alignment Tool and
Hammer
Fig. 108 Crankshaft Rear Seal Removal
1
2
3
4
-
NO. 10 SCREW
REAR SEAL
CRANKSHAFT
SLIDE HAMMER
INSTALLATION
CAUTION: The seal lip and the sealing surface on
the crankshaft must be free from all oil residue to
prevent seal leaks. The crankshaft and seal surfaces must be completely dry when the seal is
installed. Use a soap and water solution on outside
diameter of seal to ease assembly.
(1) Clean the crankshaft journal with a suitable
solvent and dry with a clean shop towel or compressed air. Wipe the inside bore of the crankshaft
seal retainer with a clean shop towel.
(2) Inspect the crankshaft journal for gouges,
nicks, or other imperfections. If the seal groove in the
crankshaft is excessively deep, install the new seal
1/8” deeper into the retainer bore, or obtain a crankshaft wear sleeve that is available in the aftermarket.
(3) Install the seal pilot, provided in the replacement kit, onto the crankshaft.
(4) Using the provided alignment/installation tool,
start the seal over the pilot and into the retainer by
hand.
(5) Using a ball peen hammer, strike the tool at
the 12, 3, 6, and 9 o’clock positions until the alignment tool bottoms out on the retainer (Fig. 109).
(6) Remove the seal pilot.
(7) Install the flywheel or converter drive plate.
Tighten the bolts to 137 N·m (101 ft. lbs.) torque.
1
2
3
4
-
SEAL PILOT TOOL
INSTALLATION TOOL
SEAL
RETAINER
(8) Install the clutch cover and disc (if equipped)
(Refer to 6 - CLUTCH/CLUTCH DISC - INSTALLATION).
(9) Install the transmission and transfer case (if
equipped).
(10) Lower vehicle.
(11) Connect battery negative cables.
(12) Check engine oil level and adjust, if necessary.
(13) Start engine and check for oil leaks.
CRANKSHAFT REAR OIL SEAL
RETAINER
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Remove the oil pan drain plug and drain the
engine oil. Re-install plug and torque to 60 N·m (44
ft. lbs.) torque.
(4) Remove transmission and transfer case (if
equipped) from vehicle.
(5) Remove flywheel or torque converter drive
plate.
(6) Disconnect starter cables from starter motor.
(7) Remove starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
and transmission adapter plate assembly.
(8) Disconnect cables from starter motor.
(9) Remove the eight flywheel housing to block
bolts and remove housing and starter motor as an
assembly.
ENGINE 5.9L DIESEL
BR/BE
9 - 163
CRANKSHAFT REAR OIL SEAL RETAINER (Continued)
(10) Remove oil pan bolts, break the pan to block
seal, and lower pan slightly and remove oil suction
tube fasteners.
(11) Remove oil pan and suction tube (Fig. 110)
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN REMOVAL).
Fig. 111 Crankshaft Rear Seal Retainer and Gasket
1 - RETAINER
2 - GASKET
3 - BOLT
Fig. 110 Oil Pan, Suction Tube and Gasket
1 - GASKET
2 - SUCTION TUBE
3 - OIL PAN
(12) Remove the six (6) retainer-to-block bolts (Fig.
111).
(13) Remove the rear seal retainer and gasket
(Fig. 111).
(14) Support the seal retainer and drive out the
crankshaft seal with a hammer and suitable punch.
INSTALLATION
(1) If using the old seal retainer, it is recommended that the crankshaft seal is replaced. Support
the seal retainer and drive out the old seal.
(2) Using the retainer alignment/seal installation
tool provided in the seal service kit, install the alignment tool into the retainer and install to the cylinder
block (Fig. 112), using a new gasket. Tighten the six
(6) mounting bolts by hand.
(3) Starting with the center two bolts, tighten the
retainer in a circular pattern to 9 N·m (80 in. lbs.).
Remove the alignment tool.
CAUTION: The seal lip and the sealing surface on
the crankshaft must be free from all oil residue to
prevent seal leaks. The crankshaft and seal surfaces must be completely dry when the seal is
Fig. 112 Aligning Seal Retainer with Alignment/
Installation Tool
1 - ALIGNMENT / INSTALLATION TOOL
2 - SEAL RETAINER
installed. Use a soap and water solution on outside
diameter of seal to ease assembly.
(4) Make sure the provided seal pilot is installed
into the new crankshaft seal. Use the alignment/installation tool and press the seal onto the crankshaft
(Fig. 113). Alternately drive the seal at the 12, 3, 6
and 9 o’clock positions.
(5) Remove the alignment tool and trim the
retainer gasket even with the oil pan mounting surface (Fig. 114).
(6) Remove the seal pilot.
(7) Apply a small amount of Mopart Silicone Rubber Adhesive Sealant to the oil pan rail T-joints.
9 - 164
ENGINE 5.9L DIESEL
BR/BE
CRANKSHAFT REAR OIL SEAL RETAINER (Continued)
(14) Fill the crankcase with new engine oil.
(15) Connect the battery negative cables.
(16) Start engine and check for oil leaks.
SOLID LIFTERS/TAPPETS
REMOVAL
NOTE: This procedure requires use of Miller Tool
8502 Tappet Replacement Kit, or Cummins Tool Kit
#3822513.
Fig. 113 Installing Seal Using Alignment Tool and
Hammer
1
2
3
4
-
SEAL PILOT TOOL
INSTALLATION TOOL
SEAL
RETAINER
(1) Remove camshaft (Refer to 9 - ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).
(2) Insert the trough (provided with tool kit) the
full length of the camshaft bore (Fig. 115). Make sure
the cap end goes in first and the open side faces up
(towards tappets).
(3) Remove only one tappet at a time. Remove
rubber band from one cylinder pair and attach tappet
dowel not being removed to the next cylinder pair
(Fig. 116).
(4) Raise dowel rod (disengage from tappet) and
allow tappet to fall into trough (Fig. 117).
(5) Carefully remove trough (do not rotate) and
tappet. If the tappet is not being replaced, mark it so
it can be installed in its original location.
(6) Re-install trough and repeat procedure on
remaining tappets.
Fig. 114 Trimming Excess Gasket Material
1 - GASKET
(8) Install the oil pan, suction tube and gaskets
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN INSTALLATION).
(9) Install the flywheel housing and bolts. Tighten
the bolts to 60 N·m (44 ft. lbs.) torque.
(10) Install the starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION).
(11) Install the flywheel or converter drive plate.
Tighten bolts to 137 N·m (101 ft. lbs.)
(12) Install the transmission and transfer case (if
equipped).
(13) Lower vehicle.
Fig. 115 Inserting the Trough
1 - TROUGH
CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or compressed air.
ENGINE 5.9L DIESEL
BR/BE
9 - 165
SOLID LIFTERS/TAPPETS (Continued)
Fig. 116 Secure Dowel/Tappet to Adjacent Cylinder
Fig. 118 Tappet Inspection
TAPPET STEM DIAMETER
15.925 mm (0.627 in.) MIN.
15.977 mm (0.629 in.) MAX.
Fig. 117 Lift Dowel Rod to Disengage from Tappet
INSPECTION
(1) Visually inspect the tappet the tappet socket,
stem, and face for excessive wear, cracks, or obvious
damage (Fig. 118).
(2) Measure the tappet stem diameter. Replace the
tappet if it falls below the minimum size (Fig. 118).
INSTALLATION
(1) Insert the trough the full length of the camshaft bore (Fig. 115). Again, make sure the cap end
goes in first and the open side faces up (towards tappets).
(2) Lower the tappet installation tool through the
push rod hole (Fig. 119) and into the trough.
(3) Retrieve the tappet installation tool using the
hooked rod provided with the tool kit (Fig. 120).
(4) Lubricate the tappet with clean engine oil or
suitable equivalent and install the tappet to the
installation tool (Fig. 121).
(5) Pull the tappet up and into position (Fig. 121).
If difficulty is experienced getting the tappet to make
the turn into the tappet bore, wiggle the trough
while gently pulling up on the tappet.
Fig. 119 Insert Installation Tool through Push Rod
Hole
(6) With the tappet in place, rotate the trough one
half turn so the open side is down (toward crankshaft) (Fig. 122).
(7) Remove the tappet installation tool from the
tappet.
(8) Re-install a dowel rod and secure the rod with
a rubber band.
(9) Rotate the trough one half turn and repeat the
procedure for the remaining tappets.
(10) Install the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - INSTALLATION).
PISTON & CONNECTING ROD
DESCRIPTION
The piston (Fig. 123) is constructed of aluminum
and is gravity cast, free floating design. The piston
9 - 166
ENGINE 5.9L DIESEL
BR/BE
PISTON & CONNECTING ROD (Continued)
intermediate ring (Fig. 124) , for superior cylinder
wall scraping. Piston cooling nozzles cool the piston
and pin with engine oil supplied by the crankshaft
main journals.
The connecting rods (Fig. 125) are a split angle
design constructed of micro alloy. The rods have a
pressed in place wrist pin bushing which is lubricated by the piston cooling nozzle oil spray.
Fig. 120 Retrieve Tappet Installation Tool through
Cam Bore
Fig. 123 Piston
Fig. 121 Insert Tool and Pull Tappet Into Place
Fig. 124 Piston Ring Identification
STANDARD PROCEDURE—PISTON GRADING
Fig. 122 Rotate Trough One Half Turn (180°)
incorporates a centrally located high swirl combustion bowl, and utilizes a “keystone” style top compression ring (Fig. 124) , and a “Tapered Face”
• When rebuilding an engine with the original cylinder block, crankshaft and pistons, make sure the
pistons are installed in their original cylinder.
• If replacing the piston(s), make sure the replacement piston(s) are the same grade as the one being
replaced.
• If a new cylinder block and/or crankshaft is
used, the piston grading procedure MUST be performed to determine the proper piston grade for each
cylinder.
ENGINE 5.9L DIESEL
BR/BE
9 - 167
PISTON & CONNECTING ROD (Continued)
be installed on the oil cooler side of the engine.
Install the connecting rod cap and cap screws.
Tighten the cap screws to 35 N·m (26 ft. lbs.) torque.
(5) Use a fine grit stone to remove any burrs from
the cylinder block head deck. Zero the dial indicator
to the cylinder block head deck.
(6) Move the dial indicator directly over the piston
pin to eliminate any side-to-side movement.
(7) Rotate the crankshaft to top dead center
(TDC). Rotate the crankshaft clockwise and counterclockwise to find the highest dial indicator reading.
Record the reading.
(8) Remove the piston and connecting rod assembly from the No.1 cylinder and install the assembly
into the No.2 cylinder. Repeat the procedure for every
cylinder using the same piston and connecting rod
assembly.
(9) Determine the grade of the piston being used
by referring to the Piston Protrusion Chart below.
Four digits on top of the piston can be cross referenced to a DaimlerChrysler part number for replacement (Fig. 126). If the number on the piston cannot
be seen, measure from the top of the piston to the top
of the piston pin to see what grade piston is used
(Fig. 127).
Fig. 125 Connecting Rod
(1) Install any of the original connecting rod and
piston assemblies into the No.1 cylinder. DO NOT
install the piston rings.
(2) Install the upper bearing shell in the connecting rod with the tang of the bearing in the slot of the
connecting rod. The connecting rod bearing shell
must be installed in the original connecting rod and
cap. Use clean lubricating oil to coat the inside diameter of the connecting rod bearing shell.
(3) Install the bearing shell in the connecting rod
cap with the tang of the bearing in the slot to the
cap. Use clean lubricating oil to coat the inside diameter of the bearing shell.
(4) The four digit number stamped on the connecting rod and cap at the parting line must match and
Fig. 126 Piston Grading Number Location
NOTE: NEVER INTERMIX PISTONS FROM ONE
ENGINE APPLICATION TO ANOTHER ENGINE
APPLICATION. SEVER DRIVEABILITY CONCERNS
MAY RESULT.
9 - 168
ENGINE 5.9L DIESEL
BR/BE
PISTON & CONNECTING ROD (Continued)
PISTON PROTRUSION CHART
IF MEASURING PISTON IS
GRADING #:
245 HP
235 HP
6050
6153
6050
6153
6050
6153
6051
6154
6051
6154
6051
6154
6052
6155
6052
6155
6052
6155
AND
USE
PROTRUSION IS
GRADE:
0.609-0.711 mm
(0.024-0.028 in.)
0.508-0.609mm
(0.020-0.024 in.)
0.406-0.508 mm
(0.016-0.020 in.)
0.711-0.813 mm
(0.028-0.032 in.)
0.609-0.711 mm
(0.024-0.028 in.)
0.508-0.609 mm
(0.020-0.024 in.)
0.813-0.914 mm
(0.032-0.036 in.)
0.711-0.813 mm
(0.028-0.032 in.)
0.609-0.711 mm
(0.024-0.028 in.)
A
B
C
A
B
C
A
B
C
NOTE: Use the table below when piston grading
numbers are missing or not legible.
ALTERNATIVE GRADE IDENTIFICATION METHOD
DIMENSION (A(
51.554-51.607 mm
(2.029-2.031 in.)
51.654-51.707 mm
(2.033-2.035 in.)
51.754-51.807 mm
(2.037-2.039 in.)
REF. NUMBER
GRADE
235 HP
245 HP
6153
6050
A
6154
6051
B
6155
6052
C
REMOVAL
(1) Disconnect the battery cables.
(2) Remove the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
(3) Remove the oil pan and suction tube (Refer to 9
- ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(4) Using Miller Tool 7471-B crankshaft barring
tool, rotate the crankshaft so all of the pistons are
below TDC.
ENGINE 5.9L DIESEL
BR/BE
9 - 169
PISTON & CONNECTING ROD (Continued)
vent. Rinse in hot water and blow dry with compressed air.
INSPECTION
INSPECTION
Fig. 127 Piston Grading Measurement
(5) Before removing the piston(s) from the bore(s):
(a) Remove any carbon ridge formations or
deposits at the top of the bore with a dull scraper
or soft wire brush.
(b) If cylinder bore wear ridges are found, use a
ridge reamer to cut the ridge from the bore. DO
NOT remove more metal than necessary to remove
the ridge.
NOTE: If cylinders have ridges, the cylinders are
oversize and will more than likely need boring.
(6) Using a hammer and steel stamp, identify the
front of the piston by stamping the cylinder number
in each piston to be removed at the top of the piston
toward the front of the engine. DO NOT stamp in the
outside 5 mm (.197 in.) of the piston diameter.
(7) Mark the connecting rod and cap with the corresponding cylinder numbers.
(8) Remove the connecting rod bolts and rod caps.
Use care so the cylinder bores and connecting rods
are not damaged.
(9) Use a hammer handle or similar object to push
the piston and connecting rod through the cylinder
bore.
(10) Store the piston/rod assemblies in a rack.
(11) If a piston must be replaced, replace with the
same part number (grading) that was removed.
Inspect the pistons for damage and excessive wear.
Check top of the piston, ring grooves, skirt and pin
bore. Measure the piston skirt diameter (Fig. 128). If
the piston is out of limits, replace the piston.
The upper groove only needs to be inspected for
damage. Use a new piston ring to measure the clearance in the intermediate ring groove (Fig. 129). If the
clearance of the intermediate ring exceeds 0.095 mm
(0.0038 inch), replace the piston.
Use a new oil ring to measure the clearance in the
oil groove (Fig. 129). If the clearance exceeds 0.085
mm (0.0034 inch), replace the piston.
Measure the pin bore (Fig. 130). The maximum
diameter is 40.012 mm (1.5753 inch). If the bore is
over limits, replace the piston.
Inspect the piston pin for nicks, gouges and excessive wear. Measure the pin diameter (Fig. 131). The
minimum diameter is 39.990 mm (1.5744 inch). If the
diameter is out of limits, replace the pin.
Connecting Rods
CLEANING
Clean the connecting rods in a suitable solvent,
rinse in hot water and blow dry with compressed air.
INSPECTION
CLEANING
CAUTION: DO NOT use bead blast to clean the pistons. DO NOT clean the pistons and rods in an acid
tank.
Clean the pistons and pins in a suitable solvent,
rinse in hot water and blow dry with compressed air.
Soaking the pistons over night will loosen most of the
carbon build up. De-carbon the ring grooves with a
broken piston ring and again clean the pistons in sol-
Fig. 128 Piston Skirt Diameter
PISTON SKIRT DIAMETER (MIN.)
101.864 mm (4.0104 in. )
Inspect the connecting rod for damage and wear.
The I-Beam section of the connecting rod cannot have
dents or other damage. Damage to this part can
cause stress risers which will progress to breakage.
9 - 170
ENGINE 5.9L DIESEL
BR/BE
PISTON & CONNECTING ROD (Continued)
Measure the connecting rod pin bore (Fig. 132).
The maximum diameter is 40.042 mm (1.5764 inch).
If out of limits, replace the connecting rod.
Fig. 129 Intermediate and Oil Ring Clearances
1 - FEELER GAUGE
2 - RING
3 - PISTON
Fig. 132 Connecting Rod Pin Bore
1 - CONNECTING ROD
INSTALLATION
(1) Lubricate the cylinder bores with clean engine
oil.
(2) Generously lubricate the rings and piston
skirts with clean engine oil.
(3) Compress the rings using a piston ring compressor tool (Fig. 133). If using a strap-type ring compressor, make sure the inside end of the strap does
not hook on a ring gap and break the ring.
Fig. 130 Piston Pin Bore
1 - PISTON
2 - PIN BORE
Fig. 133 Piston Ring Compressor Tool
1 - PISTON RING COMPRESSOR TOOL
Fig. 131 Piston Pin Diameter
1 - PISTON PIN
(4) Bar the crankshaft so the rod journal for the
piston to be installed is at BDC (Bottom Dead Center) - (Fig. 134).
(5) Be sure the mark you made on the piston and
the numbers on the rod and cap are oriented as illustrated.
(6) Position the piston and rod assembly into the
cylinder bore with the mark you made on the piston
towards the front of the cylinder block. In this position the numbers on the connecting rod should be
facing the oil cooler side of the engine, and the rod
ENGINE 5.9L DIESEL
BR/BE
9 - 171
PISTON & CONNECTING ROD (Continued)
Fig. 136 Side Clearance between Connecting
Rod/Crankshaft
1 - FEELER GAUGE
Fig. 134 Piston/Rod Assembly at BDC
bolt holes toward the camshaft. Use care when you
install the piston and connecting rod so the cylinder
bore is not damaged.
(7) Push the piston into the bore until the top of
the piston is approximately 50 mm (2 inch) below the
top of the block. Carefully pull the connecting rod
onto the crankshaft journal.
(8) Use clean engine oil to lubricate the threads
and under the heads of the connecting rod bolts.
(9) The number stamped on the rod cap at the
parting line must match and be installed towards the
oil cooler side of the engine (Fig. 135).
(13) Install the suction tube and oil pan (Refer to 9
- ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(14) Install the cylinder head onto the engine
(Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
(15) Install a new filter and fill the crankcase with
new engine oil.
(16) Connect the battery negative cables and start
engine.
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING
(1) Determine the piston diameter and obtain the
appropriate ring set. The piston rings can be identified as shown in (Fig. 137).
Fig. 135 Correct Rod Cap Installation
(10) Install the rod cap and bolts to the connecting
rod. Tighten the connecting rod and bolt evenly in 3
steps.
• Tighten the bolts to 35 N·m (26 ft. lbs.) torque.
• Tighten the bolts to 70 N·m (51 ft. lbs.) torque.
• Tighten the bolts to 100 N·m (73 ft. lbs.) torque.
(11) The crankshaft must rotate freely. Check for
freedom of rotation as the caps are installed. If the
crankshaft does not rotate freely, check the installation of the rod bearing and the bearing size.
(12) Measure the side clearance between the connecting rod and the crankshaft (Fig. 136). DO NOT
measure the clearance between the cap and crankshaft.
Fig. 137 Piston Ring Identification
(2) Position each ring in the cylinder and use a
piston to square it with the bore at a depth of 89.0
mm (3.5 inch) - (Fig. 138).
(3) Use a feeler gauge to measure the piston ring
gap.
9 - 172
ENGINE 5.9L DIESEL
BR/BE
PISTON RINGS (Continued)
Fig. 138 Position of Ring in Cylinder Bore
1 - PISTON
2 - CYLINDER BORE
3 - DEPTH
Fig. 139 Oil Control Ring/Expander Location in
Groove
1 - OIL CONTROL RING
2 - EXPANDER
3 - PISTON
PISTON RING GAP CHART
TOP RING
0.35 - 0.45 mm
(0.014 - 0.0177
in.)
INTERMEDIATE
RING
0.85-1.15 mm
(0.0334 0.0452 in.)
OIL CONTROL
RING
0.250-0.550
mm
(0.0100 0.0215 in.)
(4) The top surface of all of the rings are identified
with the word TOP or the supplier’s MARK. Assemble the rings with the word TOP or the supplier’s
MARK up.
(5) Position the oil ring expander in the oil control
ring groove (bottom groove).
(6) Install the oil control ring with the end gap
OPPOSITE the ends on the expander (Fig. 139).
(7) Install the intermediate piston ring in the second groove.
(8) Install the top piston ring in the top groove
(Fig. 140).
(9) Position the rings as shown in (Fig. 141).
Fig. 140 Piston Ring Installation Tool
1 - PISTON RING INSTALLATION TOOL
VIBRATION DAMPER
REMOVAL
(1) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(2) Remove the four (4) damper to crankshaft bolts
and remove damper (Fig. 142).
Fig. 141 Piston Ring Orientation
1 - TOP RING
2 - INTERMEDIATE RING
3 - OIL CONTROL RING
INSPECTION
(1) Inspect the damper hub for cracks and replace
if any are found.
(2) Inspect the index lines on the damper hub and
the inertia member (Fig. 143). If the lines are more
ENGINE 5.9L DIESEL
BR/BE
9 - 173
VIBRATION DAMPER (Continued)
Fig. 142 Crankshaft Damper Removal/Installation
1 - DAMPER
2 - BOLT
than 1.59 mm (1/16 in.) out of alignment, replace the
damper.
(3) Inspect the rubber member for deterioration or
missing segments (Fig. 144).
Fig. 144 Inspect Damper Rubber Member
FRONT MOUNT
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove the viscous fan/drive assembly (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN REMOVAL).
(3) Raise vehicle on hoist.
(4) Support engine with a screw jack and wood
block.
(5) Loosen the thru-bolt and nut (Fig. 145).
(6) Passenger side mount: Remove the two (2)
transmission oil cooler bracket to engine mount bolts.
(7) Lift the engine SLIGHTLY and remove the four
(4) mount to block bolts.
(8) Remove the mount from the vehicle.
Fig. 143 Inspect Index Lines for Alignment
1 - INDEX LINES
2 - HUB
3 - INERTIA MEMBER
INSTALLATION
(1) Install the crankshaft damper and bolts (Fig.
142). Tighten bolts to 125 N·m (92 ft. lbs.) torque.
(2) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
Fig. 145 Front Engine Mount—Typical
1 - MOUNT
2 - BOLT (4)
9 - 174
ENGINE 5.9L DIESEL
BR/BE
FRONT MOUNT (Continued)
INSTALLATION
INSTALLATION
(1) With engine raised SLIGHTLY, position the
engine mount to the block. Install the bolts and
tighten to 149 N·m (110 ft. lbs.) torque.
(2) Install the thru-bolt into the engine mount.
(3) Lower the engine while guiding the mount and
thru-bolt into the frame mounted support cushion
brackets (Fig. 146).
(1) If removed, position the transmission support
bracket to the transmission. Install new attaching
bolts and tighten to 102 N·m (75 ft. lbs.) torque.
(2) Position support cushion to transmission support bracket. Install stud nuts and tighten to 47 N·m
(35 ft. lbs.) torque.
(3) Using the transmission jack, lower the transmission and support cushion onto the crossmember
(Fig. 50) .
(4) Install the support cushion bolts and tighten to
47 N·m (35 ft. lbs.) torque.
(5) Remove the transmission jack.
(6) Lower the vehicle.
LUBRICATION
DESCRIPTION
NOTE: Refer to (Fig. 148) and (Fig. 149) for circuit
illustrations.
Fig. 146 Positioning Engine Front Mounts
1 - ENGINE SUPPORT BRACKET/CUSHION
2 - SUPPORT CUSHION BRACKET
(4) Install the thru-bolt nut and tighten the nut to
88 N·m (65 ft. lbs.) torque.
(5) Passenger side: Install the two (2) transmission
oil cooler bracket to mount bolts. Tighten the bolts to
47 N·m (35 ft. lbs.) torque.
(6) Remove lifting fixture.
(7) Lower the vehicle.
(8) Install the viscous fan/drive assembly (Refer to
7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(9) Connect the battery negative cables.
REAR MOUNT
REMOVAL
(1) Raise the vehicle on a hoist.
(2) Position a transmission jack in place.
(3) Remove support cushion stud nuts (Fig. 147).
(4) Raise rear of transmission and engine
SLIGHTLY.
(5) Remove the bolts holding the support cushion
to the transmission support bracket. Remove the support cushion.
(6) If necessary, remove the bolts holding the
transmission support bracket to the transmission.
A gear driven gerotor type oil pump is mounted
behind the front gear cover in the lower right portion
on the engine.
OPERATION
A gerotor style oil pump draws oil from the crankcase through the suction tube and delivers it through
the block where it enters the oil cooler cover and
pressure regulator valve. When oil pressure exceeds
449 kPa (65 PSI), the valve opens exposing the dump
port, which routes excess oil back to the oil sump.
At the same time, oil is directed to a cast in passage in the oil cooler cover, leading to the oil cooler
element. As the oil travels through the element
plates, it is cooled by engine coolant traveling past
the outside of the plates. It is then routed to the oil
filter head and through a full flow oil filter. If a
plugged filter is encountered, the filter by-pass valve
opens, allowing unfiltered oil to lubricate the engine.
This condition can be avoided by frequent oil and filter changes, per the maintenance schedules found in
the owners manual. The by-pass valve is calibrated
to open when it sees a pressure drop of more than
344 kPa (50 psi) across the oil filter.
The oil filter head then divides the oil between the
engine and the turbocharger. The turbocharger
receives filtered, cooled and pressurized oil through a
supply line from the filter head. The oil lubricates
the turbocharger and returns to the pan by way of a
drain tube connecting the bottom of the turbocharger
to a pressed in tube in the cylinder block.
Oil is then carried across the block to an angle
drilling which intersects the main oil rifle. The main
ENGINE 5.9L DIESEL
BR/BE
9 - 175
LUBRICATION (Continued)
Fig. 147 Engine Rear Support Cushion Assembly
oil rifle runs the length of the block and delivers oil
to the crankshaft main journals and valve train. Oil
travels to the crankshaft through a series of transfer
drillings (one for each main bearing) and lubricates a
groove in the main bearing upper shell. From there
another drilling feeds the camshaft main journals.
The piston cooling nozzles are also supplied by the
main bearing upper shell. Crankshaft internal crossdrillings supply oil to the connecting rod journals.
Another series of transfer drillings intersecting the
main oil rifle supply the valve train components. Oil
travels up the drilling, through a hole in the head
gasket, and through a drilling in the cylinder head
(one per cylinder), where it enters the rocker arm
pedestal and is divided between the intake and
exhaust rocker arm. Oil travels up and around the
rocker arm mounting bolt, and lubricates the rocker
shaft by cross drillings that intersect the mounting
bolt hole. Grooves at both ends of the rocker shaft
supply oil through the rocker arm where the oil travels to the push rod and socket balls (Fig. 148) and
(Fig. 149).
9 - 176
ENGINE 5.9L DIESEL
BR/BE
LUBRICATION (Continued)
Fig. 148 Lubrication System Circulation
1
2
3
4
5
6
7
-
TO FILTER
FROM FILTER
TO MAIN OIL RIFLE
CLOSED
OPEN
TO COOLER
FROM PUMP
8 - CLOSED
9 - OPEN
10 - TO OIL SUMP
11 - OIL DRAIN
12 - OIL SUPPLY
ENGINE 5.9L DIESEL
BR/BE
LUBRICATION (Continued)
Fig. 149 Lubrication System Circulation—Cont’d
9 - 177
9 - 178
ENGINE 5.9L DIESEL
BR/BE
LUBRICATION (Continued)
1
2
3
4
5
6
7
8
-
9 - TO PISTON COOLING NOZZLE
10 - FROM OIL COOLER
11 - CRANKSHAFT MAIN JOURNAL
12 - ROD JOURNAL
13 - TO ROD BEARING
14 - MAIN OIL RIFLE
ROCKER ARM
ROCKER SHAFT
PEDESTAL
FROM MAIN OIL RIFLE
TO VALVE TRAIN
MAIN OIL RIFLE
FROM MAIN OIL RIFLE
TO CAMSHAFT
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE
(1) Remove the engine oil pressure sensor and
install Oil Pressure Line and Gauge Tool C-3292 with
a suitable adapter.
(2) Start engine and warm to operating temperature.
(3) Record engine oil pressure and compare with
engine oil pressure chart.
CAUTION: If engine oil pressure is zero at idle, DO
NOT RUN THE ENGINE.
Engine Oil Pressure (MIN)
At Idle
103.4 kPa (15 psi)
At 2000 rpm
310.2 kPa (45 psi)
If minimum engine oil pressure is below these
ranges, (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).
(4) Remove oil pressure gauge and install the oil
pressure sensor. Tighten the sensor to 16 N·m (144
in. lbs.) torque.
OIL
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL LEVEL
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.
To ensure proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
The acceptable oil level is in the SAFE RANGE on
the engine oil dipstick (Fig. 150).
Unless the engine has exhibited loss of oil pressure, run the engine for about five minutes before
checking oil level. Checking engine oil level of a cold
engine is not accurate.
(1) Position vehicle on level surface.
Fig. 150 Oil Level Indicator (Dipstick)
1 - ADD OIL MARK
2 - O-RING
3 - SAFE RANGE
(2) With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.
(4) Replace dipstick and verify it is seated in the
tube.
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the SAFE RANGE
area on the dipstick.
(7) Replace dipstick
STANDARD PROCEDURE - ENGINE OIL
SERVICE
WARNING:
INJURY.
HOT
OIL CAN
CAUSE
PERSONAL
NOTE: Change engine oil and filter at intervals
specified in the owner’s manual.
(1) Operate the engine until the water temperature reaches 60°C (140°F). Shut the engine off.
(2) Use a container that can hold at least 14 liters
(15 quarts) to hold the used oil. Remove the oil drain
plug and drain the used engine oil into the container.
ENGINE 5.9L DIESEL
BR/BE
9 - 179
OIL (Continued)
(3) Always check the condition of the used oil. This
can give you an indication of engine problems that
might exist.
• Thin, black oil indicates fuel dilution.
• Milky discoloration indicates coolant dilution.
(4) Clean the area around the oil filter head.
Remove the filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - REMOVAL).
(5) Install new oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - INSTALLATION).
(6) Clean the drain plug and the sealing surface of
the pan. Check the condition of the threads and sealing surface on the oil pan and drain plug.
(7) Install the drain plug. Tighten the plug to 50
N·m (37 ft. lbs.) torque.
(8) Use only High-Quality Multi-Viscosity lubricating oil in the Cummins Turbo Diesel engine. Choose
the correct oil for the operating conditions (Refer to
LUBRICATION & MAINTENANCE/FLUID TYPES DESCRIPTION).
(9) Fill the engine with the correct grade of new oil
(Refer to LUBRICATION & MAINTENANCE/FLUID
CAPACITIES - SPECIFICATIONS).
(10) Start the engine and operate it at idle for several minutes. Check for leaks at the filter and drain
plug.
(11) Stop engine. Wait several minutes to allow the
oil to drain back to the pan and check the level
again.
USED ENGINE OIL DISPOSAL Care should be
exercised when disposing of used engine oil after
it has been drained from a vehicle’s engine.
OIL COOLER & LINES
CLEANING AND INSPECTION
Clean the sealing surfaces.
Apply 483 kPa (70 psi) air pressure to the element
to check for leaks. If the element leaks, replace the
element.
OIL FILTER
REMOVAL
(1) Clean the area around the oil filter head.
Remove the filter using a 90-95 mm filter wrench.
(2) Clean the gasket surface of the filter head. The
filter canister O-Ring seal can stick on the filter
head. Make sure it is removed.
INSTALLATION
(1) Fill the oil filter element with clean oil before
installation. Use the same type oil that will be used
in the engine.
(2) Apply a light film of lubricating oil to the sealing surface before installing the filter.
CAUTION: Mechanical over-tightening may distort
the threads or damage the filter element seal.
(3) Install the filter until it contacts the sealing
surface of the oil filter adapter. Tighten filter an
additional ½ turn.
OIL PAN
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Remove transmission and transfer case (if
equipped).
(4) Remove flywheel.
(5) Disconnect starter cables from starter motor.
(6) Remove starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
and transmission adapter plate assembly.
WARNING:
INJURY.
HOT
OIL CAN
CAUSE
PERSONAL
(7) Drain the engine oil (Refer to 9 - ENGINE/LUBRICATION/OIL - STANDARD PROCEDURE).
(8) Install the oil pan drain plug with a new sealing washer and tighten to 60 N·m (44 ft. lbs.) torque.
(9) Remove oil pan bolts, break the pan to block
seal, and lower pan slightly and remove oil suction
tube fasteners.
(10) Remove oil pan and suction tube (Fig. 151).
CLEANING
Remove all gasket material from the oil pan and
cylinder block sealing surfaces. Extra effort may be
required around T-joint areas. Clean oil pan and
flush suction tube with a suitable solvent.
INSPECTION
Inspect the oil pan, suction tube, and tube braces
for cracks and damage. Replace any defective component. Inspect the oil drain plug and drain hole
threads. Inspect the oil pan sealing surface for
straightness. Repair any minor imperfections with a
ball-peen hammer. Do not attempt to repair an oil
pan by welding.
9 - 180
ENGINE 5.9L DIESEL
BR/BE
OIL PAN (Continued)
OIL PRESSURE RELIEF VALVE
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove the threaded plug, spring and plunger
(Fig. 152). Insert a finger or a seal pick to lift the
plunger from the bore.
NOTE: If the plunger is stuck in the bore, it will be
necessary to remove the filter head.
Fig. 151 Oil Pan, Suction Tube and Gasket
1 - GASKET
2 - SUCTION TUBE
3 - OIL PAN
INSTALLATION
(1) Fill the T-joint between the pan rail/gear housing and pan rail/rear seal retainer with sealant. Use
Mopart Silicone Rubber Adhesive Sealant or equivalent.
(2) Apply a film of Mopart Silicone Rubber Adhesive Sealant or equivalent to the oil pan gasket.
Apply sealant only to the side that faces the oil pan.
(3) Place suction tube in oil pan and guide them
into place (Fig. 151). Using a new tube to oil pump
gasket, install and tighten the suction tube bolts by
hand. Starting with the oil pump inlet bolts, tighten
the bolts to 24 N·m (18 ft. lbs.) torque. Tighten the
remaining tube brace bolts to 24 N·m (18 ft. lbs.)
torque.
(4) Starting in the center and working outward,
tighten the oil pan bolts to 24 N·m (18 ft. lbs.)
torque.
(5) Install the flywheel housing assembly with the
starter motor attached and tighten bolts to 60 N·m
(44 ft. lbs.) torque.
(6) Connect starter motor cables.
(7) Install transmission and transfer case (if
equipped).
(8) Lower vehicle.
(9) Install battery negative cables.
(10) Fill the crankcase with new engine oil.
(11) Start engine and check for leaks. Stop engine,
check oil level, and adjust, if necessary.
Fig. 152 Oil Pressure Regulator
1
2
3
4
5
-
OIL FILTER
PLUG
GASKET
SPRING
VALVE
CLEANING
(1) Clean the regulator spring and plunger with a
suitable solvent and blow dry with compressed air. If
the plunger bore requires cleaning, it is necessary to
remove the oil filter head to avoid getting debris into
the engine.
INSPECTION
Inspect the plunger and plunger bore for cracks
and excessive wear. Polished surfaces are acceptable.
Verify that the plunger moves freely in the bore.
Check the spring for height and load limitations
(Fig. 153) . Replace the spring if out of limits shown
in the figure.
INSTALLATION
(1) Install the plunger, spring, and plug as shown
in (Fig. 152). Tighten the plug to 80 N·m (60 ft. lbs.)
torque.
(2) Connect the battery negative cables.
(3) Start the engine and verify that it has oil pressure.
ENGINE 5.9L DIESEL
BR/BE
9 - 181
OIL PRESSURE RELIEF VALVE (Continued)
(3) Connect the battery negative cables.
(4) Start engine and check for oil leaks at the sensor.
Fig. 153 Oil Pressure Regulator Spring Check
OIL PRESSURE SENSOR/
SWITCH
REMOVAL
(1) Disconnect the battery negative cables.
(2) Disconnect the oil pressure sensor connector
(Fig. 154).
(3) Using a suitable socket, remove the oil pressure sensor from the block (counter-clockwise).
Fig. 155 Oil Pressure Sensor and
1 - ENGINE OIL PRESSURE SENSOR
2 - O-RING
OIL PUMP
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove fan/drive assembly (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(3) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(4) Remove the fan support/hub assembly.
(5) Remove crankshaft damper (Fig. 156) (Refer to
9
ENGINE/ENGINE
BLOCK/VIBRATION
DAMPER - REMOVAL).
(6) Remove the gear housing cover (Fig. 157)
(Refer to 9 - ENGINE/VALVE TIMING/GEAR HOUSING COVER - REMOVAL).
(7) Remove the four mounting bolts and pull the
pump from the bore in the cylinder block (Fig. 158).
Fig. 154 Oil Pressure Sensor Location
1 - ENGINE OIL PRESSURE SENSOR
2 - ELECTRIAL CONNECTOR
3 - ECM
CLEANING
Clean all parts in solvent and dry with compressed
air. Clean the old sealer residue from the back of the
gear housing cover and front of the gear housing.
INSTALLATION
INSPECTION
(1) If the sensor is not being replaced, inspect the
o-ring (Fig. 155) and replace if necessary.
(2) Install the oil pressure sensor and tighten to 16
N·m (144 in. lbs.) torque.
Disassemble and inspect the oil pump as follows:
(1) Visually inspect the lube pump gears for chips,
cracks or excessive wear.
9 - 182
ENGINE 5.9L DIESEL
BR/BE
OIL PUMP (Continued)
Fig. 156 Crankshaft Damper Removal/Installation
1 - DAMPER
2 - BOLT
Fig. 158 Oil Pump Removal/Installation
1 - OIL PUMP
2 - BOLT (4)
(8) Measure the clearance of the gerotor planetary
to the body bore (Fig. 162). Maximum clearance is
0.381 mm (0.015 inch). If the oil pump is out of limits, replace the pump.
(9) Measure the gears backlash (Fig. 163). The
limits of a used pump is 0.075- 0.85 mm (0.02960.0335 inch). If the backlash is out of limits, replace
the oil pump.
(10) Install the back plate.
Fig. 157 Gear Housing and Cover
1 - GEAR HOUSING
2 - GEAR HOUSING COVER
(2) Remove the back plate (Fig. 159).
(3) Mark TOP on the gerotor planetary using a felt
tip pen (Fig. 159).
(4) Remove the gerotor planetary (Fig. 159).
Inspect for excessive wear or damage. Inspect the
pump housing and gerotor drive for damaged and
excessive wear.
(5) Install the gerotor planetary in the original
position. The chamfer must be on the O.D. and down.
(6) Measure the tip clearance (Fig. 160). Maximum
clearance is 0.1778 mm (0.007 inch). If the oil pump
is out of limits, replace the pump.
(7) Measure the clearance of the gerotor drive/
gerotor planetary to port plate (Fig. 161). Maximum
clearance is 0.127 mm (0.005 inch). If the oil pump is
out of limits, replace the pump.
Fig. 159 Gerotor Planetary and Gerotor
1 - OIL PUMP BACK PLATE
2 - GEROTOR
3 - GEROTOR PLANETARY
INSTALLATION
(1) Lubricate the pump with clean engine oil. Filling the pump with clean engine oil during installation will help to prime the pump at engine start up.
(2) Verify the idler gear pin is installed in the
locating bore in the cylinder block.
ENGINE 5.9L DIESEL
BR/BE
9 - 183
OIL PUMP (Continued)
Fig. 163 Measure Gear Backlash
Fig. 160 Measuring Tip Clearance
1 - FEELER GAUGE
1
2
3
4
-
OIL PUMP DRIVE GEAR
IDLER GEAR
BACKLASH
BACKLASH
Fig. 161 Measuring Gerotor to Port Plate Clearance
1 - PORT PLATE
2 - GEROTOR
Fig. 164 Oil Pump Mounting Bolt Torque Sequence
(5) Measure the idler gear to pump drive gear
backlash and the idler gear to crankshaft gear backlash (Fig. 165). The backlash should be 0.75- 0.85
mm (0.0296-0.0335 inch). If the backlash is out of
limits, replace the oil pump.
(6) If the adjoining gear moves when you measure
the backlash, the reading will be incorrect.
Fig. 162 Measuring Gerotor Planetary to Body Bore
Clearance
1 - BODY BORE
2 - GEROTOR PLANETARY
(3) Install the pump (Fig. 158). Tighten the oil
pump mounting bolts in two steps, in the sequence
shown in (Fig. 164).
• Step 1—Tighten to 5 N·m (44 in. lbs.) torque.
• Step 2—Tighten to 24 N·m (18 ft. lbs.) torque.
(4) The back plate on the pump seats against the
bottom of the bore in the cylinder block. When the
pump is correctly installed, the flange on the pump
will not touch the cylinder block.
Fig. 165 Idler Gear to Pump Drive Gear and
Crankshaft Gear Backlash
9 - 184
ENGINE 5.9L DIESEL
BR/BE
OIL PUMP (Continued)
(7) Apply a bead of Mopart Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover
sealing surface.
(8) Install the gear housing cover (Refer to 9 ENGINE/VALVE TIMING/GEAR HOUSING COVER
- INSTALLATION).
(9) Install the vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(10) Install the fan support/hub assembly and
torque bolts to 24 N·m (18 ft. lbs.).
(11) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(12) Install the cooling fan (Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - INSTALLATION).
(13) Connect battery negative cables.
(14) Start engine and check for oil leaks.
INTAKE MANIFOLD
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove the charge air cooler outlet tube from
the air inlet housing (Fig. 166).
(3) Remove the engine oil dipstick tube mounting
bolt (Fig. 166). Position dipstick tube to the side.
(4) Disconnect the air grid heater power cables at
the cable mounting studs (Fig. 167).
(5) Remove the four (4) air inlet housing mounting
bolts (Fig. 167) and remove the housing from top of
the heater elements.
(6) Remove the intake air grid heater from the
manifold (Fig. 168).
(7) Remove the high pressure fuel lines.(Refer to
14 - FUEL SYSTEM/FUEL DELIVERY/FUEL LINES
- REMOVAL).
(8) Remove the remaining intake manifold coverto-cylinder head bolts.
(9) Remove the intake manifold cover and gasket.
Keep the gasket material and any other material out
of the air intake.
(10) Clean the intake manifold cover and cylinder
head sealing surface.
CLEANING
Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
The plenum pan rail must be clean and dry (free of
all foreign material).
INSPECTION
Inspect manifold for cracks.
Fig. 166 Charge Air Cooler Air Tube
1
2
3
4
5
6
7
8
9
- FRONT WIRING CLIP
- GROUND CABLE
- TUBE BOLT
- ENGINE OIL DIPSTICK TUBE
- CLAMPS
- AIR TUBE (INT. MAN.-TO-INTERCOOLER)
- RUBBER HOSE
- AIR INTAKE HOUSING
- CABLE BRACKET HOUSING
Inspect mating surfaces of manifold for flatness
with a straightedge.
INSTALLATION
(1) Using a new gasket, install the intake manifold
cover.
(2) Install the cover-to-cylinder head bolts that do
not hold down the high pressure fuel line support
brackets. Tighten the bolts to 24 N·m (18 ft. lbs.)
torque.
(3) Install the high pressure fuel lines (Refer to 14
- FUEL SYSTEM/FUEL DELIVERY/FUEL LINES INSTALLATION).
(4) Install the high pressure fuel line support
bracket-to-intake manifold cover bolts and tighten to
24 N·m (18 ft. lbs.) torque.
(5) Using two (2) new gaskets, install the intake
air grid heater and air inlet housing (Fig. 167). Position the ground cable and install and tighten the
bolts to 24 N·m (18 ft. lbs.) torque.
(6) Install and tighten the air intake heater power
supply nuts to 14 N·m (120 in. lbs.) torque.
(7) Install the engine oil dipstick tube and mounting bolt (Fig. 166).
ENGINE 5.9L DIESEL
BR/BE
9 - 185
INTAKE MANIFOLD (Continued)
(9) Perform the fuel system air bleed procedure
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY STANDARD PROCEDURE).
(10) Connect the battery negative cables.
EXHAUST MANIFOLD
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Disconnect the exhaust pipe from the turbocharger elbow (Fig. 169) .
(4) Lower vehicle.
(5) Disconnect the turbocharger air inlet hose (Fig.
170) .
(6) Disconnect the turbocharger oil supply line and
the oil drain tube from the turbocharger (Fig. 171) .
Fig. 167 Air Inlet Housing
1
2
3
4
5
- GROUND STRAP
- AIR INTAKE HOUSING
- HEATER POWER CABLE MOUNTING STUDS
- FUEL LINE BRACKET BOLT
- HOUSING BOLTS (4)
Fig. 169 Exhaust Pipe
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
Fig. 168 Intake Air Grid Heater
1
2
3
4
- AIR HEATER ELEMENTS
- LOWER GASKET
- BLOCK
- UPPER GASKET
(8) Position the charge air cooler outlet tube onto
the air inlet housing (Fig. 166). Tighten the clamps
to 8 N·m (72 in. lbs.) torque.
(7) Disconnect the charge air cooler inlet pipe from
the turbocharger (Fig. 171) .
(8) Remove the turbocharger and gasket from the
exhaust manifold.
(9) Remove the cab heater return pipe nut from
the exhaust manifold stud. Position the tube out of
the way.
(10) Remove the exhaust manifold-to-cylinder head
bolts and spacers (Fig. 172) .
(11) Remove the exhaust manifold and gaskets
(Fig. 172) .
CLEANING
Clean the cylinder head and exhaust manifold sealing surfaces with a suitable scraper. Use a ScotchBrite™ pad or equivalent.
9 - 186
ENGINE 5.9L DIESEL
BR/BE
EXHAUST MANIFOLD (Continued)
Fig. 170 Turbocharger Air Inlet Hose
1
2
3
4
5
6
7
8
- AIR FILTER HOUSING COVER
- TURBOCHARGER
- AIR INLET TUBE
- HOSE CLAMP
- HINGE TABS
- FILTER MINDER
- CLIPS (4)
- TUBE ALIGNMENT NOTCHES
Fig. 172 Exhaust Manifold and Gaskets
INSPECTION
Inspect the exhaust manifold for cracks. Measure
the exhaust manifold for flatness. Place a ruler over
all of the exhaust ports and insert a feeler gauge
between the port flange and the ruler.
INSTALLATION
Fig. 171 Oil Supply Line and Charge Air Cooler Inlet
Duct
1
2
3
4
5
- EXHAUST PIPE
- TURBOCHARGER
- AIR INLET TUBE
- INTERCOOLER INLET DUCT
- WASTE GATE ACTUATOR
(1) Using new gaskets, install the exhaust manifold and gaskets. Install the bolts and spacers and
tighten the bolts in the sequence shown in (Fig. 172)
to 43 N·m (32 ft. lbs.) torque.
(2) Install the cab heater return hose to the manifold bolt stud. Tighten the nut to 24 N·m (18 ft. lbs.)
torque.
(3) Install the turbocharger. Apply anti-seize to the
studs and then tighten the turbocharger mounting
nuts to 32 N·m (24 ft. lbs.) torque.
(4) Install the oil drain tube and oil supply line to
the turbocharger. Tighten the drain tube bolts to 24
N·m (18 ft. lbs.) torque.
(5) Pre-lube the turbocharger. Pour 50 to 60 cc
(2 to 3 oz.) clean engine oil in the oil supply line fitting. Rotate the turbocharger impeller by hand to
distrubute the oil thoroughly.
(6) Install and tighten the oil supply line fitting
nut to 20 N·m (133 in. lbs.) torque.
ENGINE 5.9L DIESEL
BR/BE
9 - 187
EXHAUST MANIFOLD (Continued)
(7) Position the charge air cooler inlet pipe to the
turbocharger. With the clamp in position, tighten the
clamp nut to 8 N·m (72 in. lbs.) torque.
(8) Position the air inlet hose to the turbocharger
(Fig. 170). Tighten the clamp to 8 N·m (72 in. lbs.)
torque.
(9) Raise vehicle on hoist.
(10) Connect the exhaust pipe to the turbocharger
(Fig. 169) and tighten the bolts to 34 N·m (25 ft. lbs.)
torque.
(11) Lower the vehicle.
(12) Connect the battery negative cables.
(13) Start the engine to check for leaks.
VALVE TIMING
STANDARD PROCEDURE - TIMING
VERIFICATION
(1) Remove the cylinder head cover.
(2) Remove fuel injector from cylinder number 1.
(3) Remove the crankcase breather from the gear
housing cover.
(4) Using Special Tool 7471B rotate the engine
until the timing mark on the fuel pump gear is
aligned with the TDC mark on the gear housing
cover.
(5) Using a 8 in.x 1/4 in. dowel rod inserted into
cylinder number 1, rock the crankshaft back and
forth to verify piston number 1 is at TDC.
(6) With piston number 1 at TDC the timing mark
on the fuel pump gear should be aligned with the
TDC mark on the gear housing cover. If marks do not
line up, remove the gear housing cover.
(7) With cylinder number still at TDC, inspect the
keyway on the crankshaft gear for proper alignment
(12 o’clock position).
(8) If the keyway is not at 12 o’clock position
replace the crankshaft gear assembly.
(9) If the keyway is at 12 o’clock position, verify
timing mark alignment between the camshaft gear,
crankshaft gear and the fuel pump gear, if not
aligned inspect keyway on camshaft gear.
(10) Inspect keyway on camshaft gear for proper
alignment with the key in the camshaft, if alignment
is off replace the camshaft/gear assembly.
(11) If timing marks alignment is off and no damage is found at either the crankshaft or camshaft
gear keyways, realign timing marks as necessary.
GEAR HOUSING
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Partially drain engine coolant into container
suitable for re-use (Refer to 7 - COOLING - STANDARD PROCEDURE).
(4) Lower vehicle.
(5) Remove radiator upper hose.
(6) Disconnect coolant recovery bottle hose from
radiator filler neck and lift bottle off of fan shroud.
(7) Disconnect windshield washer pump supply
hose and electrical connections and lift washer bottle
off of fan shroud.
(8) Remove the fan shroud-to-radiator mounting
bolts.
(9) Remove viscous fan/drive assembly (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(10) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(11) Remove the cooling fan support/hub from the
front of the engine (Fig. 173).
(12) Raise the vehicle on hoist.
(13) Remove the crankshaft damper (Fig. 174)
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL).
(14) Lower the vehicle.
(15) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing (Fig.
175), taking care not to mar the gasket surfaces.
Fig. 173 Fan Support/Hub Assembly - Removal/
Installation
1 - FAN SUPPORT/HUB
2 - FAN PULLEY
(16) Remove the fuel injection pump (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION PUMP - REMOVAL).
(17) Disconnect the camshaft position sensor connector.
9 - 188
ENGINE 5.9L DIESEL
BR/BE
GEAR HOUSING (Continued)
Fig. 174 Crankshaft Damper - Removal/Installation
1 - DAMPER
2 - BOLT
Fig. 176 Gear Housing and Gasket
1
2
3
4
-
DOWEL
GASKET
BOLT
GEAR HOUSING
INSTALLATION
Fig. 175 Gear Housing and Cover
1 - GEAR HOUSING
2 - GEAR HOUSING COVER
(18) Remove the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).
(19) Remove the six front oil pan fasteners.
(20) Remove the gear housing fasteners.
NOTE: Use care when removing the gear housing,
to avoid damage to the oil pan gasket, as the gasket will be reused if it is not damaged.
(21) Slide a feeler gauge between the gear housing
and oil pan gasket, to break the gasket seal.
(22) Remove the gear housing and gasket (Fig.
176).
(23) Clean the gasket material from the cylinder
block and gear housing.
(1) Inspect the oil pan gasket, if the gasket can be
reused, coat both sides with a film of Mopart Silicone
Rubber Adhesive Sealant.
(2) If the gasket is torn, it can be repaired. Cut the
old gasket off even with the front of the cylinder
block.
(3) Using the old gasket as a pattern, cut the front
section of a new gasket to the same size.
(4) Clean the sealing surfaces and coat the new
gasket on both sides with a film of Mopart Silicone
Rubber Adhesive Sealant.
(5) Mark and trim 1.59mm (1/16 in.) off of the bottom of the new gear housing gasket. Only trim the
part of the gasket that meets the oil pan.
NOTE: When properly trimmed, the gear housing
gasket should be even with the oil pan gasket when
installed.
(6) Install the new gear housing gasket on the
alignment dowels
NOTE: (M8×1.25×50) guide pins can be used to
assist in aligning the gasket and gear housing. Be
sure to remove the guide pins after alignment.
(7) Carefully install the gear housing, making sure
both gaskets stay in place (Fig. 176).
ENGINE 5.9L DIESEL
BR/BE
9 - 189
GEAR HOUSING (Continued)
(8) Install and tighten the gear housing bolts to 24
N·m (18 ft. lbs.) torque.
(9) Install and tighten the oil pan bolts to 24 N·m
(18 ft. lbs.) torque.
(10) Install the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - INSTALLATION). Align the crankshaft,
camshaft, and injection pump gear marks as shown
in (Fig. 177).
Fig. 178 Installing Cover with Seal Pilot
1 - SEAL PILOT
Fig. 177 Camshaft/Crankshaft Gear Alignment
(11) If a new housing is installed, the camshaft
position sensor must be transferred to the new housing.
(12) Connect the camshaft position sensor connector.
(13) Install the injection pump (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION PUMP - INSTALLATION).
(14) Obtain a seal pilot/installation tool from a
crankshaft front seal service kit and install the pilot
into the crankshaft front oil seal.
(15) Apply a bead of Mopart Silicone Rubber
Adhesive Sealant or equivalent to the gear housing
cover. Be sure to surround all through holes.
(16) Using the seal pilot to align the cover (Fig.
178), install the cover to the housing and install the
bolts. Tighten the bolts to 24 N·m (18 ft. lbs.) torque.
(17) Remove the seal pilot.
(18) Raise the vehicle.
(19) Install the crankshaft damper (Fig. 174)
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION).
(20) Lower vehicle.
(21) Install the fan support/hub assembly (Fig.
173) and tighten bolts to 24 N·m (18 ft. lbs.) torque.
(22) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(23) Install the cooling fan and shroud together
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(24) Install the windshield washer reservoir to the
fan shroud and connect the washer pump supply
hose and electrical connection.
(25) Install the coolant recovery bottle to the fan
shroud and connect the hose to the radiator filler
neck.
(26) Install the radiator upper hose and clamps.
(27) Add engine oil.
(28) Add coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
(29) Connect the battery cables.
(30) Start engine and inspect for leaks.
GEAR HOUSING COVER
REMOVAL
(1) Disconnect both battery negative cables.
(2) Raise vehicle on hoist.
(3) Partially drain engine coolant into container
suitable for re-use (Refer to 7 - COOLING - STANDARD PROCEDURE).
(4) Lower vehicle.
(5) Remove radiator upper hose.
(6) Disconnect coolant recovery bottle hose from
radiator filler neck and lift bottle off of fan shroud.
(7) Disconnect windshield washer pump supply
hose and electrical connections and lift washer bottle
off of fan shroud.
9 - 190
ENGINE 5.9L DIESEL
BR/BE
GEAR HOUSING COVER (Continued)
(8) Remove viscous fan/drive assembly (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(9) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(10) Remove the cooling fan support/hub from the
front of the engine (Fig. 179).
(11) Raise the vehicle on hoist.
(12) Remove the crankshaft damper (Fig. 180)
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL).
(13) Lower the vehicle.
(14) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the gasket surfaces.
Fig. 181 Gear Housing and Cover
1 - GEAR HOUSING
2 - GEAR HOUSING COVER
INSTALLATION
(1) Obtain a seal pilot/installation tool from a
crankshaft front seal service kit and install the pilot
into the seal.
(2) Apply a bead of Mopart Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover.
Be sure to surround all through holes.
(3) Using the seal pilot to align the cover (Fig.
182), install the cover to the housing and install the
bolts. Tighten the bolts to 24 N·m (18 ft. lbs.) torque.
Fig. 179 Fan Support/Hub Assembly—Removal/
Installation
1 - FAN SUPPORT/HUB
2 - FAN PULLEY
Fig. 182 Installing Cover with Seal Pilot
1 - SEAL PILOT
Fig. 180 Crankshaft Damper—Removal/Installation
1 - DAMPER
2 - BOLT
(4) Remove the seal pilot.
(5) Raise the vehicle.
(6) Install the crankshaft damper (Fig. 180) (Refer
to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION).
(7) Lower vehicle.
BR/BE
ENGINE 5.9L DIESEL
9 - 191
GEAR HOUSING COVER (Continued)
(8) Install the fan support/hub assy. (Fig. 179) and
tighten bolts to 24 N·m (18 ft. lbs.) torque.
(9) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(10) Install the cooling fan and shroud together
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(11) Install the windshield washer reservoir to the
fan shroud and connect the washer pump supply
hose and electrical connection.
(12) Install the coolant recovery bottle to the fan
shroud and connect the hose to the radiator filler
neck.
(13) Install the radiator upper hose and clamps.
(14) Add coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
(15) Connect the battery cables.
(16) Start engine and inspect for leaks.
EXHAUST SYSTEM
BR/BE
11 - 1
EXHAUST SYSTEM
TABLE OF CONTENTS
page
page
EXHAUST SYSTEM
DESCRIPTION
DESCRIPTION - 5.9/8.0L . . . . . . . . . . . . . . . . . 2
DESCRIPTION—5.9L DIESEL . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - GAS ENGINE . . . 4
DIAGNOSIS AND TESTING - DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
SPECIFICATIONS
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
REMOVAL
.............................5
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
CATALYTIC CONVERTER - 5.9L HD/8.0L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL
.............................6
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
EXHAUST PIPE - 3.9L/5.2L/5.9L
REMOVAL
.............................7
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
EXHAUST PIPE - 5.9L HD/8.0L
REMOVAL
.............................7
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
EXHAUST PIPE - 5.9L DIESEL
REMOVAL
.............................9
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
HEAT SHIELDS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
MUFFLER - 3.9L/5.2L/5.9L/8.0L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
MUFFLER - 5.9L DIESEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
TAILPIPE - 3.9L/5.2L/5.9L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
TAILPIPE - 5.9L HD/8.0L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
TAILPIPE - 5.9L DIESEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
RESONATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
TURBOCHARGER SYSTEM
DIAGNOSIS AND TESTING TURBOCHARGER BOOST PRESSURE . . . . . 13
TURBOCHARGER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17
CHARGE AIR COOLER AND PLUMBING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DIAGNOSIS AND TESTING - CHARGE AIR
COOLER SYSTEM - LEAKS . . . . . . . . . . . . . . 18
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 19
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
11 - 2
EXHAUST SYSTEM
EXHAUST SYSTEM
DESCRIPTION
DESCRIPTION - 5.9/8.0L
CAUTION: Avoid application of rust prevention compounds or undercoating materials to exhaust system floor pan exhaust heat shields. Light overspray
near the edges is permitted. Application of coating
will result in excessive floor pan temperatures and
objectionable fumes.
BR/BE
The federal gasoline engine exhaust system (Fig. 1)
consists of engine exhaust manifolds, exhaust pipes,
catalytic converter(s), extension pipe (if needed),
exhaust heat shields, muffler and exhaust tailpipe.
The California emission vehicles exhaust system
also contains the above components as well as mini
catalytic converters added to the exhaust pipe (Fig.
2).
The exhaust system must be properly aligned to
prevent stress, leakage and body contact. Minimum
clearance between any exhaust component and the
body or frame is 25.4 mm (1.0 in.). If the system contacts any body panel, it may amplify objectionable
noises from the engine or body.
Fig. 1 Exhaust System Gasoline Engines—Federal Emissions (Typical)
1 - CATALYTIC CONVERTER
2 - TAILPIPE
3 - MUFFLER
4 - CATALYTIC CONVERTERS
5 - AIR INDUCTION LINES
6 - EXHAUST PIPE
BR/BE
EXHAUST SYSTEM
11 - 3
EXHAUST SYSTEM (Continued)
DESCRIPTION—5.9L DIESEL
CAUTION: Avoid application of rust prevention compounds or undercoating materials to exhaust system floor pan exhaust heat shields. Light overspray
near the edges is permitted. Application of coating
will result in excessive floor pan temperatures and
objectionable fumes.
The diesel engine exhaust system consists of an
engine exhaust manifold, turbocharger, exhaust pipe,
resonator, extension pipe (if needed), muffler and
exhaust tailpipe.
The exhaust system must be properly aligned to
prevent stress, leakage and body contact. The
exhaust components should be kept a minimum of
25.4 mm (1.0 in.) away from the body and frame. If
the system contacts any body panel, it may amplify
objectionable noises from the engine or body.
Fig. 2 Catalytic Converter with Pipes and Mini
Catalytic Converters
1
2
3
4
5
6
-
BOLT
RETAINER
EXHAUST MANIFOLD
NUT
MINI CATALYTIC CONVERTER
CATALYTIC CONVERTER WITH PIPES
11 - 4
EXHAUST SYSTEM
BR/BE
EXHAUST SYSTEM (Continued)
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - GAS ENGINE
EXHAUST SYSTEM DIAGNOSIS CHART
CONDITION
EXCESSIVE EXHAUST
NOISE OR LEAKING
EXHAUST GASES
POSSIBLE CAUSE
CORRECTION
1. Leaks at pipe joints.
1. Tighten clamps/bolts at leaking joints.
2. Rusted or blown out muffler.
2. Replace muffler. Inspect exhaust
system.
3. Broken or rusted out exhaust pipe.
3. Replace exhaust pipe.
4. Exhaust pipe leaking at manifold
flange.
4. Tighten/replace flange attaching
nuts/bolts.
5. Exhaust manifold cracked or broken.
5. Replace exhaust manifold.
6. Leak between exhaust manifold and
cylinder head.
6. Tighten exhaust manifold to cylinder
head bolts.
7. Catalytic converter rusted or blown
out.
7. Replace catalytic converter assy.
8. Restriction in exhaust system.
8. Remove restriction, if possible.
Replace restricted part if necessary.
caution:
When servicing and replacing exhaust system components, disconnect the oxygen sensor connector(s). Allowing
the exhaust to hang by the oxygen sensor wires will damage the harness and/or sensor.
DIAGNOSIS AND TESTING - DIESEL ENGINE
EXHAUST SYSTEM DIAGNOSIS CHART
CONDITION
EXCESSIVE EXHAUST
NOISE OR LEAKING
EXHAUST GASES
POSSIBLE CAUSE
CORRECTION
1. Leaks at pipe joints.
1. Tighten clamps/bolts at leaking joints.
2. Rusted or blown out muffler.
2. Replace muffler. Inspect exhaust
system.
3. Broken or rusted out exhaust pipe.
3. Replace exhaust pipe.
4. Exhaust pipe leaking at manifold
flange.
4. Tighten/replace flange attaching
nuts/bolts.
5. Exhaust manifold cracked or broken.
5. Replace exhaust manifold.
6. Leak between exhaust manifold and
cylinder head.
6. Tighten exhaust manifold to cylinder
head bolts.
7. Turbocharger mounting flange
cracked.
7. Remove turbocharger and inspect.
(Refer to 11 - EXHAUST SYSTEM/
TURBOCHARGER SYSTEM/
TURBOCHARGER - REMOVAL).
8. Restriction in exhaust system.
8. Remove restriction, if possible.
Replace restricted part if necessary.
EXHAUST SYSTEM
BR/BE
11 - 5
EXHAUST SYSTEM (Continued)
CATALYTIC CONVERTER 3.9L/5.2L/5.9L
SPECIFICATIONS
TORQUE
DESCRIPTION
DESCRIPTION
N·m
Ft.
In.
Lbs.
Lbs.
Adjusting Strap—Bolt
23
—
200
Air Heater Power Supply—
Nuts
14
—
124
Air Inlet Housing—Bolts
24
18
—
Cab Heater Supply/Return
Line—Nuts
24
18
—
Exhaust Clamp—Nuts
48
35
—
43
32
—
31
23
—
22
—
195
Exhaust Pipe to Manifold—
Bolts
31
23
—
Generator Mounting—Bolts
41
30
—
Charge Air Cooler
Mounting—Bolts
2
—
17
Charge Air Cooler Duct—
Nuts
8
—
72
Exhaust Manifold to Cylinder
Head—Bolts
(Diesel Engine)
The stainless steel catalytic converter is located
under the vehicle, integral to the exhaust pipe(s).
OPERATION
The catalytic converter captures and burns any
unburned fuel mixture exiting the combustion chambers during the exhaust stroke of the engine. This
process aids in reducing emissions output.
REMOVAL
(1) Raise and support vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove clamps and nuts (Fig. 3) (Fig. 4).
Exhaust Manifold to Cylinder
Head—Bolts
(5.9L)
Exhaust Manifold to Cylinder
Head—Bolts
(8.0L)
Heat Shield—Nuts and Bolts
11
—
100
Turbocharger Mounting—
Nuts
32
24
—
Turbocharger Oil Drain
Tube—Bolts
24
18
—
Turbocharger Oil Supply
Line—Fitting
15
—
133
Turbocharger V-Band
Clamp—Nut
9
—
75
Fig. 3 Catalytic Converter and Exhaust Pipe 3.9L,
5.2L and 5.9L Light Duty ( Federal )
1
2
3
4
-
BOLT
EXHAUST PIPE W/CONVERTER
NUT
RETAINER
(4) Remove the catalytic converter.
11 - 6
EXHAUST SYSTEM
BR/BE
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L (Continued)
CATALYTIC CONVERTER - 5.9L
HD/8.0L
DESCRIPTION
The stainless steel catalytic converter is located
under the vehicle, attached to the exhaust pipe(s).
OPERATION
The catalytic converter captures and burns any
unburned fuel mixture exiting the combustion chambers during the exhaust stroke of the engine. This
process aids in reducing emissions output.
REMOVAL
(1) Raise and support vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove clamps and nuts (Fig. 5) (Fig. 6).
Fig. 4 Catalytic Converter and Exhaust Pipe 3.9L,
5.2L and 5.9L Light Duty ( California )
1
2
3
4
5
6
-
BOLT
RETAINER
EXHAUST MANIFOLD
NUT
MINI CATALYTIC CONVERTER
CATALYTIC CONVERTER WITH PIPES
INSPECTION
Look at the stainless steel body of the converter,
inspect for bulging or other distortion that could be a
result of overheating. If the converter has a heat
shield attached make sure it is not bent or loose.
If you suspect internal damage to the catalyst, tapping the bottom of the catalyst with a rubber mallet
may indicate a damaged core.
INSTALLATION
(1) Assemble converter and clamps loosely in
place.
(2) Install the exhaust pipe onto exhaust manifolds, tighten 31 N·m (23 ft. lbs.).
(3) Tighten all clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(4) Lower the vehicle.
(5) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
exhaust system components and body/frame parts.
Adjust the alignment, if needed.
Fig. 5 Catalytic Converter 5.9L Heavy Duty
1
2
3
4
5
6
7
8
-
DOWN PIPE RIGHT
CLAMP
CLAMP
HANGER ASSY. DUAL CLAMP
MUFFLER
EXTENSION PIPE
CATALYTIC CONVERTER
DOWN PIPE LEFT
(4) Remove the catalytic converter.
INSPECTION
Look at the stainless steel body of the converter,
inspect for bulging or other distortion that could be a
result of overheating. If the converter has a heat
shield attached make sure it is not bent or loose.
If you suspect internal damage to the catalyst, tapping the bottom of the catalyst with a rubber mallet
may indicate a damaged core.
EXHAUST SYSTEM
BR/BE
11 - 7
CATALYTIC CONVERTER - 5.9L HD/8.0L (Continued)
Fig. 6 Catalytic Converter 8.0L
1
2
3
4
5
6
-
CLAMPS
CATALYTIC CONVERTERS
MUFFLER
HANGER ASSY. DUAL CLAMP
EXTENSION PIPES
DOWN PIPE
Fig. 7 Exhaust Pipe 3.9L,5.2L, 5.9L Light Duty
1 - EXHAUST PIPE WITH CATALYTIC CONVERTER
2 - CLAMP
3 - MUFFLER
INSTALLATION
(1) Assemble converter and clamps loosely in
place.
(2) Tighten all clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(3) Lower the vehicle.
(4) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
exhaust system components and body/frame parts.
Adjust the alignment, if needed.
(1) Position the exhaust pipe for proper clearance
with the frame and underbody parts. A minimum
clearance of 25.4 mm (1.0 in.) is required.
(2) Position the exhaust pipe to manifold. Install
the bolts, retainers and nuts. Tighten the nuts to 31
N·m (23 ft. lbs.) torque.
(3) Tighten the clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(4) Lower the vehicle.
(5) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.
EXHAUST PIPE - 3.9L/5.2L/
5.9L
EXHAUST PIPE - 5.9L HD/8.0L
INSTALLATION
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove exhaust pipe to manifold bolts, retainers and nuts (Fig. 7).
(4) Remove the clamp nuts (Fig. 7).
(5) Remove the exhaust pipe.
INSPECTION
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with original equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove exhaust pipe to manifold bolts, retainers and nuts (Fig. 8).
(4) Remove the clamp nuts (Fig. 9) (Fig. 10).
(5) Disconnect the exhaust pipe from the support
hangers on the 5.9L (Heavy Duty) and the 8.0L
engines (Fig. 8).
(6) Remove the exhaust pipe.
11 - 8
EXHAUST SYSTEM
BR/BE
EXHAUST PIPE - 5.9L HD/8.0L (Continued)
Fig. 8 Exhaust Pipe 8.0L and 5.9L Heavy Duty
1 - BOLT
2 - RETAINER
3 - NUT
INSPECTION
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with original equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
INSTALLATION
(1) Connect the exhaust pipe support hangers on
the (Fig. 8).
(2) Position the exhaust pipe for proper clearance
with the frame and underbody parts. A minimum
clearance of 25.4 mm (1.0 in.) is required.
4 - DOWN PIPE
5 - DOWN PIPE
(3) Position the exhaust pipe to manifold. Install
the bolts, retainers and nuts. Tighten the nuts to 31
N·m (23 ft. lbs.) torque.
(4) Tighten the clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(5) Lower the vehicle.
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.
EXHAUST SYSTEM
BR/BE
11 - 9
EXHAUST PIPE - 5.9L HD/8.0L (Continued)
EXHAUST PIPE - 5.9L DIESEL
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise and support the vehicle on a hoist.
(3) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(4) Remove the exhaust pipe-to-extension pipe
clamp. Separate the exhaust pipe and extension pipe.
(5) Remove the exhaust pipe-to-turbocharger elbow
bolts (Fig. 11).
(6) Remove the exhaust pipe from the transmission support (Fig. 11).
Fig. 9 Catalytic Converter and Clamp Location 5.9L
Heavy Duty
1
2
3
4
5
6
7
8
-
DOWN PIPE RIGHT
CLAMP
CLAMP
HANGER ASSY. DUAL CLAMP
MUFFLER
EXTENSION PIPE
CATALYTIC CONVERTER
DOWN PIPE LEFT
Fig. 11 Exhaust Pipe Removal/Installation
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
INSPECTION
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with original equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
Fig. 10 Catalytic Converter and Clamp Location 8.0L
1
2
3
4
5
6
-
CLAMPS
CATALYTIC CONVERTERS
MUFFLER
HANGER ASSY. DUAL CLAMP
EXTENSION PIPES
DOWN PIPE
INSTALLATION
(1) Install the exhaust pipe into the transmission
support and onto the turbocharger flange (Fig. 11).
(2) Install the exhaust pipe-to-turbocharger elbow
bolts and tighten to 31 N·m (23 ft. lbs.) torque.
(3) Install the extension pipe and clamp to the
exhaust pipe using a new clamp and tighten the
clamp nuts to 48 N·m (35 ft. lbs.) torque.
(4) Lower the vehicle.
(5) Connect the battery negative cables.
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required. Adjust the
alignment, if needed.
11 - 10
EXHAUST SYSTEM
BR/BE
HEAT SHIELDS
MUFFLER - 3.9L/5.2L/5.9L/8.0L
DESCRIPTION
REMOVAL
There are two types of heat shields used. One is
stamped steel the other is molded foil sheets. The
shields attach to the vehicle around the exhaust system to prevent heat from the exhaust system from
entering the passenger area and other areas where
the heat can cause damage to other components.
(1)
(2)
cant.
(3)
13).
(4)
(5)
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the nuts or bolts holding the exhaust
heat shield to the floor pan, crossmember or bracket.
(3) Slide the shield out around the exhaust system.
INSTALLATION
(1) Position the exhaust heat shield to the floor
pan, crossmember or bracket and install the nuts or
bolts.
(2) Tighten the nuts and bolts 11 N·m (100 in.
lbs.).
(3) Lower the vehicle.
Raise and support the vehicle.
Saturate the clamp nuts with heat valve lubriAllow 5 minutes for penetration.
Disconnect the muffler hanger (Fig. 12) (Fig.
Remove clamps and nuts (Fig. 12) (Fig. 13).
Remove the muffler.
INSTALLATION
(1) Assemble muffler and clamps loosely to permit
proper alignment of all parts.
(2) Connect the muffler hanger.
(3) Tighten the clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(4) Lower the vehicle.
(5) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
exhaust system components and body/frame parts.
Adjust the alignment, if needed.
Fig. 12 Muffler for 3.9L, 5.2L and 5.9L-Light Duty Engines
1 - TAILPIPE
2 - CLAMP
3 - MUFFLER LIGHT DUTY
EXHAUST SYSTEM
BR/BE
11 - 11
MUFFLER - 3.9L/5.2L/5.9L/8.0L (Continued)
Fig. 14 Muffler Removal/Installation
Fig. 13 Muffler for 5.9L Heavy Duty and 8.0L
1
2
3
4
5
-
HANGER
TAILPIPE
CLAMP
MUFFLER
INSULATOR
1
2
3
4
5
6
7
-
HANGER BRACKETS
ISOLATOR
TAILPIPE
CLAMP
MUFFLER
EXTENSION PIPE
HANGER W/CLAMP
MUFFLER - 5.9L DIESEL
REMOVAL
TAILPIPE - 3.9L/5.2L/5.9L
(1) Disconnect the battery negative cables.
(2) Raise and support the vehicle.
(3) Remove the muffler to tail pipe and extension
pipe clamps (Fig. 14).
(4) Disconnect the muffler from the hanger isolators (Fig. 14).
(5) Disconnect the muffler from the tailpipe.
(6) Disconnect the muffler from the extension pipe
and remove from the vehicle..
(1) Raise and support the vehicle.
(2) Saturate the clamp nuts with heat valve lubricant. Allow 5 minutes for penetration.
(3) Disconnect the exhaust tailpipe support
hanger.
(4) Remove clamps and nuts.
(5) Remove the exhaust tailpipe.
INSTALLATION
INSPECTION
(1) Install the muffler hanger rods into the isolators (Fig. 14).
(2) Install the muffler into the extension pipe.
(3) Install the muffler into the tail pipe.
(4) Install the exhaust clamps, align the exhaust
system, and tighten the exhaust clamps to 48 N·m
(35 ft. lbs.) torque.
(5) Lower the vehicle.
(6) Connect the battery negative cables.
(7) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
exhaust system components and body/frame parts.
Adjust the alignment, if needed.
REMOVAL
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with original equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
INSTALLATION
(1) Loosely assemble exhaust tailpipe to permit
proper alignment of all parts.
(2) Connect the support hangers.
(3) Position the exhaust tailpipe for proper clearance with the underbody parts.
(4) Tighten all clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(5) Lower the vehicle.
11 - 12
EXHAUST SYSTEM
BR/BE
TAILPIPE - 3.9L/5.2L/5.9L (Continued)
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
the exhaust system components and body/frame
parts. Adjust the alignment, if needed.
TAILPIPE - 5.9L HD/8.0L
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the clamp nuts with Mopart Rust
Penetrant. Allow 5 minutes for penetration.
(3) Disconnect the exhaust tailpipe support hangers (Fig. 15).
(4) Remove clamps and nuts.
(5) Remove the exhaust tailpipe.
(4) Tighten all clamp nuts to 48 N·m (35 ft. lbs.)
torque.
(5) Lower the vehicle.
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
the exhaust system components and body/frame
parts. Adjust the alignment, if needed.
TAILPIPE - 5.9L DIESEL
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise and support the vehicle.
(3) Saturate the clamp nuts with heat valve lubricant. Allow 5 minutes for penetration.
(4) Disconnect the exhaust tailpipe support hanger
isolators (Fig. 16).
(5) Remove the muffler-to-tailpipe clamps (Fig. 16).
(6) Remove the tailpipe from the vehicle.
Fig. 15 TAILPIPE 8.0L AND 5.9L HEAVY DUTY
1
2
3
4
5
-
HANGER
TAILPIPE
CLAMP
MUFFLER
INSULATOR
INSPECTION
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with original equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
INSTALLATION
(1) Loosely assemble exhaust tailpipe to permit
proper alignment of all parts (Fig. 15).
(2) Connect the support hangers (Fig. 15).
(3) Position the exhaust tailpipe for proper clearance with the underbody parts.
Fig. 16 Tailpipe Removal/Installation
1
2
3
4
-
HANGER BRACKETS
ISOLATOR
TAILPIPE
MUFFLER
INSPECTION
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with original equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
EXHAUST SYSTEM
BR/BE
11 - 13
TAILPIPE - 5.9L DIESEL (Continued)
INSTALLATION
(1) Install the tailpipe into the muffler.
(2) Install the tailpipe hanger rods into the isolators (Fig. 16).
(3) Install the exhaust clamp, align the exhaust
system, and tighten the clamp 48 N·m (35 ft. lbs.)
torque.
(4) Lower the vehicle.
(5) Connect the battery negative cables.
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.
RESONATOR
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Remove the exhaust clamps from the resonator
to extension pipes (Fig. 17).
(4) Separate the resonator from the front and rear
extension pipes (Fig. 17) and remove the resonator
from the vehicle.
(4) Connect the battery negative cables.
(5) Start the engine and inspect for exhaust leaks.
TURBOCHARGER SYSTEM
DIAGNOSIS AND TESTING - TURBOCHARGER
BOOST PRESSURE
NOTE: This diagnostic procedure is to be used with
the DRBIIIT while test driving the vehicle under normal load and driving conditions.
Low turbocharger boost pressure can cause poor
engine proformance and driveability concerns. The
following procedure will test the turbocharger boost
pressure.
(1) Loosen clamps holding air inlet duct rubber
sleeve to the intake manifold and air inlet duct.
Remove rubber sleeve (Fig. 18).
Fig. 18 INTAKE MANIFOLD TO AIR INLET DUCT
RUBBER SLEEVE
Fig. 17 Resonator Removal/Installation
1
2
3
4
-
EXTENSION PIPE
RESONATOR
EXTENSION PIPE
CLAMP
INSTALLATION
(1) Assemble the resonator to the front and rear
extension pipes (Fig. 17).
(2) Install new exhaust clamps, align the exhaust
system, and tighten the exhaust clamps to 48 N·m
(35 ft. lbs.) torque.
(3) Lower the vehicle.
1
2
3
4
- INTAKE MANIFOLD AIR INLET
- CLAMPS
- AIR INLET DUCT
- AIR INLET DUCT RUBBER SLEEVE
(2) Position Special Tool 8462 onto air inlet duct
and intake manifold. Using the existing clamps
tighten to 8 N·m (72 in. lbs.).
(3) Install the 3447.5 kpa 500 psi (gray) Pressure
Transducer (part of OT-CH8520 Transducer Kit) into
Special Tool 8462.
11 - 14
EXHAUST SYSTEM
BR/BE
TURBOCHARGER SYSTEM (Continued)
(4) Connect the DRBIIIt to the pressure transducer following the instructions supplied with the
DRB IIIt.
(5) Enter DRBIIIt into pressure reading mode and
test drive vehicle.
(6) The turbocharger boost pressure must be
between 110 - 138 kpa (16 - 20 psi.). If pressure readings are lower than 110 kpa (16 psi.) inspect for the
following:
• Restricted air inlet system
• Leak in the charge air cooler system (Refer to 11
- EXHAUST SYSTEM/TURBOCHARGER SYSTEM/
CHARGE AIR COOLER AND PLUMBING - DIAGNOSIS AND TESTING)
• Turbocharger wastegate broken or misadjusted
• Turbocharger damaged (Refer to 11 - EXHAUST
SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION)
TURBOCHARGER
DESCRIPTION
The turbocharger is an exhaust-driven supercharger which increases the pressure and density of
the air entering the engine. With the increase of air
entering the engine, more fuel can be injected into
the cylinders, which creates more power during combustion.
The turbocharger assembly consists of four (4)
major component systems (Fig. 19) (Fig. 20) :
• Turbine section
• Compressor section
• Bearing housing
• Wastegate
Fig. 19 Turbocharger Operation
1
2
3
4
5
6
7
8
-
TURBINE SECTION
EXHAUST GAS
BEARING HOUSING
COMPRESSOR SECTION
INLET AIR
COMPRESSED AIR TO ENGINE
EXHAUST GAS
EXHAUST GAS TO EXHAUST PIPE
OPERATION
Exhaust gas pressure and energy drive the turbine, which in turn drives a centrifugal compressor
that compresses the inlet air, and forces the air into
the engine through the charge air cooler and plumbing. Since heat is a by-product of this compression,
the air must pass through a charge air cooler to cool
the incoming air and maintain power and efficiency.
Increasing air flow to the engine provides:
• Improved engine performance
• Lower exhaust smoke density
• Improved operating economy
• Altitude compensation
• Noise reduction.
The turbocharger also uses a wastegate (Fig. 21) ,
which regulates intake manifold air pressure and
prevents over boosting at high engine speeds. When
the wastegate valve is closed, all of the exhaust gases
flow through the turbine wheel. As the intake manifold pressure increases, the wastegate actuator opens
Fig. 20 Turbocharger Wastegate Actuator
1 - TURBOCHARGER
2 - DIAPHRAGM
3 - WASTE GATE ACTUATOR
the valve, diverting some of the exhaust gases away
from the turbine wheel. This limits turbine shaft
speed and air output from the impeller.
EXHAUST SYSTEM
BR/BE
11 - 15
TURBOCHARGER (Continued)
Fig. 22 Turbocharger Oil Supply and Drain
1 - BEARINGS
2 - OIL SUPPLY (FROM FILTER HEAD)
3 - OIL RETURN (TO SUMP)
Fig. 21 Wastegate Operation
1 - SIGNAL LINE
2 - EXHAUST BYPASS VALVE
3 - WASTEGATE
4 - EXHAUST
5 - TURBINE
6 - EXHAUST BYPASS VALVE
7 - WASTEGATE
8 - EXHAUST
9 - TURBINE
10 - SIGNAL LINE
The turbocharger is lubricated by engine oil that is
pressurized, cooled, and filtered. The oil is delivered
to the turbocharger by a supply line that is tapped
into the oil filter head. The oil travels into the bearing housing, where it lubricates the shaft and bearings (Fig. 22). A return pipe at the bottom of the
bearing housing, routes the engine oil back to the
crankcase.
The most common turbocharger failure is bearing
failure related to repeated hot shutdowns with inadequate “cool-down” periods. A sudden engine shut
down after prolonged operation will result in the
transfer of heat from the turbine section of the turbocharger to the bearing housing. This causes the oil
to overheat and break down, which causes bearing
and shaft damage the next time the vehicle is
started.
Letting the engine idle after extended operation
allows the turbine housing to cool to normal operating temperature. The following chart should be used
as a guide in determining the amount of engine idle
time required to sufficiently cool down the turbocharger before shut down, depending upon the type
of driving and the amount of cargo.
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Disconnect the exhaust pipe from the turbocharger elbow (Fig. 23).
(4) Lower vehicle.
(5) Disconnect the turbocharger air inlet hose (Fig.
24).
(6) Disconnect the turbocharger oil supply line and
the oil drain tube from the turbocharger (Fig. 25).
(7) Disconnect the charge air cooler inlet pipe from
the turbocharger (Fig. 25).
(8) Remove the turbocharger and gasket from the
exhaust manifold.
(9) If the turbocharger is not to be installed immediately, cover the opening to prevent material from
entering into the manifold.
(10) If replacing the turbocharger, transfer the discharge elbow and clamp to the new assembly.
(11) Clean and inspect the sealing surface.
11 - 16
EXHAUST SYSTEM
BR/BE
TURBOCHARGER (Continued)
Fig. 23 Exhaust Pipe Removal/Installation
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
Fig. 25 Oil Supply Line and Charge Air Cooler Inlet
Duct
1
2
3
4
- EXHAUST PIPE
- TURBOCHARGER
- AIR INLET TUBE
- COOLER INLET DUCT
INSPECTION
Fig. 24 Turbocharger Air Inlet Hose
1
2
3
4
5
6
7
8
- AIR FILTER HOUSING COVER
- TURBOCHARGER
- AIR INLET TUBE
- HOSE CLAMP
- HINGE TABS
- FILTER MINDER
- CLIPS (4)
- TUBE ALIGNMENT NOTCHES
CAUTION: The turbocharger is only serviced as an
assembly. Do not attempt to repair the turbocharger
as turbocharger and/or engine damage can result.
CLEANING
Clean the turbocharger and exhaust manifold
mounting surfaces with a suitable scraper.
Visually inspect the turbocharger and exhaust
manifold gasket surfaces. Replace stripped or eroded
mounting studs.
(1) Visually inspect the turbocharger for cracks.
The following cracks are NOT acceptable:
• Cracks in the turbine and compressor housing
that go completely through.
• Cracks in the mounting flange that are longer
than 15 mm (0.6 in.).
• Cracks in the mounting flange that intersect
bolt through-holes.
• Two (2) Cracks in the mounting flange that are
closer than 6.4 mm (0.25 in.) together.
(2) Visually inspect the impeller and compressor
wheel fins for nicks, cracks, or chips. Note: Some
impellers may have a factory placed paint mark
which, after normal operation, appears to be a crack.
Remove this mark with a suitable solvent to verify
that it is not a crack.
(3) Visually inspect the turbocharger compressor
housing for an impeller rubbing condition (Fig. 26).
Replace the turbocharger if the condition exists.
(4) Measure the turbocharger axial end play:
(a) Install a dial indicator as shown in (Fig. 27).
Zero the indicator at one end of travel.
EXHAUST SYSTEM
BR/BE
11 - 17
TURBOCHARGER (Continued)
(b) Move the impeller shaft fore and aft and
record the measurement. Allowable end play is
0.038 mm (0.0015 in.) MIN. and 0.089 mm (0.0035
in.) MAX. If the recorded measurement falls outside these parameters, replace the turbocharger
assembly.
(5) Measure the turbocharger bearing radial clearance:
(a) Insert a narrow blade or wire style feeler
gauge between the compressor wheel and the housing (Fig. 28).
(b) Gently push the compresser wheel toward
the housing and record the clearance.
(c) With the feeler gauge in the same location,
gently push the compressor wheel away from the
housing and again record the clearance.
(d) Subtract the smaller clearance from the
larger clearance. This is the radial bearing clearance.
(e) Allowable radial bearing clearance is 0.326
mm (0.0128 in.) MIN. and 0.496 mm (0.0195 in.)
MAX. If the recorded measurement falls outside
these specifications, replace the turbocharger assy.
Fig. 26 Inspect Compressor Housing for Impeller
Rubbing Condition
Fig. 27 Measure Turbocharger Axial End Play
Fig. 28 Measure Turbocharger Bearing Radial
Clearance
1 - FEELER GAUGE
INSTALLATION
(1) Install the turbocharger. Apply anti-seize to the
studs and then tighten the turbocharger mounting
nuts to 32 N·m (24 ft. lbs.) torque.
(2) Install the oil drain tube and oil supply line to
the turbocharger (Fig. 25). Tighten the drain tube
bolts to 24 N·m (18 ft. lbs.) torque.
(3) Pre-lube the turbocharger. Pour 50 to 60 cc
(2 to 3 oz.) clean engine oil in the oil supply line fitting. Carefully rotate the turbocharger impeller by
hand to distribute the oil thoroughly.
(4) Install and tighten the oil supply line fitting
nut to 20 N·m (133 in. lbs.) torque.
(5) Position the charge air cooler inlet pipe to the
turbocharger. With the clamp in position, tighten the
clamp nut to 11 N·m (95 in. lbs.) torque.
(6) Position the air inlet hose to the turbocharger
(Fig. 24). Tighten the clamp to 11 N·m (95 in. lbs.)
torque.
(7) Raise vehicle on hoist.
(8) Connect the exhaust pipe to the turbocharger
(Fig. 23) and tighten the bolts to 34 N·m (25 ft. lbs.)
torque.
(9) Lower the vehicle.
(10) Connect the battery negative cables.
(11) Start the engine to check for leaks.
11 - 18
EXHAUST SYSTEM
CHARGE AIR COOLER AND
PLUMBING
DESCRIPTION
The charge air system (Fig. 29) consists of the
charge air cooler piping, charge air cooler and intake
air grid heater.
The charge air cooler is a heat exchanger that uses
air flow from vehicle motion to dissipate heat from
the intake air. As the turbocharger increases air
pressure, the air temperature increases. Lowering
the intake air temperature increases engine efficiency and power.
BR/BE
(1) Loosen clamp and remove turbocharger to air
inlet duct rubber sleeve from turbocharger (Fig. 30).
(2) Insert Special Tool 8442 Adapter into the rubber sleeve. Tighten existing clamp to 8 N·m (72
in.lbs.).
CAUTION: Do not apply more than 138 kpa (20 psi)
air pressure to the charge air cooler system, sever
damage to the charge air cooler system may occur.
(3) Connect regulated air supply to air fitting on
Special Tool 8442 Adapter. Set air pressure to a Maximum of 138 kpa (20 psi).
(4) Using soapy water check the air inlet ducts,
rubber sleeves, charge air cooler and intake manifold
for leaks.
Fig. 29 Intake Air Circulation
1 - CHARGE AIR COOLER
2 - AIRFILTER
3 - TURBOCHARGER
OPERATION
Intake air is drawn through the air cleaner and
into the turbocharger compressor housing. Pressurized air from the turbocharger then flows forward
through the charge air cooler located in front of the
radiator. From the charge air cooler the air flows
back into the intake manifold.
DIAGNOSIS AND TESTING - CHARGE AIR
COOLER SYSTEM - LEAKS
Low turbocharger boost pressure and low engine
preformance can be caused by leaks in the charge air
cooler or it’s plumbing. The following procedure outlines how to check for leaks in the charge air cooler
system.
Fig. 30 AIR INLET DUCT RUBBER SLEEVE
1
2
3
4
- CLAMP
- TURBOCHARGER
- AIR DUCT RUBBER SLEEVE
- AIR INLET DUCT
REMOVAL
WARNING: IF THE ENGINE WAS JUST TURNED
OFF, THE AIR INTAKE SYSTEM TUBES MAY BE
HOT.
(1) Disconnect the battery negative cables.
(2) Remove the front bumper (Refer to 13 FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER - REMOVAL).
(3) Remove the front support bracket.
EXHAUST SYSTEM
BR/BE
11 - 19
CHARGE AIR COOLER AND PLUMBING (Continued)
(4) Discharge the A/C system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE) and remove the A/C condenser
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/A/C CONDENSER - REMOVAL) (Fig.
31) (if A/C equipped).
(5) Remove the transmission auxiliary cooler (Fig.
31) (Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - REMOVAL).
Fig. 32 Air Intake System Tubes
Fig. 31 Condenser and Transmission Auxiliary
Cooler
1 - A/C CONDENSOR
2 - TRANSMISSION COOLER
3 - INTERCOOLER
(6) Remove the boost tubes from the charge air
cooler (Fig. 32).
(7) Remove the charge air cooler bolts. Pivot the
charge air cooler forward and up to remove.
CLEANING
CAUTION: Do not use caustic cleaners to clean the
charge air cooler. Damage to the charge air cooler
will result.
1
2
3
4
5
6
7
8
9
- CLAMP
- INTERCOOLER INLET DUCT
- CLAMP
- VALVE COVER
- AIR INLET HOUSING
- CLAMP
- INTERCOOLER OUTLET DUCT
- CLAMP
- INTERCOOLER
(4) Shake the cooler and lightly tap on the end
tanks with a rubber mallet to dislodge trapped
debris.
(5) Continue flushing until all debris or oil are
removed.
(6) Rinse the cooler with hot soapy water to
remove any remaining solvent.
(7) Rinse thoroughly with clean water and blow
dry with compressed air.
INSPECTION
NOTE: If internal debris cannot be removed from
the cooler, the charge air cooler MUST be replaced.
(1) If the engine experiences a turbocharger failure
or any other situation where oil or debris get into the
charge air cooler, the charge air cooler must be
cleaned internally.
(2) Position the charge air cooler so the inlet and
outlet tubes are vertical.
(3) Flush the cooler internally with solvent in the
direction opposite of normal air flow.
Visually inspect the charge air cooler for cracks,
holes, or damage. Inspect the tubes, fins, and welds
for tears, breaks, or other damage. Replace the
charge air cooler if damage is found.
Pressure test the charge air cooler, using Charge
Air Cooler Tester Kit #3824556. This kit is available
through Cumminst Service Products. Instructions
are provided with the kit.
11 - 20
EXHAUST SYSTEM
BR/BE
CHARGE AIR COOLER AND PLUMBING (Continued)
INSTALLATION
(1) Position the charge air cooler. Install the bolts
and tighten to 2 N·m (17 in. lbs.) torque.
(2) Install the air intake system tubes to the
charge air cooler. With the clamps in position, tighten
the clamps to 11 N·m (95 in. lbs.) torque.
(3) Install the transmission auxiliary cooler (if
equipped) (Refer to 7 - COOLING/TRANSMISSION/
TRANS COOLER - INSTALLATION).
(4) Install the A/C condenser (if A/C equipped)
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/A/C CONDENSER - INSTALLATION).
Recharge A/C system (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(5) Install the front support bracket. Install and
tighten the bolts.
(6) Install the front bumper (Refer to 13 FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER - INSTALLATION).
(7) Connect the battery negative cables.
(8) Start engine and check for boost system leaks.
FRAME & BUMPERS
BR/BE
13 - 1
FRAME & BUMPERS
TABLE OF CONTENTS
page
BUMPERS
DESCRIPTION . . . . . . . . . .
SPECIFICATIONS - TORQUE
FRONT AIR DAM
REMOVAL
.............
INSTALLATION . . . . . . . . . .
FRONT FASCIA
REMOVAL
.............
INSTALLATION . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT . . . . . . . . .
FRONT LOWER FASCIA
REMOVAL
.............
INSTALLATION . . . . . . . . . .
FRONT FASCIA - SPORT
REMOVAL
.............
INSTALLATION . . . . . . . . . .
FRONT BUMPER
REMOVAL
.............
INSTALLATION . . . . . . . . . .
FRONT BUMPER - SPORT
REMOVAL
.............
................1
...............1
................2
................2
................2
................2
................2
................3
................3
................3
................3
................4
................4
................5
BUMPERS
DESCRIPTION
Bumpers are used at the front and rear of the
vehicle. Bumpers may be chrome or painted.
page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 5
REAR BUMPER
REMOVAL
.............................6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FRAME
DESCRIPTION
DESCRIPTION
........................6
FRAME SERVICE . . . . . . . . . . . . . . . . . . . . . . 7
SPECIFICATIONS
FRAME DIMENSION . . . . . . . . . . . . . . . . . . . . 8
CAB CHASSIS ADAPTER BRACKET
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
FRONT TOW HOOK
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
TRAILER HITCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
TRANSFER CASE SKID PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
Bumpers are designed to protect the exterior sheetmetal in low impact situations. The bumpers are
attached to the frame and provide mounting points
for some optional accessories such as fog lights and
tow hooks.
SPECIFICATIONS - TORQUE
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Cab chassis adapter nut
108
80
—
Front bumper bracket to frame nut
68
50
—
Front bumper outer brace bolt
68
50
—
Rear bumper to brace nut
40
30
—
Rear bumper brace to bracket nut
101
75
—
Rear bumper bracket to frame nut
101
75
—
Skid plate crossmember to frame bolt
54
40
—
Skid plate to crossmember bolt
40
30
—
Skid plate to transmission crossmember bolt
54
40
—
Spare tire winch bolt
27
20
—
Trailer hitch nut
108
80
—
13 - 2
FRAME & BUMPERS
BR/BE
FRONT AIR DAM
FRONT FASCIA
REMOVAL
REMOVAL
(1) Remove Pin-type fasteners attaching air dam
to bottom of front bumper (Fig. 1).
(2) Remove screws attaching air dam to bottom of
front bumper.
(3) Separate air dam from bumper.
(1) Open hood.
(2) Remove fasteners at fender side openings.
(3) Separate fascia from bumper.
INSTALLATION
(1) Position fascia on bumper.
(2) Install front fascia. See fascia adjustment procedure in this section.
(3) Install fasteners at fender side openings.
ADJUSTMENTS
ADJUSTMENT
Fig. 1 Front Bumper Air Dam
1
2
3
4
5
-
(1) Remove the plastic rivet that secures the front
upper fascia to the front lower fascia (Fig. 2).
(2) Position the upper front fascia so that there is
approximately a 19 mm (3/4 in.) gap between the
lower portion of the front fender and the upper portion of the front upper fascia (Fig. 3). The gap should
ideally be 19 mm (3/4 in.), but it is more important to
avoid a V-Gap between the lower portion of the front
fender and the upper portion of the front upper fascia than maintaining the gap. There are ribs in the
front upper fascia and lower fascia that will hold the
front upper fascia in position (Fig. 4).
(3) Attach the front upper fascia to the front lower
fascia using a new plastic rivet.
BUMPER
SCREW
LOWER AIR DAM
PIN TYPE FASTENER
LOWER FASCIA
INSTALLATION
(1) Position air dam on bumper.
(2) Install screws attaching air dam to bottom of
front bumper.
(3) Install Pin-type fasteners attaching air dam to
bottom of front bumper.
Fig. 2 Fascia Rivet
1 - RIVET MUST BE REPLACED AFTER EACH ADJUSTMENT
FRAME & BUMPERS
BR/BE
13 - 3
FRONT FASCIA (Continued)
Fig. 3 Fascia Gap
1 - GAP — 19 mm PARALLELISM MOST IMPORTANT
Fig. 5 Front Bumper Lower Fascia
1 - LOWER FASCIA
2 - RETAINING CLIP
3 - BUMPER
INSTALLATION
(1) Position lower fascia on bumper.
(2) Engage clips attaching lower fascia to bumper
face bar.
(3) Install lower air dam.(Refer to 13 - FRAMES &
BUMPERS/BUMPERS/FRONT AIR DAM - INSTALLATION)
(4) Install fasteners at side fender openings.
Fig. 4 Fascia Adjustment Ribs
1 - FRONT UPPER FASCIA
2 - ADJUSTMENT RIBS
3 - FRONT LOWER FASCIA
FRONT LOWER FASCIA
REMOVAL
(1) Open hood.
(2) Remove fasteners at side fender openings.
(3) Remove lower air dam.(Refer to 13 - FRAMES
& BUMPERS/BUMPERS/FRONT AIR DAM REMOVAL)
(4) Disengage clips attaching end of upper fascia to
bumper face bar (Fig. 5).
(5) Disengage clips attaching lower fascia to
bumper face bar.
(6) Separate lower fascia from bumper.
FRONT FASCIA - SPORT
REMOVAL
The fascia can be removed from the vehicle without
removing the bumper.
(1) Disconnect wire connectors from fog lamps.
(2) Remove screws attaching rearward edges of
fascia to outer bumper brackets (Fig. 7) .
(3) Remove screws attaching bottom of air deflector.
(4) Lift top of fascia upward to disengage from
retaining clips on front bumper.
(5) Pull fascia from front bumper and separate
from vehicle.
INSTALLATION
(1) Position fascia on front bumper.
(2) Engage fascia with retaining clips on front
bumper.
13 - 4
FRAME & BUMPERS
BR/BE
FRONT FASCIA - SPORT (Continued)
(3) Install screws attaching bottom of fascia to air
deflector.
(4) Align fascia and wheelhouse liners with outer
bumper brackets and install screws.
(5) Connect harness connectors to fog lamps.
FRONT BUMPER
REMOVAL
(1) Support front bumper on a suitable lifting
device.
(2) Remove bolts attaching front bumper outer
bracket to frame rail (Fig. 6).
(3) Remove nuts and stud plates attaching front
bumper to end of frame rail.
(4) Disengage wire connectors from fog lamps, if
equipped.
(5) Separate front bumper from vehicle.
INSTALLATION
(1) Support front bumper on a suitable lifting
device.
(2) Position front bumper on vehicle.
(3) Engage fog lamp wire connectors, if equipped.
(4) Install nuts and stud plates attaching front
bumper to end of frame rail. Tighten nuts to 94 N·m
(70 ft. lbs.) torque.
(5) Install bolts attaching front bumper outer
bracket to frame rail. Tighten bolts to 94 N·m (70 ft.
lbs.) torque.
Fig. 6 Front Bumper
1
2
3
4
5
6
7
8
-
U-NUT
FRAME
INNER BUMPER BRACKET
FOGLAMP SIGHT SHIELD
BUMPER
4–WAY CENTER LOCATOR
BLIND PLASTIC RIVET
UPPER FASCIA
9 - LOWER FASCIA
10 - AIR DAM
11 - BLIND PLASTIC RIVET
12 - BLIND PLASTIC RIVET
13 - U-NUT
14 - BLIND RIVET
15 - OUTER BUMPER BRACKET
FRAME & BUMPERS
BR/BE
FRONT BUMPER - SPORT
REMOVAL
(1) Disconnect wire connectors from fog lamps.
(2) Remove screws attaching fascia and outer
bumper brackets to wheelhouse liners.
(3) Remove screws and push-in fasteners attaching
bottom of fascia to air deflector.
(4) Support bumper on a suitable lifting device.
(5) Remove nuts attaching bumper to inner
bumper brackets (Fig. 7).
(6) Separate bumper from vehicle.
INSTALLATION
(1) Support bumper on a suitable lifting device.
(2) Position bumper on vehicle.
(3) Install nuts attaching bumper to inner bumper
brackets. Tighten nuts to 94 N·m (70 ft. lbs.) torque.
(4) Install screws and push-in fasteners attaching
bottom of fascia to air deflector.
(5) Align fascia and wheelhouse liners with outer
bumper brackets and install screws. See fascia
adjustment in this section.
(6) Connect wire connectors to fog lamps.
Fig. 7 Front Bumper & Fascia — Sport
1
2
3
4
5
6
-
FASCIA
U-NUT
RETAINING CLIP
OUTER BRACKET
INNER BRACKET
FRAME
13 - 5
7 - FASCIA SUPPORT
8 - OUTER BRACKET
9 - PUSH-IN FASTENER
10 - AIR DEFLECTOR
11 - BUMPER
13 - 6
FRAME & BUMPERS
BR/BE
REAR BUMPER
FRAME
REMOVAL
(1) Support rear bumper on a suitable lifting
device.
(2) Remove nuts attaching rear bumper to inner
and outer brackets (Fig. 8).
(3) Disengage license plate lamp wire connector
from body wire harness, if equipped.
(4) Separate rear bumper from vehicle.
INSTALLATION
(1) Support rear bumper on a suitable lifting
device.
(2) Position rear bumper on vehicle.
(3) Engage license plate lamp wire connector to
body wire harness, if equipped.
(4) Install nuts attaching rear bumper to inner
and outer brackets. Tighten nuts to 94 N·m (70 ft.
lbs.) torque.
DESCRIPTION
DESCRIPTION
The BR/BE frame is the structural center of the
vehicle. In addition to supporting the body and payload, the frame provides a station for the engine and
drivetrain. BR/BE trucks have a ladder type frame
with Box-section front rails, dropped center section,
and open-channel side rails in the rear.
Cross members attach to the side rails with rivets,
welds, or bolts. The cab is isolated from the frame
with rubber load cushions with through bolts. The
cargo box or bed is attached to the frame with bolts.
The frame is designed to absorb and dissipate flexing and twisting due to acceleration, braking, cornering, and road surface variances without bending
when subjected to normal driving conditions.
Fig. 8 Rear Bumper
1 - INNER BRACKET
2 - BUMPER
3 - OUTER BRACKET
FRAME & BUMPERS
BR/BE
13 - 7
FRAME (Continued)
FRAME SERVICE
FRAME REPAIRS
SAFETY PRECAUTIONS AND WARNINGS
DRILLING HOLES
Do not drill holes in frame side rail top and bottom
flanges, metal fatigue can result causing frame failure. Holes drilled in the side of the frame rail must
be at least 38 mm (1.5 in.) from the top and bottom
flanges.
Additional drill holes should be located away from
existing holes.
WARNING: USE EYE PROTECTION WHEN GRINDING OR WELDING METAL, SERIOUS EYE INJURY
CAN RESULT. BEFORE PROCEEDING WITH FRAME
REPAIR INVOLVING GRINDING OR WELDING, VERIFY THAT VEHICLE FUEL SYSTEM IS NOT LEAKING
OR IN CONTACT WITH REPAIR AREA, PERSONAL
INJURY CAN RESULT. DO NOT ALLOW OPEN
FLAME TO CONTACT PLASTIC BODY PANELS.
FIRE OR EXPLOSION CAN RESULT. WHEN
WELDED FRAME COMPONENTS ARE REPLACED,
100% PENETRATION WELD MUST BE ACHIEVED
DURING INSTALLATION. IF NOT, DANGEROUS
OPERATING CONDITIONS CAN RESULT. STAND
CLEAR OF CABLES OR CHAINS ON PULLING
EQUIPMENT DURING FRAME STRAIGHTENING
OPERATIONS, PERSONAL INJURY CAN RESULT.
DO NOT VENTURE UNDER A HOISTED VEHICLE
THAT IS NOT SUPPORTED ON SAFETY STANDS,
PERSONAL INJURY CAN RESULT.
CAUTION: Do not reuse damaged fasteners, quality
of repair would be suspect. Do not drill holes in top
or bottom frame rail flanges, frame rail failure can
result. Do Not use softer than Grade 5 bolts to
replace production fasteners, loosening or failure
can result. When using heat to straighten frame
components do not exceed 566°C (1050°F), metal
fatigue can result. Welding the joints around riveted
cross members and frame side rails can weaken
frame.
WELDING
Use MIG, TIG or arc welding equipment to repair
welded frame components.
Frame components that have been damaged should
be inspected for cracks before returning the vehicle
to use. If cracks are found in accessible frame components perform the following procedures.
(1) Drill a hole at each end of the crack with a 3
mm (O.125 in.) diameter drill bit.
(2) Using a suitable die grinder with 3 inch cut off
wheel, V-groove the crack to allow 100% weld penetration.
(3) Weld the crack.
(4) If necessary when a side rail is repaired, grind
the weld smooth and install a reinforcement channel
(Fig. 9) over the repaired area.
NOTE: If a reinforcement channel is required, the
top and bottom flanges should be 0.250 inches narrower than the side rail flanges. Weld only in the
areas indicated (Fig. 9).
FRAME STRAIGHTENING
When necessary, a conventional frame that is bent
or twisted can be straightened by application of heat.
The temperature must not exceed 566°C (1050°F).
The metal will have a dull red glow at the desired
temperature. Excessive heat will decrease the
strength of the metal and result in a weakened
frame.
Welding the joints around riveted cross members
and frame side rails is not recommended.
A straightening repair process should be limited to
frame members that are not severely damaged. The
replacement bolts, nuts and rivets that are used to
join the frame members should conform to the same
specifications as the original bolts, nuts and rivets.
Fig. 9 Frame Reinforcement
1
2
3
4
5
-
.250 IN FROM EDGE
TOP FLANGE
BOTTOM FLANGE
FRAME RAIL
FRAME REPAIR REINFORCEMENT
13 - 8
FRAME & BUMPERS
BR/BE
FRAME (Continued)
FRAME FASTENERS
Bolts, nuts and rivets can be used to repair frames
or to install a reinforcement section on the frame.
Bolts can be used in place of rivets. When replacing
rivets with bolts, install the next larger size diameter
bolt to assure proper fit. If necessary, ream the hole
out just enough to sufficiently receive the bolt.
Conical-type washers are preferred over the splitring type lock washers. Normally, grade-5 bolts are
adequate for frame repair. Grade-3 bolts or softer
should not be used. Tightening bolts/nuts with the
correct torque, refer to the Introduction Group at the
front of this manual for tightening information.
SPECIFICATIONS
FRAME DIMENSION
Frame dimensions are listed in Millimeters (mm)
scale. All dimensions are from center to center of
Principal Locating Point (PLP), or from center to center of PLP and fastener location (Fig. 10) .
DIMENSIONS FOR DIFFERING WHEELBASES*
WHEELBASE
LENGTH
A
LENGTH
B
LENGTH
C
118
2118.0
3663.6
4185.4
134
2118.0
3994.5
4693.4
138
2626.0
4096.1
4693.4
154
2626.0
4502.5
5201.4
162
2118.0
4705.0
5042.5
*Measurements are in Millimeters (mm).
BR/BE
FRAME & BUMPERS
13 - 9
Fig. 10 Frame Dimensions
FRAME (Continued)
13 - 10
FRAME & BUMPERS
BR/BE
CAB CHASSIS ADAPTER
BRACKET
FRONT TOW HOOK
REMOVAL
Some vehicles are equipped with front tow hooks.
The tow hooks are to be used for EMERGENCY purposes only.
(1) Remove the fasteners that attach the tow
hooks to the frame (Fig. 12).
(2) Separate the tow hooks from the frame.
(1) Remove bolts attaching cab chassis adapter
brackets to frame rail (Fig. 11)
(2) Separate cab chassis adapter brackets from
frame rail
REMOVAL
Fig. 11 Cab Chassis Adapter Brackets
1 - ADAPTER BRACKETS
2 - FRAME
INSTALLATION
(1) Position cab chassis adapter brackets on frame
rail
(2) Install bolts attaching cab chassis adapter
brackets to frame rail.
Fig. 12 Front Tow Hooks
1 - TOW HOOK
2 - FRAME
INSTALLATION
Some vehicles are equipped with front tow hooks.
The tow hooks are to be used for EMERGENCY purposes only.
(1) Position the tow hooks on the frame.
(2) Install the fasteners that attach the tow hooks
to the frame.
(3) Tighten the nuts to 108 N·m (80 ft. lbs.) torque.
FRAME & BUMPERS
BR/BE
13 - 11
TRAILER HITCH
REMOVAL
(1) Support trailer hitch on a suitable lifting
device.
(2) Remove fasteners attaching trailer wiring connector to trailer hitch, if equipped.
(3) Remove bolts attaching trailer hitch to frame
rails (Fig. 13) .
(4) Separate trailer hitch from vehicle.
INSTALLATION
(1) Position trailer hitch on vehicle.
(2) Install nuts attaching trailer hitch to frame
rails. Tighten nuts to 108 N·m (80 ft. lbs.) torque.
(3) Install fasteners attaching trailer wiring connector to trailer hitch, if equipped.
TRANSFER CASE SKID PLATE
INSTALLATION
REMOVAL
(1)
(2)
(Fig.
(3)
Fig. 14 Skid Plate
1 - TRANSMISSION CROSS MEMBER
2 - FRAME RAIL
3 - SKID PLATE
Hoist and support vehicle on safety stands.
Remove bolts holding skid plate to frame rails
14) .
Separate skid plate from vehicle.
(1) Position skid plate on vehicle.
(2) Install bolts holding skid plate to frame rails.
(3) Remove safety stands and lower vehicle.
Fig. 13 Trailer Hitch
1 - SPARE TIRE WINCH SUPPORT
2 - FLAG BOLT
3 - FRAME RAIL
4 - REAR AXLE HOUSING
5 - HITCH
FUEL SYSTEM
BR/BE
14 - 1
FUEL SYSTEM
TABLE OF CONTENTS
page
FUEL DELIVERY - GASOLINE
FUEL INJECTION - GASOLINE
...............1
. . . . . . . . . . . . . . 28
page
FUEL DELIVERY - DIESEL
FUEL INJECTION - DIESEL
. . . . . . . . . . . . . . . . . 54
. . . . . . . . . . . . . . . . 91
FUEL DELIVERY - GASOLINE
TABLE OF CONTENTS
page
FUEL DELIVERY - GASOLINE
DESCRIPTION - FUEL DELIVERY SYSTEM
OPERATION - FUEL DELIVERY SYSTEM .
DIAGNOSIS AND TESTING - FUEL
PRESSURE LEAK DOWN TEST
......
STANDARD PROCEDURE - FUEL SYSTEM
PRESSURE RELEASE . . . . . . . . . . . . . .
SPECIFICATIONS
SPECIFICATIONS - FUEL SYSTEM
PRESSURE - GAS ENGINES . . . . . . . . .
SPECIFICATIONS - TORQUE - FUEL
DELIVERY . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
FUEL SYSTEM . . . . . . . . . . . . . . . . . . .
FUEL FILTER/PRESSURE REGULATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL LEVEL SENDING UNIT / SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL GAUGE
SENDING UNIT . . . . . . . . . . . . . . . . . . .
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL LINES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
FUEL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - FUEL PUMP
CAPACITY TEST . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL PUMP
PRESSURE TEST . . . . . . . . . . . . . . . . .
....2
.....2
.....2
.....3
.....3
.....4
.....4
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.5
.5
.5
.7
.....7
.....7
.....7
.....7
.....8
.....8
.....9
.....9
.....9
.....9
page
DIAGNOSIS AND TESTING - FUEL PUMP
AMPERAGE TEST . . . . . . . . . . . . . . . . . . .
FUEL PUMP MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL RAIL
DESCRIPTION
DESCRIPTION - 5.9L . . . . . . . . . . . . . . . . .
DESCRIPTION - 8.0L . . . . . . . . . . . . . . . . .
OPERATION
OPERATION - 5.9L . . . . . . . . . . . . . . . . . .
OPERATION - 8.0L . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
................
INSTALLATION - 8.0L
................
FUEL TANK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL TANK CHECK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
INLET FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
QUICK CONNECT FITTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - QUICK-CONNECT
FITTINGS
.........................
. . 10
.
.
.
.
. 12
. 13
. 13
. 13
. . 14
. . 14
. . 14
. . 15
. . 15
. . 16
. . 17
. . 18
.
.
.
.
. 18
. 18
. 18
. 20
. . 21
. . 22
. . 23
. . 23
. . 23
. . 24
. . 24
14 - 2
FUEL DELIVERY - GASOLINE
FUEL DELIVERY - GASOLINE
DESCRIPTION - FUEL DELIVERY SYSTEM
The fuel delivery system consists of:
• the fuel pump module containing the electric
fuel pump, fuel filter/fuel pressure regulator, rollover
valve (certain modules), fuel gauge sending unit (fuel
level sensor) and a separate fuel filter located at bottom of pump module
• fuel tubes/lines/hoses
• quick-connect fittings
• fuel injector rail
• fuel injectors
• fuel tank
• fuel tank filler/vent tube assembly
• fuel tank filler tube cap
• accelerator pedal
• throttle cable
OPERATION - FUEL DELIVERY SYSTEM
Fuel is returned through the fuel pump module
and back into the fuel tank through the fuel filter/
fuel pressure regulator. A separate fuel return line
from the engine to the tank is not used with any gasoline powered engine.
The fuel tank assembly consists of: the fuel tank,
fuel pump module assembly, fuel pump module locknut/gasket and fuel tank check valve(s) (refer to 25,
Emission Control System for Fuel Tank Check Valve
information).
A fuel filler/vent tube assembly using a pressure/
vacuum, 1/4 turn fuel filler cap is used. The fuel
filler tube contains a flap door located below the fuel
fill cap.
Also to be considered part of the fuel system is the
evaporation control system. This is designed to
reduce the emission of fuel vapors into the atmosphere. The description and function of the Evaporative Control System is found in 25, Emission Control
Systems.
Both fuel filters (at bottom of fuel pump module
and within fuel pressure regulator) are designed for
extended service. They do not require normal scheduled maintenance. Filters should only be replaced if
a diagnostic procedure indicates to do so.
DIAGNOSIS AND TESTING - FUEL PRESSURE
LEAK DOWN TEST
Use this test in conjunction with the Fuel Pump
Pressure Test and Fuel Pump Capacity Test.
Check Valve Operation: The electric fuel pump
outlet contains a one-way check valve to prevent fuel
flow back into the tank and to maintain fuel supply
line pressure (engine warm) when pump is not operational. It is also used to keep the fuel supply line
BR/BE
full of gasoline when pump is not operational. After
the vehicle has cooled down, fuel pressure may drop
to 0 psi (cold fluid contracts), but liquid gasoline will
remain in fuel supply line between the check valve
and fuel injectors. Fuel pressure that has
dropped to 0 psi on a cooled down vehicle
(engine off) is a normal condition. When the electric fuel pump is activated, fuel pressure should
immediately (1–2 seconds) rise to specification.
Abnormally long periods of cranking to restart a
hot engine that has been shut down for a short
period of time may be caused by:
• Fuel pressure bleeding past a fuel injector(s).
• Fuel pressure bleeding past the check valve in
the fuel pump module.
(1) Disconnect the fuel inlet line at fuel rail. Refer
to Fuel Tubes/Lines/Hoses and Clamps for procedures. On some engines, air cleaner housing removal
may be necessary before fuel line disconnection.
(2) Obtain correct Fuel Line Pressure Test Adapter
Tool Hose. Tool number 6539 is used for 5/16” fuel
lines and tool number 6631 is used for 3/8” fuel lines.
(3) Connect correct Fuel Line Pressure Test
Adapter Tool Hose between disconnected fuel line
and fuel rail (Fig. 1).
Fig. 1 CONNECTING ADAPTER TOOL—TYPICAL
1
2
3
4
5
6
-
VEHICLE FUEL LINE
TEST PORT “T”
SPECIAL TOOL 6923, 6631, 6541 OR 6539
FUEL PRESSURE TEST GAUGE
FUEL LINE CONNECTION AT RAIL
FUEL RAIL
BR/BE
FUEL DELIVERY - GASOLINE
14 - 3
FUEL DELIVERY - GASOLINE (Continued)
(4) Connect the 0-414 kPa (0-60 psi) fuel pressure
test gauge (from Gauge Set 5069) to the test port on
the appropriate Adaptor Tool. The DRBt III Scan
Tool along with the PEP module, the 500 psi
pressure transducer, and the transducer-to-test
port adapter may also be used in place of the
fuel pressure gauge.
The fittings on both tools must be in good
condition and free from any small leaks before
performing the proceeding test.
(5) Start engine and bring to normal operating
temperature.
(6) Observe test gauge. Normal operating pressure
should be 339 kPa +/–34 kPa (49.2 psi +/–5 psi).
(7) Shut engine off.
(8) Pressure should not fall below 30 psi for five
minutes.
(9) If pressure falls below 30 psi, it must be determined if a fuel injector, the check valve within the
fuel pump module, or a fuel tube/line is leaking.
(10) Again, start engine and bring to normal operating temperature.
(11) Shut engine off.
(12) Testing for fuel injector or fuel rail leakage: Clamp off the rubber hose portion of Adaptor
Tool between the fuel rail and the test port “T” on
Adapter Tool. If pressure now holds at or above 30
psi, a fuel injector or the fuel rail is leaking.
(13) Testing for fuel pump check valve, filter/
regulator check valve or fuel tube/line leakage:
Clamp off the rubber hose portion of Adaptor Tool
between the vehicle fuel line and test port “T” on
Adapter Tool. If pressure now holds at or above 30
psi, a leak may be found at a fuel tube/line. If no
leaks are found at fuel tubes or lines, one of the
check valves in either the electric fuel pump or filter/
regulator may be leaking.
Note: A quick loss of pressure usually indicates a
defective check valve in the filter/regulator. A slow
loss of pressure usually indicates a defective check
valve in the electric fuel pump.
The electric fuel pump is not serviced separately.
Replace the fuel pump module assembly. The filter/
regulator may be replaced separately on certain
applications. Refer to Fuel Filter/Fuel Pressure Regulator Removal/Installation for additional information.
STANDARD PROCEDURE - FUEL SYSTEM
PRESSURE RELEASE
Use following procedure if the fuel injector
rail is, or is not equipped with a fuel pressure
test port.
(1) Remove fuel fill cap.
(2) Remove fuel pump relay from Power Distribution Center (PDC). For location of relay, refer to label
on underside of PDC cover.
(3) Start and run engine until it stalls.
(4) Attempt restarting engine until it will no
longer run.
(5) Turn ignition key to OFF position.
CAUTION: Steps 1, 2, 3 and 4 must be performed to
relieve high pressure fuel from within fuel rail. Do
not attempt to use following steps to relieve this
pressure as excessive fuel will be forced into a cylinder chamber.
(6) Unplug connector from any fuel injector.
(7) Attach one end of a jumper wire with alligator
clips (18 gauge or smaller) to either injector terminal.
(8) Connect other end of jumper wire to positive
side of battery.
(9) Connect one end of a second jumper wire to
remaining injector terminal.
CAUTION: Powering an injector for more than a few
seconds will permanently damage the injector.
(10) Momentarily touch other end of jumper wire
to negative terminal of battery for no more than a
few seconds.
(11) Place a rag or towel below fuel line quick-connect fitting at fuel rail.
(12) Disconnect quick-connect fitting at fuel rail.
Refer to Quick-Connect Fittings.
(13) Return fuel pump relay to PDC.
(14) One or more Diagnostic Trouble Codes (DTC’s)
may have been stored in PCM memory due to fuel
pump relay removal. The DRBt scan tool must be
used to erase a DTC.
SPECIFICATIONS
SPECIFICATIONS - FUEL SYSTEM PRESSURE GAS ENGINES
All Gasoline Powered Engines: 339 kPa ± 34
kPa (49.2 psi ± 5 psi)
14 - 4
FUEL DELIVERY - GASOLINE
BR/BE
FUEL DELIVERY - GASOLINE (Continued)
SPECIFICATIONS - TORQUE - FUEL DELIVERY
DESCRIPTION
N·m
Ft. Lbs.
Fuel Pump Module Locknut
24-44
18-32
Fuel Rail Mounting Bolts—5.9L Engines
23
Fuel Rail Mounting Bolts—8.0L Engine
15
Fuel Tank Mounting Nuts
41
Fuel Hose Clamps
1
In. Lbs.
200
136
30
15
SPECIAL TOOLS
FUEL SYSTEM
O2S (Oxygen Sensor) Remover/Installer—C-4907
Spanner Wrench—6856
Fitting, Air Metering—6714
Test Kit, Fuel Pressure—5069
Test Kit, Fuel Pressure—C-4799-B
Adapters, Fuel Pressure Test—6539 and/or 6631
Fuel Line Removal Tool—6782
FUEL DELIVERY - GASOLINE
BR/BE
FUEL FILTER/PRESSURE
REGULATOR
DESCRIPTION
A combination fuel filter and fuel pressure regulator (Fig. 2) is used on all engines. It is located on the
top of the fuel pump module. A separate frame
mounted fuel filter is not used with any engine.
Both fuel filters (at bottom of fuel pump module
and within fuel pressure regulator) are designed for
extended service. They do not require normal scheduled maintenance. Filters should only be replaced if
a diagnostic procedure indicates to do so.
14 - 5
valve is located at the outlet end of the electric fuel
pump. Refer to Fuel Pump—Description and
Operation for more information. Also refer to
the Fuel Pressure Leak Down Test and the Fuel
Pump Pressure Tests.
If fuel pressure at the pressure regulator exceeds
approximately 49.2 psi, an internal diaphragm opens
and excess fuel pressure is routed back into the tank
through the bottom of pressure regulator.
Both fuel filters (at bottom of fuel pump module
and within fuel pressure regulator) are designed for
extended service. They do not require normal scheduled maintenance. Filters should only be replaced if
a diagnostic procedure indicates to do so.
REMOVAL
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE, EVEN WITH ENGINE OFF.
BEFORE SERVICING FUEL FILTER/FUEL PRESSURE REGULATOR, FUEL SYSTEM PRESSURE
MUST BE RELEASED.
Refer to Fuel System Pressure Release in Fuel
Delivery System section of this group.
The fuel filter/fuel pressure regulator (Fig. 3) is
located at top of fuel pump module (Fig. 4) or (Fig.
5).
Fig. 2 Side View—Filter/Regulator
1
2
3
4
5
6
7
-
INTERNAL FUEL FILTER
FUEL FLOW TO FUEL INJECTORS
FUEL FILTER/FUEL PRESSURE REGULATOR
EXCESS FUEL BACK TO TANK
FUEL INLET
RUBBER GROMMET
TOP OF PUMP MODULE
OPERATION
Fuel Pressure Regulator Operation: The pressure regulator is a mechanical device that is not controlled by engine vacuum or the powertrain control
module (PCM).
The regulator is calibrated to maintain fuel system
operating pressure of approximately 339 kPa ± 34
kPa (49.2 psi ± 5 psi) at the fuel injectors. It contains
a diaphragm, calibrated springs and a fuel return
valve. The internal fuel filter (Fig. 2) is also part of
the assembly.
Fuel is supplied to the filter/regulator by the electric fuel pump through an opening tube at the bottom of filter/regulator (Fig. 2) .
The regulator acts as a check valve to maintain
some fuel pressure when the engine is not operating.
This will help to start the engine. A second check
Fig. 3 Fuel Filter/Fuel Pressure Regulator
1
2
3
4
5
6
7
-
INTERNAL FUEL FILTER
FUEL FLOW TO FUEL INJECTORS
FUEL FILTER/FUEL PRESSURE REGULATOR
EXCESS FUEL BACK TO TANK
FUEL INLET
RUBBER GROMMET
TOP OF PUMP MODULE
Fuel pump module removal is not necessary.
(1) Drain fuel tank and remove tank. Refer to Fuel
Tank Removal/Installation.
14 - 6
FUEL DELIVERY - GASOLINE
BR/BE
FUEL FILTER/PRESSURE REGULATOR (Continued)
(2) The fuel filter/regulator is pressed into a rubber grommet. Remove by twisting and pulling
straight up (Fig. 6).
CAUTION: Do not pull filter/regulator more than
three inches from fuel pump module. Damage to
coiled fuel tube (line) may result.
Fig. 4 Filter/Regulator Location—With 26 or 34
Gallon Fuel Tank
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
FUEL SUPPLY FITTING
REAR FUEL TANK CHECK VALVE
ELECTRICAL CONNECTOR
FUEL PUMP MODULE
FRONT FUEL TANK CHECK VALVE
LOCKNUT
Fig. 6 Filter/Regulator Removal and Installation—
TYPICAL
1 - RUBBER GROMMET
2 - FUEL FILTER/FUEL PRESSURE REGULATOR
(3) Gently cut old fuel tube (line) clamp (Fig. 7)
taking care not to damage plastic fuel tube. Remove
and discard old fuel tube clamp.
Fig. 5 Filter/Regulator Location—With 35 Gallon
Fuel Tank
1
2
3
4
5
6
- FUEL FILTER/PRESSURE REGULATOR
- FUEL SUPPLY FITTING
- ELECTRICAL CONNECTOR
- LOCKNUT
- FUEL PUMP MODULE
- AUXILIARY CAPPED FITTING
Fig. 7 Fuel Tube and Clamp—TYPICAL
1 - FUEL FILTER/FUEL PRESSURE REGULATOR
2 - TUBE CLAMP
3 - FUEL TUBE
(4) Remove plastic fuel tube from filter/regulator
by gently pulling downward. Remove filter/regulator
from fuel pump module.
FUEL DELIVERY - GASOLINE
BR/BE
14 - 7
FUEL FILTER/PRESSURE REGULATOR (Continued)
INSTALLATION
(1) Install a new clamp over plastic fuel tube.
(2) Install filter/regulator to fuel tube. Rotate filter/regulator in fuel tube (line) (Fig. 8) until it is
pointed to drivers side of vehicle (Fig. 4) or (Fig. 5).
(3) Tighten line clamp to fuel line using special
Hose Clamp Pliers number C-4124 or equivalent
(Fig. 8) . Do not use conventional side cutters to
tighten this type of clamp.
Fig. 8 Tightening Fuel Tube Clamp—TYPICAL
1 - TOOL C-4124
2 - TUBE CLAMP
3 - FUEL TUBE
(4) Press filter/regulator (by hand) into rubber
grommet. The assembly should be pointed towards
drivers side of vehicle (Fig. 4) or (Fig. 5) .
(5) Install fuel tank. Refer to Fuel Tank Removal/
Installation.
(6) Check for fuel leaks.
FUEL LEVEL SENDING UNIT /
SENSOR
DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is
attached to the side of the fuel pump module. The
sending unit consists of a float, an arm, and a variable resistor track (card).
OPERATION
The fuel pump module has 4 different circuits
(wires). Two of these circuits are used for the fuel
gauge sending unit for fuel gauge operation, and for
certain OBD II emission requirements. The other 2
wires are used for electric fuel pump operation.
For Fuel Gauge Operation: A constant current
source of about 32 mA is supplied to the resistor
track on the fuel gauge sending unit. This is fed
directly from the Powertrain Control Module (PCM).
The resistor track is used to vary the voltage depending on fuel tank float level. As fuel level increases,
the float and arm move up, which decreases voltage.
As fuel level decreases, the float and arm move
down, which increases voltage. The varied voltage
signal is returned back to the PCM through the sensor return circuit. Output voltages will vary from
about .6 volts at FULL, to about 8.6 volts at EMPTY
(Jeep models), or, about 7.0 volts at EMPTY (Dodge
Truck models). NOTE: For diagnostic purposes,
this voltage can only be verified with the fuel
gauge sending unit circuit closed (i.e. having all
of the sending units electrical connectors connected).
Both of the electrical circuits between the fuel
gauge sending unit and the PCM are hard-wired (not
multi-plexed). After the voltage signal is sent from
the resistor track, and back to the PCM, the PCM
will interpret the resistance (voltage) data and send
a message across the multi-plex bus circuits to the
instrument panel cluster. Here it is translated into
the appropriate fuel gauge level reading. Refer to
Instrument Panel for additional information.
For OBD II Emission Monitor Requirements:
The PCM will monitor the voltage output sent from
the resistor track on the sending unit to indicate fuel
level. The purpose of this feature is to prevent the
OBD II system from recording/setting false misfire
and fuel system monitor diagnostic trouble codes.
The feature is activated if the fuel level in the tank
is less than approximately 15 percent of its rated
capacity. If equipped with a Leak Detection Pump
(EVAP system monitor), this feature will also be activated if the fuel level in the tank is more than
approximately 85 percent of its rated capacity.
DIAGNOSIS AND TESTING - FUEL GAUGE
SENDING UNIT
The fuel gauge sending unit contains a variable
resistor (track). As the float moves up or down, electrical resistance will change. Refer to Instrument
Panel and Gauges under Electrical for Fuel Gauge
testing. To test the gauge sending unit only, it must
be removed from vehicle. The unit is part of the fuel
pump module. Refer to Fuel Pump Module Removal/
Installation for procedures. Measure the resistance
across the sending unit terminals. With float in up
position, resistance should be 20 ohms ±6 ohms. With
float in down position, resistance should be 220 ohms
±6 ohms.
REMOVAL
The fuel gauge sending unit (fuel level sensor) and
float assembly is located on the side of fuel pump
14 - 8
FUEL DELIVERY - GASOLINE
BR/BE
FUEL LEVEL SENDING UNIT / SENSOR (Continued)
module (Fig. 9). The fuel pump module is located
inside of fuel tank.
(1) Remove fuel tank. Refer to Fuel Tank–All
Engines in the Removal/Installation section.
(2) Remove fuel pump module. Refer to Fuel Pump
Module Removal/Installation.
(3) Unplug 4–way electrical connector (Fig. 9).
(4) Disconnect 2 sending unit wires at 4–way connector. The locking collar of connector must be
removed before wires can be released from connector.
Note location of wires within 4–way connector.
(5) The sending unit is retained to pump module
with a small lock tab and notch (Fig. 10). Carefully
push lock tab to the side and away from notch while
sliding sending unit downward on tracks for removal.
Note wire routing while removing unit from module.
Fig. 10 Fuel Gauge Sending Unit Lock Tab/Tracks
1
2
3
4
-
FUEL GAUGE SENDING UNIT
LOCK TAB
NOTCH
TRACKS
(5) Install fuel pump module. Refer to Fuel Pump
Module Removal/Installation.
(6) Install fuel tank. Refer to Fuel Tank–All
Engines in the Removal/Installation section.
FUEL LINES
DESCRIPTION
Also refer to Quick-Connect Fittings.
Fig. 9 Fuel Gauge Sending Unit Location—TYPICAL
Module
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
ELECTRICAL CONNECTOR
ELECTRIC FUEL PUMP
FUEL GAUGE FLOAT
FUEL PUMP INLET FILTER
FUEL GAUGE SENDING UNIT
MODULE LOCK TABS (3)
INSTALLATION
The fuel gauge sending unit (fuel level sensor) and
float assembly is located on the side of fuel pump
module (Fig. 9) . The fuel pump module is located
inside of fuel tank.
(1) Position sending unit into tracks. Note wire
routing.
(2) Push unit on tracks until lock tab snaps into
notch.
(3) Connect 2 sending unit wires into 4–way connector and install locking collar.
(4) Connect 4–way electrical connector to module.
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
The lines/tubes/hoses used on fuel injected vehicles
are of a special construction. This is due to the
higher fuel pressures and the possibility of contaminated fuel in this system. If it is necessary to replace
these lines/tubes/hoses, only those marked EFM/EFI
may be used.
If equipped: The hose clamps used to secure rubber hoses on fuel injected vehicles are of a special
rolled edge construction. This construction is used to
prevent the edge of the clamp from cutting into the
hose. Only these rolled edge type clamps may be
used in this system. All other types of clamps may
cut into the hoses and cause high-pressure fuel leaks.
Use new original equipment type hose clamps.
BR/BE
FUEL PUMP
DESCRIPTION
The electric fuel pump is located inside of the fuel
pump module. A 12 volt, permanent magnet, electric
motor powers the fuel pump. The electric fuel pump
is not a separate, serviceable component.
OPERATION
Voltage to operate the electric pump is supplied
through the fuel pump relay.
Fuel is drawn in through a filter at the bottom of
the module and pushed through the electric motor
gearset to the pump outlet.
Check Valve Operation: The pump outlet contains a one-way check valve to prevent fuel flow back
into the tank and to maintain fuel supply line pressure (engine warm) when pump is not operational. It
is also used to keep the fuel supply line full of gasoline when pump is not operational. After the vehicle
has cooled down, fuel pressure may drop to 0 psi
(cold fluid contracts), but liquid gasoline will remain
in fuel supply line between the check valve and fuel
injectors. Fuel pressure that has dropped to 0
psi on a cooled down vehicle (engine off) is a
normal condition. Refer to the Fuel Pressure Leak
Down Test for more information.
The electric fuel pump is not a separate, serviceable component.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - FUEL PUMP
CAPACITY TEST
Before performing this test, verify fuel pump
pressure. Refer to Fuel Pump Pressure Test.
Use this test in conjunction with the Fuel Pressure Leak Down Test.
(1) Release fuel system pressure. Refer to Fuel
Pressure Release Procedure.
(2) Disconnect fuel supply line at fuel rail. Refer to
Quick-Connect Fittings. Some engines may require
air cleaner housing removal before line disconnection.
(3) Obtain correct Fuel Line Pressure Test Adapter
Tool Hose. Tool number 6539 is used for 5/16” fuel
lines and tool number 6631 is used for 3/8” fuel lines.
(4) Connect correct Fuel Line Pressure Test
Adapter Tool Hose into disconnected fuel supply line.
Insert other end of Adaptor Tool Hose into a graduated container.
(5) Remove fuel fill cap.
(6) To activate fuel pump and pressurize system,
obtain DRBt scan tool and actuate ASD Fuel System
Test.
FUEL DELIVERY - GASOLINE
14 - 9
(7) A good fuel pump will deliver at least 1/4 liter
of fuel in 7 seconds. Do not operate fuel pump for
longer than 7 seconds with fuel line disconnected as
fuel pump module reservoir may run empty.
(a) If capacity is lower than specification, but
fuel pump can be heard operating through fuel fill
cap opening, check for a kinked/damaged fuel supply line somewhere between fuel rail and fuel
pump module.
(b) If line is not kinked/damaged, and fuel pressure is OK, but capacity is low, replace fuel filter/
fuel pressure regulator. The filter/regulator may be
serviced separately on certain applications. Refer
to Fuel Filter/Fuel Pressure Regulator Removal/Installation for additional information.
(c) If both fuel pressure and capacity are low,
replace fuel pump module assembly. Refer to Fuel
Pump Module Removal/Installation.
DIAGNOSIS AND TESTING - FUEL PUMP
PRESSURE TEST
Use this test in conjunction with the Fuel Pump
Capacity Test, Fuel Pressure Leak Down Test and
Fuel Pump Amperage Test found elsewhere in this
group.
Check Valve Operation: The electric fuel pump
outlet contains a one-way check valve to prevent fuel
flow back into the tank and to maintain fuel supply
line pressure (engine warm) when pump is not operational. It is also used to keep the fuel supply line
full of gasoline when pump is not operational. After
the vehicle has cooled down, fuel pressure may drop
to 0 psi (cold fluid contracts), but liquid gasoline will
remain in fuel supply line between the check valve
and fuel injectors. Fuel pressure that has
dropped to 0 psi on a cooled down vehicle
(engine off) is a normal condition. When the electric fuel pump is activated, fuel pressure should
immediately (1–2 seconds) rise to specification.
All fuel systems are equipped with a fuel tank
module mounted, combination fuel filter/fuel pressure
regulator. The fuel pressure regulator is not controlled by engine vacuum.
WARNING: THE FUEL SYSTEM IS UNDER CONSTANT FUEL PRESSURE EVEN WITH THE ENGINE
OFF. BEFORE DISCONNECTING FUEL LINE AT
FUEL RAIL, THIS PRESSURE MUST BE RELEASED.
REFER TO THE FUEL SYSTEM PRESSURE
RELEASE PROCEDURE.
(1) Remove protective cap at fuel rail test port.
Connect the 0–414 kPa (0-60 psi) fuel pressure gauge
(from gauge set 5069) to test port pressure fitting on
fuel rail (Fig. 11). The DRBt III Scan Tool along
with the PEP module, the 500 psi pressure
14 - 10
FUEL DELIVERY - GASOLINE
BR/BE
FUEL PUMP (Continued)
transducer, and the transducer-to-test port
adapter may also be used in place of the fuel
pressure gauge.
Fig. 11 FUEL PRESSURE TEST GAUGE (TYPICAL
GAUGE INSTALLATION AT TEST PORT)
1 - SERVICE (TEST) PORT
2 - FUEL PRESSURE TEST GAUGE
3 - FUEL RAIL
(2) Start and warm engine and note pressure
gauge reading. Fuel pressure should be 339 kPa ± 34
kPa (49.2 psi ± 5 psi) at idle.
(3) If engine runs, but pressure is below 44.2 psi,
check for a kinked fuel supply line somewhere
between fuel rail and fuel pump module. If line is not
kinked, but specifications for either the Fuel Pump
Capacity, Fuel Pump Amperage or Fuel Pressure
Leak Down Tests were not met, replace fuel pump
module assembly. Refer to Fuel Pump Module
Removal/Installation.
(4) If operating pressure is above 54.2 psi, electric
fuel pump is OK, but fuel pressure regulator is defective. Replace fuel filter/fuel pressure regulator. Refer
to Fuel Filter/Fuel Pressure Regulator Removal/Installation for more information.
(5) Install protective cap to fuel rail test port.
DIAGNOSIS AND TESTING - FUEL PUMP
AMPERAGE TEST
This amperage (current draw) test is to be done in
conjunction with the Fuel Pump Pressure Test, Fuel
Pump Capacity Test and Fuel Pressure Leak Down
Test. Before performing the amperage test, be sure
the temperature of the fuel tank is above 50° F (10°
C).
The DRBt Scan Tool along with the DRB Low Current Shunt (LCS) adapter (Fig. 12) and its test leads
will be used to check fuel pump amperage specifications.
Fig. 12 LOW CURRENT SHUNT
1 - LOW CURRENT SHUNT ADAPTER
2 - PLUG TO DRB
3 - TEST LEAD RECEPTACLES
(1) Be sure fuel tank contains fuel before starting
test. If tank is empty or near empty, amperage readings will be incorrect.
(2) Obtain LCS adapter.
(3) Plug cable from LCS adapter into DRB scan
tool at SET 1 receptacle.
(4) Plug DRB into vehicle 16–way connector (data
link connector).
(5) Connect (-) and (+) test cable leads into LCS
adapter receptacles. Use 10 amp (10A +) receptacle
and common (-) receptacles.
(6) Gain access to MAIN MENU on DRB screen.
(7) Press DVOM button on DRB.
(8) Using left/right arrow keys, highlight CHANNEL 1 function on DRB screen.
(9) Press ENTER three times.
(10) Using up/down arrow keys, highlight RANGE
on DRB screen (screen will default to 2 amp scale).
(11) Press ENTER to change 2 amp scale to 10
amp scale. This step must be done to prevent
damage to DRB scan tool or LCS adapter
(blown fuse).
(12) Remove cover from Power Distribution Center
(PDC).
(13) Remove fuel pump relay from PDC. Refer to
label on PDC cover for relay location.
FUEL DELIVERY - GASOLINE
BR/BE
FUEL PUMP (Continued)
WARNING: BEFORE PROCEEDING TO NEXT STEP,
NOTE THE FUEL PUMP WILL BE ACTIVATED AND
SYSTEM PRESSURE WILL BE PRESENT. THIS WILL
OCCUR AFTER CONNECTING TEST LEADS FROM
LCS ADAPTER INTO FUEL PUMP RELAY CAVITIES.
THE FUEL PUMP WILL OPERATE EVEN WITH IGNITION KEY IN OFF POSITION. BEFORE ATTACHING
TEST LEADS, BE SURE ALL FUEL LINES AND
FUEL SYSTEM COMPONENTS ARE CONNECTED.
CAUTION: To prevent possible damage to the vehicle electrical system and LCS adapter, the test
leads must be connected into relay cavities exactly
as shown in following steps.
Depending upon vehicle model, year or engine configuration, three different types of relays may be
used: Type-1, type-2 and type–3.
(14) If equipped with type–1 relay (Fig. 13),
attach test leads from LCS adapter into PDC relay
cavities number 30 and 87. For location of these cavities, refer to numbers stamped to bottom of relay
(Fig. 13).
(15) If equipped with type–2 relay (Fig. 14),
attach test leads from LCS adapter into PDC relay
cavities number 30 and 87. For location of these cavities, refer to numbers stamped to bottom of relay
(Fig. 14).
(16) If equipped with type–3 relay (Fig. 15),
attach test leads from LCS adapter into PDC relay
cavities number 3 and 5. For location of these cavities, refer to numbers stamped to bottom of relay
(Fig. 15).
(17) When LCS adapter test leads are attached
into relay cavities, fuel pump will be activated.
Determine fuel pump amperage on DRB screen.
Amperage should be below 10.0 amps. If amperage is
below 10.0 amps, and specifications for the Fuel
Pump Pressure, Fuel Pump Capacity and Fuel Pressure Leak Down tests were met, the fuel pump module is OK.
(18) If amperage is more than 10.0 amps, replace
fuel pump module assembly. The electric fuel pump
is not serviced separately.
(19) Disconnect test leads from relay cavities
immediately after testing.
Fig. 13 FUEL PUMP RELAY - TYPE 1
TERMINAL LEGEND
NUMBER
IDENTIFICATION
30
85
86
87
87A
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
Fig. 14 FUEL PUMP RELAY - TYPE 2
NUMBER
30
85
86
87
87A
TERMINAL LEGEND
IDENTIFICATION
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
14 - 11
14 - 12
FUEL DELIVERY - GASOLINE
BR/BE
FUEL PUMP (Continued)
Fig. 15 FUEL PUMP RELAY - TYPE 3
TERMINAL LEGEND
NUMBER
IDENTIFICATION
1
2
3
4
5
COIL BATTERY
COIL GROUND
COMMON FEED
NORMALLY CLOSED
NORMALLY OPEN
FUEL PUMP MODULE
Fig. 16 Fuel Pump Module - Gas Powered With 26
or 34 Gallon Tank–Typical
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
FUEL SUPPLY FITTING
REAR FUEL TANK CHECK VALVE
ELECTRICAL CONNECTOR
FUEL PUMP MODULE
FRONT FUEL TANK CHECK VALVE
LOCKNUT
DESCRIPTION
The fuel pump module on all gas powered engines
is installed in the top of the fuel tank (Fig. 16) or
(Fig. 17). The fuel pump module (Fig. 16), (Fig. 17)or
(Fig. 18)contains the following:
• A combination fuel filter/fuel pressure regulator
• Electric fuel pump
• Fuel pump reservoir
• A separate in-tank fuel filter (at bottom of module)
• Check valve (certain modules)
• Fuel gauge sending unit (fuel level sensor)
• Fuel supply line connection at filter/regulator
• A threaded locknut retaining pump module to
fuel tank
• A gasket between tank flange and module
• Auxiliary non-pressurized fuel supply fitting (not
all engines)
The fuel gauge sending unit (fuel level sensor), and
pick-up filter (at bottom of module) may be serviced
separately. If the electrical fuel pump requires service, the entire fuel pump module must be replaced.
The fuel filter/fuel pressure regulator may be serviced separately. Refer to Fuel Filter/Fuel Pressure
Regulator Removal/Installation for additional information.
Fig. 17 Fuel Pump Module - Gas Powered with 35
Gal. Tank
1
2
3
4
5
6
- FUEL FILTER/PRESSURE REGULATOR
- FUEL SUPPLY FITTING
- ELECTRICAL CONNECTOR
- LOCKNUT
- FUEL PUMP MODULE
- AUXILIARY CAPPED FITTING
FUEL DELIVERY - GASOLINE
BR/BE
14 - 13
FUEL PUMP MODULE (Continued)
Fig. 18 Fuel Pump Module Components - Gas
Powered Engines - Typical
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
ELECTRICAL CONNECTOR
ELECTRIC FUEL PUMP
FUEL GAUGE FLOAT
FUEL PUMP INLET FILTER
FUEL GAUGE SENDING UNIT
MODULE LOCK TABS (3)
Fig. 19 Fuel Pump Module—26 or 34 Gallon Fuel
Tank
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
FUEL SUPPLY FITTING
REAR FUEL TANK CHECK VALVE
ELECTRICAL CONNECTOR
FUEL PUMP MODULE
FRONT FUEL TANK CHECK VALVE
LOCKNUT
OPERATION
Refer to Fuel Pump, Fuel Filter/Fuel Pressure Regulator and Fuel Gauge Sending Unit.
REMOVAL
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING THE FUEL PUMP MODULE,
THE FUEL SYSTEM PRESSURE MUST BE
RELEASED.
(1) Drain and remove fuel tank. Refer to Fuel
Tank - All Engines in the Removal/Installation section.
(2) The plastic fuel pump module locknut is
threaded onto fuel tank (Fig. 19) or (Fig. 20). Install
Special Tool 6856 to locknut and remove locknut (Fig.
21). The fuel pump module will spring up when locknut is removed.
(3) Remove module from fuel tank.
INSTALLATION
CAUTION: Whenever the fuel pump module is serviced, the rubber gasket must be replaced.
(1) Using a new gasket, position fuel pump module
into opening in fuel tank.
Fig. 20 Fuel Pump Module—35 Gallon Fuel Tank
1
2
3
4
5
6
- FUEL FILTER/PRESSURE REGULATOR
- FUEL SUPPLY FITTING
- ELECTRICAL CONNECTOR
- LOCKNUT
- FUEL PUMP MODULE
- AUXILIARY CAPPED FITTING
(2) Position locknut over top of fuel pump module.
Install locknut finger tight.
14 - 14
FUEL DELIVERY - GASOLINE
BR/BE
FUEL PUMP MODULE (Continued)
Fig. 21 Locknut Removal/Installation—TYPICAL
1 - SPECIAL TOOL 6856
2 - LOCKNUT
Fig. 22 Fuel Rail—5.9L Engine—Typical
(3) Rotate module until positioned as shown in
(Fig. 19) or (Fig. 20). This step must be performed to
prevent float from contacting side of fuel tank. Be
sure fuel filter/fuel pressure regulator is pointed to
drivers side of vehicle.
(4) Install Special Tool 6856 (Fig. 21) to locknut.
(5) Tighten locknut to 24– 44 N·m (18–32 ft. lbs.)
torque.
(6) Install fuel tank. Refer to Fuel Tank - All
Engines in the Removal/Installation section.
1 - FUEL RAIL CONNECTING HOSE
2 - FUEL RAIL
3 - MOUNTING BOLTS (4)
FUEL RAIL
DESCRIPTION
DESCRIPTION - 5.9L
The fuel injector rail is used to attach the fuel
injectors to the engine. It is mounted to the engine
(Fig. 22).
DESCRIPTION - 8.0L
The fuel injector rail is used to attach the fuel
injectors to the engine. The fuel rail supplies the necessary fuel to each individual fuel injector and is
mounted to the lower half of the two-piece intake
manifold (Fig. 23). The metal, one-piece fuel rail is
not repairable.
OPERATION
Fig. 23 Fuel Rail—8.0L Engine
1
2
3
4
5
6
-
FUEL RAIL
ELECTRICAL CONNECTOR
MOUNTING BOLTS (6)
INTAKE MANIFOLD LOWER HALF
FUEL PRESSURE TEST PORT
FUEL INJECTORS (10)
OPERATION - 5.9L
High pressure from the fuel pump is routed to the
fuel rail. The fuel rail then supplies the necessary
fuel to each individual fuel injector.
A fuel pressure test port is located on the fuel rail.
A quick-connect fitting with a safety latch clip is
used to attach the fuel line to the fuel rail.
BR/BE
FUEL DELIVERY - GASOLINE
14 - 15
FUEL RAIL (Continued)
The fuel rail is not repairable.
CAUTION: The left and right sections of the fuel rail
are connected with a flexible connecting hose. Do
not attempt to separate the rail halves at this connecting hose. Due to the design of this connecting
hose, it does not use any clamps. Never attempt to
install a clamping device of any kind to the hose.
When removing the fuel rail assembly for any reason, be careful not to bend or kink the connecting
hose.
OPERATION - 8.0L
High pressure from the fuel pump is routed to the
fuel rail. The fuel rail then supplies the necessary
fuel to each individual fuel injector.
A fuel pressure test port is located on the fuel rail.
A quick-connect fitting with a safety latch clip is
used to attach the fuel line to the fuel rail.
The fuel rail is not repairable.
Fig. 24 Fuel Rail Assembly—Typical
1 - FUEL RAIL CONNECTING HOSE
2 - FUEL RAIL
3 - MOUNTING BOLTS (4)
REMOVAL
REMOVAL - 5.9L
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH ENGINE TURNED
OFF). BEFORE SERVICING FUEL RAIL ASSEMBLY,
FUEL SYSTEM PRESSURE MUST BE RELEASED.
To release fuel pressure, refer to Fuel System Pressure Release Procedure found in this group.
CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate the rail
halves at the connecting hose (Fig. 24). Due to the
design of this connecting hose, it does use any
clamps. Never attempt to install a clamping device
of any kind to the hose. When removing the fuel rail
assembly for any reason, be careful not to bend or
kink the connecting hose.
(1) Remove negative battery cable at battery.
(2) Remove air cleaner.
(3) Perform fuel pressure release procedure.
(4) Remove throttle body from intake manifold.
Refer to Throttle Body removal in this group.
(5) If equipped with air conditioning, remove the
A-shaped A/C compressor-to-intake manifold support
bracket (three bolts) (Fig. 25).
(6) Disconnect electrical connectors at all fuel
injectors. To remove connector refer to (Fig. 26). Push
red colored slider away from injector (1). While pushing slider, depress tab (2) and remove connector (3)
from injector. The factory fuel injection wiring har-
Fig. 25 A/C Compressor Support Bracket—Typical
1 - AIR CONDITIONING COMPRESSOR SUPPORT BRACKET
2 - MOUNTING BOLTS
ness is numerically tagged (INJ 1, INJ 2, etc.) for
injector position identification. If harness is not
tagged, note wiring location before removal.
(7) Disconnect fuel tube (line) at side of fuel rail.
Refer to Quick-Connect Fittings for procedures,
(8) Remove the remaining fuel rail mounting bolts.
(9) Gently rock and pull the left fuel rail until the
fuel injectors just start to clear the intake manifold.
Gently rock and pull the right fuel rail until the fuel
injectors just start to clear the intake manifold.
Repeat this procedure (left/right) until all fuel injectors have cleared the intake manifold.
14 - 16
FUEL DELIVERY - GASOLINE
BR/BE
FUEL RAIL (Continued)
Fig. 28 Injector Retaining Clips—Typical Injector
Fig. 26 Remove/Install Fuel Injector Connector
(10) Remove fuel rail (with injectors attached)
from engine.
(11) Remove the clip(s) retaining the injector(s) to
fuel rail (Fig. 27) or (Fig. 28).
Fig. 27 Fuel Injector Mounting—Typical
1 - CLIP
2 - INJECTOR
3 - FUEL RAIL
1
2
3
4
-
PLIERS
INJECTOR CLIP
FUEL INJECTOR
FUEL RAIL
REMOVAL - 8.0L
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE EVEN WITH THE ENGINE OFF.
BEFORE SERVICING FUEL RAIL, FUEL SYSTEM
PRESSURE MUST BE RELEASED.
(1) Remove negative battery cable at battery.
(2) Remove air cleaner housing and tube.
(3) Perform fuel pressure release procedure. Refer
to Fuel Delivery System section of this group.
(4) Disconnect throttle body linkage and remove
throttle body from intake manifold. Refer to Throttle
Body removal in this group.
(5) Remove ignition coil pack and bracket assembly (Fig. 29) at intake manifold and right engine
valve cover (four bolts).
(6) Remove upper half of intake manifold. Refer to
Engines for procedures.
(7) Disconnect electrical connectors at all fuel
injectors. To remove connector refer to (Fig. 30). Push
red colored slider away from injector (1). While pushing slider, depress tab (2) and remove connector (3)
from injector. The factory fuel injection wiring harness is numerically tagged (INJ 1, INJ 2, etc.) for
injector position identification.
(8) Disconnect fuel line quick-connect fitting at
left-rear end of fuel rail. A special 3/8 inch fuel line
disconnection tool will be necessary.
FUEL DELIVERY - GASOLINE
BR/BE
14 - 17
FUEL RAIL (Continued)
Fig. 31 Fuel Rail Mounting Bolts—8.0L V-10
Engine—Typical
Fig. 29 Ignition Coil Pack and Mounting Bracket—
8.0L V-10 Engine
1 - COIL PACKS AND BRACKET
2 - MOUNTING BOLTS (4)
(9) Remove the six fuel rail mounting bolts from
the lower half of intake manifold (Fig. 31).
1
2
3
4
5
6
-
FUEL RAIL
ELECTRICAL CONNECTOR
MOUNTING BOLTS (6)
INTAKE MANIFOLD LOWER HALF
FUEL PRESSURE TEST PORT
FUEL INJECTORS (10)
(10) Gently rock and pull the left fuel rail until
the fuel injectors just start to clear the intake manifold. Gently rock and pull the right fuel rail until
the fuel injectors just start to clear the intake manifold. Repeat this procedure (left/right) until all fuel
injectors have cleared the intake manifold.
(11) Remove fuel rail (with injectors attached)
from engine.
(12) Remove the clip(s) retaining the injector(s) to
fuel rail (Fig. 27) or (Fig. 28).
INSTALLATION
INSTALLATION - 5.9L
(1) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(2) Install injector(s) and injector clip(s) to fuel
rail.
(3) Position the fuel rail/fuel injector assembly to
the injector openings on the intake manifold.
(4) Guide each injector into the intake manifold.
Be careful not to tear the injector o-ring.
Fig. 30 Remove/Install Fuel Injector Connector
14 - 18
FUEL DELIVERY - GASOLINE
BR/BE
FUEL RAIL (Continued)
(5) Push the right fuel rail down until fuel injectors have bottomed on injector shoulder. Push the
left fuel rail down until fuel injectors have bottomed
on injector shoulder.
(6) Install fuel rail mounting bolts.
(7) Connect electrical connector to intake manifold
air temperature sensor.
(8) Connect electrical connectors at all fuel injectors. To install connector, refer to (Fig. 26). Push connector onto injector (1) and then push and lock red
colored slider (2). Verify connector is locked to injector by lightly tugging on connector.
(9) Install the A/C support bracket (if equipped).
(10) Install throttle body to intake manifold. Refer
to Throttle Body installation in this section of the
group.
(11) Install fuel tube (line) at side of fuel rail.
Refer to Quick-Connect Fittings for procedures.
(12) Install air cleaner.
(13) Connect battery cable to battery.
(14) Start engine and check for leaks.
INSTALLATION - 8.0L
(1) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(2) Install injector(s) and injector clip(s) to fuel
rail.
NOTE: The fuel injector electrical connectors on all
10 injectors should be facing to the right (passenger) side of the vehicle (Fig. 31).
(3) Position the fuel rail/fuel injector assembly to
the injector openings on the intake manifold.
(4) Guide each injector into the intake manifold.
Be careful not to tear the injector o-ring.
(5) Push the right fuel rail down until fuel injectors have bottomed on injector shoulder. Push the
left fuel rail down until fuel injectors have bottomed
on injector shoulder.
(6) Install the six fuel rail mounting bolts into the
lower half of intake manifold. Tighten bolts to 15
N·m (136 in. lbs.) torque.
(7) Connect electrical connectors at all fuel injectors. To install connector, refer to (Fig. 30). Push connector onto injector (1) and then push and lock red
colored slider (2). Verify connector is locked to injector by lightly tugging on connector. The injector wiring harness is numerically tagged.
(8) Install upper half of intake manifold. Refer to
Engines for procedures.
(9) Connect main fuel line at fuel rail. Refer to
Quick-Connect Fittings for procedures.
(10) Install ignition coil pack and bracket assembly at intake manifold and right engine valve cover
(four bolts).
(11) Install throttle body to intake manifold. Refer
to Throttle Body removal in this group.
(12) Install throttle body linkage to throttle body.
(13) Install air cleaner tube and housing.
(14) Install negative battery cable at battery.
(15) Start engine and check for leaks.
FUEL TANK
DESCRIPTION
The fuel tank is constructed of a plastic material.
Its main functions are for fuel storage and for placement of the fuel pump module.
OPERATION
All models pass a full 360 degree rollover test
without fuel leakage. To accomplish this, fuel and
vapor flow controls are required for all fuel tank connections.
A fuel tank check valve(s) is mounted into the top
of the fuel tank (or pump module). Refer to Emission
Control System for fuel tank check valve information.
An evaporation control system is connected to the
rollover valve(s) to reduce emissions of fuel vapors
into the atmosphere. When fuel evaporates from the
fuel tank, vapors pass through vent hoses or tubes to
a charcoal canister where they are temporarily held.
When the engine is running, the vapors are drawn
into the intake manifold. Certain models are also
equipped with a self-diagnosing system using a Leak
Detection Pump (LDP). Refer to Emission Control
System for additional information.
REMOVAL
WARNING: GASOLINE POWERED ENGINES: THE
FUEL SYSTEM IS UNDER A CONSTANT PRESSURE
EVEN WITH THE ENGINE OFF. BEFORE SERVICING
THE FUEL TANK, FUEL SYSTEM PRESSURE MUST
BE RELEASED. REFER TO THE FUEL SYSTEM
PRESSURE RELEASE PROCEDURE BEFORE SERVICING THE FUEL TANK.
Two different procedures may be used to drain fuel
tank (lowering tank or using DRB scan tool). When
equipped with a diesel engine, the DRB scan tool
cannot be used (no electric fuel pump).
The quickest draining procedure involves lowering
the fuel tank.
Gasoline Powered Engines: As an alternative
procedure, the electric fuel pump may be activated
allowing tank to be drained at fuel rail connection.
Refer to DRB scan tool for fuel pump activation procedures. Before disconnecting fuel line at fuel rail,
release fuel pressure. Refer to the Fuel System Pressure Release Procedure in this group for procedures.
FUEL DELIVERY - GASOLINE
BR/BE
14 - 19
FUEL TANK (Continued)
Attach end of special test hose tool number 6541,
6539, 6631 or 6923 at fuel rail disconnection (tool
number will depend on model and/or engine application). Position opposite end of this hose tool to an
approved gasoline draining station. Activate fuel
pump and drain tank until empty.
If electric fuel pump is not operating, tank must be
lowered for fuel draining. Refer to following procedures.
(1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release procedure as described in this group.
(3) Gasoline Engines: Disconnect negative battery
cable at battery. Diesel Engines: Disconnect both negative battery cables at both batteries.
(4) Raise vehicle on hoist.
(5) Certain models are equipped with a separate
grounding wire (strap) connecting the fuel fill tube
assembly to the body. Disconnect wire by removing
screw.
(6) Open fuel fill door and remove screws mounting fuel filler tube assembly to body. Do not disconnect rubber fuel fill or vent hoses from tank at this
time.
(7) Place a transmission jack under center of fuel
tank. Apply a slight amount of pressure to fuel tank
with transmission jack.
(8) Remove fuel tank mounting strap nuts from
mounting strap studs (Fig. 32). If equipped, remove
fuel tank shield bolts.
(9) Lower fuel tank only enough to allow access to
top of tank. The 2 tank fittings (where rubber fuel fill
and vent hose connections are made) must be positioned above tank level. Rotate tank slightly to allow
these fittings to be above tank level.
EVAP line from check valve near rear of tank (Fig.
33).
(c) If equipped with 35 gallon fuel tank, two
EVAP lines are connected to the fuel tank check
valves. Disconnect EVAP lines from check valves at
top-front and top-rear of fuel tank (Fig. 35).
(d) Disconnect fuel supply line at fuel filter/fuel
pressure regulator supply fitting (Fig. 33) or (Fig.
34). Refer to Quick-Connect Fittings for procedures.
(13) Diesel Powered Engines:
(a) While working over left rear tire/wheel, disconnect wiring harness connector from electrical
connector at top of fuel tank module (Fig. 36).
(b) Disconnect fuel supply and fuel return lines
at the fuel tank module fittings (Fig. 36). Refer to
Quick-Connect Fittings for procedures.
(14) Gasoline Engines: If fuel pump module
removal is necessary, refer to Fuel Pump Module
Removal/Installation in this group. Diesel Engines: If
fuel tank module removal is necessary, refer to Fuel
Tank Module Removal/Installation in this group.
WARNING: WRAP SHOP TOWELS AROUND HOSES
TO CATCH ANY GASOLINE SPILLAGE.
(10) While working over left rear tire/wheel, disconnect rubber fuel vent hose at fuel tank (Fig. 32)
(vent hose is the smallest of 2 hoses). Position fuel
siphoning/drain hose into this fitting at tank. Drain
fuel into an approved portable holding tank or a
properly labeled gasoline (or diesel fuel) safety container.
(11) Disconnect rubber fuel fill hose at fuel tank
(Fig. 32).
(12) Gas Powered Engines:
(a) While working over left rear tire/wheel, disconnect wiring harness connector from electrical
connector at top of fuel pump module (Fig. 33) or
(Fig. 34).
(b) If equipped with 26 or 34 gallon fuel tank,
two EVAP lines are connected to the fuel tank
check valves. Disconnect EVAP line from check
valve at top of module (Fig. 33). Disconnect other
Fig. 32 Fuel Tank Mounting—Typical
1
2
3
4
5
6
7
-
STRAP MOUNTING STUDS (AT FRAME)
FUEL FILL HOSE
FUEL VENT HOSE
STRAP MOUNTING NUTS (2)
FUEL TANK STRAPS (2)
FUEL TANK
CLAMPS
14 - 20
FUEL DELIVERY - GASOLINE
BR/BE
FUEL TANK (Continued)
Fig. 33 Fuel Pump Module—Gas Engine With 26 or
34 Gallon Tank
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
FUEL SUPPLY FITTING
REAR FUEL TANK CHECK VALVE
ELECTRICAL CONNECTOR
FUEL PUMP MODULE
FRONT FUEL TANK CHECK VALVE
LOCKNUT
Fig. 35 Check Valve Locations—Gas Engine With 35
Gallon Tank
1
2
3
4
-
FRONT FUEL TANK CHECK VALVE
FUEL PUMP MODULE
REAR FUEL TANK CHECK VALVE
FUEL TANK
1
2
3
4
5
6
- AUXILIARY CAPPED FITTING
- FUEL PUMP MODULE
- FUEL SUPPLY/RETURN FITTINGS
- ELECTRICAL CONNECTOR
- LOCKNUT
- ROLLOVER VALVE
Fig. 36 Fuel Tank
Fig. 34 Fuel Pump Module—Gas Engine With 35
Gallon Tank
1
2
3
4
5
6
- FUEL FILTER/PRESSURE REGULATOR
- FUEL SUPPLY FITTING
- ELECTRICAL CONNECTOR
- LOCKNUT
- FUEL PUMP MODULE
- AUXILIARY CAPPED FITTING
INSTALLATION
(1) Gasoline Engines: If fuel pump module is being
installed, refer to Fuel Pump Module Removal/Installation in this group. Diesel Engines: If fuel tank mod-
FUEL DELIVERY - GASOLINE
BR/BE
14 - 21
FUEL TANK (Continued)
ule is being installed, refer to Fuel Tank Module
Removal/Installation in this group.
(2) Place fuel tank on top of transmission jack.
(3) Install rubber fill and vent lines to tank.
Tighten hose clamps to 2.3 N·m (20 in. lbs.) torque.
(4) Raise tank into position while guiding fill and
vent hoses to body. Raise tank only enough to allow
access to top of tank.
(5) Gas Powered Engines:
(a) Connect electrical connector to fuel pump
module.
(b) Connect EVAP hoses at rollover valves.
(c) Connect fuel supply line at fuel filter/fuel
pressure regulator. Refer to Quick-Connect Fittings
for procedures.
(6) Diesel Powered Engines:
(a) Connect electrical connector to fuel tank
module.
(b) Connect fuel supply and fuel return lines to
fuel tank module fittings. Refer to Quick-Connect
Fittings in this group.
(7) Connect two mounting straps and mounting
strap nuts.
(8) Tighten strap nuts to 41 N·m (30 ft. lbs.)
torque. Do not over tighten retaining strap nuts.
(9) Remove transmission jack.
(10) Connect fuel filler tube assembly to body.
(11) If equipped, connect grounding wire (strap)
and screw.
(12) Refill fuel tank and inspect all hoses and lines
for leaks.
(13) Connect negative battery cable(s) to battery(s).
Fig. 37 Check Valve Location—Diesel Powered
1
2
3
4
5
6
- AUXILIARY CAPPED FITTING
- FUEL PUMP MODULE
- FUEL SUPPLY/RETURN FITTINGS
- ELECTRICAL CONNECTOR
- LOCKNUT
- FUEL TANK CHECK VALVE
FUEL TANK CHECK VALVE
DESCRIPTION
Diesel Powered Engine: One fuel tank check
valve is used. The check valve is located on the top of
the fuel tank module (Fig. 37). The valve may be serviced separately.
Gasoline Powered Engines: If equipped with a
26 or 34 gallon fuel tank, two check valves are used.
One of the valves is permanently mounted to the top
of fuel tank (Fig. 38). If replacement of this particular valve is necessary, the fuel tank must be
replaced. The other check valve is located on the top
of the fuel pump module (Fig. 38). This valve may be
serviced separately. If replacement is necessary, refer
to the Removal/Installation section of this group.
If equipped with a 35 gallon fuel tank, two check
valves are used. Both valves are permanently
mounted to the top of fuel tank (Fig. 39). If replacement is necessary, the fuel tank must be replaced.
Fig. 38 Check Valve Locations—Gas
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
FUEL SUPPLY FITTING
REAR FUEL TANK CHECK VALVE
ELECTRICAL CONNECTOR
FUEL PUMP MODULE
FRONT FUEL TANK CHECK VALVE
LOCKNUT
14 - 22
FUEL DELIVERY - GASOLINE
BR/BE
FUEL TANK CHECK VALVE (Continued)
Fig. 39 Check Valve Locations—Gas Powered with
35 Gallon Tank
1
2
3
4
-
FRONT FUEL TANK CHECK VALVE
FUEL PUMP MODULE
REAR FUEL TANK CHECK VALVE
FUEL TANK
Fig. 40 Check Valve Location - Diesel Powered
1
2
3
4
5
6
- AUXILIARY CAPPED FITTING
- FUEL PUMP MODULE
- FUEL SUPPLY/RETURN FITTINGS
- ELECTRICAL CONNECTOR
- LOCKNUT
- FUEL TANK CHECK VALVE
REMOVAL
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING THE CHECK VALVE, FUEL
SYSTEM PRESSURE MUST BE RELEASED (GASOLINE POWERED ENGINES ONLY). REFER TO THE
FUEL PRESSURE RELEASE PROCEDURE IN
GROUP 14, FUEL SYSTEM.
(1) Diesel Powered Engine: One checkr valve is
used. The valve is located on top of fuel tank module
(Fig. 40) and may be serviced separately.
(a) Disconnect both negative battery cables at
both batteries.
(b) Remove fuel filler cap and drain fuel tank.
(c) Remove fuel tank. Refer to Fuel Tank Removal/Installation in Fuel System.
(d) The check valve is seated into a rubber
grommet. Remove valve by prying one side upward
and then roll valve out of grommet.
(e) Discard old grommet.
(2) Gasoline Powered Engines: If equipped with
a 26 or 34 gallon fuel tank, two check valves are used.
One of the valves is permanently mounted to top of
fuel tank (Fig. 41). If replacement of this particular
valve is necessary, fuel tank must be replaced. Refer
to Fuel Tank Removal/Installation in Group 14, Fuel
System. The other check valve is located on top of fuel
pump module (Fig. 41). This valve may be serviced
separately. Refer to following steps for procedures.
Fig. 41 Check Valve Locations - Gas Powered 26/34 Gallon Tank
1
2
3
4
5
6
7
-
FUEL FILTER/PRESSURE REGULATOR
FUEL SUPPLY FITTING
REAR FUEL TANK CHECK VALVE
ELECTRICAL CONNECTOR
FUEL PUMP MODULE
FRONT FUEL TANK CHECK VALVE
LOCKNUT
FUEL DELIVERY - GASOLINE
BR/BE
14 - 23
FUEL TANK CHECK VALVE (Continued)
INLET FILTER
REMOVAL
The fuel pump inlet filter (strainer) is located on
the bottom of the fuel pump module (Fig. 43). The
fuel pump module is located inside of fuel tank.
Fig. 42 Check Valve Locations - Gas Powered with
35 Gallon Tank
1
2
3
4
-
FRONT FUEL TANK CHECK VALVE
FUEL PUMP MODULE
REAR FUEL TANK CHECK VALVE
FUEL TANK
If equipped with a 35 gallon fuel tank, two check
valves are also used, but both valves are permanently
mounted to top of fuel tank (Fig. 42). If replacement is
necessary, fuel tank must be replaced. Refer to Fuel
Tank Removal/Installation in Group 14, Fuel System.
(a) Disconnect negative battery cable at battery.
(b) Remove fuel filler cap and drain fuel tank.
(c) Remove fuel tank. Refer to Fuel Tank Removal/Installation in Fuel System.
(d) Disconnect tube (line) at valve.
(e) The check valve is seated into a rubber grommet. Remove valve by prying one side upward and
then roll valve out of grommet.
(f) Discard old grommet.
INSTALLATION
(1) Install new grommet into fuel pump (or fuel
tank) module.
(2) Using finger pressure only, press valve into
place.
(3) Install fuel tank. Refer to Fuel Tank Installation.
(4) Fill fuel tank. Install fuel tank filler cap.
(5) Connect negative battery cable(s).
(6) Start vehicle and check for leaks.
Fig. 43 Fuel Pump Inlet Filter
1 - FUEL PUMP INLET FILTER
2 - LOCK TABS (2)
3 - FUEL PUMP MODULE (BOTTOM)
(1) Remove fuel tank. Refer to Fuel Tank Removal/
Installation.
(2) Remove fuel pump module. Refer to Fuel Pump
Module Removal/Installation.
(3) Remove filter by carefully prying 2 lock tabs at
bottom of module with 2 screwdrivers. Filter is
snapped to module.
(4) Clean bottom of pump module.
INSTALLATION
The fuel pump inlet filter (strainer) is located on
the bottom of the fuel pump module (Fig. 43) . The
fuel pump module is located inside of fuel tank.
(1) Snap new filter to bottom of module. Be sure
o-ring is in correct position.
(2) Install fuel pump module. Refer to Fuel Pump
Module Removal/Installation.
(3) Install fuel tank. Refer to Fuel Tank Removal/
Installation.
14 - 24
FUEL DELIVERY - GASOLINE
QUICK CONNECT FITTING
DESCRIPTION
Different types of quick-connect fittings are used to
attach various fuel system components, lines and
tubes. These are: a single-tab type, a two-tab type or
a plastic retainer ring type. Some are equipped with
safety latch clips. Some may require the use of a special tool for disconnection and removal. Refer to
Quick-Connect Fittings Removal/Installation for more
information.
BR/BE
(1) Perform fuel pressure release procedure. Refer
to Fuel Pressure Release Procedure.
(2) Disconnect negative battery cable from battery.
(3) Clean fitting of any foreign material before disassembly.
(4) 2–Button Type Fitting: This type of fitting is
equipped with a push-button located on each side of
quick-connect fitting (Fig. 44). Press on both buttons
simultaneously for removal.
CAUTION: The interior components (o-rings, clips)
of quick-connect fittings are not serviced separately, but new plastic spacers are available for
some types. If service parts are not available, do
not attempt to repair the damaged fitting or fuel line
(tube). If repair is necessary, replace the complete
fuel line (tube) assembly.
STANDARD PROCEDURE - QUICK-CONNECT
FITTINGS
Also refer to Fuel Tubes/Lines/Hoses and Clamps.
Different types of quick-connect fittings are used to
attach various fuel system components, lines and
tubes. These are: a single-tab type, a two-tab type or
a plastic retainer ring type. Safety latch clips are
used on certain components/lines. Certain fittings
may require use of a special tool for disconnection.
Fig. 44 2-BUTTON TYPE FITTING
1 - QUICK-CONNECT FITTING
2 - PUSH-BUTTONS (2)
DISCONNECTING
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSE,
FITTING OR LINE, FUEL SYSTEM PRESSURE MUST
BE RELEASED. REFER TO FUEL SYSTEM PRESSURE RELEASE PROCEDURE.
CAUTION: The interior components (o-rings, spacers) of some types of quick-connect fitting are not
serviced separately. If service parts are not available, do not attempt to repair a damaged fitting or
fuel line. If repair is necessary, replace complete
fuel line assembly.
(5) Single-Tab Type Fitting: This type of fitting
is equipped with a single pull tab (Fig. 45). The tab
is removable. After tab is removed, quick-connect fitting can be separated from fuel system component.
(a) Press release tab on side of fitting to release
pull tab (Fig. 46). If release tab is not pressed
prior to releasing pull tab, pull tab will be
damaged.
(b) While pressing release tab on side of fitting,
use screwdriver to pry up pull tab (Fig. 46).
(c) Raise pull tab until it separates from quickconnect fitting (Fig. 47).
(6) Two-Tab Type Fitting: This type of fitting is
equipped with tabs located on both sides of fitting
(Fig. 48). The tabs are supplied for disconnecting
quick-connect fitting from component being serviced.
FUEL DELIVERY - GASOLINE
BR/BE
14 - 25
QUICK CONNECT FITTING (Continued)
Fig. 47 REMOVING PULL TAB
Fig. 45 SINGLE-TAB TYPE FITTING
1
2
3
4
-
PULL TAB
QUICK-CONNECT FITTING
PRESS HERE TO REMOVE PULL TAB
INSERTED TUBE END
1
2
3
4
-
FUEL TUBE OR FUEL SYSTEM COMPONENT
PULL TAB
QUICK-CONNECT FITTING
FUEL TUBE STOP
Fig. 48 TYPICAL 2–TAB TYPE FITTING
Fig. 46 DISCONNECTING SINGLE-TAB TYPE
FITTING
1 - PULL TAB
2 - SCREWDRIVER
3 - QUICK-CONNECT FITTING
(a) To disconnect quick-connect fitting, squeeze
plastic retainer tabs (Fig. 48) against sides of
quick-connect fitting with your fingers. Tool use is
not required for removal and may damage plastic
retainer.
(b) Pull fitting from fuel system component
being serviced.
(c) The plastic retainer will remain on component being serviced after fitting is disconnected.
The o-rings and spacer will remain in quick-connect fitting connector body.
1 - TAB(S)
2 - QUICK-CONNECT FITTING
(7) Plastic Retainer Ring Type Fitting: This
type of fitting can be identified by the use of a fullround plastic retainer ring (Fig. 49) usually black in
color.
(a) To release fuel system component from quickconnect fitting, firmly push fitting towards component being serviced while firmly pushing plastic
retainer ring into fitting (Fig. 49). With plastic ring
depressed, pull fitting from component. The plastic retainer ring must be pressed squarely
into fitting body. If this retainer is cocked
during removal, it may be difficult to disconnect fitting. Use an open-end wrench on
shoulder of plastic retainer ring to aid in disconnection.
14 - 26
FUEL DELIVERY - GASOLINE
BR/BE
QUICK CONNECT FITTING (Continued)
Fig. 51 LATCH CLIP-TYPE 2
Fig. 49 PLASTIC RETAINER RING TYPE FITTING
1
2
3
4
5
6
7
8
-
1 - LATCH CLIP
FUEL TUBE
QUICK CONNECT FITTING
PUSH
PLASTIC RETAINER
PUSH
PUSH
PUSH
PUSH
Fig. 52 FUEL LINE DISCONNECTION USING
SPECIAL TOOL
1 - SPECIAL FUEL LINE TOOL
2 - FUEL LINE
3 - FUEL RAIL
Fig. 50 LATCH CLIP-TYPE 1
1
2
3
4
5
-
TETHER STRAP
FUEL LINE
SCREWDRIVER
LATCH CLIP
FUEL RAIL
(b) After disconnection, plastic retainer ring will
remain with quick-connect fitting connector body.
(c) Inspect fitting connector body, plastic retainer
ring and fuel system component for damage.
Replace as necessary.
BR/BE
FUEL DELIVERY - GASOLINE
14 - 27
QUICK CONNECT FITTING (Continued)
(8) Latch Clips: Depending on vehicle model and
engine, 2 different types of safety latch clips are used
(Fig. 50) or (Fig. 51). Type-1 is tethered to fuel line
and type-2 is not. A special tool will be necessary to
disconnect fuel line after latch clip is removed. The
latch clip may be used on certain fuel line/fuel rail
connection, or to join fuel lines together.
(a) Type 1: Pry up on latch clip with a screwdriver (Fig. 50).
(b) Type 2: Separate and unlatch 2 small arms
on end of clip (Fig. 51) and swing away from fuel
line.
(c) Slide latch clip toward fuel rail while lifting
with screwdriver.
(d) Insert special fuel line removal tool (Snap-On
number FIH 9055-1 or equivalent) into fuel line
(Fig. 52). Use tool to release locking fingers in end
of line.
(e) With special tool still inserted, pull fuel line
from fuel rail.
(f) After disconnection, locking fingers will
remain within quick-connect fitting at end of fuel
line.
(9) Disconnect quick-connect fitting from fuel system component being serviced.
CONNECTING
(1) Inspect quick-connect fitting body and fuel system component for damage. Replace as necessary.
(2) Prior to connecting quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean parts with a lint-free cloth.
Lubricate with clean engine oil.
(3) Insert quick-connect fitting into fuel tube or
fuel system component until built-on stop on fuel
tube or component rests against back of fitting.
(4) Continue pushing until a click is felt.
(5) Single-tab type fitting: Push new tab down
until it locks into place in quick-connect fitting.
(6) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(7) Latch Clip Equipped: Install latch clip (snaps
into position). If latch clip will not fit, this indicates fuel line is not properly installed to fuel
rail (or other fuel line). Recheck fuel line connection.
(8) Connect negative cable to battery.
(9) Start engine and check for leaks.
14 - 28
FUEL INJECTION - GASOLINE
BR/BE
FUEL INJECTION - GASOLINE
TABLE OF CONTENTS
page
FUEL INJECTION - GASOLINE
DIAGNOSIS AND TESTING
VISUAL INSPECTION—5.9L ENGINES
VISUAL INSPECTION—8.0L ENGINE
.
SPECIFICATIONS - TORQUE - GAS FUEL
INJECTION . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
FUEL SYSTEM . . . . . . . . . . . . . . . . . .
ACCELERATOR PEDAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT POSITION SENSOR
DESCRIPTION
DESCRIPTION - 5.9L . . . . . . . . . . . . . .
DESCRIPTION - 8.0L . . . . . . . . . . . . . .
OPERATION
OPERATION - 5.9L . . . . . . . . . . . . . . .
OPERATION - 8.0L . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
.............
INSTALLATION - 8.0L
.............
FUEL PUMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
IDLE AIR CONTROL MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
.............
INSTALLATION - 8.0L
.............
INTAKE AIR TEMPERATURE SENSOR
DESCRIPTION - 5.9L/8.0L . . . . . . . . . . . .
OPERATION - 5.9L/8.0L . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
.............
INSTALLATION - 8.0L
.............
. . . . . 29
. . . . . 32
. . . . . 35
. . . . . 35
. . . . . 36
. . . . . 37
. . . . . 37
. . . . . 37
. . . . . 37
. . . . . 38
. . . . . 38
. . . . . 39
. . . . . 39
. . . . . 39
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 40
. 40
. 40
. 40
. . . . . 40
. . . . . 40
. . . . . 41
. . . . . 41
. . . . . 42
. . . . . 42
. . . . . 42
. . . . . 42
. . . . . 42
. . . . . 43
. . . . . 43
. . . . . 43
page
MANIFOLD ABSOLUTE PRESSURE SENSOR
DESCRIPTION - 5.9L/8.0L . . . . . . . . . . . . . . .
OPERATION - 5.9L/8.0L . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
................
INSTALLATION - 8.0L
................
O2 SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PTO SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
THROTTLE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
................
INSTALLATION - 8.0L
................
THROTTLE CONTROL CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
THROTTLE POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - 5.9L . . . . . . . . . . . . . . . . . . . .
REMOVAL - 8.0L . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 5.9L
................
INSTALLATION - 8.0L
................
FUEL INJECTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION - PCM OUTPUT
..........
DIAGNOSIS AND TESTING - FUEL INJECTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
. . 43
. . 43
. . 44
. . 44
. . 45
. . 45
.
.
.
.
. 45
. 45
. 46
. 47
. . 47
. . 47
. . 47
. . 47
. . 47
. . 47
. . 48
. . 49
. . 49
. . 50
. . 50
. . 50
. . 50
. . 50
. . 51
. . 51
. . 52
. . 52
. . 52
. 53
. . 53
. . 53
FUEL INJECTION - GASOLINE
BR/BE
14 - 29
FUEL INJECTION - GASOLINE
DIAGNOSIS AND TESTING
VISUAL INSPECTION—5.9L ENGINES
A visual inspection for loose, disconnected or incorrectly routed wires and hoses should be made. This
should be done before attempting to diagnose or service the fuel injection system. A visual check will
help spot these faults and save unnecessary test and
diagnostic time. A thorough visual inspection will
include the following checks:
(1) Verify that the three 32–way electrical connectors are fully inserted into the connector of the powertrain control module (PCM) (Fig. 1).
Fig. 2 Power Distribution Center (PDC)
1 - POWER DISTRIBUTION CENTER (PDC)
Fig. 1 Powertrain Control Module (PCM)
1 - PCM MOUNTING BOLTS (3)
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - (3) 32–WAY CONNECTORS
(2) Inspect the battery cable connections. Be sure
that they are clean and tight.
(3) Inspect fuel pump relay and air conditioning
compressor clutch relay (if equipped). Inspect the
ASD relay connections. Inspect starter motor relay
connections. Inspect relays for signs of physical damage and corrosion. The relays are located in the
Power Distribution Center (PDC) (Fig. 2). Refer to
label on PDC cover for relay location.
(4) Inspect ignition coil connections. Verify that
coil secondary cable is firmly connected to coil (Fig.
3).
(5) Verify that distributor cap is correctly attached
to distributor. Be sure that spark plug cables are
firmly connected to the distributor cap and the spark
plugs are in their correct firing order. Be sure that
coil cable is firmly connected to distributor cap and
coil. Be sure that camshaft position sensor wire con-
Fig. 3 Ignition Coil—5.9L Engines—Typical
1
2
3
4
- ACCESSORY DRIVE BELT TENSIONER
- COIL CONNECTOR
- IGNITION COIL
- COIL MOUNTING BOLTS
nector (at the distributor) is firmly connected to harness connector. Inspect spark plug condition. Refer to
8, Ignition. Connect vehicle to an oscilloscope and
inspect spark events for fouled or damaged spark
plugs or cables.
(6) Verify that generator output wire, generator
connector and ground wire are firmly connected to
the generator.
(7) Inspect the system body grounds for loose or
dirty connections. Refer to 8, Wiring for ground locations.
(8) Verify positive crankcase ventilation (PCV)
valve operation. Refer to 25, Emission Control System for additional information. Verify PCV valve
hose is firmly connected to PCV valve and manifold
(Fig. 4).
14 - 30
FUEL INJECTION - GASOLINE
BR/BE
FUEL INJECTION - GASOLINE (Continued)
Fig. 4 PCV Valve
1 - PCV VALVE
2 - PCV VALVE HOSE CONNECTIONS
(9) Inspect fuel tube quick-connect fitting-to-fuel
rail connections.
(10) Verify that hose connections to all ports of
vacuum fittings on intake manifold are tight and not
leaking.
(11) Inspect accelerator cable, transmission throttle cable (if equipped) and cruise control cable connections (if equipped). Check their connections to the
throttle arm of throttle body for any binding or
restrictions.
(12) If equipped with vacuum brake booster, verify
that vacuum booster hose is firmly connected to fitting on intake manifold. Also check connection to
brake vacuum booster.
(13) Inspect the air cleaner inlet and air cleaner
element for dirt or restrictions.
(14) Inspect radiator grille area, radiator fins and
air conditioning condenser for restrictions.
(15) Verify that the intake manifold air temperature sensor wire connector is firmly connected to harness connector (Fig. 5).
(16) Verify that MAP sensor electrical connector is
firmly connected to MAP sensor (Fig. 6). Also verify
that rubber L-shaped fitting from MAP sensor to the
throttle body is firmly connected (Fig. 7).
(17) Verify that fuel injector wire harness connectors are firmly connected to injectors in the correct
order. Each harness connector is numerically tagged
with the injector number (INJ 1, INJ 2 etc.) of its
corresponding fuel injector and cylinder number.
(18) Verify harness connectors are firmly connected to idle air control (IAC) motor, throttle position sensor (TPS) and manifold absolute pressure
(MAP) sensor (Fig. 6).
Fig. 5 Air Temperature
1 - INTAKE MANIFOLD AIR TEMPERATURE SENSOR
2 - ELECTRICAL CONNECTOR
Fig. 6 Sensor and IAC Motor Location—Typical (V-8
Shown)
1 - MAP SENSOR
2 - IDLE AIR CONTROL MOTOR
3 - THROTTLE POSITION SENSOR
(19) Verify that wire harness connector is firmly
connected to the engine coolant temperature sensor
(Fig. 8).
(20) Raise and support the vehicle.
(21) Verify oxygen sensor wire connectors are
firmly connected to the sensors. Inspect sensors and
connectors for damage (Fig. 9), (Fig. 10) or (Fig. 11).
FUEL INJECTION - GASOLINE
BR/BE
14 - 31
FUEL INJECTION - GASOLINE (Continued)
Fig. 7 Rubber L-Shaped Fitting—MAP Sensor-toThrottle Body—5.9L Engines
1 - MAP SENSOR
2 - RUBBER FITTING
3 - IDLE AIR PASSAGE
Fig. 9 Left/Right Oxygen Sensors—HDC Engines
1 - DUAL OXYGEN SENSORS
2 - TOP OF TRANSMISSION
Fig. 10 Pre-Catalyst/Post-Catalyst Sensors
Fig. 8 Engine Coolant Temperature
1
2
3
4
- GENERATOR
- A/C COMPRESSOR
- ENGINE COOLANT TEMPERATURE SENSOR
- ELEC. CONN.
(22) Inspect for pinched or leaking fuel tubes.
Inspect for pinched, cracked or leaking fuel hoses.
(23) Inspect for exhaust system restrictions such
as pinched exhaust pipes, collapsed muffler or
plugged catalytic convertor.
(24) If equipped with automatic transmission, verify that electrical harness is firmly connected to park/
neutral switch. Refer to 21, Automatic Transmission.
1 - POST CATALYST OXYGEN SENSOR (1/3)
2 - PRE-CATALYST OXYGEN SENSOR (1/2)
(25) Verify electrical harness is firmly connected to
rear wheel speed sensor. Verify rear wheel speed sensor is firmly attached to rear axle with proper air
gap. Refer to 5, Brakes for information.
(26) If equipped with 4–wheel antilock brake system, verify electrical harness is firmly connected to
each front wheel speed sensor. Verify both front
wheel speed sensors are firmly attached. Refer to 5,
Brakes for information.
(27) Verify that fuel pump/gauge sender unit wire
connector is firmly connected to harness connector.
(28) Inspect fuel hoses at fuel pump/gauge sender
unit for cracks or leaks.
14 - 32
FUEL INJECTION - GASOLINE
BR/BE
FUEL INJECTION - GASOLINE (Continued)
Fig. 11 Oxygen Sensors
(29) Inspect transmission torque convertor housing
(automatic transmission) or clutch housing (manual
transmission) for damage to timing ring on drive
plate/flywheel.
(30) Verify that battery cable and solenoid feed
wire connections to the starter solenoid are tight and
clean. Inspect for chaffed wires or wires rubbing up
against other components.
Fig. 12 Powertrain Control Module (PCM)
1 - PCM MOUNTING BOLTS (3)
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - (3) 32–WAY CONNECTORS
VISUAL INSPECTION—8.0L ENGINE
A visual inspection for loose, disconnected or incorrectly routed wires and hoses should be made. This
should be done before attempting to diagnose or service the fuel injection system. A visual check will
help spot these faults and save unnecessary test and
diagnostic time. A thorough visual inspection will
include the following checks:
(1) Verify that the three 32–way electrical connectors are fully inserted into the connector of the powertrain control module (PCM) (Fig. 12).
(2) Inspect the battery cable connections. Be sure
that they are clean and tight.
(3) Inspect fuel pump relay and air conditioning
compressor clutch relay (if equipped). Inspect the
ASD relay connections. Inspect starter motor relay
connections. Inspect relays for signs of physical damage and corrosion. The relays are located in the
Power Distribution Center (PDC) (Fig. 13). Refer to
label on PDC cover for relay location.
(4) Inspect ignition coil pack primary connections.
Verify that secondary cables are firmly connected to
coils (Fig. 14).
(5) Be sure that spark plug cables are firmly connected and the spark plugs are in their correct firing
order. Be sure that camshaft position sensor wire
connector is firmly connected to harness connector.
Inspect spark plug condition. Refer to 8, Ignition.
Fig. 13 Power Distribution Center (PDC)
1 - POWER DISTRIBUTION CENTER (PDC)
Connect vehicle to an oscilloscope and inspect spark
events for fouled or damaged spark plugs or cables.
(6) Verify that generator output wire, generator
connector and ground wire are firmly connected to
the generator.
(7) Inspect the system body grounds for loose or
dirty connections. Refer to 8, Wiring for ground locations.
(8) Verify crankcase ventilation (CCV) operation.
Refer to 25, Emission Control System for additional
information.
(9) Inspect fuel tube quick-connect fitting-to-fuel
rail connections.
(10) Verify that hose connections to all ports of
vacuum fittings on intake manifold are tight and not
leaking.
BR/BE
FUEL INJECTION - GASOLINE
14 - 33
FUEL INJECTION - GASOLINE (Continued)
(16) Verify that MAP sensor electrical connector is
firmly connected to MAP sensor (Fig. 16).
Fig. 16 Map Sensor —8.0L Engine
Fig. 14 Ignition Coil Pack—8.0L Engine
(11) Inspect accelerator cable, transmission throttle cable (if equipped) and cruise control cable connections (if equipped). Check their connections to the
throttle arm of throttle body for any binding or
restrictions.
(12) If equipped with vacuum brake booster, verify
that vacuum booster hose is firmly connected to fitting on intake manifold. Also check connection to
brake vacuum booster.
(13) Inspect the air cleaner inlet and air cleaner
element for dirt or restrictions.
(14) Inspect radiator grille area, radiator fins and
air conditioning condenser for restrictions.
(15) Verify that the intake manifold air temperature sensor wire connector is firmly connected to harness connector (Fig. 15).
1 - MAP SENSOR
2 - MOUNTING BOLTS
3 - THROTTLE BODY
(17) Verify that fuel injector wire harness connectors are firmly connected to injectors in the correct
order. Each harness connector is numerically tagged
with the injector number (INJ 1, INJ 2 etc.) of its
corresponding fuel injector and cylinder number.
(18) Verify harness connectors are firmly connected to idle air control (IAC) motor and throttle
position sensor (TPS).
(19) Verify that wire harness connector is firmly
connected to the engine coolant temperature sensor
(Fig. 17).
Fig. 17 Engine Coolant Temperature Sensor—8.0L
Engine
Fig. 15 Air Temperature Sensor—8.0L Engine
1 - INTAKE MANIFOLD AIR TEMP. SENSOR
2 - INTAKE MANIFOLD
1 - ENGINE COOLANT TEMP. SENSOR
2 - THERMOSTAT HOUSING
3 - GENERATOR
14 - 34
FUEL INJECTION - GASOLINE
BR/BE
FUEL INJECTION - GASOLINE (Continued)
(20) Raise and support the vehicle.
(21) Verify that all oxygen sensor wire connectors
are firmly connected to the sensors. Inspect sensors
and connectors for damage (Fig. 18), (Fig. 19) or (Fig.
20).
Fig. 20 Pre-Catalyst/Post Catalyst Oxygen Sensors
1 - POST CATALYST OXYGEN SENSOR (1/3)
2 - PRE-CATALYST OXYGEN SENSOR (1/2)
Fig. 18 Upstream/Downstream Oxygen Sensors
1 - DOWN STREAM OXYGEN SENSOR (1/2)
2 - UP STREAM OXYGEN SENSOR (1/1)
Fig. 19 Left/Right
1 - DUAL OXYGEN SENSORS
2 - TOP OF TRANSMISSION
(22) Inspect for pinched or leaking fuel tubes.
Inspect for pinched, cracked or leaking fuel hoses.
(23) Inspect for exhaust system restrictions such
as pinched exhaust pipes, collapsed muffler or
plugged catalytic convertor.
(24) If equipped with automatic transmission, verify that electrical harness is firmly connected to park/
neutral switch. Refer to 21, Automatic Transmission.
(25) Verify electrical harness is firmly connected to
rear wheel speed sensor. Verify rear wheel speed sensor is firmly attached to rear axle with proper air
gap. Refer to 5, Brakes for information.
(26) If equipped with 4–wheel antilock brake system, verify electrical harness is firmly connected to
each front wheel speed sensor. Verify both front
wheel speed sensors are firmly attached. Refer to 5,
Brakes for information.
(27) Verify that fuel pump/gauge sender unit wire
connector is firmly connected to harness connector.
(28) Inspect fuel hoses at fuel pump/gauge sender
unit for cracks or leaks.
(29) Inspect transmission torque convertor housing
(automatic transmission) or clutch housing (manual
transmission) for damage to timing ring on drive
plate/flywheel.
(30) Verify that battery cable and solenoid feed
wire connections to the starter solenoid are tight and
clean. Inspect for chaffed wires or wires rubbing up
against other components.
FUEL INJECTION - GASOLINE
BR/BE
FUEL INJECTION - GASOLINE (Continued)
SPECIFICATIONS - TORQUE - GAS FUEL INJECTION
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Air Cleaner Housing
Mount. Nuts—8.0L Engine
11
96
Air Cleaner Housing Metal
Clamp—5.9L Engines
4
35
Crankshaft Position
Sensor Mounting
Bolts—All Engines
8
70
Camshaft Position Sensor
Mounting—8.0L Engine
6
50
Engine Coolant
Temperature Sensor—All
Engines
6-8
55-75
Fuel Tank Mounting Nuts
41
Fuel Hose Clamps
1
10
IAC Motor-To-Throttle
Body Bolts
7
60
Intake Manifold Air Temp.
Sensor—All Engines
12-15
110-130
MAP Sensor Mounting
Screws—5.9L Engines
3
25
MAP Sensor Mounting
Screws—8.0L Engine
2
20
Oxygen Sensor—All
Engines
30
Powertrain Control Module
Mounting Screws
4
35
Throttle Body Mounting
Bolts—5.9L Engines
23
200
Throttle Body Mounting
Bolts—8.0L Engine
22
192
Throttle Position Sensor
Mounting Screws—All
Engines
7
60
30
22
SPECIAL TOOLS
FUEL SYSTEM
Fitting, Air Metering—6714
Spanner Wrench—6856
14 - 35
14 - 36
FUEL INJECTION - GASOLINE
BR/BE
FUEL INJECTION - GASOLINE (Continued)
Fuel Line Removal Tool—6782
ACCELERATOR PEDAL
REMOVAL
CAUTION: Be careful not to damage or kink the
cable core wire (within the cable sheathing) while
servicing accelerator pedal or cables.
Adapters, Fuel Pressure Test—6539 and/or 6631
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer and throttle cable core
wire from upper end of pedal arm (Fig. 21) . The
plastic cable retainer snaps into pedal arm.
O2S (Oxygen Sensor) Remover/Installer—C-4907
Fig. 21 Cable Removal/Installation at Pedal
Test Kit, Fuel Pressure—5069
1
2
3
4
5
6
7
-
PINCH TWO TABS FOR CABLE REMOVAL
DASH PANEL
CABLE CORE WIRE
THROTTLE PEDAL ARM
INDEX TAB
CABLE RETAINER
CABLE STOP
(2) Insert a small screwdriver into square holes
located on pivots/bushings (Fig. 22) . Twist screwdriver to disengage pivot locks from pivot pin. Pivots
will be damaged when removing. Discard old pivots.
(3) Remove pedal/bracket assembly from vehicle.
Test Kit, Fuel Pressure—C-4799-B
FUEL INJECTION - GASOLINE
BR/BE
14 - 37
ACCELERATOR PEDAL (Continued)
DESCRIPTION - 8.0L
The Crankshaft Position (CKP) sensor is located on
the right-lower side of the cylinder block, forward of
the right engine mount, just above the oil pan rail
(Fig. 23).
Fig. 22 Accelerator Pedal—Removal or Installation
1
2
3
4
-
PEDAL MOUNTING BRACKET
PIVOTS/BUSHINGS
PEDAL/BRACKET
PIVOT PIN
INSTALLATION
(1) Position pedal/bracket assembly over pivot pin
(Fig. 22) .
(2) Install two new pivots/bushings. Using large
pliers, press both bushings together until they bottom on sides of pedal/bracket assembly. Bushing
retaining ears will snap into position when properly
installed.
(3) From inside vehicle, hold up accelerator pedal.
Install throttle cable core wire and plastic cable
retainer into and through upper end of pedal arm
(the plastic retainer is snapped into pedal arm).
When installing plastic retainer to accelerator pedal
arm, note index tab on pedal arm (Fig. 21) . Align
index slot on plastic cable retainer to this index tab.
CRANKSHAFT POSITION
SENSOR
DESCRIPTION
DESCRIPTION - 5.9L
The Crankshaft Position (CKP) sensor is located
near the outer edge of the flywheel (starter ringear).
Fig. 23 CKP Sensor Location—8.0L V-10 Engine
1
2
3
4
5
-
CRANKSHAFT POSITION SENSOR
HOLE
OIL FILTER
PLASTIC TIE STRAP
PIGTAIL HARNESS
OPERATION
OPERATION - 5.9L
Engine speed and crankshaft position are provided
through the CKP sensor. The sensor generates pulses
that are the input sent to the Powertrain Control
Module (PCM). The PCM interprets the sensor input
to determine the crankshaft position. The PCM then
uses this position, along with other inputs, to determine injector sequence and ignition timing.
The sensor is a hall effect device combined with an
internal magnet. It is also sensitive to steel within a
certain distance from it.
On 5.9L V-8 engines, the flywheel/drive plate has 8
single notches, spaced every 45 degrees, at its outer
edge (Fig. 24).
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM. For each engine revolution, there are 8
pulses generated on V-8 engines.
The engine will not operate if the PCM does not
receive a CKP sensor input.
14 - 38
FUEL INJECTION - GASOLINE
BR/BE
CRANKSHAFT POSITION SENSOR (Continued)
There are five sets of notches. Each set contains
two notches. Basic ignition timing is determined by
the position of the last notch in each set of notches.
Once the Powertrain Control Module (PCM) senses
the last notch, it will determine crankshaft position
(which piston will next be at Top Dead Center). An
input from the camshaft position sensor is also
needed. It may take the module up to one complete
engine revolution to determine crankshaft position
during engine cranking.
The PCM uses the signal from the camshaft position sensor to determine fuel injector sequence. Once
crankshaft position has been determined, the PCM
begins energizing a ground circuit to each fuel injector to provide injector operation.
REMOVAL
REMOVAL - 5.9L
The sensor is bolted to the top of the cylinder block
near the rear of right cylinder head (Fig. 26).
Fig. 24 CKP Sensor Operation—5.9L Engine
1 - CRANKSHAFT POSITION SENSOR
2 - NOTCHES
3 - FLYWHEEL
OPERATION - 8.0L
The Crankshaft Position (CKP) sensor detects
notches machined into the middle of the crankshaft
(Fig. 25).
Fig. 26 Crankshaft Position Sensor
1
2
3
4
5
Fig. 25 CKP Sensor Operation—8.0L V-10 Engine
1 - CRANKSHAFT NOTCHES
2 - CRANKSHAFT
3 - CRANKSHAFT POSITION SENSOR
-
GROMMET
MOUNTING BOLTS (2)
CRANKSHAFT POSITION SENSOR
RIGHT EXHAUST MANIFOLD
TRANSMISSION BELL HOUSING
(1) Remove the air cleaner intake tube.
(2) Disconnect crankshaft position sensor pigtail
harness from main wiring harness.
(3) Remove two sensor (recessed hex head) mounting bolts (Fig. 26).
(4) Remove sensor from engine.
FUEL INJECTION - GASOLINE
BR/BE
14 - 39
CRANKSHAFT POSITION SENSOR (Continued)
REMOVAL - 8.0L
The crankshaft position sensor is located on the
right-lower side of the cylinder block, forward of the
right engine mount, just above the oil pan rail (Fig.
27).
Fig. 28 Sensor Removal/Installation—8.0L V-10
Engine
1 - CRANKSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - SENSOR POSITIONED FLUSH TO CYLINDER BLOCK
Fig. 27 Crankshaft Position Sensor Location—8.0L
V-10 Engine
1
2
3
4
5
-
CRANKSHAFT POSITION SENSOR
HOLE
OIL FILTER
PLASTIC TIE STRAP
PIGTAIL HARNESS
(1) Raise and support vehicle.
(2) Disconnect sensor pigtail harness from main
engine wiring harness.
(3) Remove sensor mounting bolt (Fig. 28).
(4) Cut plastic tie strap (Fig. 27) securing sensor
pigtail harness to side of engine block.
(5) Carefully pry sensor from cylinder block in a
rocking action with two small screwdrivers.
(6) Remove sensor from vehicle.
(7) Check condition of sensor o-ring (Fig. 29).
Fig. 29 Sensor O-Ring—8.0L V-10 Engine
1 - CRANKSHAFT POSITION SENSOR O-RING
2 - ELECTRICAL CONNECTOR
3 - PIGTAIL HARNESS
INSTALLATION - 8.0L
INSTALLATION
INSTALLATION - 5.9L
(1) Position crankshaft position sensor to engine.
(2) Install mounting bolts and tighten to 8 N·m (70
in. lbs.) torque.
(3) Connect main harness electrical connector to
sensor.
(4) Install air cleaner tube.
The crankshaft position sensor is located on the
right-lower side of the cylinder block, forward of the
right engine mount, just above the oil pan rail (Fig.
27).
(1) Apply a small amount of engine oil to sensor
o-ring (Fig. 29).
(2) Install sensor into cylinder block with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
14 - 40
FUEL INJECTION - GASOLINE
BR/BE
CRANKSHAFT POSITION SENSOR (Continued)
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder block
(Fig. 28). If sensor is not flush, damage to sensor
mounting tang may result.
(3) Install mounting bolt and tighten to 8 N·m (70
in. lbs.) torque.
(4) Connect sensor pigtail harness to main engine
wiring harness
(5) Install new plastic tie strap (Fig. 27) to secure
sensor pigtail harness to side of engine block. Thread
tie strap through casting hole on cylinder block.
FUEL PUMP RELAY
DESCRIPTION
The 5–pin, 12–volt, fuel pump relay is located in
the Power Distribution Center (PDC). Refer to the
label on the PDC cover for relay location.
OPERATION
The Powertrain Control Module (PCM) energizes
the electric fuel pump through the fuel pump relay.
The fuel pump relay is energized by first applying
battery voltage to it when the ignition key is turned
ON, and then applying a ground signal to the relay
from the PCM.
Whenever the ignition key is turned ON, the electric fuel pump will operate. But, the PCM will shutdown the ground circuit to the fuel pump relay in
approximately 1–3 seconds unless the engine is operating or the starter motor is engaged.
REMOVAL
The fuel pump relay is located in the Power Distribution Center (PDC) (Fig. 30). Refer to label on PDC
cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The fuel pump relay is located in the Power Distribution Center (PDC) (Fig. 30) . Refer to label on PDC
cover for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
Fig. 30 Power Distribution Center (PDC)
1 - POWER DISTRIBUTION CENTER (PDC)
IDLE AIR CONTROL MOTOR
DESCRIPTION
The IAC stepper motor is mounted to the throttle
body, and regulates the amount of air bypassing the
control of the throttle plate. As engine loads and
ambient temperatures change, engine rpm changes.
A pintle on the IAC stepper motor protrudes into a
passage in the throttle body, controlling air flow
through the passage. The IAC is controlled by the
Powertrain Control Module (PCM) to maintain the
target engine idle speed.
OPERATION
At idle, engine speed can be increased by retracting the IAC motor pintle and allowing more air to
pass through the port, or it can be decreased by
restricting the passage with the pintle and diminishing the amount of air bypassing the throttle plate.
The IAC is called a stepper motor because it is
moved (rotated) in steps, or increments. Opening the
IAC opens an air passage around the throttle blade
which increases RPM.
The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP during decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply electrical current to the motor windings to operate the
stepper motor in one direction. The other 2 wires are
also for 12 volts and ground to supply electrical current to operate the stepper motor in the opposite
direction.
BR/BE
FUEL INJECTION - GASOLINE
14 - 41
IDLE AIR CONTROL MOTOR (Continued)
To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
motor in position when no movement is needed, the
PCM will energize both windings at the same time.
This locks the IAC motor in place.
In the IAC motor system, the PCM will count
every step that the motor is moved. This allows the
PCM to determine the motor pintle position. If the
memory is cleared, the PCM no longer knows the
position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
where it was before. This zeros the counter. From
this point the PCM will back out the IAC motor and
keep track of its position again.
When engine rpm is above idle speed, the IAC is
used for the following:
• Off-idle dashpot (throttle blade will close quickly
but idle speed will not stop quickly)
• Deceleration air flow control
• A/C compressor load control (also opens the passage slightly before the compressor is engaged so
that the engine rpm does not dip down when the
compressor engages)
• Power steering load control
The PCM can control polarity of the circuit to control direction of the stepper motor.
IAC Stepper Motor Program: The PCM is also
equipped with a memory program that records the
number of steps the IAC stepper motor most recently
advanced to during a certain set of parameters. For
example: The PCM was attempting to maintain a
1000 rpm target during a cold start-up cycle. The last
recorded number of steps for that may have been
125. That value would be recorded in the memory
cell so that the next time the PCM recognizes the
identical conditions, the PCM recalls that 125 steps
were required to maintain the target. This program
allows for greater customer satisfaction due to
greater control of engine idle.
Another function of the memory program, which
occurs when the power steering switch (if equipped),
or the A/C request circuit, requires that the IAC stepper motor control engine rpm, is the recording of the
last targeted steps into the memory cell. The PCM
can anticipate A/C compressor loads. This is accomplished by delaying compressor operation for approximately 0.5 seconds until the PCM moves the IAC
stepper motor to the recorded steps that were loaded
into the memory cell. Using this program helps eliminate idle-quality changes as loads change. Finally,
the PCM incorporates a 9No-Load9 engine speed limiter of approximately 1800 - 2000 rpm, when it recognizes that the TPS is indicating an idle signal and
IAC motor cannot maintain engine idle.
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the IAC motor through the PCM.
REMOVAL
REMOVAL - 5.9L
The IAC motor is located on the back of the throttle body (Fig. 31).
(1) Remove air cleaner assembly.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws) (Fig. 31).
Fig. 31 Mounting Bolts (Screws)—IAC Motor—5.9L
Engines
1 - MOUNTING SCREWS
2 - IDLE SPEED MOTOR
(4) Remove IAC motor from throttle body.
REMOVAL - 8.0L
The IAC motor is located on the back of the throttle body (Fig. 32).
(1) Remove the air cleaner cover.
(2) Remove the 4 air cleaner housing mounting
nuts and remove housing from throttle body.
(3) Disconnect electrical connector from IAC motor.
(4) Remove two mounting bolts (screw).
(5) Remove IAC motor from throttle body.
14 - 42
FUEL INJECTION - GASOLINE
BR/BE
IDLE AIR CONTROL MOTOR (Continued)
sensor decreases. As temperature decreases, resistance (voltage) in the sensor increases.
OPERATION - 5.9L/8.0L
Fig. 32 IAC Motor—8.0L Engine
1
2
3
4
-
IDLE AIR CONTROL MOTOR
INTAKE MANIFOLD (UPPER HALF)
THROTTLE POSITION SENSOR
THROTTLE BODY
INSTALLATION
INSTALLATION - 5.9L
The IAC motor is located on the back of the throttle body (Fig. 31).
(1) Install IAC motor to throttle body.
(2) Install and tighten two mounting bolts (screws)
to 7 N·m (60 in. lbs.) torque.
(3) Install electrical connector.
(4) Install air cleaner assembly.
The IAT sensor provides an input voltage to the
Powertrain Control Module (PCM) indicating the
density of the air entering the intake manifold based
upon intake manifold temperature. At key-on, a
5–volt power circuit is supplied to the sensor from
the PCM. The sensor is grounded at the PCM
through a low-noise, sensor-return circuit.
The PCM uses this input to calculate the following:
• Injector pulse-width
• Adjustment of spark timing (to help prevent
spark knock with high intake manifold air-charge
temperatures)
The resistance values of the IAT sensor is the same
as for the Engine Coolant Temperature (ECT) sensor.
REMOVAL
REMOVAL - 5.9L
The intake manifold air temperature sensor is
located in the front/side of the intake manifold (Fig.
33).
(1) Remove air cleaner assembly.
(2) Disconnect electrical connector at sensor (Fig.
33).
(3) Remove sensor from intake manifold.
INSTALLATION - 8.0L
The IAC motor is located on the back of the throttle body (Fig. 32).
(1) Install IAC motor to throttle body.
(2) Install and tighten two mounting bolts (screws)
to 7 N·m (60 in. lbs.) torque.
(3) Install electrical connector.
(4) Install air cleaner housing to throttle body.
(5) Install 4 air cleaner housing mounting nuts.
Tighten nuts to 11 N·m (96 in. lbs.) torque.
(6) Install air cleaner housing cover.
INTAKE AIR TEMPERATURE
SENSOR
DESCRIPTION - 5.9L/8.0L
The 2–wire Intake Manifold Air Temperature (IAT)
sensor is installed in the intake manifold with the
sensor element extending into the air stream.
The IAT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as intake manifold temperature increases, resistance (voltage) in the
Fig. 33 Air Temperature Sensor—5.9L
1 - INTAKE MANIFOLD AIR TEMPERATURE SENSOR
2 - ELECTRICAL CONNECTOR
FUEL INJECTION - GASOLINE
BR/BE
14 - 43
INTAKE AIR TEMPERATURE SENSOR (Continued)
REMOVAL - 8.0L
The intake manifold air temperature sensor is
located in the side of the intake manifold near the
front of throttle body (Fig. 34).
(1) Disconnect electrical connector at sensor.
(2) Remove sensor from intake manifold.
Fig. 34 Air Temperature Sensor—8.0L Engine
1 - INTAKE MANIFOLD AIR TEMP. SENSOR
2 - INTAKE MANIFOLD
INSTALLATION
INSTALLATION - 5.9L
The intake manifold air temperature sensor is
located in the front/side of the intake manifold (Fig.
33).
(1) Install sensor to intake manifold. Tighten to
12–15 N·m (110–130 in. lbs.) torque.
(2) Install electrical connector.
(3) Install air cleaner.
INSTALLATION - 8.0L
The intake manifold air temperature sensor is
located in the side of the intake manifold near the
front of throttle body (Fig. 34).
(1) Install sensor to intake manifold. Tighten to
12–15 N·m (110–130 in. lbs.) torque.
(2) Install electrical connector.
MANIFOLD ABSOLUTE
PRESSURE SENSOR
DESCRIPTION - 5.9L/8.0L
On 5.9L engines, the MAP sensor is mounted on
the side of the engine throttle body. The sensor is
connected to the throttle body with a rubber
L-shaped fitting.
On the 8.0L 10–cylinder engine, the MAP sensor is
mounted into the right side of the intake manifold.
OPERATION - 5.9L/8.0L
The MAP sensor is used as an input to the Powertrain Control Module (PCM). It contains a silicon
based sensing unit to provide data on the manifold
vacuum that draws the air/fuel mixture into the combustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When manifold absolute pressure (MAP) equals
Barometric pressure, the pulse width will be at maximum.
A 5 volt reference is supplied from the PCM and
returns a voltage signal to the PCM that reflects
manifold pressure. The zero pressure reading is 0.5V
and full scale is 4.5V. For a pressure swing of 0–15
psi, the voltage changes 4.0V. To operate the sensor,
it is supplied a regulated 4.8 to 5.1 volts. Ground is
provided through the low-noise, sensor return circuit
at the PCM.
The MAP sensor input is the number one contributor to fuel injector pulse width. The most important
function of the MAP sensor is to determine barometric pressure. The PCM needs to know if the vehicle is
at sea level or at a higher altitude, because the air
density changes with altitude. It will also help to correct for varying barometric pressure. Barometric
pressure and altitude have a direct inverse correlation; as altitude goes up, barometric goes down. At
key-on, the PCM powers up and looks at MAP voltage, and based upon the voltage it sees, it knows the
current barometric pressure (relative to altitude).
Once the engine starts, the PCM looks at the voltage
again, continuously every 12 milliseconds, and compares the current voltage to what it was at key-on.
The difference between current voltage and what it
was at key-on, is manifold vacuum.
During key-on (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring a known good sensor.
As the altitude increases, the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key-on,
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open Throttle (WOT), based
upon Throttle Position Sensor (TPS) angle and RPM,
it will update barometric pressure in the MAP memory cell. With periodic updates, the PCM can make
its calculations more effectively.
The PCM uses the MAP sensor input to aid in calculating the following:
• Manifold pressure
• Barometric pressure
• Engine load
• Injector pulse-width
14 - 44
FUEL INJECTION - GASOLINE
BR/BE
MANIFOLD ABSOLUTE PRESSURE SENSOR (Continued)
• Spark-advance programs
• Shift-point strategies (certain automatic transmissions only)
• Idle speed
• Decel fuel shutoff
The MAP sensor signal is provided from a single
piezoresistive element located in the center of a diaphragm. The element and diaphragm are both made
of silicone. As manifold pressure changes, the diaphragm moves causing the element to deflect, which
stresses the silicone. When silicone is exposed to
stress, its resistance changes. As manifold vacuum
increases, the MAP sensor input voltage decreases
proportionally. The sensor also contains electronics
that condition the signal and provide temperature
compensation.
The PCM recognizes a decrease in manifold pressure by monitoring a decrease in voltage from the
reading stored in the barometric pressure memory
cell. The MAP sensor is a linear sensor; meaning as
pressure changes, voltage changes proportionately.
The range of voltage output from the sensor is usually between 4.6 volts at sea level to as low as 0.3
volts at 26 in. of Hg. Barometric pressure is the pressure exerted by the atmosphere upon an object. At
sea level on a standard day, no storm, barometric
pressure is approximately 29.92 in Hg. For every 100
feet of altitude, barometric pressure drops .10 in. Hg.
If a storm goes through it can change barometric
pressure from what should be present for that altitude. You should know what the average pressure
and corresponding barometric pressure is for your
area.
Fig. 35 MAP Sensor Location—5.9L Engines
1 - MAP SENSOR
2 - MOUNTING SCREWS (2)
REMOVAL
REMOVAL - 5.9L
The MAP sensor is located on the front of the
throttle body (Fig. 35). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
36).
The MAP sensor is located on the front of the
throttle body (Fig. 35). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
36).
(1) Remove air cleaner assembly.
(2) Remove two MAP sensor mounting bolts
(screws) (Fig. 35).
(3) While removing MAP sensor, slide the vacuum
rubber L-shaped fitting (Fig. 36) from the throttle
body.
(4) Remove rubber L-shaped fitting from MAP sensor.
Fig. 36 MAP Sensor L-Shaped Rubber Fitting—5.9L
Engines
1 - MAP SENSOR
2 - RUBBER FITTING
3 - IDLE AIR PASSAGE
REMOVAL - 8.0L
The MAP sensor is mounted into the right upper
side of the intake manifold (Fig. 37). A rubber gasket
is used to seal the sensor to the intake manifold. The
rubber gasket is part of the sensor and is not serviced separately.
(1) Remove the electrical connector at the sensor.
BR/BE
FUEL INJECTION - GASOLINE
14 - 45
MANIFOLD ABSOLUTE PRESSURE SENSOR (Continued)
(2) Clean the area around the sensor before
removal.
(3) Remove the two sensor mounting bolts.
(4) Remove the sensor from the intake manifold.
Fig. 37 MAP Sensor Location—8.0L V-10 Engine—
Typical
1 - MAP SENSOR
2 - MOUNTING BOLTS
3 - THROTTLE BODY
INSTALLATION
INSTALLATION - 5.9L
The MAP sensor is located on the front of the
throttle body (Fig. 35). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
36).
(1) Install rubber L-shaped fitting to MAP sensor.
(2) Position sensor to throttle body while guiding
rubber fitting over throttle body vacuum nipple.
(3) Install MAP sensor mounting bolts (screws).
Tighten screws to 3 N·m (25 in. lbs.) torque.
(4) Install air cleaner.
INSTALLATION - 8.0L
The MAP sensor is mounted into the right upper
side of the intake manifold (Fig. 37). A rubber gasket
is used to seal the sensor to the intake manifold. The
rubber gasket is part of the sensor and is not serviced separately.
(1) Check the condition of the sensor seal. Clean
the sensor and lubricate the rubber gasket with clean
engine oil.
(2) Clean the sensor opening in the intake manifold.
(3) Install the sensor into the intake manifold.
(4) Install sensor mounting bolts. Tighten bolts to
2 N·m (20 in. lbs.) torque.
(5) Install the electrical connector to sensor.
O2 SENSOR
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
protrude into the vehicle exhaust system. Depending
on the emission package, the vehicle may use a total
of either 2 or 4 sensors.
Medium and Heavy Duty 8.0L V-10 Engine:
Four sensors are used (2 upstream, 1 pre-catalyst
and 1 post-catalyst). With this emission package, the
1/1 upstream sensor (left side) is located in the left
exhaust downpipe before both the pre-catalyst sensor
(1/2), and the main catalytic convertor. The 2/1
upstream sensor (right side) is located in the right
exhaust downpipe before both the pre-catalyst sensor
(1/2), and the main catalytic convertor. The pre-catalyst sensor (1/2) is located after the 1/1 and 2/1 sensors, and just before the main catalytic convertor.
The post-catalyst sensor (1/3) is located just after the
main catalytic convertor.
Heavy Duty 5.9L Engine: Two sensors are used.
They are both referred to as upstream sensors (left
side is referred to as 1/1 and right side is referred to
as 2/1). With this emission package, a sensor is
located in each of the exhaust downpipes before the
main catalytic convertor.
OPERATION
An O2 sensor is a galvanic battery that provides
the PCM with a voltage signal (0-1 volt) inversely
proportional to the amount of oxygen in the exhaust.
In other words, if the oxygen content is low, the voltage output is high; if the oxygen content is high the
output voltage is low. The PCM uses this information
to adjust injector pulse-width to achieve the
14.7–to–1 air/fuel ratio necessary for proper engine
operation and to control emissions.
The O2 sensor must have a source of oxygen from
outside of the exhaust stream for comparison. Current O2 sensors receive their fresh oxygen (outside
air) supply through the O2 sensor case housing.
Four wires (circuits) are used on each O2 sensor: a
12–volt feed circuit for the sensor heating element; a
ground circuit for the heater element; a low-noise
sensor return circuit to the PCM, and an input circuit from the sensor back to the PCM to detect sensor operation.
Oxygen
Sensor
Heaters/Heater
Relays:
Depending on the emissions package, the heating elements within the sensors will be supplied voltage
from either the ASD relay, or 2 separate oxygen sensor relays. Refer to 8, Wiring Diagrams to determine
which relays are used.
The O2 sensor uses a Positive Thermal Co-efficient
(PTC) heater element. As temperature increases,
resistance increases. At ambient temperatures
14 - 46
FUEL INJECTION - GASOLINE
BR/BE
O2 SENSOR (Continued)
around 70°F, the resistance of the heating element is
approximately 4.5 ohms. As the sensor’s temperature
increases, resistance in the heater element increases.
This allows the heater to maintain the optimum
operating temperature of approximately 930°-1100°F
(500°-600° C). Although the sensors operate the
same, there are physical differences, due to the environment that they operate in, that keep them from
being interchangeable.
Maintaining correct sensor temperature at all
times allows the system to enter into closed loop
operation sooner. Also, it allows the system to remain
in closed loop operation during periods of extended
idle.
In Closed Loop operation, the PCM monitors certain O2 sensor input(s) along with other inputs, and
adjusts the injector pulse width accordingly. During
Open Loop operation, the PCM ignores the O2 sensor
input. The PCM adjusts injector pulse width based
on preprogrammed (fixed) values and inputs from
other sensors.
Upstream Sensors: Two upstream sensors are
used (1/1 and 2/1). The 1/1 sensor is the first sensor
to receive exhaust gases from the #1 cylinder. They
provide an input voltage to the PCM. The input tells
the PCM the oxygen content of the exhaust gas. The
PCM uses this information to fine tune fuel delivery
to maintain the correct oxygen content at the downstream oxygen sensors. The PCM will change the air/
fuel ratio until the upstream sensors input a voltage
that the PCM has determined will make the downstream sensors output (oxygen content) correct.
The upstream oxygen sensors also provide an input
to determine mini-catalyst efficiency. Main catalytic
convertor efficiency is not calculated with this package.
Downstream Sensors: Two downstream sensors
are used (1/2 and 2/2). The downstream sensors are
used to determine the correct air-fuel ratio. As the
oxygen content changes at the downstream sensor,
the PCM calculates how much air-fuel ratio change is
required. The PCM then looks at the upstream oxygen sensor voltage, and changes fuel delivery until
the upstream sensor voltage changes enough to correct the downstream sensor voltage (oxygen content).
The downstream oxygen sensors also provide an
input to determine mini-catalyst efficiency. Main catalytic convertor efficiency is not calculated with this
package.
Medium and Heavy Duty 8.0L V-10 Engine:
Four oxygen sensors are used (2 upstream, 1 pre-catalyst and 1 post-catalyst). The upstream sensors (1/1
and 2/1) will fine-tune the air-fuel ratio through the
Powertrain Control Module (PCM). The pre-catalyst
(1/2) and post-catalyst (1/3) sensors will determine
catalytic convertor efficiency (efficiency of the main
catalytic convertor). This is also done through the
PCM.
Heavy Duty 5.9L Engine: Downstream sensors
are not used with this emissions package, meaning
catalytic convertor efficiency is not calculated with
this package. Two upstream sensors are used. The
left upstream sensor (1/1) will monitor cylinders 1, 3,
5 and 7. The right upstream sensor (2/1) will monitor
cylinders 2, 4, 6 and 8. The PCM monitors the oxygen content of the sensors, and will fine-tune the airfuel ratio.
Engines equipped with either a downstream sensor(s), or a post-catalytic sensor, will monitor catalytic convertor efficiency. If efficiency is below
emission standards, the Malfunction Indicator Lamp
(MIL) will be illuminated and a Diagnostic Trouble
Code (DTC) will be set. Refer to Monitored Systems
in Emission Control Systems for additional information.
REMOVAL
Never apply any type of grease to the oxygen
sensor electrical connector, or attempt any soldering of the sensor wiring harness.
The O2S (oxygen sensors) are numbered 1/1, 1/2,
1/3, 2/1 and 2/2.
On HDC engines, the pre-catalyst/post catalyst
O2S sensors are located at the inlet and outlet ends
of the catalytic converter (Fig. 38).
The 1/1 and 2/1 sensors are located before the
mini-cats (Fig. 39). The 1/2 and 2/2 sensors are
located after the mini-cats (Fig. 39).
Fig. 38 Pre-catalyst/Post catalyst Oxygen Sensors—
HDC Engines
1 - POST CATALYST OXYGEN SENSOR (1/3)
2 - PRE-CATALYST OXYGEN SENSOR (1/2)
WARNING: THE EXHAUST MANIFOLD, EXHAUST
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
BR/BE
FUEL INJECTION - GASOLINE
14 - 47
O2 SENSOR (Continued)
THROTTLE BODY
DESCRIPTION
The throttle body is located on the intake manifold.
Fuel does not enter the intake manifold through the
throttle body. Fuel is sprayed into the manifold by
the fuel injectors.
OPERATION
CAUTION: When disconnecting the sensor electrical
connector, do not pull directly on wire going into
sensor.
Filtered air from the air cleaner enters the intake
manifold through the throttle body. The throttle body
contains an air control passage controlled by an Idle
Air Control (IAC) motor. The air control passage is
used to supply air for idle conditions. A throttle valve
(plate) is used to supply air for above idle conditions.
Certain sensors are attached to the throttle body.
The accelerator pedal cable, speed control cable and
transmission control cable (when equipped) are connected to the throttle body linkage arm.
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the PCM.
(3) Remove the O2S sensor with an oxygen sensor
removal and installation tool.
REMOVAL
INSTALLATION
REMOVAL - 5.9L
Fig. 39 Oxygen Sensors—5.9L California Engines
(1) Raise and support the vehicle.
(2) Disconnect the wire connector from the O2S
sensor.
Threads of new oxygen sensors are factory coated
with anti-seize compound to aid in removal. DO
NOT add any additional anti-seize compound to
the threads of a new oxygen sensor.
(1) Install the O2S sensor. Tighten to 30 N·m (22
ft. lbs.) torque.
(2) Connect the O2S sensor wire connector.
(3) Lower the vehicle.
PTO SWITCH
DESCRIPTION
This Powertrain Control Module (PCM) input is
used only on models equipped with aftermarket
Power Take Off (PTO) units.
OPERATION
The input is used only to tell the PCM that the
PTO has been engaged. The PCM will disable (temporarily shut down) certain OBD II diagnostic trouble codes when the PTO is engaged.
When the aftermarket PTO switch has been
engaged, a 12V + signal is sent through circuit G113
to PCM pin A13. The PCM will then sense and determine that the PTO has been activated.
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the powertrain control module (PCM).
(1) Remove the air cleaner.
(2) Disconnect throttle body electrical connectors
at MAP sensor, IAC motor and TPS (Fig. 40).
(3) Remove vacuum line at throttle body.
(4) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throttle Cable section of this group for additional information.
(5) Remove four throttle body mounting bolts (Fig.
41).
(6) Remove throttle body from intake manifold.
(7) Discard old throttle body-to-intake manifold
gasket.
REMOVAL - 8.0L
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the powertrain control module (PCM).
(1) Remove the air cleaner cover.
14 - 48
FUEL INJECTION - GASOLINE
BR/BE
THROTTLE BODY (Continued)
tle Cable section of this group for additional information.
(5) Remove four throttle body mounting nuts (Fig.
42).
Fig. 40 Sensor Electrical Connectors—5.9L
Engines—Typical
1 - MAP SENSOR
2 - IDLE AIR CONTROL MOTOR
3 - THROTTLE POSITION SENSOR
Fig. 42 Throttle Body Mounting Nuts—8.0L Engine
1
2
3
4
-
INTAKE MANIFOLD UPPER HALF
GASKET
THROTTLE BODY
MOUNTING NUTS (4)
(6) Remove throttle body from intake manifold.
(7) Discard old throttle body-to-intake manifold
gasket.
INSTALLATION
INSTALLATION - 5.9L
Fig. 41 Throttle Body
1 - THROTTLE BODY MOUNTING BOLTS (4)
2 - THROTTLE BODY
(2) Remove the 4 air cleaner housing mounting
nuts and remove housing from throttle body.
(3) Disconnect throttle body electrical connectors
at the IAC motor and TPS.
(4) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throt-
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the powertrain control module (PCM).
(1) Clean the mating surfaces of the throttle body
and the intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(3) Install throttle body to intake manifold.
(4) Install four mounting bolts. Tighten bolts to 23
N·m (200 in. lbs.) torque.
(5) Install control cables.
(6) Install vacuum line to throttle body.
(7) Install electrical connectors.
(8) Install air cleaner.
FUEL INJECTION - GASOLINE
BR/BE
14 - 49
THROTTLE BODY (Continued)
INSTALLATION - 8.0L
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the powertrain control module (PCM).
(1) Clean the mating surfaces of the throttle body
and the intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(3) Install throttle body to intake manifold.
(4) Install four mounting nuts. Tighten nuts to 22
N·m (192 in. lbs.) torque.
(5) Install control cables.
(6) Install electrical connectors.
(7) Install air cleaner housing to throttle body.
(8) Install 4 air cleaner housing mounting nuts.
Tighten nuts to 11 N·m (96 in. lbs.) torque.
(9) Install air cleaner housing cover.
Fig. 43 Throttle Cable at Throttle Body—5.9L
Engines—Typical
THROTTLE CONTROL CABLE
REMOVAL
CAUTION: Be careful not to damage or kink the
cable core wire (within the cable sheathing) while
servicing accelerator pedal or cables.
(1) From inside the vehicle, hold up the accelerator
pedal. Remove the plastic cable retainer and throttle
cable core wire from upper end of pedal arm (Fig.
21). The plastic cable retainer snaps into pedal the
arm.
(2) Remove the cable core wire at the pedal arm.
(3) Remove the air cleaner housing.
(4) From inside the vehicle, pinch both sides of the
plastic cable housing retainer tabs at the dash panel
(Fig. 21).
(5) Remove cable housing from dash panel and
pull the cable into the engine compartment.
(6) 5.9L Engines: Disconnect the cable from the
routing/holddown clip at the radiator fan shroud.
(7) 8.0L V-10 Engine: Remove the throttle cable
socket at throttle lever ball. (Fig. 44) (snaps off).
(8) 5.9L Engines: Slip the cable end rearward
from pin on throttle body (Fig. 43).
(9) Remove cable housing at throttle body mounting bracket by pressing on release tab with a small
screwdriver (Fig. 45) or (Fig. 44). To prevent cable
housing breakage, press on the tab only enough
to release the cable from the bracket. Lift the
cable housing straight up from bracket while pressing on release tab. Remove throttle cable from vehicle.
1 - THROTTLE LEVER PIN
2 - CAM (V-8 ENGINE ONLY)
3 - THROTTLE CABLE END
Fig. 44 Throttle Cable at Throttle Body—8.0L V-10
Engine
1
2
3
4
5
-
PRESS TAB FOR CABLE REMOVAL
THROTTLE CABLE
CABLE SOCKET
LEVER BALL
MOUNTING BRACKET
14 - 50
FUEL INJECTION - GASOLINE
BR/BE
THROTTLE CONTROL CABLE (Continued)
OPERATION
Fig. 45 Cable Release
1 - TAB
INSTALLATION
(1) 5.9L Engines:
(a) Rotate and hold the throttle cam in the full
wide open position. Snap the cable end onto lever
pin (Fig. 43).
(b) Connect cable to throttle body mounting
bracket (push down and lock).
(c) Connect cable to fan shroud routing clip.
(2) 8.0L V-10 Engine:
(a) Connect cable end socket to throttle body
lever ball (snaps on) (Fig. 44).
(b) Connect cable to throttle body mounting
bracket (push down and lock).
(3) Install the remaining cable housing end into
and through the dash panel opening (snaps into position). The two plastic pinch tabs (Fig. 21) should lock
the cable to dash panel.
(4) From inside the vehicle, hold up the accelerator pedal. Install the throttle cable core wire and
plastic cable retainer into and through the upper end
of the pedal arm (the plastic retainer is snapped into
the pedal arm). When installing the plastic retainer
to the accelerator pedal arm, note the index tab on
the pedal arm (Fig. 21). Align the index slot on the
plastic cable retainer to this index tab.
The TPS is a 3–wire variable resistor that provides
the Powertrain Control Module (PCM) with an input
signal (voltage) that represents the throttle blade
position of the throttle body. The sensor is connected
to the throttle blade shaft. As the position of the
throttle blade changes, the resistance (output voltage) of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the TPS.
This will vary in an approximate range of from .26
volts at minimum throttle opening (idle), to 4.49 volts
at wide open throttle. Along with inputs from other
sensors, the PCM uses the TPS input to determine
current engine operating conditions. In response to
engine operating conditions, the PCM will adjust fuel
injector pulse width and ignition timing.
The PCM needs to identify the actions and position
of the throttle blade at all times. This information is
needed to assist in performing the following calculations:
• Ignition timing advance
• Fuel injection pulse-width
• Idle (learned value or minimum TPS)
• Off-idle (0.06 volt)
• Wide Open Throttle (WOT) open loop (2.608
volts above learned idle voltage)
• Deceleration fuel lean out
• Fuel cutoff during cranking at WOT (2.608 volts
above learned idle voltage)
• A/C WOT cutoff (certain automatic transmissions only)
REMOVAL
REMOVAL - 5.9L
The TPS is located on the side of the throttle body.
(1) Remove air intake tube at throttle body.
(2) Disconnect TPS electrical connector.
(3) Remove two TPS mounting bolts (Fig. 46).
(4) Remove TPS from throttle body.
REMOVAL - 8.0L
THROTTLE POSITION SENSOR
DESCRIPTION
The 3–wire Throttle Position Sensor (TPS) is
mounted on the throttle body and is connected to the
throttle blade.
The TPS is located on the side of the throttle body
(Fig. 47).
(1) Remove air intake tube at air cleaner housing.
(2) Remove the air cleaner cover.
(3) Remove the 4 air cleaner housing mounting
nuts and remove housing from throttle body.
(4) Disconnect TPS electrical connector.
(5) Remove two TPS mounting bolts (Fig. 47).
(6) Remove TPS from throttle body.
FUEL INJECTION - GASOLINE
BR/BE
14 - 51
THROTTLE POSITION SENSOR (Continued)
Fig. 46 TPS Mounting Bolts—5.9L Engines
1 - THROTTLE POSITION SENSOR
2 - MOUNTING SCREWS
Fig. 48 Installation—5.9L Engines—Typical
1
2
3
4
-
THROTTLE BODY
THROTTLE POSITION SENSOR
THROTTLE SHAFT
SOCKET LOCATING TANGS
(2)
(3)
hand
(4)
(5)
Tighten bolts to 7 N·m (60 in. lbs.) torque.
Manually operate the throttle control lever by
to check for any binding of the TPS.
Connect TPS electrical connector to TPS.
Install air intake tube.
INSTALLATION - 8.0L
The throttle shaft end of the throttle body slides
into a socket in the TPS (Fig. 49). The TPS must be
installed so that it can be rotated a few degrees. If
the sensor will not rotate, install the sensor with the
throttle shaft on the other side of the socket tangs.
The TPS will be under slight tension when rotated.
Fig. 47 TPS Mounting Bolts—8.0L Engine
1
2
3
4
-
MOUNTING BOLTS (2)
IDLE AIR CONTROL MOTOR
THROTTLE POSITION SENSOR
THROTTLE BODY
INSTALLATION
INSTALLATION - 5.9L
The throttle shaft end of the throttle body slides
into a socket in the TPS (Fig. 48). The TPS must be
installed so that it can be rotated a few degrees. If
the sensor will not rotate, install the sensor with the
throttle shaft on the other side of the socket tangs.
The TPS will be under slight tension when rotated.
(1) Install the TPS and two retaining bolts.
Fig. 49 Installation—Typical Mounting
1
2
3
4
-
THROTTLE BODY
THROTTLE POSITION SENSOR
THROTTLE SHAFT
SOCKET LOCATING TANGS
(1) Install the TPS and two retaining bolts.
14 - 52
FUEL INJECTION - GASOLINE
BR/BE
THROTTLE POSITION SENSOR (Continued)
(2) Tighten bolts to 7 N·m (60 in. lbs.) torque.
(3) Manually operate the throttle control lever by
hand to check for any binding of the TPS.
(4) Connect TPS electrical connector to TPS.
(5) Install air cleaner housing to throttle body.
(6) Install 4 air cleaner housing mounting nuts.
Tighten nuts to 11 N·m (96 in. lbs.) torque.
(7) Install air cleaner housing cover.
(8) Install air intake tube to cover.
FUEL INJECTOR
DESCRIPTION
A separate fuel injector (Fig. 50) is used for each
individual cylinder.
The nozzle (outlet) ends of the injectors are positioned into openings in the intake manifold just
above the intake valve ports of the cylinder head.
The engine wiring harness connector for each fuel
injector is equipped with an attached numerical tag
(INJ 1, INJ 2 etc.). This is used to identify each fuel
injector.
The injectors are energized individually in a
sequential order by the Powertrain Control Module
(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it
receives.
Battery voltage is supplied to the injectors through
the ASD relay.
The PCM determines injector pulse width based on
various inputs.
OPERATION - PCM OUTPUT
Fig. 50 Fuel Injector
1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)
OPERATION
OPERATION
The fuel injectors are electrical solenoids. The
injector contains a pintle that closes off an orifice at
the nozzle end. When electric current is supplied to
the injector, the armature and needle move a short
distance against a spring, allowing fuel to flow out
the orifice. Because the fuel is under high pressure, a
fine spray is developed in the shape of a pencil
stream. The spraying action atomizes the fuel, adding it to the air entering the combustion chamber.
An individual fuel injector is used for each individual cylinder. The top (fuel entry) end of the injector is
attached into an opening on the fuel rail.
The nozzle ends of the injectors are positioned into
openings in the intake manifold just above the intake
valve ports of the cylinder head. The engine wiring
harness connector for each fuel injector is equipped
with an attached numerical tag (INJ 1, INJ 2 etc.).
This is used to identify each fuel injector with its
respective cylinder number.
The injectors are energized individually in a
sequential order by the Powertrain Control Module
(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it
receives.
Battery voltage (12 volts +) is supplied to the injectors through the ASD relay. The ASD relay will shutdown the 12 volt power source to the fuel injectors if
the PCM senses the ignition is on, but the engine is
not running. This occurs after the engine has not
been running for approximately 1.8 seconds.
The PCM determines injector on-time (pulse width)
based on various inputs.
FUEL INJECTION - GASOLINE
BR/BE
14 - 53
FUEL INJECTOR (Continued)
DIAGNOSIS AND TESTING - FUEL INJECTOR
To perform a complete test of the fuel injectors and
their circuitry, use the DRB scan tool and refer to the
appropriate Powertrain Diagnostics Procedures manual. To test the injector only, refer to the following:
Disconnect the fuel injector wire harness connector
from the injector. The injector is equipped with 2
electrical terminals (pins). Place an ohmmeter across
the terminals. Resistance reading should be approximately 12 ohms ±1.2 ohms at 20°C (68°F).
REMOVAL
(1) Remove air cleaner assembly.
(2) Remove fuel injector rail assembly. Refer to
Fuel Injector Rail removal in this section.
(3) Remove the clip(s) retaining the injector(s) to
fuel rail (Fig. 51) or (Fig. 52).
(4) Remove injector(s) from fuel rail.
Fig. 52 Injector Retaining Clips—Typical Injector
1
2
3
4
-
PLIERS
INJECTOR CLIP
FUEL INJECTOR
FUEL RAIL
INSTALLATION
Fig. 51 Fuel Injector Mounting—Typical
1 - CLIP
2 - INJECTOR
3 - FUEL RAIL
(1) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(2) Install injector(s) and injector clip(s) to fuel
rail.
(3) Install fuel rail assembly. Refer to Fuel Injector
Rail installation.
(4) Install air cleaner.
(5) Start engine and check for leaks.
14 - 54
FUEL DELIVERY - DIESEL
BR/BE
FUEL DELIVERY - DIESEL
TABLE OF CONTENTS
page
FUEL DELIVERY - DIESEL
DESCRIPTION
DESCRIPTION - DIESEL FUEL DELIVERY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - FUEL SYSTEM
AIR LEAK VACUUM TEST . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AIR IN FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL SUPPLY
RESTRICTIONS . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURES - WATER
DRAINING AT FUEL FILTER . . . . . . . . . . . .
STANDARD PROCEDURES - CLEANING
FUEL SYSTEM PARTS . . . . . . . . . . . . . . .
STANDARD PROCEDURE - AIR BLEED . .
SPECIFICATIONS
FUEL SYSTEM PRESSURES—DIESEL
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTOR FIRING ORDER—DIESEL
SPECIAL TOOLS
DIESEL FUEL SYSTEM . . . . . . . . . . . . . . .
FUEL FILTER / WATER SEPARATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL HEATER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL HEATER .
REMOVAL/INSTALLATION
..............
FUEL HEATER RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL HEATER
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTION PUMP
DESCRIPTION
DESCRIPTION—FUEL PUMP 245 H.P.
...
DESCRIPTION—FUEL PUMP 235 H.P.
...
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—FUEL INJECTION
PUMP TIMING . . . . . . . . . . . . . . . . . . . . . .
. . 55
. . 55
. . 57
. . 60
. . 60
. . 61
. . 61
. . 61
. . 62
. 62
. . 63
.
.
.
.
. 63
. 63
. 64
. 65
.
.
.
.
. 66
. 66
. 66
. 67
. . 67
. . 67
. . 68
. . 69
. . 69
. . 69
. . 69
. . 70
. . 70
page
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTION PUMP DATA PLATE
SPECIFICATIONS
FUEL INJECTION PUMP DATA PLATE . . . . .
FUEL LEVEL SENDING UNIT / SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL LINES
DESCRIPTION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION—HIGH PRESSURE FUEL
LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION—HIGH PRESSURE FUEL LINES
DIAGNOSIS AND TESTING - HIGHPRESSURE FUEL LINE LEAKS . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
FUEL TANK
DESCRIPTION - DIESEL FUEL TANK . . . . . . .
FUEL TANK MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
FUEL TRANSFER PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL TRANSFER
PUMP PRESSURE . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
OVERFLOW VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - OVERFLOW
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
WATER IN FUEL SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL DRAIN MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
. 72
. 75
. 77
. 77
. 77
. 77
. 78
. 78
. 78
. 79
. 81
. 82
. 82
. 82
. 83
. 83
. 83
. 83
. 84
. 86
. 87
. 87
. 87
. 87
. 88
. 88
. 89
. 89
. 89
. 89
. 89
. 90
. 90
FUEL DELIVERY - DIESEL
BR/BE
FUEL DELIVERY - DIESEL
DESCRIPTION
DESCRIPTION - DIESEL FUEL DELIVERY
SYSTEM
The fuel system on the Cummins 24 valve—Turbo
Diesel Engine uses an electronically controlled
fuel injection pump with three control modules.
Also refer to the Powertrain Control Module (PCM)
or Engine Control Module sections.
Some fuel system components are shown in (Fig.
1).
The fuel delivery system consists of the:
• Accelerator pedal
• Air cleaner housing/element
• Fuel drain manifold (passage)
• Fuel filter/water separator
• Fuel heater
• Fuel heater relay
• Fuel transfer (lift) pump
• Fuel injection pump
• Fuel injectors
• Fuel heater temperature sensor
• Fuel tank
• Fuel tank filler/vent tube assembly
14 - 55
• Fuel tank filler tube cap
• Fuel tank module containing the rollover valve,
fuel gauge sending unit (fuel level sensor) and a separate fuel filter located at bottom of tank module
• Fuel tubes/lines/hoses
• High-pressure fuel injector lines
• In-tank fuel filter (at bottom of fuel tank module)
• Low-pressure fuel supply lines
• Low-pressure fuel return line
• Overflow valve
• Quick-connect fittings
• Throttle cable
• Water draining
OPERATION
WARNING: HIGH-PRESSURE FUEL LINES DELIVER
DIESEL FUEL UNDER EXTREME PRESSURE FROM
THE INJECTION PUMP TO THE FUEL INJECTORS.
THIS MAY BE AS HIGH AS 120,000 KPA (17,405
PSI). USE EXTREME CAUTION WHEN INSPECTING
FOR HIGH-PRESSURE FUEL LEAKS. INSPECT FOR
HIGH-PRESSURE FUEL LEAKS WITH A SHEET OF
CARDBOARD. HIGH FUEL INJECTION PRESSURE
CAN CAUSE PERSONAL INJURY IF CONTACT IS
MADE WITH THE SKIN.
14 - 56
FUEL DELIVERY - DIESEL
BR/BE
FUEL DELIVERY - DIESEL (Continued)
Fig. 1 FUEL SYSTEM COMPONENTS - DIESEL
1 - ENGINE COOLANT TEMPERATURE (ECT) SENSOR
2 - THROTTLE LEVER BELLCRANK AND APPS (ACCELERATOR
PEDAL POSITION SENSOR)
3 - INTAKE MANIFOLD AIR HEATER/ELEMENTS
4 - HIGH-PRESSURE FUEL LINES
5 - FUEL HEATER
6 - FUEL PRESSURE TEST PORT
7 - MAP (BOOST) SENSOR
8 - FUEL INJECTORS
9 - FUEL INJECTOR CONNECTOR
10 - INTAKE AIR TEMPERATURE (IAT) SENSOR
11 - FUEL DRAIN MANIFOLD
12 - DRAIN VALVE
13 - FUEL RETURN LINE (TO FUEL TANK)
14 - FUEL SUPPLY LINE (LOW-PRESSURE, TO ENGINE)
15 - FUEL TRANSFER (LIFT) PUMP
16
17
18
19
20
21
22
23
24
25
-
OIL PRESSURE SENSOR
FUEL FILTER/WATER SEPARATOR
DRAIN TUBE
WATER-IN-FUEL (WIF) SENSOR
ENGINE CONTROL MODULE (ECM)
FUEL PRESSURE TEST PORT
CAMSHAFT POSITION SENSOR (CMP)
OVERFLOW VALVE
FUEL INJECTION PUMP
FUEL HEATER TEMPERATURE SENSOR (THERMOSTAT)
FUEL DELIVERY - DIESEL
BR/BE
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - FUEL SYSTEM AIR
LEAK VACUUM TEST
The proceeding test will determine if a fuel system
air leak exists at the engine. Air leaks will cause
hard starting and/or poor performance.
A hand-operated vacuum pump/gauge equipped
with a remote or built-on fluid container will be used.
A typical hand-operated pump is shown in (Fig. 2).
The use of a hand-operated pump with a fluid container will prevent fuel oil from entering and possibly
damaging pump. Two rubber caps (one 5/16” and one
3/8”) will also be used to temporarily plug / seal fuel
system.
14 - 57
• Disconnect fuel supply and return lines (quickconnects) at rear of engine (Fig. 3).
• Drain as much fuel as possible from engine fuel
lines. Also, completely drain fuel filter/water separator housing. Refer to Fuel Filter/Water Separator
Removal and Installation for fuel draining procedures. This step must be done to prevent liquid fuel
from entering and possibly damaging your hand-operated pump.
Fig. 3 QUICK-CONNECT FITTINGS LOCATION
1
2
3
4
Fig. 2 HAND-OPERATED VACUUM PUMP (TYPICAL)
1 - PUMP
2 - CONTAINER
Vacuum Test Set-Up, Specifications and
Conditions
• Examine all engine fuel system components, fittings, lines and hoses for visual evidence of fuel leakage. Repair as necessary before proceeding.
• Be sure gauge on your hand-operated pump is
accurate and pump does not leak. Perform a simple
test on pump. Add a 3 foot section (minimum) of
clear plastic hose to the pump.
• Apply maximum 15-20 inches of vacuum for
tests.
• System should hold 15-20 inches of vacuum for 5
continuous minutes. After 5 minutes, vacuum should
not drop more than 0.1 inch Hg for 1 minute.
-
FUEL SUPPLY LINE
SUPPORT BRACKET BOLT
FUEL RETURN LINE
QUICK-CONNECT FITTINGS (2)
Testing All Engine Fuel System Components Together
This test will indicate an air leak is present somewhere on the engine.
(1) Be sure water drain valve is securely closed.
(2) Examine all engine fuel system components,
fittings, lines and hoses for visual evidence of fuel
leakage. Repair as necessary.
(3) Install 5/16” rubber cap to fuel return line on
engine (Fig. 4).
(4) Install hand-operated vacuum pump to fuel
supply line on engine (Fig. 4).
(5) Perform vacuum test. Be careful not to allow
liquid fuel to get into your hand-operated vacuum
pump.
(6) Vacuum holds ? End of test; no leaks found on
engine.
(7) Vacuum leak ? Proceed. The following tests will
isolate the component that is leaking.
14 - 58
FUEL DELIVERY - DIESEL
BR/BE
FUEL DELIVERY - DIESEL (Continued)
Fig. 4 VACUUM PUMP INSTALLED TO FUEL LINE
1
2
3
4
5
6
-
FUEL SUPPLY LINE
FUEL TRANSFER PUMP
FUEL RETURN LINE
RUBBER CAP
FLUID CONTAINER
HAND-OPERATED PUMP
Testing Fuel Transfer Pump
(1) Leave vacuum pump attached to fuel supply
line (Fig. 5).
(2) Disconnect rubber fuel hose from fitting at outlet side of fuel transfer pump (Fig. 5). To plug / seal
system, install 3/8” rubber cap to this fitting (Fig. 5).
(3) Perform vacuum test. Be careful not to allow
liquid fuel to get into your hand-operated vacuum
pump.
(4) Vacuum leak ? Check/repair all transfer pump
fittings and sealing washers for leaks. Check/repair
rubber hose and clamps at sides of transfer pump for
leaks. Perform another vacuum test. If leak still
present, replace fuel transfer pump.
(5) Vacuum holds ? Proceed.
Testing Fuel Filter / Water Separator
(1) Leave vacuum pump attached to fuel supply
line (Fig. 4).
(2) Disconnect rubber fuel hose located between
VP-44 pump and fuel filter/water separator (Fig. 6).
To allow easier hose removal, remove test port fitting
and fuel inlet line at VP-44 pump (Fig. 6). To plug /
seal system, install 3/8” rubber cap to this outline
line (Fig. 7).
(3) Reconnect rubber fuel hose to fitting at outlet
side of fuel transfer pump (Fig. 5).
(4) Perform vacuum test. Be careful not to allow
liquid fuel to get into hand-operated vacuum pump.
Fig. 5 FUEL HOSE AT TRANSFER PUMP
1
2
3
4
5
-
HAND-OPERATED PUMP
RUBBER CAP TO FUEL TRANSFER PUMP OUTLET FITTING
DISCONNECTED FUEL OUTLET HOSE
FUEL TRANSFER PUMP
TRANSFER PUMP INLET FITTING
(5) Vacuum leak ? Check/repair all fittings and
sealing washers for leaks. Check/repair rubber hose
and clamps for leaks. Check fuel heater and waterin-fuel sensor o-rings for leaks. Check filter canister
seal at top of canister for leaks. Repair as necessary.
(6) Vacuum holds ? Proceed.
Testing VP-44 Pump and Fuel Return / Drain System Within
Cylinder Head
(1) Leave vacuum pump attached to fuel supply
line (Fig. 4).
(2) Position rubber hose and 2 clamps to VP-44
drain line. Install test port fitting and fuel drain line
to VP-44 pump. Tighten test port fitting to 24 N·m
(18 ft. lbs. or 212 in. lbs.) torque. Position 2 hose
clamps to rubber hose.
(3) Loosen, but do not remove, fuel line support
bracket bolt (Fig. 8).
(4) Disconnect and separate fuel drain line at top
of “T” fitting (Fig. 8). To plug / seal system, install
3/8” rubber cap to this disconnected line (Fig. 8).
(5) Perform vacuum test. Be careful not to allow
liquid fuel to get into your hand-operated vacuum
pump.
(6) Vacuum leak ?
(a) Check return line banjo bolt and sealing
washers at rear of cylinder head for leaks. Repair
as necessary.
FUEL DELIVERY - DIESEL
BR/BE
14 - 59
FUEL DELIVERY - DIESEL (Continued)
(b) Remove all high-pressure fuel lines at injector high-pressure connectors. Examine all injector
connector o-rings. If any damage to o-ring exists,
replace connector.
(c) If no damage is found at connectors, remove
all 6 fuel injectors to inspect o-rings and sealing
washers. Also inspect cylinder head bores where
these sealing washers make contact. The bore contact area should be smooth and uniform.
(7) Vacuum holds ? Proceed.
Fig. 6 FUEL HOSE AT FUEL FILTER
1
2
3
4
5
6
-
TEST PORT FITTING
VP-44 FUEL INLET LINE
RUBBER FUEL HOSE
FUEL FILTER OUTLET LINE
HOSE CLAMPS (2)
VP-44 INJECTION PUMP
Fig. 8 (T( FITTING - TOP DISCONNECTED
1 - RUBBER SEAL/GASKET
2 - FUEL DRAIN LINE AT TOP OF 9T9 FITTING (FROM REAR OF
CYLINDER HEAD)
3 - RUBBER CAP
4 - 9T9 FITTING
5 - LEFT REAR CORNER OF ENGINE
6 - SUPPORT BRACKET BOLT
Fig. 7 CAPPING OFF FUEL FILTER OUTLET LINE
1 - FUEL FILTER / WATER SEPARATOR
2 - OUTLET LINE
3 - RUBBER CAP
Testing VP-44 Pump and its Return Line
(1) Remove rubber 3/8” sealing cap and reconnect /
tighten fuel drain line to top of “T” fitting (Fig. 8).
(2) Disconnect and separate VP-44 drain line at
front of “T” fitting (Fig. 9). To plug / seal system,
install 3/8” rubber cap to this disconnected line (Fig.
9).
(3) Disconnect rubber fuel hose at VP-44 inlet (Fig.
10). Connect your hand-operated vacuum pump at
this inlet point.
(4) Perform vacuum test. Be careful not to allow
liquid fuel to get into your hand-operated vacuum
pump.
14 - 60
FUEL DELIVERY - DIESEL
BR/BE
FUEL DELIVERY - DIESEL (Continued)
(5) Vacuum leak ? Check condition of banjo fittings, banjo bolts, and sealing washers. If leaks are
not present, a leak exists within VP-44 pump.
Replacement of VP-44 requires authorization.
DIAGNOSIS AND TESTING - AIR IN FUEL
SYSTEM
Air will enter the fuel system whenever fuel supply
lines, separator filters, injection pump, high-pressure
lines or injectors are removed or disconnected. Air
trapped in the fuel system can result in hard starting, a rough running engine, engine misfire, low
power, excessive smoke and fuel knock. After service
is performed, air must be bled from the system
before starting the engine.
Inspect the fuel system from the fuel transfer
pump to the injectors for loose connections. Leaking
fuel is an indicator of loose connections or defective
seals. Air can also enter the fuel system between the
fuel tank and the transfer pump. Inspect the fuel
tank and fuel lines for damage that might allow air
into the system.
For air bleeding, refer to the Air Bleed Procedure.
DIAGNOSIS AND TESTING - FUEL SUPPLY
RESTRICTIONS
Fig. 9 (T( FITTING - FRONT DISCONNECTED
1
2
3
4
5
-
FUEL DRAIN LINE (TO VP-44 PUMP)
RUBBER SEAL/GASKET
RUBBER CAP
FUEL DRAIN LINE
9T9 FITTING
LOW-PRESSURE LINES
Fuel supply line restrictions or a defective fuel
transfer pump can cause starting problems and prevent engine from accelerating. The starting problems
include; low power and/or white fog like exhaust.
Test all fuel supply lines for restrictions or blockage. Flush or replace as necessary. Bleed fuel system
of air once a fuel supply line has been replaced. Refer
to Air Bleed Procedure for procedures.
To test for fuel line restrictions, a vacuum restriction test may be performed. Refer to Fuel Transfer
Pump Pressure Test.
HIGH-PRESSURE LINES
Restricted (kinked or bent) high-pressure lines can
cause starting problems, poor engine performance,
engine mis-fire and white smoke from exhaust.
Examine all high-pressure lines for any damage.
Each radius on each high-pressure line must be
smooth and free of any bends or kinks.
Replace damaged, restricted or leaking high-pressure fuel lines with correct replacement line.
Fig. 10 VACUUM PUMP AT VP-44 PUMP
1 - VP-44 DRAIN LINE
2 - VP-44 INJECTION PUMP
3 - HAND-OPERATED PUMP
CAUTION: All high-pressure fuel lines must be
clamped securely in place in holders. Lines cannot
contact each other or other components. Do not
attempt to weld high-pressure fuel lines or to repair
lines that are damaged. If line is kinked or bent, it
must be replaced. Use only recommended lines
when replacement of high-pressure fuel line is necessary.
FUEL DELIVERY - DIESEL
BR/BE
14 - 61
FUEL DELIVERY - DIESEL (Continued)
STANDARD PROCEDURE
STANDARD PROCEDURES - WATER DRAINING
AT FUEL FILTER
Refer to Fuel Filter/Water Separator removal/installation for procedures.
STANDARD PROCEDURES - CLEANING FUEL
SYSTEM PARTS
CAUTION: Cleanliness cannot be overemphasized
when handling or replacing diesel fuel system components. This especially includes the fuel injectors,
high-pressure fuel lines and fuel injection pump.
Very tight tolerances are used with these parts. Dirt
contamination could cause rapid part wear and possible plugging of fuel injector nozzle tip holes. This
in turn could lead to possible engine misfire.
Always wash/clean any fuel system component
thoroughly before disassembly and then air dry.
Cap or cover any open part after disassembly.
Before assembly, examine each part for dirt, grease
or other contaminants and clean if necessary. When
installing new parts, lubricate them with clean
engine oil or clean diesel fuel only.
STANDARD PROCEDURE - AIR BLEED
A certain amount of air becomes trapped in the
fuel system when fuel system components on the
supply and/or high-pressure side are serviced or
replaced. Primary air bleeding is accomplished using
the electric fuel transfer (lift) pump. If the vehicle
has been allowed to run completely out of fuel, the
fuel injectors must also be bled as the fuel injection
pump is not self-bleeding (priming).
Servicing or replacing components on the fuel
return side will not require air bleeding.
WARNING: DO NOT BLEED AIR FROM THE FUEL
SYSTEM OF A HOT ENGINE.
(1) Loosen, but do not remove, banjo bolt (test port
fitting) holding low-pressure fuel supply line to side
of fuel injection pump (Fig. 11). Place a shop towel
around banjo fitting to catch excess fuel.
The fuel transfer (lift) pump is self-priming: When
the key is first turned on (without cranking engine),
the pump operates for approximately 2 seconds and
then shuts off. The pump will also operate for up to
25 seconds after the starter is quickly engaged, and
then disengaged without allowing the engine to start.
The pump shuts off immediately if the key is on and
the engine stops running.
(2) Turn key to CRANK position and quickly
release key to ON position before engine starts. This
Fig. 11 Fuel Supply Line Banjo Bolt
1
2
3
4
5
-
FUEL SUPPLY LINE
FUEL RETURN LINE
BANJO BOLT (TEST PORT FITTING)
OVERFLOW VALVE
BANJO FITTING
will operate fuel transfer pump for approximately 25
seconds.
(3) If fuel is not present at fuel supply line after
25 seconds, turn key OFF. Repeat previous step until
fuel is exiting at fuel supply line.
(4) Tighten banjo bolt at fuel supply line to 24 N·m
(18 ft. lbs.) torque. Primary air bleeding is now completed.
(5) Attempt to start engine. If engine will not
start, proceed to following steps. If engine does
start, it may run erratically and be very noisy
for a few minutes. This is a normal condition.
(6) Continue to next step if:
• The vehicle fuel tank has been allowed to run
empty
• The fuel injection pump has been replaced
• High-pressure fuel lines have been replaced
• Vehicle has not been operated after an extended
period
CAUTION: Do not engage the starter motor for more
than 30 seconds at a time. Allow two minutes
between cranking intervals.
(7) Perform previous air bleeding procedure steps
using fuel transfer pump. Be sure fuel is present at
fuel supply line (Fig. 11) before proceeding.
14 - 62
FUEL DELIVERY - DIESEL
BR/BE
FUEL DELIVERY - DIESEL (Continued)
(8) Crank the engine for 30 seconds at a time to
allow air trapped in the injection pump to vent out
the drain manifold.
WARNING: THE FUEL INJECTION PUMP SUPPLIES
EXTREMELY HIGH FUEL PRESSURE TO EACH INDIVIDUAL INJECTOR THROUGH THE HIGH-PRESSURE LINES. FUEL UNDER THIS AMOUNT OF
PRESSURE CAN PENETRATE THE SKIN AND
CAUSE PERSONAL INJURY. WEAR SAFETY GOGGLES AND ADEQUATE PROTECTIVE CLOTHING
AND AVOID CONTACT WITH FUEL SPRAY WHEN
BLEEDING HIGH-PRESSURE FUEL LINES.
WARNING: ENGINE MAY START WHILE CRANKING
STARTER MOTOR.
Engine may start, may run erratically and be
very noisy for a few minutes. This is a normal
condition.
(9) Thoroughly clean area around injector fittings
where they join injector connector tubes.
(10) Bleed air by loosening high-pressure fuel line
fittings (Fig. 12) at cylinders number 3, 4 and 5.
(11) Continue bleeding injectors until engine runs
smoothly. It may take a few minutes for engine to
run smooth.
Fig. 12 Bleeding High-Pressure Fuel Lines at
Injectors
1 - HIGH-PRESSURE FUEL LINE
(12) Tighten fuel line(s) at injector(s) to 38 N·m
(28 ft. lbs.) torque.
SPECIFICATIONS
FUEL SYSTEM PRESSURES—DIESEL ENGINES
DESCRIPTION
PRESSURE
Fuel Transfer (Lift) Pump Pressure With Engine
Running
Minimum 69 kPa (10 psi)
Fuel Transfer (Lift) Pump Pressure With Engine
Cranking
Minimum 48 kPa (7 psi)
Fuel Injector “Pop Off” Pressure
31,026 kPa (310 bars) or (4500 psi ± 250 psi)
Fuel Injector Leak-Down Pressure
Approximately 20 bars (291 psi) lower than pop
pressure
Fuel Pressure Drop Across Fuel Filter Test Ports
34 kPa max. (5 psi. max.) at 2500 rpm (rated rpm)
Overflow Valve Release Pressure
97 kPa max. (14 psi.) at 2500 rpm (rated rpm)
FUEL INJECTOR FIRING ORDER—DIESEL
1–5–3–6–2–4
FUEL DELIVERY - DIESEL
BR/BE
14 - 63
FUEL DELIVERY - DIESEL (Continued)
SPECIAL TOOLS
DIESEL FUEL SYSTEM
FUEL FILTER / WATER
SEPARATOR
DESCRIPTION
The fuel filter/water separator assembly is located
on left side of engine above starter motor (Fig. 13).
The assembly also includes the fuel heater and
Water-In-Fuel (WIF) sensor.
Spanner Wrench (Fuel Tank Module Removal/
Installation)—6856
Engine Barring (Rotating ) Tool—7471B (also part of
Kit #6860)
Fig. 13 FUEL HEATER LOCATION
Fuel Injector Pop Pressure Adaptor—8301
1 - FUEL HEATER AND TEMP. SENSOR
2 - FUEL FILTER/WATER SEPARATOR
3 - FUEL HEATER ELECTRICAL CONNECTOR
OPERATION
Fuel Injector Remover—8318
Fuel Injector Tube (Connector) Remover—8324
The fuel filter/water separator protects the fuel
injection pump by removing water and contaminants
from the fuel. The construction of the filter/separator
allows fuel to pass through it, but helps prevent
moisture (water) from doing so. Moisture collects at
the bottom of the canister.
Refer to the maintenance schedules for the recommended fuel filter replacement intervals.
For draining of water from canister, refer to Fuel
Filter/Water Separator Removal/Installation section.
A Water-In-Fuel (WIF) sensor is attached to side of
canister. Refer to Water-In-Fuel Sensor Description/
Operation.
The fuel heater is installed into the top of the filter/separator housing. Refer to Fuel Heater Description/Operation.
14 - 64
FUEL DELIVERY - DIESEL
BR/BE
FUEL FILTER / WATER SEPARATOR (Continued)
REMOVAL
Refer to maintenance schedules in this manual for
recommended fuel filter replacement intervals.
Draining water from fuel filter/water separator housing:
The housing drain valve (Fig. 14) serves two purposes. One is to partially drain filter housing of
excess water. The other is to completely drain housing for fuel filter, drain valve, heater element or
water-in-fuel sensor replacement.
The filter housing should be partially drained
whenever water-in-fuel warning lamp remains illuminated. (Note that lamp will be illuminated for
approximately two seconds when ignition key is initially placed in ON position for a bulb check).
(1) A drain hose is located at bottom of drain valve
(Fig. 14). Place drain pan under drain hose.
(2) With engine not running, pull drain valve
handle upward to OPEN (DRAIN) position (Fig. 14).
Hold drain valve open until all water and contaminants have been removed and clean fuel exits drain
hose.
(3) If drain valve, fuel heater element or Water-InFuel (WIF) sensor is being replaced, drain housing
completely. Dispose of mixture in drain pan according
to applicable regulations.
(4) After draining operation, push valve handle
downward to CLOSE position (Fig. 14).
Fig. 15 Fuel Filter/Water Separator Components
1
2
3
4
5
6
7
8
9
Fig. 14 Water Drain Valve and Drain Hose
1
2
3
4
-
FUEL FILTER CAP
DRAIN VALVE HANDLE
DRAIN HOSE
FUEL FILTER/WATER SEPARATOR
-
CAP
O-RING
FUEL FILTER
FUEL HEATER ELEMENT
HOUSING
O-RINGS
DRAIN VALVE
FUEL HEATER THERMOSTAT
WATER-IN-FUEL SENSOR
(5) Fuel Filter Replacement: The fuel filter is
located inside of the fuel filter housing (Fig. 15).
(a) Unscrew and remove fuel filter cap at top of
fuel filter housing (Fig. 14). To unscrew, attach tool
to 6–sided hex center of cap. Do not attempt to
loosen cap at outer edge. The fuel filter cap is
designed to remove filter while pulling up on cap.
(b) Remove o-ring (Fig. 15) from filter cap and
discard.
(c) The filter is retained to the cap with a series
of locking fingers. Carefully pry back a few of the
fingers to unlock filter from cap.
(6) Water-In-Fuel (WIF) Sensor Replacement:
The WIF sensor is located on the side of the fuel filter housing (Fig. 15).
(a) Disconnect electrical connector at sensor
(Fig. 16).
(b) Unscrew sensor from filter housing.
FUEL DELIVERY - DIESEL
BR/BE
14 - 65
FUEL FILTER / WATER SEPARATOR (Continued)
Fig. 16 Water-In-Fuel Sensor
1 - WATER-IN-FUEL (WIF) SENSOR
2 - FUEL FILTER/WATER SEPARATOR
3 - WIF SENSOR CONNECTOR
(c) Check condition of o-ring.
(d) Inspect the 2 WIF sensor probes. Carefully
clean contaminants from sensor probes with a cloth
if necessary. Replace sensor if probes are covered
with contaminants and will not clean up.
(7) Fuel Heater Element Replacement: The
heater element is located in the fuel filter housing
(Fig. 15).
(a) Remove fuel filter. See previous steps.
(b) Disconnect electrical connector from fuel temperature sensor housing at side of fuel filter housing (Fig. 17).
(c) Remove 2 temperature sensor housing
mounting screws and carefully remove sensor
housing from fuel filter housing.
(d) Pry round wiring connector from fuel filter
housing and heater element. This connector passes
through the fuel filter housing and is plugged
directly into the heater element.
(e) Unlock heater element fingers and pry heater
element from filter housing.
(8) Drain Valve Replacement: The drain valve is
located on the side of the fuel filter housing (Fig. 15).
(a) Disconnect drain hose (Fig. 14) at bottom of
drain valve.
(b) Remove 4 drain valve mounting screws.
(c) Remove drain valve from filter housing.
(d) Remove 2 drain valve o-rings from filter
housing.
INSTALLATION
Fig. 17 Fuel Heater/Filter/Water Separator Location
1 - FUEL HEATER AND TEMP. SENSOR
2 - FUEL FILTER/WATER SEPARATOR
3 - FUEL HEATER ELECTRICAL CONNECTOR
Refer to maintenance schedules in this manual for
recommended fuel filter replacement intervals.
(1) Thoroughly clean inside of filter housing, filter
cap and all related components.
(2) Fuel Filter:
(a) Fill fuel filter housing with clean diesel fuel.
If filter housing (canister) is not filled with
clean diesel fuel before installation, manual
air bleeding of fuel system may be necessary
(temporary rough engine running may occur).
If necessary, refer to Air Bleed Procedures.
(b) Snap new filter into locking fingers on cap.
Hole in filter should face downward.
(c) Install new o-ring to cap.
(d) Apply a light film of clean diesel oil to cap
o-ring seal.
(e) Load filter and cap into housing.
(f) Tighten cap to 25 ft. lbs. torque. Do not overtighten cap.
(3) Water-In-Fuel (WIF) Sensor:
(a) Install new o-ring seal to WIF sensor.
(b) Apply a light film of clean diesel oil to o-ring
seal.
(c) Install sensor into housing.
14 - 66
FUEL DELIVERY - DIESEL
BR/BE
FUEL FILTER / WATER SEPARATOR (Continued)
(d) Tighten sensor to 2–3 N·m (15–20 in. lbs.)
torque.
(e) Connect electrical connector to WIF sensor.
(f) Install fuel filter. Refer to previous steps.
(4) Fuel Heater Element:
(a) Do not install fuel filter until heater element
is installed.
(b) Position heater element into filter housing
(fingers downward). Lock fingers into housing.
(c) Install new o-ring to electrical connector
(where connector passes through filter housing).
Apply a light film of clean diesel oil to o-ring seal.
Press this connector into filter housing until it
snaps into heater element.
(d) Install temperature sensor housing and 2
mounting screws to fuel filter housing.
(e) Connect electrical connector.
(f) Install fuel filter. Refer to previous steps.
(5) Drain Valve:
(a) Install 2 new o-rings to valve and filter housing.
(b) Apply a light film of clean diesel oil to both
seals.
(c) Position valve to filter housing.
(d) Install 4 mounting screws and tighten to 3–5
N·m (30–40 in. lbs.) torque.
(e) Connect drain hose to drain valve.
(f) Install fuel filter. Refer to previous steps.
(6) Start engine and check for leaks.
FUEL HEATER
DESCRIPTION
The fuel heater assembly is located on the side of
the fuel filter housing (Fig. 18).
The heater/element assembly is equipped with a
temperature sensor (thermostat) that senses fuel
temperature. This sensor is attached to the fuel heater/element assembly.
OPERATION
The fuel heater is used to prevent diesel fuel from
waxing during cold weather operation.
When the temperature is below 45 ±8 degrees F,
the temperature sensor allows current to flow to the
heater element warming the fuel. When the temperature is above 75 ±8 degrees F, the sensor stops current flow to the heater element.
Battery voltage to operate the fuel heater element
is supplied from the ignition switch and through the
fuel heater relay. Also refer to Fuel Heater Relay.
The fuel heater element and fuel heater relay
are not computer controlled.
The heater element operates on 12 volts, 300 watts
at 0 degrees F.
Fig. 18 Fuel Heater Location
1 - FUEL HEATER AND TEMP. SENSOR
2 - FUEL FILTER/WATER SEPARATOR
3 - FUEL HEATER ELECTRICAL CONNECTOR
DIAGNOSIS AND TESTING - FUEL HEATER
The fuel heater is used to prevent diesel fuel from
waxing during cold weather operation.
NOTE: The fuel heater element, fuel heater relay
and fuel heater temperature sensor are not controlled by the Powertrain Control Module (PCM).
A malfunctioning fuel heater can cause a wax
build-up in the fuel filter/water separator. Wax
build-up in the filter/separator can cause engine
starting problems and prevent the engine from revving up. It can also cause blue or white fog-like
exhaust. If the heater is not operating in cold temperatures, the engine may not operate due to fuel
waxing.
The fuel heater assembly is located on the side of
the fuel filter housing (Fig. 19).
The heater assembly is equipped with a built-in
fuel temperature sensor (thermostat) that senses fuel
temperature. When fuel temperature drops below 45
degrees ± 8 degrees F, the sensor allows current to
flow to the built-in heater element to warm the fuel.
When fuel temperature rises above 75 degrees ± 8
degrees F, the sensor stops current flow to the heater
element (circuit is open).
FUEL DELIVERY - DIESEL
BR/BE
14 - 67
FUEL HEATER (Continued)
(2) With electrical connector disconnected at sensor and key OFF, check electrical/mechanical operation of fuel temperature sensor. Proceed to next step:
(3) Using an ohmmeter, check for continuity across
two terminals in electrical connector at side of sensor. Sensor circuit should be open if fuel temperature
has risen above 75 degrees ± 8 degrees F. Sensor circuit should be closed if fuel temperature has dropped
below 45 degrees ± 8 degrees F. If not, replace fuel
heater assembly. This same test can also be performed using a voltmeter, with key ON, and by backprobing connector.
REMOVAL/INSTALLATION
The fuel heater/element/sensor assembly is located
inside of the fuel filter housing. Refer to Fuel Filter/
Water Separator Removal/Installation for procedures.
FUEL HEATER RELAY
DESCRIPTION
Fig. 19 Fuel Heater Location
1 - FUEL HEATER AND TEMP. SENSOR
2 - FUEL FILTER/WATER SEPARATOR
3 - FUEL HEATER ELECTRICAL CONNECTOR
The fuel heater relay is located in Power Distribution Center (PDC) (Fig. 20). Refer to label on inside
of PDC cover for relay location.
Voltage to operate the fuel heater element is supplied from the ignition switch, through the fuel
heater relay (also refer to Fuel Heater Relay), to the
fuel temperature sensor and on to the fuel heater element.
The heater element operates on 12 volts, 300 watts
at 0 degrees F. As temperature increases, power
requirements decrease.
A minimum of 7 volts is required to operate the
fuel heater. The resistance value of the heater element is less than 1 ohm (cold) and up to 1000 ohms
warm.
TESTING
(1) Disconnect electrical connector at sensor (Fig.
19).
Turn key to ON position. 12 volts should be
present at red wire. If not, check fuel heater relay
and related wiring. Refer to Relay Test—Fuel Heater.
If OK, proceed.
Turn key OFF. Check black wire in connector for
ground continuity with an ohmmeter. If continuity is
not present, correct open ground circuit. This test can
also be performed with a voltmeter by backprobing
black wire with it connected to sensor. Reconnect electrical connector and turn key ON. Voltage drop should
not exceed 2 volts (2 volts lower than checked at 12V+
connector). If voltage is lower, check for dirty or corroded ground connection and repair. If OK, proceed.
Fig. 20 Power Distribution Center Location
1
2
3
4
5
6
7
8
-
CLIP
BATTERY
TRAY
NEGATIVE CABLE
POSITIVE CABLE
CLIP
FENDER INNER SHIELD
POWER DISTRIBUTION CENTER
OPERATION
Battery voltage to operate the fuel heater element
is supplied from the ignition switch through the fuel
heater relay. The fuel heater element and fuel
heater relay are not computer controlled.
14 - 68
FUEL DELIVERY - DIESEL
BR/BE
FUEL HEATER RELAY (Continued)
DIAGNOSIS AND TESTING - FUEL HEATER
RELAY
The fuel heater relay is located in the Power Distribution Center (PDC). Refer to label under PDC
cover for relay location.
To test the fuel heater, refer to Fuel Heater Test.
To test the heater relay only, refer to following:
The relay terminal numbers from (Fig. 21) can be
found on the bottom of the relay.
• Terminal number 30 is connected to battery voltage and can be switched or B+ (hot) at all times.
• The center terminal number 87A is connected (a
circuit is formed) to terminal 30 in the de-energized
(normally OFF) position.
• Terminal number 87 is connected (a circuit is
formed) to terminal 30 in the energized (ON) position. Terminal number 87 then supplies battery voltage to the component being operated.
• Terminal number 86 is connected to a switched
(+) power source.
• Terminal number 85 is grounded by the powertrain control module (PCM).
TESTING
(1) Remove relay before testing.
(2) Using an ohmmeter, perform a resistance test
between terminals 85 and 86. Resistance value
(ohms) should be 75 ±5 ohms for resistor equipped
relays.
(3) Connect the ohmmeter between terminals number
87A and 30. Continuity should be present at this time.
(4) Connect the ohmmeter between terminals number 87 and 30. Continuity should not be present at
this time.
(5) Use a set of jumper wires (16 gauge or smaller). Connect one jumper wire between terminal number 85 (on the relay) to the ground side (-) of a 12
Volt power source.
(6) Attach the other jumper wire to the positive
side (+) of a 12V power source. Do not connect this
jumper wire to relay at this time.
CAUTION: Do not allow the ohmmeter to contact
terminals 85 or 86 during these tests. Damage to
ohmmeter may result.
Fig. 21 Relay Terminals
BR/BE
FUEL DELIVERY - DIESEL
14 - 69
FUEL HEATER RELAY (Continued)
(7) Attach the other jumper wire (12V +) to terminal number 86. This will activate the relay. Continuity should now be present between terminals number
87 and 30. Continuity should not be present between
terminals number 87A and 30.
(8) Disconnect jumper wires from relay and 12 Volt
power source.
(9) If continuity or resistance tests did not pass,
replace relay. If tests passed, refer to 8, Wiring Diagrams for (fuel system) relay wiring schematics and
for additional circuit information.
REMOVAL
FUEL INJECTION PUMP
DESCRIPTION
DESCRIPTION—FUEL PUMP 245 H.P.
Although the fuel injection pump on the 245 horsepower engine appears similar to other VP 44 injection pumps, there are internal differences that make
it unique. If pump replacement is necessary, be sure
to verify pump number. The pump number can be
found on the Fuel Injection Pump Data Plate (Fig.
23).
The fuel heater relay is located in the Power Distribution Center (PDC) (Fig. 22). Refer to label under
PDC cover for relay location.
Fig. 22 Power Distribution Center (PDC) Location
1
2
3
4
5
6
7
8
-
CLIP
BATTERY
TRAY
NEGATIVE CABLE
POSITIVE CABLE
CLIP
FENDER INNER SHIELD
POWER DISTRIBUTION CENTER
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The fuel heater relay is located in the Power Distribution Center (PDC) (Fig. 22). Refer to label under
PDC cover for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
Fig. 23 Fuel Injection Pump Data Plate Location
1 - PUMP DATA PLATE
DESCRIPTION—FUEL PUMP 235 H.P.
The fuel injection pump is mounted to the rear of
the timing gear housing on the left side of engine
(Fig. 24).
14 - 70
FUEL DELIVERY - DIESEL
BR/BE
FUEL INJECTION PUMP (Continued)
Fig. 24 Fuel Injection Pump Location
1
2
3
4
5
-
FPCM ELECTRICAL CONNECTOR
HIGH-PRESSURE FUEL LINES
FITTINGS
FUEL INJECTION PUMP
FPCM
OPERATION
The Bosch VP44 fuel injection pump (Fig. 25) is a
solenoid-valve
controlled-radial-piston-distributor
type pump.
The injection pump is driven by the engine camshaft. A gear on the end of the pump shaft meshes
with the camshaft gear. The pump is timed to the
engine. The VP44 is controlled by an integral (and
non-serviceable) Fuel Pump Control Module (FPCM)
(Fig. 24). The FPCM can operate the engine as an
engine controller if a Crankshaft Position Sensor
(CKP) signal is not present.
Fuel from the transfer (lift) pump enters the VP44
where it is pressurized and then distributed through
high-pressure lines to the fuel injectors. The VP44 is
cooled by the fuel that flows through it. A greater
quantity of fuel is required for cooling the VP44 than
what is necessary for engine operation. Because of
this, approximately 70 percent of fuel entering the
pump is returned to the fuel tank through the overflow valve and fuel return line. Refer to Overflow
Valve Description/Operation for additional information.
The VP44 is not self-priming. At least two fuel
injectors must be bled to remove air from the system.
When servicing the fuel system, disconnecting components up to the pump will usually not require air
bleeding from the fuel system. However, removal of
the high-pressure lines, removal of the VP44 pump,
or allowing the vehicle to completely run out of fuel,
will require bleeding air from the high-pressure lines
at the fuel injectors.
VP44 timing is matched to engine timing by an offset keyway that fits into the pump shaft. This keyway has a stamped number on it that is matched to
a number on the VP44 pump (each keyway is calibrated to each pump).
When removing/installing the VP44, the same
numbered keyway must always be installed.
Also, the arrow on the top of the keyway should
be installed pointed rearward towards the
pump.
Because of electrical control, the injection pump
high and low idle speeds are not adjustable. Also,
adjustment of fuel pump timing is not required and
is not necessary.
DIAGNOSIS AND TESTING—FUEL INJECTION
PUMP TIMING
Fig. 25 Bosch VP44 Fuel Injection Pump
1 - BOSCH VP44 PUMP
With the Bosch VP44 injection pump, there are no
mechanical adjustments needed for fuel injection timing. All timing and fuel adjustments are made by the
Engine Control Module (ECM). However, if a Diagnostic Trouble Code (DTC) has been stored indicating
an “engine sync error” or a “static timing error”, perform the following.
FUEL DELIVERY - DIESEL
BR/BE
14 - 71
FUEL INJECTION PUMP (Continued)
Note: If this DTC appears after installation of
a new or rebuilt injection pump, the pump keyway has probably been installed backwards.
Refer to Fuel Injection Pump Removal/Installation for keyway information.
Fig. 28 Pump Keyway, Keyway Arrow and Keyway
Number
1
2
3
4
-
INJECTION PUMP
DIRECTIONAL ARROW
3–DIGIT KEYWAY NUMBER
O-RING
Fig. 26 Crankcase Vent Hose
1 - HOSE CLAMP
2 - CRANKCASE VENT HOSE
3 - CRANKCASE BREATHER
Fig. 27 Injection Pump Gear Nut/Washer
1 - WASHER
2 - PUMP NUT
3 - ACCESS CAP
Fig. 29 Pump Data Plate Location
1 - PUMP DATA PLATE
14 - 72
FUEL DELIVERY - DIESEL
BR/BE
FUEL INJECTION PUMP (Continued)
REMOVAL
CAUTION: Refer to Cleaning Fuel System Parts.
(1) Disconnect both negative battery cables at both
batteries. Cover and isolate ends of cables.
(2) Thoroughly clean fuel lines at cylinder head
and injection pump ends. Thoroughly clean fuel injection pump and supply/return lines at side of pump.
(3) Disconnect 9–way electrical connector at Fuel
Pump Control Module (FPCM) (Fig. 31).
Fig. 30 Checking Fuel Injection Pump Gear Timing
1
2
3
4
5
-
PUMP SHAFT
KEYWAY
PUMP GEAR
CAM GEAR
CRANKSHAFT GEAR
(1) Remove hose clamp and crankcase vent hose at
crankcase breather (Fig. 26). Remove crankcase
breather from gear cover. Breather threads into
cover.
(2) Remove injection pump nut and washer (Fig.
27). Locate keyway behind washer.
(3) Be sure keyway aligning fuel injection pump
shaft to injection pump gear is in proper position and
pump gear has not slipped on pump shaft.
The following steps will require removing timing
gear cover to gain access to timing gears. Refer to
Group 9, Engines for procedures.
(4) Use a T-type puller to separate injection pump
gear from pump shaft.
(5) Be sure keyway has been installed with arrow
pointed to rear of pump (Fig. 28).
(6) Pump timing has been calibrated to pump
keyway. Be sure 3–digit number on pump keyway (Fig. 28) matches 3–digit number on fuel
injection pump data plate. Plate is located on
side of injection pump (Fig. 29). Twenty–one different calibrated keyways/pumps are available.
(7) Verify timing marks on crank, cam and pump
are aligned (Fig. 30).
(8) Perform necessary gear alignment/repairs as
needed.
(9) Install crankcase breather to gear cover. Install
hose clamp and crankcase vent hose to breather (Fig.
26).
(10) After repairs are completed, erase DTC using
DRB Scan Tool.
Fig. 31 FPCM 9–Way Connector
1
2
3
4
5
-
FPCM ELECTRICAL CONNECTOR
HIGH-PRESSURE FUEL LINES
FITTINGS
FUEL INJECTION PUMP
FPCM
(4) Remove fuel return line at side of injection
pump by removing overflow valve (Fig. 32). Place rag
beneath overflow valve to catch excess fuel.
(5) Remove fuel supply line at side of injection
pump by removing banjo bolt (Fig. 32). Also remove
same line at top of fuel filter housing (banjo bolt).
(6) Remove all high-pressure fuel lines, intake air
tube, accelerator pedal position sensor, air intake
housing, engine oil dipstick tube, wiring clips, electrical cables at intake heaters and engine lifting
bracket. Refer to High-Pressure Fuel Line Removal/
Installation. All of these items are covered in this
procedure.
(7) Remove hose clamp at crankcase vent hose
(Fig. 33) and remove hose from canister.
(8) Remove (unscrew) canister (Fig. 33) from gear
cover.
FUEL DELIVERY - DIESEL
BR/BE
14 - 73
FUEL INJECTION PUMP (Continued)
Fig. 34 Pump Shaft Nut/Washer
Fig. 32 Fuel Supply and Return Lines at Pump
1
2
3
4
5
-
1 - WASHER
2 - PUMP NUT
3 - GEAR COVER
FUEL SUPPLY LINE
FUEL RETURN LINE
BANJO BOLT (TEST PORT FITTING)
OVERFLOW VALVE
BANJO FITTING
Fig. 35 Rotating Engine with Barring Tool
1 - REAR FLANGE
2 - BARRING TOOL
CAUTION: To prevent pump/gear keyway from falling into gear housing, engine must be rotated until
keyway is at 12 o’clock position (Fig. 36). If gear
retainer nut, washer or key drops into gear housing,
cover may have to be removed to retrieve them
before engine is started.
Fig. 33 Crankcase Vent Hose
1 - HOSE CLAMP
2 - CRANKCASE VENT HOSE
3 - CRANKCASE BREATHER
(9) Remove nut and washer retaining injection
pump gear to injection pump shaft (Fig. 34).
14 - 74
FUEL DELIVERY - DIESEL
BR/BE
FUEL INJECTION PUMP (Continued)
Fig. 36 Placing Keyway at 12 O’clock Position
1 - KEYWAY AT 12 O’CLOCK POSITION
2 - PUMP GEAR
Fig. 38 Rear/Lower Pump Bracket and Mounting
Bolts
1 - FUEL INJECTION PUMP
2 - BOLTS (2)
3 - REAR/LOWER BRACKET
Fig. 37 Separating Injection Pump Gear from Pump
Shaft
1 - T-BAR PULLER
(10) The engine can be rotated with a barring tool
such as Snap-On No. SP371, MTE No. 3377371
(Cummins Tool Division), or an equivalent. The opening for barring tool is located in rear flange of engine
on exhaust manifold side (Fig. 35). Remove rubber
access plug covering this opening.
(11) Insert barring tool into flywheel housing opening (Fig. 35).
Fig. 39 Injection Pump Mounting Nuts
1 - PUMP MOUNTING NUTS (4)
(12) Rotate engine until keyway is at 12 o’clock
position (Fig. 36).
FUEL DELIVERY - DIESEL
BR/BE
14 - 75
FUEL INJECTION PUMP (Continued)
(14) Remove 2 rear/lower pump bracket bolts (Fig.
38).
(15) Remove 4 injection pump-to-gear housing
mounting nuts (Fig. 39).
(16) Remove injection pump from gear housing.
Take care not to nick injection pump shaft on
aluminum gear housing when removing pump.
Also be very careful not to drop pump keyway
(Fig. 41) into gear housing.
CAUTION: Whenever the fuel injection pump is
removed from the engine, the pump drive gear is
laying loose on the camshaft drive gear. Never
attempt to crank or rotate the engine with the pump
removed from the engine. Serious damage will
occur.
INSTALLATION
Fig. 40 Cleaning Pump Mounting Flange
1 - PUMP MOUNTING FLANGE
(1) Inspect pump mounting surfaces at pump and
mounting flange for nicks, cuts or damage. Inspect
o-ring surfaces for nicks, cuts or damage.
(2) Clean injection pump mounting flange (Fig. 40)
at gear housing. Also clean front of injection pump.
(3) Install new rubber o-ring (Fig. 41) at pump
mounting area.
Fig. 41 Keyway, Keyway Arrow and Keyway Number
1
2
3
4
-
INJECTION PUMP
DIRECTIONAL ARROW
3–DIGIT KEYWAY NUMBER
O-RING
Fig. 42 Injection Pump Installation
(13) Use T-bar type puller (Fig. 37) to separate
injection pump gear from injection pump shaft.
Attach two M8 X 1.24 MM (metric) screws through
puller and into two threaded holes supplied in pump
gear. Pull injection pump gear forward until it loosens from injection pump shaft. Pull on gear only
enough to loosen it from injection pump shaft.
Pulling gear too far may cause damage or
breakage to gear cover.
1
2
3
4
-
DOWEL
PUMP
PUMP SHAFT TAPER
INJECTION PUMP GEAR TAPER
(4) Apply clean engine oil to injection pump
o-ring only.
14 - 76
FUEL DELIVERY - DIESEL
BR/BE
FUEL INJECTION PUMP (Continued)
The machined tapers on both injection pump
shaft and injection pump gear (Fig. 42) must be
absolutely dry, clean and free of any dirt or oil
film. This will ensure proper gear-to-shaft tightening.
(5) Clean pump gear and pump shaft at machined
tapers (Fig. 42) with an evaporative type cleaner
such as brake cleaner.
Keyway Installation:
(6) The pump/gear keyway has an arrow and a
3–digit number stamped at top edge (Fig. 41). Position keyway into pump shaft with arrow pointed to
rear of pump. Also be sure 3–digit number stamped
to top of keyway is same as 3–digit number stamped
to injection pump data plate (Fig. 43). If wrong keyway is installed, a diagnostic trouble code may be
set.
Fig. 43 Injection Pump Data Plate Location
1 - PUMP DATA PLATE
(7) Position pump assembly to mounting flange on
gear cover while aligning injection pump shaft
through back of injection pump gear. When installing
pump, dowel (Fig. 42) on mounting flange must align
to hole in front of pump.
(8) After pump is positioned flat to mounting
flange, install four pump mounting nuts and tighten
finger tight only. Do not attempt a final tightening at
this time. Do not attempt to tighten (pull) pump
to gear cover using mounting nuts. Damage to
pump or gear cover may occur. The pump must
be positioned flat to its mounting flange before
attempting to tighten mounting nuts.
(9) To prevent damage or cracking of components,
tighten nuts/bolts in the following sequence:
(a) Install injection pump shaft washer and nut
to pump shaft. Tighten nut finger tight only.
(b) Install 2 rear/lower pump mounting bolts
finger tight only.
(c) Do preliminary tightening of injection pump
shaft nut to 30 N·m (15–22 ft. lbs.) torque. This is
not the final torque.
(d) Tighten 4 pump mounting nuts to 43 N·m
(32 ft. lbs.) torque.
(e) Tighten 2 rear/lower pump bracket-to-pump
bolts 24 N·m (18 ft. lbs.) torque.
(f) Do final tightening of injection pump shaft
nut to 170 N·m (125 ft. lbs.) torque. Use barring
tool to prevent engine from rotating when tightening gear.
(10) Install canister (Fig. 33) to gear cover.
(11) Install crankcase vent hose (Fig. 33) to canister and install hose clamp.
(12) Using new gaskets, install fuel return line
and overflow valve to side of injection pump (Fig. 32).
Tighten overflow valve to 24 N·m (18 ft. lbs.) torque.
(13) Using new gaskets, install fuel supply line to
side of injection pump and top of fuel filter housing
(Fig. 32). Tighten banjo bolts to 24 N·m (18 ft. lbs.)
torque.
(14) Install all high-pressure fuel lines, intake air
tube, accelerator pedal position sensor, air intake
housing, engine oil dipstick tube, wiring clips, electrical cables at intake heaters and engine lifting
bracket. Refer to High-Pressure Fuel Line Removal/
Installation. All of these items are covered in this
procedure.
(15) Connect 9–way electrical connector to Fuel
Pump Control Module (FPCM) (Fig. 31).
(16) Connect both negative battery cables to both
batteries.
(17) Bleed air from fuel system.(Refer to 14 FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE).
(18) Check system for fuel or engine oil leaks.
FUEL DELIVERY - DIESEL
BR/BE
FUEL INJECTION PUMP DATA
PLATE
SPECIFICATIONS
FUEL INJECTION PUMP DATA PLATE
Pertinent information about the fuel injection
pump is machined into a boss on the drivers side of
the fuel injection pump (Fig. 44).
14 - 77
OPERATION
The fuel tank module on diesel powered models
has 3 different circuits (wires). Two of these circuits
are used at the fuel gauge sending unit for fuel
gauge operation. The other wire is used for a ground.
The diesel engine does not have a fuel tank module
mounted electric fuel pump. The electric fuel pump
(fuel transfer pump) is mounted to the engine.
For Fuel Gauge Operation: A constant input
voltage source of about 12 volts (battery voltage) is
supplied to the resistor track on the fuel gauge sending unit. This is fed directly from the Powertrain
Control Module (PCM). NOTE: For diagnostic purposes, this 12V power source can only be verified with the circuit opened (fuel tank module
electrical connector unplugged). With the connectors plugged, output voltages will vary from
about .6 volts at FULL, to about 7.0 volts at
EMPTY. The resistor track is used to vary the voltage (resistance) depending on fuel tank float level. As
fuel level increases, the float and arm move up,
which decreases voltage. As fuel level decreases, the
float and arm move down, which increases voltage.
The varied voltage signal is returned back to the
PCM through the sensor return circuit.
Both of the electrical circuits between the fuel
gauge sending unit and the PCM are hard-wired (not
multi-plexed). After the voltage signal is sent from
the resistor track, and back to the PCM, the PCM
will interpret the resistance (voltage) data and send
a message across the multi-plex bus circuits to the
instrument panel cluster. Here it is translated into
the appropriate fuel gauge level reading. Refer to
Instrument Panel for additional information.
FUEL LINES
Fig. 44 Fuel Injection Pump Data Plate Location
1 - PUMP DATA PLATE
FUEL LEVEL SENDING UNIT /
SENSOR
DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is
attached to the side of the fuel tank module. The
sending unit consists of a float, an arm, and a variable resistor track (card).
DESCRIPTION
DESCRIPTION
All fuel lines up to the fuel injection pump are considered low-pressure. This includes the fuel lines
from: the fuel tank to the fuel transfer pump, and
the fuel transfer pump to the fuel injection pump.
The fuel return lines, the fuel drain manifold and the
fuel drain manifold lines are also considered lowpressure lines. High-pressure lines are used between
the fuel injection pump and the fuel injectors. Also
refer to High-Pressure Fuel Lines Description/Operation.
14 - 78
FUEL DELIVERY - DIESEL
BR/BE
FUEL LINES (Continued)
DESCRIPTION—HIGH PRESSURE FUEL LINES
The high-pressure fuel lines are the 6 lines located
between the fuel injection pump and the fuel injector
connector tubes (Fig. 45). All other fuel lines are considered low-pressure lines.
DIAGNOSIS AND TESTING - HIGH-PRESSURE
FUEL LINE LEAKS
High-pressure fuel line leaks can cause starting
problems and poor engine performance.
WARNING: DUE TO EXTREME FUEL PRESSURES
OF UP TO 120,000 kPa (17,400 PSI), USE EXTREME
CAUTION WHEN INSPECTING FOR HIGH-PRESSURE FUEL LEAKS. DO NOT GET YOUR HAND
NEAR A SUSPECTED LEAK. INSPECT FOR HIGHPRESSURE FUEL LEAKS WITH A SHEET OF CARDBOARD. HIGH FUEL INJECTION PRESSURE CAN
CAUSE PERSONAL INJURY IF CONTACT IS MADE
WITH THE SKIN.
Start the engine. Move the cardboard over the
high-pressure fuel lines and check for fuel spray onto
the cardboard (Fig. 46). If a high-pressure line connection is leaking, bleed the system and tighten the
connection. Refer to the Air Bleed Procedure in this
group for procedures. Replace damaged, restricted or
leaking high-pressure fuel lines with the correct
replacement line.
Fig. 45 High-Pressure Fuel Lines
OPERATION—HIGH PRESSURE FUEL LINES
CAUTION: The high-pressure fuel lines must be
held securely in place in their holders. The lines
cannot contact each other or other components. Do
not attempt to weld high-pressure fuel lines or to
repair lines that are damaged. If lines are ever
kinked or bent, they must be replaced. Use only the
recommended lines when replacement of high-pressure fuel line is necessary.
High-pressure fuel lines deliver fuel under pressure of up to approximately 120,000 kPa (17,405 PSI)
from the injection pump to the fuel injectors. The
lines expand and contract from the high-pressure
fuel pulses generated during the injection process. All
high-pressure fuel lines are of the same length and
inside diameter. Correct high-pressure fuel line usage
and installation is critical to smooth engine operation.
WARNING: USE EXTREME CAUTION WHEN
INSPECTING FOR HIGH-PRESSURE FUEL LEAKS.
INSPECT FOR HIGH-PRESSURE FUEL LEAKS WITH
A SHEET OF CARDBOARD. HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
Fig. 46 Typical Test for Leaks with Cardboard
1 - HIGH-PRESSURE LINE
2 - CARDBOARD
3 - FITTING
FUEL DELIVERY - DIESEL
BR/BE
14 - 79
FUEL LINES (Continued)
CAUTION: The high-pressure fuel lines must be
clamped securely in place in the holders. The lines
cannot contact each other or other components. Do
not attempt to weld high-pressure fuel lines or to
repair lines that are damaged. Only use the recommended lines when replacement of high-pressure
fuel line is necessary.
(4) Disconnect wiring harness (clip) at bottom of
Accelerator Pedal Position Sensor (APPS) mounting
bracket (Fig. 48).
REMOVAL
High-pressure lines are used between the fuel
injection pump and the fuel injectors only. All highpressure fuel lines are of the same length and inside
diameter. Correct high-pressure fuel line usage and
installation is critical to smooth engine operation.
CAUTION: Refer to Cleaning Fuel System Parts.
(1) Disconnect both negative battery cables from
both batteries. Cover and isolate ends of cables.
(2) Thoroughly clean fuel lines at cylinder head
and injection pump ends.
(3) Remove cable cover (Fig. 47). Cable cover is
attached with 2 Phillips screws, 2 plastic retention
clips and 2 push tabs (Fig. 47). Remove 2 Phillips
screws and carefully pry out 2 retention clips. After
clip removal, push rearward on front tab, and
upward on lower tab for cover removal. Do not
remove any cables at lever.
Fig. 47 Cable/Lever/Throttle Linkage Cover
1
2
3
4
-
CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE
Fig. 48 Wiring Clip at APPS
1
2
3
4
5
- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY
(5) Using 2 small screwdrivers, pry front wiring
clip (Fig. 49) from cable bracket housing. Position
wiring harness towards front of engine.
(6) Remove electrical connector from APPS by
pushing connector tab rearward while pulling down
on connector (Fig. 50).
(7) Disconnect 2 electrical cables from cable
mounting studs (Fig. 51) at intake air heater on top
of intake manifold.
(8) Remove engine oil dipstick from engine.
(9) Remove engine oil dipstick tube support
mounting bolt (Fig. 51) and position tube to side.
(10) Disconnect clamps and remove air tube
(intake manifold-to-intercooler) (Fig. 49).
(11) Remove 4 air intake housing mounting bolts
and remove housing (Fig. 52) and (Fig. 51). Position
ground cable at top of air intake housing to front of
engine.
(12) Remove intake manifold air heater element
block from engine (Fig. 53). Discard old upper and
lower gaskets
(13) Remove 3 cable bracket housing mounting
bolts (Fig. 52). Carefully position cable bracket and
cable assembly to side of engine. Leave cables connected to lever.
14 - 80
FUEL DELIVERY - DIESEL
BR/BE
FUEL LINES (Continued)
Fig. 49 Air Tube (Typical)
1
2
3
4
5
6
7
8
9
- ENGINE OIL DIPSTICK TUBE
- TUBE BOLT
- CLAMPS
- AIR TUBE (INTAKE MANIFOLD TO CHARGE AIR COOLER
- CABLE BRACKET HOUSING
- FRONT WIRING CLIP
- GROUND CABLE
- RUBBER HOSE
- AIR INTAKE HOUSING
Fig. 51 Air Intake Housing (Rear View)
1
2
3
4
-
TUBE MOUNTING BOLT
HOUSING BOLTS (2)
INTAKE HEATER CABLE MOUNTING STUDS (2)
DIPSTICK TUBE
Fig. 52 Air Intake Housing (Front View)
Fig. 50 Rear View of APPS
1
2
3
4
- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR
1
2
3
4
-
GROUND CABLE BOLT
INTAKE AIR HOUSING
CABLE BRACKET HOUSING BOLTS (3)
GROUND CABLE
FUEL DELIVERY - DIESEL
BR/BE
14 - 81
FUEL LINES (Continued)
CAUTION: WHEN LOOSENING OR TIGHTENING
HIGH-PRESSURE FITTINGS AT INJECTION PUMP,
USE A BACK-UP WRENCH ON DELIVERY VALVE AT
PUMP. DO NOT ALLOW DELIVERY VALVE TO
ROTATE.
(17) Loosen high-pressure line fittings at injection
pump (Fig. 55) beginning with cylinders 1, 2 and 4.
Fig. 53 Intake Manifold Air Heater (Elements)
1
2
3
4
- AIR HEATER ELEMENTS
- LOWER GASKET
- BLOCK
- UPPER GASKET
(14) Remove engine lifting bracket at rear of
intake manifold (2 bolts) (Fig. 54).
Fig. 55 High Pressure Lines at Fuel Injection Pump
1
2
3
4
5
Fig. 54 High-Pressure Fuel Lines
(15) Remove bolts from all fuel injection line support brackets at intake manifold.
(16) Place shop towels around fuel lines at fuel
injectors. Do not allow fuel to drip down side of
engine.
-
FPCM ELECTRICAL CONNECTOR
HIGH-PRESSURE FUEL LINES
FITTINGS
FUEL INJECTION PUMP
FPCM
(18) Loosen high-pressure lines at cylinder head
for cylinders 1, 2 and 4 (Fig. 54).
(19) Carefully remove front line bundle from
engine. Do not bend lines while removing. While
removing front line bundle, note line position.
(20) Loosen high-pressure lines at injection pump
beginning with cylinders 3, 5 and 6.
(21) Loosen high-pressure lines at cylinder head
for cylinders 3, 5 and 6 (Fig. 54).
(22) Carefully remove rear line bundle from
engine. Do not bend lines while removing. While
removing rear line bundle, note line position.
INSTALLATION
High-pressure lines are used between the fuel
injection pump and the fuel injectors only. All highpressure fuel lines are of the same length and inside
diameter. Correct high-pressure fuel line usage and
installation is critical to smooth engine operation.
14 - 82
FUEL DELIVERY - DIESEL
BR/BE
FUEL LINES (Continued)
CAUTION: Be sure that the high-pressure fuel lines
are installed in the same order that they were
removed.
(1) Lubricate threads of injector line fittings with
clean engine oil.
(2) Loosen, but do not remove, all fuel line support
bracket bolts.
(3) Install rear injection line bundle beginning
with cylinder head (fuel injector) connections, followed by injection pump connections. Tighten all fittings finger tight.
(4) Tighten fittings at fuel injector ends for cylinders number 6 and 5 to 38 N·m (28 ft. lbs.) torque.
Do not tighten number 3 line at this time. It
will be tightened during bleeding procedure.
(5) Tighten 3 fittings at fuel injection pump ends
to 24 N·m (18 ft. lbs.) torque.
(6) Install front injection line bundle beginning
with cylinder head (fuel injector) connections, followed by injection pump connections. Tighten all fittings finger tight.
(7) Tighten fitting at fuel injector end for cylinder
number 2 to 38 N·m (28 ft. lbs.) torque. Do not
tighten lines number 1 or 4 at this time. They
will be tightened during bleeding procedure.
(8) Tighten remaining 3 fittings at fuel injection
pump ends to 24 N·m (18 ft. lbs.) torque.
(9) Install fuel line support bracket bolts to intake
manifold and tighten to 24 N·m (18 ft. lbs.) torque.
CAUTION: Be sure fuel lines are not contacting
each other or any other component. Noise will
result.
(10) Install engine lifting bracket at rear of intake
manifold. Tighten 2 bolts to 77 N·m (57 ft. lbs.)
torque.
(11) Install cable bracket housing/cable assembly
and tighten 3 mounting bolts to 24 N·m (18 ft. lbs.)
torque.
(12) Clean any old gasket material below and
above intake manifold air heater element block. Also
clean mating areas at intake manifold and air intake
housing.
(13) Using new gaskets, position intake manifold
air heater element block to engine.
(14) Install air intake housing and position ground
cable. Install 4 mounting bolts and tighten to 24 N·m
(18 ft. lbs.) torque.
(15) Install air tube (intake manifold-to-charge air
cooler) (Fig. 49). Tighten clamps to 8 N·m (72 in. lbs.)
torque.
(16) Install engine oil dipstick tube support mounting bolt and tighten to 24 N·m (18 ft. lbs.) torque.
(17) Install engine oil dipstick to engine.
(18) Connect 2 electrical cables to cable mounting
studs.
(19) Connect electrical connector to bottom of
APPS by pushing connector upward until it snaps
into position.
(20) Connect wiring harness (clip) at bottom of
Accelerator Pedal Position Sensor (APPS) mounting
bracket (Fig. 48).
(21) Connect front wiring clip (Fig. 49) to cable
bracket housing.
(22) Install cable cover (Fig. 47).
(23) Connect both negative battery cables to both
batteries.
(24) Bleed air from fuel system. Do this at fuel
injector ends of lines. Use cylinders numbers 1, 3 and
4 for bleeding. (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - STANDARD PROCEDURE). After
bleeding, tighten fittings to 38 N·m (28 ft. lbs.)
torque.
(25) Check lines/fittings for leaks.
FUEL TANK
DESCRIPTION - DIESEL FUEL TANK
The fuel tank is similar to the tank used with gasoline powered models. The tank is equipped with a
separate fuel return line and a different fuel tank
module for diesel powered models. A fuel tank
mounted, electric fuel pump is not used with diesel
powered models. Refer to Fuel Tank Module for additional information.
For removal and installation procedures, refer to
Fuel Tank - Gasoline Engines.
FUEL TANK MODULE
DESCRIPTION
An electric fuel pump is not used in the fuel tank
module for diesel powered engines. Fuel is supplied
by the engine mounted fuel transfer pump and the
fuel injection pump.
The fuel tank module is installed in the top of the
fuel tank (Fig. 56). The fuel tank module (Fig. 56)
contains the following components:
• Fuel reservoir
• A separate in-tank fuel filter
• Rollover valve
• Fuel gauge sending unit (fuel level sensor)
• Fuel supply line connection
• Fuel return line connection
• Auxiliary non-pressurized fuel supply fitting
OPERATION
Refer to Fuel Gauge Sending Unit.
FUEL DELIVERY - DIESEL
BR/BE
14 - 83
FUEL TANK MODULE (Continued)
Fig. 57 Locknut Removal/Installation—TYPICAL
MODULE
Fig. 56 Top View of Fuel Tank Module—Diesel
1
2
3
4
5
6
- AUXILIARY CAPPED FITTING
- FUEL PUMP MODULE
- FUEL SUPPLY/RETURN FITTINGS
- ELECTRICAL CONNECTOR
- LOCKNUT
- ROLLOVER VALVE
1 - SPECIAL TOOL 6856
2 - LOCKNUT
vent the module’s float from contacting side of
fuel tank.
(5) Tighten locknut to 24–44 N·m (18–32 ft. lbs.)
torque.
(6) Install fuel tank. Refer to Fuel Tank Removal/
Installation.
REMOVAL
(1) Drain and remove fuel tank. Refer to Fuel
Tank Removal/Installation.
(2) Thoroughly clean area around tank module at
top of tank.
(3) The plastic fuel tank module locknut is
threaded onto fuel tank. Install Special Tool 6856 to
locknut and remove locknut (Fig. 57). The fuel tank
module will spring up when locknut is removed.
(4) Remove module from fuel tank.
The fuel transfer pump (fuel lift pump) is located
on the left-rear side of the engine cylinder block
above the starter motor (Fig. 58). The 12–volt electric
vane-type pump is operated and controlled by the
Engine Control Module (ECM) (Fig. 59).
INSTALLATION
OPERATION
CAUTION: Whenever the fuel tank module is serviced, the rubber gasket must be replaced.
(1) Thoroughly clean locknut and locknut threads
at top of tank.
(2) Using new gasket, carefully position fuel tank
module into opening in fuel tank.
(3) Position locknut over top of fuel tank module.
Install locknut finger tight.
(4) When looking down at tank from drivers side of
tank, the arrow at top of module should be aligned
between two marks stamped into tank (approximately 2 o’clock position). The fuel line connectors, roll
over valve and fuel gauge electrical connector should
all be pointed to drivers side of vehicle. Rotate and
align module/tank marks if necessary before tightening locknut. This step must be performed to pre-
FUEL TRANSFER PUMP
DESCRIPTION
The purpose of the fuel transfer pump is to supply
(transfer) a low-pressure fuel source: from the fuel
tank, through the fuel filter/water separator and to
the fuel injection pump. Here, the low-pressure is
raised to a high-pressure by the fuel injection pump
for operation of the high-pressure fuel injectors.
Check valves within the pump, control direction of
fuel flow and prevent fuel bleed-back during engine
shut down.
Normal current flow to the pump is 12 amperes.
With the engine running, the pump has 2 modes of
operation: Mode 1: 100 percent duty-cycle with a
minimum pressure of 10 psi except when the
engine is cranking. Mode 2: 15 percent duty-cycle
with maximum pressure of 7 psi with the engine
cranking
The 15 percent duty-cycle is used to limit injection
pump inlet pressure until the engine is running.
14 - 84
FUEL DELIVERY - DIESEL
BR/BE
FUEL TRANSFER PUMP (Continued)
Fig. 59 Engine Control Module (ECM) Location
Fig. 58 Fuel Transfer Pump Location
1
2
3
4
5
6
7
8
-
OIL PRESSURE SENSOR
PUMP BRACKET NUTS (3)
SUPPORT BRACKET BOLT
BANJO BOLT (REAR)
FUEL SUPPLY LINE
ELECTRICAL CONNECTOR
BANJO BOLT (FRONT)
FUEL TRANSFER PUMP
1
2
3
4
5
The transfer pump is self-priming: When the key is
first turned on (without cranking engine), the pump
will operate for approximately 1/4 second and then
shut off. The pump will also operate for up to 25 seconds after the starter is engaged, and then disengaged and the engine is not running. The pump
shuts off immediately if the key is on and the engine
stops running.
The fuel volume of the transfer pump will always
provide more fuel than the fuel injection pump
requires. Excess fuel is returned from the injection
pump through an overflow valve. The valve is located
on the side of the injection pump (Fig. 60). It is also
used to connect the fuel return line to the side of the
injection pump. This valve opens at approximately 97
kPa (14 psi) and returns fuel to the fuel tank
through the fuel return line.
DIAGNOSIS AND TESTING - FUEL TRANSFER
PUMP PRESSURE
The following tests will include: pressures
tests of fuel transfer pump (engine running and
engine cranking), a test for supply side restrictions, and a test for air in fuel supply side.
-
ENGINE CONTROL MODULE (ECM)
HEX HEADED BOLT
50-WAY CONNECTOR
FUEL TRANSFER PUMP
MOUNTING BOLTS (3)
Fig. 60 Injection Pump Overflow Valve Location
1
2
3
4
5
-
FUEL SUPPLY LINE
FUEL RETURN LINE
BANJO BOLT (TEST PORT FITTING)
OVERFLOW VALVE
BANJO FITTING
BR/BE
FUEL DELIVERY - DIESEL
14 - 85
FUEL TRANSFER PUMP (Continued)
Refer to Fuel Transfer Pump Description/Operation
for an operational description of transfer pump.
The fuel transfer (lift) pump is located on left side
of engine and above starter motor (Fig. 61).
Fig. 62 Fuel Pressure Test Port Fitting
1 - FUEL PRESSURE TEST PORT
Fig. 61 Fuel Transfer Pump Location
1
2
3
4
5
6
7
8
-
OIL PRESSURE SENSOR
PUMP BRACKET NUTS (3)
SUPPORT BRACKET BOLT
BANJO BOLT (REAR)
FUEL SUPPLY LINE
ELECTRICAL CONNECTOR
BANJO BOLT (FRONT)
FUEL TRANSFER PUMP
An improperly operating fuel transfer pump, a
plugged or dirty fuel filter, or a defective overflow
valve can cause low engine power, excessive white
smoke and/or hard engine starting.
Before performing following tests, inspect fuel supply and return lines for restrictions, kinks or leaks.
Fuel leaking from pump casing indicates a leaking
pump which must be replaced.
Pressure Test: Because the transfer pump is operating at two different pressure cycles (engine running
and engine cranking), two different pressure tests
will be performed.
(1) Remove protective cap at test port (Fig. 62).
Clean area around cap/fitting before cap removal.
(2) Install Special Fuel Pressure Test Gauge 6828
(or equivalent) to fitting at test port (Fig. 62).
(3) To prevent engine from starting, remove fuel
system relay (fuel injection pump relay). Relay is
located in Power Distribution Center (PDC). Refer to
label under PDC cover for relay location.
Fig. 63 Fuel Return and Supply Line Quick-Connect
Locations
1 - FUEL RETURN LINE
2 - QUICK-CONNECT FITTINGS
3 - FUEL SUPPLY LINE
(4) Using key, crank engine over while observing
gauge. Pressure should be 5–7 psi.
(5) Re-install fuel system relay to PDC.
(6) Start engine and record fuel pressure. Pressure
should be a minimum of 69 kPa (10 psi) at idle
speed.
14 - 86
FUEL DELIVERY - DIESEL
BR/BE
FUEL TRANSFER PUMP (Continued)
(7) Because fuel pump relay was removed, a Diagnostic Trouble Code (DTC) may have been set. After
testing is completed, and relay has been installed,
use DRB scan tool to remove DTC.
Fuel Supply Restriction Test:
Due to very small vacuum specifications, the DRB
scan tool along with the Periphal Expansion Port
(PEP) Module and 0–15 psi transducer must be used.
(8) Verify transfer pump pressure is OK before
performing restriction test.
(9) Locate and disconnect fuel supply line quickconnect fitting at left-rear of engine (Fig. 63). After
disconnecting line, plastic clip will remain attached
to metal fuel line at engine. Carefully remove clip
from metal line. Snap same clip into fuel supply
hose.
(10) Install Special Rubber Adapter Hose Tool
6631 (3/8”) into ends of disconnected fuel supply line.
(11) Install transducer from PEP module to brass
“T” fitting on tool 6631.
(12) Hook up DRB scan tool to transducer.
Trouble Code (DTC) may have been set. After testing
is completed, and relay has been installed, use DRB
scan tool to remove DTC.
(20) Allow air to purge from empty hose before
examining for air bubbles. Air bubbles should not be
present.
(21) If bubbles are present, check for leaks in supply line to fuel tank.
(22) If supply line is not leaking, remove fuel tank
module and remove filter at bottom of module (filter
snaps to module). Check for leaks between supply
nipple at top of module, and filter opening at bottom
of module. Replace module if necessary.
(23) After performing test, install core back into
test fitting. Before installing protective cap, be sure
fitting is not leaking.
REMOVAL
The fuel transfer pump (fuel lift pump) is located
on left side of engine, below and rearward of fuel filter (Fig. 64).
WARNING: DO NOT STAND IN LINE WITH THE
COOLING FAN FOR THE FOLLOWING STEPS.
(13) Start engine and record vacuum reading with
engine speed at high-idle (high-idle means engine
speed is at 100 percent throttle and no load). The
fuel restriction test MUST be done with engine speed
at high-idle.
(14) If vacuum reading is less than 6 in/hg. (0–152
mm hg.), test is OK. If vacuum reading is higher
than 6 in/hg. (152 mm hg.), restriction exists in fuel
supply line or in fuel tank module. Check fuel supply
line for damage, dents or kinking. If OK, remove
module and check module and lines for blockage.
Also check fuel pump inlet filter at bottom of module
for obstructions.
Testing For Air Leaks in Fuel Supply Side:
(15) A 3–foot section of 3/8” I.D. clear tubing is
required for this test.
(16) Using a tire core valve removal tool, carefully
remove core valve from inlet fitting test port.
(17) Attach and clamp the 3/8”clear hose to fitting
nipple.
(18) Place other end of hose into a large clear container. Allow hose to loop as high as possible above
test port.
(19) The fuel transfer pump can be put into a 25
second run (test) mode if key is quickly turned to
crank position and released back to run position
without starting engine.
To prevent engine from starting in this test, first
remove fuel system relay (fuel injection pump relay).
Relay is located in Power Distribution Center (PDC).
Refer to label under PDC cover for relay location.
Because fuel pump relay was removed, a Diagnostic
Fig. 64 Fuel Transfer Pump Location
1
2
3
4
5
6
7
8
-
OIL PRESSURE SENSOR
PUMP BRACKET NUTS (3)
SUPPORT BRACKET BOLT
BANJO BOLT (REAR)
FUEL SUPPLY LINE
ELECTRICAL CONNECTOR
BANJO BOLT (FRONT)
FUEL TRANSFER PUMP
(1) Disconnect both negative battery cables at both
batteries.
FUEL DELIVERY - DIESEL
BR/BE
14 - 87
FUEL TRANSFER PUMP (Continued)
(2) Thoroughly clean area around transfer pump
and fuel lines of any contamination.
(3) Remove starter motor. Refer to Starter Removal/Installation in 8, Starting System for procedures.
(4) Place a drain pan below the pump.
(5) Disconnect fuel line quick-connect fitting at
fuel supply line (Fig. 64) at rear of pump.
(6) Remove support bracket bolt at top of pump
(Fig. 64).
(7) Remove front and rear banjo bolts at pump
(Fig. 64).
(8) Disconnect electrical connector at side of pump
(Fig. 64).
(9) Remove three pump bracket nuts (Fig. 64) and
remove pump from vehicle.
INSTALLATION
The fuel transfer pump (fuel lift pump) is located
on left side of engine, below and rearward of fuel filter (Fig. 64).
(1) Install new gaskets to fuel supply line/support
bracket and banjo bolt at rear of pump. Install line
and banjo bolt to pump. Do not tighten banjo bolt at
this time.
(2) Install new gaskets to fuel line and banjo bolt
at front of pump.
(3) Position 3 pump studs into pump mounting
bracket and install 3 nuts. Do not tighten nuts at
this time.
(4) Install support bracket bolt (Fig. 64). Do not
tighten bolt at this time.
(5) Tighten 3 pump nuts to 12 N·m (9 ft. lbs.)
torque.
(6) Tighten both banjo bolts to 24 N·m (18 ft. lbs.)
torque.
(7) Tighten support bracket bolt 12 N·m (9 ft. lbs.)
torque.
(8) Connect electrical connector to pump (Fig. 64).
(9) Connect fuel line quick-connect fitting to fuel
supply line at rear of pump.
(10) Install starter motor. Refer to Starter Removal/Installation in 8, Starting for procedures.
(11) Connect both negative battery cables at both
batteries.
(12) Bleed air at fuel supply line at side of fuel
injection pump. Refer to the Air Bleed Procedure.
(13) Start engine and check for leaks.
OVERFLOW VALVE
DESCRIPTION
The overflow valve is located on the side of the
injection pump (Fig. 65). It is also used to connect
the fuel return line (banjo fitting) to the fuel injection
pump.
Fig. 65 Overflow Valve Location
1
2
3
4
5
-
FUEL SUPPLY LINE
FUEL RETURN LINE
BANJO BOLT (TEST PORT FITTING)
OVERFLOW VALVE
BANJO FITTING
OPERATION
Fuel volume from the fuel transfer (lift) pump will
always provide more fuel than the fuel injection
pump requires. The overflow valve (a check valve) is
used to route excess fuel through the fuel return line
and back to the fuel tank. Approximately 70% of supplied fuel is returned to the fuel tank. The valve
opens at approximately 97 kPa (14 psi). If the check
valve within the assembly is sticking open, fuel
drainage of the injection pump could cause hard
starting.
If a Diagnostic Trouble Code (DTC) has been stored
for “decreased engine performance due to high injection pump fuel temperature”, the overflow valve may
be stuck in closed position.
DIAGNOSIS AND TESTING - OVERFLOW VALVE
Fuel volume from the fuel transfer (lift) pump will
always provide more fuel than the fuel injection
pump requires. The overflow valve (a check valve) is
used to route excess fuel through the fuel return line
and back to the fuel tank. Approximately 70% of supplied fuel is returned to the fuel tank. The valve is
located on the side of the injection pump (Fig. 66). It
is also used to connect the fuel return line (banjo fitting) to the fuel injection pump. The valve opens at
approximately 97 kPa (14 psi). If the check valve
14 - 88
FUEL DELIVERY - DIESEL
BR/BE
OVERFLOW VALVE (Continued)
within the assembly is sticking, low engine power or
hard starting may result.
If a Diagnostic Trouble Code (DTC) has been stored
for “decreased engine performance due to high injection pump fuel temperature”, the overflow valve may
be stuck in closed position.
REMOVAL
The overflow valve (pressure relief valve) is located
at the outside of fuel injection pump (Fig. 67). It connects the fuel return line (banjo fitting) to the pump.
The valve has no internal serviceable parts and must
be replaced as an assembly. Two sealing gaskets are
used. One gasket is located between pump and banjo
fitting. The other is located between the banjo fitting
and end of valve.
Fig. 66 Overflow Valve Location
1
2
3
4
5
-
FUEL SUPPLY LINE
FUEL RETURN LINE
BANJO BOLT (TEST PORT FITTING)
OVERFLOW VALVE
BANJO FITTING
A rubber tipped blow gun with regulated air line
pressure is needed for this test.
(1) Clean area around overflow valve and fuel
return line at injection pump before removal.
(2) Remove valve from pump and banjo fitting.
(3) Discard old sealing gaskets.
(4) Set regulated air pressure to approximately 97
kPa (14–16 psi).
(5) Using blow gun, apply pressure to overflow
valve inlet end (end that goes into injection pump).
(6) Internal check valve should release, and air
should pass through valve at 97 kPa (14–16 psi). If
not, replace valve.
(7) Reduce regulated air pressure to 10 psi and
observe valve. Valve should stay shut. If not, replace
valve.
(8) Install new sealing gaskets to valve.
(9) Install valve through banjo fitting and into
pump.
(10) Tighten to 30 N·m (24 ft. lbs.) torque.
Fig. 67 Overflow Valve Location
1
2
3
4
5
-
FUEL SUPPLY LINE
FUEL RETURN LINE
BANJO BOLT (TEST PORT FITTING)
OVERFLOW VALVE
BANJO FITTING
(1) Clean area around overflow valve and fuel
return line at injection pump before removal.
(2) Remove valve from pump and banjo fitting.
(3) Discard old sealing gaskets.
INSTALLATION
The overflow valve (pressure relief valve) is located
at the outside of fuel injection pump (Fig. 67). It connects the fuel return line (banjo fitting) to the pump.
The valve has no internal serviceable parts and must
be replaced as an assembly. Two sealing gaskets are
used. One gasket is located between pump and banjo
fitting. The other is located between the banjo fitting
and end of valve.
(1) Install new sealing gaskets to valve.
(2) Install valve through banjo fitting and into
pump.
(3) Tighten to 30 N·m (24 ft. lbs.) torque.
FUEL DELIVERY - DIESEL
BR/BE
14 - 89
WATER IN FUEL SENSOR
FUEL DRAIN MANIFOLD
DESCRIPTION
DESCRIPTION
The WIF sensor is located on the side of the fuel
filter/water separator canister (Fig. 68).
The fuel drain manifold is actually a rifled passage
within the cylinder head (Fig. 69).
Fig. 69 Fuel Drain Manifold Passage
Fig. 68 Water-in-Fuel Sensor Location
1 - WATER-IN-FUEL (WIF) SENSOR
2 - FUEL FILTER/WATER SEPARATOR
3 - WIF SENSOR CONNECTOR
OPERATION
The sensor sends an input to the Engine Control
Module (ECM) when it senses water in the fuel filter/
water separator. As the water level in the filter/separator increases, the resistance across the WIF
sensor decreases. This decrease in resistance is sent
as a signal to the ECM and compared to a high
water standard value. Once the value reaches 30 to
40 kilohms, the ECM will activate the water-in-fuel
warning lamp through CCD bus circuits. This all
takes place when the ignition key is initially put in
the ON position. The ECM continues to monitor the
input at the end of the intake manifold air heater
post-heat cycle.
REMOVAL
The Water-In-Fuel (WIF) sensor is located at the
side of fuel filter/water separator canister. Refer to
Fuel Filter/Water Separator Removal/Installation for
WIF sensor removal/installation procedures.
1
2
3
4
5
6
7
-
REAR OF CYLINDER HEAD
BANJO FITTING/BOLT
FUEL RETURN TO TANK
FUEL RETURN LINES
FUEL RETURN LINE FROM PUMP OVERFLOW VALVE
FUEL DRAIN MANIFOLD PASSAGE
“T”
OPERATION
When the engine is running, and during injection,
a small amount of fuel flows past the injector nozzle
and is not injected into the combustion chamber. This
fuel is used to lubricate the fuel injectors. Excess fuel
drains into the fuel drain manifold (or passage). Fuel
is drained from this passage into a line at the rear of
the cylinder head (Fig. 69). After exiting the cylinder
head, fuel is routed (returned) back to the fuel tank.
A “T” is installed into the fuel return line (Fig. 69).
This “T” is used to allow excess fuel from the injection pump to be returned into the fuel tank. A oneway check valve within the overflow valve prevents
fuel (from the fuel drain manifold) from entering the
fuel injection pump.
A small amount of fuel is returned from the fuel
injectors, while a large amount (about 70% of supplied fuel) is returned from the fuel injection pump.
14 - 90
FUEL DELIVERY - DIESEL
BR/BE
FUEL DRAIN MANIFOLD (Continued)
REMOVAL
The fuel drain manifold (line) connects a fuel
return passage within the cylinder head to a “T” fitting on the fuel return line. It is located at the rear
of the cylinder head.
(1) Disconnect both negative battery cables at both
batteries.
(2) Remove starter motor. Refer to Group 8B for
procedures.
(3) Disconnect fitting at “T” (Fig. 70).
Fig. 70 Fuel Return Line at Rear of Cylinder Head
1
2
3
4
5
6
7
-
REAR OF CYLINDER HEAD
BANJO FITTING/BOLT
FUEL RETURN TO TANK
FUEL RETURN LINES
FUEL RETURN LINE FROM PUMP OVERFLOW VALVE
FUEL DRAIN MANIFOLD PASSAGE
“T”
(4) Remove banjo bolt at rear of cylinder head.
Discard old sealing washers.
(5) Remove fuel line from vehicle.
(6) Clean connection at rear of cylinder head
before line installation.
INSTALLATION
The fuel drain manifold (line) connects a fuel
return passage within the cylinder head to a “T” fitting on the fuel return line. It is located at the rear
of the cylinder head.
Servicing fuel return components will not require
air bleeding.
(1) Using new sealing washers, assemble banjo
bolt to fuel line.
(2) Position line to engine and loosely tighten fasteners.
(3) Tighten banjo bolt to 24 N·m (18 ft. lbs.)
torque.
(4) Tighten fitting at “T” to 12 N·m (106 in. lbs.)
torque.
(5) Install starter motor. Refer to 8, Starter for
procedures.
(6) Connect both negative battery cables at both
batteries.
FUEL INJECTION - DIESEL
BR/BE
14 - 91
FUEL INJECTION - DIESEL
TABLE OF CONTENTS
page
page
FUEL INJECTION - DIESEL
DESCRIPTION - DIESEL FUEL INJECTION
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
DIAGNOSIS AND TESTING - BOOST
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 93
SPECIFICATIONS
TORQUE - DIESEL ENGINE . . . . . . . . . . . . . 94
ACCELERATOR PEDAL POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 95
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 97
FUEL INJECTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 97
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
DIAGNOSIS AND TESTING—FUEL INJECTOR
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 102
FUEL INJECTION PUMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 103
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 103
FUEL TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 104
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 104
INTAKE AIR HEATER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 104
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 104
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 105
INTAKE AIR HEATER RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 105
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 105
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 106
INTAKE AIR TEMPERATURE SENSOR
DESCRIPTION - DIESEL . . . . . . . . . . . . . . . . . 106
OPERATION - DIESEL
. . . . . . . . . . . . . . . . . . 106
REMOVAL - DIESEL . . . . . . . . . . . . . . . . . . . . 107
INSTALLATION - DIESEL
. . . . . . . . . . . . . . . . 107
MAP SENSOR
DESCRIPTION - DIESEL . . . . . . . . . . . . . . . . . 108
OPERATION - DIESEL
. . . . . . . . . . . . . . . . . . 108
REMOVAL - DIESEL . . . . . . . . . . . . . . . . . . . . 108
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 108
PTO SWITCH
DESCRIPTION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 108
THROTTLE CONTROL CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 110
FUEL INJECTION - DIESEL
The Powertrain Control Module (PCM) is used to
regulate or control the A/C, charging and speed control systems. It is also used to partially control certain electronic automatic transmission components.
The PCM also has control over certain instrument
panel components.
Refer to either Powertrain Control Module (PCM)
or Engine Control Module (ECM) for additional information. Refer to (Fig. 1) for a partial list of fuel system components.
DESCRIPTION - DIESEL FUEL INJECTION
SYSTEM
The Engine Control Module (ECM) and Fuel Injection Pump Control Module (FPCM) are used primarily for fuel system control. The ECM is a separate
replaceable component, while the FPCM is internal
to the fuel injection pump and is a non-serviceable
part. The ECM and FPCM are interconnected (wired
together) for fuel injection control.
14 - 92
FUEL INJECTION - DIESEL
BR/BE
FUEL INJECTION - DIESEL (Continued)
Fig. 1 FUEL SYSTEM COMPONENTS - DIESEL
1 - ENGINE COOLANT TEMPERATURE (ECT) SENSOR
2 - THROTTLE LEVER BELLCRANK AND APPS (ACCELERATOR
PEDAL POSITION SENSOR)
3 - INTAKE MANIFOLD AIR HEATER/ELEMENTS
4 - HIGH-PRESSURE FUEL LINES
5 - FUEL HEATER
6 - FUEL PRESSURE TEST PORT
7 - MAP (BOOST) SENSOR
8 - FUEL INJECTORS
9 - FUEL INJECTOR CONNECTOR
10 - INTAKE AIR TEMPERATURE (IAT) SENSOR
11 - FUEL DRAIN MANIFOLD
12 - DRAIN VALVE
13 - FUEL RETURN LINE (TO FUEL TANK)
14 - FUEL SUPPLY LINE (LOW-PRESSURE, TO ENGINE)
15 - FUEL TRANSFER (LIFT) PUMP
16
17
18
19
20
21
22
23
24
25
-
OIL PRESSURE SENSOR
FUEL FILTER/WATER SEPARATOR
DRAIN TUBE
WATER-IN-FUEL (WIF) SENSOR
ENGINE CONTROL MODULE (ECM)
FUEL PRESSURE TEST PORT
CAMSHAFT POSITION SENSOR (CMP)
OVERFLOW VALVE
FUEL INJECTION PUMP
FUEL HEATER TEMPERATURE SENSOR (THERMOSTAT)
BR/BE
FUEL INJECTION - DIESEL
14 - 93
FUEL INJECTION - DIESEL (Continued)
DIAGNOSIS AND TESTING - BOOST PRESSURE
Two pressure gauges attached at two different
points are required for this test.
Fig. 2 Boost Pressure Test at Intake Manifold
1 - REAR OF INTAKE MANIFOLD
2 - 3/49 PIPE PLUG
Fig. 3 Boost Pressure Test at Turbocharger
1
2
3
4
5
6
-
TURBOCHARGER
1/89 FITTING
SIGNAL LINE
WASTEGATE ACTUATOR
CONTROL ROD
OIL SUPPLY LINE
(1) Obtain two 6828 fuel pressure test gauges
(equivalent gauges are OK). Gauge Consistency
Test: Connect the gauges together to a common pressure source and verify pressure consistency of both
gauges. Do this consistency test at approximately 206
kPa (30 psi). If pressures are different, they can still
be used for test. Note and record differences in pressures before testing. Make adjustments as necessary.
(2) Remove 3/4” pipe plug fitting at rear of intake
manifold (Fig. 2). Temporarily replace this fitting
with fitting reducer to adapt to pressure gauge.
Note: This pipe plug is located to front of MAP
sensor. Do not remove plug to rear of MAP sensor. This is a COOLANT passage plug.
(3) Loosen hose clamp and disconnect rubber signal line (Fig. 3) from 1/8” brass fitting at front of turbocharger.
(4) Remove 1/8” brass fitting (Fig. 3) from turbocharger. Temporarily replace this fitting with a 1/8”
“T” fitting to adapt to pressure gauge.
(5) Reattach signal line to temporary “T”.
(6) Attach first pressure gauge to intake manifold
fitting.
(7) Attach second pressure gauge to “T” fitting at
turbocharger.
Engine must be at rated RPM and full load for the
test.
If gauge pressure differential is greater than 3 psi
(6 in. Hg), check intercooler and associated piping for
restrictions, plugging or damage.
Maximum pressure at intake manifold (rated rpm
and load) is 36–37 in/hg ± 3 in/hg (17.7–18.2 psi ±
1.5 psi).
Wastegate should open at no higher than 38.7
in/hg (19 psi) at wide open throttle, full load. If
wastegate is out of adjustment, a DTC may have
been set. Refer to Wastegate Adjustment in Engines
for adjustment procedures.
14 - 94
FUEL INJECTION - DIESEL
BR/BE
FUEL INJECTION - DIESEL (Continued)
SPECIFICATIONS
TORQUE - DIESEL ENGINE
DESCRIPTION
Nm
Ft. Lbs.
In. Lbs.
Accelerator Pedal Position Sensor Bracket Bolts
12
9
105
Air Intake Housing Bolts
24
18
212
Banjo Fittings at top of Filter/Separator
24
18
212
Banjo Fittings at Fuel Return Lines
24
18
212
Banjo Fitting At Fuel Supply Line (Injector Pump)
24
18
212
Camshaft Position Sensor (CMP) Bolt
20
15
177
ECM Mounting Bolts
24
18
212
Engine Coolant Temperature (ECT) Sensor
14
10
124
Engine Lifting Bracket Bolts
77
57
681
Fuel Drain Manifold “T” Fitting
12
9
106
Fuel Filter Canister Bracket Bolts
24
18
212
Fuel Filter Canister Mounting Nut
14
10
124
Fuel Filter Drain Valve Mounting Screws
3-5
2-4
30-40
Fuel Heater Screws
2-3
1-2
15-20
Fuel Injector Clamp Bolts
10
7
89
Fuel Pump Module Locknut
24-44
18-32
212-389
Fuel Tank Mounting Nuts
41
30
363
Fuel Transfer Pump Mounting Nuts
12
9
106
High-Pressure Fuel Line Fittings (at Injectors)
38
28
336
High-Pressure Fuel Line Fittings (at Pump)
24
18
212
High-Pressure Fuel Line Clamps-to-Intake Manifold
24
18
212
72
Hose Clamps at Intercooler Tube
8
6
Injection Pump-to-Injection Pump Gear Nut
170
125
Injection Pump Mounting Nuts
43
32
Intake Manifold Air Temperature (IAT) Sensor
14
10
Intake Manifold Air Heater Relay Bolts
4.5
Manifold Air Pressure (MAP) Sensor
14
PCM Mounting Bolts
4
Overflow Valve-to-Fuel Injection Pump
24
Water-In-Fuel (WIF) Sensor
2-3
380
40
10
35
18
15-20
FUEL INJECTION - DIESEL
BR/BE
14 - 95
ACCELERATOR PEDAL
POSITION SENSOR
DESCRIPTION
The APPS assembly is located at the top-left-front
of the engine (Fig. 4). A plastic cover is used to cover
the assembly. The actual sensor is located behind its
mounting bracket (Fig. 5).
Fig. 5 APPS Sensor Location (Rear View)
1
2
3
4
Fig. 4 APPS Assembly Location
1
2
3
4
5
- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY
OPERATION
The Accelerator Pedal Position Sensor (APPS) is a
linear potentiometer. It provides the Engine Control
Module (ECM) with a DC voltage signal proportional
to the angle, or position of the accelerator pedal. In
previous model years, this part was known as the
Throttle Position Sensor (TPS).
Diesel engines used in previous model years used a
mechanical cable between the accelerator pedal and
the TPS lever. Linkage and bellcranks between the
TPS cable lever and the fuel injection pump were
also used. Although the cable has been retained with
the APPS, the linkage and bellcranks between the
cable lever and the fuel injection pump are no longer
used.
The APPS is serviced (replaced) as one assembly
including the lever, brackets and sensor. The APPS is
calibrated and permanently positioned to its mounting bracket.
- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR
CAUTION: Do not attempt to remove sensor from
its mounting bracket as electronic calibration will
be destroyed (sensor-to-bracket mounting screws
are permanently attached). Two accelerator lever
set screws (Fig. 4) are used to position lever. Do
not attempt to alter positions of these set screws as
electronic calibration will be destroyed.
REMOVAL
The APPS is serviced (replaced) as one assembly
including the lever, brackets and sensor. The APPS is
calibrated to its mounting bracket. The APPS assembly is located at left-front of engine below plastic
cable/lever/linkage cover (Fig. 6).
CAUTION: Do not attempt to remove sensor from
its mounting bracket as electronic calibration will
be destroyed (sensor-to-bracket mounting screws
are permanently attached). Two accelerator lever
set screws (Fig. 8) are used to position lever. Do
not attempt to alter positions of these set screws as
electronic calibration will be destroyed.
14 - 96
FUEL INJECTION - DIESEL
BR/BE
ACCELERATOR PEDAL POSITION SENSOR (Continued)
Fig. 6 Cable/Lever/Linkage/Cover
1
2
3
4
-
CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE
Fig. 8 APPS Assembly
1
2
3
4
5
- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY
Fig. 7 Cables at Throttle Lever
1 - PINCH (2) TABS
2 - CABLE MOUNTING BRACKET
3 - PINCH TABS (2)
4 - OFF
5 - THROTTLE CABLE
6 - THROTTLE LEVER
7 - THROTTLE LEVER PIN
8 - OFF
9 - CONNECTOR
10 - SPEED CONTROL CABLE
Fig. 9 Electrical Connector at Bottom of APPS
1
2
3
4
- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR
FUEL INJECTION - DIESEL
BR/BE
14 - 97
ACCELERATOR PEDAL POSITION SENSOR (Continued)
(1) Disconnect both negative battery cables at both
batteries.
(2) Remove cable cover (Fig. 6). Cable cover is
attached with 2 Phillips screws, 2 plastic retention
clips and 2 push tabs (Fig. 6). Remove 2 Phillips
screws and carefully pry out 2 retention clips. After
clip removal, push rearward on front tab, and
upward on lower tab for cover removal.
(3) Using finger pressure only, disconnect end of
speed control servo cable from throttle lever pin by
pulling forward on connector while holding lever
rearward (Fig. 7).DO NOT try to pull connector
off perpendicular to lever pin. Connector will
be broken.
(4) Using two small screwdrivers, pry throttle
cable connector socket from throttle lever ball (Fig.
7). Be very careful not to bend throttle lever
arm.
(5) Disconnect transmission control cable at lever
arm (if equipped). Refer to 21, Transmission.
(6) Squeeze pinch tabs on speed control cable (Fig.
7) and pull cable rearward to remove from cable
mounting bracket.
(7) Squeeze pinch tabs on throttle cable (Fig. 7)
and pull cable rearward to remove from cable mounting bracket.
(8) If equipped with an automatic transmission,
refer to 21, Transmission for transmission control
cable removal procedures.
(9) Disconnect wiring harness clip (Fig. 8) at bottom of bracket.
(10) Remove 6 mounting bolts (Fig. 8) and partially remove APPS assembly from engine. After
assembly is partially removed, disconnect electrical
connector from bottom of sensor by pushing on connector tab (Fig. 9).
(11) Remove APPS assembly from engine.
(6) Install throttle cable into mounting bracket. Be
sure pinch tabs (Fig. 7) have secured cable.
(7) Connect throttle cable at lever (snaps on).
(8) Connect speed control cable to lever by pushing
cable connector rearward onto lever pin while holding lever forward.
(9) Install cable cover.
(10) Connect both negative battery cables to both
batteries.
(11) ECM Calibration: Turn key to ON position.
Without starting engine, slowly press throttle pedal
to floor and then slowly release. This step must be
done (one time) to ensure accelerator pedal position
sensor calibration has been learned by ECM. If not
done, possible DTC’s may be set.
(12) Use DRB scan tool to erase any DTC’s from
ECM/PCM.
FUEL INJECTOR
DESCRIPTION
Six individual, high-pressure fuel injectors are
used. The injectors are vertically mounted (Fig. 10)
into a bored hole in the top of the cylinder head. This
bored hole is located between the intake/exhaust
valves.
INSTALLATION
The APPS is serviced (replaced) as one assembly
including the lever, brackets and sensor. The APPS is
calibrated to its mounting bracket. The APPS assembly is located at left-front of engine below plastic
cable/lever/linkage cover (Fig. 6) .
(1) Snap electrical connector into bottom of sensor.
(2) Position APPS assembly to engine and install 6
bolts. Tighten bolts to 12 N·m (105 in. lbs.) torque.
(3) Connect wiring harness clip (Fig. 8) at bottom
of bracket.
(4) If equipped with an automatic transmission,
refer to Group 21, Transmission for transmission control cable installation procedures.
(5) Install speed control cable into mounting
bracket. Be sure pinch tabs (Fig. 7) have secured
cable.
Fig. 10 Fuel Injector Location
1
2
3
4
5
-
CLAMP
FUEL INJECTOR
BORED HOLE
SHIM
BOLTS
14 - 98
FUEL INJECTION - DIESEL
BR/BE
FUEL INJECTOR (Continued)
OPERATION
High-pressure fuel is supplied from the injection
pump, through a high-pressure fuel line, through a
steel connector and into the fuel injector. When fuel
pressure rises to approximately 31,026 kPa (4,500
psi), the needle valve spring tension is overcome. The
needle valve rises and fuel flows through the spray
holes in the nozzle tip into the combustion chamber.
The pressure required to lift the needle valve is the
nozzle opening pressure. This is sometimes referred
to as the “pop” pressure setting.
Each fuel injector is connected to each high-pressure fuel line with a steel connector (Fig. 11). This
steel connector is positioned into the cylinder head
and sealed with an o-ring. The connectors are sealed
to the high-pressure fuel lines with fittings (Fig. 11).
The ferrule (Fig. 11) on the end of the high-pressure
fuel line pushes against the steel connector when the
fuel line fitting is torqued into the cylinder head.
This torquing force provides a sealing pressure
between both the fuel line-to-connector and the fuel
connector-to-fuel injector. The fitting torque is
very critical. If the fitting is under torqued, the
mating surfaces will not seal and a high-pressure
fuel leak will result. If the fitting is over torqued, the
connector and injector will deform and also cause a
high-pressure fuel leak. This leak will be inside the
cylinder head and will not be visible. The result will
be a possible fuel injector miss-fire and low power.
Fig. 12 Fuel Injector Spray Pattern
1
2
3
4
-
INJECTOR
CLEARANCE
SHIM
NOZZLE
Fig. 13 Fuel Injector Edge Filter
1 - EDGE FILTER
2 - FITTING
3 - FUEL INJECTOR
Fig. 11 Fuel Injector Connections
1
2
3
4
5
6
-
CONNECTOR
O-RING
FERRULE
FITTING
FUEL LINE
INJECTOR
The fuel injectors use hole type nozzles (Fig. 12).
High-pressure flows into the side of the injector and
causes the injector needle to lift and fuel to be
injected. The clearances in the nozzle bore (Fig. 12)
are extremely small and any sort of dirt or contaminants will cause the injector to stick. Because of this,
it is very important to do a thorough cleaning of any
FUEL INJECTION - DIESEL
BR/BE
14 - 99
FUEL INJECTOR (Continued)
lines before opening up any fuel system component.
Always cover or cap any open fuel connections before
a fuel system repair is performed.
Each fuel injector connector tube contains an edge
filter (Fig. 13) that breaks up small contaminants
that enter the injector. The edge filter uses the injectors pulsating high-pressure to break up most particles so they are small enough to pass through the
injector. The edge filters are not a substitute for
proper cleaning and covering of all fuel system
components during repair.
The bottom of each fuel injector is sealed to the
cylinder head with a 1.5mm thick copper shim (gasket) (Fig. 12). The correct thickness shim must
always be re-installed after removing an injector.
Fuel pressure in the injector circuit decreases after
injection. The injector needle valve is immediately
closed by the needle valve spring and fuel flow into
the combustion chamber is stopped. Exhaust gases
are prevented from entering the injector nozzle by
the needle valve.
DIAGNOSIS AND TESTING—FUEL INJECTOR
TEST
The fuel injectors are located in the top of the cylinder head between the intake/exhaust valves (Fig.
14).
A leaking fuel injector can cause fuel knock, poor
performance, black smoke, poor fuel economy and
rough engine idle. If fuel injector needle valve does
not operate properly, engine may misfire and produce
low power.
A leak in injection pump-to-injector high-pressure
fuel line can cause many of same symptoms as malfunctioning injector. Inspect for leaks in high-pressure lines before checking for malfunctioning fuel
injector.
WARNING: THE INJECTION PUMP SUPPLIES HIGHPRESSURE FUEL OF UP TO APPROXIMATELY
120,000 kPa (17,400 psi) TO EACH INDIVIDUAL
INJECTOR THROUGH HIGH-PRESSURE LINES.
FUEL UNDER THIS AMOUNT OF PRESSURE CAN
PENETRATE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PROTECTIVE CLOTHING. AVOID CONTACT WITH FUEL
SPRAY WHEN BLEEDING HIGH-PRESSURE FUEL
LINES.
WARNING: DO NOT BLEED AIR FROM FUEL SYSTEM OF A HOT ENGINE. DO NOT ALLOW FUEL TO
SPRAY ONTO EXHAUST MANIFOLD WHEN BLEEDING AIR FROM FUEL SYSTEM.
Fig. 15 Inspecting Injector Operation
Fig. 14 Fuel Injector Connections
1
2
3
4
5
6
-
CONNECTOR
O-RING
FERRULE
FITTING
FUEL LINE
INJECTOR
1 - HIGH-PRESSURE FUEL LINE
(1) To determine which fuel injector is malfunctioning, run engine and isolate each cylinder using
DRB scan tool. The DRB scan tool lists the injector firing order in both cylinder numerical
order (1–2–3–4–5–6), and actual firing order
(1–5–3–6–2–4).
14 - 100
FUEL INJECTION - DIESEL
BR/BE
FUEL INJECTOR (Continued)
(3) Once injector has been found to be malfunctioning, remove it from engine and test it. Refer to
Fuel Injector Removal/Installation.
WARNING: FUEL INJECTOR TESTERS CAN
DEVELOP EXTREMELY HIGH PRESSURES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENETRATE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PROTECTIVE CLOTHING. AVOID CONTACT WITH FUEL
SPRAY WHEN OPERATING INJECTOR TESTOR.
Fig. 16 Fuel
1 - FUEL INJECTOR
2 - ADAPTOR TOOL 8301
3 - POP PRESSURE TESTER
Fig. 17 Installing Injector to Adaptor Tool 8301
1
2
3
4
- ADAPTOR TOOL 8301
- TIP
- FUEL INJECTOR
- INLET AT SIDE OF INJECTOR
(2) Note RPM drop for each cylinder. As an alternative, loosen high-pressure fuel line fitting at fuel
injector connector tube (Fig. 15). Listen for a change
in engine speed. After testing, tighten line fitting to
40 N·m (30 ft. lbs.) torque. If engine speed drops,
injector was operating normally. If engine speed
remains same, injector may be malfunctioning. Test
all injectors in same manner one at a time.
(4) After injector has been removed, obtain benchmount fuel injector tester OTCt (SPXt) part number
4210 (Fig. 16) (or equivalent). Install Special Tool number 8301 (Fuel Injector Adapter) to 4210 tester. Install
fuel injector into 8301 adapter. Be sure tip of adapter
tool 8301 is aligned to inlet hole at side of injector (Fig.
17) before tightening tool. Tighten tool 8301 to injector.
Position container below injector before testing.
(5) Refer to operating instructions supplied with
pressure tester for procedures.
(a) Check opening pressure or “pop” pressure.
Pressure should be approximately 31,026 kPa (310
bars) or (4500 psi ± 250 psi). If fuel injector needle
valve is opening (popping) too early or too late,
replace injector.
(b) Perform a leak-down test on injector. Apply
pressure with injector tester. The injector should
not leak (drip) fuel with pressure at approximately
20 bars (291 psi) lower than pop pressure.
(c) Operate tester lever quickly several times to
check injector spray pattern. Verify fuel is spraying
from each injector nozzle hole. Injector should also
spray evenly from each nozzle hole.
(d) Pay attention to size and shape of spray
plumes. They should all be equal. If possible, compare spray pattern to that of a new fuel injector
with same part number. Checking each plume for
consistency is an excellent indicator of injector performance. Even if only one nozzle hole is plugged,
significant performance problems could result.
(e) Look for burrs on injector inlet.
(f) Check nozzle holes for hole erosion or plugging.
(g) Inspect end of nozzle for burrs or rough
machine marks.
(h) Look for cracks at nozzle end.
(i) Check nozzle color for signs of overheating.
Overheating will cause nozzle to turn a dark yellow/tan or blue (depending on overheating temperature).
(j) Look at end of injector tube where it meets
injector. A small, shiny band should be seen at this
point. The band should have a consistent thickness.
If not, injector could be leaking into fuel return.
(k) If any of these conditions occur, replace injector.
FUEL INJECTION - DIESEL
BR/BE
14 - 101
FUEL INJECTOR (Continued)
REMOVAL
The fuel injectors are located in the top of the cylinder head between the intake/exhaust valves (Fig.
18).
sealing washer has remained in cylinder head,
it must be removed.
CAUTION: Refer to Cleaning Fuel System Parts.
(1) Disconnect both negative battery cables from
both batteries. Cover and isolate ends of cables.
Each fuel injector is connected to each high-pressure fuel line with a steel connector tube (Fig. 19).
This steel connector is positioned into cylinder head
and sealed with an o-ring. The connectors are connected to high-pressure fuel lines with fittings (Fig.
19).
(2) If injector at #1 or #2 cylinder is being
removed, intake manifold air heater assembly must
be removed. Refer to Intake Manifold Air Heater
Removal/Installation.
(3) If injector at #5 cylinder is being removed,
remove engine lifting bracket (2 bolts).
(4) Thoroughly clean area around injector and
injector high-pressure lines before removal.
(5) Remove necessary high-pressure fuel lines.
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
FUEL LINES - REMOVAL). Do not bend any highpressure fuel line to gain access to fuel injector.
Cover or cap any open fuel connections.
(6) Remove valve cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL).
(7) Thread Special Tool 8324 (Fuel Injector Connector Tube Remover) onto end of injector connector
tube (Fig. 20).
(8) Pull injector connector tube from cylinder head.
The injector connector tube must be removed
before attempting to remove fuel injector or
serious damage to fuel injector and tube will
result.
(9) Remove and discard old o-ring (Fig. 19) from
injector connector tube.
(10) Remove fuel injector hold down clamp bolt at
front end of clamp (Fig. 18). Do not loosen or
remove special (2 shouldered) bolt at rear end
of clamp. Remove injector clamp by sliding it from
shoulders on rear clamp bolt.
(11) Thread rod from Special Tool number 8318
(Fuel Injector Remover) into top of fuel injector (Fig.
21).
(12) Tighten nut on 8318 tool to pull (remove) fuel
injector from cylinder head.
(13) Remove and discard old o-ring from fuel injector.
(14) Remove and discard copper sealing washer
(shim) (Fig. 22) from bottom of injector. If copper
Fig. 18 Fuel Injector Location
1
2
3
4
5
-
CLAMP
FUEL INJECTOR
BORED HOLE
SHIM
BOLTS
Fig. 19 Fuel Injector Connections
1
2
3
4
5
6
-
CONNECTOR
O-RING
FERRULE
FITTING
FUEL LINE
INJECTOR
14 - 102
FUEL INJECTION - DIESEL
BR/BE
FUEL INJECTOR (Continued)
Fig. 20 Fuel Injector Connector Tube Removal
1 - FUEL INJECTOR CONNECTOR TUBE
2 - SPECIAL TOOL 8324
3 - CYLINDER HEAD
Fig. 22 Fuel Injector Sealing Washer (Shim)
Location
1 - FUEL INJECTOR
2 - COPPER SEALING WASHER (SHIM)
Fig. 21 Fuel Injector Removal
1 - FUEL INJECTOR REMOVAL TOOL 8318
2 - TIGHTEN NUT FOR INJECTOR TERMINAL
3 - THREAD INTO INJECTOR
INSTALLATION
The fuel injectors are located in the top of the cylinder head between the intake/exhaust valves (Fig.
18).
(1) Inspect fuel injector.
(a) If necessary, perform pressure test of injector.
Refer to Fuel Injector Testing.
(b) Look for burrs on injector inlet.
Fig. 23 Measuring Injector Sealing Washer (Shim)
1 - SHIM
(c) Check nozzle holes for hole erosion or plugging.
(d) Inspect end of nozzle for burrs or rough
machine marks.
(e) Look for cracks at nozzle end.
(f) Check nozzle color for signs of overheating.
Overheating will cause nozzle to turn a dark yellow/tan or blue (depending on overheating temperature).
BR/BE
FUEL INJECTION - DIESEL
14 - 103
FUEL INJECTOR (Continued)
(g) If any of these conditions occur, replace injector.
(2) Thoroughly clean fuel injector cylinder head
bore with special Cummins wire brush tool or equivalent (Fig. 24). Blow out bore hole with compressed
air.
Fig. 24 Cleaning Cylinder Head Injector Bore—
TYPICAL BORE
1 - INJECTOR BORE
2 - WIRE BRUSH
(3) The bottom of fuel injector is sealed to cylinder
head bore with a copper sealing washer (shim) of a
certain thickness. A new shim with correct thickness
must always be re-installed after removing injector.
Measure thickness of injector shim (Fig. 23). Shim
Thickness: 1.5 mm (.060”)
(4) Install new shim (washer) to bottom of injector
(Fig. 22). Apply light coating of clean engine oil to
washer. This will keep washer in place during installation.
(5) Install new o-ring to fuel injector. Apply small
amount of clean engine oil to o-ring.
(6) Note fuel inlet hole on side of fuel injector. This
hole must be positioned towards injector connector
tube. Position injector into cylinder head bore being
extremely careful not to allow injector tip to touch
sides of bore. Press fuel injector into cylinder head
with finger pressure only. Do not use any tools to
press fuel injector into position. Damage to
machined surfaces may result.
(7) Position fuel injector hold down clamp into
shouldered bolt while aligning slot in top of injector
into groove in bottom of clamp. Tighten opposite
clamp bolt (Fig. 18) to 10 N·m (89 in. lbs.) torque.
(8) Install new o-ring to fuel injector connector
tube. Apply small amount of clean engine oil to
o-ring.
(9) Press injector connector tube into cylinder head
with finger pressure only. Do not use any tools to
press tube into position. Damage to machined
surfaces may result.
(10) Connect high-pressure fuel lines. Refer to
High-Pressure Fuel Lines Removal/Installation. The
fuel line fitting torque is very critical. If fitting
is under torqued, the mating surfaces will not seal
and a high-pressure fuel leak will result. If fitting is
over torqued, the connector and injector will deform
and also cause a high-pressure fuel leak. This leak
will be inside cylinder head and will not be visible
resulting in a possible fuel injector miss and low
power.
(11) Install valve cover. (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
(12) (If necessary) install intake manifold air
heater assembly. Refer to Intake Manifold Air Heater
Removal/Installation.
(13) (If necessary) install engine lifting bracket.
Tighten 2 bolts to 77 N·m (57 ft. lbs.) torque.
(14) Connect negative battery cables to both batteries.
(15) Bleed air from high-pressure lines (Refer to 14
- FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE).
FUEL INJECTION PUMP
RELAY
DESCRIPTION
The fuel injection pump relay is located in the
Power Distribution Center (PDC). Refer to label
under PDC cover for relay location.
OPERATION
The Engine Control Module (ECM) energizes the
electric fuel injection pump through the fuel injection
pump relay. Battery voltage is applied to the fuel
injection pump relay at all times. When the key is
turned ON, the relay is energized when a 12–volt signal is provided by the ECM. When energized,
12–volts is supplied to the Fuel Pump Control Module. The Fuel Pump Control Module is located on the
top of the fuel injection pump and is non-servicable.
14 - 104
FUEL INJECTION - DIESEL
FUEL TEMPERATURE SENSOR
DESCRIPTION
Two different fuel temperature sensors are used.
One of the sensors is located inside of the Bosch
VP44 fuel injection pump and is a non-serviceable
part. The other fuel temperature sensor is located in
the top of the fuel filter housing and is serviceable
(serviceable if replacing the fuel heater).
OPERATION
The sensor located in the Bosch VP44 fuel injection
pump is used to check fuel temperature within the
injection pump and to set a Diagnostic Trouble Code
(DTC) if a specific high fuel temperature has been
reached. If high temperature has been reached,
engine power will be de-rated by the Engine Control
Module (ECM).
The sensor located in the top of the fuel filter housing is used to control the fuel heater element. Refer
to Fuel Heater Description and Operation for additional information.
INTAKE AIR HEATER
BR/BE
OPERATION
The air heater elements are used to heat incoming
air to the intake manifold. This is done to help
engine starting and improve driveability with cool or
cold outside temperatures.
Electrical supply for the 2 air heater elements is
controlled by the Engine Control Module (ECM)
through the 2 air heater relays. Refer to Intake Manifold Air Heater Relays for more information.
Two heavy-duty cables connect the 2 air heater elements to the 2 air heater relays. Each of these cables
will supply approximately 95 amps at 12 volts to an
individual heating element within the heater block
assembly.
Refer to the Powertrain Diagnostic Procedures
manual for an electrical operation and complete
description of the intake heaters, including pre-heat
and post-heat cycles.
REMOVAL
The 2 intake manifold air heater elements are
attached to a metal block located at the top of the
intake manifold (Fig. 26). If servicing either of the
heater elements, the entire block/element assembly
must be replaced.
DESCRIPTION
The intake manifold air heater element assembly
is located in the top of the intake manifold (Fig. 25).
Fig. 26 Intake Manifold Air Heater Element Location
Fig. 25 Air Heater Elements Location
1
2
3
4
- AIR HEATER ELEMENTS
- LOWER GASKET
- BLOCK
- UPPER GASKET
1
2
3
4
- AIR HEATER ELEMENTS
- LOWER GASKET
- BLOCK
- UPPER GASKET
(1) Disconnect both negative battery cables at both
batteries.
(2) Disconnect clamp from rubber hose at air
intake housing.
(3) Disconnect rubber hose at air intake housing.
BR/BE
FUEL INJECTION - DIESEL
14 - 105
INTAKE AIR HEATER (Continued)
(5) Disconnect heater electrical cables at cable
mounting studs (Fig. 28).
(6) Disconnect ground cable bolt and ground cable
from housing (Fig. 27).
(7) Remove 4 housing bolts (Fig. 28).
(8) Remove air intake housing from top of heater
elements.
(9) Remove heater element assembly from intake
manifold.
(10) Clean old gasket material from air intake
housing and intake manifold.
(11) Clean old gasket material from both ends of
heater block (Fig. 26).
INSTALLATION
Fig. 27 Air Intake Housing (Front View)
1
2
3
4
-
GROUND CABLE BOLT
INTAKE AIR HOUSING
CABLE BRACKET HOUSING BOLTS (3)
GROUND CABLE
The 2 intake manifold air heater elements are
attached to a metal block located at the top of the
intake manifold (Fig. 26). If servicing either of the
heater elements, the entire block/element assembly
must be replaced.
(1) Using 2 new gaskets, position element assembly and air housing to intake manifold.
(2) Position ground cable (Fig. 27) to air housing.
(3) Install 4 housing bolts and tighten to 24 N·m
(18 ft. lbs.) torque.
(4) Connect heater cables at cable mounting studs
(Fig. 28). Do not allow the cable eyelets to contact any other metal source other than the
cable nuts/studs.
(5) Install engine oil dipstick tube and mounting
bolt.
(6) Connect rubber hose to air intake housing.
(7) Connect clamp to rubber hose at air intake
housing.
(8) Connect both negative battery cables at both
batteries.
INTAKE AIR HEATER RELAY
DESCRIPTION
The 2 intake manifold air heater relays are located
in the engine compartment, attached to the left inner
fender below the left battery (Fig. 29).
OPERATION
Fig. 28 Air Intake Housing (Rear View)
1
2
3
4
-
TUBE MOUNTING BOLT
HOUSING BOLTS (2)
INTAKE HEATER CABLE MOUNTING STUDS (2)
DIPSTICK TUBE
(4) Remove engine oil dipstick tube mounting bolt
(Fig. 28). Position dipstick tube to the side.
The Engine Control Module (ECM) operates the 2
heating elements through the 2 intake manifold air
heater relays.
Refer to Powertrain Diagnostic Procedures for an
electrical operation and complete description of the
intake heaters, including pre-heat and post-heat
cycles.
14 - 106
FUEL INJECTION - DIESEL
BR/BE
INTAKE AIR HEATER RELAY (Continued)
Fig. 29 Intake Manifold Air Heater Relays Location
1
2
3
4
5
6
-
BATTERY (LEFT SIDE)
RELAY MOUNTING BOLTS (3)
RELAY TRIGGER WIRES (4)
INTAKE AIR HEATER RELAYS (2)
RUBBER SHIELDS (4)
CABLES TO BATTERY (+)
REMOVAL
The relays are located in engine compartment,
bolted to left inner fender below left battery (Fig. 30).
The mounting bracket and both relays are replaced
as an assembly.
(1) Disconnect both negative battery cables at both
batteries.
(2) Disconnect four relay trigger wires at both
relays (Fig. 30). Note position of wiring before removing.
(3) Lift four rubber shields from all 4 cables (Fig.
30).
(4) Remove four nuts at cable connectors (Fig. 30).
Note position of wiring before removing.
(5) Remove three relay mounting bracket bolts
(Fig. 30) and remove relay assembly.
INSTALLATION
The relays are located in engine compartment,
bolted to left inner fender below left battery (Fig. 30).
(1) Install relay assembly to inner fender. Tighten
mounting bolts to 4.5 N·m (40 in. lbs.) torque.
(2) Connect eight electrical connectors to relays.
(3) Connect battery cables to both batteries.
Fig. 30 Intake Manifold Air Heater Relays
1
2
3
4
5
6
-
BATTERY (LEFT SIDE)
RELAY MOUNTING BOLTS (3)
RELAY TRIGGER WIRES (4)
INTAKE AIR HEATER RELAYS (2)
RUBBER SHIELDS (4)
CABLES TO BATTERY (+)
INTAKE AIR TEMPERATURE
SENSOR
DESCRIPTION - DIESEL
The intake manifold air temperature sensor is
installed into the rear of the intake manifold (Fig.
31) with the sensor element extending into the air
stream.
OPERATION - DIESEL
The IAT provides an input voltage to the Engine
Control Module (ECM) indicating intake manifold air
temperature. The input is used along with inputs
from other sensors for intake air heater element
operation, for engine protection, fuel timing and fuel
control. As the temperature of the air-fuel stream in
the manifold varies, the sensor resistance changes.
This results in a different input voltage to the ECM.
FUEL INJECTION - DIESEL
BR/BE
14 - 107
INTAKE AIR TEMPERATURE SENSOR (Continued)
Fig. 32 IAT Sensor
Fig. 31 Intake Manifold Air Temperature (IAT) Sensor
Location
1
2
3
4
5
-
MANIFOLD AIR PRESSURE (MAP) SENSOR
REAR OF CYLINDER HEAD
IAT SENSOR
ELECTRICAL CONNECTOR
ELECTRICAL CONNECTOR
1
2
3
4
5
-
SENSOR MOUNTING HOLES
O-RING
IAT SENSOR
MAP SENSOR
O-RING
REMOVAL - DIESEL
The IAT sensor is located in the left/rear side of
the intake manifold (Fig. 32).
The IAT sensor is located in the left/rear side of
the intake manifold (Fig. 32).
(1) Disconnect electrical connector from IAT sensor
(Fig. 32).
(2) Remove IAT sensor from intake manifold (Fig.
33).
(3) Discard sensor o-ring (Fig. 33).
INSTALLATION - DIESEL
The IAT sensor is located in the left/rear side of
the intake manifold (Fig. 32).
(1) Clean sensor mounting hole (Fig. 33) of rust or
contaminants.
(2) Install new o-ring to sensor. Apply clean engine
oil to sensor o-ring and sensor threads.
(3) Install IAT sensor into intake manifold.
Tighten to 14 N·m (10 ft. lbs.) torque.
(4) Connect sensor electrical connector.
Fig. 33 Intake Manifold Air Temperature (IAT) Sensor
Location
1
2
3
4
5
-
MANIFOLD AIR PRESSURE (MAP) SENSOR
REAR OF CYLINDER HEAD
IAT SENSOR
ELECTRICAL CONNECTOR
ELECTRICAL CONNECTOR
14 - 108
FUEL INJECTION - DIESEL
BR/BE
MAP SENSOR
DESCRIPTION - DIESEL
The MAP sensor is installed into the rear of the
intake manifold (Fig. 31).
OPERATION - DIESEL
The MAP sensor reacts to air pressure changes in
the intake manifold. It provides an input voltage to
the Engine Control Module (ECM). As pressure
changes, MAP sensor voltage will change. The
change in MAP sensor voltage results in a different
input voltage to the ECM. The ECM uses this input,
along with inputs from other sensors to provide fuel
timing, fuel control and engine protection. Engine
protection is used to derate (drop power off) the
engine if turbocharger pressure becomes to high.
REMOVAL - DIESEL
The MAP sensor is located in the left/rear side of
the intake manifold (Fig. 34).
Fig. 35 MAP Sensor Removal/Installation
1
2
3
4
5
-
SENSOR MOUNTING HOLES
O-RING
IAT SENSOR
MAP SENSOR
O-RING
INSTALLATION
The MAP sensor is located in the left/rear side of
the intake manifold (Fig. 34).
(1) Clean sensor mounting hole (Fig. 35) of rust or
contaminants.
(2) Install new o-ring to sensor. Apply clean engine
oil to sensor o-ring and sensor threads.
(3) Install MAP sensor into intake manifold.
Tighten to 14 N·m (10 ft. lbs.) torque.
(4) Connect sensor electrical connector.
PTO SWITCH
DESCRIPTION
Fig. 34 MAP Sensor Location
1
2
3
4
5
-
MANIFOLD AIR PRESSURE (MAP) SENSOR
REAR OF CYLINDER HEAD
IAT SENSOR
ELECTRICAL CONNECTOR
ELECTRICAL CONNECTOR
The MAP sensor is located in the left/rear side of
the intake manifold (Fig. 34).
(1) Disconnect electrical connector from MAP sensor (Fig. 34).
(2) Remove MAP sensor from intake manifold (Fig.
35).
(3) Discard sensor o-ring (Fig. 35).
OPERATION
This Engine Control Module (ECM) input is used
only on models equipped with aftermarket Power
Take Off (PTO) units.
The input is used to tell the ECM that the PTO
has been engaged. When engaged, the ECM will disable certain OBD II functions until the PTO has been
turned off.
FUEL INJECTION - DIESEL
BR/BE
14 - 109
THROTTLE CONTROL CABLE
REMOVAL
(1) Disconnect both negative battery cables at both
batteries.
(2) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer and throttle cable core
wire from upper end of pedal arm (Fig. 39). The plastic cable retainer snaps into pedal arm.
(3) Remove cable core wire at pedal arm.
(4) From inside vehicle, pinch both sides of plastic
cable housing retainer tabs at dash panel.
(5) Remove cable housing from dash panel and
pull cable into engine compartment.
(6) Remove cable cover (Fig. 36). Cable cover is
attached with 2 Phillips screws, 2 plastic retention
clips and 2 push tabs (Fig. 36). Remove 2 Phillips
screws and carefully pry out 2 retention clips. After
clip removal, push rearward on front tab, and
upward on lower tab for cover removal.
(7) Using 2 screwdrivers, pry cable connector
socket from throttle lever ball (Fig. 37). Be very
careful not to bend throttle lever arm.
Fig. 37 Throttle Cable at Throttle Lever
1 - PINCH (2) TABS
2 - CABLE MOUNTING BRACKET
3 - PINCH TABS (2)
4 - OFF
5 - THROTTLE CABLE
6 - THROTTLE LEVER
7 - THROTTLE LEVER PIN
8 - OFF
9 - CONNECTOR
10 - SPEED CONTROL CABLE
Fig. 36 Cable/Lever/Throttle Linkage Cover
1
2
3
4
-
CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE
(8) Squeeze 2 pinch tabs on sides of throttle cable
at mounting bracket (Fig. 38) and push cable rearward out of bracket.
Fig. 38 Cable Release
1 - TAB
14 - 110
FUEL INJECTION - DIESEL
BR/BE
THROTTLE CONTROL CABLE (Continued)
INSTALLATION
Fig. 39 Cable Removal/Installation at Pedal
1
2
3
4
5
6
7
-
PINCH TWO TABS FOR CABLE REMOVAL
DASH PANEL
CABLE CORE WIRE
THROTTLE PEDAL ARM
INDEX TAB
CABLE RETAINER
CABLE STOP
(1) Install cable through mounting hole on cable
mounting bracket (Fig. 37). Cable snaps into bracket.
Be sure 2 pinch tabs are secure.
(2) Using large pliers, connect cable end socket to
throttle lever ball (snaps on).
(3) Install remaining cable housing end into and
through dash panel opening (snaps into position).
The two plastic pinch tabs should lock cable to dash
panel.
(4) From inside vehicle, hold up accelerator pedal.
Install throttle cable core wire and plastic cable
retainer into and through upper end of pedal arm
(the plastic retainer is snapped into pedal arm).
When installing plastic retainer to accelerator pedal
arm, note index tab on pedal arm (Fig. 39). Align
index slot on plastic cable retainer to this index tab.
(5) Connect negative battery cables to both batteries.
(6) Before starting engine, operate accelerator
pedal to check for any binding.
(7) Install cable/lever cover.
STEERING
BR/BE
19 - 1
STEERING
TABLE OF CONTENTS
page
STEERING
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER
STEERING SYSTEM . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER
STEERING FLOW AND PRESSURE
........1
........1
page
COLUMN
...............................6
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
LINKAGE - 2WD . . . . . . . . . . . . . . . . . . . . . . . . . 40
LINKAGE - 4WD . . . . . . . . . . . . . . . . . . . . . . . . . 42
........2
........4
STEERING
DESCRIPTION
The power steering system consist of a steering column, steering gear and hydraulic pump. The gear is
mounted to the frame rail and attaches to the steering linkage. The pump is a constant flow rate and
displacement vane-type pump. The pump supplies
hydraulic fluid pressure to the power steering gear
(Fig. 1).
Vehicles equipped with trailer tow option have a
power steering pump oil cooler.
OPERATION
The gear acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is supported by a thrust bearing at the lower end and a
bearing assembly at the upper end. When the worm
shaft is turned from input from the steering column
the rack piston moves. The rack piston teeth mesh
with the pitman shaft. Turning the worm shaft, turns
the pitman shaft, which turns the steering linkage.
Fig. 1 Power Steering Gear & Pump
1 - HYDRAULIC PUMP ASSEMBLY
2 - RETURN LINE HOSE ASSEMBLY
3 - FITTINGS
4 - STEERING GEAR ASSEMBLY (RECIRCULATING BALL GEAR
SHOWN)
5 - PRESSURE HOSE ASSEMBLY
19 - 2
STEERING
BR/BE
STEERING (Continued)
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER STEERING SYSTEM
STEERING NOISE
There is some noise in all power steering systems. One of the most common is a hissing sound evident at a
standstill parking. Or when the steering wheel is at the end of it’s travel. Hiss is a high frequency noise similar
to that of a water tap being closed slowly. The noise is present in all valves that have a high velocity fluid passing
through an orifice. There is no relationship between this noise and steering performance.
CONDITION
OBJECTIONAL HISS OR
WHISTLE
POSSIBLE CAUSES
CORRECTION
1. Steering intermediate shaft to dash panel
seal.
1. Check and repair seal at dash
panel.
2. Noisy valve in power steering gear.
2. Repair steering gear.
1. Gear mounting bolts loose.
1. Tighten bolts to specification.
2. Loose or damaged suspension
components.
2. Inspect and repair suspension.
3. Loose or damaged steering linkage.
3. Inspect and repair steering
linkage.
4. Internal gear noise.
4. Repair steering gear.
5. Pressure hose in contact with other
components.
5. Reposition hose.
6. Loose or damaged intermediate shaft or
column.
6. Inspect and repair or replace.
CHIRP OR SQUEAL
1. Loose belt.
1. Adjust or replace.
WHINE OR GROWL
1. Low fluid level.
1. Fill to proper level.
2. Pressure hose in contact with other
components.
2. Reposition hose.
3. Internal pump noise.
3. Replace pump.
1. Loose return line clamp.
1. Replace clamp.
2. O-ring missing or damaged on hose
fitting.
2. Replace o-ring.
3. Low fluid level.
3. Fill to proper level.
4. Air leak between pump and reservoir.
4. Repair as necessary.
5. Reservoir cap not installed correctly.
5. Install reservoir cap correctly.
1. Wrong tire size.
1. Verify tire size.
2. Wrong gear.
2. Verify gear.
RATTLE OR CLUNK
SUCKING AIR SOUND
SCRUBBING OR
KNOCKING
STEERING
BR/BE
19 - 3
STEERING (Continued)
BINDING AND STICKING
CONDITION
POSSIBLE CAUSE
DIFFICULT TO TURN WHEEL
STICKS OR BINDS
CORRECTION
1. Low fluid level.
1. Fill to proper level.
2. Tire pressure.
2. Adjust tire pressure.
3. Steering components (ball
joints/tie rod ends).
3. Lube, inspect and repair as
necessary.
4. Loose belt.
4. Adjust or replace.
5. Low pump pressure.
5. Pressure test and replace if
necessary.
6. Column shaft coupler binding.
6. Replace coupler.
7. Steering gear worn or out of
adjustment.
7. Repair or replace gear.
INSUFFICIENT ASST. OR POOR RETURN TO CENTER
CONDITION
HARD TURNING OR MOMENTARY
INCREASE IN TURNING EFFORT
STEERING WHEEL DOES NOT
WANT TO RETURN TO CENTER
POSITION
POSSIBLE CAUSE
CORRECTION
1. Tire pressure.
1. Adjust tire pressure.
2. Low fluid level.
2. Fill to proper level.
3. Loose belt.
3. Adjust or replace.
4. Lack of lubrication.
4. Inspect and lubricate steering and
suspension compnents.
5. Low pump pressure.
5. Pressure test and repair as
necessary.
6. Internal gear leak.
6. Pressure and flow test, and repair
as necessary.
1. Tire pressure.
1. Adjust tire pressure.
2. Wheel alignment.
2. Align front end.
3. Lack of lubrication.
3. Inspect and lubricate steering and
suspension compnents.
4. High friction in steering gear.
4. Test and adjust gear as
necessary.
19 - 4
STEERING
BR/BE
STEERING (Continued)
LOOSE STEERING AND VEHICLE LEAD
CONDITION
EXCESSIVE PLAY IN STEERING
WHEEL
VEHICLE PULLS OR LEADS TO
ONE SIDE.
POSSIBLE CAUSE
CORRECTION
1. Worn or loose suspension or
steering components.
1. Inspect and repair as necessary.
2. Worn or loose wheel bearings.
2. Inspect and repair or adjust
bearings.
3. Steering gear mounting.
3. Tighten gear mounting bolts to
specification.
4. Gear out of adjustment.
4. Adjust gear to specification.
5. Worn or loose steering coupler.
5. Inspect and replace as
necessary.
1. Tire Pressure.
1. Adjust tire pressure.
2. Radial tire lead.
2. Rotate tires.
3. Brakes dragging.
3. Repair as necessary.
4. Wheel alignment.
4. Align front end.
DIAGNOSIS AND TESTING - POWER STEERING
FLOW AND PRESSURE
The following procedure is used to test the operation of the power steering system on the vehicle. This
test will provide the flow rate of the power steering
pump along with the maximum relief pressure. Perform test any time a power steering system problem
is present. This test will determine if the power
steering pump or power steering gear is not functioning properly. The following pressure and flow test is
performed using Power Steering Analyzer Tool kit
6815 (Fig. 2) and Adapter Kit 6893.
POWER STEERING ANALYZER INSTALLATION
WITHOUT HYDRAULIC BOOSTER
(1) Remove the high pressure hose from the power
steering pump.
(2) Connect Tube 6844 into the pump hose fitting.
(3) Connect pressure gauge hose from the Power
Steering Analyzer to Tube 6844.
(4) Connect Adapter 6826 to Power Steering Analyzer test valve end.
(5) Connect the power steering hose from the
steering gear to Adapter 6826.
WITH HYDRAULIC BOOSTER
(1) Remove high pressure hose which goes to the
steering gear from the tube coming out of the booster.
(2) Connect Adapter 6826 to the Power Steering
Analyzer pressure gauge hose.
(3) Connect pressure gauge hose to the tube coming out of the booster.
(4) Connect Tube 6844 to the steering gear hose
and Power Steering Analyzer test valve end.
FLOW AND PRESSURE TEST
Fig. 2 Pressure Test Gauge
1
2
3
4
- GAUGE HOSE
- TUBE
- ADAPTER FITTINGS
- ANALYZER
(1) Check belt condition and tension.
(2) Open the test valve completely.
(3) Start engine and let idle long enough to circulate power steering fluid through flow/pressure test
gauge and to get air out of the fluid. Then shut off
engine.
(4) Check fluid level, add fluid as necessary. Start
engine again and let idle.
(5) Gauge should read below 1034 kPa (150 psi), if
above, inspect the hoses for restrictions and repair as
STEERING
BR/BE
19 - 5
STEERING (Continued)
necessary. The initial pressure reading should be in
the range of 345-552 kPa (50-80 psi).
(6) Increase the engine speed to 1500 RPM and
read the flow meter. If the flow rate (GPM) is below
specification (Refer to pump specification chart for
GPM) the pump should be replaced.
CAUTION: The following test procedure involves
testing maximum pump pressure output and flow
control valve operation. Do not leave valve closed
for more than three seconds as the pump could be
damaged.
(7) Close valve fully three times and record highest pressure indicated each time. All three readings must be above specifications and within
345 kPa (50 psi) of each other.
• Pressures above specifications but not within
345 kPa (50 psi) of each other, replace pump.
• Pressures within 345 kPa (50 psi) of each other
but below specifications, replace pump.
(8) Open the test valve and turn the steering
wheel to the extreme left and right positions three
times against the stops. Record the highest pressure
reading at each position. Compare the readings to
the pump specifications chart. If pressures readings
are not within 50 psi of each other, the gear is leaking internally and must be repaired.
CAUTION: Do not force the pump to operate against
the stops for more than 2 to 3 seconds at a time
because, pump damage will result.
PUMP SPECIFICATION
ENGINE
RELIEF PRESSURE
(P.S.I.)
FLOW
(G.P.M.) at
1500 RPM
3.9L
1450 to 1550
2.7 to 3.1
5.2L
1450 to 1550
2.7 to 3.1
5.9L
1450 to 1550
2.7 to 3.1
8.0L
1450 to 1550
2.7 to 3.1
5.9L
Diesel
1450 to 1550
3.1 to 3.5
All With
Hydraulic
Booster
1450 to 1550
3.1 to 3.5
NOTE: After preforming test and removing Power
Steering Analyzer, check power steering fluid level.
19 - 6
COLUMN
BR/BE
COLUMN
TABLE OF CONTENTS
page
page
COLUMN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION
SERVICE PRECAUTIONS . . . . . . . . . . . . . . . . 6
REMOVAL
.............................6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SPECIFICATIONS
TORQUE CHART
......................9
KEY-IN IGNITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - IGNITION
SWITCH AND KEY LOCK CYLINDER
.......9
LOCK CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
IGNITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING - IGNITION
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
GEAR SHIFT LEVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
STEERING WHEEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
COLUMN
INGS AND ARE SPECIFICALLY DESIGNED FOR THE
AIRBAG SYSTEM. THEY MUST NEVER BE
REPLACED WITH ANY SUBSTITUTES. ANYTIME A
NEW FASTENER IS NEEDED, REPLACE WITH THE
CORRECT FASTENERS PROVIDED IN THE SERVICE
PACKAGE OR FASTENERS LISTED IN THE PARTS
BOOKS.
DESCRIPTION
The tilt and standard column (Fig. 1) has been
designed to be serviced as an assembly; less wiring,
switches, shrouds, steering wheel, etc. Most steering
column components can be serviced without removing the steering column from the vehicle.
OPERATION
SERVICE PRECAUTIONS
Safety goggles should be worn at all times when
working on steering columns.
To service the steering wheel, switches or the airbag, refer to the WARNINGS and CAUTIONS below.
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE,
COMPLEX ELECTRO-MECHANICAL UNIT. BEFORE
ATTEMPTING TO DIAGNOSE, REMOVE OR INSTALL
THE AIRBAG SYSTEM COMPONENTS YOU MUST
FIRST DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. THEN WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE. FAILURE TO DO SO COULD RESULT IN
ACCIDENTAL DEPLOYMENT OF THE AIRBAG AND
POSSIBLE PERSONAL INJURY. THE FASTENERS,
SCREWS, AND BOLTS, ORIGINALLY USED FOR
THE AIRBAG COMPONENTS, HAVE SPECIAL COAT-
CAUTION: Do not hammer on steering column shaft
or shift tube. This may cause the shaft/shift tube to
collapse or damage the bearing.
CAUTION: Do not attempt to remove the pivot pins
to disassemble the tilting mechanism. Do not
remove shaft lock plate, plate retainer, park lock
link or slider. This will damage the column (Fig. 2)
and (Fig. 3).
REMOVAL
(1) Position the front wheels straight ahead.
(2) Disconnect the negative (ground) cable from
the battery.
(3) Remove the airbag, (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - REMOVAL).
(4) Remove the steering wheel with an appropriate
puller,(Refer to 19 - STEERING/COLUMN/STEERING WHEEL - REMOVAL).
COLUMN
BR/BE
19 - 7
COLUMN (Continued)
Fig. 3 Observe Cautions
1 - CAUTION: NEVER REMOVE SHAFT LOCK PLATE RETAINER
Fig. 1 Steering Column
1 - STEERING WHEEL
2 - TILT LEVER
3 - UPPER SHROUD
4 - PANEL BRACKET
5 - SPACER
6 - TOE PLATE
7 - NUT
8 - LOWER SHROUD
9 - CLOCK SPRING
10 - NUT
Fig. 2 Observe Cautions
1 - CAUTION: NEVER REMOVE IGNITION LOCKING LINK
2 - CAUTION: NEVER REMOVE PARK LOCK SLIDER
3 - CAUTION: NEVER REMOVE SHAFT LOCK PLATE
CAUTION: Ensure the puller bolts are fully engaged
into the steering wheel and not into the clockspring, before attempting to remove the wheel. Failure to do so may damage the steering wheel.
(5) Remove the shift link rod in the engine compartment (if equipped). Pry the rod out from the
grommet in the shift lever.
(6) Scribe or paint reference mark on the column
shaft-to-coupler. This will aid in column shaft installation alignment. Remove the steering column shaftto-coupler bolt (Fig. 4).
Fig. 4 Steering Coupler-Typical
1 - STEERING COUPLER
2 - STEERING COLUMN
3 - SHIFT LEVER
(7) Remove the steering column opening cover/
knee blocker, (Refer to 23 - BODY/INSTRUMENT
PANEL/STEERING COLUMN OPENING COVER REMOVAL).
19 - 8
COLUMN
BR/BE
COLUMN (Continued)
(8) Remove the PRNDL cable on column shift vehicles. Put the shift lever in Park position. Pull the
cable and twist to remove from the position arm.
Push the tab up on bottom of the cable retainer, then
squeeze sides to remove retainer from the column
(Fig. 5).
(12) Loosen the upper Support Bracket nuts to
allow some slack. This will aid in removal of the
upper fixed shroud.
(13) Remove the electrical connections from Key-in
light, Ignition Switch, Horn, Overdrive Switch and
Clock Spring (Speed Control) (Fig. 7).
Fig. 5 PRNDL Drive
Fig. 7 Steering Column Wiring
1
2
3
4
-
PRNDL LEVER
THUMB SCREW
CABLE RETAINER
PRNDL CABLE
(9) Remove the tilt lever (if equipped) from the column.
(10) Remove the upper and lower lock housing
shroud and remove the lower fixed shroud.
(11) Remove the turn signal multi-function switch
connector with a 7mm socket (Fig. 6).
1
2
3
4
5
-
KEY-IN SWITCH & HALO LIGHT
MULTI-FUNCTION SWITCH
TURN SIGNAL SWITCH & LEVER
IGNITION SWITCH
SPEED CONTROL
(14) Remove the wiring harness from the column
by prying out the plastic retainer buttons.
(15) Remove the toe plate fasteners.
(16) Remove the column from vehicle.
(17) Remove the Ignition and Multi-Function
Switch, then remove the Clock Spring and tape the
Clock Spring to prevent it from turning, (Refer to 8 ELECTRICAL/RESTRAINTS/CLOCKSPRING
REMOVAL).
INSTALLATION
(1) Install the clock spring and switches, (Refer to
8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING INSTALLATION).
NOTE: Turn the Ignition Switch to the on position
and verify the gear shifter moves. If the shifter does
not move ensure the Ignition Switch is installed
properly.
Fig. 6 Multi-function Switch
1 - STEERING COLUMN ASSY.
2 - MULTI-FUNCTION SWITCH CONNECTOR
3 - TURN SIGNAL SWITCH AND LEVER
(2) Column shift vehicles, install a new grommet.
Use multi-purpose lubricant, or equivalent, to aid
installation of the grommet.
NOTE: A new grommet should be used when ever
the rod is disconnected from the lever.
COLUMN
BR/BE
19 - 9
COLUMN (Continued)
(3) Remove the shipping lock pin if necessary.
(4) Install the column through the floor pan.
(5) Position the column bracket breakaway capsules on the mounting studs. Install, but loose
assemble the two upper bracket nuts.
(6) With the front wheels in the straight-ahead
position. Align steering column shaft to the coupler.
Install a new pinch bolt and tighten to 49 N·m (36
ft. lbs.).
(7) Clip the wiring harness on the steering column.
Connect the multi- function switch wiring and
tighten with 7mm socket.
(8) Install the upper fixed shroud.
(9) Be sure both breakaway capsules are fully
seated in the slots in the column support bracket.
Pull the column rearward then tighten upper bracket
nuts to 12 N·m (105 in. lbs.).
(10) Tighten the toe plate to floor pan attaching
nuts to 22.5 N·m (200 in. lbs.).
(11) Install the wiring connections to the column.
Install the lower fixed shroud.
(12) Column shift vehicles, install the PRNDL
driver cable. Place shifter in Park position. If indica-
tor needs adjusting, turn thumb screw on cable
retainer to adjust cable.
(13) Install the lock housing shrouds. Install the
tilt lever (if equipped).
(14) Install the knee blocker and steering column
opening cover, (Refer to 23 - BODY/INSTRUMENT
PANEL/STEERING COLUMN OPENING COVER INSTALLATION).
(15) Install steering wheel and tighten nut to 61
N·m (45 ft. lbs.), (Refer to 19 - STEERING/COLUMN/STEERING WHEEL - INSTALLATION).
(16) Install the airbag, (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - INSTALLATION).
(17) Column shift vehicles, connect the shift link
rod to the transmission shift lever. Use multi-purpose
lubricant, or an equivalent product, to aid the installation.
(18) Install the battery ground (negative) cable.
(19) Verify operation of the automatic transmission
shift linkage and adjust as necessary, (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC
44RE/GEAR SHIFT CABLE - ADJUSTMENTS).
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Steering Wheel
Nut
61
45
—
Steering Coupler
Bolt
49
36
—
Steering Column
Upper Bracket
12
—
105
Steering Column
Toe Plate
23
—
200
KEY-IN IGNITION SWITCH
DESCRIPTION
The key-in ignition switch is integral to the ignition switch, which is mounted on the left side of the
steering column. It closes a path to ground for the
Central Timer Module (CTM) when the ignition key
is inserted in the ignition lock cylinder and the
driver door ajar switch is closed (driver door is open).
The key-in ignition switch opens the ground path
when the key is removed from the ignition lock cylinder. The ground path is also opened when the
driver door ajar switch is open (driver door is closed).
The key-in ignition switch cannot be repaired and,
if faulty or damaged, the entire ignition switch must
be replaced, (Refer to 19 - STEERING/COLUMN/IGNITION SWITCH - REMOVAL).
DIAGNOSIS AND TESTING - IGNITION SWITCH
AND KEY LOCK CYLINDER
ELECTRICAL DIAGNOSIS
For ignition switch electrical schematics, refer to
Ignition Switch in the appropriate section of Electrical Wiring Diagrams.
19 - 10
COLUMN
BR/BE
KEY-IN IGNITION SWITCH (Continued)
MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
ROTATE)
LOCK CYLINDER
Vehicles equipped with an automatic transmission and a floor mounted shifter: a cable is
used to connect the interlock device in the steering
column assembly, to the transmission floor shift
lever. This interlock device is used to lock the transmission shifter in the PARK position when the key
lock cylinder is rotated to the LOCKED or ACCESSORY position. The interlock device within the steering column is not serviceable. If repair is necessary,
the steering column assembly must be replaced.
(Refer to 19 - STEERING/COLUMN - REMOVAL).
If the ignition key is difficult to rotate to or from
the LOCK or ACCESSORY position, it may not be
the fault of the key cylinder or the steering column
components. The brake transmission shift interlock
cable may be out of adjustment. Refer to Brake
Transmission Shift Interlock Cable Adjustment in
Transmissions for adjustment procedures.
Vehicles equipped with an automatic transmission and a steering column mounted shifter:
an interlock device is located within the steering column. This interlock device is used to lock the transmission shifter in the PARK position when the key
lock cylinder is in the LOCKED or ACCESSORY
position. If it is difficult to rotate the key to or from
the LOCK or ACCESSORY position, the interlock
device within the steering column may be defective.
This device is not serviceable. If repair is necessary,
the steering column assembly must be replaced.
(Refer to 19 - STEERING/COLUMN - REMOVAL).
Vehicles equipped with a manual transmission and a floor mounted shifter: on certain models, a lever is located on the steering column behind
the ignition key lock cylinder. The lever must be
manually operated to allow rotation of the ignition
key lock cylinder to the LOCK or ACCESSORY position. If it is difficult to rotate the key to the LOCK or
ACCESSORY position, the lever mechanism may be
defective. This mechanism is not serviceable. If
repair is necessary, the steering column assembly
must be replaced. (Refer to 19 - STEERING/COLUMN - REMOVAL).
On other models, the ignition key cylinder must be
depressed to allow it to be rotated into the LOCK or
ACCESSORY position. If it is difficult to rotate the
key to the LOCK or ACCESSORY position, the lock
mechanism within the steering column may be defective. This mechanism is not serviceable. If repair is
necessary, the steering column assembly must be
replaced. (Refer to 19 - STEERING/COLUMN REMOVAL).
REMOVAL
The ignition key must be in the key cylinder for
cylinder removal.
(1) Disconnect negative cable from battery.
(2) If equipped with tilt column, remove tilt lever
by turning it counterclockwise.
(3) Remove upper and lower covers (shrouds) from
steering column (Fig. 8).
Fig. 8 Shroud Removal/Installation—Typical
1
2
3
4
5
6
7
8
9
-
NUT
STEERING WHEEL
TILT LEVER
UPPER SHROUD
PANEL BRACKET
SPACER
NUT
LOWER SHROUD
CLOCK SPRING
(4) If equipped with automatic transmission, place
shifter in PARK position.
(5) A retaining pin (Fig. 9) is located at side of key
cylinder assembly.
(a) Rotate key to RUN position.
(b) Press in on retaining pin while pulling key
cylinder from ignition switch.
INSTALLATION
The ignition key must be in the key cylinder and
turned clockwise to the RUN position for cylinder
installation.
COLUMN
BR/BE
19 - 11
LOCK CYLINDER (Continued)
key lock cylinder to the LOCK or ACCESSORY position. If it is difficult to rotate the key to the LOCK or
ACCESSORY position, the lever mechanism may be
defective. This mechanism is not serviceable. If
repair is necessary, the steering column assembly
must be replaced. (Refer to 19 - STEERING/COLUMN - REMOVAL).
On other models, the ignition key cylinder must be
depressed to allow it to be rotated into the LOCK or
ACCESSORY position. If it is difficult to rotate the
key to the LOCK or ACCESSORY position, the lock
mechanism within the steering column may be defective. This mechanism is not serviceable. If repair is
necessary, the steering column assembly must be
replaced. (Refer to 19 - STEERING/COLUMN REMOVAL).
DIAGNOSIS AND TESTING - IGNITION SWITCH
Fig. 9 Retaining Pin
1 - IGNITION SWITCH
2 - KEY/KEY CYLINDER (RUN POSITION)
3 - RETAINING PIN
(1) Install the lock cylinder into the housing using
care to align the end of the lock cylinder with the
ignition switch.
(2) Push the lock cylinder in until it clicks.
IGNITION SWITCH
DESCRIPTION
The electrical ignition switch is located on the
steering column. It is used as the main on/off switching device for most electrical components. The
mechanical key lock cylinder is used to engage/disengage the electrical ignition switch.
TEST AND REPAIR
If the key removal effort is excessive on a vehicle
with a automatic transmission first adjust the shift
linkage, (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RE/GEAR SHIFT CABLE ADJUSTMENTS).
If the ignition switch effort is excessive remove the
ignition key cylinder from the steering column. (Refer
to 19 - STEERING/COLUMN/LOCK CYLINDER
HOUSING - INSTALLATION). Check the turning
effort of the key cylinder. If the ignition key cylinder
effort is excessive replace the key cylinder. If the
ignition key cylinder operates properly look for the
following conditions.
(1) Look for rough areas or flash in the casting
and if found remove with a file (Fig. 10).
(2) Grease the lock plate actuator, lock plate, slider
and locking link.
OPERATION
Vehicles equipped with an automatic transmission and a steering column mounted shifter:
an interlock device is located within the steering column. This interlock device is used to lock the transmission shifter in the PARK position when the key
lock cylinder is in the LOCKED or ACCESSORY
position. If it is difficult to rotate the key to or from
the LOCK or ACCESSORY position, the interlock
device within the steering column may be defective.
This device is not serviceable. If repair is necessary,
the steering column assembly must be replaced.
(Refer to 19 - STEERING/COLUMN - REMOVAL).
Vehicles equipped with a manual transmission and a floor mounted shifter: on certain models, a lever is located on the steering column behind
the ignition key lock cylinder. The lever must be
manually operated to allow rotation of the ignition
Fig. 10 Steering Column Flash Removal
1 - FILE THIS AREA TO REMOVE FLASHING AND PROVIDE
CLEARANCE TO ELIMINATE BINDING
2 - PARK LOCK SLIDER
3 - CAUTION: NEVER REMOVE SHAFT LOCK PLATE
19 - 12
COLUMN
BR/BE
IGNITION SWITCH (Continued)
REMOVAL
INSTALLATION
(1) Remove the key lock cylinder.
(2) Remove the three ignition mounting screws
(Fig. 11).
(3) Gently pull the switch away from the column.
Disconnect the electrical connector (Fig. 12).
(4) Disconnect the halo lamp wiring connector
(Fig. 12).
(1) Rotate the flag on the rear of the ignition
switch to the RUN position (Fig. 13). This step must
be done to allow the tang (Fig. 14) on the key cylinder to fit into the slots (Fig. 11)within the ignition
switch.
Fig. 13 FLAG IN RUN POSITION
Fig. 11 SWITCH MOUNTING SCREWS
1
2
3
4
-
IGNITION SWITCH
SLOTS NOT ALIGNED
SLOTS ALIGNED
IGNITION SWITCH MOUNTING SCREWS
Fig. 12 IGNITION SWITCH AND HALO
CONNECTORS
1
2
3
4
5
-
KEY-IN SWITCH & HALO LIGHT
MULTI-FUNCTION SWITCH
TURN SIGNAL SWITCH & LEVER
IGNITION SWITCH
SPEED CONTROL
1 - REAR OF IGNITION SWITCH
2 - PARK LOCK DOWEL PIN (RUN POSITION)
3 - FLAG (RUN POSITION)
(2) With the key into the key lock cylinder, rotate
the key clockwise until the retaining pin can be
depressed (Fig. 14) or (Fig. 15).
(3) Install the key cylinder into the ignition switch
by aligning the retaining pin slot. Push the key cylinder into the switch until the retaining pin engages.
After the pin engages, rotate the key to the OFF or
LOCK position.
(4) Check for proper retention of the key cylinder
by attempting to pull the cylinder from the switch.
(5) Automatic Transmission Only: Before attaching
the ignition switch to the steering column, the transmission shifter must be in the PARK position. The
park lock dowel pin on the rear of the ignition switch
(Fig. 16) must also be properly indexed into the park
lock linkage (Fig. 17) before installing the switch.
(6) The flag at the rear of the ignition switch
must be properly indexed into the steering column
before installing the switch. This flag is used to operate the steering wheel lock lever in the steering column (Fig. 18). This lever allows the steering wheel
position to be locked when the key is in the LOCK
position.
(7) Place the ignition switch in the LOCK position.
The switch is in the LOCK position when the column
lock flag is parallel to the ignition switch terminals
(Fig. 16).
COLUMN
BR/BE
19 - 13
IGNITION SWITCH (Continued)
Fig. 14 KEY CYLINDER --- REAR VIEW
1
2
3
4
5
-
IGNITION KEY LOCK CYLINDER
PUSH PIN
RETAINING PIN SLOT
RETAINING PIN
DRIVER
Fig. 16 IGNITION SWITCH VIEW FROM COLUMN
1 - REAR OF IGNITION SWITCH
2 - PARK LOCK DOWEL PIN (LOCK POSITION)
3 - FLAG (LOCK POSITION)
Fig. 17 PARK LOCK LINKAGE -- AUTOMATIC
TRANSMISSION -- TYPICAL
Fig. 15 INSTALLING KEY CYLINDER INTO SWITCH
1
2
3
4
5
-
IGNITION SWITCH
DRIVER
IGNITION KEY LOCK CYLINDER
RETAINING PIN
RETAINING PIN SLOT
(8) Automatic Transmissions Only: Apply a light
coating of grease to the park lock dowel pin and park
lock slider linkage. Before installing the switch, push
the park lock slider linkage (Fig. 17)forward until it
bottoms. Do a final positioning by pulling it rearwards about one-quarter inch.
(9) Apply a light coating of grease to both the column lock flag and shaft at the end of the flag.
(10) Place the ignition switch into the openings on
the steering column
1
2
3
4
5
-
DOWEL LOCATING HOLES (2)
PARK LOCK SLIDER LINKAGE
IGNITION SWITCH MOUNTING PAD
STEERING COLUMN
SLOT
(a) Automatic Transmissions Only: Be sure the
park lock dowel pin on the rear of the ignition
switch enters the slot in the park lock slider linkage (Fig. 17).
(b) Be sure the flag on the rear of the switch is
positioned above the steering wheel lock lever (Fig.
18).
(c) Align the dowel pins on the rear of the switch
into the holes on the side of the steering column.
(d) Install the three ignition mounting screws.
Tighten the screws to 2 N·m (17 in. lbs.).
19 - 14
COLUMN
BR/BE
IGNITION SWITCH (Continued)
(e) After installing the ignition switch rotate the
ignition key from the LOCK to the ON position.
Verify that the park lock slider moves in the slider
slot, allowing the gear shift lever to be moved out
of PARK (automatic transmissions only). If the
slider does not move , and the gear shift lever is
locked in PARK, the ignition switch park lock
dowel pin, on the rear of the ignition switch, is not
properly installed in the slot of the park lock slider
linkage. Remove the ignition switch and reinstall.
GEAR SHIFT LEVER
REMOVAL
(1) Remove the tilt lever.
(2) Remove the upper and lower shrouds.
(3) Remove the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(4) Remove the steering column mounting nuts.
(5) Lower the steering column to remove the secondary shrouds.
(6) Raise the steering column back on the mounting bolts and finger tighten the nuts.
(7) Disconnect over drive switch wiring.
(8) Using a drift of the appropriate size drive the
knurled pin out of the steering column and gear shift
lever. Remove the gear shift lever from the steering
column assembly.
CAUTION: The pin can only be removed from the
direction shown (Fig. 19).
Fig. 18 STEERING WHEEL LOCK LEVER
1 - STEERING COLUMN
2 - STEERING WHEEL LOCK LEVER
3 - LOCATER (SHAFT AT END OF FLAG)
(11) Connect the electrical connectors for the ignition switch and halo lamp.
(12) Install the steering column shrouds. Tighten
the screws to 2 N·m (17 in. lbs.).
(13) Install the tilt column lever. (if equipped).
(14) Connect the battery.
(15) Automatic Transmissions Only: The shifter
should lock in the PARK position when the key is in
the LOCK position (if equipped with a shift lock
device). The shifter should unlock when the key is
rotated to the ON position.
(16) Check for proper operation of the ignition
switch in ACCESSARY, LOCK, OFF, ON, RUN and
start positions.
(17) The steering wheel should lock when the key
is in the LOCK position. Rotate the steering wheel at
least 180° to verify. The steering wheel should unlock
when the key is rotated to the ON position.
Fig. 19 Gear Shift Lever Removal
1
2
3
4
5
6
-
IGNITION SWITCH
KNURLED PIN
GEARSHIFT LEVER
SOCKET
DRIFT
HAMMER
COLUMN
BR/BE
19 - 15
GEAR SHIFT LEVER (Continued)
INSTALLATION
(1) Install the gear shift lever into the steering column assembly. Align the pin holes in the gear shift
lever and the steering column assembly.
ING COLUMN OPENING COVER - INSTALLATION).
(7) Install the upper and lower shrouds.
(8) Install the tilt lever.
CAUTION: The pin must be installed in the original
direction.
STEERING WHEEL
(2) Carefully Install the pin into the steering column assembly and through the shift lever. If the pin
binds check the alignment on the holes. Be sure pin
is fully installed into the steering column assembly.
(3) Connect over drive switch wiring.
(4) Lower the steering column to install the secondary shrouds.
(5) Install the steering column mounting nuts.
Tighten the nuts to 12 N·m (105 in. lbs.).
(6) Install the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEER-
REMOVAL
For steering wheel removal procedure,(Refer to 8 ELECTRICAL/RESTRAINTS/CLOCKSPRING
REMOVAL).
INSTALLATION
For steering wheel installation procedure,(Refer to
8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING INSTALLATION).
19 - 16
GEAR
BR/BE
GEAR
TABLE OF CONTENTS
page
GEAR
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER
STEERING GEAR LEAKAGE . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
ADJUSTMENTS . . . . . . . . . . . . . . .
SPECIFICATIONS
POWER STEERING GEAR . . . . .
TORQUE CHART . . . . . . . . . . . . .
SPECIAL TOOLS
POWER STEERING GEAR . . . . .
PITMAN BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
. . . . . . . . . 16
. . . . . . . . . 16
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 16
. 18
. 18
. 18
. . . . . . . . . 21
. . . . . . . . . 21
. . . . . . . . . 22
. . . . . . . . . 22
. . . . . . . . . 23
GEAR
DESCRIPTION
The power steering gear is a recirculating ball type
gear (Fig. 1). The gear ratio’s used are 17.5:1 and
14:1.
OPERATION
The gear acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is supported by a thrust bearing at the lower end and a
page
PITMAN SHAFT
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
PITMAN SHAFT SEAL
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
SPOOL VALVE
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
STEERING GEAR HOUSING PLUG
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
WORM SHAFT
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
. . . . . . . . . . . . 24
. . . . . . . . . . . . 25
. . . . . . . . . . . . 25
. . . . . . . . . . . . 26
. . . . . . . . . . . . 26
. . . . . . . . . . . . 28
. . . . . . . . . . . . 29
. . . . . . . . . . . . 30
. . . . . . . . . . . . 30
. . . . . . . . . . . . 31
bearing assembly at the upper end. When the worm
shaft is turned from input from the steering column
the rack piston moves. The rack piston teeth mesh
with the pitman shaft. Turning the worm shaft, turns
the pitman shaft, which turns the steering linkage.
DIAGNOSIS AND TESTING - POWER STEERING
GEAR LEAKAGE
(1) Possible power steering gear leakage areas.
(Fig. 2).
GEAR
BR/BE
GEAR (Continued)
Fig. 1 Power Steering Gear
1
2
3
4
5
6
7
8
9
- THRUST BEARING
- O-RING SEAL
- INLET
- OUTLET
- SEAL
- TORSION BAR
- STUB SHAFT
- ADJUSTER PLUG
- THRUST BEARING
10 - TEFLON SEALS
11 - SPOOL VALVE
12 - VALVE BODY
13 - WORMSHAFT
14 - PIN
15 - PITMAN SHAFT
16 - RACK PISTON
17 - TEFLON RING
19 - 17
19 - 18
GEAR
BR/BE
GEAR (Continued)
Fig. 4 Pitman Arm
1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
3 - WRENCH
Fig. 2 STEERING GEAR
REMOVAL
(1) Place the front wheels in a straight-ahead position.
(2) Disconnect and cap the fluid hoses from steering gear.
(3) Remove coupler pinch bolt at the steering gear
and slide shaft off gear (Fig. 3).
(5) Remove steering gear retaining bolts and nuts.
Remove the steering gear from the vehicle.
INSTALLATION
(1) Position the steering gear on the frame rail and
install the bolts. Tighten mounting bolts to specifications.
(2) Align steering coupler on gear shaft. Install
pinch bolt and tighten to 49 N·m (36 ft. lbs.) torque.
(3) Align and install the pitman arm.
(4) Install the washer and retaining nut on the pitman shaft. Tighten the nut to 251 N·m (185 ft. lbs.).
(5) Connect fluid hoses to steering gear, tighten to
31 N·m (23 ft. lbs.). Add fluid, (Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
ADJUSTMENTS
CAUTION: Steering gear must be adjusted in the
proper order. If adjustments are not performed in
order, gear damage and improper steering response
may result.
Fig. 3 Column Shaft
1 - STEERING GEAR
2 - STEERING COUPLER
(4) Mark the pitman shaft and pitman arm for
installation reference. Remove the pitman arm from
the shaft with Puller C-4150A (Fig. 4).
NOTE: Adjusting the steering gear in the vehicle is
not recommended. Remove gear from the vehicle
and drain the fluid. Then mount gear in a vise to
perform adjustments.
GEAR
BR/BE
19 - 19
GEAR (Continued)
WORM THRUST BEARING PRELOAD
(1) Mount the gear carefully into a vise.
CAUTION: Do not overtighten the vise on the gear
case. This may affect the adjustment
(2) Remove adjuster plug locknut (Fig. 5).
(3) Rotate the stub shaft back and forth with a 12
point socket to drain the remaining fluid.
Fig. 6 Alignment Marking On Housing
1 - INDEX
Fig. 5 Adjuster Lock Nut
1
2
3
4
- ADJUSTER NUT
- STEERING GEAR
- LOCK NUT
- PUNCH
(4) Turn the adjuster in with Spanner Wrench
C-4381. Tighten the plug and thrust bearing in the
housing until firmly bottomed in the housing about
28-31 N·m (20-23 ft. lbs.).
(5) Place an index mark on the housing even with
one of the holes in adjuster plug (Fig. 6).
(6) Measure back (counterclockwise) 18 mm (0.70
in) and mark the housing (Fig. 7).
(7) Rotate adjustment cap back (counterclockwise)
with spanner wrench until hole is aligned with the
second mark (Fig. 8).
(8) Install and tighten lock nut to 108 N·m (80 ft.
lbs.). Be sure adjustment cap does not turn while
tightening the lock nut.
PITMAN SHAFT OVER-CENTER PRELOAD
NOTE: Before performing this procedure, the worm
bearing preload adjustment must be performed.
(1) Rotate the stub shaft with a 12 point socket
from stop to stop and count the number of turns.
(2) Starting at either stop, turn the stub shaft
back 1/2 the total number of turns. This is the center
of the gear travel (Fig. 9).
Fig. 7 Second Marking On Housing
1 - REFERENCE MARK
(3) Place the torque wrench in the vertical position
on the stub shaft. Rotate the wrench 45 degrees each
side of the center and record the highest rotational
torque in this range (Fig. 10). This is the Over-Center Rotating Torque.
NOTE: The stub shaft must rotate smoothly without
sticking or binding.
19 - 20
GEAR
BR/BE
GEAR (Continued)
(4) Rotate the stud shaft between 180° and 270° to
the left of center and record the left off-center preload. Repeat this to the right of center and record the
right off-center preload. The average of these two
recorded readings is the Preload Rotating Torque.
(5) The Over-Center Rotating Torque should be
0.23-0.68 N·m (2-6 in. lbs.) higher than the Preload
Rotating Torque.
(6) If an adjustment to the Over-Center Rotating
Torque is necessary, first loosen the adjuster lock
nut. Then turn the pitman shaft adjuster screw back
(COUNTERCLOCKWISE) until fully extended, then
turn back in (CLOCKWISE) one full turn.
Fig. 8 Aligning To The Second Mark
1 - FIRST MARK
2 - SECOND MARK
3 - SPANNER WRENCH
Fig. 10 Checking Over-center Rotation Torque
1 - CENTER
(7) Remeasure Over-Center Rotating Torque. If
necessary turn the adjuster screw and repeat measurement until correct Over-Center Rotating Torque
is reached.
NOTE: To increase the Over-Center Rotating Torque
turn the screw CLOCKWISE.
Fig. 9 Steering Gear Centered
1 - ADJUSTMENT SCREW
2 - MASTER SPLINE
(8) Prevent the adjuster screw from turning while
tightening adjuster lock nut. Tighten the adjuster
lock nut to 49 N·m (36 ft. lbs.).
GEAR
BR/BE
19 - 21
GEAR (Continued)
SPECIFICATIONS
DESCRIPTION
POWER STEERING GEAR
SPECIFICATIONS
DESCRIPTION
Steering Gear
Type
SPECIFICATION
Recirculating Ball
SPECIFICATION
Gear Code & Ratio
AM
17.5:1
Gear Code & Ratio
HC/FW
14:1
Gear Code & Ratio
JZ
16-13:1
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Wormshaft Bearing
Preload
0.85-1.64
—
7.5-14.5
Pitman Shaft Overcenter Drag
New Gear (under 400 miles)
0.23-0.68
—
2-6
+ Wormshaft Preload
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Steering Gear Mounting
Frame Bolts
176
130
—
Line Fittings
Pressure
31
23
—
Line Fittings
Return
31
23
—
Steering Gear
Adjustment Cap Locknut
108
80
—
Steering Gear
Adjustment Screw Locknut
49
36
—
Steering Gear
Pitman Shaft Nut
251
185
—
Steering Gear
Rack Piston Plug
150
111
—
Steering Gear
Side Cover Bolts
60
44
—
Steering Gear
Return Guide Clamp Bolt
4.8
—
43
19 - 22
GEAR
BR/BE
GEAR (Continued)
SPECIAL TOOLS
POWER STEERING GEAR
Remover/Installer, Steering Plug C-4381
Remover, Pitman Arm C-4150A
Fig. 11 Side Cover and Pitman Shaft
Remover/Installer Steering Rack Piston C-4175
1
2
3
4
5
6
-
SIDE COVER BOLTS
PRELOAD ADJUSTER NUT
SIDE COVER
GASKET SEAL
PITMAN SHAFT GEAR
HOUSING ASSEMBLY
1
2
3
4
5
-
BEARING
WASHER
DUST SEAL
RETAINER
OIL SEAL
PITMAN BEARING
REMOVAL
(1) Clean exposed end of pitman shaft and housing
with a wire brush.
(2) Remove preload adjuster nut (Fig. 11).
(3) Rotate the stub shaft with a 12 point socket
from stop to stop and count the number of turns.
(4) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
(5) Remove side cover bolts and remove side cover,
gasket and pitman shaft as an assembly (Fig. 11).
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(6) Remove pitman shaft from the side cover.
(7) Remove dust seal from the housing with a seal
pick (Fig. 12).
CAUTION: Use care not to score the housing bore
when prying out seals and washer.
(8) Remove retaining ring with snap ring pliers.
(9) Remove washer from the housing.
Fig. 12 Pitman Shaft Seals & Bearing
GEAR
BR/BE
19 - 23
PITMAN BEARING (Continued)
(10) Remove oil seal from the housing with a seal
pick.
(11) Remove pitman shaft bearing from housing
with a bearing driver and handle (Fig. 13).
Fig. 14 Upper Pitman
1 - DRIVER
2 - UPPER BEARING
Fig. 13 Needle Bearing Removal
1 - REMOVER
2 - SIDE COVER AREA
INSTALLATION
(1) Install upper pitman shaft bearing, with Driver
8294 and Handle C-4171 (Fig. 14). Drive bearing into
housing until the driver bottoms out.
NOTE: Install upper pitman shaft bearing with the
part number/letters facing the driver.
(2) Install lower pitman shaft bearing with the
other side Driver 8294 and Handle C-4171 (Fig. 15).
Drive bearing into housing until the bearing shoulder
is seated against the housing.
(3) Coat the oil seal and backup washers with special greasesupplied with the new seal.
(4) Install the oil seal with Driver 8294 and Handle C-4171.
(5) Install plastic backup washer.
NOTE: The plastic backup washer has a lip on the
inside diameter that faces down towards the oil
seal.
(6)
(7)
(8)
plied
Install metal backup washer.
Install the retainer ring with snap ring pliers.
Coat the dust seal with special grease supwith the new seal.
Fig. 15 Lower Pitman Shaft Bearing
1
2
3
4
-
STEERING GEAR
BEARING SHOULDER
DRIVER
LOWER BEARING
(9) Install dust seal with Driver 8294 and Handle
C-4171.
(10) Install new pitman shaft cover o-ring.
(11) Install pitman shaft assembly into the housing.
(12) Install cover bolts and tighten to 62 N·m (46
ft. lbs.).
(13) Perform over-center rotation torque adjustment, (Refer to 19 - STEERING/GEAR - DIAGNOSIS
AND TESTING).
19 - 24
GEAR
BR/BE
PITMAN SHAFT
REMOVAL
(1) Clean exposed end of pitman shaft and housing
with a wire brush.
(2) Remove preload adjuster nut (Fig. 16).
(3) Rotate the stub shaft with a 12 point socket
from stop to stop and count the number of turns.
(4) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
(5) Remove side cover bolts and remove side cover,
gasket and pitman shaft as an assembly (Fig. 16).
NOTE: The pitman shaft will not clear the housing if
it is not centered.
Fig. 17 Pitman Shaft Seals & Bearing
1
2
3
4
5
-
BEARING
WASHER
DUST SEAL
RETAINER
OIL SEAL
(9) Remove washer from the housing.
(10) Remove oil seal from the housing with a seal
pick.
(11) Remove pitman shaft bearing from housing
with a bearing driver and handle (Fig. 18).
Fig. 16 Side Cover and Pitman Shaft
1
2
3
4
5
6
-
SIDE COVER BOLTS
PRELOAD ADJUSTER NUT
SIDE COVER
GASKET SEAL
PITMAN SHAFT GEAR
HOUSING ASSEMBLY
(6) Remove pitman shaft from the side cover.
(7) Remove dust seal from the housing with a seal
pick (Fig. 17).
CAUTION: Use care not to score the housing bore
when prying out seals and washer.
(8) Remove retaining ring with snap ring pliers.
Fig. 18 Needle Bearing Removal
1 - REMOVER
2 - SIDE COVER AREA
GEAR
BR/BE
PITMAN SHAFT (Continued)
INSTALLATION
(1) Install pitman shaft bearing into housing with
a bearing driver and handle.
(2) Coat the oil seal and washer with special
grease supplied with the new seal.
(3) Install the oil seal with a driver and handle.
(4) Install backup washer.
(5) Install the retainer ring with snap ring pliers.
(6) Coat the dust seal with special grease supplied with the new seal.
(7) Install dust seal with a driver and handle.
(8) Install pitman shaft to side cover by screwing
shaft in until it fully seats to side cover.
(9) Install preload adjuster nut. Do not tighten
nut until after Over-Center Rotation Torque
adjustment has been made.
(10) Install gasket to side cover and bend tabs
around edges of side cover (Fig. 11).
(11) Install pitman shaft assembly and side cover
to housing.
(12) Install side cover bolts and tighten to 60 N·m
(44 ft. lbs.).
(13) Perform over-center rotation torque adjustment, (Refer to 19 - STEERING/GEAR - ADJUSTMENTS).
PITMAN SHAFT SEAL
REMOVAL
(1) Clean exposed end of pitman shaft and housing
with a wire brush.
(2) Remove preload adjuster nut (Fig. 19).
(3) Rotate the stub shaft with a 12 point socket
from stop to stop and count the number of turns.
(4) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
(5) Remove side cover bolts and remove side cover,
gasket and pitman shaft as an assembly (Fig. 19).
Fig. 19 Side Cover and Pitman Shaft
1
2
3
4
5
6
-
SIDE COVER BOLTS
PRELOAD ADJUSTER NUT
SIDE COVER
GASKET SEAL
PITMAN SHAFT GEAR
HOUSING ASSEMBLY
1
2
3
4
5
-
BEARING
WASHER
DUST SEAL
RETAINER
OIL SEAL
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(6) Remove pitman shaft from the side cover.
(7) Remove dust seal from the housing with a seal
pick (Fig. 20).
CAUTION: Use care not to score the housing bore
when prying out seals and washer.
(8) Remove retaining ring with snap ring pliers.
(9) Remove washer from the housing.
(10) Remove oil seal from the housing with a seal
pick.
(11) Remove pitman shaft bearing from housing
with a bearing driver and handle (Fig. 21).
Fig. 20 Pitman Shaft Seals & Bearing
19 - 25
19 - 26
GEAR
BR/BE
PITMAN SHAFT SEAL (Continued)
Drive bearing into housing until the bearing shoulder
is seated against the housing.
Fig. 23 Lower Pitman Shaft Bearing
Fig. 21 Needle Bearing Removal
1 - REMOVER
2 - SIDE COVER AREA
INSTALLATION
(1) Install upper pitman shaft bearing, with Driver
8294 and Handle C-4171 (Fig. 22). Drive bearing into
housing until the driver bottoms out.
NOTE: Install upper pitman shaft bearing with the
part number/letters facing the driver.
1
2
3
4
-
STEERING GEAR
BEARING SHOULDER
DRIVER
LOWER BEARING
(3) Coat the oil seal and backup washers with special greasesupplied with the new seal.
(4) Install the oil seal with Driver 8294 and Handle C-4171.
(5) Install plastic backup washer.
NOTE: The plastic backup washer has a lip on the
inside diameter that faces down towards the oil
seal.
(6) Install metal backup washer.
(7) Install the retainer ring with snap ring pliers.
(8) Coat the dust seal with special grease supplied with the new seal.
(9) Install dust seal with Driver 8294 and Handle
C-4171.
(10) Install new pitman shaft cover o-ring.
(11) Install pitman shaft assembly into the housing.
(12) Install cover bolts and tighten to 62 N·m (46
ft. lbs.).
(13) Perform over-center rotation torque adjustment, (Refer to 19 - STEERING/GEAR - ADJUSTMENTS).
Fig. 22 Upper Pitman Shaft Bearing
1 - DRIVER
2 - UPPER BEARING
(2) Install lower pitman shaft bearing with the
other side Driver 8294 and Handle C-4171 (Fig. 23).
SPOOL VALVE
REMOVAL
(1) Remove lock nut (Fig. 24).
(2) Remove adjuster nut with Spanner Wrench
C-4381.
GEAR
BR/BE
19 - 27
SPOOL VALVE (Continued)
(3) Remove thrust support assembly out of the
housing (Fig. 25).
(4) Pull stub shaft and valve assembly from the
housing (Fig. 26).
Fig. 26 Valve Assembly With Stub Shaft
Fig. 24 Lock Nut and Adjuster Nut
1
2
3
4
- ADJUSTER NUT
- STEERING GEAR
- LOCK NUT
- PUNCH
1
2
3
4
5
6
- GEAR
- THRUST SUPPORT
- LOCK NUT
- ADJUSTER NUT
- STUB SHAFT
- VALVE ASSEMBLY
Fig. 25 Thrust Support Assembly
1 - STUB SHAFT
2 - HOUSING
3 - THRUST SUPPORT ASSEMBLY
(5) Remove stub shaft from valve assembly by
lightly tapping shaft on a block of wood to loosen
shaft. Then disengage stub shaft pin from hole in
spool valve and separate the valve assembly from
stub shaft (Fig. 27).
(6) Remove spool valve from valve body by pulling
and rotating the spool valve from the valve body (Fig.
28).
Fig. 27 Stub Shaft
1
2
3
4
5
-
STUB SHAFT
VALVE BODY
HOLE IN SPOOL
SHAFT PIN
6mm (1/49)
19 - 28
GEAR
BR/BE
SPOOL VALVE (Continued)
INSTALLATION
NOTE: Clean and dry all components, then lubricate
with power steering fluid.
(1) Install spool valve spool O-ring.
(2) Install spool valve in valve body by pushing
and rotating. Hole in spool valve for stub shaft pin
must be accessible from opposite end of valve body.
(3) Install stub shaft in valve spool and engage
locating pin on stub shaft into spool valve hole (Fig.
30).
NOTE: Notch in stub shaft cap must fully engage
valve body pin and seat against valve body shoulder.
Fig. 28 Spool Valve
1 - SPOOL VALVE
2 - ROTATE VALVE TO REMOVE
3 - VALVE BODY
(7) Remove spool valve O-ring and valve body
teflon rings and O-rings underneath the teflon rings
(Fig. 29).
Fig. 30 Stub Shaft Installation
1 - NOTCH IN CAP
2 - VALVE BODY PIN
Fig. 29 Valve Seals
1 - O-RING SEALS
(8) Remove the O-ring between the worm shaft
and the stub shaft.
(4) Install O-rings and teflon rings over the
O-rings on valve body.
(5) Install O-ring into the back of the stub shaft
cap (Fig. 31).
(6) Install stub shaft and valve assembly in the
housing. Line up worm shaft to slots in the valve
assembly.
(7) Install thrust support assembly.
NOTE: The thrust support is serviced as an assembly. If any component of the thrust support is damaged the assembly must be replaced.
GEAR
BR/BE
SPOOL VALVE (Continued)
Fig. 31 Stub Shaft Cap O-Ring
1 - VALVE BODY
2 - STUB SHAFT CAP
3 - O-RING
(8) Install adjuster nut and lock nut.
(9) Adjust Thrust Bearing Preload and Over-Center Rotating Torque, (Refer to 19 - STEERING/GEAR
- ADJUSTMENTS).
Fig. 32 End Plug Retaining Ring
1 - RETAINING RING
STEERING GEAR HOUSING
PLUG
REMOVAL
(1) Unseat and remove retaining ring from groove
with a punch through the hole in the end of the
housing (Fig. 32).
(2) Slowly rotate stub shaft with 12 point socket
COUNTER-CLOCKWISE to force the end plug out
from housing.
CAUTION: Do not turn stub shaft any further than
necessary. The rack piston balls will drop out of the
rack piston circuit if the stub shaft is turned too far.
(3) Remove O-ring from the housing (Fig. 33).
Fig. 33 End Plug Components
1
2
3
4
-
HOUSING ASSEMBLY
HOUSING END PLUG O-RING SEAL
HOUSING END PLUG
RETAINING RING
19 - 29
19 - 30
GEAR
BR/BE
STEERING GEAR HOUSING PLUG (Continued)
INSTALLATION
(1) Lubricate O-ring with power steering fluid and
install into the housing.
(2) Install end plug by tapping the plug lightly
with a plastic mallet into the housing.
(3) Install retaining ring so one end of the ring
covers the housing access hole (Fig. 34).
Fig. 35 Rack Piston End Plug
Fig. 34 Installing The
1 - RING CAP
2 - PUNCH ACCESS HOLE
3 - RETAINER RING
1
2
3
4
-
EXTENSION
END PLUG
RACK PISTON
RATCHET
WORM SHAFT
REMOVAL
(1) Remove housing end plug, (Refer to 19 STEERING/GEAR/STEERING GEAR HOUSING
PLUG - REMOVAL).
(2) Remove rack piston plug (Fig. 35).
(3) Remove side cover and pitman shaft.
(4) Turn stub shaft COUNTERCLOCKWISE until
the rack piston begins to come out of the housing.
(5) Insert Arbor C-4175 into bore of rack piston
(Fig. 36) and hold tool tightly against worm shaft.
(6) Turn the stub shaft with a 12 point socket
COUNTERCLOCKWISE, this will force the rack piston onto the tool and hold the rack piston balls in
place.
(7) Remove the rack piston and tool together from
housing.
(8) Remove tool from rack piston.
(9) Remove rack piston balls.
(10) Remove clamp bolts, clamp and ball guide
(Fig. 37).
Fig. 36 Rack Piston with Arbor
1 - RACK PISTON
2 - SPECIAL TOOL C-4175
GEAR
BR/BE
19 - 31
WORM SHAFT (Continued)
(11) Remove teflon ring and O-ring from the rack
piston (Fig. 38).
Fig. 39 Worm Shaft
Fig. 37 Rack Piston
1
2
3
4
-
CLAMP
BALLS
RACK PISTON
BALL GUIDE
1
2
3
4
-
GEAR HOUSING
BEARING RACE
WORM SHAFT
BEARING
INSTALLATION
NOTE: Clean and dry all components and lubricate
with power steering fluid.
(1) Check for scores, nicks or burrs on the rack
piston finished surface. Slight wear is normal on the
worm gear surfaces.
(2) Install O-ring and teflon ring on the rack piston.
(3) Install worm shaft in the rack piston and align
worm shaft spiral groove with rack piston ball guide
hole (Fig. 40).
Fig. 38 Rack Piston Teflon Ring and O-Ring
1 - TEFLON SEAL
2 - BACK-UP O-RING MUST BE INSTALLED UNDER PISTON
RING
3 - RACK PISTON NUT
Fig. 40 Installing Balls in Rack Piston
(12) Remove the adjuster lock nut and adjuster
nut from the stub shaft.
(13) Pull the stub shaft with the spool valve and
thrust support assembly out of the housing.
(14) Remove the worm shaft from the housing
(Fig. 39).
1 - INSTALL BALLS IN THIS HOLE WHILE SLOWLY ROTATING
WORM COUNTER CLOCKWISE
2 - WORM FLANGE
19 - 32
GEAR
BR/BE
WORM SHAFT (Continued)
CAUTION: The rack piston balls must be installed
alternately into the rack piston and ball guide. This
maintains worm shaft preload. There are 12 black
balls and 12 silver (Chrome) balls. The black balls
are smaller than the silver balls.
(4) Lubricate and install rack piston balls through
return guide hole while turning worm shaft COUNTERCLOCKWISE (Fig. 40).
(5) Install remaining balls in guide using grease to
hold the balls in place (Fig. 41).
(6) Install the guide onto rack piston and install
clamp and clamp bolts. Tighten bolts to 4.8 N·m (43
in. lbs.).
(7) Insert Arbor C-4175 into bore of rack piston
and hold tool tightly against worm shaft.
(8) Turn the worm shaft COUNTERCLOCKWISE
while pushing on the arbor. This will force the rack
piston onto the arbor and hold the rack piston balls
in place.
(9) Install the races and thrust bearing on the
worm shaft and install shaft in the housing (Fig. 39).
(10) Install the stub shaft with spool valve, thrust
support assembly and adjuster nut in the housing.
(11) Install the rack piston and arbor tool into the
housing.
(12) Hold arbor tightly against worm shaft and
turn stub shaft CLOCKWISE until rack piston is
seated on worm shaft.
(13) Install pitman shaft and side cover in the
housing.
(14) Install rack piston plug and tighten to 150
N·m (111 ft. lbs.).
(15) Install housing end plug, (Refer to 19 STEERING/GEAR/STEERING GEAR HOUSING
PLUG - INSTALLATION).
Fig. 41 Balls in the Return Guide
1 - GUIDE
2 - PETROLEUM JELLY
3 - BALLS
(16) Adjust worm shaft thrust bearing preload and
over-center rotating torque, (Refer to 19 - STEERING/GEAR - ADJUSTMENTS).
PUMP
BR/BE
19 - 33
PUMP
TABLE OF CONTENTS
page
PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PUMP LEAKAGE
STANDARD PROCEDURE
STANDARD PROCEDURE - POWER
STEERING PUMP - INITIAL OPERATION . .
STANDARD PROCEDURE - FLUSHING
POWER STEERING SYSTEM . . . . . . . . . .
REMOVAL
REMOVAL - GASOLINE ENGINE . . . . . . . .
REMOVAL - DIESEL ENGINE
..........
INSTALLATION
INSTALLATION - GASOLINE ENGINE . . . .
. . 33
. . 33
. 33
. . 33
. . 34
. . 35
. . 36
page
INSTALLATION - DIESEL ENGINE
SPECIAL TOOLS
POWER STEERING PUMP . . . .
PULLEY
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
HOSES - PRESSURE
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
HOSES - RETURN
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
. . . . . . . . . 37
. . . . . . . . . . 38
. . . . . . . . . . 38
. . . . . . . . . . 39
. . . . . . . . . . 39
. . . . . . . . . . 39
. . . . . . . . . . 39
. . . . . . . . . . 39
. . 37
PUMP
DESCRIPTION
The P-Series pump is used on these vehicles (Fig.
1). The pump shaft has a pressed-on pulley that is
belt driven by the crankshaft pulley on gasoline
engines. The pump is driven off the back of the vacuum pump on the diesel engine.
Trailer tow option vehicles are equipped with a
power steering pump oil cooler. The oil cooler is
mounted to the front crossmember.
NOTE: Power steering pumps are not interchangeable with pumps installed on other vehicles.
OPERATION
Hydraulic pressure is provided by the pump for the
power steering gear. The power steering pump is a
constant flow rate and displacement, vane-type
pump. The pump is connected to the steering gear
via the pressure hose and the return hose. On vehicles equipped with a hydraulic booster, the pump
supplies the hydraulic pressure for the booster.
DIAGNOSIS AND TESTING - PUMP LEAKAGE
(1) Possible pump leakage areas. (Fig. 2).
Fig. 1 P-Series—Pump
1 - RESERVOIR CAP AND DIPSTICK
2 - RESERVOIR
STANDARD PROCEDURE
STANDARD PROCEDURE - POWER STEERING
PUMP - INITIAL OPERATION
WARNING: THE FLUID LEVEL SHOULD BE
CHECKED WITH ENGINE OFF TO PREVENT INJURY
FROM MOVING COMPONENTS.
CAUTION: Use MOPAR Power Steering Fluid or
equivalent. Do not use automatic transmission fluid
and do not overfill.
19 - 34
PUMP
BR/BE
PUMP (Continued)
Fig. 2 POWER STEERING PUMP
1 - CHECK OIL LEVEL; IF LEAKAGE PERSISTS WITH THE
CORRECT LEVEL AND CAP TIGHT, REPLACE THE CAP
2 - SHAFT SEAL
Wipe filler cap clean, then check the fluid level.
The dipstick should indicate COLD when the fluid is
at normal temperature.
(1) Turn steering wheel all the way to the left
(2) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two (2) minutes.
(3) Raise the front wheels off the ground.
(4) Slowly turn the steering wheel lock-to-lock 20
times with the engine off while checking the fluid
level.
NOTE: Vehicles with long return lines or oil coolers
turn wheel 40 times.
(5) Start the engine. With the engine idling maintain the fluid level.
(6) Lower the front wheels and let the engine idle
for two minutes.
(7) Turn the steering wheel in both direction and
verify power assist and quit operation of the pump.
3 - RESERVOIR O-RING
4 - O-RING SEAL
If the fluid is extremely foamy or milky looking,
allow the vehicle to stand a few minutes and repeat
the procedure.
CAUTION: Do not run a vehicle with foamy fluid for
an extended period. This may cause pump damage.
STANDARD PROCEDURE - FLUSHING POWER
STEERING SYSTEM
Flushing is required when the power steering/hydraulic booster system fluid has become contaminated. Contaminated fluid in the steering/booster
system can cause seal deterioration and affect steering gear/booster spool valve operation.
(1) Raise the front end of the vehicle off the
ground until the wheels are free to turn.
(2) Remove the return line from the pump.
NOTE: If vehicle is equipped with a hydraulic
booster remove both return lines from the pump.
PUMP
BR/BE
PUMP (Continued)
(3) Plug the return line port/ports at the pump.
(4) Position the return line/lines into a large container to catch the fluid.
(5) While an assistant is filling the pump reservoir
start the engine.
(6) With the engine running at idle turn the wheel
back and forth.
NOTE: Do not contact or hold the wheel against the
steering stops.
(7) Run a quart of fluid through the system then
stop the engine and install the return line/lines.
(8) Fill the system with fluid and perform Steering
Pump Initial Operation, (Refer to 19 - STEERING/
PUMP - STANDARD PROCEDURE).
(9) Start the engine and run it for fifteen minutes
then stop the engine.
(10) Remove the return line/lines from the pump
and plug the pump port/ports.
(11) Pour fresh fluid into the reservoir and check
the draining fluid for contamination. If the fluid is
still contaminated, disassemble and clean the steering gear and flush the system again.
(12) Install the return line/lines and perform
Steering Pump Initial Operation, (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).
Fig. 3 Pump Mounting 8.0L
1
2
3
4
-
FRONT BRACKET
REAR BRACKET
STEERING PUMP
PULLEY
REMOVAL
REMOVAL - GASOLINE ENGINE
(1) Remove the serpentine drive belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) OR (Refer to 7 - COOLING/ACCESSORY
DRIVE/DRIVE BELTS - REMOVAL).
(2) Remove the hoses from the power steering
pump and cap the fittings.
(3) Remove battery ground cable and unthread
stud from cylinder head, do not remove from bracket.
(4) Loosen upper bracket bolt and remove the
lower bracket to engine block bolts.
(5) Pivot the pump assembly past the coolant tube.
(6) Remove the upper stud and remove upper bolt
from cylinder head.
(7) Remove steering pump and mounting bracket
from engine as an assembly.
(8) Remove the pump pulley with Puller C-4333, to
access pump attaching bolts, (Refer to 19 - STEERING/PUMP/PULLEY - REMOVAL).
(9) Remove the front pump bracket (Fig. 3). On
8.0L engine remove rear pump bracket (Fig. 4).
Fig. 4 Pump Mounting 8.0L
1
2
3
4
-
FRONT BRACKET
REAR BRACKET
STEERING PUMP
PULLEY
19 - 35
19 - 36
PUMP
BR/BE
PUMP (Continued)
REMOVAL - DIESEL ENGINE
(1) Remove and cap steering pump hoses and vacuum pump vacuum line.
(2) Remove the sender unit from engine block and
plug hole in block (Fig. 5).
Fig. 6 Oil
1
2
3
4
5
-
ENGINE BLOCK
LOWER PUMP ASSEMBLY BOLT
STEERING PUMP BRACKET ATTACHING NUT
BATTERY GROUND CABLE
OIL FEED LINE
Fig. 5 Oil Pressure Sending Unit
1
2
3
4
-
OIL PRESSURE SENDER UNIT
ELECTRICAL CONNECTOR
ENGINE BLOCK
STEERING PUMP
(3) Remove the serpentine belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(4) Remove and cap the oil feed line from the bottom of the vacuum pump (Fig. 6).
(5) Remove the lower bolt that attaches the vacuum/steering pump assembly to the engine block.
Remove the nut from the steering pump attaching
bracket (Fig. 6).
(6) Remove upper bolt from the pump assembly
(Fig. 7) and remove the assembly.
(7) Remove the mounting gasket.
(8) Remove the steering pump to vacuum pump
bracket attaching nuts (Fig. 8).
(9) Slide the steering pump from the bracket. Use
care not to damage the internal oil seal in the vacuum pump (Fig. 9).
(10) Remove the two pump body spacers.
Fig. 7 Pump Assembly Upper Bolt
1 - PUMP UPPER BOLT
2 - DRIVE COVER
PUMP
BR/BE
19 - 37
PUMP (Continued)
Fig. 8 Bracket Mounting Nuts
1
2
3
4
5
- VACUUM PUMP
- ATTACHING NUTS
- STEERING PUMP
- PUMP SPACERS
- OIL FEED FITTING
Fig. 9 Steering Pump & Vacuum Pump
1
2
3
4
5
6
7
-
PUMP SHAFT
VACUUM FITTING
VACUUM PUMP DRIVE
OIL SEAL
MOUNTING BRACKET
DRIVE DOG
PUMP SPACERS
INSTALLATION
INSTALLATION - GASOLINE ENGINE
(1) Install the front pump bracket and tighten
bolts to 47 N·m (35 ft. lbs.). On 8.0L engine install
rear pump bracket and tighten nut to 47 N·m (35 ft.
lbs.), tighten bolts to 24 N·m (18 ft. lbs.).
(2) Install the pump pulley with Installer
C-4063–B, (Refer to 19 - STEERING/PUMP/PULLEY
- INSTALLATION).
(3) Install steering pump assembly on the engine
block. Install the upper stud and bolt in bracket.
(4) Pivot the pump down past the coolant tube and
install the lower bolts in bracket.
(5) Tighten the bolts and nut to 41 N·m (30 ft.
lbs.).
(6) Connect the hoses to the pump.
(7) Install the serpentine drive belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION), (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(8) Fill the reservoir with power steering fluid,
(Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
INSTALLATION - DIESEL ENGINE
(1) Install the two pump body spacers.
(2) Rotate the drive gear until the steering pump
and vacuum pump drive dogs align. Install the steering pump onto the vacuum pump bracket. Use care
to avoid damaging the oil seal in the vacuum pump
during installation. The steering pump housing
and spacers must mate completely with the
vacuum pump bracket.
(3) Install the vacuum pump bracket to steering
pump nuts and tighten to 24 N·m (18 ft. lbs.).
(4) Position new gasket on vacuum pump assembly. Use sealer if necessary to retain the gasket.
(5) Align and install the pump assembly on the
engine. Ensure the steering pump stud is inserted
into the block bracket. Tighten the pump- to-engine
block attaching bolts to 77 N·m (57 ft. lbs.).
(6) Install the steering pump to attaching bracket
nut and tighten to 24 N·m (18 ft. lbs.).
(7) Remove plug and install the oil pressure sending unit and electrical connector.
(8) Install the oil feed line to the vacuum pump.
Tighten the oil line connection to 7 N·m (60 in. lbs./ 5
ft. lbs.).
19 - 38
PUMP
BR/BE
PUMP (Continued)
(9) Install the fluid hoses to the power steering
pump. Tighten the pressure fitting at the pump to 31
N·m (23 ft. lbs.).
(10) Install and clamp the hose on the vacuum
pump.
(11) Install the serpentine belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(12) Fill the reservoir with power steering fluid,
(Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
(13) Start the engine and check the operation of
the brakes.
SPECIAL TOOLS
Installer, Power Steering Pulley C-4063–B
PULLEY
REMOVAL
(1) Remove pump assembly.
(2) Remove pulley from pump with Puller C-4333
(Fig. 10).
POWER STEERING PUMP
Analyzer Set, Power Steering Flow/Pressure 6815
Fig. 10 Pulley Removal
1 - POWER STEERING PUMP DRIVE PULLEY
2 - SPECIAL TOOL C-4333
Adapters, Power Steering Flow/Pressure Tester
6893
Puller C-4333
PUMP
BR/BE
19 - 39
PULLEY (Continued)
INSTALLATION
HOSES - PRESSURE
(1) Replace pulley if bent, cracked, or loose.
(2) Install pulley on pump with Installer C-4063-B
(Fig. 11) flush with the end of the shaft. Ensure the
tool and pulley remain aligned with the pump shaft.
DESCRIPTION
The hose consists of two metal ends and rubber
center section that contains a tuning cable.
OPERATION
Power steering pressure line, is used to transfer
high pressure power steering fluid, from the power
steering pump to the power steering gear.
HOSES - RETURN
DESCRIPTION
Power steering return line is a hose which is
clamped at the pump and the gear.
OPERATION
Fig. 11 Pulley Installation
1 - POWER STEERING PUMP DRIVE PULLEY
2 - SPECIAL TOOL C-4063–B
(3) Install pump assembly.
(4) With Serpentine Belts; Run engine until warm
(5 min.) and note any belt chirp. If chirp exists, move
pulley outward approximately 0.5 mm (0.020 in.). If
noise increases, press on 1.0 mm (0.040 in.). Be
careful that pulley does not contact mounting
bolts.
Power steering return line, is used to transfer low
pressure power steering fluid, from the power steering gear to the power steering pump.
19 - 40
LINKAGE - 2WD
BR/BE
LINKAGE - 2WD
TABLE OF CONTENTS
page
LINKAGE - 2WD
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - LUBRICATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
..
.
..
..
.
.
.
.
.
.
.
.
. 40
. 40
. 40
. 41
page
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 41
SPECIAL TOOLS
STEERING LINKAGE . . . . . . . . . . . . . . . . . . . 41
LINKAGE - 2WD
STANDARD PROCEDURE - LUBRICATION
DESCRIPTION
Periodic lubrication of the idler arm is required.
Refer to Lubrication And Maintenance for the recommended maintenance schedule.
Light duty (LD) and heavy duty (HD) steering linkage is used with IFS suspensions. The linkage is
comprised of a idler arm, pitman arm, center link
and tie rod ends. Heavy duty linkage is used on 8800
and 10500 lb. GVW vehicles.
CAUTION: If any steering components are replaced
or serviced an alignment must be performed.
NOTE: When servicing the steering linkage, use
care to avoid damaging ball stud seals. Use Puller
C-3894–A or an appropriate puller to remove tie rod
ends (Fig. 1).
REMOVAL
(1) Remove the nut from the tie-rod.
(2) Remove the tie-rod end ball studs from the
steering knuckles with an appropriate puller.
(3) Remove inner tie-rod ends from center link.
(4) Remove idler arm stud from center link with
an appropriate puller. Remove the idler arm bolt
from frame bracket.
(5) Remove pitman arm ball stud from center link.
(6) Mark the pitman arm and shaft positions for
installation reference. Remove pitman arm with
Puller C-4150A (Fig. 2).
Fig. 1 Tie Rod End
1
2
3
4
5
- CLAMP
- ADJUSTMENT SLEEVE
- PULLER TOOL C-3894–A
- SEAL
- TIE-ROD END
Fig. 2 Pitman Arm
1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
3 - WRENCH
LINKAGE - 2WD
BR/BE
19 - 41
LINKAGE - 2WD (Continued)
INSTALLATION
(1) Position idler arm on the frame bracket and
tighten the bolt to specification.
(2) Center steering gear to alignment marks and
install pitman arm.
(3) Install the lock washer and retaining nut on the
pitman shaft. Tighten the nut to 251 N·m (185 ft. lbs.).
(4) Install center link to ball studs and tighten
retaining nuts to specification.
(5) Install tie-rod ends into center link and tighten
the nuts to 88 N·m (65 ft. lbs.). Install new nuts.
(6) Install tie-rod ends into steering knuckles and
tighten nuts to 108 N·m (80 ft. lbs.).
(7) Remove the supports and lower the vehicle to
the surface. Center steering wheel and adjust toe,
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT STANDARD PROCEDURE).
NOTE: Position the clamp on the sleeve so retaining bolt is located on the bottom side of the sleeve.
(8) After adjustment, tighten the tie-rod adjustment sleeve clamp bolt to 61 N·m (45 ft. lbs.).
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Pitman Arm
Gear Nut
250
185
—
Pitman Arm
Center Link Nut
115
85
—
Idler Arm
Mounting Bolts
271
200
—
Idler Arm
Center Link Nut
88
65
—
Tie Rod
Knuckle Nut
108
80
—
Tie Rod
Center Link Nut
88
65
—
Tie Rod
Adjuster Clamp
61
45
—
SPECIAL TOOLS
STEERING LINKAGE
Puller Tie Rod C-3894-A
Remover Ball Stud MB-991113
Remover Pitman C-4150A
19 - 42
LINKAGE - 4WD
BR/BE
LINKAGE - 4WD
TABLE OF CONTENTS
page
LINKAGE - 4WD
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - LUBRICATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
..
.
..
..
.
.
.
.
.
.
.
.
page
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 43
SPECIAL TOOLS
STEERING LINKAGE . . . . . . . . . . . . . . . . . . . 44
. 42
. 42
. 42
. 43
LINKAGE - 4WD
DESCRIPTION
The steering linkage is comprised of a tie rod end,
tie rod, drag link, steering damper and pitman arm
(Fig. 1).
Fig. 2 Tie Rod End
1
2
3
4
5
Fig. 1 Steering Linkage
1
2
3
4
5
6
-
DRAG LINK
PITMAN ARM
STEERING GEAR
TIE ROD END
TIE ROD
DAMPER
CAUTION: If any steering components are replaced
or serviced an alignment must be performed.
NOTE: To avoid damaging ball stud seals, use
Puller C-3894–A or an appropriate puller to remove
tie rod ends (Fig. 2).
- CLAMP
- ADJUSTMENT SLEEVE
- PULLER TOOL C-3894–A
- SEAL
- TIE-ROD END
STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the steering system components is required. Refer to Lubrication And Maintenance for the recommended maintenance schedule.
The following components must be lubricated:
• Tie rod
• Tie rod end
• Drag link
REMOVAL
(1) Remove steering damper mounting nuts and
bolts and remove damper.
(2) Remove tie rod nuts.
(3) Remove tie rod from drag link and left knuckle
with Puller C-4150A.
(4) Remove drag and nuts.
(5) Remove drag link from right knuckle and pitman arm with Puller C-4150A.
LINKAGE - 4WD
BR/BE
19 - 43
LINKAGE - 4WD (Continued)
(6) Mark the pitman arm and shaft positions for
installation reference. Remove the nut and washer
from the pitman arm. Remove the pitman arm with
Puller C-4150A.
INSTALLATION
(1) Align reference marks and install pitman arm.
(2) Install the lock washer and retaining nut on
the pitman shaft and tighten nut to 251 N·m (185 ft.
lbs.).
(3) Install drag link to the pitman arm. Install the
nut and tighten to 108 N·m (80 ft. lbs.).
(4) Install drag link to the right steering knuckle.
Install the nut and tighten to 88 N·m (65 ft. lbs.).
(5) Install tie rod to the left steering knuckle and
drag link. Install the nuts and tighten to 108 N·m
(80 ft. lbs.).
(6) Install steering damper on the axle. Tighten
nut to 95 N·m (75 ft. lbs.).
(7) Install steering damper on the tie rod. Tighten
nut to 81 N·m (60 ft. lbs.).
(8) Remove the supports and lower the vehicle to
the surface. Center steering wheel and adjust toe,
refer to Group 2 Suspension.
(9) After adjustment tighten tie rod adjustment
sleeve clamp bolts to 61 N·m (45 ft. lbs.).
NOTE: Position the clamp on the sleeve so retaining bolt is located on the bottom side of the sleeve.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Pitman Arm
Gear Shaft
251
185
—
Drag Link
Pitman Arm
108
80
—
Drag Link
Tie Rod
88
65
—
Drag Link
Adjuster Clamp
61
45
—
Tie Rod End
Knuckle
108
80
—
Tie Rod End
Adjuster Clamp
61
45
—
Steering Damper
Axle
95
70
—
Steering Damper
Tie Rod
81
60
—
19 - 44
LINKAGE - 4WD
BR/BE
LINKAGE - 4WD (Continued)
SPECIAL TOOLS
STEERING LINKAGE
Remover Pitman C-4150A
Remover Ball Stud MB-991113
Puller Tie Rod C-3894-A
TRANSMISSION AND TRANSFER CASE
BR/BE
21 - 1
TRANSMISSION AND TRANSFER CASE
TABLE OF CONTENTS
page
page
MANUAL - NV4500 . . . . . . . . . . . . . . . . . . . . . . . . 1
MANUAL - NV5600 . . . . . . . . . . . . . . . . . . . . . . . 46
AUTOMATIC TRANSMISSION - 46RE . . . . . . . . . 87
AUTOMATIC TRANSMISSION - 47RE . . . . . . . . 259
TRANSFER CASE - NV241LD . . . . . . . . . . . . . . 430
TRANSFER CASE - NV241HD
. . . . . . . . . . . . . 465
MANUAL - NV4500
TABLE OF CONTENTS
page
page
MANUAL - NV4500
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING
................3
REMOVAL
.............................4
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 20
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 37
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 38
SPECIAL TOOLS
. . . . . . . . . . . . . . . . . . . . . . . 38
ADAPTER HOUSING SEAL - NV4500
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
EXTENSION HOUSING SEAL - NV4500
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SHIFT MECHANISM - NV4500
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SHIFT COVER - NV4500
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
MANUAL - NV4500
the mainshaft. The mainshaft gears are all supported
on caged type roller bearings. Drive gear thrust reaction is controlled by a needle type thrust bearing.
The bearing is located at the forward end of the
mainshaft.
The transmission is a top loader style. The shift
lever is located in a shifter tower which is bolted to
the shift cover and operates the shift forks and rails
directly. The shift forks and rails are all located
within the aluminum cover which is bolted to the top
of the gear case.
DESCRIPTION
The NV4500 is a five speed constant mesh manual
transmission (Fig. 1). All gear ranges including
reverse are synchronized. Fifth gear is an overdrive
range. The transmission has a cast iron gear case
and aluminum shift cover.
Two versions are used, a standard duty for 5.9L
applications and a heavy duty for V10 and Cummins
diesel applications. Main differences are the larger
diameter input shaft, output shaft and mainshaft
fifth gear in the heavy duty model.
Tapered roller bearings support the drive gear,
mainshaft and countershaft in the gear case. Roller
bearings in the drive gear support the forward end of
. . . . . . . . . 42
. . . . . . . . . 42
. . . . . . . . . 42
. . . . . . . . . 42
. . . . . . . . . 43
. . . . . . . . . 44
. . . . . . . . . 45
. . . . . . . . . 45
SHIFT PATTERN
The shift pattern is in a modified H pattern (Fig.
2). Overdrive fifth and reverse gears are in line and
outboard of the first through fourth gear positions.
21 - 2
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 1 NV4500 Manual Transmissions
Fig. 2 NV4500
MANUAL - NV4500
BR/BE
21 - 3
MANUAL - NV4500 (Continued)
GEAR RATIOS
GEAR
RATIO
FIRST
5.61:1
SECOND
3.04:1
THIRD
1.67:1
FOURTH
1.00:1
FIFTH
0.75:1
REVERSE
5.04:1
IDENTIFICATION
The transmission identification tag is attached to
the driver side PTO cover (Fig. 3).
The tag provides the transmission model number,
build date and part number. Be sure to reinstall the
I.D. tag if removed during service. The information
on the tag is essential to correct parts ordering.
The driver selects a particular gear by moving the
shift lever to the desired gear position. This movement moves the internal transmission shift components to begin the shift sequence. As the shift lever
moves the selected shift rail, the shift fork attached
to that rail begins to move. The fork is positioned in
a groove in the outer circumference of the synchronizer sleeve. As the shift fork moves the synchronizer
sleeve, the synchronizer begins to speed-up or slow
down the selected gear (depending on whether we are
up-shifting or down-shifting). The synchronizer does
this by having the synchronizer hub splined to the
mainshaft, or the countershaft in some cases, and
moving the blocker ring into contact with the gear’s
friction cone. As the blocker ring and friction cone
come together, the gear speed is brought up or down
to the speed of the synchronizer. As the two speeds
match, the splines on the inside of the synchronizer
sleeve become aligned with the teeth on the blocker
ring and the friction cone and eventually will slide
over the teeth, locking the gear to the mainshaft, or
countershaft, through the synchronizer.
DIAGNOSIS AND TESTING
LOW LUBRICANT LEVEL
Fig. 3 Identification Tag Location
1 - PTO COVER
2 - I.D. TAG
OPERATION
The manual transmission receives power through
the clutch assembly from the engine. The clutch disc
is splined to the transmission input shaft and is
turned at engine speed at all times that the clutch is
engaged. The input shaft is connected to the transmission countershaft through the mesh of fourth
speed gear on the input shaft and the fourth countershaft gear. At this point all the transmission gears
are spinning.
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill or an incorrect lubricant level check. A correct lubricant level
check can only be made when the vehicle is level.
Also allow the lubricant to settle for a minute or so
before checking. These recommendations will ensure
an accurate check and avoid an underfill or overfill
condition. Always check the lubricant level after any
addition of fluid to avoid an incorrect lubricant level
condition.
Leaks can occur at the mating surfaces of the gear
case, adaptor or extension housing, or from the front/
rear seals. A suspected leak could also be the result
of an overfill condition. Leaks at the rear of the
extension or adapter housing will be from the housing oil seals. Leaks at component mating surfaces
will probably be the result of inadequate sealer, gaps
in the sealer, incorrect bolt tightening or use of a
non-recommended sealer. A leak at the front of the
transmission will be from either the front bearing
retainer or retainer seal. Lubricant may be seen dripping from the clutch housing after extended operation. If the leak is severe, it may also contaminate
the clutch disc causing the disc to slip, grab and or
chatter.
21 - 4
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants. The consequence of using non-recommended lubricants is
noise, excessive wear, internal bind and hard shifting. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indications of component damage are usually hard shifting and noise.
Component damage, incorrect clutch adjustment or
damaged clutch pressure plate or disc are additional
probable causes of increased shift effort. Incorrect
adjustment or a worn/damaged pressure plate or disc
can cause incorrect release. If clutch problem is
advanced, gear clash during shifts can result. Worn
or damaged synchro rings can cause gear clash when
shifting into any forward gear. In some new or
rebuilt transmissions, new synchro rings may tend to
stick slightly causing hard or noisy shifts. In most
cases this condition will decline as the rings wear-in.
Fig. 4 Drain Bolt
1 - PTO COVER
2 - DRAIN BOLT
3 - FILL PLUG
TWO WHEEL DRIVE
Most manual transmissions make some noise during normal operation. Rotating gears generate a mild
whine that is audible, but generally only at extreme
speeds. Severe highly audible transmission noise is
generally the initial indicator of a lubricant problem.
Insufficient, improper or contaminated lubricant
will promote rapid wear of gears, synchros, shift
rails, forks and bearings. The overheating caused by
a lubricant problem, can also lead to gear breakage.
(1) Remove nuts/bolts attaching transmission to
rear mount.
(2) Support and secure transmission with safety
chains to a transmission jack.
(3) Remove rear crossmember.
(4) Remove clutch slave cylinder bolts and move
cylinder aside for clearance.
(5) Remove transmission harness wires from clips
on transmission shift cover.
(6) Remove transmission to clutch housing bolts.
(7) Slide transmission and jack rearward until
input shaft clears clutch housing.
(8) Lower transmission jack and remove transmission from under vehicle.
REMOVAL
FOUR WHEEL DRIVE
(1) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove shift boot screws from floorpan and
slide boot upward on the shift lever.
(4) Remove shift lever extension from shift tower
and lever assembly.
(5) Remove shift tower bolts holding tower to isolator plate and transmission shift cover.
(6) Remove shift tower and isolator plate from
transmission shift cover.
(7) Raise and support vehicle.
(8) Remove skid plate, if equipped.
(9) Mark propeller shaft and axle yokes for installation reference and remove shaft/shafts.
(10) Remove exhaust system Y-pipe.
(11) Disconnect speed sensor and backup light
switch connectors.
(12) Support engine with safety stand and a wood
block.
(13) If transmission is to be disassembled for,
remove drain bolt at bottom of PTO cover and drain
lubricant (Fig. 4).
(1) Disconnect transfer case shift linkage at transfer case range lever. Then remove transfer case shift
mechanism from transmission (Fig. 5).
(2) Support and secure transfer case to transmission jack with safety chains.
(3) Remove transfer case mounting nuts.
(4) Move transfer case rearward until input gear
clears transmission mainshaft.
(5) Lower transfer case assembly and move it from
under vehicle.
(6) Support and secure transmission with safety
chains to a transmission jack.
(7) Remove transmission harness from retaining
clips on transmission shift cover.
(8) Remove bolts/nuts attaching transmission
mount to rear crossmember.
(9) Remove rear crossmember.
(10) Remove clutch slave cylinder splash shield, if
equipped.
TRANSMISSION NOISE
MANUAL - NV4500
BR/BE
21 - 5
MANUAL - NV4500 (Continued)
Fig. 5 Transfer Case Shift Mechanism-Typical
1 - TRANSMISSION
2 - TRANSFER CASE SHIFT MECHANISM
(11) Loosen clutch slave cylinder attaching nuts
until cylinder piston rod is clear of release lever. This
reduces pressure on lever and release bearing making transmission removal/installation easier. Cylinder
does not have to be removed completely.
(12) Remove transmission bolts from clutch housing.
(13) Move transmission rearward until input shaft
clears clutch disc and release bearing.
(14) Lower transmission and remove it from under
vehicle.
Fig. 6 Extension/Adapter Housing Bolts
1 - EXTENSION HOUSING
2 - BOLTS (8)
DISASSEMBLY
EXTENSION/ADAPTER HOUSING
(1) Raise and support vehicle.
(2) Remove rear propeller shaft.
(3) Support transmission with a transmission jack.
(4) Remove engine rear support.
(5) Remove transfer case, if equipped.
(6) Remove bolts attaching extension/adapter housing to gear case (Fig. 6).
(7) Remove extension/adapter housing (Fig. 7).
There is one alignment dowel in the gear case and
one in the extension/adapter housing.
(8) Remove rubber spline seal from end of mainshaft (Fig. 8). The seal is used to prevent lubricant
loss during shipping and does not have to be replaced
if damaged.
FIFTH GEAR NUT
(1) Remove extension/adapter housing.
(2) Loosen fifth gear clamp nut clamping screw
approximately 1 1/2 turns.
Fig. 7 Extension/Adapter Housing
1 - GEAR CASE
2 - EXTENSION HOUSING
(3) Install nut Wrench 6743 on fifth gear nut (Fig.
9).
NOTE: Wrench only fits one way on nut. Make sure
wrench is fully engaged in nut slots and is not
cocked.
21 - 6
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
FIFTH GEAR
(1) Remove roll pins that secure countershaft fifth
gear shift fork to shift rail with pin punch (Fig. 10).
Drive roll pins are out from the bottom of fork.
Fig. 8 Mainshaft Spline Seal
1 - MAINSHAFT
2 - RUBBER SPLINE SEAL
(4) Install splined Socket 6993 4X2 Socket 6984
4X4 to retain mainshaft while removing the fifth
gear nut.
(5) Install breaker bar in socket wrench (Fig. 9)
NOTE: Wedge breaker bar handle against workbench. Purpose of socket wrench and breaker bar
is to prevent mainshaft from turning while nut is
loosened.
(6) Remove fifth gear nut, then remove belleville
washer from mainshaft.
Fig. 9 Fifth Gear Nut
1 - WRENCH 6443 OR 6743
2 - FIFTH GEAR NUT
3 - SPLINE SOCKET 6993 OR 6984
Fig. 10 Fifth Gear Shift Fork Roll Pins
1 - FORK ROLL PINS
2 - FIFTH GEAR SHIFT FORK
(2) Remove fifth gear clutch hub and gear snap
ring on countershaft (Fig. 11).
(3) Remove countershaft fifth gear clutch gear and
stop ring.
(4) Remove fifth gear shift fork and gear assembly.
Remove assembly by tapping fork off rail with plastic
mallet.
(5) Remove fifth gear shift fork from sleeve.
(6) Remove sleeve, struts and strut springs from
countershaft fifth gear hub, if necessary.
Fig. 11 Countershaft Fifth Gear Clutch Gear Snap
Ring
1 - CLUTCH GEAR RING
2 - FIFTH SYNCHRO CLUTCH GEAR
BR/BE
MANUAL - NV4500
21 - 7
MANUAL - NV4500 (Continued)
(7) Remove countershaft fifth gear needle bearing
assembly (Fig. 12).
(8) Remove cone shaped rear bearing thrust
washer from end of countershaft (Fig. 13). Note position of washer and washer bore notch for locating pin
for assembly reference.
(9) Remove and retain thrust washer locating pin
from countershaft.
Fig. 14 First Puller Jaw On Mainshaft Fifth
(Overdrive) Gear
1 - MAINSHAFT FIFTH GEAR
2 - JAWS 6459 OR 6820
3 - MAINSHAFT
Fig. 12 Countershaft Fifth Gear Needle Bearing
(13) Slide assembled puller flange and rods onto
output shaft. Then seat flange in notch of puller jaw
(Fig. 15).
1 - FIFTH GEAR NEEDLE BEARING
2 - COUNTERSHAFT
Fig. 15 Seating Puller Flange In First Puller
1 - JAWS 6459 or 6820
2 - PULLER FLANGE 6444-1
Fig. 13 Countershaft Rear Bearing Thrust Washer
1 - THRUST WASHER
(CONE SHAPED)
2 - THRUST WASHER PIN
(10) Remove mainshaft overdrive fifth gear with
Puller Tool Set 6444.
(11) Position first Puller Jaw 6459 or 6820 on gear
(Fig. 14).
(12) Assemble Puller Flange 6444-1 and Puller
Rods 6444-3 4X2 or 6444-4 4X4 vehicles (Fig. 15).
(14) Position second puller jaw on gear and in
notch of puller flange (Fig. 16).
(15) Slide Retaining Collar 6444-8 over puller jaws
to hold them in place (Fig. 16).
(16) Install Puller and Bolt 6444 on puller rods.
Then secure puller to rods with retaining nuts (Fig.
17).
(17) Tighten puller bolt to remove gear from shaft
splines (Fig. 17).
21 - 8
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 16 Retaining Collar Over Puller Jaws
1 - JAWS 6459 or 6820
2 - COLLAR 6444-8
Fig. 18 Mainshaft Fifth Gear Bearing Plate, Bearing
Shims And Rear Bearing Cup
1
2
3
4
-
MAINSHAFT REAR BEARING CUP
BEARING SHIMS
BEARING PLATE
FIFTH GEAR
Fig. 19 Front Bearing Retainer
1 - DRIVE GEAR
2 - FRONT BEARING RETAINER
(2) Lightly tapping retainer back and forth with
plastic mallet. Then rock retainer back and forth by
hand to work it out of gear case.
Fig. 17 Fifth Gear From Mainshaft Splines
1
2
3
4
5
6
-
COLLAR 6444-8
JAWS 6459 OR 6820
BOLT 6444
WRENCH
MAINSHAFT
PULLER FLANGE 6444-1
(18) Remove mainshaft rear bearing plate bolts
and remove fifth gear plate end play shims and bearing cup (Fig. 18).
FRONT RETAINER
(1) Remove and discard front bearing retainer
bolts (Fig. 19). Do not reused retainer bolts.
NOTE: Retainer flange extends into transmission
case and is a snug fit.
(3) Remove front retainer seal by (Fig. 20) collapsing one side of seal then prying it out.
(4) To remove front retainer bearing cup, assemble
Puller Flange 6444-1 and Puller Rods 6444-4 (Fig.
21).
(5) Insert Puller Jaws 6453-1 in puller flange (Fig.
21). Narrow lip of puller jaws will go under bearing
cup.
(6) Install Disc C-4487-1 into bearing retainer on
heavy duty transmissions for Insert 6453-2 to rest
upon.
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 22 Puller Tools In Front Retainer
1 - INSERT 6453-2
2 - FRONT RETAINER
3 - JAWS 6453-1
Fig. 20 Bearing Retainer Seal
1 - SEAL
2 - FRONT BEARING RETAINER
Fig. 21 Puller Rods, Flange And Jaws
1 - RODS 6444-4
2 - FLANGE 6444-1
3 - JAWS 6453-1
(7) Install assembled tools in front retainer (Fig.
22) with puller jaws seated under bearing cup.
(8) Place Insert Tool 6453-2 in center of puller
jaws, to hold puller jaws in place (Fig. 22).
(9) Install Puller 6444 on puller rods (Fig. 23) and
install retaining nuts on puller rods.
(10) Tighten puller bolt to draw bearing cup out of
retainer (Fig. 23).
Fig. 23 Bearing Cup Puller
1
2
3
4
5
-
WRENCH
INSERT 6453-2
FRONT RETAINER
PULLER 6444
WRENCH
21 - 9
21 - 10
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
DRIVE GEAR
(1) Remove drive gear (Fig. 24).
(2) Remove pilot bearing from drive gear (Fig. 25).
(3) Remove tapered bearing from drive gear with
Puller Flange 6444-1 and Puller Rods 6444-6 (Fig.
26). Then position first Puller Jaw 6447 on bearing
(4) Slide assembled puller flange and rod tools
onto input shaft. Then seat flange in notch of puller
jaw.
(5) Position second Puller Jaw 6447 on gear and in
notch of puller flange.
(6) Slide Retaining Collar 6444-8 over puller jaws
to hold them in place.
(7) Install Puller 6444 on puller rods then install
retaining nuts.
(8) Tighten puller bolt to remove bearing cone
from drive gear.
Fig. 24 Drive Gear
1 - MAINSHAFT
2 - DRIVE GEAR
Fig. 26 Front Bearing Puller
Fig. 25 Pilot Bearing
1 - DRIVE GEAR
2 - MAINSHAFT PILOT BEARING
1
2
3
4
5
6
-
PULLER 6444
RODS 6444-6
JAWS 6447
COLLAR 6444-8
FLANGE 6444-1
DRIVE GEAR
MANUAL - NV4500
BR/BE
21 - 11
MANUAL - NV4500 (Continued)
MAINSHAFT AND GEARTRAIN
(1) Move 1-2 and 3-4 synchro sleeves into neutral.
(2) Remove drive gear thrust bearing from forward
end of mainshaft (Fig. 27).
(6) Grasp mainshaft rear splines, then turn spline
end of mainshaft counterclockwise to rotate shaft and
geartrain out of case. Tilt mainshaft outward and
removed from case.
Fig. 27 Drive Gear Thrust Bearing
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING
(3) Remove fourth gear clutch gear and synchro
stop ring from mainshaft (Fig. 28).
Fig. 29 Mainshaft And Geartrain
1 - MAINSHAFT AND CASE
REVERSE IDLER AND COUNTERSHAFT
(1) Remove countershaft rear bearing plate (Fig.
30).
Fig. 28 Fourth Gear Clutch Gear Stop Ring
1 - FOURTH GEAR SYNCHRO STOP RING
2 - FOURTH SPEED CLUTCH GEAR
(4) Roll gear case onto left side (Fig. 29).
(5) To remove mainshaft assembly (Fig. 29) lift
front end of mainshaft slightly.
NOTE: Handling mainshaft carfully because gears
are lose on the mainshaft.
Fig. 30 Countershaft Rear Bearing Plate
1 - REAR BEARING PLATE
2 - COUNTERSHAFT
21 - 12
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(2) Remove countershaft end play shim and rear
bearing cup (Fig. 31).
Fig. 33 Idler Gear Moved Away From Countershaft
Fig. 31 Countershaft End Play Shim And Rear
Bearing Cup
1 - REVERSE IDLER GEAR
2 - COUNTERSHAFT
1 - COUNTERSHAFT REAR BEARING CUP
2 - END PLAY SHIM
(3) Remove reverse idler shaft (Fig. 32).
Fig. 34 Reverse Idler Gear
1 - REVERSE IDLER GEAR
2 - DRIVE GEAR BORE
Fig. 32 Reverse Idler Shaft
1 - REVERSE IDLER SHAFT
(4) Rotate countershaft outward and push reverse
idler gear away from countershaft and toward front
of case (Fig. 33).
(5) Remove idler gear (Fig. 34).
(6) Keep reverse idler gear bearings and spacer
together (Fig. 35). Insert idler shaft through gear and
bearings to keep them in place.
Fig. 35 Idler Gear Components
1 - BEARINGS
2 - REVERSE IDLER GEAR
MANUAL - NV4500
BR/BE
21 - 13
MANUAL - NV4500 (Continued)
(7) Remove idler gear thrust washers from gear
case. Install washers on idler shaft to keep them
together for cleaning and inspection.
(8) To remove countershaft rear bearing ,assemble
Puller Flange 6444-1 and Puller Rods 6444-4 (Fig.
36).
NOTE: Shaft cannot be removed from case until
rear bearing has been removed.
(9) Position first Puller Jaw 6449 on bearing cone
(10) Seat puller flange in notch of puller jaw just
installed on bearing cone
(11) Install second Puller Jaw 6449 on bearing and
in notch of puller flange
(12) Slide Retaining Collar 6444-8 over puller jaws
to hold them in place
NOTE: Retaining collar has small lip on one end
and only fits one way over jaws.
(13)
puller
(14)
shaft.
puller
Install Puller 6444 on puller rods, then secure
to rods with retaining nuts
Tighten puller bolt to remove bearing from
If bearing is exceptionally tight, tap end of
bolt with copper mallet to help loosen bearing.
Fig. 37 Countershaft And Case
1 - COUNTERSHAFT
(20) Slide Retaining Collar 6444-8 over puller jaws
to hold them in place
NOTE: Retaining collar has small lip on one end
and only fits one way over jaws.
(21) Install puller bridge and bolt assembly 6444
on puller bolts and install retaining nuts
(22) Tighten puller bolt to remove bearing from
shaft. If bearing is exceptionally tight, tap end of
puller bolt with mallet to help loosen bearing.
Fig. 36 Countershaft Rear Bearing
1
2
3
4
-
COLLAR 6444-8
JAWS 6449
PULLER 6444
WRENCH
Fig. 38 Countershaft Front Bearing
(15) Remove bearing puller tools then rotate countershaft out of gear case (Fig. 37).
(16) ToRemove countershaft front bearing, assemble Puller Flange 6444-1 and Puller Bolts 6444-4
(Fig. 38).
(17) Position first Puller Jaw 6451 on bearing.
(18) Seat puller flange in notch of puller jaw.
(19) Install second Puller Jaw 6451 on bearing and
in notch of puller flange.
1
2
3
4
-
JAWS 6451
COLLAR 6444-8
PULLER 6444
FLANGE 6444-1
(23) Remove bearing puller tools.
21 - 14
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
GEAR CASE
(1) Remove countershaft front bearing cap with
hammer (Fig. 39).
Fig. 39 Countershaft Front Bearing Cap
1 - HAMMER
2 - BEARING CAP
(2) Remove countershaft front bearing cup with
Remover 6454 and Handle C-4171 (Fig. 40).
Fig. 41 Shift Lug Roll Pin
1
2
3
4
5
-
PUNCH
30° BEND
PIN PUNCH MODIFICATION
SHIFT LUG
SHIFT RAIL
MAINSHAFT
NOTE: Gear and synchro components can be
installed backwards. Paint or scriber gear and synchro components for installation reference. Then
stack geartrain parts in order of removal.
Fig. 40 Countershaft Front Bearing Cup
1 - REMOVER 6454
2 - HANDLE C-4171
(3) Remove roll pin that secures shift lug on shift
rail in case (Fig. 41). A small pin punch can be modified by putting a slight bend in it to drive pin completely out of shift rail (Fig. 41).
(4) Remove shift lug rail.
(1) Remove drive gear thrust bearing from end of
mainshaft, if not previously removed.
(2) Remove 3-4 synchro hub, third gear stop ring
and third gear as an assembly (Fig. 42).
(3) Remove third gear bearing from mainshaft
(Fig. 43).
(4) Remove third gear bearing spacer (Fig. 44).
(5) Remove second gear thrust washer snap ring
from mainshaft (Fig. 44).
MANUAL - NV4500
BR/BE
21 - 15
MANUAL - NV4500 (Continued)
Fig. 44 Snap Ring And Third Gear Bearing Spacer
1 - SECOND GEAR THRUST WASHER
2 - THRUST WASHER SNAP RING
3 - THIRD GEAR BEARING SPACER
(6) Remove second gear thrust washer (Fig. 45).
Note washer notch for locating pin.
(7) Remove thrust washer locating pin (Fig. 46)
with needle nose pliers.
Fig. 42 Third Gear, Stop Ring, And 3-4 Hub
1 - THIRD GEAR
2 - THIRD GEAR STOP RING
3 - 3-4 SYNCHRO HUB
Fig. 45 Second Gear Thrust Washer
1 - SECOND GEAR
2 - THRUST WASHER
3 - SECOND GEAR BEARING
(8) Remove second gear (Fig. 47).
(9) Remove second gear bearing (Fig. 48).
Fig. 43 Third Gear Bearing
1 - THIRD GEAR NEEDLE BEARING
21 - 16
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(10) Remove second gear clutch cone snap ring
from mainshaft synchro hub groove (Fig. 49).
Fig. 46 Thrust Washer Locating Pin
1 - THRUST WASHER LOCATING PIN
Fig. 49 Second Gear Clutch Cone Snap Ring
1 - 1-2 SLEEVE
2 - SNAP RING
3 - SECOND GEAR CLUTCH CONE
(11) Remove second gear clutch cone, synchro
clutch ring and synchro stop ring (Fig. 50).
Fig. 47 Second Gear
1 - SECOND GEAR
Fig. 50 Second Gear Clutch Cone And Ring
1
2
3
4
Fig. 48 Second Gear Bearing
1 - SECOND GEAR NEEDLE BEARING
-
1-2 SLEEVE AND HUB
SYNCHRO STOP RING
CLUTCH RING
SECOND GEAR CLUTCH CONE
(12) Remove 1-2 synchro hub snap ring (Fig. 51).
(13) Remove 1-2 synchro sleeve, hub, struts and
springs as an assembly (Fig. 52). Note tapered side of
sleeve also goes toward front. Do not disassemble
synchro components unless worn or damaged.
(14) Remove first gear synchro stop ring and
clutch ring (Fig. 53).
BR/BE
MANUAL - NV4500
21 - 17
MANUAL - NV4500 (Continued)
(15) Remove first gear clutch cone front snap ring
from mainshaft hub (Fig. 54).
Fig. 51 1-2 Sleeve And Hub Snap Ring
1 - 1-2 HUB SNAP RING
2 - 1-2 SLEEVE AND HUB
Fig. 54 First Gear Clutch Gear Front Snap Ring
1 - FIRST SPEED CLUTCH GEAR
2 - CLUTCH GEAR SNAP RING (FRONT)
(16) Remove first gear clutch cone (Fig. 55).
(17) Remove first gear clutch gear rear snap ring
from mainshaft hub (Fig. 55). Do not remove this
snap ring unless mainshaft is to be replaced.
Fig. 52 1-2 Synchro Sleeve And Hub
1 - 1-2 SLEEVE AND HUB
Fig. 55 First Gear Clutch Gear
1 - CLUTCH GEAR SNAP RING (REAR)
2 - FIRST SPEED CLUTCH GEAR
Fig. 53 First Gear Stop And Clutch Ring
1 - FIRST GEAR CLUTCH RING
2 - FIRST GEAR STOP RING
(18) To remove mainshaft rear bearing, assemble
Puller Flange 6444-1 and Puller Rods 6444-3 for 4X2
or 6444-4 for 4X4 (Fig. 56).
(19) Position the first Puller Jaw 6445 on the bearing cone.
(20) Seat Puller Flange 6444-1 in notch of first
puller jaw.
(21) Install the second Puller Jaw 6445 on the
bearing cone and puller flange.
21 - 18
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 56 Mainshaft Rear Bearing Puller
1
2
3
4
-
REAR BEARING
FLANGE 6444-1
JAW 6445
COLLAR 6444-8
(22) Install Puller 6444 on the puller rods and
secure with nuts.
(23) Hold hex portion of Puller 6444 a wrench (Fig.
57) and tighten screw.
(24) Remove bearing puller tools and rear mainshaft bearing from output shaft.
(25) Remove reverse gear thrust washer (Fig. 58).
(26) Remove reverse gear and synchro components
as assembly (Fig. 59). Do not disassemble synchro
components unless they are damaged. If synchro
sleeve or struts require service, mark position of
sleeve on hub before removal. Correct sleeve position
is important as sleeve can be installed backwards
causing shift problems.
5
6
7
8
-
MAINSHAFT
PULLER 6444
RODS 6443-3 OR 6444-4
JAW 6445
(27) Remove reverse gear bearing assembly from
mainshaft (Fig. 59).
(28) Remove reverse gear bearing spacer from
mainshaft (Fig. 60).
(29) Remove reverse clutch gear snap ring (Fig.
60). Tension of this snap ring is considerable. Heavy
duty snap ring pliers will be required to spread the
ring far enough to remove it.
MANUAL - NV4500
BR/BE
21 - 19
MANUAL - NV4500 (Continued)
Fig. 59 Reverse Gear, Bearing, And Stop Ring
1
2
3
4
-
FIRST GEAR
REVERSE GEAR ASSEMBLY
BEARING ASSEMBLY
STOP RING
Fig. 57 Mainshaft Rear Bearing
1
2
3
4
5
6
7
8
-
JAWS 6445
COLLAR 6444-8
FLANGE 6444-1
MAINSHAFT
PULLER 6444
TIGHTENING WRENCH
HOLDING WRENCH
RODS 6444-3 OR 6444-4
Fig. 60 Reverse Gear Bearing Spacer And First Gear
Snap Ring
1 - CLUTCH GEAR SNAP RING
2 - REVERSE GEAR BEARING SPACER
Fig. 58 Reverse Gear Thrust Washer
1 - REVERSE GEAR
2 - THRUST WASHER
(30) Remove reverse clutch gear (Fig. 61).
(31) Remove first gear from bearing and mainshaft
(Fig. 62).
(32) Remove first gear bearing from mainshaft
(Fig. 63).
21 - 20
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
CLEANING
Clean the gears, shafts, shift components and transmission housings with a standard parts cleaning solvent. Do not use acid or corrosive base solvents. Dry
all parts except bearings with compressed air.
Clean the shaft bearings with a mild solvent such
as Mopar degreasing solvent, Gunk or similar solvents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry or wipe them dry
with clean shop towels.
INSPECTION
Fig. 61 Reverse Clutch Gear
1 - REVERSE CLUTCH GEAR
Fig. 62 First Gear
1 - FIRST GEAR
Fig. 63 First Gear Bearing
1 - MAINSHAFT
2 - FIRST GEAR BEARING
NOTE: Minor corrosion, nicks, or pitting can be
smoothed with 400 grit emery and polished out with
crocus cloth.
Inspect the reverse idler gear, bearings, shaft and
thrust washers. Replace the bearings if the rollers
are worn, chipped, cracked, flat-spotted or brinnelled.
Replace the gear if the teeth are chipped, cracked or
worn thin.
Inspect the front bearing retainer and bearing cup.
Replace the bearing cup if scored, cracked, brinnelled
or rough. Check the release bearing slide surface of
the retainer carefully. Replace the retainer if worn or
damaged in any way.
Inspect mainshaft bearing surfaces, splines, snap
ring grooves and threads. Replace the shaft if any
surfaces exhibit considerable wear or damage.
Inspect the countershaft and bearings. Replace the
shaft if any surfaces exhibit considerable wear or
damage.
Inspect shift forks for wear and distortion. Check
fit of the sleeve in the fork to be sure the two parts
fit and work smoothly. Replace the fork if the roll pin
holes are worn oversize or damaged. Do not attempt
to salvage a worn fork. Replace shift fork roll pins if
necessary or if doubt exists about their condition.
The all bearings for wear, roughness, flat spots,
pitting or other damage. Replace the bearings if necessary.
Inspect the blocker rings and fiction cones. replace
either part if worn or damaged in any way. Replace if
the friction material is burned, flaking off or worn.
Inspect synchro components wear or damage.
Replace parts if worn, cracked or distorted.
Inspect all of the thrust washers and locating pins.
Replace the pins if bent or worn. Replace the washers if worn or the locating pin notches are distorted.
Inspect the case and housing/adapter sealing and
mating surfaces are free of burrs and nicks. Inspcet
the alignment dowels in the case top surface and in
the housing/adapter are tight and in good condition.
Replace the gear case or housing/adapter if cracked
or broken.
MANUAL - NV4500
BR/BE
21 - 21
MANUAL - NV4500 (Continued)
ASSEMBLY
NOTE: Gaskets are not used in the transmission.
Use Mopar Silicone Sealer or equivalent on all gear
case and extension housing sealing surfaces.
COUNTERSHAFT AND REVERSE IDLER GEAR
(1) Install countershaft front bearing cup in case
with Handle C-4171 and Installer 6061-1.
(2) Install front bearing on countershaft with
Installer C-4340 (Fig. 64).
Fig. 65 Countershaft In Gear Case
1 - GEAR CASE
2 - COUNTERSHAFT
Fig. 64 Countershaft Front Bearing
1 - FRONT BEARING
2 - INSTALLER C-4340
3 - COUNTERSHAFT
(3) Lubricate countershaft front bearing cup and
cone with petroleum jelly.
(4) Position gear case on end with rear of case facing up (Fig. 65).
(5) Install countershaft in gear case (Fig. 65).
NOTE: Do not install rear countershaft bearing on
countershaft at this time.
(6) Lubricate reverse idler gear bearings with
petroleum jelly and install first bearing and second
bearing (Fig. 66).
(7) Install idler gear front thrust washer on boss
in gear case (Fig. 66). Coat thrust washer with liberal quantity of petroleum jelly to hold it in place.
(8) Install reverse idler gear in case (Fig. 67).
(9) Install idler gear rear thrust washer between
idler gear and case boss (Fig. 67).
(10) Align idler gear bearings and thrust washers
with a drift.
(11) Install reverse idler shaft with notched end of
shaft facing countershaft (Fig. 68).
Fig. 66 Idler Gear Front Thrust Washer
1 - POSITION IDLER GEAR FRONT THRUST WASHER ON
BOSS
21 - 22
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 67 Idler Gear
1 - REAR THRUST WASHER
2 - REVERSE IDLER GEAR
3 - FRONT THRUST WASHER
Fig. 69 Supporting Countershaft With Wood Block
1 - COUNTERSHAFT
2 - WOOD BLOCK
Fig. 68 Reverse Idler Shaft
1 - COUNTERSHAFT
2 - SHAFT NOTCH
3 - REVERSE IDLER SHAFT
(12) Lift countershaft upward and position wood
block between front of shaft and case (Fig. 69).
(13) Install rear bearing cone on countershaft with
Installer C-4040 (Fig. 70).
(14) Remove wood block from under countershaft
and lower countershaft front bearing into front bearing cup.
(15) Lubricate countershaft rear bearing cup and
cone with petroleum jelly.
(16) Install countershaft rear bearing cup in gear
case and over rear bearing (Fig. 71). Tap cup into
place with plastic mallet if necessary.
(17) Install countershaft rear bearing plate (Fig.
72).
Fig. 70 Countershaft Rear Bearing
1 - INSTALLER C-4040
2 - REAR BEARING
3 - COUNTERSHAFT
NOTE: Verify plate is seated in notch in reverse
idler shaft before tightening bearing plate bolts.
(18) Apply Mopar silicone adhesive/sealer or equivalent to flange and lip of new cap. Install new front
bearing cap in gear case (Fig. 73) with Handle
C-4171 and Installer C-3972-A.
BR/BE
MANUAL - NV4500
21 - 23
MANUAL - NV4500 (Continued)
COUNTERSHAFT END PLAY
(1) Rotate countershaft 4-5 times to seat bearings.
(2) Mount dial indicator on case. Then position
indicator plunger on end of countershaft and zero
dial indicator (Fig. 74).
(3) Raise countershaft with screwdriver and note
end play reading on dial indicator. End play should
be 0.051 - 0.15 mm (0.002 - 0.006 in.).
Fig. 71 Countershaft Rear Bearing Cup
1 - COUNTERSHAFT REAR BEARING CUP
Fig. 74 Measuring Countershaft End Play
Fig. 72 Countershaft Rear Bearing Plate
1 - COUNTERSHAFT
2 - REAR BEARING PLATE
3 - IDLER SHAFT
Fig. 73 Countershaft Front Bearing Cap
1 - FRONT BEARING CAP (SEAT WITH WOOD BLOCK)
1 - DIAL INDICATOR
2 - COUNTER SHAFT
3 - INDICATOR MOUNTING ARM AND BASE
(4) Remove countershaft rear bearing plate.
(5) Install a end play shim that will provide minimum countershaft end play. Position shim on rear
bearing cup (Fig. 75).
Fig. 75 Countershaft End Play Shim
1 - REAR BEARING CUP
2 - END PLAY SHIM (SELECTIVE)
21 - 24
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(6) Install countershaft rear bearing plate (Fig. 72).
NOTE: Verify plate is seated in reverse idler shaft
notch and end play shims are still in position
before installing bolts.
NOTE: Four of these snap rings are used to secure
various components on the mainshaft 1-2 synchro
hub. The snap rings are all the same size and are
interchangeable.
(7) Apply 1-2 drops Mopar Loc N’ Seal or equivalent to threads of rear bearing plate bolts. Then
install and tighten bearing plate bolts to 23 N·m (200
in. lbs.).
SHIFT LUG AND RAIL
(1) Lubricate shift lug and rail with Castrolt Syntorq or equivalent.
(2) Insert shift lug rail part way into case.
(3) Install shift lug on rail.
(4) Position shift rail so roll pin notches are
toward outside of case (Fig. 76).
(5) Install roll pin that secures lug to rail (Fig. 76).
Fig. 77 First Gear Bearing and Snap Ring
1 - SNAP RING
2 - FIRST GEAR BEARING
3 - MAINSHAFT SYNCHRO HUB
(2) Install first gear clutch cone on mainshaft 1-2
synchro hub with recessed side of cone facing front
(Fig. 78). Verify cone is seated against snap ring on
hub.
Fig. 76 Shift Lug And Rail
1
2
3
4
-
NOTCHES (FOR 5TH GEAR SHIFT FORK ROLL PINS)
LUG RAIL
ROLL PIN HOLE
SHIFT LUG
MAINSHAFT AND GEARTRAIN
CAUTION: The reverse, 1-2 and 3-4 synchro components can be assembled and installed incorrectly.
Follow assembly procedures for component identification and location.
Lubricate mainshaft bearing surfaces and all bearing assemblies with Castrolt Syntorq or with petroleum jelly.
(1) Install first snap ring in rear most groove of
mainshaft hub (Fig. 77). This snap ring locates first
gear clutch gear on shaft.
Fig. 78 First Gear Clutch Cone
1 - MAINSHAFT 1-2 SYNCHRO HUB
2 - FIRST GEAR CLUTCH CONE
(3) Install snap ring on mainshaft 1-2 synchro hub
to secure clutch cone (Fig. 79). Verify snap ring is
seated in hub groove and against clutch cone.
(4) Support mainshaft in upright position to install
remaining gears, snap rings and synchro components. Shaft can be supported in gear case or hole
can be cut in workbench to support shaft.
MANUAL - NV4500
BR/BE
21 - 25
MANUAL - NV4500 (Continued)
Fig. 79 First Gear Clutch Cone Snap Ring
1 - FIRST GEAR CLUTCH CONE
2 - MAINSHAFT 1-2 SYNCHRO HUB
3 - CLUTCH CONE SNAP RING
(5) If 1-2 synchro hub and sleeve were disassembled for service, reassemble hub, sleeve, struts and
springs as follows:
(a) Align and install sleeve on hub. Rotate sleeve
until it slides onto hub. Sleeve only fits one way
and will easily slide onto hub when long slot in
sleeve, aligns with long shoulder on hub (Fig. 80).
(b) Place wood blocks under hub that will raise
hub about 3.5 cm (1.375 in.) above surface of workbench. Then allow sleeve to drop down on hub (Fig.
81).
(c) Install springs and struts in hub (Fig. 81).
Use lots of petroleum jelly to hold them in place.
Then compress struts with your fingers and move
sleeve upward until struts are started in sleeve.
Verify that struts are engaged in sleeve before proceeding.
(d) Turn synchro assembly upright. Then move
sleeve into neutral position on hub and work struts
into sleeve at same time. Be sure struts are seated
and springs are not displaced during assembly.
(6) Install first gear stop ring in 1-2 synchro hub
and sleeve (Fig. 82). Verify stop ring is seated and
engaged in hub and sleeve.
Fig. 80 1-2 Synchro Sleeve On Hub
1 - ALIGN WIDE SLOT IN SLEEVE WITH WIDE SPLINE OF HUB
2 - 1-2 SLEEVE AND HUB
Fig. 81 1-2 Synchro Struts And Springs
1
2
3
4
-
WOOD BLOCKS
HUB
SLEEVE
STRUTS AND SPRINGS (4 EACH)
Fig. 82 First Gear Stop Ring In Synchro Hub
21 - 26
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(7) Install 1-2 synchro assembly and stop ring on
mainshaft with the taper on the sleeve facing forward. (Fig. 83).
Fig. 85 Second Gear Clutch Cone, Clutch Ring And
Stop Ring
Fig. 83 1-2 Synchro
1 - STOP RING
2 - CLUTCH RING
3 - CLUTCH CONE
1 - MAINSHAFT HUB
2 - 1-2 SYNCHRO ASSEMBLY
3 - TAPERED SIDE OF SLEEVE
(8) Install snap ring that secures 1-2 synchro on
mainshaft hub (Fig. 84). Verify snap ring is seated in
groove in mainshaft hub.
Fig. 86 Second Gear Clutch Cone, Clutch Ring And
Stop Ring
1 - CLUTCH CONE
2 - STOP RING
3 - CLUTCH RING
Fig. 84 1-2 Synchro Snap Ring
1 - SYNCHRO SNAP RING
2 - 1-2 SYNCHRO ASSEMBLY
3 - MAINSHAFT HUB
(9) Assemble second gear clutch cone, clutch ring
and stop ring (Fig. 85).
(10) Install assembled second gear clutch cone and
rings on mainshaft and in 1-2 synchro hub (Fig. 86).
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(11) Install snap ring that secures second gear clutch
cone on mainshaft (Fig. 87). Use narrow blade screwdriver to work snap ring into hub groove as shown. Verify snap ring is seated in mainshaft groove.
NOTE: If snap ring will not fit in groove, clutch cone
is slightly misaligned.
Fig. 89 Second Gear
1 - SECOND GEAR
2 - CLUTCH RING TABS
3 - TAB SLOTS (IN GEAR)
Fig. 87 Second Gear Clutch Cone Snap Ring
1
2
3
4
-
SCREWDRIVER
MAINSHAFT HUB
SNAP RING
SECOND GEAR CLUTCH CONE
(12) Install second gear bearing on mainshaft (Fig.
88).
Fig. 90 Thrust Washer Pin
1 - THRUST WASHER PIN
2 - SECOND GEAR
Fig. 88 Second Gear Bearing
1 - SECOND GEAR BEARING
(13) Install second gear on mainshaft and bearing.
Rotate gear until tabs of second gear clutch ring are
seated in tab slots in gear (Fig. 89).
(14) Install thrust washer pin in shaft (Fig. 90).
21 - 27
21 - 28
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(15) Install second gear thrust washer. Verify
washer is seated on gear and pin (Fig. 91).
Fig. 93 Third Gear Bearing
Fig. 91 Second Gear Thrust Washer
1 - THIRD GEAR BEARING
1 - SECOND GEAR
2 - SECOND GEAR THRUST WASHER
3 - LOCATING PIN IN WASHER NOTCH
(16) Install second gear thrust washer snap ring
(Fig. 92). Verify snap ring is seated in mainshaft
groove.
(17) Install third gear bearing spacer on shaft and
seat it against thrust washer snap ring (Fig. 92).
Fig. 94 Third Gear
1 - THIRD GEAR
(20) Install synchro stop ring on third gear (Fig.
95). Verify stop ring is seated on cone taper.
Fig. 92 Snap Ring And Third
1 - SECOND GEAR THRUST WASHER
2 - THRUST WASHER SNAP RING
3 - THIRD GEAR BEARING SPACER
Fig. 95 Third Gear Stop Ring
(18) Install third gear bearing on mainshaft (Fig.
93). Bearing should be flush with mainshaft hub.
NOTE: If bearing is not flush with hub, the bearing
spacer or snap ring was not installed.
(19) Install third gear over bearing and onto mainshaft (Fig. 94).
1 - SYNCHRO STOP RING
2 - THIRD GEAR
(21) If 3-4 synchro was disassembled for service,
reassemble synchro components as follows:
MANUAL - NV4500
BR/BE
21 - 29
MANUAL - NV4500 (Continued)
(a) Align and install synchro sleeve on hub (Fig.
96). Front side of hub has a narrow groove
machined in it.
(b) Insert all three synchro struts in slots
machined in sleeve and hub (Fig. 96).
(c) Install and seat synchro springs (Fig. 96).
Use screwdriver to compress springs and seat them
in struts and hub as shown.
(23) Verify 3-4 synchro hub is seated on shaft with
approximately 3 mm (0.125 in.) of shaft spline visible.
NOTE: If hub is not seated, stop ring lugs are misaligned. Rotate ring until lugs are engaged in 3-4
hub slots.
(24) Verify that second and third gear rotate freely
at this point. If not, determine the cause and correct.
(25) Invert mainshaft in case or bench.
(26) Install first gear bearing on mainshaft.
(27) Install first gear on shaft with clutch hub side
of gear facing the front of shaft (Fig. 98). Verify tabs
on clutch ring are aligned and seated in first gear
hub.
NOTE: 1-2 synchro hub will not seat properly if
clutch ring tabs are misaligned.
(28) Install reverse clutch gear on first gear (Fig.
98). Verify clutch gear is seated on shaft splines.
(29) Install reverse clutch gear snap ring with
heavy duty snap ring pliers (Fig. 98). Verify snap
ring is seated in groove.
Fig. 96 Synchro Assembly (3-4)
1
2
3
4
-
STRUT (3)
SPRING (3)
3-4 SLEEVE
3-4 HUB
NOTE: Reverse gear will not fit properly if snap ring
is not seated.
(22) Start 3-4 synchro assembly on mainshaft with
the hub groove and sleeve groove both facing forward. Tap assembly onto shaft splines until hub is
about 3 mm (0.125 in.) away from third gear stop
ring. Then align stop ring with synchro sleeve and
hub and seat synchro assembly with Installer C-4040
(Fig. 97).
Fig. 98 First Gear And Clutch Gear
1 - FIRST GEAR
2 - REVERSE CLUTCH GEAR SNAP RING
3 - REVERSE CLUTCH GEAR
Fig. 97 Seating 3-4 Synchro Assembly On Mainshaft
1 - 3-4 SYNCHRO HUB
2 - HUB GROOVE
3 - INSTALLER C-4040
(30) Install stop ring on clutch cone (Fig. 99). Verify stop ring is seated on cone taper.
(31) Install reverse gear bearing spacer on mainshaft and seat against reverse clutch gear snap ring
(Fig. 100).
(32) Install reverse gear bearing on mainshaft
(Fig. 100).
21 - 30
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(f) Work sleeve upward on hub until struts are
centered and seated in sleeve. Sleeve should be in
neutral position after seating struts.
Fig. 99 Clutch Gear Stop Ring
1 - REVERSE GEAR STOP RING
2 - CLUTCH GEAR
3 - FIRST GEAR
Fig. 101 Reverse Gear Synchro Assembly
Fig. 100 Reverse Gear Bearing And Spacer
1 - REVERSE GEAR BEARING
2 - BEARING SPACER
3 - FIRST GEAR
(33) If reverse gear sleeve and struts were disassembled for service, reassemble sleeve, struts and
springs as follows:
1
2
3
4
5
-
REVERSE GEAR
SLEEVE
SPRING (3)
STRUT (3)
HUB
(34) Install reverse gear and synchro assembly on
mainshaft (Fig. 102). Rotate assembly until stop ring
lugs engage in hub slots and gear drops into seated
position.
CAUTION: The reverse sleeve will fit either way on
the hub. Verify tapered side of the sleeve faces
rearward.
(a) Position sleeve on hub so tapered side of
sleeve faces rearward. (Fig. 101).
(b) Rotate sleeve to align teeth on sleeve and
hub. Sleeve will slide easily into place on hub when
properly aligned.
(c) Install springs in gear hub (Fig. 101). Use
petroleum jelly to hold springs in place if desired.
(d) Compress first spring with flat blade screwdriver and slide strut into position in hub slot.
Then work spring into seat in strut with small
hooked tool or screwdriver.
(e) Install second and third struts in same manner as described in step (d).
Fig. 102 Reverse Gear
1 - REVERSE GEAR AND SYNCHRO ASSEMBLY
(35) Install reverse gear thrust washer (Fig. 103).
(36) Install rear bearing on mainshaft with
Installer 6446. Seat bearing on output shaft and
against thrust washer (Fig. 104).
MANUAL - NV4500
BR/BE
21 - 31
MANUAL - NV4500 (Continued)
(38) Install fourth gear clutch gear in stop ring
(Fig. 106).
Fig. 103 Reverse Gear Thrust Washer
1 - THRUST WASHER
2 - REVERSE GEAR
Fig. 106 Fourth gear Clutch Gear
1 - FOURTH SPEED CLUTCH GEAR
(39) Roll gear case onto its left side.
(40) Grip mainshaft at pilot bearing hub and just
behind reverse gear. Then lift assembly and guide
rear of shaft through bearing bore at rear of case.
(41) Continue holding front of shaft but switch
grip at rear to shaft output splines. Lift mainshaft
assembly slightly, align gears and seat assembly in
case.
(42) Set transmission case upright (Fig. 107).
Fig. 104 Mainshaft Rear Bearing
1 - INSTALLER 6446
2 - MAINSHAFT REAR BEARING
(37) Install fourth gear stop ring in 3-4 synchro
sleeve (Fig. 105).
Fig. 107 Mainshaft And Geartrain In Case
1 - MAINSHAFT AND GEARTRAIN
2 - FOURTH SPEED CLUTCH GEAR
Fig. 105 Fourth gear Stop Ring
1 - 3-4 SYNCHRO SLEEVE
2 - FOURTH SPEED STOP RING
(43) Install drive gear thrust bearing on mainshaft
(Fig. 108). Use plenty of petroleum jelly to hold bearing in place.
(44) Check alignment and mesh of mainshaft
gears. If gears are not aligned, roll case on side and
realign shaft and gears in case.
21 - 32
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 108 Drive Gear Thrust Bearing
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING
DRIVE GEAR AND RETAINER
(1) Install bearing on drive gear with Installer
6448 (Fig. 109).
Fig. 110 Front Bearing Cup In Retainer
1
2
3
4
-
INSTALLER C-4308
HANDLE C-4171
WOOD BLOCKS
RETAINER
Fig. 109 Front Bearing On Drive Gear
1 - INSTALLER 6448
2 - BEARING
3 - DRIVE GEAR
(2) Lubricate pilot bearing with petroleum jelly
and install it in drive gear bore.
(3) Install drive gear on mainshaft. Work gear
rearward until mainshaft hub is seated in pilot bearing.
(4) Install bearing cup in front retainer with Handle C-4171 and Installer C-4308 (Fig. 110).
(5) Install new oil seal in front bearing retainer
with Installer 6052 (Fig. 111). Use one or two wood
blocks to support retainer as shown. Lubricate seal
lip with petroleum jelly after installation.
(6) Clean contact surfaces of gear case and front
bearing retainer with a wax and grease remover.
(7) Apply Mopar Silicone Sealer or equivalent to
flange surface of front bearing retainer (Fig. 112).
Fig. 111 Bearing Retainer Oil Seal
1 - INSTALLER 6052
2 - RETAINER
3 - WOOD BLOCK
(8) Install front bearing retainer over drive gear
and start it into case.
(9) Start front bearing retainer in gear case. Verify
retainer lube channel is at the top-center (12
O’clock) position (Fig. 112).
(10) Align front bearing retainer bolt holes and tap
retainer into place with plastic mallet. Install new
retainer bolts and tighten to 30 N·m (22 ft. lbs.) (Fig.
113).
NOTE: Never reuse the old bolts.
MANUAL - NV4500
BR/BE
21 - 33
MANUAL - NV4500 (Continued)
Fig. 112 Location Of Front Retainer Lube Channel
(6) Mount dial indicator on extension rod and position indicator plunger against end of mainshaft.
(7) Move mainshaft forward to remove all play
then zero dial indicator.
(8) Move mainshaft upward and record dial indicator reading. Move mainshaft with pry tool positioned
between drive gear and case.
(9) End play should be 0.051-0.15 mm (0.002-0.006
in.). Select fit shims are available to adjust end play.
If end play adjustment is required, remove bearing
plate and install necessary shim.
(10) Reinstall rear bearing plate with oil hole in
bearing plate at the top (Fig. 114).
(11) Apply Mopar Lock N’ Seal or equivalent to
bearing plate bolt threads. Install and tighten bolts
to 23 N·m (200 in. lbs.).
1 - LUBE CHANNEL
2 - FRONT RETAINER
3 - APPLY GASKET MAKER HERE
Fig. 113 Front Bearing Retainer
1 - DRIVE GEAR
2 - FRONT BEARING RETAINER
MAINSHAFT END PLAY
(1) Install mainshaft rear bearing cup in case and
over bearing. Tap bearing cup into place with plastic
mallet.
(2) Install rear bearing plate to hold mainshaft
and rear bearing in position (Fig. 114).
NOTE: Do not install any end play shims at this
time.
(3) Tighten rear bearing plate bolts securely.
(4) Place gear case in upright position on bench.
Either cut hole in bench to accept drive gear and
front retainer or use C-clamps to secure transmission
on bench.
NOTE: Do not leave transmission unsupported.
(5) Install Extension Rod 8161 into a suitable
threaded hole in rear of case.
Fig. 114 Rear Bearing Plate
1 - BEARING PLATE OIL HOLE (AT TOP)
2 - MAINSHAFT REAR BEARING PLATE
(12) Install mainshaft fifth gear with Installer
6446 (Fig. 115). Gear is seated when it contacts rear
bearing.
COUNTERSHAFT FIFTH GEAR SYNCHRO
(1) Install thrust washer pin in countershaft (Fig.
116).
(2) Install thrust washer on countershaft. Turn
washer until pin engages in washer notch (Fig. 117).
NOTE: The flat side of washer faces the rear and
cone side faces the front.
(3) Lubricate and install fifth gear bearing on
countershaft (Fig. 118).
(4) Install synchro sleeve on hub of countershaft
fifth gear with tapered side of sleeve facing front and
the flat side facing rear (Fig. 119).
(5) Install shift fork in synchro sleeve (Fig. 120).
21 - 34
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Fig. 115 Mainshaft Fifth Gear
1 - MAINSHAFT FIFTH GEAR
2 - INSTALLER 6446
Fig. 118 Countershaft Fifth Gear Bearing
1 - COUNTERSHAFT
2 - FIFTH GEAR NEEDLE BEARING
Fig. 119 Synchro Sleeve On Countershaft Fifth
Fig. 116 Fifth Gear Thrust Washer Pin
1 - THRUST WASHER PIN
2 - COUNTERSHAFT
1 - GEAR HUB
2 - SYNCHRO SLEEVE
3 - COUNTERSHAFT FIFTH GEAR
Fig. 120 Fifth Gear Shift Fork In Synchro Sleeve
Fig. 117 Fifth Gear Thrust Washer
1 - PIN
2 - THRUST WASHER
1 - SYNCHRO SLEEVE
2 - SHIFT FORK
MANUAL - NV4500
BR/BE
21 - 35
MANUAL - NV4500 (Continued)
(6) Install assembled fifth gear, synchro sleeve and
shift fork (Fig. 121). Align fork with shift lug rail and
align gear with bearings and countershaft. Start
components onto shaft and rail, then tap gear and
fork into place with plastic or rawhide mallet.
Fig. 123 Fifth Synchro Clutch Gear And Stop Ring
1 - STOP RING
2 - CLUTCH GEAR
Fig. 121 Countershaft Fifth Gear, Shift Fork And
Synchro Sleeve
1 - SHIFT FORK AND SLEEVE
2 - FIFTH GEAR HUB
3 - SHIFT FORK ROLL PINS
(7) Install fifth gear synchro struts and springs
(Fig. 122).
Fig. 124 Fifth Synchro Clutch Snap Ring
1 - CLUTCH GEAR RING
2 - FIFTH SYNCHRO CLUTCH GEAR
(10) Align roll pin holes in shift fork with notches
in shift lug rail. Then install roll pins from top side
of fork (Fig. 121).
NOTE: Roll pins only fit one way due to small
shoulder at one end of each pin.
Fig. 122 Fifth Gear Synchro Struts And Springs
1 - FIFTH GEAR HUB
2 - SYNCHRO SPRING (3)
3 - SYNCHRO STRUT (3)
(8) Assemble and install fifth synchro clutch gear
and stop ring in fifth gear hub (Fig. 123). Verify
parts are seated in fifth gear hub.
(9) Install clutch gear snap ring (Fig. 124).
FIFTH GEAR NUT
(1) Install belleville washer onto the mainshaft.
(2) Install fifth gear nut over the mainshaft.
(3) Tighten the clamp bolt until the gap in the
clamp nut assembly is closed.
(4) Back the clamp bolt off one full turn.
(5) Place 10-15 drops of Loctite 272 onto the mainshaft threads where the fifth gear nut will be
engaged.
(6) Install fifth gear nut on mainshaft (Fig. 125).
21 - 36
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
380 N·m (270-280 ft. lbs.). Have helper hold transmission steady if necessary.
(11) Torque the fifth gear clamp nut clamping bolt
to 13.5 N·m (10 ft. lbs.).
(12) Unlock the mainshaft gears by shifting all
synchro sleeves out of the engaged position.
Fig. 125 Fifth Gear Nut
1 - FIFTH GEAR
2 - FIFTH GEAR NUT
EXTENSION/ADAPTER HOUSING
(1) Clean mating surfaces of extension/adapter
housing and gear case with a wax and grease
remover.
(2) Check alignment dowels in gear case and housing or adapter. Be sure dowels are in position and
seated.
(3) Apply Mopar Silicone Sealer or equivalent to
gear case and housing mating surfaces.
(4) Align and install extension/adapter housing on
gear case (Fig. 127).
(7) Hold mainshaft Socket 6993 4X2 or Socket
6984 4X4 while installing the fifth gear nut.
(8) Tighten fifth gear nut as much as possible with
Nut Wrench 6743, long handle ratchet, breaker bar
and applicable socket wrench (Fig. 126).
Fig. 127 Installing Extension/Adapter Housing
1 - GEAR CASE
2 - EXTENSION HOUSING
Fig. 126 Fifth Gear Nut
1 - WRENCH 6443 OR 6743
2 - FIFTH GEAR NUT
3 - SOCKET 6993 OR 6984
(9) Lock mainshaft gears by shifting all synchro
sleeves into engaged position.
(10) Tighten fifth gear nut with Nut Wrench 6743
and high capacity torque wrench. Tighten nut to 366-
(5) Apply Mopar Lock N’ Seal or equivalent to
threads of extension/adapter housing bolts.
(6) Install and tighten housing bolts to 54 N·m (40
ft. lbs.).
(7) Install transfer case, if equipped.
(8) Install engine rear support.
(9) Install propeller shaft(s).
(10) Remove transmission support stand and lower
vehicle.
MANUAL - NV4500
BR/BE
21 - 37
MANUAL - NV4500 (Continued)
INSTALLATION
NOTE: If a new transmission is being installed, use
all components supplied with the new transmission.
For example, if a new shift tower is supplied with
the new transmission, do not re-use the original
shift tower.
(1) Apply light coat of Mopar high temperature
bearing grease or equivalent to contact surfaces of
the following components:
• input shaft splines.
• release bearing slide surface of front retainer.
• release bearing bore.
• release fork.
• release fork ball stud.
• propeller shaft slip yoke.
(2) Apply sealer to threads of bottom PTO cover
bolt and install bolt in case.
(3) Mount transmission on jack and position transmission under vehicle.
(4) Raise transmission until input shaft is centered
in release bearing and clutch disc hub.
(5) Move transmission forward and start input
shaft in release bearing, clutch disc and pilot bushing.
(6) Work transmission forward until seated against
clutch housing. Do not allow transmission to remain
unsupported after input shaft has entered clutch
disc.
(7) Install and tighten transmission-to-clutch housing bolts to 108 N·m (80 ft. lbs.).
(8) Install transmission mount on transmission or
rear crossmember.
(9) Install rear crossmember.
(10) Remove transmission jack and engine support
fixture.
(11) Position transmission harness wires in clips
on shift cover.
(12) Install clutch slave cylinder and install slave
cylinder shield, if equipped.
(13) Connect speed sensor and backup light switch
wires.
TWO WHEEL DRIVE
(1) Fill transmission with recommended lubricant.
Correct fill level is bottom edge of fill plug hole.
(2) Align and install propeller shaft.
(3) Lower vehicle.
(4) Clean the mating surfaces of shift tower, isolator plate and shift cover with suitable wax and
grease remover.
(5) Apply Mopar Gasket Maker or equivalent to
the sealing surface of the shift cover. Do not over
apply sealant.
(6) Install the isolator plate onto the shift cover,
metal side down.
(7) Install the shift tower onto the isolator plate.
No sealant is necessary between the shift tower and
the isolator plate.
(8) Verify that the shift tower, isolator plate and
the shift tower bushings are properly aligned.
(9) Install the bolts to hold the shift tower to the
isolator plate and the shift cover. Tighten the shift
tower bolts to 10.2–11.25 N·m (7.5–8.3 ft. lbs.).
(10) Install the shift lever extension onto the shift
tower and lever assembly.
(11) Install shift boot and bezel.
(12) Connect battery negative cable.
FOUR WHEEL DRIVE
(1) Install transfer case shift mechanism on transmission.
(2) Install transfer case on transmission jack.
Secure transfer case to jack with safety chains.
(3) Raise jack and align transfer case input gear
with transmission mainshaft.
(4) Move transfer case forward and seat it on
adapter.
(5) Install and tighten transfer case attaching
nuts. Tighten nuts to 41-47 N·m (30-35 ft. lbs.) if
case has 3/8 studs or 30-41 N·m (22-30 ft. lbs.) if case
has 5/16 studs.
(6) Install transfer case shift mechanism to side of
transfer case.
(7) Connect transfer case shift lever to range lever
on transfer case.
(8) Align and connect propeller shafts.
(9) Fill transmission with required lubricant.
Check lubricant level in transfer case and add lubricant if necessary.
(10) Install transfer case skid plate, if equipped
and crossmember. Tighten attaching bolts/nuts to 41
N·m (30 ft. lbs.).
(11) Install exhaust system components.
(12) Lower vehicle.
(13) Clean the mating surfaces of shift tower, isolator plate and shift cover with suitable wax and
grease remover.
(14) Apply Mopar Gasket Maker or equivalent to
the sealing surface of the shift cover. Do not over
apply sealant.
(15) Install the isolator plate onto the shift cover,
metal side down.
(16) Install the shift tower onto the isolator plate.
No sealant is necessary between the shift tower and
the isolator plate.
(17) Verify that the shift tower, isolator plate and
the shift tower bushings are properly aligned.
21 - 38
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
(18) Install the bolts to hold the shift tower to the
isolator plate and the shift cover. Tighten the shift
tower bolts to 10.2–11.25 N·m (7.5–8.3 ft. lbs.).
(19) Install the shift lever extension onto the shift
tower and lever assembly.
(20) Install shift lever boot and bezel.
(21) Connect battery negative cable.
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Switch, Back-up Lamp
22-34
16-25
-
Countershaft Bearing
Plate Bolts
19-26
14-19
170-230
Fifth Gear Nut
366-380
270-280
-
Fifth Gear Nut Clamp Bolt
13.5
10
-
Drain and Fill Plug
34-47
25-35
-
Front Bearing Retainer
Bolts
27-34
20-25
235-305
Mainshaft Bearing Plate
Bolts
19-26
14-19
170-230
PTO Cover Bolts
27-54
20-40
-
Extension/Adapter
Housing Bolts
41-68
30-50
-
Shift Cover Bolt
27-31
20-23
-
SPECIAL TOOLS
Remover, Bushing—8155
Remover Seal C-3985-B
Installer Bushing 6951
Remover Bushing 6957
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Installer Bushing 8156
Wrench 6443
Wrench 6743
Handle C-4171
Socket 6441
Installer Seal C-3972-A
Installer Seal 8154
Socket 6442
Socket 6993
Installer Seal C-3860-A
21 - 39
21 - 40
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Socket 6984
Jaws 6447
Puller 6444
Jaws 6449
Jaws 6459
Jaws 6451
Jaws 6820
Remover 6454
Jaws and Insert 6453
MANUAL - NV4500
BR/BE
MANUAL - NV4500 (Continued)
Installer 6061
Installer 6052
Rod Extension 8161
Installer C-4340
Installer 6446
Installer C-4040
Jaws 6445
Installer 6448
Installer C-4308
21 - 41
21 - 42
MANUAL - NV4500
ADAPTER HOUSING SEAL NV4500
BR/BE
(5) On heavy duty 4X2 vehicles, remove extension
housing seal with a pry tool or a slide hammer
mounted screw.
REMOVAL
(1) Raise and support vehicle.
(2) Mark the propeller shafts and yokes for installation reference and remove the shafts.
(3) Support transmission with a transmission jack.
(4) Remove engine rear support.
(5) Remove transfer case.
(6) Remove adapter housing seal with a pry tool or
slide hammer mounted screw (Fig. 128).
Fig. 129 Extension Housing - 2WD
1 - EXTENSION HOUSING
2 - SEAL
(6) On light duty transmissions, remove the extension housing bushing with Remover 6957.
(7) On heavy duty transmissions, remove the
extension housing bushing with Remover 8155.
INSTALLATION
Fig. 128 Adapter Housing - 4WD
(1) Install housing bushing with Handle C-4171
(Fig. 130) and Installer.
• Light Duty - Installer 6951
• Heavy Duty - Installer 8161
1 - ADAPTER HOUSING
2 - SEAL
INSTALLATION
(1) Install adapter housing seal with Installer
C-3860-A and Handle C-4171.
(2) Install transfer case.
(3) Install propeller shafts with reference marks
aligned.
(4) Fill transfer case and transmission to proper
level.
(5) Remove support and lower vehicle.
EXTENSION HOUSING SEAL NV4500
REMOVAL
(1) Raise and support the vehicle.
(2) Mark the propeller shaft and yoke for installation reference.
(3) Remove the propeller shaft.
(4) Remove extension housing seal (Fig. 129) using
Remover C-3985-B.
Fig. 130 Extension Housing Bushing
1 - HANDLE C-4171
2 - INSTALLER
3 - EXTENSION HOUSING
(2) Install housing seal with Handle C-4171 (Fig.
131) and Installer.
• Light Duty - Installer C-3972-A
• Heavy Duty - Installer 8154
(3) Install propeller shaft with reference marks
aligned.
MANUAL - NV4500
BR/BE
21 - 43
EXTENSION HOUSING SEAL - NV4500 (Continued)
Fig. 131 Extension Housing Seal
1 - HANDLE C-4171
2 - INSTALLER
(4) Check and fill transmission.
(5) Remove support and lower vehicle.
Fig. 133 Loosening Shift Cover
1 - SHIFT COVER SLOT
2 - PRY TOOL
SHIFT MECHANISM - NV4500
REMOVAL
(1) Remove transmission from vehicle.
(2) Remove shift cover bolts (Fig. 132).
Fig. 134 Shift Cover
1 - SHIFT COVER
2 - ALIGNMENT DOWELS
FIFTH-REVERSE SHIFT FORK PADS
Fig. 132 Shift Cover Bolts
1 - SHIFT COVER
2 - BOLTS
(3) Pry up shift cover at slots provided in cover
(Fig. 133).
(4) Raise cover enough to disengage it from alignment dowels in gear case (Fig. 134).
(5) Raise front of shift cover and lift cover up and
off gear case (Fig. 134).
Three shift pads on the forks are held in place by
tension and a small locating tang (Fig. 135).
To remove the pads, grasp a pad with hand and tilt
it out and off the fork. If pad is difficult to remove by
hand, insert a screwdriver blade between the pad
and fork and pry the pad off.
EXPANSION PLUG
The expansion plugs at the rear of the shift rail
bores (Fig. 136) can be replaced if loose/leaking.
(1) Drill 6 mm (1/4 in.) diameter hole in center of
the plug to be removed.
(2) Pry plug out of cover with tapered punch.
21 - 44
MANUAL - NV4500
BR/BE
SHIFT MECHANISM - NV4500 (Continued)
(2) Apply a small amount of Mopar silicone sealer
or equivalent to sealing surface of shift cover.
CAUTION: Do not over-apply an excesive amount
sealer. Excess can squeezed into gear case and
could block lubricant feed holes in time.
(3) Lubricate synchro sleeves with Castrolt Syntorq gear lubricant or equivalent. Then apply light
coat of petroleum jelly to shift fork contact surfaces.
(4) Verify shift fork pads (Fig. 137) are secure.
Fig. 135 Shift Fork Pad Locations
1 - SHIFT FORK PADS
2 - FIFTH-REVERSE FORK
Fig. 137 Fifth-Reverse Shift Fork Pads
1 - SHIFT FORK PADS
2 - FIFTH-REVERSE FORK
Fig. 136 Expansion Plug Location
1 - EXPANSION PLUGS
(5) Verify 1-2 and 3-4 synchro sleeves and forks in
shift cover are in neutral position.
(6) Align and seat shift cover on transmission.
(3) Clean all chips from shift cover and plug bores.
Then clean plug bores with solvent and dry with
clean shop towel.
NOTE: If cover will not seat, it may not be aligned
on gear case dowels or shift forks are not aligned
with sleeves and shift lug.
INSTALLATION
(7) Apply Mopar Lock N’ Seal or equivalent to
threads of shift cover bolts.
(8) Install shift cover bolts and tighten to 27-31
N·m (216-276 in. lbs.).
(9) Apply sealer to backup lamp switch. Install
switch into cover and tighten to 22-34 N·m (193-265
in. lbs.).
(10) Install vent assembly if removed. Apply an
adhesive/sealer to vent tube to help secure it in cover.
(11) Install transmission.
EXPANSION PLUG
(1) Apply small bead of Mopar silicone sealer or
equivalent to outer edge of each new plug.
(2) Position each plug in bore and tap into place
with hammer and punch or socket.
FIFTH-REVERSE SHIFT FORK PADS
(1) Align pad locating tab.
(2) Snap pads into place and verify locating tabs
are locked-in.
SHIFT COVER
(1) Clean mating surfaces of shift cover and gear
case with wax and grease remover.
BR/BE
SHIFT COVER - NV4500
REMOVAL
(1) Shift transmission into Neutral.
(2) Unscrew and remove the shift lever extension
from the shift
(3) Remove screws attaching shift boot to floorpan.
Then slide boot upward on the shift lever.
(4) Remove the bolts holding the shift tower to the
isolator plate and transmission shift cover.
(5) Remove the shift tower and isolator plate from
the transmission shift cover.
INSTALLATION
(1) Clean the mating surfaces of shift tower, isolator plate and shift cover with suitable wax and
grease remover.
MANUAL - NV4500
21 - 45
(2) Apply Mopar Gasket Maker or equivalent to
the sealing surface of the shift cover. Do not over
apply sealant.
(3) Install the isolator plate onto the shift cover,
metal side down.
(4) Install the shift tower onto the isolator plate.
No sealant is necessary between the shift tower and
the isolator plate.
(5) Verify shift tower, isolator plate and shift tower
bushings are properly aligned.
(6) Install bolts to hold the shift tower to the isolator plate and the shift cover. Tighten the shift
tower bolts to 10.2-11.25 N·m (7.5-8.3 ft. lbs.).
(7) Install shift lever extension, shift boot and
bezel.
21 - 46
MANUAL - NV5600
BR/BE
MANUAL - NV5600
TABLE OF CONTENTS
page
MANUAL - NV5600
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . .
DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . .
DISASSEMBLY . . . . . . . .
CLEANING . . . . . . . . . . .
INSPECTION
.........
ASSEMBLY . . . . . . . . . . .
INSTALLATION . . . . . . . .
SPECIFICATIONS . . . . . .
...
...
..
...
...
...
...
...
...
...
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 46
. 48
. 48
. 49
. 49
. 63
. 63
. 64
. 78
. 79
MANUAL - NV5600
page
SPECIAL TOOLS
.............
ADAPTER HOUSING SEAL - NV5600
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
EXTENSION HOUSING SEAL - NV5600
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SHIFT COVER - NV5600
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
. . . . . . . . . 80
. . . . . . . . . 85
. . . . . . . . . 85
. . . . . . . . . 85
. . . . . . . . . 85
. . . . . . . . . 86
. . . . . . . . . 86
The gear ratios are:
GEAR RATIOS
DESCRIPTION
The NV5600 is a six speed constant mesh manual
transmission (Fig. 1). All gear ranges including
reverse are synchronized. First and second gears utilize dual cone synchronizers in order to aid shifting.
Sixth gear is an overdrive range. The transmission
uses cast iron for the gear case and extension/
adapter housing and aluminum for the clutch housing.
To drain the trans remove the bottom PTO cover
bolt. Fill the trans through the plug to the rear of the
PTO cover (Fig. 1). Dry fill is approximately 4.5 liters
(9.5 pints) or to the bottom edge of the fill plug hole.
The transmission is a end loader transmission. The
shift lever is located in a shifter tower which is
bolted to the gear case and operates the shift shaft.
The shift pattern is in a modified H pattern (Fig.
2). Overdrive fifth and sixth gears are in line and
outboard of the first through fourth gear positions.
Reverse gear is to the right of fifth and sixth and forward of the neutral gate.
GEAR
RATIO
FIRST
5.63:1
SECOND
3.38:1
THIRD
2.04:1
FOURTH
1.39:1
FIFTH
1.00:1
SIXTH
0.73:1
REVERSE
5.63:1
IDENTIFICATION
The transmission has two identification tags
attached to the driver side upper clutch housing (Fig.
3). One tag provides the transmission part number.
The second tag provides sequencing and build date
information. The information on the tags are essential to correct parts ordering.
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 1 NV5600 Manual Transmission
21 - 47
21 - 48
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
slide over the teeth, locking the gear to the mainshaft or countershaft through the synchronizer.
DIAGNOSIS AND TESTING
LOW LUBRICANT LEVEL
Fig. 2 Shift Pattern
Fig. 3 Identification Tag Location
1 - IDENTIFICATION TAGS
OPERATION
The driver selects a particular gear by moving the
shift lever to the desired gear position. As the shift
lever moves the selected shift rail, the shift fork
attached to that rail begins to move. The fork is positioned in a groove in the outer circumference of the
synchronizer sleeve. As the shift fork moves the synchronizer sleeve, the synchronizer begins to speed-up
or slow down the selected gear (depending on
whether we are up-shifting or down-shifting). The
synchronizer does this by having the synchronizer
hub splined to the mainshaft or the countershaft in
some cases, and moving the blocker ring into contact
with the gear’s friction cone. As the blocker ring and
friction cone come together, the gear speed is brought
up or down to the speed of the synchronizer. As the
two speeds match, the splines on the inside of the
synchronizer sleeve become aligned with the teeth on
the blocker ring and friction cone and eventually will
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill or an incorrect lubricant level check. A correct lubricant level
check can only be made when the vehicle is level.
Also allow the lubricant to settle for a minute or so
before checking. These recommendations will ensure
an accurate check and avoid an underfill or overfill
condition. Always check the lubricant level after any
addition of fluid to avoid an incorrect lubricant level
condition.
Leaks can occur at the mating surfaces of the gear
case, adaptor or extension housing, or from the front/
rear seals. A suspected leak could also be the result
of an overfill condition. Leaks at the rear of the
extension or adapter housing will be from the housing oil seals. Leaks at component mating surfaces
will probably be the result of inadequate sealer, gaps
in the sealer, incorrect bolt tightening or use of a
non-recommended sealer. A leak at the front of the
transmission will be from either the front bearing
retainer or retainer seal. Lubricant may be seen dripping from the clutch housing after extended operation. If the leak is severe, it may also contaminate
the clutch disc causing the disc to slip, grab and or
chatter.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants. The consequence of using non-recommended lubricants is
noise, excessive wear, internal bind and hard shifting. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indications of component damage are usually hard shifting and noise.
Component damage, incorrect clutch adjustment or
damaged clutch pressure plate or disc are additional
probable causes of increased shift effort. Incorrect
adjustment or a worn/damaged pressure plate or disc
can cause incorrect release. If clutch problem is
advanced, gear clash during shifts can result. Worn
or damaged synchro rings can cause gear clash when
shifting into any forward gear. In some new or
rebuilt transmissions, new synchro rings may tend to
stick slightly causing hard or noisy shifts. In most
cases this condition will decline as the rings wear-in.
MANUAL - NV5600
BR/BE
21 - 49
MANUAL - NV5600 (Continued)
TRANSMISSION NOISE
Most manual transmissions make some noise during normal operation. Rotating gears generate a mild
whine that is audible, but generally only at extreme
speeds. Severe highly audible transmission noise is
generally the initial indicator of a lubricant problem.
Insufficient, improper or contaminated lubricant
will promote rapid wear of gears, synchros, shift
rails, forks and bearings. The overheating caused by
a lubricant problem, can also lead to gear breakage.
REMOVAL
NOTE: Use a heavy duty scissors style transmission jack for remove of the transmission.
(1) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove screws attaching shift boot to floorpan.
Then slide boot upward on the shift lever.
(4) Remove the bolts holding the shift tower to the
isolator plate and transmission gear case.
(5) Remove the shift tower and isolator plate from
the transmission gear case.
(6) Raise and support vehicle.
(7) Remove skid plate, if equipped.
(8) Mark propeller shaft/shafts and axle yokes for
installation reference.
(9) Remove propeller shaft.
(10) Disconnect and remove exhaust system as
necessary.
(11) Disconnect wires at backup light switch.
(12) Support engine with adjustable safety stand
and wood block.
(13) If transmission is to be disassembled for
repair, remove drain bolt at bottom of PTO cover and
drain lubricant from transmission (Fig. 4).
(14) Remove clutch slave cylinder splash shield, if
equipped.
(15) Remove clutch slave cylinder bolts and move
cylinder aside for clearance.
(16) Remove wire harness from clips on transmission.
TWO WHEEL DRIVE
(1) Remove bolts/nuts mounting transmission to
the rear mount.
(2) Support and secure transmission with safety
chains to a transmission jack.
(3) Remove rear crossmember.
(4) Remove transmission clutch housing bolts at
the engine block.
(5) Slide transmission and jack rearward until
input shaft clears clutch disc and pressure plate.
(6) Lower transmission jack and remove transmission from under vehicle.
FOUR WHEEL DRIVE
(1) Disconnect transfer case shift linkage at transfer case range lever.
(2) Support and secure transfer case with safety
chains to a transmission jack.
(3) Remove transfer case mounting nuts.
(4) Move transfer case rearward until input gear
clears transmission mainshaft.
(5) Lower transfer case assembly and move it from
under vehicle.
(6) Support and secure transmission with safety
chains to a transmission jack.
(7) Remove bolts/nuts attaching transmission
mount to rear crossmember.
(8) Remove rear crossmember.
(9) Remove transmission clutch housing bolts at
the engine block.
(10) Move transmission rearward until input shaft
clears clutch disc.
(11) Lower transmission and remove it from under
vehicle.
DISASSEMBLY
NOTE: Use Fixture 8241 for moving and handling
the transmission. The fixture supports the transmission at the center of gravity in order to ease mounting the transmission into the build fixture.
Fig. 4 NV5600 Drain Bolt
1 - PTO COVER
2 - DRAIN BOLT
(1) Mount the transmission into Fixture 8230 (Fig.
5).
(2) Rotate the transmission to the horizontal position, if necessary.
21 - 50
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 5 TRANSMISSION BUILD FIXTURE
Fig. 7 Isolator Plate
1 - ISOLATOR PLATE
2 - TRANSMISSION
1 - FIXTURE
2 - TRANSMISSION
(3) Remove the shift tower (Fig. 6) and isolator
plate (Fig. 7).
(4) Remove primary shift rail detent plug (Fig. 8).
(5) Remove primary shift rail detent spring (Fig.
9).
(6) Remove primary shift rail detent plunger (Fig.
10).
Fig. 8 PRIMARY SHIFT RAIL DETENT
1 - PRIMARY SHFT RAIL DETENT PLUG
Fig. 6 Shift Tower
1 - SHIFT TOWER
2 - TRANSMISSION
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 9 PRIMARY SHIFT RAIL DETENT
1 - PRIMARY SHFT RAIL DETENT SPRING
Fig. 11 CLUTCH HOUSING BOLTS
1 - BOLTS (10)
Fig. 10 PRIMARY SHIFT RAIL DETENT
1 - PRIMARY SHFT RAIL DETENT PLUNGER
(7) Remove clutch housing bolts (10) (Fig. 11) from
inside the housing.
(8) Remove shift rail blocker bolt (Fig. 12) from the
side of the transmission gear case.
Fig. 12 SHIFT RAIL BLOCKER BOLT
1 - SHIFT RAIL BLOCKER BOLT
EXTENSION/ADAPTER HOUSING
(1) Remove bolts holding the extension/adapter
housing onto the transmission gear case.
(2) Remove extension/adapter housing from the
transmission gear case with Puller 8244 (Fig. 13).
NOTE: It may be necessary to straighten the housing during removal due to the tendency for the
reverse idler shaft to bind into one side of the
housing.
21 - 51
21 - 52
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 15 Crossover Cam Bolt
1 - CROSSOVER CAM
2 - BOLT
3 - EXTENSION HOUSING
Fig. 13 Trans Case Puller
1 - PULLER
2 - EXTENSION/ADAPTER HOUSING
(3) Remove crossover detent plug, spring and
plunger from the extension/adapter housing (Fig. 14).
(7) Remove countershaft rear bearing race from
the extension/adapter housing with Remover L-4518
(Fig. 16).
NOTE: Tag all countershaft pre-load shims from
between the bearing race and the housing (Fig. 17).
(8) Remove crossover cam bushing from the extension/adapter housing with Remover 8240.
Fig. 14 Crossover Cam Detent Plug
1 - DETENT PLUG
2 - EXTENSION HOUSING
(4) Remove bolt and washer holding the crossover
cam to the extension/adapter housing (Fig. 15).
(5) Remove crossover cam from the extension/
adapter housing.
(6) Remove back-up lamp switch from the extension/adapter housing.
Fig. 16 Countershaft Rear Bearing Race
1 - REMOVER
(9) On 4X2 vehicles, remove extension housing
seal with a pry tool or a slide hammer and screw.
(10) On 4X4 vehicles, remove adapter housing seal
with a pry tool or a slide hammer and screw.
MANUAL - NV5600
BR/BE
21 - 53
MANUAL - NV5600 (Continued)
Fig. 17 Countershaft Rear Bearing Race and Shim
1 - PRE-LOAD SHIM
2 - BEARING RACE
Fig. 19 REVERSE IDLER AND COUNTERSHAFT
1 - REVERSE IDLER GEAR
2 - COUNTERSHAFT REVERSE GEAR
REVERSE GEAR
(1) Remove crossover cam rollers and pin (Fig. 18).
Fig. 20 COUNTERSHAFT REAR BEARING
Fig. 18 CROSSOVER CAM ROLLERS
1 - CROSSOVER CAM PIN
2 - CROSSOVER CAM ROLLERS
(2) Remove reverse idler thrust washer from the
reverse idler.
(3) Remove reverse idler and reverse countershaft
gears together (Fig. 19).
(4) Remove reverse idler gear rear bearing, bearing spacer, front bearing and front thrust washer
from the idler gear shaft.
(5) Remove reverse countershaft rear bearing from
the countershaft reverse gear assembly with Puller
C-293-PA and Adapters C-293-52 (Fig. 20).
(6) With a bearing splitter and shop press separate
the countershaft reverse gear and sleeve (Fig. 21).
1 - PULLER
2 - ADAPTERS
(7) Remove output shaft nut with Wrench 8226 on
the shaft nut and Socket 6993 or 6984 to hold the
shaft (Fig. 22). Discard output shaft nut from the
output shaft.
NOTE: If necessary strike the flat side area of
Wrench 8226 with a hammer to break the nut loose.
(8) Remove output shaft ball bearing assembly and
reverse thrust washer from the output shaft (Fig.
23).
(9) Remove reverse gear, reverse gear synchronizer
cone, reverse gear outer blocker ring and reverse
gear bearing (Fig. 24).
(10) Remove reverse gear bearing sleeve from the
output shaft (Fig. 25).
21 - 54
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 23 OUTPUT SHAFT BEARING
Fig. 21 Reverse Countershaft
1 - COUNTERSHAFT REVERSE GEAR
2 - SLEEVE
1 - OUTPUT SHAFT BALL BEARING
2 - THRUST WASHER
Fig. 22 Output Shaft Nut
1 - WRENCH
2 - SOCKET
NOTE: If necessary heat the sleeve slightly with a
heat gun. Do not use a torch to heat the sleeve or
damage to the output shaft may occur.
(11) Remove roll-pin securing the reverse shift fork
to the reverse shift rail with a 6mm (7/32 inch)
punch and hammer.
(12) Remove reverse shift fork and synchronizer as
an assembly from the reverse shift rail and the output shaft (Fig. 26).
TRANSMISSION GEAR CASE
(1) Remove remaining bolts holding the transmission gear case to the clutch housing.
(2) Remove the shift socket roll pin with a 6mm
(7/32 inch) punch and hammer.
Fig. 24 REVERSE GEAR COMPONENTS
1
2
3
4
-
REVERSE GEAR
REVERSE BEARING
BLOCKER RING
FRICTION CONE
(3) Turn shift socket so it won’t catch the case
when lifting it up.
MANUAL - NV5600
BR/BE
21 - 55
MANUAL - NV5600 (Continued)
Fig. 25 REVERSE BEARING SLEEVE
1 - REVERSE GEAR BEARING SLEEVE
Fig. 27 TRANSMISSION LIFT
1 - FIXTURE
2 - TRANSMISSION CASE
(6) Remove rear output shaft and countershaft
bearing races from the transmission gear case with a
brass drift and hammer.
GEARTRAIN
(1) Remove bolts holding the 5-6 crossover bracket
to the clutch housing (Fig. 28).
Fig. 26 REVERSE SHIFT FORK
1 - REVERSE SYNCHRO
2 - REVERSE SHIFT FORK
(4) Install Fixture 8232 to the transmission gear
case.
(5) Attach an engine crane or equivalent to Fixture
8232 and remove the transmission gear case from the
clutch housing (Fig. 27).
Fig. 28 5-6 CROSSOVER
1 - 5-6 CROSSOVER BRACKET
(2) Attach Fixture 8232 to the output shaft and
countershaft (Fig. 29).
21 - 56
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
(3) Attach an engine crane or equivalent to Fixture
8232 and raise the geartrain approximately 1/4 in.
from the clutch housing.
Fig. 30 HOLDING TOOL
1 - HOLDING TOOL
2 - 5-6 SYNCHRO
Fig. 29 ATTACH FIXTURE
1 - FIXTURE
(4) Remove 5-6 crossover bracket from the clutch
housing.
(5) Lower the geartrain back into the clutch housing.
(6) Install Holding Tool 8242 (Fig. 30) onto the 5-6
synchro and tighten the screw to hold the 5-6 synchro together during the removal operation.
NOTE: Note the order of the shift fork arms at the
primary shift rail, while in the Neutral position.
(7) Raise geartrain and shift rails until all the
shift rails clear the clutch housing.
(8) Remove shift rails from the rest of the
geartrain (Fig. 31).
(9) Raise the geartrain until the input shaft is
clear of the clutch housing.
(10) Remove geartrain from the clutch housing and
install the geartrain into Support Stand 8246 (Fig.
32).
(11) Remove Fixture 8232 from the output shaft
and the countershaft.
Fig. 31 SHIFT RAILS
1 - 5-6 SHIFT RAIL
(12) Separate the countershaft from the output
shaft.
MANUAL - NV5600
BR/BE
21 - 57
MANUAL - NV5600 (Continued)
Fig. 32 LIFT GEARTRAIN WITH ENGINE CRANE
1 - FIXTURE
2 - SUPPORT STAND
Fig. 33 FRONT COUNTERSHAFT BEARING
1 - PULLER
2 - ADAPTERS
(13) Separate the output shaft from the input
shaft. Hold the 5-6 synchro together while removing
the output shaft to prevent the synchro sleeve from
being dislodged from the synchro hub.
COUNTERSHAFT BEARINGS
(1) Remove snap-ring holding the front countershaft bearing onto the countershaft.
(2) Remove front countershaft bearing with Sleeve
6444-8, Adapters 6451, Puller Rods 6444-4 and Puller
6444 (Fig. 33).
(3) Remove rear countershaft bearing with Sleeve
6444-8, Adapters 6447, Puller Rods 6444-4, Puller
6444 and suitable press button (Fig. 34).
OUTPUT SHAFT BEARINGS
(1) Remove snap-ring holding the pocket bearing
onto the output shaft.
(2) Remove pocket bearing from the output shaft
with Sleeve 6444-8, Adapters 8234, Puller Rods
6444-4 and the remainder of Puller 6444 (Fig. 35).
(3) Remove snap-ring holding the rear output shaft
bearing onto the output shaft.
(4) Use Sleeve 6444-8, Adapters 8271 and Puller
Rods 6444-3 for 4X2 vehicles or Puller Rods 6444-4
for 4X4 vehicles with the remainder of Puller 6444 to
remove the rear output shaft bearing from the output
shaft.
(5) Remove rear output shaft thrust washer from
the output shaft.
Fig. 34 REAR COUNTERSHAFT BEARING
1 - PULLER
2 - ADAPTERS
21 - 58
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
(2) Remove fifth gear friction cone from the input
shaft (Fig. 37).
Fig. 35 OUTPUT SHAFT POCKET BEARING
1 - PULLER
2 - ADAPTERS
INPUT SHAFT
(1) Remove fifth gear blocker ring from the input
shaft (Fig. 36).
Fig. 37 FIFTH GEAR FRICTION CONE
1 - FIFTH GEAR FRICTION CONE
2 - INPUT SHAFT
(3) Remove output shaft pocket bearing race from
the input shaft with Puller L-4518 (Fig. 38).
(4) Remove input shaft bearing and oil guide from
the input shaft with Sleeve 6444-8, Adapters 8243,
Puller Rods 6444-6 and the remainder of Puller 6444
(Fig. 39).
OUTPUT SHAFT
NOTE: Some gear and synchro components can be
installed backwards. Mark the gears, clutch gears,
synchro hubs, and sleeves for installation reference
during teardown. Use paint or a scriber for marking
purposes. Then stack the geartrain parts in order of
removal.
Fig. 36 FIFTH GEAR BLOCKER RING
1 - FIFTH GEAR BLOCKER RING
2 - INPUT SHAFT
MANUAL - NV5600
BR/BE
21 - 59
MANUAL - NV5600 (Continued)
Fig. 38 OUTPUT SHAFT POCKET BEARING
1 - PULLER
2 - INPUT SHAFT
Fig. 40 FIRST GEAR BEARING
1 - OUTPUT SHAFT
2 - FIRST GEAR BEARING
(3) Remove first gear blocker rings (2) and cones
from the 1-2 synchro assembly (Fig. 41).
Fig. 39 INPUT SHAFT BEARING
1 - PULLER
2 - ADAPTERS
(1) Remove first gear from the output shaft.
(2) Remove first gear bearing from the output
shaft (Fig. 40).
Fig. 41 FIRST GEAR BLOCKER RINGS
1 - OUTPUT SHAFT
2 - FIRST GEAR BLOCKER RINGS
3 - FIRST GEAR FRICTION CONE
21 - 60
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
(4) Install the remainder of the output shaft into
Fixture 8227 with press blocks under second gear.
(5) Install shaft and Fixture assembly into a shop
press (Fig. 42).
(6) Press second gear, 1-2 synchro assembly and
first gear bearing sleeve from the output shaft.
Fig. 43 SIXTH GEAR COMPONENTS
Fig. 42 SECOND GEAR 1-2 SYNCRO
1
2
3
4
5
-
OUTPUT SHAFT
FIRST GEAR BEARING SLEEVE
SECOND GEAR
FIXTURE
1-2 SYNCHRO
(7) Remove second gear bearing from the output
shaft.
(8) Reverse output shaft in the Fixture 8227 with
press blocks positioned under the 5-6 synchro assembly.
(9) Press the 5-6 synchro assembly from the output shaft.
(10) Remove sixth gear and the sixth gear bearing
from the output shaft (Fig. 43).
1
2
3
4
5
-
SIXTH GEAR FRICTION CONE
SIXTH GEAR
OUTPUT SHAFT
SIXTH GEAR BLOCKER RING
5-6 SYNCHRO
COUNTERSHAFT
(1) Install the countershaft into Fixture 8227 with
press blocks located under the fifth countershaft
gear.
(2) Place the assembly into a shop press.
(3) Use Guide 8235 on end of countershaft and
press the countershaft fifth gear from the countershaft (Fig. 44).
(4) Place countershaft in Fixture 8227 with press
blocks placed under the sixth countershaft gear.
(5) Use Guide 8235 on end of countershaft and
press the countershaft sixth gear from the countershaft (Fig. 45).
MANUAL - NV5600
BR/BE
21 - 61
MANUAL - NV5600 (Continued)
(7) Remove fourth countershaft gear, friction cone,
blocker ring and bearing from the countershaft (Fig.
46).
Fig. 44 FIFTH COUNTERSHAFT GEAR
1 - GUIDE
2 - FIFTH COUNTER SHAFT GEAR
3 - FIXTURE
Fig. 46 FOURTH COUNTERSHAFT GEAR
1
2
3
4
5
-
FOURTH GEAR BLOCKER RING
FOURTH GEAR BEARING
COUNTERSHAFT
FOURTH GEAR FRICTION CONE
FOURTH COUNTERSHAFT GEAR
(8) Install countershaft into Fixture 8227 with
press blocks located under the third countershaft
gear.
(9) Place assembly into a shop press and press
third countershaft gear, 3-4 synchro and fourth countershaft gear bearing sleeve from the countershaft
(Fig. 47).
(10) Remove countershaft from the press and Fixture 8227.
(11) Remove third countershaft gear bearing from
the countershaft (Fig. 48).
(12) The 2-3 thrust washer should not normally
need to be removed from the countershaft. If necessary slide 2-3 thrust washer off countershaft.
Fig. 45 SIXTH COUNTERSHAFT GEAR
1 - GUIDE
2 - SIXTH COUNTER SHAFT GEAR
3 - FIXTURE
(6) Remove countershaft from the press and Fixture 8227.
CLUTCH HOUSING
(1) Remove input shaft retainer bolts from the
clutch housing and remove retainer (Fig. 49).
(2) Remove countershaft oil guide from the countershaft front bearing bore in the clutch housing (Fig.
50).
(3) Remove countershaft front bearing race, endplay shims and spacer from the clutch housing with
Remover 6061-1 and Handle C-4171 (Fig. 51).
21 - 62
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 47 THIRD COUNTERSHAFT GEAR
1
2
3
4
5
-
THIRD COUNTERSHAFT GEAR
FIXTURE
3-4 SYNCHRO
BEARING SLEEVE
COUNTERSHAFT
Fig. 49 INPUT SHAFT RETAINER
1 - INPUT SHAFT RETAINER
2 - CLUTCH HOUSING
Fig. 50 COUNTERSHAFT OIL GUIDE
1 - CLUTCH HOUSING
2 - COUNTERSHAFT OIL GUIDE
Fig. 48 THIRD GEAR BEARING
1 - COUNTERSHAFT
2 - 2-3 THRUST WASHER
3 - THIRD COUNTERSHAFT GEAR BEARING
MANUAL - NV5600
BR/BE
21 - 63
MANUAL - NV5600 (Continued)
CLEANING
Clean the gears, bearings shafts, extension/adapter
housing and gear case with solvent. Dry all parts
except the bearings with compressed air. Allow the
bearings to either air dry or wipe them dry with
clean shop towels.
INSPECTION
NOTE: Minor corrosion, nicks, or pitting can be
smoothed with 400 grit emery and polished out with
crocus cloth.
Fig. 51 FRONT COUNTERSHAFT BEARING
1 - CLUTCH HOUSING
2 - HANDLE
3 - REMOVER
(4) Remove input shaft bearing race with Remover/
Installer 8237 and Handle C-4171.
(5) Remove input shaft oil guide and retainer seal
(Fig. 52).
Fig. 52 OIL GUIDE AND SEAL
1 - INPUT SHAFT OIL GUIDE
2 - INPUT SHAFT OIL SEAL
Inspect the reverse idler gear, bearings, shaft and
thrust washers. Replace the bearings if the rollers
are worn, chipped, cracked, flat-spotted or brinnelled.
Replace the gear if the teeth are chipped, cracked or
worn thin.
Inspect the front bearing retainer and bearing cup.
Replace the bearing cup if scored, cracked, brinnelled
or rough. Check the release bearing slide surface of
the retainer carefully. Replace the retainer if worn or
damaged in any way.
Inspect mainshaft bearing surfaces, splines, snap
ring grooves and threads. Replace the shaft if any
surfaces exhibit considerable wear or damage.
Inspect the countershaft and bearings. Replace the
shaft if any surfaces exhibit considerable wear or
damage.
Inspect shift forks for wear and distortion. Check
fit of the sleeve in the fork to be sure the two parts
fit and work smoothly. Replace the fork if the roll pin
holes are worn oversize or damaged. Do not attempt
to salvage a worn fork. Replace shift fork roll pins if
necessary or if doubt exists about their condition.
The all bearings for wear, roughness, flat spots,
pitting or other damage. Replace the bearings if necessary.
Inspect the blocker rings and fiction cones. replace
either part if worn or damaged in any way. Replace if
the friction material is burned, flaking off or worn.
Inspect synchro components wear or damage.
Replace parts if worn, cracked or distorted.
Inspect all of the thrust washers and locating pins.
Replace the pins if bent or worn. Replace the washers if worn or the locating pin notches are distorted.
Inspect the case and housing/adapter sealing and
mating surfaces are free of burrs and nicks. Inspcet
the alignment dowels in the case top surface and in
the housing/adapter are tight and in good condition.
Replace the gear case or housing/adapter if cracked
or broken.
21 - 64
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
ASSEMBLY
NOTE: Gaskets are not used in the transmission.
Use Mopar Gasket Maker or equivalent on all gear
case and extension housing sealing surfaces.
(4) Install second gear synchro outer blocker ring
over the second gear synchro friction cone. Align one
of the lugs on the outer ring with a lug on the inner
ring (Fig. 55).
OUTPUT SHAFT
(1) Place second gear on bench with the synchro
clutch ring up.
(2) Install second gear synchro inner blocker ring
onto second gear (Fig. 53).
Fig. 55 OUTER BLOCKER RING
1 - OUTER BLOCKER RING
2 - LUG
3 - GEAR
(5) Install 1-2 synchro assembly onto the second
gear assembly (Fig. 56).
Fig. 53 INNER BLOCKER RING
1 - INNER BLOCKER RING
2 - GEAR
(3) Install second gear synchro friction cone over
the blocker ring and onto second gear (Fig. 54).
Fig. 56 3-4 SYNCHRO ASSEMBLY
1 - SYNCHRO
2 - GEAR
Fig. 54 FRICTION CONE
1 - LOW AREA
2 - GEAR
3 - HIGH AREA
MANUAL - NV5600
BR/BE
21 - 65
MANUAL - NV5600 (Continued)
(6) Reverse assembly on the bench.
(7) Lubricate and install second gear bearing into
second gear (Fig. 57).
Fig. 57 SECOND GEAR BEARING
1 - BEARING
2 - GEAR
(8) Place 1-2 synchro, second gear and second gear
bearing assembly on shop press with second gear facing upward.
(9) Install output shaft into the second gear 1-2
synchro assembly with the front of the output shaft
facing upward (Fig. 58).
(10) Press the output shaft into position.
(11) Place first gear on bench with the synchro
clutch ring up.
(12) Install first gear synchro inner blocker ring
onto first gear (Fig. 53).
(13) Install first gear synchro friction cone over the
blocker ring and onto first gear (Fig. 54).
(14) Install first gear synchro outer blocker ring
over the first gear synchro friction cone. Align one of
the lugs on the outer ring with a lug on the inner
ring (Fig. 55).
(15) Reverse the output shaft in the press.
(16) Install first gear bearing sleeve onto the output shaft.
(17) Install first gear bearing sleeve the remainder
of the way onto the output shaft using Installer 8228
and a shop press (Fig. 59).
(18) Install first gear and blocker assembly onto
the output shaft (Fig. 60).
(19) Install first gear bearing over the output shaft
and into first gear.
(20) Install output shaft thrust washer onto the
output shaft (Fig. 61).
(21) Install rear output shaft bearing onto the output shaft with Installer 8228 and a shop press (Fig.
62).
Fig. 58 OUTPUT SHAFT INTO 1-2 SYNCHRO
1 - OUTPUT SHAFT
2 - 1-2 SYNCHRO
3 - SECOND GEAR
Fig. 59 FIRST GEAR BEARING SLEEVE
1 - INSTALLER
2 - FIRST GEAR BEARING SLEEVE
(22) Install a new snap-ring to hold the rear output bearing onto the output shaft. Install the thickest snap-ring which will fit into the groove.
21 - 66
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 60 FIRST GEAR AND BLOCKER ASSEMBLY
1 - OUTPUT SHAFT
2 - FIRST GEAR ASSEMBLY
Fig. 62 REAR OUTPUT SHAFT BEARING
1 - INSTALLER
2 - REAR OUTPUT SHAFT BEARING
(23) Reverse output shaft in the Fixture 8227 and
support the shaft with press blocks under first gear.
(24) Install sixth gear bearing onto the output
shaft.
(25) Install sixth gear onto the output shaft and
over the sixth gear bearing (Fig. 63).
(26) Install the sixth gear friction cone onto sixth
gear.
(27) Install sixth gear blocker ring over the sixth
gear friction cone (Fig. 64).
(28) Install Guide 8235 onto the end of the output
shaft (Fig. 65).
(29) Install 5-6 synchro over Guide 8235 and onto
the output shaft.
(30) Press 5-6 synchro (Fig. 66) onto the output
shaft with Installer 8156 and a shop press.
Fig. 61 OUTPUT SHAFT THRUST WASHER
1 - OUTPUT SHAFT
2 - OUTPUT SHAFT THRUST WASHER
MANUAL - NV5600
BR/BE
21 - 67
MANUAL - NV5600 (Continued)
Fig. 63 SIXTH GEAR
1 - SIXTH GEAR
2 - SIXTH GEAR BEARING
Fig. 65 OUTPUT SHAFT GUIDE
1 - GUIDE
2 - OUTPUT SHAFT
Fig. 66 5-6 SYNCHRO
Fig. 64 SIXTH GEAR BLOCKER RING
1 - SIXTH GEAR BLOCKER RING
2 - SIXTH GEAR FRICTION CONE
(31) Install output shaft pocket bearing onto the
output shaft.
(32) Press pocket bearing the remainder of the
way onto the output shaft using Guide 8235 and a
shop press (Fig. 67).
1 - INSTALLER
2 - 5-6 SYNCHRO
(33) Install a new snap-ring to hold the output
shaft pocket bearing onto the output shaft.
21 - 68
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 69 BLOCKER RING ONTO FRICTION CONE
1 - BLOCKER RING
2 - GEAR
3 - FRICTION CONE
Fig. 67 OUTPUT SHAFT POCKET BEARING
1 - GUIDE
2 - POCKET BEARING
(4) Install 3-4 synchro assembly onto the blocker
ring/gear assembly (Fig. 70).
(5) Reverse the assembly on the bench.
(6) Install third countershaft gear bearing into the
third countershaft gear.
COUNTERSHAFT
(1) Place third countershaft gear on the bench
with the synchro clutch ring up.
(2) Install third countershaft gear friction cone
onto third gear (Fig. 68).
Fig. 70 3-4 SYNCHRO ASSEMBLY
1 - SYNCHRO
2 - GEAR
Fig. 68 FRICTION CONE ONTO GEAR
1 - FRICTION CONE
2 - GEAR
3 - CLUTCH RING
(3) Install third countershaft gear blocker ring
onto the friction cone (Fig. 69).
(7) Install 2-3 thrust washer onto the countershaft.
(8) Place third gear/3-4 synchro assembly in a shop
press.
(9) Install countershaft through the third gear/3-4
synchro assembly.
(10) Press countershaft into the 3-4 synchro
assembly (Fig. 71).
(11) Install fourth countershaft gear bearing sleeve
onto the output shaft.
BR/BE
MANUAL - NV5600
21 - 69
MANUAL - NV5600 (Continued)
Fig. 72 FOURTH COUNTERSHAFT ONTO SIXTH
COUNTERSHAFT GEAR
1 - FOURTH BEARING
2 - FOURTH COUNTERSHAFT GEAR
3 - SIXTH COUNTERSHAFT GEAR
Fig. 71 COUNTERSHAFT INTO 3-4 SYNCHRO
1 - COUNTERSHAFT
2 - 2-3 THRUST WASHER
3 - THIRD COUNTERSHAFT GEAR
(12) Press fourth countershaft bearing sleeve onto
the countershaft with Installer 8228 and a shop
press.
(13) Place fourth countershaft gear on the bench
with the synchro clutch ring up.
(14) Install fourth countershaft gear friction cone
onto fourth countershaft gear (Fig. 68).
(15) Install fourth countershaft gear blocker ring
onto the friction cone (Fig. 69).
(16) Install fourth countershaft gear bearing into
the fourth countershaft gear.
(17) Place sixth countershaft gear in the shop
press.
(18) Position fourth countershaft gear assembly
onto the sixth countershaft gear (Fig. 72).
(19) Install countershaft into the fourth/sixth countershaft gear assembly in the shop press.
(20) Press countershaft into sixth gear (Fig. 73).
CAUTION: Gear and shaft must be aligned while
pressing or the gear will bind on the shaft.
(21) Place fifth countershaft gear into the shop
press.
Fig. 73 COUNTERSHAFT TO SIXTH
COUNTERSHAFT GEAR
1 - COUNTERSHAFT
2 - SIXTH COUNTERSHAFT GEAR
3 - 3-4 SYNCHRO
21 - 70
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
(22) Install countershaft into the fifth countershaft
gear and press countershaft into fifth gear (Fig. 74).
CAUTION: Gear and shaft must be aligned while
pressing or the gear will bind on the shaft.
Fig. 74 COUNTERSHAFT TO FIFTH
COUNTERSHAFT GEAR
1 - COUNTERSHAFT
2 - FIFTH COUNTERSHAFT GEAR
(23) Place front countershaft bearing onto the
countershaft.
(24) Install front countershaft bearing onto the
countershaft with Installer 8236 and Handle C-4171.
(25) Install a new snap-ring to hold the front
countershaft bearing onto the countershaft.
(26) Place rear countershaft bearing onto the countershaft.
INPUT SHAFT
(1) Place the input shaft bearing onto the input
shaft.
(2) Install input shaft bearing with Installer
MD998805 (Fig. 75).
Fig. 75 INPUT SHAFT BEARING
1 - INSTALLER
2 - INPUT SHAFT BEARING
(3) Position the input shaft bearing oil guide on
the input shaft (Fig. 76).
(4) Install input shaft bearing oil guide with
Installer MD998805.
(5) Place the output shaft pocket bearing race in
the input shaft.
(6) Install output shaft pocket bearing race into
the input shaft with Installer C-4628 and Handle
C-4171 (Fig. 77).
MANUAL - NV5600
BR/BE
21 - 71
MANUAL - NV5600 (Continued)
Fig. 77 OUTPUT SHAFT POCKET BEARING RACE
1 - HANDLE
2 - INPUT SHAFT
3 - INSTALLER
Fig. 76 INPUT SHAFT OIL GUIDE
1 - INPUT SHAFT
2 - INPUT SHAFT OIL GUIDE
CLUTCH HOUSING
(1) Install input shaft bearing race so that the
bearing race protrudes 0.3 in. above the front surface
of the clutch housing. Install bearing race with
Remover/Installer 8237 and Handle C-4171.
(2) Install countershaft front bearing race into the
clutch housing so that the bearing race protrudes 0.4
in. above the front surface of the clutch housing.
Install bearing race with Remover 6061-1 and Handle C-4171.
(3) Install countershaft oil guide and spacer into
the countershaft front bearing bore in the clutch
housing (Fig. 78).
(4) Clean all old sealer from the input shaft
retainer and the clutch housing but DO NOT apply
new sealer at this time. New sealer will be applied
after all the preload measurements are made and
end-play shims are installed.
NOTE: Do not replace the input shaft seal at this
time. A new seal will be installed after all the preload measurements are made and endplay shims
are installed.
Fig. 78 OIL GUIDE AND SPACER
1 - 0.3 IN. BEYOND FLUSH
2 - 0.4 IN. BEYOND FLUSH
(5) Install input shaft retainer onto the clutch
housing and install bolts to hold the input shaft
retainer.
21 - 72
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
GEARTRAIN
(1) Install
(2) Install
shaft.
(3) Install
gear friction
(4) Install
79).
input shaft into Support Stand 8246.
fifth gear friction cone onto the input
fifth gear blocker ring onto the fifth
cone.
output shaft into the input shaft (Fig.
Fig. 80 COUNTERSHAFT TO MAINSHAFT
1 - COUNTERSHAFT
2 - OUTPUT SHAFT
3 - SUPPORT STAND
NOTE: The closest shift arm to the geartrain is for
Reverse. The next is 5-6, then 3-4 and then 1-2
when moving out from the geartrain.
Fig. 79 OUTPUT SHAFT AND INPUT SHAFT
1 - OUTPUT SHAFT
2 - INPUT SHAFT
3 - SUPPORT STAND
(5) Install countershaft into the Support Stand
8246 and verify that all gears are meshed with their
mates on the mainshaft (Fig. 80).
(6) Install Fixture 8232 to the output shaft and
countershaft.
(7) Install Holding Tool 8242 onto the 5-6 synchro
and tighten the screw to hold the 5-6 synchro
together during the remainder of the installation procedure.
(8) Attach a engine crane or equivalent to Fixture
8232 and move the geartrain from the Support Stand
8246 to the clutch housing (Fig. 81).
(9) Install shift forks and rails onto the geartrain
(Fig. 82).
(10) Install geartrain and shift rails into the clutch
housing. Lower the geartrain and rails into the housing slowly while guiding input shaft through input
shaft seal. Avoid any binds on the shift rails, forks
and synchros as the rails enter their bushings.
CAUTION: Do not damage input shaft seal with the
input shaft splines.
(11) With the geartrain approximately 1/4 in. from
the clutch housing, remove Holding Tool 8242 from
the 5-6 synchro (Fig. 83).
(12) Install 5-6 crossover bracket and arm to the
shift rails and the clutch housing.
(13) Lower geartrain the remainder of the way
into the clutch housing.
(14) Install the 5-6 crossover bracket bolts and
tighten to 28 N·m (20 ft. lbs.) (Fig. 84).
(15) Remove engine crane and Fixture 8232 from
the output shaft and the countershaft.
MANUAL - NV5600
BR/BE
21 - 73
MANUAL - NV5600 (Continued)
Fig. 81 LIFT GEARTRAIN
1 - FIXTURE
2 - SUPPORT STAND
Fig. 83 HOLDING TOOL
1 - HOLDING TOOL
2 - 5-6 SYNCHRO
Fig. 84 5-6 CROSSOVER BRACKET BOLTS
1 - 5-6 CROSSOVER BRACKET
Fig. 82 INSTALL SHIFT RAILS
1 - SHIFT RAILS
TRANSMISSION GEAR CASE
(1) Install rear output shaft bearing race into the
transmission gear case with Installer C-4308 and
Handle C-4171.
(2) Install rear countershaft bearing race into the
transmission gear case with Installer 8153 and Handle C-4171.
(3) Install Fixture 8232 to the transmission gear
case.
NOTE: Shift socket must be loose on the shift shaft
and is rotated a minimum of 90° from its normal
position. This will ensure enough clearance to
install the transmission gear case.
21 - 74
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
(4) Apply sealant to the clutch housing.
(5) Attach an engine crane or equivalent to Fixture
8232 and install the transmission gear case onto the
clutch housing (Fig. 85).
Fig. 86 MAINSHAFT END-PLAY
1 - DIAL INDICATOR
2 - EXTENSION ROD
3 - MAIN SHAFT
Fig. 85 TRANSMISSION GEAR CASE
1 - FIXTURE
2 - TRANSMISSION CASE
(6) Install clutch housing bolts and tighten to 48
N·m (35 ft.lbs.).
(7) Install shift socket roll pin with a suitable
6mm (7/32 inch) punch and hammer.
MAINSHAFT AND COUNTERSHAFT ENDPLAY
(1) With transmission in vertical position, use
Socket 6993 to rotate the shafts and seat the bearings.
(2) Measure mainshaft endplay with Dial Indicator
Set C-3339 and Extension Rod 8161 installed onto
the rear of the transmission gear case (Fig. 86).
(3) Measure countershaft end-play with Dial Indicator Set C-3339 and Extension Rod 8161 installed
onto the rear of the transmission gear case (Fig. 87).
(4) Rotate transmission into a horizontal position
and remove the input shaft retainer.
(5) Install shims necessary to achieve an end-play
of 0.051-0.15 mm (0.002-0.006 in.) for the mainshaft
and countershaft.
NOTE: Countershaft shims go between the bearing
race and spacer. Mainshaft shims go into the input
shaft retainer.
Fig. 87 COUNTERSHAFT END-PLAY
1 - EXTENSION ROD
2 - DIAL INDICATOR
3 - COUNTERSHAFT
(6) Install a new input shaft seal into the input
shaft retainer with Installer C-4965.
BR/BE
MANUAL - NV5600
21 - 75
MANUAL - NV5600 (Continued)
(7) Install input shaft oil guide with C-3972-A and
Handle C-4171.
(8) Apply sealer to the input shaft retainer and
install retainer onto the clutch housing. Install bolts
and tighten to 28 N·m (20 ft.lbs.).
REVERSE GEAR
(1) Install reverse shift fork and synchronizer as
an assembly onto the reverse shift rail and output
shaft (Fig. 88).
NOTE: Raised square shoulder and snap-ring on
the synchro face the case.
Fig. 89 REVERSE BEARING SLEEVE
1 - REVERSE GEAR BEARING SLEEVE
Fig. 88 REVERSE SHIFT FORK AND SYNCHRO
1 - REVERSE SYNCHRO
2 - REVERSE SHIFT FORK
(2) Install roll-pin securing the reverse shift fork
to the reverse shift rail with 6mm (7/32 in) punch
and a hammer.
(3) Install reverse gear bearing sleeve onto the
output shaft with Installer 6446 if necessary (Fig.
89).
(4) Install reverse gear, reverse gear synchronizer
cone, reverse gear outer blocker ring and reverse
gear bearing (Fig. 90).
(5) Install output shaft ball bearing assembly and
reverse thrust washer onto the output shaft (Fig. 91).
NOTE: Raised shoulder on thrust washer faces
away from the reverse gear.
(6) Install a new output shaft nut onto the ouput
shaft.
(7) With Wrench 8226 on the output shaft nut and
Socket 6993 or 6984 holding the output shaft, tighten
the nut to 339 N·m (250 ft.lbs.).
(8) Stake nut into the slot in the output shaft with
a 9mm (5/16 in.) punch.
(9) Press countershaft reverse gear into the sleeve
with a shop press.
(10) Install reverse countershaft rear bearing onto
the countershaft reverse gear assembly with Installer
C-4652 and Handle C-4171.
(11) Install reverse idler gear rear bearing, bearing
spacer, front bearing, and front thrust washer onto
the idler gear shaft.
(12) Install idler and reverse countershaft gears
together (Fig. 92).
(13) Install reverse idler thrust washer from the
reverse idler.
(14) Install crossover cam rollers and pin (Fig. 93).
EXTENSION/ADAPTER HOUSING
(1) Install extension housing bushing with
Installer 8156 and Handle C-4171, if necessary. The
oil feed hole must be at the 12 o’clock position when
installed.
(2) On 4X2 vehicles, install extension housing seal
with Installer 8154 and Handle C-4171, with the
weep hole at the bottom.
NOTE: Drain hole located in the dust boot portion
of the seal must face downward ( toward the
ground) when installed.
21 - 76
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
Fig. 92 REVERSE IDLER AND COUNTERSHAFT
GEARS
1 - REVERSE IDLER GEAR
2 - COUNTERSHAFT REVERSE GEAR
Fig. 90 REVERSE GEAR COMPONENTS
1
2
3
4
-
REVERSE GEAR
REVERSE BEARING
BLOCKER RING
FRICTION CONE
Fig. 93 CROSSOVER CAM ROLLERS AND PIN
1 - CROSSOVER CAM PIN
2 - CROSSOVER CAM ROLLERS
Fig. 91 OUTPUT SHAFT BEARING AND THRUST
WASHER
1 - OUTPUT SHAFT BALL BEARING
2 - THRUST WASHER
(3) On 4X4 vehicles, install adapter housing seal
with Installer C-3860-A and Handle C-4171.
(4) Install the crossover cam bushing into the
extension/adapter housing with Installer 8239 and
Handle C-4171.
(5) Clean the rear of the transmission case of all
sealer.
(6) Install reverse countershaft gear bearing race
onto the reverse countershaft gear bearing.
(7) Measure the distance from the back of the
bearing race to Gauge Bar 6311 (Fig. 94).
(8) Measure thickness of the gauge bar and record
the total of the two measurements.
(9) Clean all the sealer from the extension/adapter
housing.
BR/BE
MANUAL - NV5600
21 - 77
MANUAL - NV5600 (Continued)
(11) Subtract thickness of the gauge bar from the
measurement and record the result.
(12) The difference between the two measurements
is the end-play for the reverse countershaft gear
assembly.
(13) Install shims to achieve 0.15-0.25 mm (0.0060.010 in.) end-play for the reverse countershaft gear
assembly into the reverse countershaft bearing race
bore.
(14) Use Installer to install the reverse countershaft bearing race into the extension/adapter housing.
(15) Install back-up lamp switch into the extension/adapter housing and tighten to 28 N·m (20
ft.lbs.).
(16) Install crossover cam into the extension/
adapter housing.
(17) Install bolt to hold the crossover cam to the
extension/adapter housing (Fig. 96).
Fig. 94 MEASURE HEIGHT OF REVERSE
COUNTERSHAFT
1 - MEASURE DISTANCE FROM RACE TO GAUGE BAR
(10) Place Gauge Bar 6311 across the housing face.
Measure the distance from the top of the bar to the
bottom of the reverse countershaft bearing race bore
(Fig. 95).
Fig. 96 CROSSOVER CAM
1 - CROSSOVER CAM
2 - BOLT
3 - EXTENSION HOUSING
Fig. 95 REVERSE COUNTERSHAFT GEAR BEARING
RACE BORE
1 - GAUGE BAR TO BEARING RACE BORE MEASUREMENT
(18) Install crossover detent plunger, spring and
plug into the extension/adapter housing. Tighten the
plug to 47.5 N·m (35 ft.lbs.) (Fig. 97).
(19) Apply sealer to the surface of the transmission case.
(20) Install extension/adapter housing onto the
transmission case.
(21) Install bolts to hold the extension/adapter
housing onto the transmission gear case. Tighten
bolts to 48 N·m (35 ft.lbs.).
(22) Install shift rail blocker bolt and tighten bolt
to 55 N·m (41 ft.lbs.).
(23) Install primary shift rail detent plunger,
spring and plug into the transmission case. Tighten
detent plug to 47.5 N·m (35 ft.lbs.).
21 - 78
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
(11) Install transmission mount on transmission or
rear crossmember.
(12) Install rear crossmember.
(13) Remove transmission jack and engine support
fixture.
(14) Fill transmission with required lubricant (Fig.
98). Check lubricant level in transfer case if
equipped.
Fig. 97 CROSSOVER CAM DETENT PLUG
1 - DETENT PLUG
2 - EXTENSION HOUSING
(24) Install shift tower onto the transmission case
and tighten bolts to 9 N·m (7 ft.lbs.).
INSTALLATION
Fig. 98 FILL PLUG
NOTE: If installing a new transmission, use all components supplied with the transmission. If a new
shift tower is supplied with the new transmission,
do not re-use the original shift tower.
(1) Apply a light coat of Mopar high temperature
bearing grease or equivalent to contact surfaces of
following components:
• input shaft splines.
• release bearing slide surface of front retainer.
• release bearing bore.
• release fork.
• release fork ball stud.
• propeller shaft slip yoke.
(2) Apply sealer to threads of bottom PTO cover
bolt and install bolt in case.
(3) Mount transmission on jack and position transmission under vehicle.
(4) Raise transmission until input shaft is centered
in clutch disc hub.
(5) Move transmission forward and start input
shaft in clutch disc and pilot bushing/bearing.
(6) Work transmission forward until seated against
engine block. Do not allow transmission to remain
unsupported after input shaft has entered clutch
disc.
(7) Install and tighten transmission-to-engine
block bolts.
(8) Install clutch slave cylinder.
(9) Connect backup light switch wires.
(10) Position transmission harness wires in clips
on transmission.
1 - FILL PLUG
TWO WHEEL DRIVE
(1) Install propeller shaft with referece marks
aligned.
(2) Install exhaust system components.
(3) Remove support and lower vehicle.
(4) Shift transmission into third gear.
(5) Clean the mating surfaces of shift tower and
isolator plate with suitable wax and grease remover.
(6) Apply Mopar Gasket Maker or equivalent to
sealing surface of the transmission case. Do not over
apply sealant.
(7) Install isolator plate onto the transmission case
metal side down.
(8) Install shift tower onto the isolator plate. No
sealant is necessary between the shift tower and top
of isolator plate.
(9) Verify shift tower, isolator plate and the shift
socket are properly aligned.
(10) Install bolts to hold the shift tower to the isolator plate and the transmission case. Tighten bolts
to 10.2–11.25 N·m (7.5–8.3 ft. lbs.).
(11) Install shift boot and bezel.
(12) Connect battery negative cable.
FOUR WHEEL DRIVE
(1) Install and secure transfer case on the transmission jack.
(2) Raise and align transfer case input gear with
transmission mainshaft.
MANUAL - NV5600
BR/BE
21 - 79
MANUAL - NV5600 (Continued)
(3) Move transfer case forward and seat it on
adapter.
(4) Install and tighten transfer case mounting nuts
to 41-47 N·m (30-35 ft. lbs.) if case has 3/8 studs. If
case has 5/16 studs tighten to 30-41 N·m (22-30 ft.
lbs.).
(5) Connect transfer case shift lever to range lever
on transfer case.
(6) Install propeller shafts with reference marks
aligned.
(7) Install transfer case skid plate, if equipped,
and crossmember. Tighten attaching bolts/nuts to 41
N·m (30 ft. lbs.).
(8) Install exhaust system components.
(9) Remove support and lower vehicle.
(10) Shift transmission into third gear.
(11) Clean the mating surfaces of shift tower, isolator plate and transmission case with suitable wax
and grease remover.
(12) Apply Mopar Gasket Maker or equivalent to
the sealing surface of the transmission case. Do not
over apply sealant.
(13) Install isolator plate onto the transmission
case, metal side down.
(14) Install shift tower onto the isolator plate. No
sealant is necessary between the shift tower and top
of isolator plate.
(15) Verify that the shift tower, isolator plate and
the shift tower bushings are properly aligned.
(16) Install the bolts to hold the shift tower to the
isolator plate and the transmission case. Tighten the
shift tower bolts to 10.2-11.25 N·m (7.5-8.3 ft. lbs.).
(17) Install shift lever boot and bezel.
(18) Connect battery negative cable.
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Plug, Crossover Cam and
Detent
48
35
-
Bolt, Input Retainer
28
20
-
Bolt, 5-6 Crossover
Bracket
28
20
-
Bolt, Clutch Housing
48
35
-
Bolt, Extension/Adapter
Housing
48
35
-
Bolt, Shift Tower
9
7
80
Switch, Back-up Lamp
28
20
-
Bolt, Shift Blocker
55
41
-
Bolt, PTO Cover
40
30
-
Pivot, Clutch Release
Lever
22
16
-
Plug, Fill
30
22
-
Nut, Output Shaft
339
250
-
21 - 80
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
SPECIAL TOOLS
INSTALLER C-3972-A
REMOVER 8155
INSTALLER 8154
INSTALLER 8156
WRENCH 8226
HANDLE C-4171
SOCKET 6984
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
PULLER 6444
INSTALLER 6448
INSTALLER C-4308
PULLER JAWS 6447
EXTENSION ROD 8161
PULLER JAWS 6451
FIXTURE 8227
INSTALLER 6061
21 - 81
21 - 82
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
INSTALLER 8228
REMOVER 8234
FIXTURE 8230
GUIDE 8235
ADAPTER 8232
INSTALLER 8236
REMOVER 8233
INSTALLER/REMOVER 8237
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
HOLDING TOOL 8242
INSTALLER/REMOVER 8238
REMOVER 8243
INSTALLER 8239
REMOVER 8240
FIXTURE 8241
PULLER 8244
REMOVER 8245
21 - 83
21 - 84
MANUAL - NV5600
BR/BE
MANUAL - NV5600 (Continued)
INSTALLER C-4965
SUPPORT STAND 8246
REMOVER L-4518
REMOVER 8262
PULLER C-293-PA
ADAPTERS C-293-52
REMOVER 8271
DIAL INDICATOR C-3339
INSTALLER MD998805
MANUAL - NV5600
BR/BE
ADAPTER HOUSING SEAL NV5600
21 - 85
INSTALLATION
(1) Install extension housing bushing
Installer 8156 and Handle C-4171 (Fig. 100).
with
REMOVAL
(1) Raise and support vehicle.
(2) Mark propeller shaft and yokes for installation
reference and remove shaft.
(3) Remove the transfer case.
(4) Remove the adapter housing seal with a pry
tool or slide hammer with a screw.
INSTALLATION
(1) Install adapter housing seal with Installer and
Handle C-4171.
(2) Install transfer case.
(3) Install propeller shaft with reference marks
aligned.
(4) Check fluid level.
(5) Remove support and lower vehicle.
EXTENSION HOUSING SEAL NV5600
Fig. 100 EXTENSION HOUSING BUSHING
1 - HANDLE
2 - INSTALLER
3 - BUSHING
(2) Install extension housing seal with Installer
8154 and Handle C-4171 (Fig. 101).
REMOVAL
(1) Raise and support vehicle.
(2) Mark propeller shaft and pinion yoke for
installation reference and remove the propeller shaft.
(3) Remove extension housing seal with a pry tool
or a slide hammer and screw.
(4) Remove extension housing bushing with
Remover 8155 (Fig. 99).
Fig. 101 EXTENSION HOUSING SEAL
1 - INSTALLER
2 - HANDLE
Fig. 99 EXTENSION HOUSING
1 - REMOVER
(3) Install propeller shaft with reference marks
aligned.
(4) Check and fill transmission.
(5) Remove support and lower vehicle.
21 - 86
MANUAL - NV5600
BR/BE
SHIFT COVER - NV5600
REMOVAL
(1) Shift transmission into Neutral.
(2) Unscrew and remove the shift lever extension
from the shift
(3) Remove screws attaching shift boot to floorpan.
Then slide boot upward on the shift lever.
(4) Remove the bolts holding the shift tower to the
isolator plate and transmission gear case.
(5) Remove the shift tower (Fig. 102) and isolator
plate (Fig. 103) from the transmission.
Fig. 103 SHIFT TOWER ISOLATOR PLATE
1 - ISOLATOR PLATE
2 - TRANSMISSION
Fig. 102 SHIFT TOWER
1 - SHIFT TOWER
2 - TRANSMISSION
INSTALLATION
(1) Shift transmission into third gear.
(2) Clean the mating surfaces of shift tower, isolator plate and transmission gear case with suitable
wax and grease remover.
(3) Apply Mopar Gasket Maker or equivalent to
the sealing surface of the transmission. Do not over
apply sealant.
(4) Install isolator plate onto the transmission,
metal side down.
(5) Install shift tower onto the isolator plate. No
sealant is necessary between the shift tower and isolator plate.
(6) Verify shift tower, isolator plate and shift tower
bushings are properly aligned.
(7) Install shift tower bolts and tighten the shift
tower bolts to 8-10 N·m (7-9 ft. lbs.).
(8) Install shift lever extension, shift boot and
bezel.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 87
AUTOMATIC TRANSMISSION - 46RE
TABLE OF CONTENTS
page
AUTOMATIC TRANSMISSION - 46RE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 89
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 96
DIAGNOSIS AND TESTING - PRELIMINARY . 97
DIAGNOSIS AND TESTING - ROAD
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . 98
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 100
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK . . . . . . . . . . . . . . . . 101
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . 114
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 115
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 122
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 130
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS . . . . . . . . . . . . . 132
SPECIFICATIONS
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 144
SPECIAL TOOLS
RE TRANSMISSION
. . . . . . . . . . . . . . . . . . 146
ACCUMULATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 149
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 150
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 150
BANDS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 150
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 151
ADJUSTMENTS
ADJUSTMENT - BANDS
. . . . . . . . . . . . . . . 151
ELECTRONIC GOVERNOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 152
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 153
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 154
EXTENSION HOUSING BUSHING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 156
page
EXTENSION HOUSING SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT . . . . . . . . . . . . . .
STANDARD PROCEDURE - TRANSMISSION
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - OIL PUMP
VOLUME CHECK . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT FRONT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT REAR BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OVERDRIVE CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
. 156
. 156
. 157
. 157
. 157
. 157
. 158
. 160
. 160
. 160
. 161
. 162
. 162
. 164
. 164
. 164
. 164
. 164
. 164
. 166
. 166
. 166
. 167
. 168
. 168
. 169
. 171
. 171
. 171
. 172
. 172
. 172
21 - 88
AUTOMATIC TRANSMISSION - 46RE
OVERDRIVE UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OVERDRIVE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OVERRUNNING CLUTCH CAM/OVERDRIVE
PISTON RETAINER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
PARK/NEUTRAL POSITION SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PISTONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
REAR CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
REAR SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
. 173
. 173
. 179
. 180
. 180
. 189
. 190
. 190
. 191
. 191
. 191
. 192
. 192
. 192
. 192
. 193
. 193
. 195
. 195
. 195
. 195
. 196
. 197
. 197
. 198
. 199
. 199
. 203
. 203
. 204
. 204
. 204
. 205
. 207
BR/BE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
SHIFT MECHANISM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . .
SOLENOID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
THROTTLE VALVE CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - TRANSMISSION THROTTLE
VALVE CABLE . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE . . . . . . .
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
VALVE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - VALVE BODY . . . . . . . . . .
. 207
. 207
. 207
. 207
. 208
. 208
. 208
. 208
. 209
. 209
. 209
. 209
. 210
. 212
. 215
. 216
. 217
. 217
. 217
. 217
. 218
. 218
. 218
. 223
. 236
. 237
. 244
. 244
. 248
. 256
. 257
BR/BE
AUTOMATIC TRANSMISSION 46RE
DESCRIPTION
The 46RE (Fig. 1) is a four speed fully automatic
transmissions with an electronic governor. The 46RE
is equipped with a lock-up clutch in the torque converter. First through third gear ranges are provided
by the clutches, bands, overrunning clutch, and planetary gear sets in the transmission. Fourth gear
range is provided by the overdrive unit that contains
an overdrive clutch, direct clutch, planetary gear set,
and overrunning clutch.
AUTOMATIC TRANSMISSION - 46RE
21 - 89
The transmission contains a front, rear, and direct
clutch which function as the input driving components. It also contains the kickdown (front) and the
low/reverse (rear) bands which, along with the overrunning clutch and overdrive clutch, serve as the
holding components. The driving and holding components combine to select the necessary planetary gear
components, in the front, rear, or overdrive planetary
gear set, transfer the engine power from the input
shaft through to the output shaft.
The valve body is mounted to the lower side of the
transmission and contains the valves to control pressure regulation, fluid flow control, and clutch/band
application. The oil pump is mounted at the front of
the transmission and is driven by the torque converter hub. The pump supplies the oil pressure necessary for clutch/band actuation and transmission
lubrication.
21 - 90
AUTOMATIC TRANSMISSION - 46RE
BR/BE
Fig. 1 46RE Transmission
AUTOMATIC TRANSMISSION - 46RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 91
AUTOMATIC TRANSMISSION - 46RE (Continued)
1 - TORQUE CONVERTER
2 - INPUT SHAFT
3 - OIL PUMP
4 - FRONT BAND
5 - FRONT CLUTCH
6 - REAR CLUTCH
7 - PLANETARIES
8 - REAR BAND
9 - OVERRUNNING CLUTCH
10 - OVERDRIVE CLUTCH
11 - DIRECT CLUTCH
12 - PLANETARY GEAR
13 - OUTPUT SHAFT
14 - SEAL
15 - INTERMEDIATE SHAFT
16 - OVERDRIVE OVERRUNNING CLUTCH
17 - DIRECT CLUTCH SPRING
18 - OVERDRIVE PISTON RETAINER
19 - FILTER
20 - VALVE BODY
IDENTIFICATION
OPERATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan gasket surface (Fig. 2). Refer to this information when
ordering replacement parts.
The application of each driving or holding component is controlled by the valve body based upon the
manual lever position, throttle pressure, and governor pressure. The governor pressure is a variable
pressure input to the valve body and is one of the
signals that a shift is necessary. First through fourth
gear are obtained by selectively applying and releasing the different clutches and bands. Engine power is
thereby routed to the various planetary gear assemblies which combine with the overrunning clutch
assemblies to generate the different gear ratios. The
torque converter clutch is hydraulically applied and
is released when fluid is vented from the hydraulic
circuit by the torque converter control (TCC) solenoid
on the valve body. The torque converter clutch is controlled by the Powertrain Control Module (PCM). The
torque converter clutch engages in fourth gear, and
in third gear under various conditions, such as when
the O/D switch is OFF, when the vehicle is cruising
on a level surface after the vehicle has warmed up.
The torque converter clutch will disengage momentarily when an increase in engine load is sensed by
the PCM, such as when the vehicle begins to go
uphill or the throttle pressure is increased. The
torque converter clutch feature increases fuel economy and reduces the transmission fluid temperature.
Since the overdrive clutch is applied in fourth gear
only and the direct clutch is applied in all ranges
except fourth gear, the transmission operation for
park, neutral, and first through third gear will be
described first. Once these powerflows are described,
the third to fourth shift sequence will be described.
Fig. 2 Transmission Part And Serial Number
Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER
GEAR RATIOS
The 46RE gear ratios are:
1st .
2nd
3rd .
4th .
Rev.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.45:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.45:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.69:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21
21 - 92
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
PARK POWERFLOW
As the engine is running and the crankshaft is
rotating, the flexplate and torque converter, which
are also bolted to it, are all rotating in a clockwise
direction as viewed from the front of the engine. The
notched hub of the torque converter is connected to
the oil pump’s internal gear, supplying the transmission with oil pressure. As the converter turns, it
turns the input shaft in a clockwise direction. As the
input shaft is rotating, the front clutch hub-rear
clutch retainer and all their associated parts are also
rotating, all being directly connected to the input
shaft. The power flow from the engine through the
front clutch hub and rear clutch retainer stops at the
rear clutch retainer. Therefore, no power flow to the
output shaft occurs because no clutches are applied.
The only mechanism in use at this time is the parking sprag (Fig. 3), which locks the parking gear on
the output shaft to the transmission case.
Fig. 4 Neutral Powerflow
1
2
3
4
5
-
PAWL DISENGAGED FOR NEUTRAL
PARK SPRAG
OUTPUT SHAFT
CAM
PAWL
REVERSE POWERFLOW
Fig. 3 Park Powerflow
1 - LEVER ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT
NEUTRAL POWERFLOW
With the gear selector in the NEUTRAL position
(Fig. 4), the power flow of the transmission is essentially the same as in the park position. The only
operational difference is that the parking sprag has
been disengaged, unlocking the output shaft from the
transmission case and allowing it to move freely.
When the gear selector is moved into the
REVERSE position (Fig. 5), the front clutch and the
rear band are applied. With the application of the
front clutch, engine torque is applied to the sun gear,
turning it in a clockwise direction. The clockwise
rotation of the sun gear causes the rear planet pinions to rotate against engine rotation in a counterclockwise direction. The rear band is holding the low
reverse drum, which is splined to the rear carrier.
Since the rear carrier is being held, the torque from
the planet pinions is transferred to the rear annulus
gear, which is splined to the output shaft. The output
shaft in turn rotates with the annulus gear in a
counterclockwise direction giving a reverse gear output. The entire transmission of torque is applied to
the rear planetary gearset only. Although there is
torque input to the front gearset through the sun
gear, no other member of the gearset is being held.
During the entire reverse stage of operation, the
front planetary gears are in an idling condition.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 93
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 5 Reverse Powerflow
1
2
3
4
-
FRONT CLUTCH ENGAGED
OUTPUT SHAFT
LOW/REVERSE BAND APPLIED
INPUT SHAFT
FIRST GEAR POWERFLOW
When the gearshift lever is moved into the DRIVE
position the transmission goes into first gear (Fig. 6).
As soon as the transmission is shifted from PARK or
NEUTRAL to DRIVE, the rear clutch applies, applying the rear clutch pack to the front annulus gear.
Engine torque is now applied to the front annulus
gear turning it in a clockwise direction. With the
front annulus gear turning in a clockwise direction, it
causes the front planets to turn in a clockwise direction. The rotation of the front planets cause the sun
to revolve in a counterclockwise direction. The sun
gear now transfers its counterclockwise rotation to
5
6
7
8
-
OUTPUT SHAFT
INPUT SHAFT
FRONT CLUTCH ENGAGED
LOW/REVERSE BAND APPLIED
the rear planets which rotate back in a clockwise
direction. With the rear annulus gear stationary, the
rear planet rotation on the annulus gear causes the
rear planet carrier to revolve in a counterclockwise
direction. The rear planet carrier is splined into the
low-reverse drum, and the low reverse drum is
splined to the inner race of the over-running clutch.
With the over-running clutch locked, the planet carrier is held, and the resulting torque provided by the
planet pinions is transferred to the rear annulus
gear. The rear annulus gear is splined to the output
shaft and rotated along with it (clockwise) in an
underdrive gear reduction mode.
21 - 94
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 6 First Gear Powerflow
1
2
3
4
-
OUTPUT SHAFT
OVER-RUNNING CLUTCH HOLDING
REAR CLUTCH APPLIED
OUTPUT SHAFT
SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.
5
6
7
8
-
OVER-RUNNING CLUTCH HOLDING
INPUT SHAFT
REAR CLUTCH APPLIED
INPUT SHAFT
Now that the front band is holding the sun gear stationary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 95
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 7 Second Gear Powerflow
1
2
3
4
5
-
KICKDOWN BAND APPLIED
OUTPUT SHAFT
REAR CLUTCH ENGAGED
OUTPUT SHAFT
OVER-RUNNING CLUTCH FREE-WHEELING
DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2-3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clockwise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the front
6
7
8
9
-
INPUT SHAFT
REAR CLUTCH APPLIED
KICKDOWN BAND APPLIED
INPUT SHAFT
annulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
21 - 96
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 8 Direct Drive Powerflow
1
2
3
4
5
-
FRONT CLUTCH APPLIED
OVER-RUNNING CLUTCH FREE-WHEELING
OUTPUT SHAFT
REAR CLUTCH APPLIED
OUTPUT SHAFT
FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically controlled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not energized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
overdrive control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the overdrive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
6 - INPUT SHAFT
7 - OVER-RUNNING CLUTCH FREE-WHEELING
8 - REAR CLUTCH APPLIED
9 - FRONT CLUTCH APPLIED
10 - INPUT SHAFT
valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accelerating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incorrect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system malfunctions or electrical/mechanical component malfunctions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A road
test will determine if further diagnosis is necessary.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 97
AUTOMATIC TRANSMISSION - 46RE (Continued)
DIAGNOSIS AND TESTING - PRELIMINARY
(b) If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmission and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate procedure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if complaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift problems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analysis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Application chart provides a basis for analyzing road test
results.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITION
TRANSMISSION CLUTCHES AND BANDS
FRONT
CLUTCH
Reverse
X
FRONT
BAND
REAR
CLUTCH
X
Drive Second
OVERDRIVE
CLUTCH
X
OVERRUNNING
CLUTCH
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Drive Fourth
X
X
X
DIRECT
CLUTCH
X
Drive Third
Manual
First
OVERRUNNING
CLUTCH
X
Drive First
Manual
Second
REAR
BAND
OVERDRIVE CLUTCHES
X
X
X
X
X
21 - 98
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Note that the rear clutch is applied in all forward
ranges (D, 2, 1). The transmission overrunning clutch
is applied in first gear (D, 2 and 1 ranges) only. The
rear band is applied in 1 and R range only.
Note that the overdrive clutch is applied only in
fourth gear and the overdrive direct clutch and overrunning clutch are applied in all ranges except fourth
gear.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is faulty. Similarly, if slippage
occurs in any two forward gears, the rear clutch is
slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By selecting another gear which does not use these clutches,
the slipping unit can be determined. For example, if
the transmission also slips in Reverse, the front
clutch is slipping. If the transmission does not slip in
Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Similarly, if the direct clutch were to fail, the transmission would lose both reverse gear and overrun
braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.
This process of elimination can be used to identify
a slipping unit and check operation. Proper use of
the Clutch and Band Application Chart is the key.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usually cannot be determined until hydraulic and air
pressure tests are performed. Practically any condition can be caused by leaking hydraulic circuits or
sticking valves.
Unless a malfunction is obvious, such as no drive
in D range first gear, do not disassemble the transmission. Perform the hydraulic and air pressure tests
to help determine the probable cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse.
An accurate tachometer and pressure test gauges
are required. Test Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psi
range and is used at the rear servo and overdrive
ports where pressures exceed 100 psi.
Pressure Test Port Locations
Test ports are located at both sides of the transmission case (Fig. 9).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case.
Fig. 9 Pressure Test Port Locations
1
2
3
4
5
- REAR SERVO TEST PORT
- GOVERNOR TEST PORT
- ACCUMULATOR TEST PORT
- FRONT SERVO TEST PORT
- OVERDRIVE CLUTCH TEST PORT
Test One - Transmission In Manual Low
This test checks pump output, pressure regulation,
and condition of the rear clutch and servo circuit.
Both test gauges are required for this test.
(1) Connect tachometer to engine. Position tachometer so it can be observed from driver seat if helper
will be operating engine. Raise vehicle on hoist that
will allow rear wheels to rotate freely.
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 99
AUTOMATIC TRANSMISSION - 46RE (Continued)
(2) Connect 100 psi Gauge C-3292 to accumulator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Disconnect throttle and gearshift cables from
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm.
(5) Move transmission shift lever fully forward
into 1 range.
(6) Gradually move transmission throttle lever
from full forward to full rearward position and note
pressures on both gauges:
• Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
throttle lever is moved rearward.
• Rear servo pressure should be same as line pressure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
This test checks pump output, line pressure and
pressure regulation. Use 100 psi Test Gauge C-3292
for this test.
(1) Leave vehicle in place on hoist and leave Test
Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rearward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full forward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three - Transmission In D Range Third Gear
This test checks pressure regulation and condition
of the clutch circuits. Both test gauges are required
for this test.
(1) Turn OD switch off.
(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
for this test.
(4) Have helper start and run engine at 1600 rpm
for this test.
(5) Move transmission shift lever two detents rearward from full forward position. This is D range.
(6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
full rearward position:
• Line pressure at accumulator in D range third
gear, should be 54-60 psi (372-414 kPa) with throttle
lever forward and increase as lever is moved rearward.
• Front servo pressure in D range third gear,
should be within 3 psi (21 kPa) of line pressure up to
kickdown point.
Test Four - Transmission In Reverse
This test checks pump output, pressure regulation
and the front clutch and rear servo circuits. Use 300
psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward from full forward position. This is Reverse
range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
This test checks governor operation by measuring
governor pressure response to changes in vehicle
speed. It is usually not necessary to check governor
operation unless shift speeds are incorrect or if the
transmission will not downshift. The test should be
performed on the road or on a hoist that will allow
the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rearward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
• Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotating.
• If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pressure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7) Compare results of pressure test with analysis
chart.
21 - 100
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Test Six - Transmission In Overdrive Fourth Gear
This test checks line pressure at the overdrive
clutch in fourth gear range. Use 300 psi Test Gauge
C-3293-SP for this test. The test should be performed
on the road or on a chassis dyno.
(1) Remove tachometer; it is not needed for this
test.
(2) Move 300 psi Gauge to overdrive clutch pressure test port. Then remove other gauge and reinstall
test port plug.
(3) Lower vehicle.
(4) Turn OD switch on.
(5) Secure test gauge so it can be viewed from
drivers seat.
(6) Start engine and shift into D range.
(7) Increase vehicle speed gradually until 3-4 shift
occurs and note gauge pressure.
(8) Pressure should be 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION
TEST CONDITION
INDICATION
Lubrication pressure low
at all throttle positions
Clogged fluid cooler or
lines, seal rings leaking,
worn pump bushings,
pump, clutch retainer, or
clogged filter.
Line pressure high
Output shaft plugged,
sticky regulator valve
Line pressure low
Sticky regulator valve,
clogged filter, worn pump
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION
Air-pressure testing can be used to check transmission front/rear clutch and band operation. The test
can be conducted with the transmission either in the
vehicle or on the work bench, as a final check, after
overhaul.
Air-pressure testing requires that the oil pan and
valve body be removed from the transmission. The
servo and clutch apply passages are shown (Fig. 10).
INDICATION
Line pressure OK during
any one test
Pump and regulator
valve OK
Line pressure OK in R
but low in D, 2, 1
Leakage in rear clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear Range
Overdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and R
Leakage in front clutch
area
Pressure OK in 2 but low
in R and 1
Leakage in rear servo
Front servo pressure in 2
Leakage in servo; broken
servo ring or cracked
servo piston
Pressure low in all
positions
Clogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speed
Governor pressure
solenoid valve system
fault. Refer to diagnostic
book.
Governor pressure low at
all mph figures
Faulty governor pressure
solenoid, transmission
control module, or
governor pressure
sensor
Fig. 10 Air Pressure Test Passages
1 - LINE PRESSURE TO ACCUMULATOR
2 - REAR SERVO APPLY
3 - FRONT SERVO APPLY
4 - FRONT SERVO RELEASE
5 - PUMP SUCTION
6 - PUMP PRESSURE
7 - FRONT CLUTCH APPLY
8 - REAR CLUTCH APPLY
9 - TO TORQUE CONVERTOR
10 - TO COOLER
11 - FROM TORQUE CONVERTER
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 101
AUTOMATIC TRANSMISSION - 46RE (Continued)
Front Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through front clutch apply passage. Piston movement can be felt and a soft thump
heard as the clutch applies.
Rear Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage.
Piston movement can be felt and a soft thump heard
as the clutch applies.
Front Servo Air Test
Apply air pressure to the front servo apply passage. The servo rod should extend and cause the
band to tighten around the drum. Spring pressure
should release the servo when air pressure is
removed.
Rear Servo Air Test
Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring pressure should
release the servo when air pressure is removed.
Fig. 11 Converter Housing Leak Paths
1
2
3
4
5
6
7
-
PUMP SEAL
PUMP VENT
PUMP BOLT
PUMP GASKET
CONVERTER HOUSING
CONVERTER
REAR MAIN SEAL LEAK
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When diagnosing converter housing fluid leaks,
two items must be established before repair.
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or fill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Pump seal leaks tend to move along the
drive hub and onto the rear of the converter. Pump
body leaks follow the same path as a seal leak (Fig.
11). Pump vent or pump attaching bolt leaks are generally deposited on the inside of the converter housing and not on the converter itself (Fig. 11). Pump
o-ring or gasket leaks usually travel down the inside
of the converter housing. Front band lever pin plug
leaks are generally deposited on the housing and not
on the converter.
TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
(1) Leaks at the weld joint around the outside
diameter weld (Fig. 12).
(2) Leaks at the converter hub weld (Fig. 12).
Fig. 12 Converter Leak Points - Typical
1
2
3
4
-
OUTSIDE DIAMETER WELD
TORQUE CONVERTER HUB WELD
STARTER RING GEAR
LUG
CONVERTER HOUSING AREA LEAK CORRECTION
(1) Remove converter.
(2) Tighten front band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out when oil pump is
removed.
(3) Remove oil pump and remove pump seal.
Inspect pump housing drainback and vent holes for
obstructions. Clear holes with solvent and wire.
(4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is
21 - 102
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
scored, either polish it with crocus cloth or replace
converter.
(5) Install new pump seal, O-ring, and gasket.
Replace oil pump if cracked, porous or damaged in
any way. Be sure to loosen the front band before
installing the oil pump, damage to the oil pump seal
may occur if the band is still tightened to the front
clutch retainer.
(6) Loosen kickdown lever pin access plug three
turns. Apply Loctite™ 592, or Permatext No. 2 to
plug threads and tighten plug to 17 N·m (150 in. lbs.)
torque.
(7) Adjust front band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install converter.
(9) Install transmission and converter housing
dust shield.
(10) Lower vehicle.
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS
The diagnosis charts provide additional reference
when diagnosing a transmission fault. The charts
provide general information on a variety of transmission, overdrive unit and converter clutch fault conditions.
The hydraulic flow charts in the Schematics and
Diagrams section of this group, outline fluid flow and
hydraulic circuitry. Circuit operation is provided for
PARK, NEUTRAL, FIRST, SECOND, THIRD,
FOURTH, MANUAL FIRST, MANUAL SECOND,
and REVERSE gear ranges. Normal working pressures are also supplied for each of the gear ranges.
DIAGNOSIS CHARTS
CONDITION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Add Fluid
2. Throttle Linkage Mis-adjusted.
2. Adjust linkage - setting may be too long.
3. Mount and Driveline Bolts Loose.
3. Check engine mount, transmission
mount, propeller shaft, rear spring to body
bolts, rear control arms, crossmember and
axle bolt torque. Tighten loose bolts and
replace missing bolts.
4. U-Joint Worn/Broken.
4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect.
5. Check per Service Manual. Correct as
needed.
6. Hydraulic Pressure Incorrect.
6. Check pressure. Remove, overhaul or
adjust valve body as needed.
7. Band Mis-adjusted.
7. Adjust rear band.
8. Valve Body Check Balls Missing.
8. Inspect valve body for proper check ball
installation.
9. Axle Pinion Flange Loose.
9. Replace nut and check pinion threads
before installing new nut. Replace pinion
gear if threads are damaged.
10. Clutch, band or planetary
component damaged.
10. Remove, disassemble and repair
transmission as necessary.
11. Converter Clutch Faulty.
11. Replace converter and flush cooler and
line before installing new converter.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 103
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
DELAYED ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)
NO DRIVE RANGE
(REVERSE OK)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Correct level and check for leaks.
2. Filter Clogged.
2. Change filter.
3. Gearshift Linkage Mis-adjusted.
3. Adjust linkage and repair linkage if worn
or damaged.
4. Torque Converter Drain Back (Oil
drains from torque converter into
transmission sump).
4. If vehicle moves normally after 5
seconds after shifting into gear, no repair is
necessary. If longer, inspect pump bushing
for wear. Replace pump house.
5. Rear Band Mis-adjusted.
5. Adjust band.
6. Valve Body Filter Plugged.
6. Replace fluid and filter. If oil pan and old
fluid were full of clutch disc material and/or
metal particles, overhaul will be necessary.
7. Oil Pump Gears Worn/Damaged.
7. Remove transmission and replace oil
pump.
8. Governor Circuit and Solenoid
Valve Electrical Fault.
8. Test with DRBT scan tool and repair as
required.
9. Hydraulic Pressure Incorrect.
9. Perform pressure test, remove
transmission and repair as needed.
10. Reaction Shaft Seal Rings
Worn/Broken.
10. Remove transmission, remove oil pump
and replace seal rings.
11. Rear Clutch/Input Shaft, Rear
Clutch Seal Rings Damaged.
11. Remove and disassemble transmission
and repair as necessary.
12. Regulator Valve Stuck.
12. Clean.
13. Cooler Plugged.
13. Transfer case failure can plug cooler.
1. Fluid Level Low.
1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.
2. Repair or replace linkage components.
3. Rear Clutch Burnt.
3. Remove and disassemble transmission
and rear clutch and seals. Repair/replace
worn or damaged parts as needed.
4. Valve Body Malfunction.
4. Remove and disassemble valve body.
Replace assembly if any valves or bores
are damaged.
5. Transmission Overrunning Clutch
Broken.
5. Remove and disassemble transmission.
Replace overrunning clutch.
6. Input Shaft Seal Rings Worn/
Damaged.
6. Remove and disassemble transmission.
Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken.
7. Remove and repair.
21 - 104
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO DRIVE OR REVERSE
(VEHICLE WILL NOT
MOVE)
SHIFTS DELAYED OR
ERRATIC (SHIFTS ALSO
HARSH AT TIMES)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.
2. Inspect, adjust and reassemble linkage
as needed. Replace worn/damaged parts.
3. U-Joint/Axle/Transfer Case
Broken.
3. Perform preliminary inspection procedure
for vehicle that will not move. Refer to
procedure in diagnosis section.
4. Filter Plugged.
4. Remove and disassemble transmission.
Repair or replace failed components as
needed. Replace filter. If filter and fluid
contained clutch material or metal particles,
an overhaul may be necessary. Perform
lube flow test. Flush oil. Replace cooler as
necessary.
5. Oil Pump Damaged.
5. Perform pressure test to confirm low
pressure. Replace pump body assembly if
necessary.
6. Valve Body Malfunctioned.
6. Check and inspect valve body. Replace
valve body (as assembly) if any valve or
bore is damaged. Clean and reassemble
correctly if all parts are in good condition.
7. Transmission Internal Component
Damaged.
7. Remove and disassemble transmission.
Repair or replace failed components as
needed.
8. Park Sprag not Releasing - Check
Stall Speed, Worn/Damaged/Stuck.
8. Remove, disassemble, repair.
9. Torque Converter Damage.
9. Inspect and replace as required.
1. Fluid Level Low/High.
1. Correct fluid level and check for leaks if
low.
2. Fluid Filter Clogged.
2. Replace filter. If filter and fluid contained
clutch material or metal particles, an
overhaul may be necessary. Perform lube
flow test.
3. Throttle Linkage Mis-adjusted.
3. Adjust linkage as described in service
section.
4. Throttle Linkage Binding.
4. Check cable for binding. Check for return
to closed throttle at transmission.
5. Gearshift Linkage/Cable
Mis-adjusted.
5. Adjust linkage/cable as described in
service section.
6. Clutch or Servo Failure.
6. Remove valve body and air test clutch,
and band servo operation. Disassemble
and repair transmission as needed.
7. Governor Circuit Electrical Fault.
7. Test using DRBT scan tool and repair as
required.
8. Front Band Mis-adjusted.
8. Adjust band.
9. Pump Suction Passage Leak.
9. Check for excessive foam on dipstick
after normal driving. Check for loose pump
bolts, defective gasket. Replace pump
assembly if needed.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 105
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO REVERSE (D RANGES
OK)
POSSIBLE CAUSES
CORRECTION
1. Gearshift Linkage/Cable
Mis-adjusted/Damaged.
1. Repair or replace linkage parts as
needed.
2. Park Sprag Sticking.
2. Replace overdrive annulus gear.
3. Rear Band Mis-adjusted/Worn.
3. Adjust band; replace.
4. Valve Body Malfunction.
4. Remove and service valve body. Replace
valve body if any valves or valve bores are
worn or damaged.
5. Rear Servo Malfunction.
5. Remove and disassemble transmission.
Replace worn/damaged servo parts as
necessary.
6. Direct Clutch in Overdrive Worn.
6. Disassemble overdrive. Replace worn or
damaged parts.
7. Front Clutch Burnt.
7. Remove and disassemble transmission.
Replace worn, damaged clutch parts as
required.
1. Governor Circuit Electrical Fault.
1. Test using DRBT scan tool and repair as
required.
2. Valve Body Malfunction.
2. Repair stuck 1-2 shift valve or governor
plug.
3. Front Servo/Kickdown Band
Damaged/Burned.
3. Repair/replace.
MOVES IN 2ND OR 3RD
GEAR, ABRUPTLY
DOWNSHIFTS TO LOW
1. Valve Body Malfunction.
1. Remove, clean and inspect. Look for
stuck 1-2 valve or governor plug.
NO LOW GEAR (MOVES
IN 2ND OR 3RD GEAR
ONLY)
1. Governor Circuit Electrical Fault.
1. Test with DRBT scan tool and repair as
required.
2. Valve Body Malfunction.
2. Remove, clean and inspect. Look for
sticking 1-2 shift valve, 2-3 shift valve,
governor plug or broken springs.
3. Front Servo Piston Cocked in
Bore.
3. Inspect servo and repair as required.
4. Front Band Linkage Malfunction
4. Inspect linkage and look for bind in
linkage.
HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)
21 - 106
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO KICKDOWN OR
NORMAL DOWNSHIFT
STUCK IN LOW GEAR
(WILL NOT UPSHIFT)
CREEPS IN NEUTRAL
POSSIBLE CAUSES
CORRECTION
1. Throttle Linkage Mis-adjusted.
1. Adjust linkage.
2. Accelerator Pedal Travel
Restricted.
2. Verify floor mat is not under pedal, repair
worn accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures
Too High or Too Low Due to Valve
Body Malfunction or Incorrect
Hydraulic Control Pressure
Adjustments.
3. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
4. Governor Circuit Electrical Fault.
4. Test with DRBT scan tool and repair as
required.
5. Valve Body Malfunction.
5. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
6. TPS Malfunction.
6. Replace sensor, check with DRBT scan
tool.
7. PCM Malfunction.
7. Check with DRBT scan tool and replace
if required.
8. Valve Body Malfunction.
8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift
valve, 3-4 timing valve.
1. Throttle Linkage Mis-adjusted/
Stuck.
1. Adjust linkage and repair linkage if worn
or damaged. Check for binding cable or
missing return spring.
2. Gearshift Linkage Mis-adjusted.
2. Adjust linkage and repair linkage if worn
or damaged.
3. Governor Component Electrical
Fault.
3. Check operating pressures and test with
DRBT scan tool, repair faulty component.
4. Front Band Out of Adjustment.
4. Adjust Band.
5. Clutch or Servo Malfunction.
5. Air pressure check operation of clutches
and bands. Repair faulty component.
1. Gearshift Linkage Mis-adjusted.
1. Adjust linkage.
2. Rear Clutch Dragging/Warped.
2. Disassemble and repair.
3. Valve Body Malfunction.
3. Perform hydraulic pressure test to
determine cause and repair as required.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 107
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
BUZZING NOISE
SLIPS IN REVERSE ONLY
SLIPS IN FORWARD
DRIVE RANGES
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low
1. Add fluid and check for leaks.
2. Shift Cable Mis-assembled.
2. Route cable away from engine and bell
housing.
3. Valve Body Mis-assembled.
3. Remove, disassemble, inspect valve
body. Reassemble correctly if necessary.
Replace assembly if valves or springs are
damaged. Check for loose bolts or screws.
4. Pump Passages Leaking.
4. Check pump for porous casting, scores
on mating surfaces and excess rotor
clearance. Repair as required. Loose pump
bolts.
5. Cooling System Cooler Plugged.
5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged.
6. Replace clutch.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Gearshift Linkage Mis-adjusted.
2. Adjust linkage.
3. Rear Band Mis-adjusted.
3. Adjust band.
4. Rear Band Worn.
4. Replace as required.
5. Overdrive Direct Clutch Worn.
5. Disassemble overdrive. Repair as
needed.
6. Hydraulic Pressure Too Low.
6. Perform hydraulic pressure tests to
determine cause.
7. Rear Servo Leaking.
7. Air pressure check clutch-servo operation
and repair as required.
8. Band Linkage Binding.
8. Inspect and repair as required.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Fluid Foaming.
2. Check for high oil level, bad pump
gasket or seals, dirt between pump halves
and loose pump bolts. Replace pump if
necessary.
3. Throttle Linkage Mis-adjusted.
3. Adjust linkage.
4. Gearshift Linkage Mis-adjusted.
4. Adjust linkage.
5. Rear Clutch Worn.
5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to
Worn Pump, Incorrect Control
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking,
Leaking Seal Rings, Clutch Seals
Leaking, Servo Leaks, Clogged Filter
or Cooler Lines.
6. Perform hydraulic and air pressure tests
to determine cause.
7. Rear Clutch Malfunction, Leaking
Seals or Worn Plates.
7. Air pressure check clutch-servo operation
and repair as required.
8. Overrunning Clutch Worn, Not
Holding (Slips in 1 Only).
8. Replace Clutch.
21 - 108
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
SLIPS IN LOW GEAR 9D9
ONLY, BUT NOT IN
MANUAL 1 POSITION
Overrunning Clutch Faulty.
Replace overrunning clutch.
GROWLING, GRATING OR
SCRAPING NOISES
1. Drive Plate Broken.
1. Replace.
2. Torque Converter Bolts Hitting
Dust Shield.
2. Dust shield bent. Replace or repair.
3. Planetary Gear Set Broken/
Seized.
3. Check for debris in oil pan and repair as
required.
4. Overrunning Clutch Worn/Broken.
4. Inspect and check for debris in oil pan.
Repair as required.
5. Oil Pump Components Scored/
Binding.
5. Remove, inspect and repair as required.
6. Output Shaft Bearing or Bushing
Damaged.
6. Remove, inspect and repair as required.
7. Clutch Operation Faulty.
7. Perform air pressure check and repair as
required.
8. Front and Rear Bands Misadjusted.
8. Adjust bands.
1. Fluid Level Low.
1. Check and adjust level.
2. Clutch Dragging/Failed
2. Air pressure check clutch operation and
repair as required.
3. Front or Rear Band Mis-adjusted.
3. Adjust bands.
4. Case Leaks Internally.
4. Check for leakage between passages in
case.
5. Servo Band or Linkage
Malfunction.
5. Air pressure check servo operation and
repair as required.
6. Overrunning Clutch Worn.
6. Remove and inspect clutch. Repair as
required.
7. Planetary Gears Broken.
7. Remove, inspect and repair as required
(look for debris in oil pan).
8. Converter Clutch Dragging.
8. Check for plugged cooler. Perform flow
check. Inspect pump for excessive side
clearance. Replace pump as required.
1. Circuit Wiring and/or Connectors
Shorted.
1. Test wiring and connectors with test lamp
and volt/ohmmeter. Repair wiring as
necessary. Replace connectors and/or
harnesses as required.
2. PCM Malfunction.
2. Check PCM operation with DRBT scan
tool. Replace PCM only if faulty.
DRAGS OR LOCKS UP
NO 4-3 DOWNSHIFT
3. TPS Malfunction
3. Check TPS with DRBT scan tool at PCM.
4. Lockup Solenoid Not Venting.
4. Remove valve body and replace solenoid
assembly if plugged or shorted.
5. Overdrive Solenoid Not Venting.
5. Remove valve body and replace solenoid
if plugged or shorted.
6. Valve Body Valve Sticking.
6. Repair stuck 3-4 shift valve or lockup
timing valve.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 109
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO 4-3 DOWNSHIFT
WHEN CONTROL SWITCH
IS TURNED OFF
POSSIBLE CAUSES
CORRECTION
1. Control Switch Open/Shorted.
1. Test and replace switch if faulty.
2. Overdrive Solenoid Connector
Shorted.
2. Test solenoids and replace if seized or
shorted.
3. PCM Malfunction.
3. Test with DRBT scan tool. Replace PCM
if faulty.
4. Valve Body Stuck Valves.
4. Repair stuck 3-4, lockup or lockup timing
valve.
CLUNK NOISE FROM
DRIVELINE ON CLOSED
THROTTLE 4-3
DOWNSHIFT
1. Transmission Fluid Low.
1. Add Fluid.
2. Throttle Cable Mis-adjusted.
2. Adjust cable.
3. Overdrive Clutch Select Spacer
Wrong Spacer.
3. Replace overdrive piston thrust plate
spacer.
3-4 UPSHIFT OCCURS
IMMEDIATELY AFTER 2-3
SHIFT
1. Overdrive Solenoid Connector or
Wiring Shorted.
1. Test connector and wiring for loose
connections, shorts or ground and repair as
needed.
2. TPS Malfunction.
2. Test TPS and replace as necessary.
Check with DRBT scan tool.
3. PCM Malfunction.
3. Test PCM with DRBT scan tool and
replace controller if faulty.
4. Overdrive Solenoid Malfunction.
4. Replace solenoid.
5. Valve Body Malfunction.
5. Remove, disassemble, clean and inspect
valve body components. Make sure all
valves and plugs slide freely in bores.
Polish valves with crocus cloth if needed.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Shift Cable Incorrect Routing.
2. Check shift cable for correct routing.
Should not touch engine or bell housing.
WHINE/NOISE RELATED
TO ENGINE SPEED
21 - 110
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO 3-4 UPSHIFT
POSSIBLE CAUSES
CORRECTION
1. O/D Switch In OFF Position.
1. Turn control switch to ON position.
2. Overdrive Circuit Fuse Blown.
2. Replace fuse. Determine why fuse failed
and repair as necessary (i.e., shorts or
grounds in circuit).
3. O/D Switch Wire Shorted/Open
Cut.
3. Check wires/connections with 12V test
lamp and voltmeter. Repair damaged or
loose wire/connection as necessary.
4. Distance or Coolant Sensor
Malfunction.
4. Check with DRBT scan tool and repair or
replace as necessary.
5. TPS Malfunction.
5. Check with DRBT scan tool and replace
if necessary.
6. Neutral Sense to PCM Wire
Shorted/Cut.
6. Test switch/sensor as described in
service section and replace if necessary.
Engine no start.
7. PCM Malfunction.
7. Check with DRBT scan tool and replace
if necessary.
8. Overdrive Solenoid Shorted/Open.
8. Replace solenoid if shorted or open and
repair loose or damaged wires (DRBT scan
tool).
9. Solenoid Feed Orifice in Valve
Body Blocked.
9. Remove, disassemble, and clean valve
body thoroughly. Check feed orifice.
10. Overdrive Clutch Failed.
10. Disassemble overdrive and repair as
needed.
11. Hydraulic Pressure Low.
11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck.
12. Repair stuck 3-4 shift valve, 3-4 timing
valve.
13. O/D Piston Incorrect Spacer.
13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure.
14. Replace both seals.
15. O/D Check Valve/Orifice Failed.
15. Check for free movement and secure
assembly (in piston retainer). Check ball
bleed orifice.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 111
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
SLIPS IN OVERDRIVE
FOURTH GEAR
DELAYED 3-4 UPSHIFT
(SLOW TO ENGAGE)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Overdrive Clutch Pack Worn.
2. Remove overdrive unit and rebuild clutch
pack.
3. Overdrive Piston Retainer Bleed
Orifice Blown Out.
3. Disassemble transmission, remove
retainer and replace orifice.
4. Overdrive Piston or Seal
Malfunction.
4. Remove overdrive unit. Replace seals if
worn. Replace piston if damaged. If piston
retainer is damaged, remove and
disassemble the transmission.
5. 3-4 Shift Valve, Timing Valve or
Accumulator Malfunction.
5. Remove and overhaul valve body.
Replace accumulator seals. Make sure all
valves operate freely in bores and do not
bind or stick. Make sure valve body screws
are correctly tightened and separator plates
are properly positioned.
6. Overdrive Unit Thrust Bearing
Failure.
6. Disassemble overdrive unit and replace
thrust bearing (NO. 1 thrust bearing is
between overdrive piston and clutch hub;
NO. 2 thrust bearing is between the
planetary gear and the direct clutch spring
plate; NO. 3 thrust bearing is between
overrunning clutch hub and output shaft).
7. O/D Check Valve/Bleed Orifice
Failure.
7. Check for function/secure orifice insert in
O/D piston retainer.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Throttle Valve Cable Mis-adjusted.
2. Adjust throttle valve cable.
3. Overdrive Clutch Pack Worn/
Burnt.
3. Remove unit and rebuild clutch pack.
4. TPS Faulty.
4. Test with DRBT scan tool and replace as
necessary
5. Overdrive Clutch Bleed Orifice
Plugged.
5. Disassemble transmission and replace
orifice.
6. Overdrive Solenoid or Wiring
Shorted/Open.
6. Test solenoid and check wiring for
loose/corroded connections or shorts/
grounds. Replace solenoid if faulty and
repair wiring if necessary.
7. Overdrive Excess Clearance.
7. Remove unit. Measure end play and
select proper spacer.
8. O/D Check Valve Missing or
Stuck.
8. Check for presence of check valve.
Repair or replace as required.
21 - 112
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
TORQUE CONVERTER
LOCKS UP IN SECOND
AND/OR THIRD GEAR
Lockup Solenoid, Relay or Wiring
Shorted/Open.
Test solenoid, relay and wiring for
continuity, shorts or grounds. Replace
solenoid and relay if faulty. Repair wiring
and connectors as necessary.
HARSH 1-2, 2-3, 3-4 OR
3-2 SHIFTS
Lockup Solenoid Malfunction.
Remove valve body and replace solenoid
assembly.
NO START IN PARK OR
NEUTRAL
1. Gearshift Linkage/Cable
Mis-adjusted.
1. Adjust linkage/cable.
2. Neutral Sense Wire Open/Cut.
2. Check continuity with test lamp. Repair
as required.
3. Park/Neutral Switch, or
Transmission Range Sensor Faulty.
3. Refer to service section for test and
replacement procedure.
4. Park/Neutral Switch, or
Transmission Range Sensor
Connection Faulty.
4. Connectors spread open. Repair.
5. Valve Body Manual Lever
Assembly Bent/Worn/Broken.
5. Inspect lever assembly and replace if
damaged.
1. Direct Clutch Pack (front clutch)
Worn.
1. Disassemble unit and rebuild clutch
pack.
2. Rear Band Mis-adjusted.
2. Adjust band.
3. Front Clutch Malfunctioned/
Burned.
3. Air-pressure test clutch operation.
Remove and rebuild if necessary.
4. Overdrive Thrust Bearing Failure.
4. Disassemble geartrain and replace
bearings.
5. Direct Clutch Spring Collapsed/
Broken.
5. Remove and disassemble unit. Check
clutch position and replace spring.
NO REVERSE (OR SLIPS
IN REVERSE)
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 113
AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
OIL LEAKS.
NOISY OPERATION IN
FOURTH GEAR ONLY
POSSIBLE CAUSES
CORRECTION
1. Fluid Lines and Fittings Loose/
Leaks/Damaged.
1. Tighten fittings. If leaks persist, replace
fittings and lines if necessary.
2. Fill Tube (where tube enters case)
Leaks/Damaged.
2. Replace tube seal. Inspect tube for
cracks in fill tube.
3. Pressure Port Plug Loose
Loose/Damaged.
3. Tighten to correct torque. Replace plug
or reseal if leak persists.
4. Pan Gasket Leaks.
4. Tighten pan screws (150 in. lbs.). If leaks
persist, replace gasket.
5. Valve Body Manual Lever Shaft
Seal Leaks/Worn.
5. Replace shaft seal.
6. Rear Bearing Access Plate Leaks.
6. Replace gasket. Tighten screws.
7. Gasket Damaged or Bolts are
Loose.
7. Replace bolts or gasket or tighten both.
8. Adapter/Extension Gasket
Damaged Leaks/Damaged.
8. Replace gasket.
9. Park/Neutral Switch, or
Transmission Range Sensor
Leaks/Damaged.
9. Replace switch and gasket.
10. Converter Housing Area Leaks.
10. Check for leaks at seal caused by worn
seal or burr on converter hub (cutting seal),
worn bushing, missing oil return, oil in front
pump housing or hole plugged. Check for
leaks past O-ring seal on pump or past
pump-to-case bolts; pump housing porous,
oil coming out vent due to overfill or leak
past front band shaft access plug.
11. Pump Seal Leaks/Worn/
Damaged.
11. Replace seal.
12. Torque Converter Weld
Leak/Cracked Hub.
12. Replace converter.
13. Case Porosity Leaks.
13. Replace case.
1. Overdrive Clutch Discs, Plates or
Snap Rings Damaged.
1. Remove unit and rebuild clutch pack.
2. Overdrive Piston or Planetary
Thrust Bearing Damaged.
2. Remove and disassemble unit. Replace
either thrust bearing if damaged.
3. Output Shaft Bearings Scored/
Damaged.
3. Remove and disassemble unit. Replace
either bearing if damaged.
4. Planetary Gears Worn/Chipped.
4. Remove and overhaul overdrive unit.
5. Overdrive Unit Overrunning Clutch
Rollers Worn/Scored.
5. Remove and overhaul overdrive unit.
21 - 114
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the
use of Heli-Coils™, or equivalent. This repair consists of drilling out the worn-out damaged threads.
Then tap the hole with a special Heli-Coil™ tap, or
equivalent, and installing a Heli-Coil™ insert, or
equivalent, into the hole. This brings the hole back to
its original thread size.
Heli-Coil™, or equivalent, tools and inserts are
readily available from most automotive parts suppliers.
REMOVAL
The overdrive unit can be removed and serviced
separately. It is not necessary to remove the entire
transmission assembly to perform overdrive unit
repairs.
(1) Disconnect battery negative cable.
(2) Disconnect and lower or remove necessary
exhaust components.
(3) Remove engine-to-transmission struts, if
equipped (Fig. 13).
(4) Disconnect fluid cooler lines at transmission.
(5) Remove starter motor. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
(6) Disconnect and remove the crankshaft position
sensor. (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION
SENSOR
REMOVAL) Retain the sensor attaching bolts.
(7) Remove torque converter access cover.
(8) If transmission is being removed for overhaul,
remove transmission oil pan, drain fluid and reinstall
pan.
(9) Remove fill tube bracket bolts and pull tube
out of transmission. Retain fill tube seal (Fig. 13). On
4 x 4 models, it will also be necessary to remove bolt
attaching transfer case vent tube to converter housing (Fig. 14).
Fig. 14 Fill Tube Attachment
1
2
3
4
Fig. 13 Transmission-To-Engine Strut Attachment
1
2
3
4
-
ENGINE BLOCK
STRUT (PASSENGER SIDE)
ENGINE MOUNT
STRUT (DRIVER SIDE)
-
TRANSFER CASE VENT TUBE
FILL TUBE (V8)
TUBE SEAL
FILL TUBE (V6)
(10) Rotate crankshaft in clockwise direction until
converter bolts are accessible. Then remove bolts one
at a time. Rotate crankshaft with socket wrench on
dampener bolt.
(11) Mark propeller shaft and axle yokes for
assembly alignment. Then disconnect and remove
propeller shaft. On 4 x 4 models, remove both propeller shafts. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT REMOVAL)
(12) Disconnect wires from park/neutral position
switch and transmission solenoid.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 115
AUTOMATIC TRANSMISSION - 46RE (Continued)
(13) Disconnect gearshift rod and torque shaft
assembly from transmission.
(14) Disconnect throttle valve cable from transmission bracket and throttle valve lever.
(15) On 4 x 4 models, disconnect shift rod from
transfer case shift lever.
(16) Support rear of engine with safety stand or
jack.
(17) Raise transmission slightly with service jack
to relieve load on crossmember and supports.
(18) Remove bolts securing rear support and cushion to transmission and crossmember. Raise transmission slightly, slide exhaust hanger arm from
bracket (Fig. 15) and remove rear support.
DISASSEMBLY
(1) Clean exterior of transmission with suitable
solvent or pressure washer.
(2) Place transmission in vertical position.
(3) Measure the input shaft end play as follows
(Fig. 16).
(a) Attach Adapter 8266-5 to Handle 8266-8.
(b) Attach dial indicator C-3339 to Handle
8266-8.
(c) Install the assembled tool onto the input
shaft of the transmission and tighten the retaining
screw on Adapter 8266-5 to secure it to the input
shaft.
(d) Position the dial indicator plunger against a
flat spot on the oil pump and zero the dial indicator.
(e) Move input shaft in and out and record reading. Record the maximum travel for assembly reference
Fig. 15 Rear Support Cushion
1 - EXHAUST PIPE ARM AND BRACKET
2 - CROSSMEMBER
3 - REAR SUPPORT AND CUSHION
(19) Remove bolts attaching crossmember to frame
and remove crossmember.
(20) On 4 x 4 models, remove transfer case with
transmission jack or aid of helper.
(21) Remove all converter housing bolts.
(22) Carefully work transmission and torque converter assembly rearward off engine block dowels.
(23) Lower transmission and remove assembly
from under the vehicle.
(24) To remove torque converter, remove C-clamp
from edge of bell housing and carefully slide torque
converter out of the transmission.
Fig. 16 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
21 - 116
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
(4) Remove throttle and shift levers from valve
body manual shaft and throttle lever shaft.
(5) Remove transmission oil pan and gasket.
(6) Remove filter from valve body (Fig. 17). Keep
filter screws separate from other valve body screws.
Filter screws are longer and should be kept with filter.
Fig. 18 Valve Body Bolt Locations
Fig. 17 Oil Filter Removal
1 - OIL FILTER
2 - VALVE BODY
3 - FILTER SCREWS (2)
1 - VALVE BODY BOLTS
2 - VALVE BODY BOLTS
(7) Remove park/neutral position switch and seal.
(8) Remove hex head bolts attaching valve body to
transmission case (Fig. 18). A total of 10 bolts are
used. Note different bolt lengths for assembly reference.
(9) Remove valve body assembly. Push valve body
harness connector out of case. Then work park rod
and valve body out of case (Fig. 19).
(10) Remove accumulator outer spring, piston and
inner spring (Fig. 20). Note position of piston and
springs for assembly reference. Remove and discard
piston seals if worn or cut.
(11) Remove pump oil seal with suitable pry tool or
slide-hammer mounted screw.
Fig. 19 Valve Body Removal
1
2
3
4
5
- GOVERNOR PRESSURE SENSOR
- VALVE BODY
- PARK ROD
- ACCUMULATOR PISTON
- GOVERNOR PRESSURE SOLENOID
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 117
AUTOMATIC TRANSMISSION - 46RE (Continued)
(12) Remove front band lever pin access plug (Fig.
21). Use square end of 1/4 in. drive extension to
remove plug as shown.
(d) Remove oil pump and reaction shaft support
by bumping slide hammers outward alternately to
pull pump from case (Fig. 24).
(14) Remove oil pump gasket (Fig. 25). Note gasket position in case for assembly reference.
(15) Loosen front band adjusting screw until band
is completely loose.
(16) Remove front band strut and anchor (Fig. 26).
(17) Squeeze front band together slightly and slide
band over front clutch retainer and out of case (Fig.
27).
Fig. 20 Accumulator Component Removal
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING
Fig. 22 Tightening Front Band To Hold Front Clutch
In Place
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 21 Front Band Lever Pin Access Plug
1 - FRONT BAND REACTION PIN ACCESS PLUG
2 - 1/4 DRIVE EXTENSION AND RATCHET
(13) Remove oil pump and reaction shaft support
assembly as follows:
(a) Tighten front band adjusting screw until
band is tight around front clutch retainer (Fig. 22).
This will prevent retainer from coming out with
pump and possibly damaging clutch or pump components.
(b) Remove oil pump bolts.
(c) Thread Slide Hammer Tools C-3752 into
threaded holes in flange of oil pump housing (Fig.
23).
Fig. 23 Oil Pump Removal Tools
1 - PUMP HOUSING
2 - SLIDE HAMMER TOOLS (THREAD INTO PUMP HOUSING)
21 - 118
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 26 Front Band Linkage
Fig. 24 Oil Pump Removal
1 - OIL PUMP AND REACTION SHAFT SUPPORT
1
2
3
4
- LEVER
- STRUT
- ANCHOR
- FRONT BAND
Fig. 25 Oil Pump Gasket
1 - OIL PUMP GASKET
Fig. 27 Front Band Removal
(18) Remove front and rear clutch assemblies as a
unit (Fig. 28).
(19) Remove front band reaction pin and lever.
Start pin through lever and out of case bore with
drift or punch. Then use pencil magnet to withdraw
pin completely (Fig. 29).
(20) Remove intermediate shaft thrust washer. Triangular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 30).
(21) Remove thrust plate from intermediate shaft
hub (Fig. 31).
1 - FRONT BAND
2 - FRONT CLUTCH RETAINER
(22) Remove
intermediate
shaft-planetary
geartrain assembly (Fig. 32).
(23) If overdrive unit is not to be serviced, install
Alignment Shaft 6227-2 into the overdrive unit to
prevent misalignment of the overdrive clutches during service of main transmission components.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 119
AUTOMATIC TRANSMISSION - 46RE (Continued)
(24) Loosen rear band locknut and loosen adjusting screw 3-4 turns.
(25) Remove snap-ring that retains low-reverse
drum on overdrive piston retainer hub (Fig. 33).
Fig. 30 Intermediate Shaft Thrust Washer
1 - THRUST WASHER
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 28 Removing Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig. 31 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 29 Front Band Lever And Pin
1 - BAND LEVER
2 - USE PENCIL MAGNET TO REMOVE REACTION PIN
21 - 120
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
(30) Remove strut from rear band. Keep strut with
levers and pin for cleaning, inspection and assembly
reference.
(31) Remove rear band and link (Fig. 38).
Fig. 32 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY
Fig. 34 Low-Reverse Drum And Thrust Washer
1 - LOW-REVERSE DRUM
2 - SPOTFACE FOR WASHER
3 - THRUST WASHER
Fig. 33 Low-Reverse Drum Snap-Ring
1 - LOW-REVERSE DRUM
2 - TABBED WASHER
3 - SNAP-RING
(26) Slide low-reverse drum and thrust washer off
piston retainer hub and out of rear band (Fig. 34).
(27) Note that overrunning clutch race will remain
on splines of low-reverse drum after removal (Fig.
35). The race is a permanent press fit on the
hub splines. Do not attempt to remove the race.
(28) Remove overrunning clutch assembly (Fig.
36). Assembly can be removed without displacing
rollers and springs if care is exercised. Note position
of rollers and springs for assembly reference.
(29) Remove rear band adjusting lever, reaction
lever and pin (Fig. 37).
Fig. 35 Overrunning Clutch Race Position On
Low-Reverse Drum
1 - OVERRUNNING CLUTCH RACE
2 - LOW-REVERSE DRUM
(32) Compress front servo rod guide with large
C-clamp and Tool C-4470, or Compressor Tool
C-3422-B (Fig. 39). Compress guide only enough to
permit snap-ring removal (about 1/8 in.).
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 121
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 36 Overrunning Clutch Removal
1 - CLUTCH CAM
2 - OVERRUNNING CLUTCH ASSEMBLY
Fig. 38 Rear Band And Link
1 - BAND LINK
2 - REAR BAND
(35) Compress rear servo piston with C-clamp and
Tool C-4470, or Valve Spring Compressor C-3422-B
(Fig. 40). Compress servo spring retainer only
enough to permit snap-ring removal.
(36) Remove servo piston snap-ring (Fig. 40). Start
one end of ring out of bore. Then carefully work
removal tool around back of snap-ring until free of
ring groove. Exercise caution when removing
snap-ring. Servo bore can be scratched or
nicked if care is not exercised.
(37) Remove tools and remove rear servo retainer,
spring and piston assembly.
Fig. 37 Rear Band Levers And Pins
1
2
3
4
-
REAR BAND ADJUSTING LEVER
REACTION LEVER
BAND LINK
REAR BAND REACTION PIN
(33) Remove servo piston snap-ring (Fig. 39).
Unseat one end of ring. Then carefully work removal
tool around back of ring until free of ring groove.
Exercise caution when removing snap-ring.
Servo bore can be scratched or nicked if care is
not exercised.
(34) Remove tools and remove servo piston and
spring.
Fig. 39 Front Servo Retaining Snap-Ring
1
2
3
4
-
C-CLAMP
FRONT SERVO ROD GUIDE
SNAP-RING
TOOL C-4470
21 - 122
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 40 Rear Servo Retaining Snap-Ring
1
2
3
4
-
TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING
CLEANING
Clean the case in a solvent tank. Flush the case
bores and fluid passages thoroughly with solvent.
Dry the case and all fluid passages with compressed
air. Be sure all solvent is removed from the case and
that all fluid passages are clear.
NOTE: Do not use shop towels or rags to dry the
case (or any other transmission component) unless
they are made from lint-free materials. Lint will stick
to case surfaces and transmission components and
circulate throughout the transmission after assembly. A sufficient quantity of lint can block fluid passages and interfere with valve body operation.
Lubricate transmission parts with Mopart ATF +4,
type 9602, transmission fluid during overhaul and
assembly. Use petroleum jelly, Mopart Door Ease, or
Ru-Glyde™ to prelubricate seals, O-rings, and thrust
washers. Petroleum jelly can also be used to hold
parts in place during reassembly.
INSPECTION
Inspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
repaired with Helicoil thread inserts. However, the
case will have to be replaced if it exhibits any type of
damage or wear.
Lubricate the front band adjusting screw threads
with petroleum jelly and thread the screw part-way
into the case. Be sure the screw turns freely.
Inspect the transmission bushings during overhaul.
Bushing condition is important as worn, scored bushings contribute to low pressures, clutch slip and
accelerated wear of other components. However, do
not replace bushings as a matter of course. Replace
bushings only when they are actually worn, or
scored.
Use recommended tools to replace bushings. The
tools are sized and designed to remove, install, and
seat bushings correctly. The bushing replacement
tools are included in Bushing Tool Set C-3887-B.
Pre-sized service bushings are available for
replacement purposes. Only the sun gear bushings
are not serviced.
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on
shafts, or valves, use extreme care to avoid rounding
off sharp edges. Sharp edges are vital as they prevent foreign matter from getting between the valve
and valve bore.
Do not reuse oil seals, gaskets, seal rings, or
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or
E-clips that are bent or distorted. Replace these parts
as well.
ASSEMBLY
Do not allow dirt, grease, or foreign material to
enter the case or transmission components during
assembly. Keep the transmission case and components clean. Also make sure the tools and workbench
area used for reassembly operations are equally
clean.
Shop towels used for wiping off tools and your
hands must be made from lint free materials. Lint
will stick to transmission parts and could interfere
with valve operation or even restrict fluid passages.
Lubricate transmission clutch and gear components with Mopart ATF +4, type 9602, during reassembly. Soak clutch discs in transmission fluid before
installation.
Use Mopart Door Ease, or Ru-Glyde™ on piston
seals and O-rings to ease installation. Petroleum jelly
can also be used to lubricate and hold thrust washers
and plates in position during assembly.
Do not use chassis grease, bearing grease,
white grease, or similar lubricants on any part.
These types of lubricants can eventually block or
restrict fluid passages and valve operation. Use
petroleum jelly only.
Do not force parts into place. The transmission
components and sub-assemblies are easily installed
by hand when properly aligned. If a part seems difficult to install, it is either misaligned or incorrectly
assembled. Verify that thrust washers, thrust plates
and seal rings are correctly positioned.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 123
AUTOMATIC TRANSMISSION - 46RE (Continued)
The planetary geartrain, front/rear clutch assemblies and oil pump are all much easier to install
when the transmission case is upright. Either tilt the
case upward with wood blocks, or cut a hole in the
bench large enough for the intermediate shaft and
rear support. Then lower the shaft and support into
the hole and support the rear of the case directly on
the bench.
FRONT/REAR SERVO
(1) Lubricate rear servo piston seal with Mopart
Door Ease or ATF +4. Lubricate servo bore in case
with ATF +4.
(2) Install rear servo piston in case. Position piston
at slight angle to bore and insert piston with twisting
motion (Fig. 41).
(3) Install rear servo spring and retainer in case
bore (Fig. 42). Be sure spring is seated on piston.
(4) Compress rear servo piston with C-clamp or
Valve Spring Compressor C-3422-B and install servo
piston snap-ring (Fig. 43).
(5) Lubricate front servo piston components and
servo bore in case with transmission fluid.
(6) Install front servo piston in bore. Carefully
“run” small, suitable tool around piston ring to press
it back into groove and ease installation (Fig. 44).
Rotate piston into bore at same time. Rock piston
slightly to ease piston ring past snap-ring groove and
into bore.
Fig. 42 Rear Servo Piston Spring And Retainer
1 - PISTON SPRING
2 - REAR SERVO PISTON
3 - SPRING RETAINER
Fig. 43 Rear Servo Snap-Ring
1
2
3
4
Fig. 41 Rear Servo Piston
1 - REAR SERVO PISTON
(7) Bottom front servo piston in bore and install
servo spring.
(8) Install front servo piston rod guide as follows:
(a) Place Tool SP-5560 (or similar size tool) on
guide and position C-clamp on tool and case (Fig.
45).
-
TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING
(b) Slowly compress rod guide while simultaneously easing seal ring into bore with suitable
tool.
(9) Install rod guide snap-ring (Fig. 45).
21 - 124
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
(3) Install low-reverse drum (Fig. 47). Slide drum
through rear band, onto piston retainer hub and into
engagement with overrunning clutch and race.
Fig. 44 Front Servo Piston
1 - USE SUITABLE TOOL TO HELP SEAT PISTON RING
2 - FRONT SERVO PISTON
Fig. 46 Rear Band And Link
1 - REAR BAND
2 - BAND LINK
Fig. 45 Front Servo Rod Guide And Snap-Ring
1
2
3
4
5
-
C-CLAMP
ROD GUIDE
SMALL SCREWDRIVER
ROD GUIDE SNAP-RING
TOOL SP-5560
OVERRUNNING CLUTCH, REAR BAND, AND
LOW-REVERSE DRUM
(1) Install overrunning clutch components if not
yet installed.
(2) Position rear band and link in case (Fig. 46).
Fig. 47 Low-Reverse Drum
1 - LOW-REVERSE DRUM
2 - REAR BAND LINK
3 - HUB OF OVERDRIVE PISTON RETAINER
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 125
AUTOMATIC TRANSMISSION - 46RE (Continued)
(4) Install thrust washer in low-reverse drum spotface (Fig. 48). Use petroleum jelly to hold washer in
place.
(5) Install snap-ring that secures low-reverse drum
to piston retainer hub (Fig. 48).
(6) Insert band reaction pin part way into case and
band link (Fig. 49).
(7) Install rear band adjusting lever, reaction lever,
and strut (Fig. 50). Be sure levers and strut are
aligned and engaged before seating band reaction pin
in case.
Fig. 50 Rear Band Levers And Strut
1
2
3
4
Fig. 48 Low-Reverse Drum Snap-Ring
1 - LOW-REVERSE DRUM
2 - TABBED WASHER
3 - SNAP-RING
Fig. 49 Rear Band Reaction Pin
1
2
3
4
-
REACTION PIN
BAND LINK
REAR BAND
O-RINGS
- ADJUSTING SCREW AND NUT
- ADJUSTING LEVER
- REACTION LEVER
- STRUT
PLANETARY GEARTRAIN, FRONT/REAR CLUTCH,
AND FRONT BAND
(1) Remove Alignment Shaft 6227-2, if installed
previously.
(2) Install assembled intermediate shaft and planetary geartrain (Fig. 51). Support shaft carefully
during installation. Do not allow shaft bearing/
bushing surfaces to become nicked or
scratched.
(3) Lubricate intermediate shaft thrust plate with
petroleum jelly and install plate on shaft pilot hub
(Fig. 52).
(4) Check input shaft front seal rings, fiber thrust
washer and rear seal ring (Fig. 53). Be ends of rear
seal ring are hooked together and diagonal cut ends
of front seal rings are firmly seated against each
other as shown. Lubricate seal rings with petroleum
jelly after checking them.
(5) Assemble front and rear clutches (Fig. 54).
Align lugs on front clutch discs. Mount front clutch
on rear clutch. Turn front clutch retainer back and
forth until front clutch discs are fully seated on rear
clutch splined hub.
(6) Install intermediate shaft thrust washer in hub
of rear clutch retainer (Fig. 55). Use petroleum jelly
to hold washer in place. Position washer so grooves
are facing outward. Washer only fits one way in
clutch retainer hub.
21 - 126
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Fig. 51 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY
Fig. 53 Input Shaft Seal Rings And Thrust Washer
1
2
3
4
-
TORLONT FRONT SEAL RINGS
INPUT SHAFT
REAR SEAL RING
THRUST WASHER
Fig. 52 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB
(7) Place transmission case in upright position, or
place blocks under front end of transmission repair
stand to tilt case rearward. This makes it easier to
install front/rear clutch assembly.
(8) Align discs in rear clutch. Then install and
engage assembly in front planetary and driving shell
(Fig. 56). Turn clutch retainers back and forth until
both clutches are seated.
(9) Position front band lever in case and over servo
rod guide. Then install front band lever pin in case
and slide it through lever.
Fig. 54 Assembling Front And Rear Clutches
1 - FRONT CLUTCH ASSEMBLY
2 - REAR CLUTCH ASSEMBLY
3 - REAR CLUTCH SPLINED HUB
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 127
AUTOMATIC TRANSMISSION - 46RE (Continued)
(10) Coat threads of front band pin access plug
with sealer and install it in case. Tighten plug to 17
N·m (13 ft. lbs.) torque.
(11) Slide front band over front clutch retainer and
install front band strut and anchor (Fig. 57).
(12) Tighten front band adjusting screw until band
is tight on clutch retainer. This will hold clutches in
place while oil pump is being installed. Verify that
front/rear clutch assembly is still properly
seated before tightening band.
Fig. 56 Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig. 55 Intermediate Shaft Thrust Washer
1 - BE SURE WASHER GROOVES FACE OUT AS SHOWN
2 - REAR CLUTCH RETAINER HUB
3 - SHAFT THRUST WASHER
OIL PUMP
(1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 58).
(2) Install new oil pump gasket on pilot studs and
seat it in case. Be sure gasket is properly aligned
with fluid passages in case (Fig. 58).
(3) Coat the reaction shaft thrust washer with
petroleum jelly to hold it in place. Then install
washer over reaction shaft hub and seat it on pump
(Fig. 59).
CAUTION: The thrust washer bore (I.D.), is chamfered on one side. Make sure the chamfered side is
installed so it faces the pump.
(4) Check seal rings on reaction shaft support. Be
sure rings are hooked together correctly. Also be sure
fiber thrust washer is in position (Fig. 60). Use extra
petroleum jelly to hold washer in place if necessary.
Fig. 57 Front Band And Linkage
1
2
3
4
- LEVER
- STRUT
- ANCHOR
- FRONT BAND
(5) Lubricate oil pump seals
Mopart ATF +4, type 9602.
with
petroleum
21 - 128
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
(6) Mount oil pump on pilot studs and slide pump
into case opening (Fig. 61). Work pump into case
by hand. Do not use a mallet or similar tools to
seat pump.
(7) Remove pilot studs and install oil pump bolts.
Tighten pump bolts alternately and evenly to fully
seat pump in case. Then final-tighten pump bolts to
20 N·m (15 ft. lbs.) torque.
(8) Verify correct installation. Rotate input and
intermediate shafts and check for bind. If bind exists,
components are either mis-assembled, or not seated.
Disassemble and correct as necessary before proceeding.
Fig. 60 Reaction Shaft Seal Ring And Thrust Washer
1 - SEAL RINGS
2 - REACTION SHAFT SUPPORT
3 - THRUST WASHER (FIBER)
Fig. 58 Oil Pump Gasket And Pilot Studs
1 - OIL PUMP GASKET
2 - PILOT STUDS C-3288-B
Fig. 59 Reaction Shaft Thrust Washer
1 - THRUST WASHER
2 - CHAMFERED SIDE OF WASHER BORE GOES TOWARD
PUMP
Fig. 61 Oil Pump
1 - SEAT OIL PUMP IN CASE BY HAND
2 - REMOVE PILOT STUDS WHEN PUMP IS SEATED
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 129
AUTOMATIC TRANSMISSION - 46RE (Continued)
INPUT SHAFT END PLAY CHECK
NOTE: Overdrive unit must be installed in order to
correctly measure the input shaft end-play.
(1) Measure input shaft end play (Fig. 62).
NOTE: If end play is incorrect, transmission is
incorrectly assembled, or reaction shaft thrust
washer is incorrect. The reaction shaft thrust
washer is selective.
(a) Attach Adapter 8266-5 to Handle 8266-8.
(b) Attach dial indicator C-3339 to Handle
8266-8.
(c) Install the assembled tool onto the input
shaft of the transmission and tighten the retaining
screw on Adapter 8266-5 to secure it to the input
shaft.
(d) Position the dial indicator plunger against a
flat spot on the oil pump and zero the dial indicator.
(e) Move input shaft in and out and record reading. End play should be 0.86-2.13 mm (0.034-0.084
in.). Adjust as necessary.
(2) Verify that park/neutral position switch has
not been installed in case. Valve body can not be
installed if switch is in position.
(3) Install new valve body manual shaft seal in
case (Fig. 64). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
(4) Install valve body as follows:
(a) Start park rod into park pawl. If rod will not
slide past park pawl, pawl is engaged in park gear.
Rotate overdrive output shaft with suitable size 12
point socket; this will free pawl and allow rod to
engage.
(b) Align and seat valve body on case. Be sure
manual lever shaft and overdrive connector are
fully seated in case.
(c) Install and start all valve body attaching
bolts by hand. Then tighten bolts evenly, in a diagonal pattern to 12 N·m (105 in. lbs.) torque. Do
not overtighten valve body bolts. This could
result in distortion and cross leakage after
installation..
(5) Install new filter on valve body. Tighten filter
screws to 4 N·m (35 in. lbs.).
(6) Install seal on park/neutral position switch.
Then install and tighten switch to 34 N·m (25 ft.
lbs.).
Fig. 63 Accumulator Piston And Springs
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING
Fig. 62 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
ACCUMULATOR, VALVE BODY, OIL PAN, AND
TORQUE CONVERTER
(1) Install accumulator inner spring, piston and
outer spring (Fig. 63).
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter and reverse flush the cooler(s)
and cooler lines. Fluid contamination and transmission failure can result if not done.
(7) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as follows:
21 - 130
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
SOCKET 6984
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of Mopart High Temp Grease.
(4) Align and install converter in oil pump.
(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
(6) Check converter seating with steel scale and
straightedge (Fig. 65). Surface of converter lugs
should be 1/2 in. to rear of straightedge when converter is fully seated.
(7) Temporarily secure converter with C-clamp.
Fig. 64 Manual Lever Shaft Seal
1 - 15/16'' SOCKET
2 - SEAL
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 N·m (72
in. lbs.).
(c) Back off front band adjusting screw 2-7/8
turns.
(d) Back off rear band adjusting screw 2 turns.
(e) Hold each adjusting screw in position and
tighten locknut to 34 N·m (25 ft. lbs.) torque.
(2) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(3) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 13.6 N·m (125 in. lbs.).
(4) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(5) Apply small quantity of dielectric grease to terminal pins of solenoid case connector and neutral
switch.
(6) Fill transmission with recommended fluid.
Refer to Service Procedures section of this group.
INSTALLATION
(1) Check torque converter hub and hub drive
notches for sharp edges burrs, scratches, or nicks.
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be
smooth to avoid damaging pump seal at installation.
(2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
Fig. 65 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Raise transmission and align converter with
drive plate and converter housing with engine block.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
(13) Install bolts attaching converter housing to
engine.
(14) Install rear support. Then lower transmission
onto crossmember and install bolts attaching transmission mount to crossmember.
(15) Remove engine support fixture.
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 131
AUTOMATIC TRANSMISSION - 46RE (Continued)
(16) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)
(17) Install new plastic retainer grommet on any
shift linkage rod or lever that was disconnected.
Grommets should not be reused. Use pry tool to
remove rod from grommet and cut away old grommet. Use pliers to snap new grommet into lever and
to snap rod into grommet at assembly.
(18) Connect gearshift and throttle cable to transmission.
(19) Connect wires to park/neutral position switch,
transmission solenoid(s) and oxygen sensor. Be sure
transmission harnesses are properly routed.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the clutch surface
inside the converter.
(20) Install torque converter-to-driveplate bolts.
On models with 10.75 in. converter, tighten bolts to
31 N·m (270 in. lbs.). On models with 12.2 in. converter, tighten bolts to 47 N·m (35 ft. lbs.).
(21) Install converter housing access cover.
(22) Install starter motor and cooler line bracket.
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION)
(23) Connect cooler lines to transmission.
(24) Install transmission fill tube. Install new seal
on tube before installation.
(25) Install exhaust components.
(26) Align and connect propeller shaft. (Refer to 3 DIFFERENTIAL
&
DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(27) Adjust gearshift linkage and throttle valve
cable if necessary.
(28) Lower vehicle.
(29) Fill transmission with Mopart ATF +4, type
9602, Automatic Transmission fluid.
21 - 132
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
SCHEMATICS AND DIAGRAMS
HYDRAULIC FLOW IN PARK
HYDRAULIC SCHEMATICS
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 133
HYDRAULIC FLOW IN NEUTRAL
AUTOMATIC TRANSMISSION - 46RE (Continued)
21 - 134
AUTOMATIC TRANSMISSION - 46RE
BR/BE
HYDRAULIC FLOW IN REVERSE
AUTOMATIC TRANSMISSION - 46RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 135
HYDRAULIC FLOW IN DRIVE FIRST GEAR
AUTOMATIC TRANSMISSION - 46RE (Continued)
21 - 136
AUTOMATIC TRANSMISSION - 46RE
BR/BE
HYDRAULIC FLOW IN DRIVE SECOND GEAR
AUTOMATIC TRANSMISSION - 46RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 137
HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH NOT APPLIED)
AUTOMATIC TRANSMISSION - 46RE (Continued)
21 - 138
AUTOMATIC TRANSMISSION - 46RE
BR/BE
HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH APPLIED)
AUTOMATIC TRANSMISSION - 46RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 139
HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)
AUTOMATIC TRANSMISSION - 46RE (Continued)
21 - 140
AUTOMATIC TRANSMISSION - 46RE
BR/BE
HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)
AUTOMATIC TRANSMISSION - 46RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 141
HYDRAULIC FLOW IN MANUAL LOW (1)
AUTOMATIC TRANSMISSION - 46RE (Continued)
21 - 142
AUTOMATIC TRANSMISSION - 46RE
BR/BE
HYDRAULIC FLOW IN MANUAL SECOND (2)
AUTOMATIC TRANSMISSION - 46RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 143
HYDRAULIC FLOW DURING FULL THROTTLE 3-2 DOWNSHIFT (PASSING)
AUTOMATIC TRANSMISSION - 46RE (Continued)
21 - 144
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
SPECIFICATIONS
Component
Metric
Direct clutch
TRANSMISSION
Inch
8 discs
Band adjustment from
72 in. lbs.
GENERAL
Component
Metric
Inch
Front band
Back off 2 7/8 turns
Planetary end play
0.150-1.22
mm
0.006-0.048
in.
Rear band
Back off 2 turns
Recommended fluid
Input shaft end play
0.86-2.13
mm
0.034-0.084
in.
MoparT ATF Plus 4, type
9602
Clutch pack clearance/
Front.
1.78-3.28
mm
0.070-0.129
in.
Clutch pack clearance/
Rear.
0.635-0.914
mm
0.025-0.036
in.
GEAR RATIOS
1ST GEAR
2.45:1
2ND GEAR
1.45:1
Front clutch
3 discs
3RD GEAR
1.0:1
Rear clutch
4 discs
4TH GEAR
0.69:1
Overdrive clutch
4 discs
REVERSE
2.21:1
THRUST WASHER/SPACER/SNAP-RING DIMENSIONS
Component
Metric
Inch
Front clutch thrust washer (reaction shaft support hub)
1.55 mm
0.061 in.
2.15 mm
0.084 in.
2.59 mm
0.102 in.
Rear clutch thrust washer (clutch retainer)
1.55 mm
Intermediate shaft thrust plate (shaft hub pilot)
1.5-1.6 mm
0.060-0.063 in.
Output shaft thrust washer (rear clutch hub)
1.3-1.4 mm
0.052-0.054 in.
1.75-1.8 mm
0.068-0.070 in.
2.1-2.2 mm
0.083-0.085 in.
Rear clutch pack snap-ring
0.061 in.
1.5-1.6 mm
0.060-0.062 in.
1.9-1.95 mm
0.074-0.076 in.
Planetary geartrain snap-ring (at front of output shaft)
1.4-1.5 mm
0.055-0.059 in.
1.6-1.7 mm
0.062-0.066 in.
Overdrive piston thrust plate
Thrust plate and
spacer are select fit.
Refer to size charts
and selection
procedures in
Overdrive Unit D&A
procedures
Intermediate shaft spacer
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 145
AUTOMATIC TRANSMISSION - 46RE (Continued)
PRESSURE TEST
Overdrive clutch
Fourth gear only
Pressure should be 469-496 kPa (68-72 psi) with
closed throttle and increase to 620-896 kPa (90-130
psi) at 1/2 to 3/4 throttle.
Line pressure (at
accumulator)
Closed throttle
372-414 kPa (54-60 psi).
Front servo
Third gear only
No more than 21 kPa (3 psi) lower than line pressure.
Rear servo
1 range
No more than 21 kPa (3 psi) lower than line pressure.
R range
1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
D range closed throttle
Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
Governor
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Fitting, cooler line at trans
18
13
-
Bolt, torque convertor
31
23
-
Bolt, clevis bracket to
crossmember
47
35
-
Bolt, clevis bracket to rear
support
68
50
-
Bolt, driveplate to
crankshaft
75
55
-
Plug, front band reaction
17
13
-
Locknut, front band adj.
34
25
-
Switch, park/neutral
34
25
-
Bolt, fluid pan
13.6
-
125
Screws, fluid filter
4
-
35
Bolt, oil pump
20
15
-
Bolt, overrunning clutch
cam
17
13
-
Bolt, O/D to trans.
34
25
-
Bolt, O/D piston retainer
17
13
-
Plug, pressure test port
14
10
-
Bolt, reaction shaft
support
20
15
-
Locknut, rear band
41
30
-
Bolt, valve body to case
12
-
100
Sensor, trans speed
27
20
-
Screw, solenoid wiring
connector
4
-
35
Screw, solenoid to transfer
plate
4
-
35
21 - 146
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
SPECIAL TOOLS
RE TRANSMISSION
Fixture, Engine Support - C-3487-A
Flusher, Oil Cooler - 6906
Stand, Transmission Repair - C-3750-B
Remover, Bushing - 6957
Compressor, Spring - C-3863-A
Installer, Bushing - 6951
Spring Compressor and Alignment Shaft - 6227
Retainer, Detent Ball and Spring - 6583
Gauge, Block - 6312
Bar, Gauge - 6311
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 147
AUTOMATIC TRANSMISSION - 46RE (Continued)
Studs, Oil Pump Pilot - C-3288-B
Puller, Slide Hammer - C-3752
Gauge, Pressure - C-3292
Gauge, Throttle Setting - C-3763
Gauge, Pressure - C-3293SP
Installer, Seal - C-3860-A
Set, Dial Indicator - C-3339
Remover, Seal - C-3985-B
Compressor, Spring - C-3422-B
Installer, Overdrive Piston Seal - 8114
21 - 148
AUTOMATIC TRANSMISSION - 46RE
BR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)
Installer, Seal - C-3995-A
Set, Bushing Remover/Installer - C-3887-J
Nut, Bushing Remover - SP-1191, From kit C-3887-J
Handle, Universal - C-4171
Remover, Front Clutch Bushing - SP-3629, From kit
C-3887-J
Remover/Installer, Bushing - C-4470
Cup, Bushing Remover - SP-3633, From kit C-3887-J
Dial Caliper - C-4962
Installer, Oil Pump Bushing - SP-5118, From kit
C-3887-J
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 149
AUTOMATIC TRANSMISSION - 46RE (Continued)
ACCUMULATOR
DESCRIPTION
Remover, Reaction Shaft Bushing - SP-5301, From
Kit C-3887-J
The accumulator (Fig. 66) is a hydraulic device
that has the sole purpose of cushioning the application of a band or clutch. The accumulator consists of
a dual-land piston and a spring located in a bore in
the transmission case. The 3-4 accumulator is located
in a housing attached to the side of the valve body
(Fig. 67).
Installer, Reaction Shaft Bushing - SP-5302, From
kit C-3887-J
Fig. 66 Accumulator
1 - ACCUMULATOR PISTON
2 - PISTON SPRING
Installer, Front Clutch Bushing - SP-5511, From kit
C-3887-J
Remover, Bushing - SP-3550, From kit C-3887-J
Adapter, Band Adjuster - C-3705
Fig. 67 3-4 Accumulator and Housing
1
2
3
4
5
- ACCUMULATOR PISTON
- 3-4 ACCUMULATOR HOUSING
- TEFLON SEALS
- PISTON SPRING
- COVER PLATE AND SCREWS
21 - 150
AUTOMATIC TRANSMISSION - 46RE
BR/BE
ACCUMULATOR (Continued)
OPERATION
Both the accumulator and the 3-4 accumulator
function the same. Line pressure is directed to the
small end of the piston when the transmission is
placed into a DRIVE position (Fig. 68), bottoming it
against the accumulator plate. When the 1-2 upshift
occurs (Fig. 69), line pressure is directed to the large
end of the piston and then to the kickdown servo. As
the line pressure reaches the accumulator, the combination of spring pressure and line pressure forces
the piston away from the accumulator plate. This
causes a balanced pressure situation, which results
in a cushioned band application. After the kickdown
servo has become immovable, line pressure will finish pushing the accumulator up into its bore. When
the large end of the accumulator piston is seated in
its bore, the band or clutch is fully applied.
NOTE: The accumulator is shown in the inverted
position for illustrative purposes.
Fig. 69 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE
Fig. 70 Accumulator Components
Fig. 68 Accumulator in DRIVE - FIRST Gear Position
1 - LINE PRESSURE
INSPECTION
Inspect the accumulator piston and seal rings (Fig.
70). Replace the seal rings if worn or cut. Replace the
piston if chipped or cracked.
Check condition of the accumulator inner and
outer springs (Fig. 70). Replace the springs if the
coils are cracked, distorted or collapsed.
1
2
3
4
- INNER SPRING
- ACCUMULATOR PISTON
- OUTER SPRING
- SEAL RINGS
BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or “front”, band (Fig. 71) holds the
common sun gear of the planetary gear sets. The
front (kickdown) band is made of steel, and faced on
its inner circumference with a friction-type lining.
One end of the band is anchored to the transmission
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 151
BANDS (Continued)
case, and the other is acted on with a pushing force
by a servo piston. The front band is a single-wrap
design (the band does not completely encompass/
wrap the drum that it holds).
OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of
the planetary gear sets by applying and holding the
front clutch retainer, which is splined to the sun gear
driving shell, and in turn splined directly to the sun
gear. The application of the band by the servo is typically done by an apply lever and link bar.
LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier stationary by being mounted around and applied to the
low/reverse drum.
ADJUSTMENTS
ADJUSTMENT - BANDS
Fig. 71 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING
LOW/REVERSE (REAR) BAND
The low/reverse band, or “rear”, band (Fig. 72) is
similar in appearance and operation to the front
band. The rear band is also a single-wrap design (
the band does not completely encompass/wrap the
drum that it holds).
FRONT BAND
The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.
(1) Raise vehicle.
(2) Loosen band adjusting screw locknut (Fig. 73).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N·m (72 in.
lbs.) torque with Inch Pound Torque Wrench
C-3380-A, a 3-in. extension and an appropriate
Torx™ socket.
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw, tighten the screw to only 5 N·m
(47-50 in. lbs.) torque.
(4) Back off front band adjusting screw 2-7/8
turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N·m (30 ft. lbs.) torque.
(6) Lower vehicle.
REAR BAND
Fig. 72 Rear Band And Link
1 - BAND LINK
2 - REAR BAND
The transmission oil pan must be removed for
access to the rear band adjusting screw.
(1) Raise vehicle.
(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns.
Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 8 N·m (72 in. lbs.)
torque (Fig. 74).
(5) Back off adjusting screw 2 turns.
(6) Hold adjusting screw in place and tighten locknut to 34 N·m (25 ft. lbs.) torque.
21 - 152
AUTOMATIC TRANSMISSION - 46RE
BR/BE
BANDS (Continued)
• Powertrain control module (PCM)
GOVERNOR PRESSURE SOLENOID VALVE
The solenoid valve is a duty-cycle solenoid which
regulates the governor pressure needed for upshifts
and downshifts. It is an electro-hydraulic device
located in the governor body on the valve body transfer plate (Fig. 75).
Fig. 73 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 13.6 N·m (125
in. lbs.) lbs.) torque.
(8) Lower vehicle and refill transmission with
Mopart ATF +4, Type 9602 fluid.
Fig. 75 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
76).
Fig. 74 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
ELECTRONIC GOVERNOR
Fig. 76 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
DESCRIPTION
Governor pressure is controlled electronically. Components used for governor pressure control include:
• Governor body
• Valve body transfer plate
• Governor pressure solenoid valve
• Governor pressure sensor
• Fluid temperature thermistor
• Throttle position sensor (TPS)
• Transmission speed sensor
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmission line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 76).
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 153
ELECTRONIC GOVERNOR (Continued)
GOVERNOR PRESSURE CURVES
There are four governor pressure curves programmed into the transmission control module. The
different curves allow the control module to adjust
governor pressure for varying conditions. One curve
is used for operation when fluid temperature is at, or
below, –1°C (30°F). A second curve is used when fluid
temperature is at, or above, 10°C (50°F) during normal city or highway driving. A third curve is used
during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance variations of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manufacturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.
Normal calibration will be performed when sump
temperature is above 50 degrees F, or in the absence
of sump temperature data, after the first 10 minutes
of vehicle operation. Calibration of the pressure
transducer offset occurs each time the output shaft
speed falls below 200 RPM. Calibration shall be
repeated each 3 seconds the output shaft speed is
below 200 RPM. A 0.5 second pulse of 95% duty cycle
is applied to the governor pressure solenoid valve
and the transducer output is read during this pulse.
Averaging of the transducer signal is necessary to
reject electrical noise.
Under cold conditions (below 50 degrees F sump),
the governor pressure solenoid valve response may
be too slow to guarantee 0 psi during the 0.5 second
calibration pulse. Calibration pulses are continued
during this period, however the transducer output
valves are discarded. Transducer offset must be read
at key-on, under conditions which promote a stable
reading. This value is retained and becomes the offset during the 9cold9 period of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to
normal transmission line pressure. The outlet side of
the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to produce governor pressure. The average current supplied to the solenoid controls governor pressure. One
amp current produces zero kPa/psi governor pressure. Zero amps sets the maximum governor pressure.
The powertrain control module (PCM) turns on the
trans control relay which supplies electrical power to
the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the solenoid using the governor pressure solenoid control circuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to adequately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the
solenoid valve through the governor body. It also
channels governor pressure from the solenoid valve
to the governor circuit. It is the solenoid valve that
develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conventional governor can delay shifts, resulting in higher
than normal shift speeds and harsh shifts. The electronically controlled low temperature governor pressure curve is higher than normal to make the
transmission shift at normal speeds and sooner. The
PCM uses a temperature sensor in the transmission
oil sump to determine when low temperature governor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased
computing power of the PCM and through access to
data on engine operating conditions provided by the
PCM that were not available with the previous
stand-alone electronic module. This facilitated the
development of a load adaptive shift strategy - the
ability to alter the shift schedule in response to vehicle load condition. One manifestation of this capability is grade 9hunting9 prevention - the ability of the
transmission logic to delay an upshift on a grade if
the engine does not have sufficient power to maintain speed in the higher gear. The 3-2 downshift and
the potential for hunting between gears occurs with a
heavily loaded vehicle or on steep grades. When
hunting occurs, it is very objectionable because shifts
are frequent and accompanied by large changes in
noise and acceleration.
WIDE OPEN THROTTLE OPERATION
In wide-open throttle (WOT) mode, adaptive memory in the PCM assures that up-shifts occur at the
preprogrammed optimum speed. WOT operation is
determined from the throttle position sensor, which
is also a part of the emission control system. The ini-
21 - 154
AUTOMATIC TRANSMISSION - 46RE
BR/BE
ELECTRONIC GOVERNOR (Continued)
tial setting for the WOT upshift is below the optimum engine speed. As WOT shifts are repeated, the
PCM learns the time required to complete the shifts
by comparing the engine speed when the shifts occur
to the optimum speed. After each shift, the PCM
adjusts the shift point until the optimum speed is
reached. The PCM also considers vehicle loading,
grade and engine performance changes due to high
altitude in determining when to make WOT shifts. It
does this by measuring vehicle and engine acceleration and then factoring in the shift time.
TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low
range, the engine can accelerate to its peak more
rapidly than in Normal range, resulting in delayed
shifts and undesirable engine 9flare.9 The low range
governor pressure curve is also higher than normal
to initiate upshifts sooner. The PCM compares electronic vehicle speed signal used by the speedometer
to the transmission output shaft speed signal to
determine when the transfer case is in low range.
Fig. 78 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
(8) Remove bolts holding governor body to valve
body.
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sensor and solenoid (Fig. 77).
Fig. 79 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR
Fig. 77 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
78).
(6) Pull solenoid from governor body (Fig. 79).
(7) Pull pressure sensor from governor body.
(9) Separate governor body from valve body (Fig.
80).
(10) Remove governor body gasket.
INSTALLATION
Before installing the pressure sensor and solenoid
in the governor body, replace o-ring seals, clean the
gasket surfaces and replace gasket.
(1) Place gasket in position on back of governor
body (Fig. 81).
(2) Place governor body in position on valve body.
(3) Install bolts to hold governor body to valve
body.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 155
ELECTRONIC GOVERNOR (Continued)
Fig. 80 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET
Fig. 82 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR
(10) Place solenoid retainer in position on governor
(Fig. 83).
(11) Install screws to hold pressure solenoid
retainer to governor body.
Fig. 81 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET
(4) Lubricate o-ring on pressure sensor with transmission fluid.
(5) Align pressure sensor to bore in governor body.
(6) Push pressure sensor into governor body.
(7) Lubricate o-ring, on pressure solenoid, with
transmission fluid.
(8) Align pressure solenoid to bore in governor
body (Fig. 82).
(9) Push solenoid into governor body.
Fig. 83 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
(12) Engage wire connectors into pressure sensor
and solenoid (Fig. 84).
(13) Install transmission fluid pan and (new) filter.
(14) Lower vehicle and road test to verify repair.
21 - 156
AUTOMATIC TRANSMISSION - 46RE
BR/BE
ELECTRONIC GOVERNOR (Continued)
(3) Install new oil seal in housing using Seal
Installer C-3995-A (Fig. 86).
Fig. 86 Extension Housing Seal Installation
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
Fig. 84 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
EXTENSION HOUSING
BUSHING
REMOVAL
(1) Remove extension housing yoke seal.
(2) Insert Remover 6957 into the extension housing. Tighten tool to bushing and remove bushing
(Fig. 85).
EXTENSION HOUSING SEAL
REMOVAL
(1) Raise vehicle.
(2) Mark propeller shaft and axle yoke for alignment reference.
(3) Disconnect and remove propeller shaft.
(4) Remove old seal with Seal Remover C-3985-B
(Fig. 87) from overdrive housing.
Fig. 87 Removing Overdrive Housing Yoke Seal
1 - SPECIAL TOOL C-3985-B
2 - SEAL
INSTALLATION
Fig. 85 Bushing Removal - Typical
1 - REMOVER
2 - EXTENSION HOUSING BUSHING
INSTALLATION
(1) Align bushing oil hole with oil slot in extension
housing.
(2) Tap bushing into place with Installer 6951 and
Handle C-4171.
(1) Place seal in position on overdrive housing.
(2) Drive seal into overdrive housing with Seal
Installer C-3995-A (Fig. 88).
(3) Carefully guide propeller shaft slip yoke into
housing and onto output shaft splines. Align marks
made at removal and connect propeller shaft to rear
axle pinion yoke.
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 157
EXTENSION HOUSING SEAL (Continued)
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Fig. 88 Installing Overdrive Housing Seal
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn the
fluid into foam. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxidation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can easily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1) A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
(2) Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to
handle heavy loads.
Transmission fluid contamination is generally a
result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when
checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to reverse flush cooler and lines after
repair
• failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The transmission cooler and lines should be
reverse flushed whenever a malfunction generates
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary coolers
as well. The torque converter should also be replaced
whenever a failure generates sludge and debris. This is
necessary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same conditions which occur with a low fluid level.
21 - 158
AUTOMATIC TRANSMISSION - 46RE
BR/BE
FLUID AND FILTER (Continued)
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mistaken for a leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transmission recondition is
needed. Be sure to examine the fluid on the dipstick
closely. If there is any doubt about its condition,
drain out a sample for a double check.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and
the transmission fluid at normal operating temperature. The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmission fluid level can be checked two
ways.
PROCEDURE ONE
(1) Transmission fluid must be at normal operating temperature for accurate fluid level check. Drive
vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82°C (180°F).
(2) Position vehicle on level surface.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to NEUTRAL.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 89) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough Mopart ATF +4,
type 9602, to restore correct level. Do not overfill.
PROCEDURE TWO
(1) Start engine and apply parking brake.
(2) Shift the transmission into DRIVE for approximately 2 seconds.
(3) Shift the transmission into REVERSE for
approximately 2 seconds.
(4) Shift the transmission into PARK.
(5) Hook up DRBt scan tool and select engine.
Fig. 89 Dipstick Fluid Level Marks - Typical
1 - DIPSTICK
2 - MAXIMUM CORRECT FLUID LEVEL
3 - ACCEPTABLE FLUID LEVEL
(6) Select sensors.
(7) Read the transmission temperature value.
(8) Compare the fluid temperature value with the
figure. (Fig. 90)
(9) Adjust transmission fluid level shown on the
dipstick according to the figure.
NOTE: After adding any fluid to the transmission,
wait a minimum of 2 minutes for the oil to fully
drain from the fill tube into the transmission before
rechecking the fluid level.
(10) Check transmission for leaks.
STANDARD PROCEDURE - FLUID AND FILTER
REPLACEMENT
For proper service intervals (Refer to LUBRICATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION). The service fluid fill after a
filter change is approximately 3.8 liters (4.0 quarts).
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Place a large diameter shallow drain pan
beneath the transmission pan.
(3) Remove bolts holding front and sides of pan to
transmission (Fig. 91).
(4) Loosen bolts holding rear of pan to transmission.
(5) Slowly separate front of pan and gasket away
from transmission allowing the fluid to drain into
drain pan.
(6) Hold up pan and remove remaining bolt holding pan to transmission.
(7) While holding pan level, lower pan and gasket
away from transmission.
(8) Pour remaining fluid in pan into drain pan.
(9) Remove screws holding filter to valve body
(Fig. 92).
(10) Separate filter from valve body and pour fluid
in filter into drain pan.
(11) Dispose of used trans fluid and filter properly.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
FLUID AND FILTER (Continued)
Fig. 90 46RE Fluid Fill Graph
Fig. 91 Transmission Pan
1 - TRANSMISSION
2 - GASKET
3 - PAN
Fig. 92 Transmission Filter
1 - TRANSMISSION
2 - FILTER
21 - 159
21 - 160
AUTOMATIC TRANSMISSION - 46RE
BR/BE
FLUID AND FILTER (Continued)
INSTALLATION
(1) Position a new transmission oil filter onto the
valve body.
(2) Install the screws to hold the filter to the valve
body. Tighten the screws to 4 N·m (35 in.lbs.).
(3) Clean the gasket surfaces of the transmission
oil pan and transmission pan rail.
NOTE: The transmission pan oil gasket is reusable.
Inspect the sealing surfaces of the gasket. If the
sealing ribs on both surfaces appear to be in good
condition, clean the gasket of any foreign material
and reinstall.
(4) Position the oil pan gasket onto the oil pan.
(5) Position the oil pan and gasket onto the transmission and install several bolts to hold the pan and
gasket to the transmission.
(6) Install the remainder of the oil pan bolts.
Tighten the bolts to 13.6 N·m (125 in.lbs.).
(7) Lower vehicle and fill transmission. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/
FLUID - STANDARD PROCEDURE)
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoid overfilling transmission after a fluid
change or overhaul, perform the following procedure:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
(2) Add following initial quantity of Mopart ATF
+4, type 9602, to transmission:
(a) If only fluid and filter were changed, add 3
pints (1-1/2 quarts) of ATF +4 to transmission.
(b) If transmission was completely overhauled,
torque converter was replaced or drained, and
cooler was flushed, add 12 pints (6 quarts) of ATF
+4 to transmission.
(3) Apply parking brakes.
(4) Start and run engine at normal curb idle
speed.
(5) Apply service brakes, shift transmission
through all gear ranges then back to NEUTRAL, set
parking brake, and leave engine running at curb idle
speed.
(6) Remove funnel, insert dipstick and check fluid
level. If level is low, add fluid to bring level to
MIN mark on dipstick. Check to see if the oil level
is equal on both sides of the dipstick. If one side is
noticably higher than the other, the dipstick has
picked up some oil from the dipstick tube. Allow the
oil to drain down the dipstick tube and re-check.
(7) Drive vehicle until transmission fluid is at normal operating temperature.
(8) With the engine running at curb idle speed, the
gear selector in NEUTRAL, and the parking brake
applied, check the transmission fluid level.
CAUTION: Do not overfill transmission, fluid foaming and shifting problems can result.
(9) Add fluid to bring level up to MAX arrow
mark.
When fluid level is correct, shut engine off, release
park brake, remove funnel, and install dipstick in fill
tube.
FRONT CLUTCH
DESCRIPTION
The front clutch assembly (Fig. 93) is composed of
the front clutch retainer, pressure plate, clutch
plates, driving discs, piston, piston return spring,
return spring retainer, and snap-rings. The front
clutch is the forward-most component in the transmission geartrain and is directly behind the oil pump
and is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved snap-ring is
used to cushion the application of the clutch pack.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assembly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to eliminate the possibility of plate drag caused by centrifugal force acting on the residual fluid trapped in the
clutch piston retainer.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 161
FRONT CLUTCH (Continued)
Fig. 93 Front Clutch Components
1
2
3
4
5
6
-
INNER PISTON SEAL
CLUTCH PISTON
CLUTCH PISTON SPRING RETAINER
CLUTCH PLATES
CLUTCH PACK SNAP-RING (WAVED)
REACTION PLATE
7 - CLUTCH DISCS
8 - RETAINER SNAP-RING
9 - CLUTCH PISTON SPRINGS (9)
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER
DISASSEMBLY
(1) Remove the waved snap-ring, reaction plate,
clutch plates, and clutch discs.
(2) Compress clutch piston retainer and piston
springs with Compressor Tool C-3863-A (Fig. 94).
(3) Remove retainer snap-ring and remove compressor tool.
(4) Remove clutch piston springs (Fig. 95). Note
position of piston springs for assembly reference.
(5) Remove clutch piston from retainer with a
twisting motion.
(6) Remove and discard clutch piston inner and
outer seals.
(7) Assemble Tool Handle C-4171 and Bushing
Remover SP-3629 (Fig. 96).
(8) Insert remover tool in bushing and drive bushing straight out of clutch retainer.
Fig. 94 Removing Front Clutch Spring Retainer
Snap-Ring
1 - SPECIAL TOOL C-3863-A
2 - SNAP-RING
21 - 162
AUTOMATIC TRANSMISSION - 46RE
BR/BE
FRONT CLUTCH (Continued)
Fig. 95 Front Clutch Components
1
2
3
4
5
6
-
INNER PISTON SEAL
CLUTCH PISTON
CLUTCH PISTON SPRING RETAINER
CLUTCH PLATES
CLUTCH PACK SNAP-RING (WAVED)
REACTION PLATE
INSPECTION
Inspect the front clutch components. Replace the
clutch discs if warped, worn, scored, burned or
charred, the lugs are damaged, or if the facing is
flaking off. Replace the steel plates and reaction
plate if heavily scored, warped, or broken. Be sure
the driving lugs on the discs and plate are also in
good condition. The lugs must not be bent, cracked or
damaged in any way.
Replace the piston springs and spring retainer if
either are distorted, warped or broken.
Check the lug grooves in the clutch piston retainer.
The steel plates should slide freely in the slots.
Replace the piston retainer if the grooves are worn or
damaged. Also check action of the check ball in the
piston retainer. The ball must move freely and not
stick.
Replace the retainer bushing if worn, scored, or
there is any doubt about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check the clutch piston check ball. The ball should
be securely in place. Replace the piston if the ball is
missing, or seized in place.
7 - CLUTCH DISCS
8 - RETAINER SNAP-RING
9 - CLUTCH PISTON SPRINGS (9)
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER
ASSEMBLY
NOTE: The 46RE transmission uses three plates
and discs for the front clutch.
(1) Mount Bushing Installer SP-5511 on tool handle (Fig. 97).
(2) Slide new bushing onto installer tool and start
bushing into retainer.
(3) Tap new bushing into place until installer tool
bottoms against clutch retainer.
(4) Remove installer tools and clean retainer thoroughly.
(5) Soak clutch discs in transmission fluid.
(6) Install new inner piston seal onto the outer
diameter of the clutch retainer inner hub.
(7) Install new outer seal onto the clutch piston.
Be sure seal lips of both seals face the interior of the
retainer.
(8) Lubricate new inner and outer piston seals
with Ru-Glyde™, or Mopart Door Ease.
(9) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.015 - 0.020 in. thick), can be
used to guide seals into place if necessary.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 163
FRONT CLUTCH (Continued)
Fig. 96 Front Clutch Retainer Bushing Replacement
Tools
Fig. 97 Front Clutch Retainer Bushing Replacement
Tools
1
2
3
4
5
1
2
3
4
5
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3629
SPECIAL TOOL SP-5511
SPECIAL TOOL C-4171
FRONT CLUTCH RETAINER
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3629
SPECIAL TOOL SP-5511
SPECIAL TOOL C-4171
FRONT CLUTCH RETAINER
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(10) Install and position nine clutch piston springs
(Fig. 98).
(11) Install spring retainer on top of piston
springs.
(12) Compress spring retainer and piston springs
with Tool C-3863-A.
(13) Install spring retainer snap-ring and remove
compressor tool.
(14) Install clutch plates and discs (Fig. 95). Three
clutch discs, three steel plates and one reaction plate
are required.
(15) Install reaction plate followed by waved snapring.
(16) Check clutch pack clearance with feeler gauge
(Fig. 99). Clearance between waved spring and pressure plate should 1.78 - 3.28 mm (0.070 - 0.129 in.).
If clearance is incorrect, clutch plates, clutch discs,
snap-ring, or pressure plate may have to be changed.
Fig. 98 Front Clutch Spring Position
1 - 9 SPRING CLUTCH
21 - 164
AUTOMATIC TRANSMISSION - 46RE
BR/BE
FRONT CLUTCH (Continued)
Fig. 100 Front Servo
1
2
3
4
5
6
7
- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD
Fig. 99 Typical Method Of Measuring Front Clutch
Pack Clearance
until the front clutch is applied, giving a small
amount of overlap between them.
1 - FEELER GAUGE
2 - WAVED SNAP-RING
3 - FEELER GAUGE
DISASSEMBLY
FRONT SERVO
DESCRIPTION
The kickdown servo (Fig. 100) consists of a twoland piston with an inner piston, a piston rod and
guide, and a return spring. The dual-land piston uses
seal rings on its outer diameters and an O-ring for
the inner piston.
OPERATION
The application of the piston is accomplished by
applying pressure between the two lands of the piston. The pressure acts against the larger lower land
to push the piston downward, allowing the piston rod
to extend though its guide against the apply lever.
Release of the servo at the 2-3 upshift is accomplished by a combination of spring and line pressure,
acting on the bottom of the larger land of the piston.
The small piston is used to cushion the application of
the band by bleeding oil through a small orifice in
the larger piston. The release timing of the kickdown
servo is very important to obtain a smooth but firm
shift. The release has to be very quick, just as the
front clutch application is taking place. Otherwise,
engine runaway or a shift hesitation will occur. To
accomplish this, the band retains its holding capacity
(1) Remove seal ring from rod guide (Fig. 101).
(2) Remove small snap-ring from servo piston rod.
Then remove piston rod, spring and washer from piston.
(3) Remove and discard servo component O-ring
and seal rings.
CLEANING
Clean the servo piston components (Fig. 102) with
solvent and dry them with compressed air.
INSPECTION
Inspect the servo components (Fig. 103). Replace
the springs if collapsed, distorted or broken. Replace
the guide, rod and piston if cracked, bent, or worn.
Discard the servo snap-ring if distorted or warped.
Check the servo piston bore for wear. If the bore is
severely scored, or damaged, it will be necessary to
replace the case.
Replace any servo component if doubt exists about
condition. Do not reuse suspect parts.
ASSEMBLY
Clean and inspect front servo components.
(1) Lubricate new o-ring and seal rings with petroleum jelly and install them on piston, guide and rod.
(2) Install rod in piston. Install spring and washer
on rod. Compress spring and install snap-ring (Fig.
104).
AUTOMATIC TRANSMISSION - 46RE
BR/BE
FRONT SERVO (Continued)
Fig. 101 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
Fig. 102 Front Servo
1
2
3
4
5
6
7
- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD
Fig. 103 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
Fig. 104 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
21 - 165
21 - 166
AUTOMATIC TRANSMISSION - 46RE
BR/BE
STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
OIL PUMP
DESCRIPTION
The oil pump (Fig. 105) is located in the pump
housing inside the bell housing of the transmission
case. The oil pump consists of an inner and outer
gear, a housing, and a reaction shaft support.
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth
increases in the crescent area, and creates a suction
at the inlet side of the pump. This suction draws
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
decreases, it forces pressurized fluid into the pump
outlet and to the valve body.
Measuring the oil pump output volume will determine if sufficient oil flow to the transmission oil
cooler exists, and whether or not an internal transmission failure is present.
Verify that the transmission fluid is at the proper
level. Refer to the Fluid Level Check procedure in
this section. If necessary, fill the transmission to the
proper level with Mopart ATF +4, type 9602, Automatic Transmission Fluid.
(1) Disconnect the To cooler line at the cooler
inlet and place a collecting container under the disconnected line.
CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or internal damage to the transmission may occur.
Fig. 105 Oil Pump Assembly
1
2
3
4
5
6
-
OIL SEAL
VENT BAFFLE
OIL PUMP BODY
GASKET
REACTION SHAFT SUPPORT
SEAL RINGS
7 - BOLTS (6)
8 - #1 THRUST WASHER (SELECTIVE)
9 - INNER GEAR
10 - OUTER GEAR
11 - “O” RING
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 167
OIL PUMP (Continued)
(2) Run the engine at curb idle speed, with the
shift selector in neutral.
(3) If one quart of transmission fluid is collected in
the container in 20 seconds or less, oil pump flow volume is within acceptable limits. If fluid flow is intermittent, or it takes more than 20 seconds to collect
one quart of fluid, refer to the Hydraulic Pressure
tests in this section for further diagnosis.
(4) Re-connect the To cooler line to the transmission cooler inlet.
(5) Refill the transmission to proper level.
DISASSEMBLY
(1) Mark position of support in oil pump body for
assembly alignment reference. Use scriber or paint to
make alignment marks.
(2) Place pump body on two wood blocks.
(3) Remove reaction shaft support bolts and separate support from pump body (Fig. 106).
(4) Remove pump inner and outer gears (Fig. 107).
(5) Remove o-ring seal from pump body (Fig. 108).
Discard seal after removal.
(6) Remove oil pump seal with Remover Tool
C-3981. Discard seal after removal.
Fig. 107 Pump Gears
1
2
3
4
-
GEAR BORE
PUMP BODY
INNER GEAR
OUTER GEAR
OIL PUMP BUSHING REMOVAL
(1) Position pump housing on clean, smooth surface with gear cavity facing down.
(2) Remove bushing with Tool Handle C-4171 and
Bushing Remover SP-3550 (Fig. 109).
REACTION SHAFT SUPPORT BUSHING REMOVAL
Fig. 106 Reaction Shaft Support
1 - OIL PUMP
2 - REACTION SHAFT SUPPORT
(1) Assemble Cup Tool SP-3633, Nut SP-1191 and
Bushing Remover SP-5301 (Fig. 110).
(2) Hold cup tool firmly against reaction shaft.
Thread remover tool into bushing as far as possible
by hand.
(3) Using wrench, thread remover tool an additional 3-4 turns into bushing to firmly engage tool.
(4) Tighten tool hex nut against cup tool to pull
bushing from shaft. Clean all chips from shaft and
support after bushing removal.
21 - 168
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OIL PUMP (Continued)
Fig. 108 Oil Pump Assembly
1
2
3
4
5
6
-
OIL SEAL
VENT BAFFLE
OIL PUMP BODY
GASKET
REACTION SHAFT SUPPORT
SEAL RINGS
CLEANING
Clean pump and support components with solvent
and dry them with compressed air.
INSPECTION
Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.
Inspect the pump and support components. Replace
the pump or support if the seal ring grooves or
machined surfaces are worn, scored, pitted, or damaged. Replace the pump gears if pitted, worn
chipped, or damaged.
Inspect the pump bushing. Then check the reaction
shaft support bushing. Replace either bushing only if
heavily worn, scored or damaged. It is not necessary
to replace the bushings unless they are actually damaged.
7 - BOLTS (6)
8 - #1 THRUST WASHER (SELECTIVE)
9 - INNER GEAR
10 - OUTER GEAR
11 - “O” RING
Clearance between outer gear and reaction shaft
housing should be 0.010 to 0.063 mm (0.0004 to
0.0025 in.). Clearance between inner gear and reaction shaft housing should be 0.010 to 0.063 mm
(0.0004 to 0.0025 in.). Both clearances can be measured at the same time by installing the gears in the
pump body and measure pump component clearances
as follows:
(1) Position an appropriate piece of Plastigage™
across both gears.
(2) Align the plastigage to a flat area on the reaction shaft housing.
(3) Install the reaction shaft to the pump housing.
(4) Separate the reaction shaft housing from the
pump housing and measure the Plastigage™ following the instructions supplied with it.
Clearance between inner gear tooth and outer gear
should be 0.08 to 0.19 mm (0.0035 to 0.0075 in.).
Measure clearance with an appropriate feeler gauge
(Fig. 111).
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 169
OIL PUMP (Continued)
Fig. 110 Reaction Shaft Bushing
Fig. 109 Oil Pump Bushing
1
2
3
4
5
6
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3550
BUSHING
SPECIAL TOOL SP-5118
SPECIAL TOOL C-4171
PUMP HOUSING
Clearance between outer gear and pump housing
should be 0.10 to 0.19 mm (0.004 to 0.0075 in.). Measure clearance with an appropriate feeler gauge.
1
2
3
4
5
6
7
8
-
SPECIAL TOOL SP-1191
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3633
SPECIAL TOOL SP-5301
SPECIAL TOOL SP-5302
BUSHING
REACTION SHAFT
BUSHING
ASSEMBLY
OIL PUMP BUSHING
(1) Assemble Tool Handle C-4171 and Bushing
Installer SP-5118 (Fig. 112).
(2) Place bushing on installer tool and start bushing into shaft.
(3) Tap bushing into place until Installer Tool
SP-5118 bottoms in pump cavity. Keep tool and bushing square with bore. Do not allow bushing to become
cocked during installation.
(4) Stake pump bushing in two places with blunt
punch. Remove burrs from stake points with knife
blade (Fig. 113).
REACTION SHAFT SUPPORT BUSHING
(1) Place reaction shaft support upright on a clean,
smooth surface.
(2) Assemble Bushing Installer Tools C-4171 and
SP-5302. Then slide new bushing onto installer tool
(Fig. 114).
Fig. 111 Checking Pump Gear Tip Clearance
1 - FEELER GAUGE
2 - INNER GEAR
3 - OUTER GEAR
(3) Start bushing in shaft. Tap bushing into shaft
until installer tool bottoms against support flange.
(4) Clean reaction shaft support thoroughly after
bushing replacement (to remove any chips).
21 - 170
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OIL PUMP (Continued)
Fig. 114 Reaction Shaft Bushing
Fig. 112 Oil Pump Bushing
1
2
3
4
5
6
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3550
BUSHING
SPECIAL TOOL SP-5118
SPECIAL TOOL C-4171
PUMP HOUSING
1
2
3
4
5
6
7
8
-
SPECIAL TOOL SP-1191
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3633
SPECIAL TOOL SP-5301
SPECIAL TOOL SP-5302
BUSHING
REACTION SHAFT
BUSHING
(2) Install thrust washer on reaction shaft support
hub. Lubricate washer with petroleum jelly or transmission fluid before installation.
(3) If reaction shaft seal rings are being replaced,
install new seal rings on support hub. Lubricate seal
rings with transmission fluid or petroleum jelly after
installation. Squeeze each ring until ring ends are
securely hooked together.
Fig. 113 Staking-Deburring Oil Pump Bushing
1 - TWO STAKES
2 - NARROW BLADE
3 - BLUNT PUNCH
OIL PUMP BODY
(1) Lubricate pump gears with transmission fluid
and install them in pump body.
CAUTION: The reaction shaft support seal rings will
break if overspread, or twisted. If new rings are
being installed, spread them only enough for installation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.
(4) Align and install reaction shaft support on
pump body.
(5) Install bolts attaching reaction shaft support to
pump. Tighten bolts to 20 N·m (175 in. lbs.) torque.
(6) Install new pump seal with Installer Tool
C-3860-A (Fig. 115). Use hammer or mallet to tap
seal into place.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 171
OIL PUMP (Continued)
(7) Install new o-ring on pump body. Lubricate oil
seal and o-ring with petroleum jelly.
(8) Cover pump assembly to prevent dust entry
and set aside for assembly installation.
Fig. 116 Output Shaft Front Bearing
Fig. 115 Oil Pump Seal
1 - SPECIAL TOOL C-3860-A
2 - PUMP BODY
3 - PUMP SEAL
OUTPUT SHAFT FRONT
BEARING
REMOVAL
(1) Remove overdrive unit from the vehicle.
(2) Remove overdrive geartrain from housing.
(3) Remove snap-ring holding output shaft front
bearing to overdrive geartrain. (Fig. 116).
(4) Pull bearing from output shaft.
1
2
3
4
5
-
OUTPUT SHAFT FRONT BEARING
SNAP-RING
OUTPUT SHAFT
GROOVE TO REAR
OVERDRIVE GEARTRAIN
OUTPUT SHAFT REAR
BEARING
REMOVAL
(1) Remove overdrive unit from the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/
OVERDRIVE - REMOVAL)
(2) Remove overdrive geartrain from housing.
(3) Remove snap-ring holding output shaft rear
bearing into overdrive housing (Fig. 117).
(4) Using a suitable driver inserted through the
rear end of housing, drive bearing from housing.
INSTALLATION
(1) Place replacement bearing in position on
geartrain with locating retainer groove toward the
rear.
(2) Push bearing onto shaft until the snap-ring
groove is visible.
(3) Install snap-ring to hold bearing onto output
shaft.
(4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle.
Fig. 117 Output Shaft Rear Bearing
1 - OUTPUT SHAFT REAR BEARING
2 - OVERDRIVE HOUSING
3 - SNAP-RING
21 - 172
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OUTPUT SHAFT REAR BEARING (Continued)
INSTALLATION
OPERATION
(1) Place replacement bearing in position in housing.
(2) Using a suitable driver, drive bearing into
housing until the snap-ring groove is visible.
(3) Install snap-ring to hold bearing into housing
(Fig. 117).
(4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle.
To apply the clutch, pressure is applied between
the piston retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through passages at the lower rear portion of
the valve body area. With pressure applied between
the piston retainer and piston, the piston moves
away from the piston retainer and compresses the
clutch pack. This action applies the clutch pack,
allowing torque to flow through the intermediate
shaft into the overdrive planetary gear set. The overdrive clutch discs are attached to the overdrive clutch
hub while the overdrive clutch plates, reaction plate,
and pressure plate are lugged to the overdrive housing. This allows the intermediate shaft to transfer
the engine torque to the planetary gear and overrunning clutch. This drives the planetary gear inside the
annulus, which is attached to the overdrive clutch
drum and output shaft, creating the desired gear
ratio. The waved snap-ring is used to cushion the
application of the clutch pack.
OVERDRIVE CLUTCH
DESCRIPTION
The overdrive clutch (Fig. 118) is composed of the
pressure plate, clutch plates, holding discs, overdrive
piston retainer, piston, piston spacer, and snap-rings.
The overdrive clutch is the forwardmost component
in the transmission overdrive unit and is considered
a holding component. The overdrive piston retainer,
piston, and piston spacer are located on the rear of
the main transmission case.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
Fig. 118 Overdrive Clutch
1 - REACTION PLATE
2 - PRESSURE PLATE
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT
REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Remove transfer case, if equipped.
(4) Mark propeller shaft universal joint(s) and axle
pinion yoke, or the companion flange and flange
yoke, for alignment reference at installation, if neccesary.
(5) Disconnect and remove the rear propeller shaft,
if necessary. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT REMOVAL)
(6) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan.
(7) If overdrive unit had malfunctioned, or if fluid
is contaminated, remove entire transmission. If diagnosis indicated overdrive problems only, remove just
the overdrive unit.
(8) Support transmission with transmission jack.
(9) Remove bolts attaching overdrive unit to transmission (Fig. 119).
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to prevent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the overdrive unit.
21 - 173
(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalignment occurs, overdrive unit will have to be disassembled in order to realign splines.
(12) Remove and retain overdrive piston thrust
bearing. Bearing may remain on piston or in clutch
hub during removal.
(13) Position drain pan on workbench.
(14) Place overdrive unit over drain pan. Tilt unit
to drain residual fluid from case.
(15) Examine fluid for clutch material or metal
fragments. If fluid contains these items, overhaul will
be necessary.
(16) If overdrive unit does not require any service,
leave alignment tool in position. Tool will prevent
accidental misalignment of planetary gear and overrunning clutch splines.
DISASSEMBLY
(1) Remove transmission speed sensor and o-ring
seal from overdrive case (Fig. 120).
(2) Remove overdrive piston thrust bearing (Fig.
121).
Fig. 119 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)
(10) Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.
Fig. 120 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING
21 - 174
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
(2) Remove intermediate shaft spacer (Fig. 123).
Retain spacer. It is a select fit part and may possibly
be reused.
Fig. 121 Overdrive Piston Thrust Bearing Removal/
Installation
1 - THRUST BEARING
2 - OVERDRIVE PISTON
3 - THRUST PLATE
Fig. 123 Intermediate Shaft Spacer Location
1 - INTERMEDIATE SHAFT
2 - INTERMEDIATE SHAFT SPACER (SELECT FIT)
OVERDRIVE PISTON
(1) Remove overdrive piston thrust plate (Fig.
122). Retain thrust plate. It is a select fit part and
may possibly be reused.
(3) Remove overdrive piston from retainer (Fig.
124).
Fig. 124 Overdrive Piston Removal
Fig. 122 Overdrive Piston Thrust Plate Removal/
Installation
1 - OVERDRIVE PISTON
2 - OVERDRIVE PISTON SPACER (SELECT FIT)
1 - PISTON RETAINER
2 - OVERDRIVE PISTON
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 175
OVERDRIVE UNIT (Continued)
OVERDRIVE CLUTCH PACK
(1) Remove overdrive clutch pack wire retaining
ring (Fig. 125).
(2) Remove overdrive clutch pack (Fig. 126).
(3) Note position of clutch pack components for
assembly reference (Fig. 127).
Fig. 127 Overdrive Clutch Component Position Typical
1 - REACTION PLATE
2 - CLUTCH PLATES (3)
3 - PRESSURE PLATE
4 - CLUTCH DISCS (4)
Fig. 125 Removing Overdrive Clutch Pack Retaining
Ring
1 - OVERDRIVE CLUTCH PACK RETAINING RING
Fig. 128 Overdrive Clutch Wave Spring Removal
1 - WAVE SPRING
Fig. 126 Overdrive Clutch Pack Removal
1 - OVERDRIVE CLUTCH PACK
OVERDRIVE GEARTRAIN
(1) Remove overdrive clutch wave spring (Fig.
128).
(2) Remove overdrive clutch reaction snap-ring
(Fig. 129). Note that snap-ring is located in same
groove as wave spring.
(3) Remove Torx™ head screws that attach access
cover and gasket to overdrive case (Fig. 130).
(4) Remove access cover and gasket (Fig. 131).
(5) Expand output shaft bearing snap-ring with
expanding-type snap-ring pliers. Then push output
shaft forward to release shaft bearing from locating
ring (Fig. 132).
Fig. 129 Overdrive Clutch Reaction Snap-Ring
Removal
1 - REACTION RING
2 - CLUTCH HUB
(6) Lift gear case up and off geartrain assembly
(Fig. 133).
(7) Remove snap-ring that retains rear bearing on
output shaft.
21 - 176
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 130 Access Cover Screw Removal
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS
Fig. 133 Removing Geartrain
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
Fig. 131 Access Cover And Gasket Removal
1 - ACCESS COVER AND GASKET
Fig. 134 Rear Bearing Removal
1 - OUTPUT SHAFT
2 - REAR BEARING
3 - SNAP-RING
DIRECT CLUTCH, HUB AND SPRING
Fig. 132 Releasing Bearing From Locating Ring
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE
(8) Remove rear bearing from output shaft (Fig.
134).
WARNING: THE NEXT STEP IN DISASSEMBLY
INVOLVES COMPRESSING THE DIRECT CLUTCH
SPRING. IT IS EXTREMELY IMPORTANT THAT
PROPER EQUIPMENT BE USED TO COMPRESS
THE SPRING AS SPRING FORCE IS APPROXIMATELY 830 POUNDS. USE SPRING COMPRESSOR
TOOL 6227-1 AND A HYDRAULIC SHOP PRESS
WITH A MINIMUM RAM TRAVEL OF 5-6 INCHES.
THE PRESS MUST ALSO HAVE A BED THAT CAN
BE ADJUSTED UP OR DOWN AS REQUIRED.
RELEASE CLUTCH SPRING TENSION SLOWLY AND
COMPLETELY TO AVOID PERSONAL INJURY.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 177
OVERDRIVE UNIT (Continued)
(1) Mount geartrain assembly in shop press (Fig.
135).
(2) Position Compressor Tool 6227-1 on clutch hub
(Fig. 135). Support output shaft flange with steel
press plates as shown and center assembly under
press ram.
(3) Apply press pressure slowly. Compress hub and
spring far enough to expose clutch hub retaining ring
and relieve spring pressure on clutch pack snap-ring
(Fig. 135).
(4) Remove direct clutch pack snap-ring (Fig. 136).
(5) Remove direct clutch hub retaining ring (Fig.
137).
(6) Release press load slowly and completely (Fig.
138).
(7) Remove Special Tool 6227-1. Then remove
clutch pack from hub (Fig. 138).
Fig. 136 Direct Clutch Pack Snap-Ring Removal
1
2
3
4
5
-
CLUTCH HUB
SPECIAL TOOL 6227-1
DIRECT CLUTCH PACK SNAP-RING
PRESS PLATES
CLUTCH DRUM
Fig. 135 Geartrain Mounted In Shop Press
1
2
3
4
5
6
-
PRESS RAM
SPECIAL TOOL C-3995-A (OR SIMILAR TOOL)
CLUTCH HUB
PLATES
PRESS BED
SPECIAL TOOL 6227-1
GEARTRAIN
(1) Remove direct clutch hub and spring (Fig. 139).
Fig. 137 Direct Clutch Hub Retaining Ring Removal
1
2
3
4
-
SPECIAL TOOL 6227-1
CLUTCH HUB RETAINING RING
PRESS BED
PRESS PLATES
21 - 178
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 140 Removing Sun Gear, Thrust Bearing And
Planetary Gear
Fig. 138 Direct Clutch Pack Removal
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH HUB
3 - DIRECT CLUTCH PACK
(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 140).
Fig. 139 Direct Clutch Hub And Spring Removal
1 - DIRECT CLUTCH SPRING
2 - DIRECT CLUTCH HUB
(3) Remove overrunning clutch assembly with
expanding type snap-ring pliers (Fig. 141). Insert pliers into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.
(4) Remove thrust bearing from overrunning
clutch hub.
1
2
3
4
5
-
PLANETARY GEAR
PLANETARY THRUST BEARING
CLUTCH SPRING PLATE
SPRING PLATE SNAP-RING
SUN GEAR
(5) Remove overrunning clutch from hub.
(6) Mark position of annulus gear and direct clutch
drum for assembly alignment reference (Fig. 142).
Use small center punch or scriber to make alignment
marks.
Fig. 141 Overrunning Clutch Assembly Removal/
Installation
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING
(7)
(Fig.
(8)
(Fig.
Remove direct clutch drum rear retaining ring
143).
Remove direct clutch drum outer retaining ring
144).
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 179
OVERDRIVE UNIT (Continued)
Fig. 142 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
Fig. 144 Clutch Drum Outer Retaining Ring Removal
1 - OUTER RETAINING RING
1 - DIRECT CLUTCH DRUM
2 - HAMMER
3 - PUNCH
(9) Mark annulus gear and output shaft for assembly alignment reference (Fig. 145). Use punch or
scriber to mark gear and shaft.
Fig. 145 Marking Annulus Gear And Output Shaft
For Assembly Alignment
1 - OUTPUT SHAFT
2 - HAMMER
3 - PUNCH
Fig. 143 Clutch Drum Inner Retaining Ring Removal
1 - INNER RETAINING RING
2 - DIRECT CLUTCH DRUM
3 - ANNULUS GEAR
(10) Remove snap-ring that secures annulus gear
on output shaft (Fig. 146). Use two screwdrivers to
unseat and work snap-ring out of groove as shown.
(11) Remove annulus gear from output shaft (Fig.
147). Use rawhide or plastic mallet to tap gear off
shaft.
GEAR CASE AND PARK LOCK
(1) Remove
(2) Remove
remove shaft,
(3) Remove
reaction plug.
(4) Remove
locating ring from gear case.
park pawl shaft retaining bolt and
pawl and spring.
reaction plug snap-ring and remove
output shaft seal.
CLEANING
Clean the geartrain and case components with solvent. Dry all parts except the bearings with compressed air. Allow bearings to air dry.
21 - 180
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
INSPECTION
Fig. 146 Annulus Gear Snap-Ring Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
3 - SNAP-RING
Fig. 147 Annulus Gear Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
Do not use shop towels for wiping parts dry unless
the towels are made from a lint-free material. A sufficient quantity of lint (from shop towels, cloths, rags,
etc.) could plug the transmission filter and fluid passages.
Discard the old case gasket and seals. Do not
attempt to salvage these parts. They are not reusable. Replace any of the overdrive unit snap-rings if
distorted or damaged.
Minor nicks or scratches on components can be
smoothed with crocus cloth. However, do not attempt
to reduce severe scoring on any components with
abrasive materials. Replace severely scored components; do not try to salvage them.
Check condition of the park lock components and
the overdrive case.
Check the bushings in the overdrive case. Replace
the bushings if severely scored or worn. Also replace
the case seal if loose, distorted, or damaged.
Examine the overdrive and direct clutch discs and
plates. Replace the discs if the facing is worn,
severely scored, or burned and flaking off. Replace
the clutch plates if worn, heavily scored, or cracked.
Check the lugs on the clutch plates for wear. The
plates should slide freely in the drum. Replace the
plates or drum if binding occurs.
Check condition of the annulus gear, direct clutch
hub, clutch drum and clutch spring. Replace the gear,
hub and drum if worn or damaged. Replace the
spring if collapsed, distorted, or cracked.
Be sure the splines and lugs on the gear, drum and
hub are in good condition. The clutch plates and
discs should slide freely in these components.
Inspect the thrust bearings and spring plate.
Replace the plate if worn or scored. Replace the bearings if rough, noisy, brinnelled, or worn.
Inspect the planetary gear assembly and the sun
gear and bushings. If either the sun gear or the
bushings are damaged, replace the gear and bushings as an assembly. The gear and bushings are not
serviced separately.
The planetary carrier and pinions must be in good
condition. Also be sure the pinion pins are secure and in
good condition. Replace the carrier if worn or damaged.
Inspect the overrunning clutch and race. The race
surface should be smooth and free of scores. Replace
the overrunning clutch assembly or the race if either
assembly is worn or damaged in any way.
Replace the shaft pilot bushing and inner bushing
if damaged. Replace either shaft bearing if rough or
noisy. Replace the bearing snap-rings if distorted or
cracked.
Check the machined surfaces on the output shaft.
These surfaces should clean and smooth. Very minor
nicks or scratches can be smoothed with crocus cloth.
Replace the shaft if worn, scored or damaged in any
way.
Inspect the output shaft bushings. The small bushing is the intermediate shaft pilot bushing. The large
bushing is the overrunning clutch hub bushing.
Replace either bushing if scored, pitted, cracked, or
worn.
ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH
(1) Soak direct clutch and overdrive clutch discs in
Mopart ATF +4, type 9602, transmission fluid. Allow
discs to soak for 10-20 minutes.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 181
OVERDRIVE UNIT (Continued)
(2) Install new pilot bushing and clutch hub bushing in output shaft if necessary (Fig. 148). Lubricate
bushings with petroleum jelly, or transmission fluid.
Fig. 150 Clutch Drum And Outer Retaining Ring
Installation
Fig. 148 Output Shaft Pilot Bushing
1 - OUTPUT SHAFT HUB
2 - OVERRUNNING CLUTCH HUB BUSHING
3 - INTERMEDIATE SHAFT PILOT BUSHING
1 - ANNULUS GEAR
2 - OUTER SNAP-RING
3 - CLUTCH DRUM
(7) Install rear bearing and snap ring on output
shaft (Fig. 152). Be sure locating ring groove in bearing is toward rear.
(3) Install annulus gear on output shaft, if
removed. Then install annulus gear retaining snapring (Fig. 149).
(4) Align and install clutch drum on annulus gear
(Fig. 150). Be sure drum is engaged in annulus gear
lugs.
(5) Install clutch drum outer retaining ring (Fig.
150).
Fig. 151 Clutch Drum Inner Retaining Ring
Installation
1 - ANNULUS GEAR
2 - INNER SNAP-RING
3 - CLUTCH DRUM
Fig. 149 Annulus Gear Installation
1 - SNAP-RING
2 - OUTPUT SHAFT FRONT BEARING
3 - ANNULUS GEAR
(6) Slide clutch drum forward and install inner
retaining ring (Fig. 151).
(8) Install overrunning clutch on hub (Fig. 153).
Note that clutch only fits one way. Shoulder on clutch
should seat in small recess at edge of hub.
(9) Install thrust bearing on overrunning clutch
hub. Use generous amount of petroleum jelly to hold
bearing in place for installation. Bearing fits one way
only. Be sure bearing is seated squarely against hub.
Reinstall bearing if it does not seat squarely.
21 - 182
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 152 Rear Bearing And Snap-Ring Installation
1 - REAR BEARING
2 - SNAP-RING
Fig. 154 Overrunning Clutch Installation
Fig. 153 Assembling Overrunning Clutch And Hub
1 - CLUTCH HUB
2 - OVERRUNNING CLUTCH
(10) Install overrunning clutch in output shaft
(Fig. 154). Insert snap ring pliers in hub splines.
Expand pliers to grip hub. Then install assembly
with counterclockwise, twisting motion.
(11) Install planetary gear in annulus gear (Fig.
155). Be sure planetary pinions are fully seated in
annulus gear before proceeding.
(12) Coat planetary thrust bearing and bearing
contact surface of spring plate with generous amount
of petroleum jelly. This will help hold bearing in
place during installation.
(13) Install planetary thrust bearing on sun gear
(Fig. 156). Slide bearing onto gear and seat it against
spring plate as shown. Bearing fits one way only. If it
does not seat squarely against spring plate, remove
and reposition bearing.
(14) Install assembled sun gear, spring plate and
thrust bearing (Fig. 157). Be sure sun gear and
thrust bearing are fully seated before proceeding.
1 - CLUTCH DRUM
2 - OVERRUNNING CLUTCH ASSEMBLY
3 - EXPANDING-TYPE SNAP-RING PLIERS
4 - CLUTCH DRUM
5 - ANNULUS GEAR
6 - OVERRUNNING CLUTCH ASSEMBLY SEATED IN OUTPUT
SHAFT
Fig. 155 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 183
OVERDRIVE UNIT (Continued)
Fig. 156 Planetary Thrust Bearing Installation
1 - SPRING PLATE
2 - PLANETARY THRUST BEARING
3 - SUN GEAR
Fig. 158 Alignment Tool Installation
1
2
3
4
- SPECIAL TOOL 6227-2
- PRESS PLATES
- ASSEMBLED DRUM AND ANNULUS GEAR
- SUN GEAR
1
2
3
4
-
Fig. 157 Sun Gear Installation
1 - SUN GEAR AND SPRING PLATE ASSEMBLY
(15) Mount assembled output shaft, annulus gear,
and clutch drum in shop press. Direct clutch spring,
hub and clutch pack are easier to install with assembly mounted in press.
(16) Align splines in hubs of planetary gear and
overrunning clutch with Alignment tool 6227-2 (Fig.
158). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated
before proceeding.
(17) Install direct clutch spring (Fig. 159). Be sure
spring is properly seated on spring plate.
NOTE: The direct clutch in a 46RE transmission
uses 8 clutch discs.
Fig. 159 Direct Clutch Spring Installation
SPECIAL TOOL 6227-2
DIRECT CLUTCH SPRING
CLUTCH HUB
PRESS PLATES
21 - 184
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 160 46RE Direct Clutch Pack Components
1 - CLUTCH DISCS (8)
2 - PRESSURE PLATE
3 - CLUTCH PLATES (7)
4 - REACTION PLATE
(18) Assemble and install direct clutch pack on
hub as follows:
(a) Assemble clutch pack components (Fig. 160).
(b) Install direct clutch reaction plate on clutch
hub first. Note that one side of reaction plate is
counterbored. Be sure this side faces rearward.
Splines at rear of hub are raised slightly. Counterbore in plate fits over raised splines. Plate should
be flush with this end of hub (Fig. 161).
(c) Install first clutch disc followed by a steel
plate until all discs and plates have been installed.
(d) Install pressure plate. This is last clutch
pack item to be installed. Be sure plate is installed
with shoulder side facing upward (Fig. 162).
(19) Install clutch hub and clutch pack on direct
clutch spring (Fig. 163). Be sure hub is started on
sun gear splines before proceeding.
WARNING: THE NEXT STEP IN GEARTRAIN
ASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH HUB AND SPRING. IT IS EXTREMELY
IMPORTANT THAT PROPER EQUIPMENT BE USED
TO COMPRESS THE SPRING AS SPRING FORCE IS
APPROXIMATELY 830 POUNDS. USE COMPRESSOR TOOL C-6227-1 AND A HYDRAULIC-TYPE
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 6
INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS
REQUIRED. RELEASE CLUTCH SPRING TENSION
SLOWLY AND COMPLETELY TO AVOID PERSONAL
INJURY.
Fig. 161 Correct Position Of Direct Clutch Reaction
Plate
1 - REACTION PLATE COUNTERBORE
2 - DIRECT CLUTCH REACTION PLATE (FLUSH WITH END OF
HUB)
3 - CLUTCH HUB
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 185
OVERDRIVE UNIT (Continued)
(22) Slowly compress clutch hub and spring. Compress spring and hub only enough to expose ring
grooves for clutch pack snap ring and clutch hub
retaining ring.
(23) Realign clutch pack on hub and seat clutch
discs and plates in clutch drum.
(24) Install direct clutch pack snap ring (Fig. 164).
Be very sure snap ring is fully seated in clutch drum
ring groove.
(25) Install clutch hub retaining ring (Fig. 165). Be
very sure retaining ring is fully seated in sun gear
ring groove.
(26) Slowly release press ram, remove compressor
tools and remove geartrain assembly.
Fig. 162 Correct Position Of Direct Clutch
1 - DIRECT CLUTCH PRESSURE PLATE
2 - CLUTCH PACK
3 - BE SURE SHOULDER SIDE OF PLATE FACES UPWARD
Fig. 164 Direct Clutch Pack Snap-Ring Installation
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH PACK SNAP-RING
Fig. 163 Direct Clutch Pack And Clutch Hub
Installation
1 - CLUTCH HUB
2 - DIRECT CLUTCH PACK
3 - CLUTCH DRUM
(20) Position Compressor Tool 6227-1 on clutch
hub.
(21) Compress clutch hub and spring just enough
to place tension on hub and hold it in place.
Fig. 165 Clutch Hub Retaining Ring Installation
1 - SPECIAL TOOL 6227-1
2 - CLUTCH HUB RETAINING RING
21 - 186
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
GEAR CASE
(1) Position park pawl and spring in case and
install park pawl shaft. Verify that end of spring
with 90° bend is hooked to pawl and straight end of
spring is seated against case.
(2) Install pawl shaft retaining bolt. Tighten bolt
to 27 N·m (20 ft. lbs.) torque.
(3) Install park lock reaction plug. Note that plug
has locating pin at rear (Fig. 166). Be sure pin is
seated in hole in case before installing snap ring.
(4) Install reaction plug snap-ring (Fig. 167). Compress snap ring only enough for installation; do not
distort it.
(5) Install new seal in gear case. Use Handle
C-4171 and Installer C-3995-A to seat seal in case.
(6) Verify that tab ends of rear bearing locating
ring extend into access hole in gear case (Fig. 168).
(7) Support geartrain on Tool 6227-1 (Fig. 169). Be
sure tool is securely seated in clutch hub.
(8) Install overdrive gear case on geartrain (Fig.
169).
Fig. 166 Reaction Plug Locating Pin And Snap-Ring
1 - REACTION PLUG SNAP-RING (DO NOT OVERCOMPRESS
TO INSTALL)
2 - LOCATING PIN
3 - PARK LOCK REACTION PLUG
Fig. 167 Reaction Plug And Snap-Ring Installation
1 - REACTION PLUG SNAP-RING
2 - SNAP-RING PLIERS
Fig. 168 Correct Rear Bearing Locating Ring
Position
1 - CASE ACCESS HOLE
2 - TAB ENDS OF LOCATING RING
Fig. 169 Overdrive Gear Case Installation
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 187
OVERDRIVE UNIT (Continued)
(9) Expand front bearing locating ring with snap
ring pliers (Fig. 170). Then slide case downward until
locating ring locks in bearing groove and release
snap ring.
(10) Install locating ring access cover and gasket
in overdrive unit case (Fig. 171).
(3) Assemble overdrive clutch pack (Fig. 174).
Fig. 172 Overdrive Clutch Reaction Ring Installation
1 - REACTION RING
2 - CLUTCH HUB
Fig. 170 Seating Locating Ring In Rear Bearing
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE
Fig. 173 Overdrive Clutch Wave Spring Installation
1 - WAVE SPRING
(4) Install overdrive clutch reaction plate first.
NOTE: The reaction plate is the same thickness as
the pressure plate in a 46RE transmission.
Fig. 171 Locating Ring Access Cover And Gasket
Installation
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS
OVERDRIVE CLUTCH
NOTE: The overdrive clutch in a 46RE transmission
uses 4 clutch discs.
(1) Install overdrive clutch reaction ring first.
Reaction ring is flat with notched ends (Fig. 172).
(2) Install wave spring on top of reaction ring (Fig.
173). Reaction ring and wave ring both fit in same
ring groove. Use screwdriver to seat each ring
securely in groove. Also ensure that the ends of the
two rings are offset from each other.
(5) Install first clutch disc followed by first clutch
plate. Then install remaining clutch discs and plates
in same order.
(6) Install clutch pack pressure plate.
(7) Install clutch pack wire-type retaining ring
(Fig. 175).
INTERMEDIATE SHAFT SPACER SELECTION
(1) Place overdrive unit in vertical position. Mount
it on blocks, or in workbench with appropriate size
mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub. Also be sure
output shaft is not loaded and internal components
are moved rearward for accurate measurement.
(2) Determine correct thickness intermediate shaft
spacer as follows:
(a) Insert Special Tool 6312 through sun gear,
planetary gear and into pilot bushing in output
shaft. Be sure tool bottoms against planetary
shoulder.
21 - 188
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 174 46RE Overdrive Clutch Components
1 - REACTION PLATE
2 - CLUTCH PLATES (3)
Fig. 175 Overdrive Clutch Pack Retaining Ring
Installation
1 - OVERDRIVE CLUTCH PACK RETAINING RING
(b) Position Gauge Tool 6311 across face of overdrive case (Fig. 176). Then position Dial Caliper
C-4962 over gauge tool.
(c) Extend sliding scale of dial caliper downward
through gauge tool slot until scale contacts end of
Gauge Alignment Tool 6312. Lock scale in place.
Remove dial caliper tool and note distance measured (Fig. 176).
(d) Select proper thickness end play spacer from
spacer chart based on distance measured (Fig.
177).
(e) Remove Gauge Alignment Tool 6312.
3 - PRESSURE PLATE
4 - CLUTCH DISCS (4)
Fig. 176 Shaft End Play Measurement
1 - SPECIAL TOOL 6312
2 - SPECIAL TOOL 6311
3 - SPECIAL TOOL C-4962
Fig. 177 Intermediate Shaft End Play Spacer
Selection
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 189
OVERDRIVE UNIT (Continued)
OD THRUST PLATE SELECTION
(1) Place overdrive unit in vertical position. Mount
it on blocks, or in workbench with appropriate size
mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub. Also be sure
output shaft is not loaded and internal components
are moved rearward for accurate measurement.
(2) Determine correct thickness overdrive piston
thrust plate as follows:
(a) Position Gauge Tool 6311 across face of overdrive case. Then position Dial Caliper C-4962 over
gauge tool (Fig. 178).
(b) Measure distance to clutch hub thrust bearing seat at four points 90° apart. Then average
measurements by adding them and dividing by 4.
(c) Select and install required thrust plate from
information in thrust plate chart (Fig. 179).
(3) Leave Alignment Tool 6227-2 in place. Tool will
keep planetary and clutch hub splines in alignment
until overdrive unit is ready for installation on transmission.
(4) Transmission speed sensor can be installed at
this time if desired. However, it is recommended that
sensor not be installed until after overdrive unit is
secured to transmission.
Fig. 179 Overdrive Piston Thrust Plate Selection
(5) Install overdrive piston in overdrive piston
retainer by:
(a) Aligning locating lugs on overdrive piston to
the two mating holes in retainer.
(b) Lubricate overdrive piston seals with Mopart
Door Ease, or equivalent.
(c) Install piston over Seal Guide 8114–3 and
inside Guide Ring 8114–1.
(d) Push overdrive piston into position in
retainer.
(e) Verify that the locating lugs entered the lug
bores in the retainer.
(6) Install intermediate shaft spacer on intermediate shaft.
(7) Install overdrive piston thrust plate on overdrive piston.
(8) Install overdrive piston thrust bearing on overdrive piston.
(9) Install transmission speed sensor and O-ring
seal in overdrive case.
INSTALLATION
Fig. 178 Overdrive Piston Thrust Plate Measurement
1 - SPECIAL TOOL 6311
2 - DIRECT CLUTCH HUB THRUST BEARING SEAT
3 - SPECIAL TOOL C-4962
OVERDRIVE PISTON
(1) Install new seals on overdrive piston.
(2) Stand transmission case upright on bellhousing.
(3) Position Guide Ring 8114-1 on outer edge of
overdrive piston retainer.
(4) Position Seal Guide 8114-3 on inner edge of
overdrive piston retainer.
(1) Be sure overdrive unit Alignment Tool 6227-2
is fully seated before moving unit. If tool is not
seated and gear splines rotate out of alignment, overdrive unit will have to be disassembled in order to
realign splines.
(2) If overdrive piston retainer was not removed
during service and original case gasket is no longer
reusable, prepare new gasket by trimming it.
(3) Cut out old case gasket around piston retainer
with razor knife (Fig. 180).
(4) Use old gasket as template and trim new gasket to fit.
(5) Position new gasket over piston retainer and
on transmission case. Use petroleum jelly to hold
gasket in place if necessary. Do not use any type of
sealer to secure gasket. Use petroleum jelly only.
21 - 190
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 180 Trimming Overdrive Case Gasket
1 - GASKET
2 - SHARP KNIFE
(6) Install selective spacer on intermediate shaft, if
removed. Spacer goes in groove just rearward of
shaft rear splines (Fig. 181).
(10) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into
park lock reaction plug at same time. Avoid tilting
overdrive during installation as this could cause
planetary gear and overrunning clutch splines to
rotate out of alignment. If this occurs, it will be necessary to remove and disassemble overdrive unit to
realign splines.
(11) Work overdrive unit forward on intermediate
shaft until seated against transmission case.
(12) Install bolts attaching overdrive unit to transmission unit. Tighten bolts in diagonal pattern to 34
N·m (25 ft-lbs).
(13) Connect the transmission speed sensor and
overdrive wiring connectors.
(14) Install the transfer case, if equipped.
(15) Align and install rear propeller shaft, if necessary. (Refer to 3 - DIFFERENTIAL & DRIVELINE/
PROPELLER
SHAFT/PROPELLER
SHAFT
INSTALLATION)
OVERDRIVE SWITCH
DESCRIPTION
The overdrive OFF (control) switch is located in
the shift lever arm (Fig. 182). The switch is a
momentary contact device that signals the PCM to
toggle current status of the overdrive function.
Fig. 181 Intermediate Shaft Selective Spacer
Location
1 - SELECTIVE SPACER
2 - SPACER GROOVE
3 - INTERMEDIATE SHAFT
(7) Install thrust bearing in overdrive unit sliding
hub. Use petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside diameter of the bearing is facing forward.
(8) Verify that splines in overdrive planetary gear
and overrunning clutch hub are aligned with Alignment Tool 6227-2. Overdrive unit cannot be installed
if splines are not aligned. If splines have rotated out
of alignment, unit will have to be disassembled to
realign splines.
(9) Carefully slide Alignment Tool 6227-2 out of
overdrive planetary gear and overrunning clutch
splines.
Fig. 182 Overdrive Off Switch
OPERATION
At key-on, overdrive operation is allowed. Pressing
the switch once causes the overdrive OFF mode to be
entered and the overdrive OFF switch lamp to be
illuminated. Pressing the switch a second time
causes normal overdrive operation to be restored and
the overdrive lamp to be turned off. The overdrive
OFF mode defaults to ON after the ignition switch is
cycled OFF and ON. The normal position for the con-
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 191
OVERDRIVE SWITCH (Continued)
trol switch is the ON position. The switch must be in
this position to energize the solenoid and allow a 3-4
upshift. The control switch indicator light illuminates
only when the overdrive switch is turned to the OFF
position, or when illuminated by the transmission
control module.
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS
The overdrive off switch, valve body solenoid, case
connectors and related wiring can all be tested with
a 12 volt test lamp or a volt/ohmmeter. Check continuity of each component when diagnosis indicates
this is necessary.
Switch and solenoid continuity should be checked
whenever the transmission fails to shift into fourth
gear range.
REMOVAL
(1) Using a plastic trim tool, remove the overdrive
off switch retainer from the shift lever (Fig. 183).
Fig. 184 Remove the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH
CAUTION: Be careful not to bend the pins on the
overdrive off switch. Use care when installing the
switch, as it is not indexed, and can be accidentally
installed incorrectly.
(2) Install the overdrive off switch into the connector (Fig. 185)
Fig. 183 Overdrive Off Switch Retainer
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH RETAINER
3 - PLASTIC TRIM TOOL
(2) Pull the switch outwards to release it from the
connector in the lever (Fig. 184)
INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pull the connector out of the lever just enough
to grasp it.
Fig. 185 Install the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH WIRING CONNECTOR
3 - OVERDRIVE OFF SWITCH
(3) Push the overdrive off switch and wiring into
the shift lever.
(4) Install the overdrive off switch retainer onto
the shift lever.
21 - 192
AUTOMATIC TRANSMISSION - 46RE
OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 186) consists of an
inner race, an outer race (or cam), rollers and
springs, and the spring retainer. The number of rollers and springs depends on what transmission and
which overrunning clutch is being dealt with.
BR/BE
(4) Remove case gasket.
(5) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 188).
Alternate position of punch to avoid cocking cam during removal.
(6) Clean clutch cam bore and case. Be sure to
remove all chips/shavings generated during cam
removal.
Fig. 187 Overdrive Piston Removal
Fig. 186 Overrunning Clutch
1
2
3
4
5
-
OUTER RACE (CAM)
ROLLER
SPRING
SPRING RETAINER
INNER RACE (HUB)
1
2
3
4
-
OVERDRIVE CLUTCH PISTON
INTERMEDIATE SHAFT
SELECTIVE SPACER
PISTON RETAINER
OPERATION
As the inner race is rotated in a clockwise direction
(as viewed from the front of the transmission), the
race causes the rollers to roll toward the springs,
causing them to compress against their retainer. The
compression of the springs increases the clearance
between the rollers and cam. This increased clearance between the rollers and cam results in a freewheeling condition. When the inner race attempts to
rotate counterclockwise, the action causes the rollers
to roll in the same direction as the race, aided by the
pushing of the springs. As the rollers try to move in
the same direction as the inner race, they are
wedged between the inner and outer races due to the
design of the cam. In this condition, the clutch is
locked and acts as one unit.
DISASSEMBLY
(1) Remove the overdrive piston (Fig. 187).
(2) Remove the overdrive piston retainer bolts.
(3) Remove overdrive piston retainer.
Fig. 188 Overrunning Clutch Cam
1 - PIN PUNCH
2 - REAR SUPPORT BOLT HOLES
CLEANING
Clean the overrunning clutch assembly, clutch cam,
low-reverse drum, and overdrive piston retainer in
solvent. Dry them with compressed air after cleaning.
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 193
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
INSPECTION
Inspect condition of each clutch part after cleaning.
Replace the overrunning clutch roller and spring
assembly if any rollers or springs are worn or damaged, or if the roller cage is distorted, or damaged.
Replace the cam if worn, cracked or damaged.
Replace the low-reverse drum if the clutch race,
roller surface or inside diameter is scored, worn or
damaged. Do not remove the clutch race from
the low-reverse drum under any circumstances.
Replace the drum and race as an assembly if
either component is damaged.
Examine the overdrive piston retainer carefully for
wear, cracks, scoring or other damage. Be sure the
retainer hub is a snug fit in the case and drum.
Replace the retainer if worn or damaged.
ASSEMBLY
(1) Temporarily install overdrive piston retainer in
case. Use 3-4 bolts to secure retainer.
(2) Align and start new clutch cam in the transmission case. Be sure serrations on cam and in case
are aligned (Fig. 189). Then tap cam into case just
enough to hold it in place.
(3) Verify that cam is correctly positioned before
proceeding any further. Narrow ends of cam ramps
should be to left when cam is viewed from front end
of case (Fig. 189).
(4) Insert Adapter Tool SP-5124 into piston
retainer (Fig. 190).
(5) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 191).
Fig. 190 Positioning Adapter Tool In Overdrive
Piston Retainer
1 - PISTON RETAINER
2 - SPECIAL TOOL SP-5124
Fig. 191 Assembling Clutch Cam Puller Bolt And
Press Plate
1 - PULLER BOLT SP-3701
2 - PRESS PLATE SP-3583-A
Fig. 189 Positioning Replacement Clutch Cam In
Case
1 - ALIGN SERRATIONS ON CAM AND IN CASE
2 - CLUTCH CAM
(6) Install assembled puller plate and bolt (Fig.
192). Insert bolt through cam, case and adapter tool.
Be sure plate is seated squarely on cam.
(7) Hold puller plate and bolt in place and install
puller nut SP-3701 on puller bolt (Fig. 193).
(8) Tighten puller nut to press clutch cam into
case (Fig. 193). Be sure cam is pressed into case
evenly and does not become cocked.
(9) Remove clutch cam installer tools.
21 - 194
AUTOMATIC TRANSMISSION - 46RE
BR/BE
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(10) Stake case in 14 places around clutch cam to
help secure cam in case. Use blunt punch or chisel to
stake case.
(11) Remove piston retainer from case. Cover
retainer with plastic sheeting, or paper to keep it
dust free.
(12) Clean case and cam thoroughly. Be sure any
chips/shavings generated during cam installation are
removed from case.
Fig. 193 Pressing Overrunning Clutch Cam Into
Case
Fig. 192 Positioning Puller Plate On Clutch Cam
1 - SPECIAL TOOL SP-3583-A
2 - TIGHTEN NUT TO DRAW CAM INTO CASE (NUT IS PART OF
BOLT SP-3701)
3 - SPECIAL TOOL SP-5124
4 - SPECIAL TOOL SP-3701
1 - SPECIAL TOOL SP-3701
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM
(13) Install new gasket at rear of transmission
case. Use petroleum jelly to hold gasket in place. Be
sure to align governor feed holes in gasket with feed
passages in case (Fig. 194). Also install gasket before
overdrive piston retainer. Center hole in gasket is
smaller than retainer and cannot be installed over
retainer.
(14) Position overdrive piston retainer on transmission case and align bolt holes in retainer, gasket
and case (Fig. 195). Then install and tighten retainer
bolts to 17 N·m (13 ft. lbs.) torque.
(15) Install new seals on overdrive piston.
(16) Stand transmission case upright on bellhousing.
(17) Position Guide Ring 8114-1 on outer edge of
overdrive piston retainer.
(18) Position Seal Guide 8114-3 on inner edge of
overdrive piston retainer.
(19) Install overdrive piston in overdrive piston
retainer by: aligning locating lugs on overdrive piston
to the two mating holes in retainer.
(a) Aligning locating lugs on overdrive piston to
the two mating holes in retainer.
(b) Lubricate overdrive piston seals with Mopart
Door Ease, or equivalent.
Fig. 194 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 195
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
Check gearshift linkage adjustment before replacing a switch that tests faulty.
REMOVAL
(1) Raise vehicle and position drain pan under
switch.
(2) Disconnect switch wires.
(3) Remove switch from case.
INSTALLATION
(1) Move shift lever to PARK and NEUTRAL positions. Verify that switch operating lever fingers are
centered in switch opening in case (Fig. 196).
Fig. 195 Aligning Overdrive Piston Retainer
1 - PISTON RETAINER
2 - GASKET
3 - RETAINER BOLTS
(c) Install piston over Seal Guide 8114-3 and
inside Guide Ring 8114-1.
(d) Push overdrive piston into position in
retainer.
(e) Verify that the locating lugs entered the lug
bores in the retainer.
PARK/NEUTRAL POSITION
SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH
The center terminal of the park/neutral position
switch is the starter-circuit terminal. It provides the
ground for the starter solenoid circuit through the
selector lever in PARK and NEUTRAL positions only.
The outer terminals on the switch are for the backup
lamp circuit.
SWITCH TEST
To test the switch, remove the wiring connector.
Test for continuity between the center terminal and
the transmission case. Continuity should exist only
when the transmission is in PARK or NEUTRAL.
Shift the transmission into REVERSE and test
continuity at the switch outer terminals. Continuity
should exist only when the transmission is in
REVERSE. Continuity should not exist between the
outer terminals and the case.
Fig. 196 Park/Neutral Position Switch
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SWITCH PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
4 - SWITCH
(2) Install new seal on switch and install switch in
case. Tighten switch to 34 N·m (25 ft. lbs.) torque.
(3) Test continuity of new switch with 12V test
lamp.
(4) Connect switch wires and lower vehicle.
(5) Top off transmission fluid level.
PISTONS
DESCRIPTION
There are several sizes and types of pistons used in
an automatic transmission. Some pistons are used to
apply clutches, while others are used to apply bands.
They all have in common the fact that they are
round or circular in shape, located within a smooth
walled cylinder, which is closed at one end and converts fluid pressure into mechanical movement. The
fluid pressure exerted on the piston is contained
within the system through the use of piston rings or
seals.
21 - 196
AUTOMATIC TRANSMISSION - 46RE
BR/BE
PISTONS (Continued)
OPERATION
The principal which makes this operation possible
is known as Pascal’s Law. Pascal’s Law can be stated
as: “Pressure on a confined fluid is transmitted
equally in all directions and acts with equal force on
equal areas.”
PRESSURE
Pressure (Fig. 197) is nothing more than force
(lbs.) divided by area (in or ft.), or force per unit
area. Given a 100 lb. block and an area of 100 sq. in.
on the floor, the pressure exerted by the block is: 100
lbs. 100 in or 1 pound per square inch, or PSI as it is
commonly referred to.
The pressure created in the fluid is equal to the force
applied, divided by the piston area. If the force is 100
lbs., and the piston area is 10 sq. in., then the pressure created equals 10 PSI. Another interpretation of
Pascal’s Law is that regardless of container shape or
size, the pressure will be maintained throughout, as
long as the fluid is confined. In other words, the
pressure in the fluid is the same everywhere within
the container.
Fig. 198 Pressure on a Confined Fluid
FORCE MULTIPLICATION
Fig. 197 Force and Pressure Relationship
PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 198)
by applying a force to some given area in contact
with the fluid. A good example of this is a cylinder
filled with fluid and equipped with a piston that is
closely fitted to the cylinder wall. If a force is applied
to the piston, pressure will be developed in the fluid.
Of course, no pressure will be created if the fluid is
not confined. It will simply “leak” past the piston.
There must be a resistance to flow in order to create
pressure. Piston sealing is extremely important in
hydraulic operation. Several kinds of seals are used
to accomplish this within a transmission. These
include but are not limited to O-rings, D-rings, lip
seals, sealing rings, or extremely close tolerances
between the piston and the cylinder wall. The force
exerted is downward (gravity), however, the principle
remains the same no matter which direction is taken.
Using the 10 PSI example used in the illustration
(Fig. 199), a force of 1000 lbs. can be moved with a
force of only 100 lbs. The secret of force multiplication in hydraulic systems is the total fluid contact
area employed. The illustration, (Fig. 199), shows an
area that is ten times larger than the original area.
The pressure created with the smaller 100 lb. input
is 10 PSI. The concept “pressure is the same everywhere” means that the pressure underneath the
larger piston is also 10 PSI. Pressure is equal to the
force applied divided by the contact area. Therefore,
by means of simple algebra, the output force may be
found. This concept is extremely important, as it is
also used in the design and operation of all shift
valves and limiting valves in the valve body, as well
as the pistons, of the transmission, which activate
the clutches and bands. It is nothing more than
using a difference of area to create a difference in
pressure to move an object.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 197
PISTONS (Continued)
PLANETARY GEARTRAIN/
OUTPUT SHAFT
DESCRIPTION
The planetary gearsets (Fig. 201) are designated as
the front, rear, and overdrive planetary gear assemblies and located in such order. A simple planetary
gearset consists of three main members:
Fig. 199 Force Multiplication
PISTON TRAVEL
The relationship between hydraulic lever and a
mechanical lever is the same. With a mechanical
lever it’s a weight-to-distance output rather than a
pressure-to-area output. Using the same forces and
areas as in the previous example, the smaller piston
(Fig. 200) has to move ten times the distance
required to move the larger piston one inch. Therefore, for every inch the larger piston moves, the
smaller piston moves ten inches. This principle is
true in other instances also. A common garage floor
jack is a good example. To raise a car weighing 2000
lbs., an effort of only 100 lbs. may be required. For
every inch the car moves upward, the input piston at
the jack handle must move 20 inches downward.
Fig. 201 Planetary Gearset
1
2
3
4
- ANNULUS GEAR
- SUN GEAR
- PLANET CARRIER
- PLANET PINIONS (4)
• The sun gear which is at the center of the system.
• The planet carrier with planet pinion gears
which are free to rotate on their own shafts and are
in mesh with the sun gear.
• The annulus gear, which rotates around and is
in mesh with the planet pinion gears.
NOTE: The number of pinion gears does not affect
the gear ratio, only the duty rating.
OPERATION
With any given planetary gearset, several conditions must be met for power to be able to flow:
• One member must be held.
• Another member must be driven or used as an
input.
• The third member may be used as an output for
power flow.
• For direct drive to occur, two gear members in
the front planetary gearset must be driven.
NOTE: Gear ratios are dependent on the number of
teeth on the annulus and sun gears.
Fig. 200 Piston Travel
21 - 198
AUTOMATIC TRANSMISSION - 46RE
BR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
DISASSEMBLY
(1) Remove planetary snap-ring from intermediate
shaft (Fig. 202). Discard snap-ring as it is not reusable.
(2) Remove front planetary gear and front annulus
gear as assembly (Fig. 203).
(3) Remove front planetary gear and thrust
washer from front annulus gear (Fig. 204). Note
thrust washer position for assembly reference.
(4) Remove tabbed thrust washer from driving
shell (Fig. 205). Note washer position for assembly
reference.
(5) Remove sun gear and driving shell as assembly
(Fig. 206).
Fig. 204 Disassembling Front Planetary And
Annulus Gears
1 - FRONT PLANETARY GEAR
2 - TABBED THRUST WASHER
3 - FRONT ANNULUS GEAR
Fig. 202 Removing Planetary Snap-Ring
1 - PLANETARY SNAP-RING
Fig. 205 Driving Shell Thrust Washer Removal
1 - DRIVING SHELL
2 - TABBED THRUST WASHER
3 - SUN GEAR
Fig. 203 Removing Front Planetary And Annulus
Gears
1 - DRIVING SHELL
2 - FRONT ANNULUS GEAR
3 - FRONT PLANETARY GEAR
(6) Remove tabbed thrust washer from rear planetary gear (Fig. 207). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 208).
(8) Remove thrust plate from rear annulus gear
(Fig. 209).
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 199
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
Fig. 206 Sun Gear And Driving Shell Removal
1 - INTERMEDIATE SHAFT
2 - DRIVING SHELL
3 - SUN GEAR
Fig. 207 Rear Planetary Thrust Washer Removal
1 - SUN GEAR
2 - REAR PLANETARY THRUST WASHER
3 - DRIVING SHELL
INSPECTION
Inspect the planetary gear sets and annulus gears.
The planetary pinions, shafts, washers, and retaining
pins are serviceable. However, if a pinion carrier is
damaged, the entire planetary gear set must be
replaced as an assembly.
Replace the annulus gears if the teeth are chipped,
broken, or worn, or the gear is cracked. Replace the
planetary thrust plates and the tabbed thrust washers if cracked, scored or worn.
Inspect the machined surfaces of the intermediate
shaft. Be sure the oil passages are open and clear.
Replace the shaft if scored, pitted, or damaged.
Inspect the sun gear and driving shell. If either
component is worn or damaged, remove the sun gear
rear retaining ring and separate the sun gear and
Fig. 208 Rear Planetary And Annulus Gear Removal
1 - INTERMEDIATE SHAFT
2 - REAR ANNULUS GEAR
3 - REAR PLANETARY GEAR
Fig. 209 Rear Annulus Thrust Plate Removal
1 - REAR ANNULUS GEAR
2 - THRUST PLATE
thrust plate from the driving shell. Then replace the
necessary component.
Replace the sun gear as an assembly if the gear
teeth are chipped or worn. Also replace the gear as
an assembly if the bushings are scored or worn. The
sun gear bushings are not serviceable. Replace the
thrust plate if worn, or severely scored. Replace the
driving shell if distorted, cracked, or damaged in any
way.
Replace all snap-rings during geartrain assembly.
Reusing snap-rings is not recommended.
ASSEMBLY
(1) Lubricate sun gear and planetary gears with
transmission fluid during assembly. Use petroleum
jelly to lubricate intermediate shaft bushing surfaces,
thrust washers and thrust plates and to hold these
parts in place during assembly.
21 - 200
AUTOMATIC TRANSMISSION - 46RE
BR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(2) Install front snap-ring on sun gear and install
gear in driving shell. Then install thrust plate over
sun gear and against rear side of driving shell (Fig.
210). Install rear snap-ring to secure sun gear and
thrust plate in driving shell.
(3) Install rear annulus gear on intermediate shaft
(Fig. 211).
(4) Install thrust plate in annulus gear (Fig. 212). Be
sure plate is seated on shaft splines and against gear.
Fig. 212 Installing Rear Annulus Thrust Plate
1 - REAR ANNULUS GEAR
2 - THRUST PLATE
Fig. 210 Sun Gear Installation
1
2
3
4
-
DRIVING SHELL
SUN GEAR
THRUST PLATE
SUN GEAR REAR RETAINING RING
Fig. 211 Installing Rear Annulus Gear On
Intermediate Shaft
1 - REAR ANNULUS GEAR
2 - OUTPUT SHAFT
(5) Install rear planetary gear in rear annulus
gear (Fig. 213). Be sure planetary carrier is seated
against annulus gear.
(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 214). Seat washer tabs in
matching slots in face of gear carrier. Use extra
petroleum jelly to hold washer in place if desired.
(7) Lubricate sun gear bushings with petroleum
jelly or transmission fluid.
(8) Install sun gear and driving shell on intermediate shaft (Fig. 215). Seat shell against rear planetary gear. Verify that thrust washer on planetary
gear was not displaced during installation.
(9) Install tabbed thrust washer in driving shell
(Fig. 216), be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 201
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(10) Install tabbed thrust washer on front planetary gear (Fig. 217). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.
Fig. 215 Installing Sun Gear And Driving Shell
Fig. 213 Installing Rear Planetary Gear
1
2
3
4
5
-
OUTPUT SHAFT
DRIVING SHELL
REAR PLANETARY GEAR
OUTPUT SHAFT
SUN GEAR
1 - REAR ANNULUS GEAR
2 - REAR PLANETARY GEAR
Fig. 214 Installing Rear Planetary Thrust Washer
1 - REAR PLANETARY GEAR
2 - TABBED THRUST WASHER
Fig. 216 Installing Driving Shell Thrust Washer
1 - TAB SLOTS (3)
2 - DRIVING SHELL
3 - TABBED THRUST WASHER
21 - 202
AUTOMATIC TRANSMISSION - 46RE
BR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
Fig. 217 Installing Thrust Washer On Front
Planetary Gear
1 - TABBED THRUST WASHER
2 - FRONT PLANETARY GEAR
(11) Install front annulus gear over and onto front
planetary gear (Fig. 218). Be sure gears are fully
meshed and seated.
(12) Install front planetary and annulus gear
assembly (Fig. 219). Hold gears together and slide
them onto shaft. Be sure planetary pinions are
seated on sun gear and that planetary carrier is
seated on intermediate shaft.
(13) Place geartrain in upright position. Rotate
gears to be sure all components are seated and properly assembled. Snap-ring groove at forward end of
intermediate shaft will be completely exposed when
components are assembled correctly.
(14) Install new planetary snap-ring in groove at
end of intermediate shaft (Fig. 220).
(15) Turn planetary geartrain over. Position wood
block under front end of intermediate shaft and support geartrain on shaft. Be sure all geartrain parts
have moved forward against planetary snap-ring.
This is important for accurate end play check.
(16) Check planetary geartrain end play with
feeler gauge (Fig. 221). Insert gauge between rear
annulus gear and shoulder on intermediate shaft as
shown. End play should be 0.15 to 1.22 mm (0.006 to
0.048 in.).
(17) If end play is incorrect, install thinner/thicker
planetary snap-ring as needed.
Fig. 218 Assembling Front Planetary And Annulus
Gears
1 - FRONT ANNULUS GEAR
2 - FRONT PLANETARY GEAR
Fig. 219 Installing Front Planetary And Annulus
Gear Assembly
1 - DRIVING SHELL
2 - ASSEMBLED FRONT PLANETARY AND ANNULUS GEARS
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 203
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
REAR CLUTCH
DESCRIPTION
The rear clutch assembly (Fig. 222) is composed of
the rear clutch retainer, pressure plate, clutch plates,
driving discs, piston, Belleville spring, and snaprings. The Belleville spring acts as a lever to multiply the force applied on to it by the apply piston. The
increased apply force on the rear clutch pack, in comparison to the front clutch pack, is needed to hold
against the greater torque load imposed onto the rear
pack. The rear clutch is directly behind the front
clutch and is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
Fig. 220 Installing Planetary Snap-Ring
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING
Fig. 221 Checking Planetary Geartrain End Play
1 - OUTPUT SHAFT
2 - REAR ANNULUS GEAR
3 - FEELER GAUGE
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved spring is
used to cushion the application of the clutch pack.
The snap-ring is selective and used to adjust clutch
pack clearance.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assembly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the piston. The check-valve is needed to eliminate the possibility of plate drag caused by centrifugal force
acting on the residual fluid trapped in the clutch piston retainer.
21 - 204
AUTOMATIC TRANSMISSION - 46RE
BR/BE
REAR CLUTCH (Continued)
Fig. 222 Rear Clutch Components
1 - REAR CLUTCH RETAINER
2 - TORLON™ SEAL RINGS
3 - INPUT SHAFT
4 - PISTON RETAINER
5 - OUTPUT SHAFT THRUST WASHER
6 - INNER PISTON SEAL
7 - PISTON SPRING
8 - PRESSURE PLATE
9 - CLUTCH DISCS
10 - SNAP-RING (SELECTIVE)
DISASSEMBLY
(1) Remove fiber thrust washer from forward side
of clutch retainer.
(2) Remove input shaft front and rear seal rings.
(3) Remove selective clutch pack snap-ring (Fig.
223).
(4) Remove the reaction plate, clutch discs, steel
plates, pressure plate, wave spring, spacer ring, and
piston spring (Fig. 223).
(5) Remove clutch piston with rotating motion.
(6) Remove and discard piston seals.
(7) Remove input shaft retaining ring. It may be
necessary to press the input shaft in slightly to
relieve tension on the retaining ring
(8) Press input shaft out of retainer with shop
press and suitable size press tool. Use a suitably
sized press tool to support the retainer as close to the
input shaft as possible.
CLEANING
Clean the clutch components with solvent and dry
them with compressed air. Do not use rags or shop
11 - REACTION PLATE
12 - CLUTCH PLATES
13 - WAVE SPRING
14 - SPACER RING
15 - PISTON
16 - OUTER PISTON SEAL
17 - REAR SEAL RING
18 - FIBER THRUST WASHER
19 - RETAINING RING
towels to dry any of the clutch parts. Lint from such
materials will adhere to component surfaces and
could restrict or block fluid passages after assembly.
INSPECTION
Replace the clutch discs if warped, worn, scored,
burned/charred, the lugs are damaged, or if the facing is flaking off. Replace the top and bottom pressure plates if scored, warped, or cracked. Be sure the
driving lugs on the pressure and clutch plates are
also in good condition. The lugs must not be bent,
cracked or damaged in any way.
Replace the piston spring and wave spring if either
part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
clutch and pressure plates should slide freely in the
slots. Replace the retainer if the grooves are worn or
damaged. Also check action of the check balls in the
retainer and piston. Each check ball must move
freely and not stick.
Replace the retainer bushing if worn, scored, or
doubt exists about bushing condition.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 205
REAR CLUTCH (Continued)
Fig. 223 Rear Clutch Components
1 - REAR CLUTCH RETAINER
2 - TORLON™ SEAL RINGS
3 - INPUT SHAFT
4 - PISTON RETAINER
5 - OUTPUT SHAFT THRUST WASHER
6 - INNER PISTON SEAL
7 - PISTON SPRING
8 - PRESSURE PLATE
9 - CLUTCH DISCS
10 - SNAP-RING (SELECTIVE)
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check condition of the fiber thrust washer and
metal output shaft thrust washer. Replace either
washer if worn or damaged.
Check condition of the seal rings on the input shaft
and clutch retainer hub. Replace the seal rings only
if worn, distorted, or damaged. The input shaft front
seal ring is teflon with chamfered ends. The rear ring
is metal with interlocking ends.
Check the input shaft for wear, or damage. Replace
the shaft if worn, scored or damaged in any way.
ASSEMBLY
(1) Soak clutch discs in transmission fluid while
assembling other clutch parts.
(2) Install new seal rings on clutch retainer hub
and input shaft if necessary.
(a) Be sure clutch hub seal ring is fully seated in
groove and is not twisted.
11 - REACTION PLATE
12 - CLUTCH PLATES
13 - WAVE SPRING
14 - SPACER RING
15 - PISTON
16 - OUTER PISTON SEAL
17 - REAR SEAL RING
18 - FIBER THRUST WASHER
19 - RETAINING RING
(3) Lubricate splined end of input shaft and clutch
retainer with transmission fluid. Then partially press
input shaft into retainer (Fig. 224). Use a suitably
sized press tool to support retainer as close to input
shaft as possible.
(4) Install input shaft retaining ring.
(5) Press the input shaft the remainder of the way
into the clutch retainer.
(6) Install new seals on clutch piston. Be sure lip
of each seal faces interior of clutch retainer.
(7) Lubricate lip of piston seals with generous quantity of Mopart Door Ease. Then lubricate retainer hub
and bore with light coat of transmission fluid.
(8) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.0209 thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
21 - 206
AUTOMATIC TRANSMISSION - 46RE
BR/BE
REAR CLUTCH (Continued)
(9) Install piston spring in retainer and on top of
piston. Concave side of spring faces downward
(toward piston).
(10) Install the spacer ring and wave spring into
the retainer. Be sure spring is completely seated in
retainer groove.
The selective snap ring thicknesses are:
• 0.107 - 0.109 in.
• 0.098 - 0.100 in.
• 0.095 - 0.097 in.
• 0.083 - 0.085 in.
• 0.076 - 0.078 in.
• 0.071 - 0.073 in.
• 0.060 - 0.062 in.
(16) Coat rear clutch thrust washer with petroleum jelly and install washer over input shaft and
into clutch retainer (Fig. 226). Use enough petroleum
jelly to hold washer in place.
(17) Set rear clutch aside for installation during
final assembly.
Fig. 224 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM
(11) Install pressure plate (Fig. 223). Ridged side
of plate faces downward (toward piston) and flat side
toward clutch pack.
(12) Install first clutch disc in retainer on top of
pressure plate. Then install a clutch plate followed
by a clutch disc until entire clutch pack is installed
(4 discs and 3 plates are required) (Fig. 223).
(13) Install the reaction plate.
(14) Install selective snap-ring. Be sure snap-ring
is fully seated in retainer groove.
(15) Using a suitable gauge bar and dial indicator,
measure clutch pack clearance (Fig. 225).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 225).
(b) Using two small screw drivers, lift the pressure plate and release it.
(c) Zero the dial indicator.
(d) Lift the pressure plate until it contacts the
snap-ring and record the dial indicator reading.
Clearance should be 0.635 - 0.914 mm (0.025 - 0.036
in.). If clearance is incorrect, steel plates, discs, selective
snap ring and pressure plates may have to be changed.
Fig. 225 Checking Rear Clutch Pack Clearance
1
2
3
4
5
6
-
DIAL INDICATOR
PRESSURE PLATE
SNAP-RING
STAND
REAR CLUTCH
GAUGE BAR
Fig. 226 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 207
REAR SERVO
DESCRIPTION
The rear (low/reverse) servo consists of a single
stage or diameter piston and a spring loaded plug.
The spring is used to cushion the application of the
rear (low/reverse) band.
OPERATION
While in the de-energized state (no pressure
applied), the piston is held up in its bore by the piston spring. The plug is held down in its bore, in the
piston, by the plug spring. When pressure is applied
to the top of the piston, the plug is forced down in its
bore, taking up any clearance. As the piston moves, it
causes the plug spring to compress, and the piston
moves down over the plug. The piston continues to
move down until it hits the shoulder of the plug and
fully applies the band. The period of time from the
initial application, until the piston is against the
shoulder of the plug, represents a reduced shocking
of the band that cushions the shift.
DISASSEMBLY
(1) Remove small snap-ring and remove plug and
spring from servo piston (Fig. 227).
(2) Remove and discard servo piston seal ring.
Fig. 228 Rear Servo Components
1
2
3
4
5
6
7
8
-
SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON
ASSEMBLY
(1) Lubricate piston and guide seals (Fig. 229)
with petroleum jelly. Lubricate other servo parts with
Mopart ATF +4, type 9602, transmission fluid.
(2) Install new seal ring on servo piston.
(3) Assemble piston, plug, spring and new snapring.
(4) Lubricate piston seal lip with petroleum jelly.
Fig. 227 Rear Servo Components
1
2
3
4
5
6
7
8
-
SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON
CLEANING
Remove and discard the servo piston seal ring (Fig.
228). Then clean the servo components with solvent
and dry with compressed air. Replace either spring if
collapsed, distorted or broken. Replace the plug and
piston if cracked, bent, or worn. Discard the servo
snap-rings and use new ones at assembly.
Fig. 229 Rear Servo Components
1
2
3
4
5
6
7
8
-
SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON
21 - 208
AUTOMATIC TRANSMISSION - 46RE
SHIFT MECHANISM
DESCRIPTION
The gear shift mechanism provides six shift positions which are:
• PARK (P)
• REVERSE (R)
• NEUTRAL (N)
• DRIVE (D)
• Manual SECOND (2)
• Manual LOW (1)
BR/BE
(3) Loosen lock bolt in front shift rod adjusting
swivel (Fig. 230).
(4) Ensure that the shift rod slides freely in the
swivel. Lube rod and swivel as necessary.
(5) Move transmission shift lever fully rearward to
the Park detent.
(6) Center adjusting swivel on shift rod.
(7) Tighten swivel lock bolt to 10 N·m (90 in. lbs.).
(8) Lower vehicle and verify proper adjustment.
OPERATION
Manual LOW (1) range provides first gear only.
Overrun braking is also provided in this range. Manual SECOND (2) range provides first and second gear
only.
DRIVE range provides first, second third and overdrive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
has completed the shift into D third gear range. No
further movement of the shift mechanism is required
to complete the 3-4 shift.
The fourth gear upshift occurs automatically when
the overdrive selector switch is in the ON position.
No upshift to fourth gear will occur if any of the following are true:
• The transmission fluid temperature is below 10°
C (50° F) or above 121° C (250° F).
• The shift to third is not yet complete.
• Vehicle speed is too low for the 3-4 shift to occur.
• Battery temperature is below -5° C (23° F).
ADJUSTMENTS
Fig. 230 Linkage Adjustment Components
1
2
3
4
5
- FRONT SHIFT ROD
- TORQUE SHAFT ASSEMBLY
- TORQUE SHAFT ARM
- ADJUSTING SWIVEL
- LOCK BOLT
ADJUSTMENT
Check linkage adjustment by starting engine in
PARK and NEUTRAL. Adjustment is acceptable if
the engine starts in only these two positions. Adjustment is incorrect if the engine starts in one position
but not both positions
If the engine starts in any other position, or if the
engine will not start in any position, the park/neutral
switch is probably faulty.
LINKAGE ADJUSTMENT
Check condition of the shift linkage (Fig. 230). Do
not attempt adjustment if any component is loose,
worn, or bent. Replace any suspect components.
Replace the grommet securing the shift rod or
torque rod in place if either rod was removed from
the grommet. Remove the old grommet as necessary
and use suitable pliers to install the new grommet.
(1) Shift transmission into PARK.
(2) Raise and support vehicle.
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direction, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified as normally open or normally closed. The normally
open solenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. The normally closed sole-
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 209
SOLENOID (Continued)
noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic control functions for the transmission and must therefore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel poppets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the sizable flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a particular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
• Increase the amount of current applied to the
coil or
• Increase the number of turns of wire in the coil.
The most common practice is to increase the number of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possible by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulsewidth modulated versions utilize similar methods to
control the current flow through the solenoid to position the solenoid plunger at a desired position somewhere between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid’s valve.
OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 231) is located in the overdrive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
Fig. 231 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the transmission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 232) adjustment is extremely important to proper operation.
This adjustment positions the throttle valve, which
controls shift speed, quality, and part-throttle downshift sensitivity.
If cable setting is too loose, early shifts and slippage between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle downshifts may be very sensitive.
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is operated by an adjustable cable (Fig. 233). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
valve cable to lock in the adjustment.
21 - 210
AUTOMATIC TRANSMISSION - 46RE
BR/BE
THROTTLE VALVE CABLE (Continued)
Fig. 232 Throttle Valve Cable Attachment - At
Engine
1
2
3
4
5
- THROTTLE VALVE CABLE
- CABLE BRACKET
- THROTTLE BODY LEVER
- ACCELERATOR CABLE
- SPEED CONTROL CABLE
ADJUSTMENTS - TRANSMISSION THROTTLE
VALVE CABLE
A correctly adjusted throttle valve cable will cause
the throttle lever on the transmission to move simultaneously with the throttle body lever from the idle
position. Proper adjustment will allow simultaneous
movement without causing the transmission throttle
lever to either move ahead of, or lag behind the lever
on the throttle body.
ADJUSTMENT VERIFICATION
(1) Turn ignition key to OFF position.
(2) Remove air cleaner.
(3) Verify that lever on throttle body is at curb idle
position (Fig. 234). Then verify that the transmission
throttle lever (Fig. 235) is also at idle (fully forward)
position.
(4) Slide cable off attachment stud on throttle body
lever.
(5) Compare position of cable end to attachment
stud on throttle body lever:
• Cable end and attachment stud should be
aligned (or centered on one another) to within 1 mm
(0.039 in.) in either direction (Fig. 236).
Fig. 233 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
• If cable end and attachment stud are misaligned
(off center), cable will have to be adjusted as
described in Throttle Valve Cable Adjustment procedure.
(6) Reconnect cable end to attachment stud. Then
with aid of a helper, observe movement of transmission throttle lever and lever on throttle body.
• If both levers move simultaneously from idle to
half-throttle and back to idle position, adjustment is
correct.
• If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 211
THROTTLE VALVE CABLE (Continued)
Fig. 235 Throttle Valve Cable at Transmission
Fig. 234 Throttle Valve Cable Attachment - At
Engine
1
2
3
4
5
- THROTTLE VALVE CABLE
- CABLE BRACKET
- THROTTLE BODY LEVER
- ACCELERATOR CABLE
- SPEED CONTROL CABLE
ADJUSTMENT PROCEDURE
(1) Turn ignition switch to OFF position.
(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Pry the T.V. cable lock (A) into the UP position
(Fig. 236). This will unlock the cable and allow for
readjustment.
(6) Apply just enough tension on the T.V. cable (B)
to remove any slack in the cable.Pulling too tight
will cause the T.V. lever on the transmission to
move out of its idle position, which will result
in an incorrect T.V. cable adjustment. Slide the
sheath of the T.V. cable (D) back and forth until the
centerlines of the T.V. cable end (B) and the throttle
bell crank lever (C) are aligned within one millimeter
(1mm) (Fig. 236).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 236). This will lock the present T.V. cable
adjustment.
1 - TRANSMISSION SHIFTER CABLE
2 - THROTTLE VALVE CABLE
3 - TRANSFER CASE SHIFTER CABLE
4 - TRANSFER CASE SHIFTER CABLE BRACKET RETAINING
BOLT (1 OR 2)
5 - THROTTLE VALVE CABLE BRACKET RETAINING BOLT
6 - ELECTRICAL CONNECTORS
7 - TRANSMISSION FLUID LINES
NOTE: Be sure that as the cable is pulled forward
and centered on the throttle lever stud, the cable
housing moves smoothly with the cable. Due to the
angle at which the cable housing enters the spring
housing, the cable housing may bind slightly and
create an incorrect adjustment.
(8) Reconnect the T.V. cable (B) to the throttle
bellcrank lever (C).
(9) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simultaneously.
21 - 212
AUTOMATIC TRANSMISSION - 46RE
BR/BE
THROTTLE VALVE CABLE (Continued)
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
Fig. 236 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 237) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch provides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
Fig. 237 Torque Converter Assembly
1
2
3
4
5
6
7
-
TURBINE
IMPELLER
HUB
STATOR
FRONT COVER
CONVERTER CLUTCH DISC
DRIVE PLATE
IMPELLER
The impeller (Fig. 238) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the converter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
TORQUE CONVERTER (Continued)
Fig. 238 Impeller
1 - ENGINE FLEXPLATE
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
TURBINE
The turbine (Fig. 239) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
4 - ENGINE ROTATION
5 - ENGINE ROTATION
21 - 213
21 - 214
AUTOMATIC TRANSMISSION - 46RE
BR/BE
TORQUE CONVERTER (Continued)
Fig. 239 Turbine
1 - TURBINE VANE
2 - ENGINE ROTATION
3 - INPUT SHAFT
4 - PORTION OF TORQUE CONVERTER COVER
5 - ENGINE ROTATION
6 - OIL FLOW WITHIN TURBINE SECTION
STATOR
The stator assembly (Fig. 240) is mounted on a stationary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 241).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direction. When the stator is locked against the over-running clutch, the torque multiplication feature of the
torque converter is operational.
Fig. 240 Stator Components
1
2
3
4
-
CAM (OUTER RACE)
ROLLER
SPRING
INNER RACE
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 215
TORQUE CONVERTER (Continued)
Fig. 242 Torque Converter Clutch (TCC)
Fig. 241 Stator Location
1
2
3
4
-
STATOR
IMPELLER
FLUID FLOW
TURBINE
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 242) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid coupling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction material was added to the inside of the front cover to provide this mechanical lock-up.
OPERATION
The converter impeller (Fig. 243) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s blades it con-
1
2
3
4
5
6
7
-
IMPELLER FRONT COVER
THRUST WASHER ASSEMBLY
IMPELLER
STATOR
TURBINE
PISTON
FRICTION DISC
tinues in a “hindering” direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator’s over-running clutch to its shaft (Fig. 244).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counterclockwise direction. When this happens the overrunning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a “helping”
direction before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this condition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
21 - 216
AUTOMATIC TRANSMISSION - 46RE
BR/BE
TORQUE CONVERTER (Continued)
Fig. 243 Torque Converter Fluid Operation
1 - APPLY PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD
3 - RELEASE PRESSURE
4 - THE PISTON MOVES SLIGHTLY REARWARD
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically
applied and is released when fluid is vented from the
hydraulic circuit by the torque converter control
(TCC) solenoid on the valve body. The torque converter clutch is controlled by the Powertrain Control
Module (PCM). The torque converter clutch engages
in fourth gear, and in third gear under various conditions, such as when the O/D switch is OFF, when
the vehicle is cruising on a level surface after the
vehicle has warmed up. The torque converter clutch
will disengage momentarily when an increase in
engine load is sensed by the PCM, such as when the
vehicle begins to go uphill or the throttle pressure is
increased.
Fig. 244 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
BR/BE
AUTOMATIC TRANSMISSION - 46RE
21 - 217
TORQUE CONVERTER (Continued)
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque converter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the center hub clears the oil pump seal.
(4) Separate the torque converter from the transmission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmission.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal opening.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 245). Surface of converter lugs
should be 1/2 in. to rear of straightedge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
Fig. 245 Checking Torque Converter Seating Typical
1 - SCALE
2 - STRAIGHTEDGE
TORQUE CONVERTER
DRAINBACK VALVE
DESCRIPTION
The drainback valve is located in the transmission
cooler outlet (pressure) line.
OPERATION
The valve prevents fluid from draining from the
converter into the cooler and lines when the vehicle
is shut down for lengthy periods. Production valves
have a hose nipple at one end, while the opposite end
is threaded for a flare fitting. All valves have an
arrow (or similar mark) to indicate direction of flow
through the valve.
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE
The converter drainback check valve is located in
the cooler outlet (pressure) line near the radiator
tank. The valve prevents fluid drainback when the
vehicle is parked for lengthy periods. The valve check
ball is spring loaded and has an opening pressure of
approximately 2 psi.
21 - 218
AUTOMATIC TRANSMISSION - 46RE
BR/BE
TORQUE CONVERTER DRAINBACK VALVE (Continued)
The valve is serviced as an assembly; it is not
repairable. Do not clean the valve if restricted, or
contaminated by sludge, or debris. If the valve fails,
or if a transmission malfunction occurs that generates significant amounts of sludge and/or clutch particles and metal shavings, the valve must be
replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the
same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Otherwise flow will be blocked and would cause an overheating condition and eventual transmission failure.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
Transmission fluid temperature readings are supplied to the transmission control module by the thermistor (Fig. 246). The temperature readings are used
to control engagement of the fourth gear overdrive
clutch, the converter clutch, and governor pressure.
Normal resistance value for the thermistor at room
temperature is approximately 2000 ohms.
The thermistor is part of the governor pressure
sensor assembly and is immersed in transmission
fluid at all times.
OPERATION
The PCM prevents engagement of the converter
clutch and overdrive clutch, when fluid temperature
is below approximately 10°C (50°F).
If fluid temperature exceeds 126°C (260°F), the
PCM causes a 4-3 downshift and engage the converter clutch. Engagement is according to the third
gear converter clutch engagement schedule.
The overdrive OFF lamp in the instrument panel
illuminates when the shift back to third occurs. The
transmission will not allow fourth gear operation
until fluid temperature decreases to approximately
110°C (230°F).
Fig. 246 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
VALVE BODY
DESCRIPTION
The valve body consists of a cast aluminum valve
body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 247), (Fig. 248), (Fig.
249), and (Fig. 250):
• Regulator valve
• Regulator valve throttle pressure plug
• Line pressure plug and sleeve
• Kickdown valve
• Kickdown limit valve
• 1-2 shift valve
• 1-2 control valve
• 2-3 shift valve
• 2-3 governor plug
• 3-4 shift valve
• 3-4 timing valve
• 3-4 quick fill valve
• 3-4 accumulator
• Throttle valve
• Throttle pressure plug
• Switch valve
• Manual valve
• Converter clutch lock-up valve
• Converter clutch lock-up timing Valve
• Shuttle valve
• Shuttle valve throttle plug
• Boost Valve
• 10 check balls
By adjusting the spring pressure acting on the regulator valve, transmission line pressure can be
adjusted.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 247 Upper Housing Control Valve Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
REGULATOR VALVE
SWITCH VALVE
REGULATOR VALVE SPRING
KICKDOWN VALVE
KICKDOWN DETENT
THROTTLE VALVE AND SPRING
8 - MANUAL VALVE
9 - 1-2 GOVERNOR PLUG
10 - GOVERNOR PLUG COVER
11 - THROTTLE PLUG
12 - 2-3 GOVERNOR PLUG
13 - SHUTTLE VALVE PRIMARY SPRING
21 - 219
21 - 220
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 248 Shuttle and Boost Valve Locations
1
2
3
4
5
6
7
-
SPRING
RETAINER
BOOST VALVE
BOOST VALVE PLUG
SPRING GUIDES
E-CLIP
SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER
9 - SHUTTLE VALVE
10 - SHUTTLE VALVE PRIMARY SPRING
11 - GOVERNOR PLUG COVER
12 - THROTTLE PLUG
13 - UPPER HOUSING
14 - BOOST VALVE COVER
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 249 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER
LIMIT VALVE AND SPRING
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - LINE PRESSURE PLUG
12 - PLUG SLEEVE
13 - THROTTLE PRESSURE SPRING AND PLUG
21 - 221
21 - 222
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 250 Lower Housing Shift Valves and Springs
1 - 3-4 ACCUMULATOR HOUSING
2 - 3-4 SHIFT VALVE AND SPRING
3 - PLUG
4 - SPRING RETAINER
5 - CONVERTER CLUTCH VALVE AND SPRING
6 - CONVERTER CLUTCH TIMING VALVE AND SPRING
7 - OVERDRIVE SEPARATOR PLATE
8 - CASE CONNECTOR
9 - CONVERTER CLUTCH SOLENOID
10 - OVERDRIVE SOLENOID
11 - TIMING VALVE COVER
12 - PLUG
13 - 3-4 TIMING VALVE AND SPRING
14 - LOWER HOUSING
15 - ACCUMULATOR END PLATE
16 - 3-4 ACCUMULATOR PISTON AND SPRING
17 - E-CLIP
18 - 3-4 QUICK FILL SPRING AND VALVE
19 - SOLENOID GASKET
20 - HARNESS
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 223
VALVE BODY (Continued)
OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
CHECK BALLS
CHECK BALL NUMBER
DESCRIPTION
1
Allows either the manual valve to put line pressure on the 1-2 governor plug or
the KD Valve to put WOT line pressure on the 1-2 governor plug.
2
Allows either the manual valve to put line pressure on the 2-3 governor plug or
the KD Valve to put WOT line pressure on the 2-3 governor plug.
3
Allows either the Reverse circuit or the 3rd gear circuit to pressurize the front
clutch.
4
Allows either the Manual Low circuit from the Manual Valve or the Reverse
from the Manual Valve circuit to pressurize the rear servo.
5
Directs line pressure to the spring end of the 2-3 shift valve in either Manual
Low or Manual 2nd, forcing the downshift to 2nd gear regardless of governor
pressure.
6
Provides a by-pass around the front servo orifice so that the servo can release
quickly.
7
Provides a by-pass around the rear clutch orifice so that the clutch can release
quickly.
8
Directs reverse line pressure through an orifice to the throttle valve eliminating
the extra leakage and insuring that Reverse line pressure pressure will be
sufficient.
9
Provides a by-pass around the rear servo orifice so that the servo can release
quickly.
ECE (10)
Allows the lockup clutch to used at WOT in 3rd gear by putting line pressure
from the 3-4 Timing Valve on the interlock area of the 2-3 shift valve, thereby
preventing a 3rd gear Lock-up to 2nd gear kickdown.
21 - 224
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
REGULATOR VALVE
The pressure regulator valve is needed to control
the hydraulic pressure within the system and reduce
the amount of heat produced in the fluid. The pressure regulator valve is located in the valve body near
the manual valve. The pressure regulator valve train
controls the maximum pressure in the lines by
metering the dumping of fluid back into the sump.
Regulated pressure is referred to as “line pressure.”
The regulator valve (Fig. 251) has a spring on one
end that pushes the valve to the left. This closes a
dump (vent) that is used to lower pressure. The closing of the dump will cause the oil pressure to
increase. Oil pressure on the opposite end of the
valve pushes the valve to the right, opening the
dump and lowering oil pressure. The result is spring
pressure working against oil pressure to maintain
the oil at specific pressures. With the engine running, fluid flows from the pump to the pressure regulator valve, manual valve, and the interconnected
circuits. As fluid is sent through passages to the regulator valve, the pressure pushes the valve to the
right against the large spring. It is also sent to the
reaction areas on the left side of the throttle pressure
plug and the line pressure plug. With the gear selector in the PARK position, fluid recirculates through
the regulator and manual valves back to the sump.
Meanwhile, the torque converter is filled slowly. In
all other gear positions (Fig. 252), fluid flows
between two right side lands to the switch valve and
torque converter. At low pump speeds, the flow is
controlled by the pressure valve groove to reduce
pressure to the torque converter. After the torque
converter and switch valve fill with fluid, the switch
valve becomes the controlling metering device for
torque converter pressure. The regulator valve then
begins to control the line pressure for the other
transmission circuits. The balance of the fluid pressure pushing the valve to the right and the spring
pressure pushing to the left determines the size of
the metering passage at land #2 (land #1 being at
the far right of the valve in the diagram). As fluid
leaks past the land, it moves into a groove connected
to the filter or sump. As the land meters the fluid to
the sump, it causes the pressure to reduce and the
spring decreases the size of the metering passage.
When the size of the metering passage is reduced,
the pressure rises again and the size of the land is
increased again. Pressure is regulated by this constant balance of hydraulic and spring pressure.
Fig. 251 Regulator Valve in PARK Position
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 225
VALVE BODY (Continued)
Fig. 252 Regulator Valve in NEUTRAL Position
The metering at land #2 establishes the line pressure throughout the transmission. It is varied according to changes in throttle position and the
transmission’s internal condition within a range of
57-94 psi (except in REVERSE) (Fig. 253). The regulated line pressure in REVERSE (Fig. 254) is held at
much higher pressures than in the other gear positions: 145-280 psi. The higher pressure for
REVERSE is achieved by the manual valve blocking
the supply of line pressure to the reaction area left of
land #4. With this pressure blocked, there is less
area for pressure to act on to balance the force of the
spring on the right. This allows line pressure to push
the valve train to the right, reducing the amount of
fluid returned to the pump’s inlet, increasing line
pressure.
KICKDOWN VALVE
When the throttle valve is as far over to the left as
it can go, the maximum line pressure possible will
enter the throttle pressure circuit. In this case, throttle pressure will equal line pressure. With the kickdown valve (Fig. 255) pushed into the bore as far as
it will go, fluid initially flows through the annular
groove of the 2-3 shift valve (which will be in the
direct drive position to the right).
After passing the annular groove, the fluid is
routed to the spring end of the 2-3 shift valve. Fluid
pressure reacting on the area of land #1 overcomes
governor pressure, downshifting the 2-3 shift valve
into the kickdown, or second gear stage of operation.
The valve is held in the kickdown position by throttle
pressure routed from a seated check ball (#2). Again,
if vehicle speed is low enough, throttle pressure will
also push the 1-2 shift valve left to seat its governor
plug, and downshift to drive breakaway.
21 - 226
AUTOMATIC TRANSMISSION - 46RE
VALVE BODY (Continued)
Fig. 253 Regulator Valve in DRIVE Position
Fig. 254 Regulator Valve in REVERSE Position
BR/BE
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 227
VALVE BODY (Continued)
Fig. 255 Kickdown Valve-Wide Open Throttle
KICKDOWN LIMIT VALVE
1-2 SHIFT VALVE
The purpose of the limit valve is to prevent a 3-2
downshift at higher speeds when a part-throttle
downshift is not desirable. At these higher speeds
only a full throttle 3-2 downshift will occur. At low
road speeds (Fig. 256) the limit valve does not come
into play and does not affect the downshifts. As the
vehicle’s speed increases (Fig. 257), the governor
pressure also increases. The increased governor pressure acts on the reaction area of the bottom land of
the limit valve overcoming the spring force trying to
push the valve toward the bottom of its bore. This
pushes the valve upward against the spring and bottoms the valve against the top of the housing. With
the valve bottomed against the housing, the throttle
pressure supplied to the valve will be closed off by
the bottom land of the limit valve. When the supply
of throttle pressure has been shut off, the 3-2 part
throttle downshift plug becomes inoperative, because
no pressure is acting on its reaction area.
The 1-2 shift valve assembly (Fig. 258), or mechanism, consists of: the 1-2 shift valve, governor plug,
and a spring on the end of the valve. After the manual valve has been placed into a forward gear range,
line pressure is directed to the 1-2 shift valve. As the
throttle is depressed, throttle pressure is applied to
the right side of the 1-2 shift valve assembly. With
throttle pressure applied to the right side of the
valve, there is now both spring pressure and throttle
pressure acting on the valve, holding it against the
governor plug. As the vehicle begins to move and
build speed, governor pressure is created and is
applied to the left of the valve at the governor plug.
When governor pressure builds to a point where it
can overcome the combined force of the spring and
throttle pressure on the other side of the valve, the
valve will begin to move over to the right. As the
valve moves to the right, the middle land of the valve
will close off the circuit supplying the throttle pressure to the right side of the valve. When the throttle
21 - 228
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 256 Kickdown Limit Valve-Low Speeds
Fig. 257 Kickdown Limit Valve-High Speeds
Fig. 258 1-2 Shift Valve-Before Shift
pressure is closed off, the valve will move even farther to the right, allowing line pressure to enter
another circuit and energize the front servo, applying
the front band (Fig. 259).
The governor plug serves a dual purpose:
• It allows the shift valves to move either left or
right, allowing both upshifts and downshifts.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 229
VALVE BODY (Continued)
Fig. 259 1-2 Shift Valve-After Shift
• When in a manual selection position, it will be
hydraulically “blocked” into position so no upshift can
occur.
The physical blocking of the upshift while in the
manual “1” position is accomplished by the directing
of line pressure between both lands of the governor
plug. The line pressure reacts against the larger land
of the plug, pushing the plug back against the end
plate overcoming governor pressure. With the combination of the line pressure and spring pressure, the
valve cannot move, preventing any upshift.
1-2 SHIFT CONTROL VALVE
It contains a valve with four lands and a spring. It
is used as both a “relay” and “balanced” valve.
The valve has two specific operations (Fig. 260):
• Aid in quality of the 1-2 upshift.
• Aid in the quality and timing of the 3-2 kickdown ranges.
When the manual valve is set to the DRIVE position and the transmission is in the first or second
gear range, 1-2 shift control or “modulated throttle
pressure” is supplied to the middle of the accumulator piston by the 1-2 shift control valve. During the
1-2 upshift, this pressure is used to control the kickdown servo apply pressure that is needed to apply
the kickdown and accumulator pistons. Thus, the 1-2
shift point is “cushioned” and the quality is
improved. During a WOT kickdown, kickdown pressure is applied between the kickdown valve and the
1-2 shift control valve. This additional pressure is
directed to the 1-2 shift control’s spring cavity, adding to the spring load on the valve. The result of this
increased “modulated” throttle pressure is a firmer
WOT upshift.
2-3 SHIFT VALVE
The 2-3 shift valve mechanism (Fig. 261) consists
of the 2-3 shift valve, governor plug and spring, and
a throttle plug. After the 1-2 shift valve has completed its operation and applied the front band, line
pressure is directed to the 2-3 shift valve through the
connecting passages from the 1-2 shift valve. The line
pressure will then dead–end at land #2 until the 2-3
valve is ready to make its shift. Now that the vehicle
is in motion and under acceleration, there is throttle
pressure being applied to the spring side of the valve
and between lands #3 and #4.
As vehicle speed increases, governor pressure
increases proportionately, until it becomes great
enough to overcome the combined throttle and spring
pressure on the right side of the valve. Since the
throttle pressure end of the 2-3 shift valve is larger
in diameter than the 1-2 shift valve, the 2-3 shift will
always happen at a greater speed than the 1-2 shift.
When this happens, the governor plug is forced
against the shift valve moving it to the right. The
shift valve causes land #4 to close the passage supplying throttle pressure to the 2-3 shift valve. Without throttle pressure present in the circuit now, the
governor plug will push the valve over far enough to
bottom the valve in its bore. This allows land #2 to
direct line pressure to the front clutch.
After the shift (Fig. 262), line pressure is directed
to the land between the shift valve and the governor
plug, and to the release side of the kickdown servo.
This releases the front band and applies the front
clutch, shifting into third gear or direct drive. The
rear clutch remains applied, as it has been in the
other gears. During a manual “1” or manual “2” gear
selection, line pressure is sent between the two lands
of the 2-3 governor plug. This line pressure at the
governor plug locks the shift valve into the second
gear position, preventing an upshift into direct drive.
The theory for the blocking of the valve is the same
as that of the 1-2 shift valve.
21 - 230
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 260 1-2 Shift Control Valve
Fig. 261 2-3 Shift Valve-Before Shift
3-4 SHIFT VALVE
The PCM energizes the overdrive solenoid during the
3-4 upshift (Fig. 263). This causes the solenoid check
ball to close the vent port allowing line pressure from
the 2-3 shift valve to act directly on the 3-4 upshift
valve. Line pressure on the 3-4 shift valve overcomes
valve spring pressure moving the valve to the upshift
position (Fig. 264). This action exposes the feed passages to the 3-4 timing valve, 3-4 quick fill valve, 3-4
accumulator, and ultimately to the overdrive piston.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 262 2-3 Shift Valve-After Shift
Fig. 263 3-4 Shift Valve Before Shift
Fig. 264 3-4 Shift Valve After Shift
21 - 231
21 - 232
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
3-4 TIMING VALVE
The 3-4 timing valve is moved by line pressure
coming through the 3-4 shift valve (Fig. 264). After
the shift, the timing valve holds the 2-3 shift valve in
an upshift position. The purpose is to prevent the 2-3
valve from downshifting before the 3-4 valve (Fig.
263).
3-4 QUICK FILL VALVE
The 3-4 quick fill valve provides faster engagement
of the overdrive clutch during 3-4 upshifts. The valve
temporarily bypasses the clutch piston feed orifice at
the start of a 3-4 upshift (Fig. 263). This exposes a
larger passage into the piston retainer resulting in a
much faster clutch fill and apply sequence. The quick
fill valve does not bypass the regular clutch feed orifice throughout the 3-4 upshift. Instead, once a predetermined pressure develops within the clutch, the
valve closes the bypass (Fig. 264). Clutch fill is then
completed through the regular feed orifice.
THROTTLE VALVE
In all gear positions the throttle valve (Fig. 265) is
being supplied with line pressure. The throttle valve
meters and reduces the line pressure that now
becomes throttle pressure. The throttle valve is
moved by a spring and the kickdown valve, which is
mechanically connected to the throttle. The larger
the throttle opening, the higher the throttle pressure
(to a maximum of line pressure). The smaller the
throttle opening, the lower the throttle pressure (to a
minimum of zero at idle). As engine speed increases,
the increase in pump speed increases pump output.
The increase in pressure and volume must be regulated to maintain the balance within the transmission. To do this, throttle pressure is routed to the
reaction area on the right side of the throttle pressure plug (in the regulator valve).
The higher engine speed and line pressure would
open the vent too far and reduce line pressure too
much. Throttle pressure, which increases with engine
speed (throttle opening), is used to oppose the movement of the pressure valve to help control the metering passage at the vent. The throttle pressure is
combined with spring pressure to reduce the force of
the throttle pressure plug on the pressure valve. The
larger spring at the right closes the regulator valve
passage and maintains or increases line pressure.
The increased line pressure works against the reaction area of the line pressure plug and the reaction
area left of land #3 simultaneously moves the regulator valve train to the right and controls the metering passage.
The kickdown valve, along with the throttle valve,
serve to delay upshifts until the correct vehicle speed
has been reached. It also controls downshifts upon
driver demand, or increased engine load. If these
valves were not in place, the shift points would be at
the same speed for all throttle positions. The kickdown valve is actuated by a cam connected to the
Fig. 265 Throttle Valve
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 233
VALVE BODY (Continued)
throttle. This is accomplished through either a linkage
or a cable. The cam forces the kickdown valve toward
the throttle valve compressing the spring between
them and moving the throttle valve. As the throttle
valve land starts to uncover its port, line pressure is
“metered” out into the circuits and viewed as throttle
pressure. This increased throttle pressure is metered
out into the circuits it is applied to: the 1-2 and 2-3
shift valves. When the throttle pressure is high
enough, a 3-2 downshift will occur. If the vehicle speed
is low enough, a 2-1 downshift will occur.
SWITCH VALVE
When the transmission is in Drive Second before
the TCC application occurs (Fig. 266), the pressure
regulator valve is supplying torque converter pressure
to the switch valve. The switch valve directs this pressure through the transmission input shaft, into the
converter, through the converter, back out between the
input shaft and the reaction shaft, and back up to the
switch valve. From the switch valve, the fluid pressure is directed to the transmission cooler, and lubrication pressure returns from the cooler to lubricate
different portions of the transmission.
Fig. 266 Switch Valve-Torque Converter Unlocked
21 - 234
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Once the TCC control valve has moved to the right
(Fig. 267), line pressure is directed to the tip of the
switch valve, forcing the valve to the right. The
switch valve now vents oil from the front of the piston in the torque converter, and supplies line pressure to the (rear) apply side of the torque converter
piston. This pressure differential causes the piston to
apply against the friction material, cutting off any
further flow of line pressure oil. After the switch
valve is shuttled right allowing line pressure to
engage the TCC, torque converter pressure is
directed past the switch valve into the transmission
cooler and lubrication circuits.
MANUAL VALVE
The manual valve (Fig. 268) is a relay valve. The
purpose of the manual valve is to direct fluid to the
correct circuit needed for a specific gear or driving
range. The manual valve, as the name implies, is
manually operated by the driver with a lever located
on the side of the valve body. The valve is connected
mechanically by either a cable or linkage to the gearshift mechanism. The valve is held in each of its
positions by a spring-loaded roller or ball that
engages the “roostercomb” of the manual valve lever.
Fig. 267 Switch Valve-Torque Converter Locked
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 235
VALVE BODY (Continued)
Fig. 268 Manual Valve
CONVERTER CLUTCH LOCK-UP VALVE
SHUTTLE VALVE
The torque converter clutch (TCC) lock-up valve
controls the back (ON) side of the torque converter
clutch. When the PCM energizes the TCC solenoid to
engage the converter clutch piston, pressure is
applied to the TCC lock-up valve which moves to the
right and applies pressure to the torque converter
clutch.
The assembly is contained in a bore in the valve
body above the shift valves. When the manual valve
is positioned in the Drive range, throttle pressure
acts on the throttle plug of the shuttle valve (Fig.
260) to move it against a spring, increasing the
spring force on the shuttle valve. During a part or
full throttle 1-2 upshift, the throttle plug is bottomed
by throttle pressure, holding the shuttle valve to the
right against governor pressure, and opening a
by–pass circuit. The shuttle valve controls the quality of the kickdown shift by restricting the rate of
fluid discharge from the front clutch and servo
release circuits. During a 3-2 kickdown, fluid discharges through the shuttle by-pass circuit. When
the shuttle valve closes the by-pass circuit, fluid discharge is restricted and controlled for the application
of the front band. During a 2-3 “lift foot” upshift, the
shuttle valve by-passes the restriction to allow full
fluid flow through the by-pass groove for a faster
release of the band.
CONVERTER CLUTCH LOCK-UP TIMING VALVE
The torque converter clutch (TCC) lock-up timing
valve is there to block any 4-3 downshift until the
TCC is completely unlocked and the clutch is disengaged.
21 - 236
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
BOOST VALVE
REMOVAL
The boost valve (Fig. 269) provides increased fluid
apply pressure to the overdrive clutch during 3-4
upshifts (Fig. 270), and when accelerating in fourth
gear. The boost valve also serves to increase line
pressure during torque converter lock-up.
The valve body can be removed for service without
having to remove the transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components.
The only replaceable valve body components are:
• Manual lever.
• Manual lever washer, seal, E-clip, and shaft
seal.
• Manual lever detent ball.
• Throttle lever.
• Fluid filter.
• Pressure adjusting screw bracket.
• Governor pressure solenoid.
• Governor pressure sensor (includes transmission
temperature thermistor).
• Converter clutch/overdrive solenoid assembly
and harness.
• Governor housing gasket.
• Solenoid case connector O-rings.
(1) Shift transmission into NEUTRAL.
(2) Raise vehicle.
(3) Remove gearshift and throttle levers from shaft
of valve body manual lever.
(4) Disconnect wires at solenoid case connector
(Fig. 271).
(5) Position drain pan under transmission oil pan.
(6) Remove transmission oil pan and gasket.
(7) Remove fluid filter from valve body.
(8) Remove bolts attaching valve body to transmission case.
(9) Lower valve body enough to remove accumulator piston and springs.
(10) Work manual lever shaft and electrical connector out of transmission case.
(11) Lower valve body, rotate valve body away
from case, pull park rod out of sprag, and remove
valve body (Fig. 272).
Fig. 269 Boost Valve Before Lock-up
Fig. 271 Transmission Case Connector
Fig. 270 Boost Valve After Lock-up
1 - SOLENOID CASE CONNECTOR
2 - PARK/NEUTRAL POSITION SWITCH
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 237
VALVE BODY (Continued)
harness or thread it back into accumulator housing
after connector removal.
(7) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 274).
(8) Turn valve body over and remove screws that
attach overdrive/converter solenoid assembly to valve
body (Fig. 275).
(9) Remove solenoid and harness assembly from
valve body (Fig. 276).
(10) Remove boost valve cover (Fig. 277).
(11) Remove boost valve retainer, valve spring and
boost valve (Fig. 278).
Fig. 272 Valve Body
1
2
3
4
5
-
VALVE BODY
WIRE HARNESS
PARK ROD
GOVERNOR PRESSURE SOLENOID
GOVERNOR PRESSURE SENSOR
DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Do not use pliers to remove any of
the valves, plugs or springs and do not force any of
the components out or into place. The valves and
valve body housings will be damaged if force is
used. Tag or mark the valve body springs for reference as they are removed. Do not allow them to
become intermixed.
(1) Disconnect wires from governor pressure sensor and solenoid.
(2) Remove screws attaching governor body and
retainer plate to transfer plate.
(3) Remove retainer plate, governor body and gasket from transfer plate.
(4) Remove governor pressure sensor from governor body.
(5) Remove governor pressure solenoid by pulling
it straight out of bore in governor body. Remove and
discard solenoid O-rings if worn, cut, or torn.
(6) Remove small shoulder bolt that secures solenoid harness case connector to 3-4 accumulator housing (Fig. 273). Retain shoulder bolt. Either tape it to
Fig. 273 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
Fig. 274 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
21 - 238
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 277 Boost Valve Cover Location
1 - BOOST VALVE HOUSING AND COVER
2 - BOOST VALVE TUBE
Fig. 275 Solenoid Assembly Screws
1 - OVERDRIVE/CONVERTER CLUTCH SOLENOID ASSEMBLY
2 - HARNESS
Fig. 278 Boost Valve Components
1
2
3
4
5
6
Fig. 276 Solenoid Assembly
1
2
3
4
5
6
7
-
GOVERNOR SOLENOID WIRES
CONVERTER CLUTCH SOLENOID
SOLENOID SCREWS
GOVERNOR SENSOR WIRES
OVERDRIVE SOLENOID
HARNESS
CASE CONNECTOR
(12) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 279).
(13) Remove park rod E-clip and separate rod from
manual lever (Fig. 280).
-
SPRING AND VALVE RETAINER
COVER SCREWS
BOOST VALVE COVER
BOOST VALVE PLUG
BOOST VALVE
BOOST VALVE SPRING
(14) Remove E-clip and washer that retains throttle lever shaft in manual lever (Fig. 281).
(15) Remove manual lever and throttle lever (Fig.
282). Rotate and lift manual lever off valve body and
throttle lever shaft. Then slide throttle lever out of
valve body.
(16) Position pencil magnet next to detent housing
to catch detent ball and spring. Then carefully
remove Retainer Tool 6583 and remove detent ball
and spring (Fig. 283).
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 239
VALVE BODY (Continued)
(17) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate (Fig.
284). Hold bracket firmly against spring tension
while removing last screw.
Fig. 281 Throttle Lever E-Clip And Washer
1 - THROTTLE LEVER SHAFT
2 - E-CLIP AND WASHER
3 - MANUAL SHAFT
Fig. 279 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 282 Manual And Throttle Lever
Fig. 280 Park Rod
1 - MANUAL LEVER
2 - E-CLIP
3 - PARK ROD
1 - PARK ROD
2 - MANUAL LEVER ASSEMBLY
3 - THROTTLE LEVER
21 - 240
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 283 Detent Ball And Spring
1
2
3
4
-
DETENT HOUSING
DETENT SPRING
DETENT BALL
PENCIL MAGNET
disturb setting of either adjusting screw during
removal.
(19) Turn upper housing over and remove switch
valve, regulator valve and spring, and manual valve
(Fig. 286).
(20) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 286).
(21) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove center and right-side housing attaching screws (Fig.
287).
(22) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and converter clutch valve plug and spring (Fig. 288).
(23) Remove left-side screw and remove 3-4 accumulator housing from valve body (Fig. 289).
(24) Bend back tabs on boost valve tube brace (Fig.
290).
Fig. 285 Adjusting Screw Bracket
1
2
3
4
5
Fig. 284 Adjusting Screw Bracket Fastener
1
2
3
4
5
-
T25 TORX™ BIT
REMOVE THESE SCREWS FIRST
BRACKET
BRACKET
REMOVE THIS SCREW LAST
(18) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator valve spring and
switch valve spring (Fig. 285). Do not remove throttle
pressure adjusting screw from bracket and do not
- SWITCH VALVE SPRING
- LINE PRESSURE SCREW
- THROTTLE PRESSURE ADJUSTING SCREW
- ADJUSTING SCREW BRACKET
- PRESSURE REGULATOR VALVE SPRING
(25) Remove boost valve connecting tube (Fig.
291). Disengage tube from upper housing port first.
Then rock opposite end of tube back and forth to
work it out of lower housing.
CAUTION: Do not use tools to loosen or pry the
connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 241
VALVE BODY (Continued)
Fig. 286 Upper Housing Control Valve Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
REGULATOR VALVE
SWITCH VALVE
REGULATOR VALVE SPRING
KICKDOWN VALVE
KICKDOWN DETENT
THROTTLE VALVE AND SPRING
8 - MANUAL VALVE
9 - 1-2 GOVERNOR PLUG
10 - GOVERNOR PLUG COVER
11 - THROTTLE PLUG
12 - 2-3 GOVERNOR PLUG
13 - SHUTTLE VALVE PRIMARY SPRING
Fig. 287 Accumulator Housing Screw Locations
1 - LOOSEN THIS SCREW
2 - REMOVE THESE SCREWS
3 - 3-4 ACCUMULATOR HOUSING
Fig. 288 3-4 Shift And Converter Clutch Valve
Springs and Plug
1
2
3
4
- ACCUMULATOR HOUSING
- CONVERTER CLUTCH VALVE SPRING
- CLUTCH VALVE PLUG
- 3-4 SHIFT VALVE SPRING
21 - 242
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
(29) Remove the Number 10 check ball from the
transfer plate (Fig. 293). The check ball is approximately 4.8 mm (3/16 in.) in diameter.
(30) Remove transfer plate from upper housing
(Fig. 294).
(31) Turn transfer plate over so upper housing separator plate is facing upward.
(32) Remove upper housing separator plate from
transfer plate (Fig. 295). Note position of filter in
separator plate for assembly reference.
(33) Remove rear clutch and rear servo check balls
from transfer plate. Note check ball location for
assembly reference (Fig. 296).
Fig. 289 Accumulator Housing, Valve Springs, and
Plug
1 - 3-4 SHIFT VALVE SPRING
2 - CONVERTER CLUTCH VALVE SPRING AND PLUG
3 - 3-4 ACCUMULATOR HOUSING
Fig. 291 Boost Valve Tube
1
2
3
4
-
BOOST VALVE TUBE
LOWER HOUSING
DISENGAGE THIS END OF TUBE FIRST
UPPER HOUSING
Fig. 290 Boost Valve Tube Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE (DOUBLE TAB)
(26) Turn valve body over so lower housing is facing upward (Fig. 292). In this position, the two check
balls in upper housing will remain in place and not
fall out when lower housing and separator plate are
removed.
(27) Remove screws attaching valve body lower
housing to upper housing and transfer plate (Fig.
292). Note position of boost valve tube brace for
assembly reference.
(28) Remove lower housing and overdrive separator plate from transfer plate (Fig. 292).
Fig. 292 Lower Housing
1 - LOWER HOUSING
2 - OVERDRIVE SEPARATOR PLATE
3 - TRANSFER PLATE AND UPPER HOUSING
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 243
VALVE BODY (Continued)
Fig. 295 Upper Housing Separator Plate
1
2
3
4
-
TRANSFER PLATE
UPPER HOUSING SEPARATOR PLATE
FILTER SCREEN
BRACE
Fig. 293 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/169)
Fig. 296 Rear Clutch and Rear Servo Check Ball
Locations
Fig. 294 Transfer Plate
1 - UPPER HOUSING
2 - TRANSFER PLATE
VALVE BODY UPPER HOUSING
(1) Note location of check balls in valve body upper
housing (Fig. 297). Then remove the one large diameter and the six smaller diameter check balls.
(2) Remove governor plug and shuttle valve covers
(Fig. 299).
(3) Remove E-clip that secures shuttle valve secondary spring on valve stem (Fig. 298).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 299).
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
(5) Remove boost valve retainer, spring and valve
if not previously removed.
(6) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 286).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 300).
(8) Remove limit valve housing. Then remove
retainer, spring, limit valve, and 2-3 throttle plug
from limit valve housing (Fig. 300).
(9) Remove 1-2 shift control valve and spring (Fig.
300).
(10) Remove 1-2 shift valve and spring (Fig. 300).
21 - 244
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
(11) Remove 2-3 shift valve and spring from valve
body (Fig. 300).
(12) Remove pressure plug cover (Fig. 300).
(13) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 300).
(5) Remove converter clutch valve, spring and plug
(Fig. 301).
(6) Remove converter clutch timing valve, retainer
and valve spring.
3-4 ACCUMULATOR HOUSING
(1)
(2)
(3)
seals
Remove end plate from housing.
Remove piston spring.
Remove piston. Remove and discard piston
(Fig. 302).
CLEANING
Fig. 297 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)
Clean the valve housings, valves, plugs, springs,
and separator plates with a standard parts cleaning
solution only. Do not use gasoline, kerosene, or any
type of caustic solution.
Do not immerse any of the electrical components in
cleaning solution. Clean the governor solenoid and
sensor and the dual solenoid and harness assembly
by wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed
air. Make sure all passages are clean and free from
obstructions. Do not use rags or shop towels to
dry or wipe off valve body components. Lint
from these materials can stick to valve body
parts, interfere with valve operation, and clog
filters and fluid passages.
Wipe the governor pressure sensor and solenoid
valve with dry, lint free shop towels only. The O-rings
on the sensor and solenoid valve are the only serviceable components. Be sure the vent ports in the solenoid valve are open and not blocked by dirt or debris.
Replace the valve and/or sensor only when DRB scan
tool diagnosis indicates this is necessary. Or, if either
part has sustained physical damage (dented,
deformed, broken, etc.).
CAUTION: Do not turn the small screw at the end of
the solenoid valve for any reason. Turning the
screw in either direction will ruin solenoid calibration and result in solenoid failure. In addition, the
filter on the solenoid valve is NOT serviceable. Do
not try to remove the filter as this will damage the
valve housing.
Fig. 298 Shuttle Valve E-Clip And Secondary Spring
1 - E-CLIP
2 - SECONDARY SPRING AND GUIDES
3 - SHUTTLE VALVE
VALVE BODY LOWER HOUSING
(1)
(2)
(3)
(4)
Remove
Remove
Remove
Remove
timing valve cover.
3-4 timing valve and spring.
3-4 quick fill valve, spring and plug.
3-4 shift valve and spring.
INSPECTION
Inspect the throttle and manual valve levers and
shafts. Do not attempt to straighten a bent shaft or
correct a loose lever. Replace these components if
worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straightedge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 245
VALVE BODY (Continued)
Fig. 299 Shuttle and Boost Valve Location
1
2
3
4
5
6
7
-
SPRING
RETAINER
BOOST VALVE
BOOST VALVE PLUG
SPRING GUIDES
E-CLIP
SHUTTLE VALVE SECONDARY SPRING
Minor distortion of a valve body mating surface
may be corrected by smoothing the surface with a
sheet of crocus cloth. Position the crocus cloth on a
surface plate, sheet of plate glass or equally flat surface. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be
replaced.
CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated aluminum. Aluminum components are identified by the
dark color of the special coating applied to the surface (or by testing with a magnet). Do not sand aluminum valves or plugs under any circumstances.
This practice could damage the special coating
causing the valves/plugs to stick and bind.
8 - SHUTTLE VALVE COVER
9 - SHUTTLE VALVE
10 - SHUTTLE VALVE PRIMARY SPRING
11 - GOVERNOR PLUG COVER
12 - THROTTLE PLUG
13 - UPPER HOUSING
14 - BOOST VALVE COVER
Inspect the valves and plugs for scratches, burrs,
nicks, or scores. Minor surface scratches on steel
valves and plugs can be removed with crocus cloth
but do not round off the edges of the valve or
plug lands. Maintaining sharpness of these edges is
vitally important. The edges prevent foreign matter
from lodging between the valves and plugs and the
bore.
Inspect all the valve and plug bores in the valve
body. Use a penlight to view the bore interiors.
Replace the valve body if any bores are distorted or
scored. Inspect all of the valve body springs. The
springs must be free of distortion, warpage or broken
coils.
21 - 246
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 300 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER
LIMIT VALVE AND SPRING
Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing and
transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with
use. If the valve body functioned correctly when new,
it will continue to operate properly after cleaning and
inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in handling.
The only serviceable valve body components are
listed below. The remaining valve body components
are serviced only as part of a complete valve body
assembly. Serviceable parts are:
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - LINE PRESSURE PLUG
12 - PLUG SLEEVE
13 - THROTTLE PRESSURE SPRING AND PLUG
•
•
•
bolt
•
•
•
•
•
•
•
•
•
•
•
dual solenoid and harness assembly
solenoid gasket
solenoid case connector O-rings and shoulder
switch valve and spring
pressure adjusting screw and bracket assembly
throttle lever
manual lever and shaft seal
throttle lever shaft seal, washer, and E-clip
fluid filter and screws
detent ball and spring
valve body screws
governor pressure solenoid
governor pressure sensor and retaining clip
park lock rod and E-clip
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 301 Lower Housing Shift Valves and Springs
1 - 3-4 ACCUMULATOR HOUSING
2 - 3-4 SHIFT VALVE AND SPRING
3 - PLUG
4 - SPRING RETAINER
5 - CONVERTER CLUTCH VALVE AND SPRING
6 - CONVERTER CLUTCH TIMING VALVE AND SPRING
7 - OVERDRIVE SEPARATOR PLATE
8 - CASE CONNECTOR
9 - CONVERTER CLUTCH SOLENOID
10 - OVERDRIVE SOLENOID
11 - TIMING VALVE COVER
12 - PLUG
13 - 3-4 TIMING VALVE AND SPRING
14 - LOWER HOUSING
15 - ACCUMULATOR END PLATE
16 - 3-4 ACCUMULATOR PISTON AND SPRING
17 - E-CLIP
18 - 3-4 QUICK FILL SPRING AND VALVE
19 - SOLENOID GASKET
20 - HARNESS
21 - 247
21 - 248
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
(3) Install
(4) Install
housing.
(5) Install
plate screws
3-4 quick fill valve in lower housing.
3-4 quick fill valve spring and plug in
timing valve end plate. Tighten end
to 4 N·m (35 in. lbs.) torque.
3-4 ACCUMULATOR
(1) Lubricate accumulator piston, seals and housing piston bore with clean transmission fluid (Fig.
302).
(2) Install new seal rings on accumulator piston.
(3) Install piston and spring in housing.
(4) Install end plate on housing.
TRANSFER PLATE
Fig. 302 3-4 Accumulator and Housing
1
2
3
4
5
- ACCUMULATOR PISTON
- 3-4 ACCUMULATOR HOUSING
- TEFLON SEALS
- PISTON SPRING
- COVER PLATE AND SCREWS
(1) Install rear clutch and rear servo check balls in
transfer plate (Fig. 303).
(2) Install filter screen in upper housing separator
plate (Fig. 304).
(3) Align and position upper housing separator
plate on transfer plate (Fig. 305).
(4) Install brace plate (Fig. 305). Tighten brace
attaching screws to 4 N·m (35 in. lbs.) torque.
(5) Install remaining separator plate attaching
screws. Tighten screws to 4 N·m (35 in. lbs.) torque.
ASSEMBLY
CAUTION: Do not force valves or plugs into place
during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Overtightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory
operation. Tighten valve body screws to recommended torque only.
LOWER HOUSING
(1) Lubricate valves, springs, and the housing
valve and plug bores with clean transmission fluid
(Fig. 301).
(2) Install 3-4 timing valve spring and valve in
lower housing.
Fig. 303 Rear Clutch And Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 249
VALVE BODY (Continued)
(5) Install lower housing on assembled transfer
plate and upper housing (Fig. 310).
(6) Install and start all valve body screws by hand
except for the screws to hold the boost valve tube
brace. Save those screws for later installation. Then
tighten screws evenly to 4 N·m (35 in. lbs.) torque.
Start at center and work out to sides when tightening screws (Fig. 310).
Fig. 304 Separator Plate Filter Screen Installation
1 - UPPER HOUSING SEPARATOR PLATE
2 - FILTER SCREEN
Fig. 306 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)
Fig. 305 Brace Plate
1 - BRACE
2 - TRANSFER PLATE
3 - SEPARATOR PLATE
UPPER AND LOWER HOUSING
(1) Position upper housing so internal passages
and check ball seats are facing upward. Then install
check balls in housing (Fig. 306). Eight check balls
are used. The single large check ball is approximately 8.7 mm (11/32 in.) diameter. The single small
check ball is approximately 4.8 mm (3/16 in.) in
diameter. The remaining 6 check balls are approximately 6.3 mm (1/4 in.) in diameter.
(2) Position assembled transfer plate and upper
housing separator plate on upper housing (Fig. 307).
Be sure filter screen is seated in proper housing
recess.
(3) Install the Number 10 check ball into the
transfer plate (Fig. 308). The check ball is approximately 4.8 mm (3/16 in.) in diameter.
(4) Position lower housing separator plate on
transfer plate (Fig. 309).
Fig. 307 Installing Transfer Plate On Upper Housing
1 - FILTER SCREEN
2 - TRANSFER PLATE/SEPARATOR PLATE ASSEMBLY
3 - UPPER HOUSING
21 - 250
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 310 Installing Lower Housing On Transfer Plate
And Upper Housing
1
2
3
4
Fig. 308 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/169)
Fig. 309 Lower Housing Separator Plate
1 - BE SURE TO ALIGN BORES
2 - TRANSFER PLATE
3 - LOWER HOUSING (OVERDRIVE) SEPARATOR PLATE
UPPER HOUSING VALVE AND PLUG
Refer to (Fig. 311), (Fig. 312) and (Fig. 313) to perform the following steps.
(1) Lubricate valves, plugs, springs with clean
transmission fluid.
-
VALVE BODY SCREWS (13)
LOWER HOUSING
UPPER HOUSING
TRANSFER PLATE
(2) Assemble regulator valve line pressure plug,
sleeve, throttle plug and spring. Insert assembly in
upper housing and install cover plate. Tighten cover
plate screws to 4 N·m (35 in. lbs.) torque.
(3) Install 1-2 and 2-3 shift valves and springs.
(4) Install 1-2 shift control valve and spring.
(5) Install retainer, spring, limit valve, and 2-3
throttle plug from limit valve housing.
(6) Install limit valve housing and cover plate.
Tighten screws to 4 N·m (35 in. lbs.).
(7) Install shuttle valve as follows:
(a) Insert plastic guides in shuttle valve secondary spring and install spring on end of valve.
(b) Install shuttle valve into housing.
(c) Hold shuttle valve in place.
(d) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(e) Verify that spring and E-clip are properly
seated before proceeding.
(8) Install shuttle valve cover plate. Tighten cover
plate screws to 4 N·m (35 in. lbs.) torque.
(9) Install 1-2 and 2-3 valve governor plugs in
valve body.
(10) Install shuttle valve primary spring and
throttle plug.
(11) Align and install governor plug cover. Tighten
cover screws to 4 N·m (35 in. lbs.) torque.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 311 Shuttle and Boost Valve Locations
1
2
3
4
5
6
7
-
SPRING
RETAINER
BOOST VALVE
BOOST VALVE PLUG
SPRING GUIDES
E-CLIP
SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER
9 - SHUTTLE VALVE
10 - SHUTTLE VALVE PRIMARY SPRING
11 - GOVERNOR PLUG COVER
12 - THROTTLE PLUG
13 - UPPER HOUSING
14 - BOOST VALVE COVER
21 - 251
21 - 252
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 312 Upper Housing Control Valve Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
REGULATOR VALVE
SWITCH VALVE
REGULATOR VALVE SPRING
KICKDOWN VALVE
KICKDOWN DETENT
THROTTLE VALVE AND SPRING
8 - MANUAL VALVE
9 - 1-2 GOVERNOR PLUG
10 - GOVERNOR PLUG COVER
11 - THROTTLE PLUG
12 - 2-3 GOVERNOR PLUG
13 - SHUTTLE VALVE PRIMARY SPRING
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
Fig. 313 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER
LIMIT VALVE AND SPRING
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - LINE PRESSURE PLUG
12 - PLUG SLEEVE
13 - THROTTLE PRESSURE SPRING AND PLUG
BOOST VALVE TUBE AND BRACE
(1) Position valve body assembly so lower housing
is facing upward (Fig. 314).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 314).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 315).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 315).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 316).
(8) Tighten all valve body housing screws to 4 N·m
(35 in. lbs.) torque after tube and brace are installed.
Tighten screws in diagonal pattern starting at center
and working outward.
Fig. 314 Boost Valve Tube
1
2
3
4
-
BOOST VALVE TUBE
LOWER HOUSING
DISENGAGE THIS END OF TUBE FIRST
UPPER HOUSING
21 - 253
21 - 254
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
(7) Hold accumulator housing firmly in place and
install remaining two attaching screws. Be sure
springs and clutch valve plug are properly seated
(Fig. 318). Tighten screws to 4 N·m (35 in. lbs.).
Fig. 315 Boost Valve Tube And Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE
Fig. 317 Converter Clutch And 3-4 Shift Valve
Springs
1
2
3
4
-
RIGHT-SIDE SCREW
3-4 ACCUMULATOR
3-4 SHIFT VALVE SPRING
CONVERTER CLUTCH VALVE SPRING
Fig. 316 Securing Boost Valve Tube With Brace
Tabs
1 - BEND TABS UP AGAINST TUBE AS SHOWN
3-4 ACCUMULATOR
(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 317).
(2) Loosely attach accumulator housing with rightside screw (Fig. 317). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.
(3) Install 3-4 shift valve and spring.
(4) Install converter clutch timing valve and
spring.
(5) Position plug on end of converter clutch valve
spring. Then compress and hold springs and plug in
place with fingers of one hand.
(6) Swing accumulator housing upward over valve
springs and plug.
Fig. 318 Seating 3-4 Accumulator On Lower
Housing
1 - ACCUMULATOR BOX
2 - CONVERTER CLUTCH VALVE PLUG
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 255
VALVE BODY (Continued)
VALVE BODY FINAL
(1) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 N·m (35
in. lbs.) torque.
(2) Insert manual lever detent spring in upper
housing.
(3) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with
Retainer Tool 6583 (Fig. 319).
(4) Install throttle lever in upper housing. Then
install manual lever over throttle lever and start
manual lever into housing.
(5) Align manual lever with detent ball and manual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove
detent ball retainer tool after lever is seated.
(6) Then install manual lever seal, washer and
E-clip.
(7) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 320).
(8) Position line pressure adjusting screw in
adjusting screw bracket.
(9) Install spring on end of line pressure regulator
valve.
(10) Install switch valve spring on tang at end of
adjusting screw bracket.
(11) Install manual valve.
(12) Install throttle valve and spring.
(13) Install kickdown valve and detent.
(14) Install pressure regulator valve.
(15) Install switch valve.
(16) Position adjusting screw bracket on valve
body. Align valve springs and press bracket into
place. Install short, upper bracket screws first and
long bottom screw last. Verify that valve springs and
bracket are properly aligned. Then tighten all three
bracket screws to 4 N·m (35 in. lbs.) torque.
(17) Perform Line Pressure and Throttle Pressure
adjustments. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/VALVE BODY - ADJUSTMENTS)
(18) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(19) Attach solenoid case connector to 3-4 accumulator with shoulder-type screw. Connector has small
locating tang that fits in dimple at top of accumulator housing (Fig. 321). Seat tang in dimple before
tightening connector screw.
(20) Install solenoid assembly and gasket. Tighten
solenoid attaching screws to 8 N·m (72 in. lbs.)
torque.
(21) Verify that solenoid wire harness is properly
routed (Fig. 322). Solenoid harness must be clear of
manual lever and park rod and not be pinched
between accumulator housing and cover.
Fig. 319 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 320 Manual And Throttle Lever Alignment
1
2
3
4
-
THROTTLE LEVER
MANUAL LEVER VALVE ARM
MANUAL VALVE
KICKDOWN VALVE
21 - 256
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
(7) Install retainer plate on governor body and
around solenoid. Be sure solenoid connector is positioned in retainer cutout.
(8) Align screw holes in governor body and transfer plate. Then install and tighten governor body
screws to 4 N·m (35 in. lbs.) torque.
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Install fluid filter and pan.
(11) Lower vehicle.
(12) Fill transmission with recommended fluid and
road test vehicle to verify repair.
INSTALLATION
Fig. 321 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
Fig. 322 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure solenoid and sensor.
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
body.
(5) Install governor pressure solenoid in governor
body. Push solenoid in until it snaps into place in
body.
(6) Position governor body gasket on transfer
plate.
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 323). Replace seals on connector body if cut or worn.
(2) Check condition of manual lever shaft seal in
transmission case. Replace seal if lip is cut or worn.
Install new seal with 15/16 deep well socket (Fig.
324).
(3) Check condition of seals on accumulator piston
(Fig. 325). Install new piston seals, if necessary.
(4) Place valve body manual lever in low (1 position) so ball on park lock rod will be easier to install
in sprag.
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness connector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn propeller shaft to align sprag and park lock teeth if necessary. The rod will click as it enters pawl. Move rod
to check engagement.
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.
(8) Install accumulator springs and piston into
case. Then swing valve body over piston and outer
spring to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N·m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N·m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft.
(14) Check and adjust front and rear bands if necessary.
AUTOMATIC TRANSMISSION - 46RE
BR/BE
21 - 257
VALVE BODY (Continued)
(15) Connect solenoid case connector wires.
(16) Install oil pan and new gasket. Tighten pan
bolts to 13.6 N·m (125 in. lbs.) torque.
(17) Lower vehicle and fill transmission with
Mopart ATF +4, type 9602, fluid.
(18) Check and adjust gearshift and throttle valve
cables, if necessary.
Fig. 325 Accumulator Piston Components
1
2
3
4
- INNER SPRING
- ACCUMULATOR PISTON
- OUTER SPRING
- SEAL RINGS
ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
Fig. 323 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS
There are two control pressure adjustments on the
valve body;
• Line Pressure
• Throttle Pressure
Line and throttle pressures are interdependent
because each affects shift quality and timing. As a
result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 326).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
Fig. 324 Manual Lever Shaft Seal
1 - 15/16'' SOCKET
2 - SEAL
NOTE: The 33.4 mm (1-5/16 in.) setting is an
approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension to
obtain desired pressure.
21 - 258
AUTOMATIC TRANSMISSION - 46RE
BR/BE
VALVE BODY (Continued)
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 327).
Push the gauge tool inward to compress the kickdown valve against the spring and bottom the throttle valve.
Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Fig. 326 Line Pressure Adjustment
1 - WRENCH
2 - 1–5/16 INCH
Fig. 327 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 259
AUTOMATIC TRANSMISSION - 47RE
TABLE OF CONTENTS
page
AUTOMATIC TRANSMISSION - 47RE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PRELIMINARY
DIAGNOSIS AND TESTING - ROAD
TESTING . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS . . . . . . . . . . .
SPECIFICATIONS
TRANSMISSION . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
RE TRANSMISSION
................
ACCUMULATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
BANDS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - BANDS
.............
ELECTRONIC GOVERNOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
EXTENSION HOUSING BUSHING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
. . 261
. . 263
. . 268
. . 269
. . 269
. . 270
. . 272
. . 273
. . 274
.
.
.
.
.
.
.
. 286
. 286
. 287
. 293
. 293
. 294
. 300
. . 302
. . 314
. . 316
. . 319
. . 320
. . 320
. . 320
. . 321
. . 321
.
.
.
.
. 322
. 323
. 324
. 324
. . 326
. . 326
page
EXTENSION HOUSING SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT . . . . . . . . . . . . . .
STANDARD PROCEDURE - TRANSMISSION
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - OIL PUMP
VOLUME CHECK . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT FRONT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT REAR BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OVERDRIVE CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
. 326
. 327
. 327
. 327
. 327
. 328
. 329
. 330
. 330
. 330
. 331
. 332
. 333
. 334
. 334
. 334
. 334
. 335
. 335
. 336
. 336
. 336
. 337
. 338
. 339
. 340
. 342
. 342
. 343
. 343
. 343
. 343
21 - 260
AUTOMATIC TRANSMISSION - 47RE
OVERDRIVE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OVERDRIVE UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
OVERRUNNING CLUTCH CAM/OVERDRIVE
PISTON RETAINER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
PARK/NEUTRAL POSITION SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PISTONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
REAR CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
REAR SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
. 344
. 344
. 344
. 344
. 345
. 345
. 346
. 353
. 353
. 354
. 362
. 363
. 363
. 364
. 364
. 364
. 364
. 367
. 367
. 367
. 367
. 367
. 369
. 369
. 369
. 371
. 371
. 375
. 375
. 376
. 377
. 377
. 377
. 378
BR/BE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
SHIFT MECHANISM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . .
SOLENOID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
THROTTLE VALVE CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - TRANSMISSION THROTTLE
VALVE CABLE . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE . . . . . . .
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
VALVE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - VALVE BODY . . . . . . . . . .
. 378
. 378
. 379
. 379
. 379
. 379
. 380
. 380
. 381
. 381
. 381
. 381
. 382
. 384
. 388
. 389
. 389
. 390
. 390
. 390
. 390
. 390
. 391
. 394
. 407
. 409
. 418
. 419
. 420
. 428
. 428
BR/BE
AUTOMATIC TRANSMISSION 47RE
DESCRIPTION
The 47RE (Fig. 1) is a four speed fully automatic
transmissions with an electronic governor. The 47RE
is equipped with a lock-up clutch in the torque converter. First through third gear ranges are provided
by the clutches, bands, overrunning clutch, and planetary gear sets in the transmission. Fourth gear
range is provided by the overdrive unit that contains
an overdrive clutch, direct clutch, planetary gear set,
and overrunning clutch.
AUTOMATIC TRANSMISSION - 47RE
21 - 261
The transmission contains a front, rear, and direct
clutch which function as the input driving components. It also contains the kickdown (front) and the
low/reverse (rear) bands which, along with the overrunning clutch and overdrive clutch, serve as the
holding components. The driving and holding components combine to select the necessary planetary gear
components, in the front, rear, or overdrive planetary
gear set, transfer the engine power from the input
shaft through to the output shaft.
The valve body is mounted to the lower side of the
transmission and contains the valves to control pressure regulation, fluid flow control, and clutch/band
application. The oil pump is mounted at the front of
the transmission and is driven by the torque converter hub. The pump supplies the oil pressure necessary for clutch/band actuation and transmission
lubrication.
21 - 262
AUTOMATIC TRANSMISSION - 47RE
BR/BE
Fig. 1 47RE Transmission
AUTOMATIC TRANSMISSION - 47RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 263
AUTOMATIC TRANSMISSION - 47RE (Continued)
1 - TORQUE CONVERTER
2 - INPUT SHAFT
3 - OIL PUMP
4 - FRONT BAND
5 - FRONT CLUTCH
6 - REAR CLUTCH
7 - PLANETARIES
8 - REAR BAND
9 - OVERRUNNING CLUTCH
10 - OVERDRIVE CLUTCH
11 - DIRECT CLUTCH
12 - PLANETARY GEAR
13 - OUTPUT SHAFT
14 - SEAL
15 - INTERMEDIATE SHAFT
16 - OVERDRIVE OVERRUNNING CLUTCH
17 - DIRECT CLUTCH SPRING
18 - OVERDRIVE PISTON RETAINER
19 - FILTER
20 - VALVE BODY
IDENTIFICATION
OPERATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan gasket surface (Fig. 2). Refer to this information when
ordering replacement parts.
The application of each driving or holding component is controlled by the valve body based upon the
manual lever position, throttle pressure, and governor pressure. The governor pressure is a variable
pressure input to the valve body and is one of the
signals that a shift is necessary. First through fourth
gear are obtained by selectively applying and releasing the different clutches and bands. Engine power is
thereby routed to the various planetary gear assemblies which combine with the overrunning clutch
assemblies to generate the different gear ratios. The
torque converter clutch is hydraulically applied and
is released when fluid is vented from the hydraulic
circuit by the torque converter control (TCC) solenoid
on the valve body. The torque converter clutch is controlled by the Powertrain Control Module (PCM). The
torque converter clutch engages in fourth gear, and
in third gear under various conditions, such as when
the O/D switch is OFF, when the vehicle is cruising
on a level surface after the vehicle has warmed up.
The torque converter clutch will disengage momentarily when an increase in engine load is sensed by
the PCM, such as when the vehicle begins to go
uphill or the throttle pressure is increased. The
torque converter clutch feature increases fuel economy and reduces the transmission fluid temperature.
Since the overdrive clutch is applied in fourth gear
only and the direct clutch is applied in all ranges
except fourth gear, the transmission operation for
park, neutral, and first through third gear will be
described first. Once these powerflows are described,
the third to fourth shift sequence will be described.
Fig. 2 Transmission Part and Serial Number
Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER
GEAR RATIOS
The 47RE gear ratios are:
1st .
2nd
3rd .
4th .
Rev.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.45:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.45:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.69:1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21
21 - 264
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
PARK POWERFLOW
As the engine is running and the crankshaft is
rotating, the flexplate and torque converter, which
are also bolted to it, are all rotating in a clockwise
direction as viewed from the front of the engine. The
notched hub of the torque converter is connected to
the oil pump’s internal gear, supplying the transmission with oil pressure. As the converter turns, it
turns the input shaft in a clockwise direction. As the
input shaft is rotating, the front clutch hub-rear
clutch retainer and all their associated parts are also
rotating, all being directly connected to the input
shaft. The power flow from the engine through the
front clutch hub and rear clutch retainer stops at the
rear clutch retainer. Therefore, no power flow to the
output shaft occurs because no clutches are applied.
The only mechanism in use at this time is the parking sprag (Fig. 3), which locks the parking gear on
the output shaft to the transmission case.
Fig. 4 Neutral Powerflow
1
2
3
4
5
-
PAWL DISENGAGED FOR NEUTRAL
PARK SPRAG
OUTPUT SHAFT
CAM
PAWL
REVERSE POWERFLOW
Fig. 3 Park Powerflow
1 - LEVER ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT
NEUTRAL POWERFLOW
With the gear selector in the NEUTRAL position
(Fig. 4), the power flow of the transmission is essentially the same as in the park position. The only
operational difference is that the parking sprag has
been disengaged, unlocking the output shaft from the
transmission case and allowing it to move freely.
When the gear selector is moved into the
REVERSE position (Fig. 5), the front clutch and the
rear band are applied. With the application of the
front clutch, engine torque is applied to the sun gear,
turning it in a clockwise direction. The clockwise
rotation of the sun gear causes the rear planet pinions to rotate against engine rotation in a counterclockwise direction. The rear band is holding the low
reverse drum, which is splined to the rear carrier.
Since the rear carrier is being held, the torque from
the planet pinions is transferred to the rear annulus
gear, which is splined to the output shaft. The output
shaft in turn rotates with the annulus gear in a
counterclockwise direction giving a reverse gear output. The entire transmission of torque is applied to
the rear planetary gearset only. Although there is
torque input to the front gearset through the sun
gear, no other member of the gearset is being held.
During the entire reverse stage of operation, the
front planetary gears are in an idling condition.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 265
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 5 Reverse Powerflow
1
2
3
4
-
FRONT CLUTCH ENGAGED
OUTPUT SHAFT
LOW/REVERSE BAND APPLIED
INPUT SHAFT
FIRST GEAR POWERFLOW
When the gearshift lever is moved into the DRIVE
position the transmission goes into first gear (Fig. 6).
As soon as the transmission is shifted from PARK or
NEUTRAL to DRIVE, the rear clutch applies, applying the rear clutch pack to the front annulus gear.
Engine torque is now applied to the front annulus
gear turning it in a clockwise direction. With the
front annulus gear turning in a clockwise direction, it
causes the front planets to turn in a clockwise direction. The rotation of the front planets cause the sun
to revolve in a counterclockwise direction. The sun
gear now transfers its counterclockwise rotation to
5
6
7
8
-
OUTPUT SHAFT
INPUT SHAFT
FRONT CLUTCH ENGAGED
LOW/REVERSE BAND APPLIED
the rear planets which rotate back in a clockwise
direction. With the rear annulus gear stationary, the
rear planet rotation on the annulus gear causes the
rear planet carrier to revolve in a counterclockwise
direction. The rear planet carrier is splined into the
low-reverse drum, and the low reverse drum is
splined to the inner race of the over-running clutch.
With the over-running clutch locked, the planet carrier is held, and the resulting torque provided by the
planet pinions is transferred to the rear annulus
gear. The rear annulus gear is splined to the output
shaft and rotated along with it (clockwise) in an
underdrive gear reduction mode.
21 - 266
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 6 First Gear Powerflow
1
2
3
4
-
OUTPUT SHAFT
OVER-RUNNING CLUTCH HOLDING
REAR CLUTCH APPLIED
OUTPUT SHAFT
SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.
5
6
7
8
-
OVER-RUNNING CLUTCH HOLDING
INPUT SHAFT
REAR CLUTCH APPLIED
INPUT SHAFT
Now that the front band is holding the sun gear stationary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 267
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 7 Second Gear Powerflow
1
2
3
4
5
-
KICKDOWN BAND APPLIED
OUTPUT SHAFT
REAR CLUTCH ENGAGED
OUTPUT SHAFT
OVER-RUNNING CLUTCH FREE-WHEELING
DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2-3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clockwise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the front
6
7
8
9
-
INPUT SHAFT
REAR CLUTCH APPLIED
KICKDOWN BAND APPLIED
INPUT SHAFT
annulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
21 - 268
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 8 Direct Drive Powerflow
1
2
3
4
5
-
FRONT CLUTCH APPLIED
OVER-RUNNING CLUTCH FREE-WHEELING
OUTPUT SHAFT
REAR CLUTCH APPLIED
OUTPUT SHAFT
FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically controlled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not energized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
overdrive control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the overdrive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
6 - INPUT SHAFT
7 - OVER-RUNNING CLUTCH FREE-WHEELING
8 - REAR CLUTCH APPLIED
9 - FRONT CLUTCH APPLIED
10 - INPUT SHAFT
valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accelerating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incorrect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system malfunctions or electrical/mechanical component malfunctions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A road
test will determine if further diagnosis is necessary.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 269
AUTOMATIC TRANSMISSION - 47RE (Continued)
DIAGNOSIS AND TESTING - PRELIMINARY
(b) If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmission and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate procedure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if complaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift problems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analysis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Application chart provides a basis for analyzing road test
results.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITION
TRANSMISSION CLUTCHES AND BANDS
FRONT
CLUTCH
Reverse
X
FRONT
BAND
REAR
CLUTCH
X
Drive Second
OVERDRIVE
CLUTCH
X
OVERRUNNING
CLUTCH
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Drive Fourth
X
X
X
DIRECT
CLUTCH
X
Drive Third
Manual
First
OVERRUNNING
CLUTCH
X
Drive First
Manual
Second
REAR
BAND
OVERDRIVE CLUTCHES
X
X
X
X
X
21 - 270
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Note that the rear clutch is applied in all forward
ranges (D, 2, 1). The transmission overrunning clutch
is applied in first gear (D, 2 and 1 ranges) only. The
rear band is applied in 1 and R range only.
Note that the overdrive clutch is applied only in
fourth gear and the overdrive direct clutch and overrunning clutch are applied in all ranges except fourth
gear.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is faulty. Similarly, if slippage
occurs in any two forward gears, the rear clutch is
slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By selecting another gear which does not use these clutches,
the slipping unit can be determined. For example, if
the transmission also slips in Reverse, the front
clutch is slipping. If the transmission does not slip in
Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Similarly, if the direct clutch were to fail, the transmission would lose both reverse gear and overrun
braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.
This process of elimination can be used to identify
a slipping unit and check operation. Proper use of
the Clutch and Band Application Chart is the key.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usually cannot be determined until hydraulic and air
pressure tests are performed. Practically any condition can be caused by leaking hydraulic circuits or
sticking valves.
Unless a malfunction is obvious, such as no drive
in D range first gear, do not disassemble the transmission. Perform the hydraulic and air pressure tests
to help determine the probable cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse.
An accurate tachometer and pressure test gauges
are required. Test Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psi
range and is used at the rear servo and overdrive
ports where pressures exceed 100 psi.
Pressure Test Port Locations
Test ports are located at both sides of the transmission case (Fig. 9).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case.
Fig. 9 Pressure Test Port Locations
1
2
3
4
5
- REAR SERVO TEST PORT
- GOVERNOR TEST PORT
- ACCUMULATOR TEST PORT
- FRONT SERVO TEST PORT
- OVERDRIVE CLUTCH TEST PORT
Test One - Transmission In Manual Low
This test checks pump output, pressure regulation,
and condition of the rear clutch and servo circuit.
Both test gauges are required for this test.
(1) Connect tachometer to engine. Position tachometer so it can be observed from driver seat if helper
will be operating engine. Raise vehicle on hoist that
will allow rear wheels to rotate freely.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 271
AUTOMATIC TRANSMISSION - 47RE (Continued)
(2) Connect 100 psi Gauge C-3292 to accumulator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Disconnect throttle and gearshift cables from
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm.
(5) Move transmission shift lever fully forward
into 1 range.
(6) Gradually move transmission throttle lever
from full forward to full rearward position and note
pressures on both gauges:
• Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
throttle lever is moved rearward.
• Rear servo pressure should be same as line pressure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
This test checks pump output, line pressure and
pressure regulation. Use 100 psi Test Gauge C-3292
for this test.
(1) Leave vehicle in place on hoist and leave Test
Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rearward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full forward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three - Transmission In D Range Third Gear
This test checks pressure regulation and condition
of the clutch circuits. Both test gauges are required
for this test.
(1) Turn OD switch off.
(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
for this test.
(4) Have helper start and run engine at 1600 rpm
for this test.
(5) Move transmission shift lever two detents rearward from full forward position. This is D range.
(6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
full rearward position:
• Line pressure at accumulator in D range third
gear, should be 54-60 psi (372-414 kPa) with throttle
lever forward and increase as lever is moved rearward.
• Front servo pressure in D range third gear,
should be within 3 psi (21 kPa) of line pressure up to
kickdown point.
Test Four - Transmission In Reverse
This test checks pump output, pressure regulation
and the front clutch and rear servo circuits. Use 300
psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward from full forward position. This is Reverse
range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
This test checks governor operation by measuring
governor pressure response to changes in vehicle
speed. It is usually not necessary to check governor
operation unless shift speeds are incorrect or if the
transmission will not downshift. The test should be
performed on the road or on a hoist that will allow
the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rearward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
• Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotating.
• If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pressure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7) Compare results of pressure test with analysis
chart.
21 - 272
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Test Six - Transmission In Overdrive Fourth Gear
This test checks line pressure at the overdrive
clutch in fourth gear range. Use 300 psi Test Gauge
C-3293-SP for this test. The test should be performed
on the road or on a chassis dyno.
(1) Remove tachometer; it is not needed for this
test.
(2) Move 300 psi Gauge to overdrive clutch pressure test port. Then remove other gauge and reinstall
test port plug.
(3) Lower vehicle.
(4) Turn OD switch on.
(5) Secure test gauge so it can be viewed from
drivers seat.
(6) Start engine and shift into D range.
(7) Increase vehicle speed gradually until 3-4 shift
occurs and note gauge pressure.
(8) Pressure should be 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION
TEST CONDITION
INDICATION
Lubrication pressure low
at all throttle positions
Clogged fluid cooler or
lines, seal rings leaking,
worn pump bushings,
pump, clutch retainer, or
clogged filter.
Line pressure high
Output shaft plugged,
sticky regulator valve
Line pressure low
Sticky regulator valve,
clogged filter, worn pump
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION
Air-pressure testing can be used to check transmission front/rear clutch and band operation. The test
can be conducted with the transmission either in the
vehicle or on the work bench, as a final check, after
overhaul.
Air-pressure testing requires that the oil pan and
valve body be removed from the transmission. The
servo and clutch apply passages are shown (Fig. 10).
INDICATION
Line pressure OK during
any one test
Pump and regulator
valve OK
Line pressure OK in R
but low in D, 2, 1
Leakage in rear clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear Range
Overdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and R
Leakage in front clutch
area
Pressure OK in 2 but low
in R and 1
Leakage in rear servo
Front servo pressure in 2
Leakage in servo; broken
servo ring or cracked
servo piston
Pressure low in all
positions
Clogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speed
Governor pressure
solenoid valve system
fault. Refer to diagnostic
book.
Governor pressure low at
all mph figures
Faulty governor pressure
solenoid, transmission
control module, or
governor pressure
sensor
Fig. 10 Air Pressure Test Passages
1 - LINE PRESSURE TO ACCUMULATOR
2 - REAR SERVO APPLY
3 - FRONT SERVO APPLY
4 - FRONT SERVO RELEASE
5 - PUMP SUCTION
6 - PUMP PRESSURE
7 - FRONT CLUTCH APPLY
8 - REAR CLUTCH APPLY
9 - TO TORQUE CONVERTOR
10 - TO COOLER
11 - FROM TORQUE CONVERTER
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 273
AUTOMATIC TRANSMISSION - 47RE (Continued)
Front Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through front clutch apply passage. Piston movement can be felt and a soft thump
heard as the clutch applies.
Rear Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage.
Piston movement can be felt and a soft thump heard
as the clutch applies.
Front Servo Air Test
Apply air pressure to the front servo apply passage. The servo rod should extend and cause the
band to tighten around the drum. Spring pressure
should release the servo when air pressure is
removed.
Rear Servo Air Test
Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring pressure should
release the servo when air pressure is removed.
Fig. 11 Converter Housing Leak Paths
1
2
3
4
5
6
7
-
PUMP SEAL
PUMP VENT
PUMP BOLT
PUMP GASKET
CONVERTER HOUSING
CONVERTER
REAR MAIN SEAL LEAK
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When diagnosing converter housing fluid leaks,
two items must be established before repair.
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or fill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Pump seal leaks tend to move along the
drive hub and onto the rear of the converter. Pump
body leaks follow the same path as a seal leak (Fig.
11). Pump vent or pump attaching bolt leaks are generally deposited on the inside of the converter housing and not on the converter itself (Fig. 11). Pump
o-ring or gasket leaks usually travel down the inside
of the converter housing. Front band lever pin plug
leaks are generally deposited on the housing and not
on the converter.
TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
(1) Leaks at the weld joint around the outside
diameter weld (Fig. 12).
(2) Leaks at the converter hub weld (Fig. 12).
Fig. 12 Converter Leak Points - Typical
1
2
3
4
-
OUTSIDE DIAMETER WELD
TORQUE CONVERTER HUB WELD
STARTER RING GEAR
LUG
CONVERTER HOUSING AREA LEAK CORRECTION
(1) Remove converter.
(2) Tighten front band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out when oil pump is
removed.
(3) Remove oil pump and remove pump seal.
Inspect pump housing drainback and vent holes for
obstructions. Clear holes with solvent and wire.
(4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is
21 - 274
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
scored, either polish it with crocus cloth or replace
converter.
(5) Install new pump seal, O-ring, and gasket.
Replace oil pump if cracked, porous or damaged in
any way. Be sure to loosen the front band before
installing the oil pump, damage to the oil pump seal
may occur if the band is still tightened to the front
clutch retainer.
(6) Loosen kickdown lever pin access plug three
turns. Apply Loctite™ 592, or Permatext No. 2 to
plug threads and tighten plug to 17 N·m (150 in. lbs.)
torque.
(7) Adjust front band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install converter.
(9) Install transmission and converter housing
dust shield.
(10) Lower vehicle.
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS
The diagnosis charts provide additional reference
when diagnosing a transmission fault. The charts
provide general information on a variety of transmission, overdrive unit and converter clutch fault conditions.
The hydraulic flow charts in the Schematics and
Diagrams section of this group, outline fluid flow and
hydraulic circuitry. Circuit operation is provided for
PARK, NEUTRAL, FIRST, SECOND, THIRD,
FOURTH, MANUAL FIRST, MANUAL SECOND,
and REVERSE gear ranges. Normal working pressures are also supplied for each of the gear ranges.
DIAGNOSIS CHARTS
CONDITION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Add Fluid
2. Throttle Linkage Mis-adjusted.
2. Adjust linkage - setting may be too long.
3. Mount and Driveline Bolts Loose.
3. Check engine mount, transmission
mount, propeller shaft, rear spring to body
bolts, rear control arms, crossmember and
axle bolt torque. Tighten loose bolts and
replace missing bolts.
4. U-Joint Worn/Broken.
4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect.
5. Check per Service Manual. Correct as
needed.
6. Hydraulic Pressure Incorrect.
6. Check pressure. Remove, overhaul or
adjust valve body as needed.
7. Band Mis-adjusted.
7. Adjust rear band.
8. Valve Body Check Balls Missing.
8. Inspect valve body for proper check ball
installation.
9. Axle Pinion Flange Loose.
9. Replace nut and check pinion threads
before installing new nut. Replace pinion
gear if threads are damaged.
10. Clutch, band or planetary
component damaged.
10. Remove, disassemble and repair
transmission as necessary.
11. Converter Clutch Faulty.
11. Replace converter and flush cooler and
line before installing new converter.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 275
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
DELAYED ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)
NO DRIVE RANGE
(REVERSE OK)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Correct level and check for leaks.
2. Filter Clogged.
2. Change filter.
3. Gearshift Linkage Mis-adjusted.
3. Adjust linkage and repair linkage if worn
or damaged.
4. Torque Converter Drain Back (Oil
drains from torque converter into
transmission sump).
4. If vehicle moves normally after 5
seconds after shifting into gear, no repair is
necessary. If longer, inspect pump bushing
for wear. Replace pump house.
5. Rear Band Mis-adjusted.
5. Adjust band.
6. Valve Body Filter Plugged.
6. Replace fluid and filter. If oil pan and old
fluid were full of clutch disc material and/or
metal particles, overhaul will be necessary.
7. Oil Pump Gears Worn/Damaged.
7. Remove transmission and replace oil
pump.
8. Governor Circuit and Solenoid
Valve Electrical Fault.
8. Test with DRBT scan tool and repair as
required.
9. Hydraulic Pressure Incorrect.
9. Perform pressure test, remove
transmission and repair as needed.
10. Reaction Shaft Seal Rings
Worn/Broken.
10. Remove transmission, remove oil pump
and replace seal rings.
11. Rear Clutch/Input Shaft, Rear
Clutch Seal Rings Damaged.
11. Remove and disassemble transmission
and repair as necessary.
12. Regulator Valve Stuck.
12. Clean.
13. Cooler Plugged.
13. Transfer case failure can plug cooler.
1. Fluid Level Low.
1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.
2. Repair or replace linkage components.
3. Rear Clutch Burnt.
3. Remove and disassemble transmission
and rear clutch and seals. Repair/replace
worn or damaged parts as needed.
4. Valve Body Malfunction.
4. Remove and disassemble valve body.
Replace assembly if any valves or bores
are damaged.
5. Transmission Overrunning Clutch
Broken.
5. Remove and disassemble transmission.
Replace overrunning clutch.
6. Input Shaft Seal Rings Worn/
Damaged.
6. Remove and disassemble transmission.
Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken.
7. Remove and repair.
21 - 276
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
NO DRIVE OR REVERSE
(VEHICLE WILL NOT
MOVE)
SHIFTS DELAYED OR
ERRATIC (SHIFTS ALSO
HARSH AT TIMES)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.
2. Inspect, adjust and reassemble linkage
as needed. Replace worn/damaged parts.
3. U-Joint/Axle/Transfer Case
Broken.
3. Perform preliminary inspection procedure
for vehicle that will not move. Refer to
procedure in diagnosis section.
4. Filter Plugged.
4. Remove and disassemble transmission.
Repair or replace failed components as
needed. Replace filter. If filter and fluid
contained clutch material or metal particles,
an overhaul may be necessary. Perform
lube flow test. Flush oil. Replace cooler as
necessary.
5. Oil Pump Damaged.
5. Perform pressure test to confirm low
pressure. Replace pump body assembly if
necessary.
6. Valve Body Malfunctioned.
6. Check and inspect valve body. Replace
valve body (as assembly) if any valve or
bore is damaged. Clean and reassemble
correctly if all parts are in good condition.
7. Transmission Internal Component
Damaged.
7. Remove and disassemble transmission.
Repair or replace failed components as
needed.
8. Park Sprag not Releasing - Check
Stall Speed, Worn/Damaged/Stuck.
8. Remove, disassemble, repair.
9. Torque Converter Damage.
9. Inspect and replace as required.
1. Fluid Level Low/High.
1. Correct fluid level and check for leaks if
low.
2. Fluid Filter Clogged.
2. Replace filter. If filter and fluid contained
clutch material or metal particles, an
overhaul may be necessary. Perform lube
flow test.
3. Throttle Linkage Mis-adjusted.
3. Adjust linkage as described in service
section.
4. Throttle Linkage Binding.
4. Check cable for binding. Check for return
to closed throttle at transmission.
5. Gearshift Linkage/Cable
Mis-adjusted.
5. Adjust linkage/cable as described in
service section.
6. Clutch or Servo Failure.
6. Remove valve body and air test clutch,
and band servo operation. Disassemble
and repair transmission as needed.
7. Governor Circuit Electrical Fault.
7. Test using DRBT scan tool and repair as
required.
8. Front Band Mis-adjusted.
8. Adjust band.
9. Pump Suction Passage Leak.
9. Check for excessive foam on dipstick
after normal driving. Check for loose pump
bolts, defective gasket. Replace pump
assembly if needed.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 277
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
NO REVERSE (D RANGES
OK)
POSSIBLE CAUSES
CORRECTION
1. Gearshift Linkage/Cable
Mis-adjusted/Damaged.
1. Repair or replace linkage parts as
needed.
2. Park Sprag Sticking.
2. Replace overdrive annulus gear.
3. Rear Band Mis-adjusted/Worn.
3. Adjust band; replace.
4. Valve Body Malfunction.
4. Remove and service valve body. Replace
valve body if any valves or valve bores are
worn or damaged.
5. Rear Servo Malfunction.
5. Remove and disassemble transmission.
Replace worn/damaged servo parts as
necessary.
6. Direct Clutch in Overdrive Worn.
6. Disassemble overdrive. Replace worn or
damaged parts.
7. Front Clutch Burnt.
7. Remove and disassemble transmission.
Replace worn, damaged clutch parts as
required.
1. Governor Circuit Electrical Fault.
1. Test using DRBT scan tool and repair as
required.
2. Valve Body Malfunction.
2. Repair stuck 1-2 shift valve or governor
plug.
3. Front Servo/Kickdown Band
Damaged/Burned.
3. Repair/replace.
MOVES IN 2ND OR 3RD
GEAR, ABRUPTLY
DOWNSHIFTS TO LOW
1. Valve Body Malfunction.
1. Remove, clean and inspect. Look for
stuck 1-2 valve or governor plug.
NO LOW GEAR (MOVES
IN 2ND OR 3RD GEAR
ONLY)
1. Governor Circuit Electrical Fault.
1. Test with DRBT scan tool and repair as
required.
2. Valve Body Malfunction.
2. Remove, clean and inspect. Look for
sticking 1-2 shift valve, 2-3 shift valve,
governor plug or broken springs.
3. Front Servo Piston Cocked in
Bore.
3. Inspect servo and repair as required.
4. Front Band Linkage Malfunction
4. Inspect linkage and look for bind in
linkage.
HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)
21 - 278
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
NO KICKDOWN OR
NORMAL DOWNSHIFT
STUCK IN LOW GEAR
(WILL NOT UPSHIFT)
CREEPS IN NEUTRAL
POSSIBLE CAUSES
CORRECTION
1. Throttle Linkage Mis-adjusted.
1. Adjust linkage.
2. Accelerator Pedal Travel
Restricted.
2. Verify floor mat is not under pedal, repair
worn accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures
Too High or Too Low Due to Valve
Body Malfunction or Incorrect
Hydraulic Control Pressure
Adjustments.
3. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
4. Governor Circuit Electrical Fault.
4. Test with DRBT scan tool and repair as
required.
5. Valve Body Malfunction.
5. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
6. TPS Malfunction.
6. Replace sensor, check with DRBT scan
tool.
7. PCM Malfunction.
7. Check with DRBT scan tool and replace
if required.
8. Valve Body Malfunction.
8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift
valve, 3-4 timing valve.
1. Throttle Linkage Mis-adjusted/
Stuck.
1. Adjust linkage and repair linkage if worn
or damaged. Check for binding cable or
missing return spring.
2. Gearshift Linkage Mis-adjusted.
2. Adjust linkage and repair linkage if worn
or damaged.
3. Governor Component Electrical
Fault.
3. Check operating pressures and test with
DRBT scan tool, repair faulty component.
4. Front Band Out of Adjustment.
4. Adjust Band.
5. Clutch or Servo Malfunction.
5. Air pressure check operation of clutches
and bands. Repair faulty component.
1. Gearshift Linkage Mis-adjusted.
1. Adjust linkage.
2. Rear Clutch Dragging/Warped.
2. Disassemble and repair.
3. Valve Body Malfunction.
3. Perform hydraulic pressure test to
determine cause and repair as required.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 279
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
BUZZING NOISE
SLIPS IN REVERSE ONLY
SLIPS IN FORWARD
DRIVE RANGES
SLIPS IN LOW GEAR 9D9
ONLY, BUT NOT IN
MANUAL 1 POSITION
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low
1. Add fluid and check for leaks.
2. Shift Cable Mis-assembled.
2. Route cable away from engine and bell
housing.
3. Valve Body Mis-assembled.
3. Remove, disassemble, inspect valve
body. Reassemble correctly if necessary.
Replace assembly if valves or springs are
damaged. Check for loose bolts or screws.
4. Pump Passages Leaking.
4. Check pump for porous casting, scores
on mating surfaces and excess rotor
clearance. Repair as required. Loose pump
bolts.
5. Cooling System Cooler Plugged.
5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged.
6. Replace clutch.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Gearshift Linkage Mis-adjusted.
2. Adjust linkage.
3. Rear Band Mis-adjusted.
3. Adjust band.
4. Rear Band Worn.
4. Replace as required.
5. Overdrive Direct Clutch Worn.
5. Disassemble overdrive. Repair as
needed.
6. Hydraulic Pressure Too Low.
6. Perform hydraulic pressure tests to
determine cause.
7. Rear Servo Leaking.
7. Air pressure check clutch-servo operation
and repair as required.
8. Band Linkage Binding.
8. Inspect and repair as required.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Fluid Foaming.
2. Check for high oil level, bad pump
gasket or seals, dirt between pump halves
and loose pump bolts. Replace pump if
necessary.
3. Throttle Linkage Mis-adjusted.
3. Adjust linkage.
4. Gearshift Linkage Mis-adjusted.
4. Adjust linkage.
5. Rear Clutch Worn.
5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to
Worn Pump, Incorrect Control
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking,
Leaking Seal Rings, Clutch Seals
Leaking, Servo Leaks, Clogged Filter
or Cooler Lines.
6. Perform hydraulic and air pressure tests
to determine cause.
7. Rear Clutch Malfunction, Leaking
Seals or Worn Plates.
7. Air pressure check clutch-servo operation
and repair as required.
8. Overrunning Clutch Worn, Not
Holding (Slips in 1 Only).
8. Replace Clutch.
Overrunning Clutch Faulty.
Replace overrunning clutch.
21 - 280
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
GROWLING, GRATING OR
SCRAPING NOISES
DRAGS OR LOCKS UP
NO 4-3 DOWNSHIFT
POSSIBLE CAUSES
CORRECTION
1. Drive Plate Broken.
1. Replace.
2. Torque Converter Bolts Hitting
Dust Shield.
2. Dust shield bent. Replace or repair.
3. Planetary Gear Set Broken/
Seized.
3. Check for debris in oil pan and repair as
required.
4. Overrunning Clutch Worn/Broken.
4. Inspect and check for debris in oil pan.
Repair as required.
5. Oil Pump Components Scored/
Binding.
5. Remove, inspect and repair as required.
6. Output Shaft Bearing or Bushing
Damaged.
6. Remove, inspect and repair as required.
7. Clutch Operation Faulty.
7. Perform air pressure check and repair as
required.
8. Front and Rear Bands Misadjusted.
8. Adjust bands.
1. Fluid Level Low.
1. Check and adjust level.
2. Clutch Dragging/Failed
2. Air pressure check clutch operation and
repair as required.
3. Front or Rear Band Mis-adjusted.
3. Adjust bands.
4. Case Leaks Internally.
4. Check for leakage between passages in
case.
5. Servo Band or Linkage
Malfunction.
5. Air pressure check servo operation and
repair as required.
6. Overrunning Clutch Worn.
6. Remove and inspect clutch. Repair as
required.
7. Planetary Gears Broken.
7. Remove, inspect and repair as required
(look for debris in oil pan).
8. Converter Clutch Dragging.
8. Check for plugged cooler. Perform flow
check. Inspect pump for excessive side
clearance. Replace pump as required.
1. Circuit Wiring and/or Connectors
Shorted.
1. Test wiring and connectors with test lamp
and volt/ohmmeter. Repair wiring as
necessary. Replace connectors and/or
harnesses as required.
2. PCM Malfunction.
2. Check PCM operation with DRBT scan
tool. Replace PCM only if faulty.
3. TPS Malfunction
3. Check TPS with DRBT scan tool at PCM.
4. Lockup Solenoid Not Venting.
4. Remove valve body and replace solenoid
assembly if plugged or shorted.
5. Overdrive Solenoid Not Venting.
5. Remove valve body and replace solenoid
if plugged or shorted.
6. Valve Body Valve Sticking.
6. Repair stuck 3-4 shift valve or lockup
timing valve.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 281
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
NO 4-3 DOWNSHIFT
WHEN CONTROL SWITCH
IS TURNED OFF
POSSIBLE CAUSES
CORRECTION
1. Control Switch Open/Shorted.
1. Test and replace switch if faulty.
2. Overdrive Solenoid Connector
Shorted.
2. Test solenoids and replace if seized or
shorted.
3. PCM Malfunction.
3. Test with DRBT scan tool. Replace PCM
if faulty.
4. Valve Body Stuck Valves.
4. Repair stuck 3-4, lockup or lockup timing
valve.
CLUNK NOISE FROM
DRIVELINE ON CLOSED
THROTTLE 4-3
DOWNSHIFT
1. Transmission Fluid Low.
1. Add Fluid.
2. Throttle Cable Mis-adjusted.
2. Adjust cable.
3. Overdrive Clutch Select Spacer
Wrong Spacer.
3. Replace overdrive piston thrust plate
spacer.
3-4 UPSHIFT OCCURS
IMMEDIATELY AFTER 2-3
SHIFT
1. Overdrive Solenoid Connector or
Wiring Shorted.
1. Test connector and wiring for loose
connections, shorts or ground and repair as
needed.
2. TPS Malfunction.
2. Test TPS and replace as necessary.
Check with DRBT scan tool.
3. PCM Malfunction.
3. Test PCM with DRBT scan tool and
replace controller if faulty.
4. Overdrive Solenoid Malfunction.
4. Replace solenoid.
5. Valve Body Malfunction.
5. Remove, disassemble, clean and inspect
valve body components. Make sure all
valves and plugs slide freely in bores.
Polish valves with crocus cloth if needed.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Shift Cable Incorrect Routing.
2. Check shift cable for correct routing.
Should not touch engine or bell housing.
WHINE/NOISE RELATED
TO ENGINE SPEED
21 - 282
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
NO 3-4 UPSHIFT
POSSIBLE CAUSES
CORRECTION
1. O/D Switch In OFF Position.
1. Turn control switch to ON position.
2. Overdrive Circuit Fuse Blown.
2. Replace fuse. Determine why fuse failed
and repair as necessary (i.e., shorts or
grounds in circuit).
3. O/D Switch Wire Shorted/Open
Cut.
3. Check wires/connections with 12V test
lamp and voltmeter. Repair damaged or
loose wire/connection as necessary.
4. Distance or Coolant Sensor
Malfunction.
4. Check with DRBT scan tool and repair or
replace as necessary.
5. TPS Malfunction.
5. Check with DRBT scan tool and replace
if necessary.
6. Neutral Sense to PCM Wire
Shorted/Cut.
6. Test switch/sensor as described in
service section and replace if necessary.
Engine no start.
7. PCM Malfunction.
7. Check with DRBT scan tool and replace
if necessary.
8. Overdrive Solenoid Shorted/Open.
8. Replace solenoid if shorted or open and
repair loose or damaged wires (DRBT scan
tool).
9. Solenoid Feed Orifice in Valve
Body Blocked.
9. Remove, disassemble, and clean valve
body thoroughly. Check feed orifice.
10. Overdrive Clutch Failed.
10. Disassemble overdrive and repair as
needed.
11. Hydraulic Pressure Low.
11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck.
12. Repair stuck 3-4 shift valve, 3-4 timing
valve.
13. O/D Piston Incorrect Spacer.
13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure.
14. Replace both seals.
15. O/D Check Valve/Orifice Failed.
15. Check for free movement and secure
assembly (in piston retainer). Check ball
bleed orifice.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 283
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
SLIPS IN OVERDRIVE
FOURTH GEAR
DELAYED 3-4 UPSHIFT
(SLOW TO ENGAGE)
POSSIBLE CAUSES
CORRECTION
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Overdrive Clutch Pack Worn.
2. Remove overdrive unit and rebuild clutch
pack.
3. Overdrive Piston Retainer Bleed
Orifice Blown Out.
3. Disassemble transmission, remove
retainer and replace orifice.
4. Overdrive Piston or Seal
Malfunction.
4. Remove overdrive unit. Replace seals if
worn. Replace piston if damaged. If piston
retainer is damaged, remove and
disassemble the transmission.
5. 3-4 Shift Valve, Timing Valve or
Accumulator Malfunction.
5. Remove and overhaul valve body.
Replace accumulator seals. Make sure all
valves operate freely in bores and do not
bind or stick. Make sure valve body screws
are correctly tightened and separator plates
are properly positioned.
6. Overdrive Unit Thrust Bearing
Failure.
6. Disassemble overdrive unit and replace
thrust bearing (NO. 1 thrust bearing is
between overdrive piston and clutch hub;
NO. 2 thrust bearing is between the
planetary gear and the direct clutch spring
plate; NO. 3 thrust bearing is between
overrunning clutch hub and output shaft).
7. O/D Check Valve/Bleed Orifice
Failure.
7. Check for function/secure orifice insert in
O/D piston retainer.
1. Fluid Level Low.
1. Add fluid and check for leaks.
2. Throttle Valve Cable Mis-adjusted.
2. Adjust throttle valve cable.
3. Overdrive Clutch Pack Worn/
Burnt.
3. Remove unit and rebuild clutch pack.
4. TPS Faulty.
4. Test with DRBT scan tool and replace as
necessary
5. Overdrive Clutch Bleed Orifice
Plugged.
5. Disassemble transmission and replace
orifice.
6. Overdrive Solenoid or Wiring
Shorted/Open.
6. Test solenoid and check wiring for
loose/corroded connections or shorts/
grounds. Replace solenoid if faulty and
repair wiring if necessary.
7. Overdrive Excess Clearance.
7. Remove unit. Measure end play and
select proper spacer.
8. O/D Check Valve Missing or
Stuck.
8. Check for presence of check valve.
Repair or replace as required.
21 - 284
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
POSSIBLE CAUSES
CORRECTION
TORQUE CONVERTER
LOCKS UP IN SECOND
AND/OR THIRD GEAR
Lockup Solenoid, Relay or Wiring
Shorted/Open.
Test solenoid, relay and wiring for
continuity, shorts or grounds. Replace
solenoid and relay if faulty. Repair wiring
and connectors as necessary.
HARSH 1-2, 2-3, 3-4 OR
3-2 SHIFTS
Lockup Solenoid Malfunction.
Remove valve body and replace solenoid
assembly.
NO START IN PARK OR
NEUTRAL
1. Gearshift Linkage/Cable
Mis-adjusted.
1. Adjust linkage/cable.
2. Neutral Sense Wire Open/Cut.
2. Check continuity with test lamp. Repair
as required.
3. Park/Neutral Switch, or
Transmission Range Sensor Faulty.
3. Refer to service section for test and
replacement procedure.
4. Park/Neutral Switch, or
Transmission Range Sensor
Connection Faulty.
4. Connectors spread open. Repair.
5. Valve Body Manual Lever
Assembly Bent/Worn/Broken.
5. Inspect lever assembly and replace if
damaged.
1. Direct Clutch Pack (front clutch)
Worn.
1. Disassemble unit and rebuild clutch
pack.
2. Rear Band Mis-adjusted.
2. Adjust band.
3. Front Clutch Malfunctioned/
Burned.
3. Air-pressure test clutch operation.
Remove and rebuild if necessary.
4. Overdrive Thrust Bearing Failure.
4. Disassemble geartrain and replace
bearings.
5. Direct Clutch Spring Collapsed/
Broken.
5. Remove and disassemble unit. Check
clutch position and replace spring.
NO REVERSE (OR SLIPS
IN REVERSE)
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 285
AUTOMATIC TRANSMISSION - 47RE (Continued)
CONDITION
OIL LEAKS.
NOISY OPERATION IN
FOURTH GEAR ONLY
POSSIBLE CAUSES
CORRECTION
1. Fluid Lines and Fittings Loose/
Leaks/Damaged.
1. Tighten fittings. If leaks persist, replace
fittings and lines if necessary.
2. Fill Tube (where tube enters case)
Leaks/Damaged.
2. Replace tube seal. Inspect tube for
cracks in fill tube.
3. Pressure Port Plug Loose
Loose/Damaged.
3. Tighten to correct torque. Replace plug
or reseal if leak persists.
4. Pan Gasket Leaks.
4. Tighten pan screws (150 in. lbs.). If leaks
persist, replace gasket.
5. Valve Body Manual Lever Shaft
Seal Leaks/Worn.
5. Replace shaft seal.
6. Rear Bearing Access Plate Leaks.
6. Replace gasket. Tighten screws.
7. Gasket Damaged or Bolts are
Loose.
7. Replace bolts or gasket or tighten both.
8. Adapter/Extension Gasket
Damaged Leaks/Damaged.
8. Replace gasket.
9. Park/Neutral Switch, or
Transmission Range Sensor
Leaks/Damaged.
9. Replace switch and gasket.
10. Converter Housing Area Leaks.
10. Check for leaks at seal caused by worn
seal or burr on converter hub (cutting seal),
worn bushing, missing oil return, oil in front
pump housing or hole plugged. Check for
leaks past O-ring seal on pump or past
pump-to-case bolts; pump housing porous,
oil coming out vent due to overfill or leak
past front band shaft access plug.
11. Pump Seal Leaks/Worn/
Damaged.
11. Replace seal.
12. Torque Converter Weld
Leak/Cracked Hub.
12. Replace converter.
13. Case Porosity Leaks.
13. Replace case.
1. Overdrive Clutch Discs, Plates or
Snap Rings Damaged.
1. Remove unit and rebuild clutch pack.
2. Overdrive Piston or Planetary
Thrust Bearing Damaged.
2. Remove and disassemble unit. Replace
either thrust bearing if damaged.
3. Output Shaft Bearings Scored/
Damaged.
3. Remove and disassemble unit. Replace
either bearing if damaged.
4. Planetary Gears Worn/Chipped.
4. Remove and overhaul overdrive unit.
5. Overdrive Unit Overrunning Clutch
Rollers Worn/Scored.
5. Remove and overhaul overdrive unit.
21 - 286
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the
use of Heli-Coils™, or equivalent. This repair consists of drilling out the worn-out damaged threads.
Then tap the hole with a special Heli-Coil™ tap, or
equivalent, and installing a Heli-Coil™ insert, or
equivalent, into the hole. This brings the hole back to
its original thread size.
Heli-Coil™, or equivalent, tools and inserts are
readily available from most automotive parts suppliers.
REMOVAL
The overdrive unit can be removed and serviced
separately. It is not necessary to remove the entire
transmission assembly to perform overdrive unit
repairs.
(1) Disconnect battery negative cable.
(2) Disconnect and lower or remove necessary
exhaust components.
(3) Remove engine-to-transmission struts, if
equipped (Fig. 13).
(4) Disconnect fluid cooler lines at transmission.
(5) Remove starter motor. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
(6) Disconnect and remove the crankshaft position
sensor. (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION
SENSOR
REMOVAL) Retain the sensor attaching bolts.
(7) Remove torque converter access cover.
(8) If transmission is being removed for overhaul,
remove transmission oil pan, drain fluid and reinstall
pan.
(9) Remove fill tube bracket bolts and pull tube
out of transmission. Retain fill tube seal (Fig. 13). On
4 x 4 models, it will also be necessary to remove bolt
attaching transfer case vent tube to converter housing (Fig. 14).
Fig. 14 Fill Tube Attachment
1
2
3
4
Fig. 13 Transmission-To-Engine Strut Attachment
1
2
3
4
-
ENGINE BLOCK
STRUT (PASSENGER SIDE)
ENGINE MOUNT
STRUT (DRIVER SIDE)
-
TRANSFER CASE VENT TUBE
FILL TUBE (V8)
TUBE SEAL
FILL TUBE (V6)
(10) Rotate crankshaft in clockwise direction until
converter bolts are accessible. Then remove bolts one
at a time. Rotate crankshaft with socket wrench on
dampener bolt.
(11) Mark propeller shaft and axle yokes for
assembly alignment. Then disconnect and remove
propeller shaft. On 4 x 4 models, remove both propeller shafts. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT REMOVAL)
(12) Disconnect wires from park/neutral position
switch and transmission solenoid.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 287
AUTOMATIC TRANSMISSION - 47RE (Continued)
(13) Disconnect gearshift rod and torque shaft
assembly from transmission.
(14) Disconnect throttle valve cable from transmission bracket and throttle valve lever.
(15) On 4 x 4 models, disconnect shift rod from
transfer case shift lever.
(16) Support rear of engine with safety stand or
jack.
(17) Raise transmission slightly with service jack
to relieve load on crossmember and supports.
(18) Remove bolts securing rear support and cushion to transmission and crossmember. Raise transmission slightly, slide exhaust hanger arm from
bracket (Fig. 15) and remove rear support.
DISASSEMBLY
(1) Clean exterior of transmission with suitable
solvent or pressure washer.
(2) Place transmission in vertical position.
(3) Measure the input shaft end play as follows
(Fig. 16).
(a) Attach Adapter 8266-5 to Handle 8266-8.
(b) Attach dial indicator C-3339 to Handle
8266-8.
(c) Install the assembled tool onto the input
shaft of the transmission and tighten the retaining
screw on Adapter 8266-5 to secure it to the input
shaft.
(d) Position the dial indicator plunger against a
flat spot on the oil pump and zero the dial indicator.
(e) Move input shaft in and out and record reading. Record the maximum travel for assembly reference
Fig. 15 Rear Support Cushion
1 - EXHAUST PIPE ARM AND BRACKET
2 - CROSSMEMBER
3 - REAR SUPPORT AND CUSHION
(19) Remove bolts attaching crossmember to frame
and remove crossmember.
(20) On 4 x 4 models, remove transfer case with
transmission jack or aid of helper.
(21) Remove all converter housing bolts.
(22) Carefully work transmission and torque converter assembly rearward off engine block dowels.
(23) Lower transmission and remove assembly
from under the vehicle.
(24) To remove torque converter, remove C-clamp
from edge of bell housing and carefully slide torque
converter out of the transmission.
Fig. 16 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
21 - 288
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
(4) Remove throttle and shift levers from valve
body manual shaft and throttle lever shaft.
(5) Remove transmission oil pan and gasket.
(6) Remove filter from valve body (Fig. 17). Keep
filter screws separate from other valve body screws.
Filter screws are longer and should be kept with filter.
Fig. 18 Valve Body Bolt Locations
Fig. 17 Oil Filter Removal
1 - OIL FILTER
2 - VALVE BODY
3 - FILTER SCREWS (2)
1 - VALVE BODY BOLTS
2 - VALVE BODY BOLTS
(7) Remove park/neutral position switch and seal.
(8) Remove hex head bolts attaching valve body to
transmission case (Fig. 18). A total of 10 bolts are
used. Note different bolt lengths for assembly reference.
(9) Remove valve body assembly. Push valve body
harness connector out of case. Then work park rod
and valve body out of case (Fig. 19).
(10) Remove accumulator outer spring, piston and
inner spring (Fig. 20). Note position of piston and
springs for assembly reference. Remove and discard
piston seals if worn or cut.
(11) Remove pump oil seal with suitable pry tool or
slide-hammer mounted screw.
Fig. 19 Valve Body Removal
1
2
3
4
5
- GOVERNOR PRESSURE SENSOR
- VALVE BODY
- PARK ROD
- ACCUMULATOR PISTON
- GOVERNOR PRESSURE SOLENOID
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 289
AUTOMATIC TRANSMISSION - 47RE (Continued)
(12) Remove front band lever pin access plug (Fig.
21). Use square end of 1/4 in. drive extension to
remove plug as shown.
(d) Remove oil pump and reaction shaft support
by bumping slide hammers outward alternately to
pull pump from case (Fig. 24).
(14) Remove oil pump gasket (Fig. 25). Note gasket position in case for assembly reference.
(15) Loosen front band adjusting screw until band
is completely loose.
(16) Remove front band strut and anchor (Fig. 26).
(17) Squeeze front band together slightly and slide
band over front clutch retainer and out of case (Fig.
27).
Fig. 20 Accumulator Component Removal
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING
Fig. 22 Tightening Front Band To Hold Front Clutch
In Place
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 21 Front Band Lever Pin Access Plug
1 - FRONT BAND REACTION PIN ACCESS PLUG
2 - 1/4 DRIVE EXTENSION AND RATCHET
(13) Remove oil pump and reaction shaft support
assembly as follows:
(a) Tighten front band adjusting screw until
band is tight around front clutch retainer (Fig. 22).
This will prevent retainer from coming out with
pump and possibly damaging clutch or pump components.
(b) Remove oil pump bolts.
(c) Thread Slide Hammer Tools C-3752 into
threaded holes in flange of oil pump housing (Fig.
23).
Fig. 23 Oil Pump Removal Tools
1 - PUMP HOUSING
2 - SLIDE HAMMER TOOLS (THREAD INTO PUMP HOUSING)
21 - 290
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 26 Front Band Linkage
Fig. 24 Oil Pump Removal
1 - OIL PUMP AND REACTION SHAFT SUPPORT
1
2
3
4
- LEVER
- STRUT
- ANCHOR
- FRONT BAND
Fig. 25 Oil Pump Gasket
1 - OIL PUMP GASKET
Fig. 27 Front Band Removal
(18) Remove front and rear clutch assemblies as a
unit (Fig. 28).
(19) Remove front band reaction pin and lever.
Start pin through lever and out of case bore with
drift or punch. Then use pencil magnet to withdraw
pin completely (Fig. 29).
(20) Remove intermediate shaft thrust washer. Triangular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 30).
(21) Remove thrust plate from intermediate shaft
hub (Fig. 31).
1 - FRONT BAND
2 - FRONT CLUTCH RETAINER
(22) Remove
intermediate
shaft-planetary
geartrain assembly (Fig. 32).
(23) If overdrive unit is not to be serviced, install
Alignment Shaft 6227-2 into the overdrive unit to
prevent misalignment of the overdrive clutches during service of main transmission components.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 291
AUTOMATIC TRANSMISSION - 47RE (Continued)
(24) Loosen rear band locknut and loosen adjusting screw 3-4 turns.
(25) Remove snap-ring that retains low-reverse
drum on overdrive piston retainer hub (Fig. 33).
Fig. 30 Intermediate Shaft Thrust Washer
1 - THRUST WASHER
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 28 Removing Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig. 31 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 29 Front Band Lever And Pin
1 - BAND LEVER
2 - USE PENCIL MAGNET TO REMOVE REACTION PIN
(26) Slide low-reverse drum and thrust washer off
piston retainer hub and out of rear band (Fig. 34).
(27) Note that overrunning clutch race will remain
on splines of low-reverse drum after removal (Fig.
35). The race is a permanent press fit on the
hub splines. Do not attempt to remove the race.
21 - 292
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 34 Low-Reverse Drum And Thrust Washer
Fig. 32 Intermediate Shaft And Planetary Geartrain
1 - LOW-REVERSE DRUM
2 - SPOTFACE FOR WASHER
3 - THRUST WASHER
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY
Fig. 33 Low-Reverse Drum Snap-Ring
1 - LOW-REVERSE DRUM
2 - TABBED WASHER
3 - SNAP-RING
(28) Remove overrunning clutch assembly (Fig.
36). Assembly can be removed without displacing
rollers and springs if care is exercised. Note position
of rollers and springs for assembly reference.
(29) Remove rear band adjusting lever and reaction pin.
(30) Remove rear band.
(31) Compress front servo rod guide with large
C-clamp and Tool C-4470, or Compressor Tool
C-3422-B (Fig. 37). Compress guide only enough to
permit snap-ring removal (about 1/8 in.).
Fig. 35 Overrunning Clutch Race Position On
Low-Reverse Drum
1 - OVERRUNNING CLUTCH RACE
2 - LOW-REVERSE DRUM
(32) Remove servo piston snap-ring (Fig. 37).
Unseat one end of ring. Then carefully work removal
tool around back of ring until free of ring groove.
Exercise caution when removing snap-ring.
Servo bore can be scratched or nicked if care is
not exercised.
(33) Remove tools and remove servo piston and
spring.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 293
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 36 Overrunning Clutch
1 - CLUTCH CAM
2 - OVERRUNNING CLUTCH ASSEMBLY
(34) Compress rear servo piston with C-clamp and
Tool C-4470, or Valve Spring Compressor C-3422-B
(Fig. 38). Compress servo spring retainer only
enough to permit snap-ring removal.
(35) Remove servo piston snap-ring (Fig. 38). Start
one end of ring out of bore. Then carefully work
removal tool around back of snap-ring until free of
ring groove. Exercise caution when removing
snap-ring. Servo bore can be scratched or
nicked if care is not exercised.
(36) Remove tools and remove rear servo retainer,
spring and piston assembly.
Fig. 38 Rear Servo Retaining Snap-Ring
1
2
3
4
-
TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING
CLEANING
Clean the case in a solvent tank. Flush the case
bores and fluid passages thoroughly with solvent.
Dry the case and all fluid passages with compressed
air. Be sure all solvent is removed from the case and
that all fluid passages are clear.
NOTE: Do not use shop towels or rags to dry the
case (or any other transmission component) unless
they are made from lint-free materials. Lint will stick
to case surfaces and transmission components and
circulate throughout the transmission after assembly. A sufficient quantity of lint can block fluid passages and interfere with valve body operation.
Lubricate transmission parts with Mopart ATF +4,
type 9602, transmission fluid during overhaul and
assembly. Use petroleum jelly, Mopart Door Ease, or
Ru-Glyde™ to prelubricate seals, O-rings, and thrust
washers. Petroleum jelly can also be used to hold
parts in place during reassembly.
INSPECTION
Fig. 37 Front Servo Retaining Snap-Ring
1
2
3
4
-
C-CLAMP
FRONT SERVO ROD GUIDE
SNAP-RING
TOOL C-4470
Inspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
repaired with Helicoil thread inserts. However, the
case will have to be replaced if it exhibits any type of
damage or wear.
Lubricate the front band adjusting screw threads
with petroleum jelly and thread the screw part-way
into the case. Be sure the screw turns freely.
Inspect the transmission bushings during overhaul.
Bushing condition is important as worn, scored bush-
21 - 294
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
ings contribute to low pressures, clutch slip and
accelerated wear of other components. However, do
not replace bushings as a matter of course. Replace
bushings only when they are actually worn, or
scored.
Use recommended tools to replace bushings. The
tools are sized and designed to remove, install, and
seat bushings correctly. The bushing replacement
tools are included in Bushing Tool Set C-3887-B.
Pre-sized service bushings are available for
replacement purposes. Only the sun gear bushings
are not serviced.
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on
shafts, or valves, use extreme care to avoid rounding
off sharp edges. Sharp edges are vital as they prevent foreign matter from getting between the valve
and valve bore.
Do not reuse oil seals, gaskets, seal rings, or
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or
E-clips that are bent or distorted. Replace these parts
as well.
ASSEMBLY
Do not allow dirt, grease, or foreign material to
enter the case or transmission components during
assembly. Keep the transmission case and components clean. Also make sure the tools and workbench
area used for reassembly operations are equally
clean.
Shop towels used for wiping off tools and your
hands must be made from lint free materials. Lint
will stick to transmission parts and could interfere
with valve operation or even restrict fluid passages.
Lubricate transmission clutch and gear components with Mopart ATF +4, type 9602, during reassembly. Soak clutch discs in transmission fluid before
installation.
Use Mopart Door Ease, or Ru-Glyde™ on piston
seals and o-rings to ease installation. Petroleum jelly
can also be used to lubricate and hold thrust washers
and plates in position during assembly.
Do not use chassis grease, bearing grease,
white grease, or similar lubricants on any part.
These types of lubricants can eventually block or
restrict fluid passages and valve operation. Use
petroleum jelly only.
Do not force parts into place. The transmission
components and sub-assemblies are easily installed
by hand when properly aligned. If a part seems difficult to install, it is either misaligned or incorrectly
assembled. Verify that thrust washers, thrust plates
and seal rings are correctly positioned.
The planetary geartrain, front/rear clutch assemblies and oil pump are all much easier to install
when the transmission case is upright. Either tilt the
case upward with wood blocks, or cut a hole in the
bench large enough for the intermediate shaft and
rear support. Then lower the shaft and support into
the hole and support the rear of the case directly on
the bench.
FRONT/REAR SERVO
(1) Lubricate rear servo piston seal with Mopart
Door Ease or ATF +4. Lubricate servo bore in case
with ATF +4.
(2) Install rear servo piston in case. Position piston
at slight angle to bore and insert piston with twisting
motion (Fig. 39).
(3) Install rear servo spring and retainer in case
bore (Fig. 40). Be sure spring is seated on piston.
(4) Compress rear servo piston with C-clamp or
Valve Spring Compressor C-3422-B and install servo
piston snap-ring (Fig. 41).
(5) Lubricate front servo piston components and
servo bore in case with transmission fluid.
(6) Install front servo piston in bore. Carefully
“run” small, suitable tool around piston ring to press
it back into groove and ease installation (Fig. 42).
Rotate piston into bore at same time. Rock piston
slightly to ease piston ring past snap-ring groove and
into bore.
Fig. 39 Rear Servo Piston
1 - REAR SERVO PISTON
(7) Bottom front servo piston in bore and install
servo spring.
(8) Install front servo piston rod guide as follows:
(a) Place Tool SP-5560 (or similar size tool) on
guide and position C-clamp on tool and case (Fig.
43).
(b) Slowly compress rod guide while simultaneously easing seal ring into bore with suitable
tool.
(9) Install rod guide snap-ring (Fig. 43).
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 295
AUTOMATIC TRANSMISSION - 47RE (Continued)
Fig. 40 Rear Servo Piston Spring And Retainer
1 - PISTON SPRING
2 - REAR SERVO PISTON
3 - SPRING RETAINER
Fig. 42 Front Servo Piston
1 - USE SUITABLE TOOL TO HELP SEAT PISTON RING
2 - FRONT SERVO PISTON
Fig. 41 Rear Servo Snap-Ring
1
2
3
4
-
TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING
OVERRUNNING CLUTCH, REAR BAND, AND
LOW-REVERSE DRUM
(1) Install overrunning clutch components if not
yet installed.
(2) Position rear band reaction pin and band in
case. Be sure that the twin lugs on the band are
seated against the reaction pin.
(3) Install low-reverse drum. Slide drum through
rear band, onto piston retainer hub and into engagement with overrunning clutch and race.
Fig. 43 Front Servo Rod Guide And Snap-Ring
1
2
3
4
5
-
C-CLAMP
ROD GUIDE
SMALL SCREWDRIVER
ROD GUIDE SNAP-RING
TOOL SP-5560
(4) Install thrust washer in low-reverse drum spotface (Fig. 44). Use petroleum jelly to hold washer in
place.
(5) Install snap-ring that secures low-reverse drum
to piston retainer hub (Fig. 44).
(6) Insert the rear band pivot pin part way into
the case.
21 - 296
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
(7) Install rear band adjusting lever and pivot pin.
Be sure lever and the single lug on the band are
aligned and engaged before seating band pivot pin in
case.
Fig. 45 Intermediate Shaft And Planetary Geartrain
Fig. 44 Low-Reverse Drum Snap-Ring
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY
1 - LOW-REVERSE DRUM
2 - TABBED WASHER
3 - SNAP-RING
PLANETARY GEARTRAIN, FRONT/REAR CLUTCH,
AND FRONT BAND
(1) Remove Alignment Shaft 6227-2, if installed
previously.
(2) Install assembled intermediate shaft and planetary geartrain (Fig. 45). Support shaft carefully
during installation. Do not allow shaft bearing/
bushing surfaces to become nicked or
scratched.
(3) Lubricate intermediate shaft thrust plate with
petroleum jelly and install plate on shaft pilot hub
(Fig. 46).
(4) Check input shaft front seal rings, fiber thrust
washer and rear seal ring (Fig. 47). Be ends of rear
seal ring are hooked together and diagonal cut ends
of front seal rings are firmly seated against each
other as shown. Lubricate seal rings with petroleum
jelly after checking them.
(5) Assemble front and rear clutches (Fig. 48).
Align lugs on front clutch discs. Mount front clutch
on rear clutch. Turn front clutch retainer back and
forth until front clutch discs are fully seated on rear
clutch splined hub.
(6) Install intermediate shaft thrust washer in hub
of rear clutch retainer (Fig. 49). Use petroleum jelly
to hold washer in place. Position washer so grooves
are facing outward. Washer only fits one way in
clutch retainer hub.
(7) Place transmission case in upright position, or
place blocks under front end of transmission repair
Fig. 46 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB
stand to tilt case rearward. This makes it easier to
install front/rear clutch assembly.
(8) Align discs in rear clutch. Then install and
engage assembly in front planetary and driving shell
(Fig. 50). Turn clutch retainers back and forth until
both clutches are seated.
(9) Position front band lever in case and over servo
rod guide. Then install front band lever pin in case
and slide it through lever.
(10) Coat threads of front band pin access plug
with sealer and install it in case. Tighten plug to 17
N·m (13 ft. lbs.) torque.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 297
AUTOMATIC TRANSMISSION - 47RE (Continued)
(11) Slide front band over front clutch retainer and
install front band strut and anchor (Fig. 51).
(12) Tighten front band adjusting screw until band
is tight on clutch retainer. This will hold clutches in
place while oil pump is being installed. Verify that
front/rear clutch assembly is still properly
seated before tightening band.
Fig. 47 Input Shaft Seal Rings And Thrust Washer
1
2
3
4
-
TORLONT FRONT SEAL RINGS
INPUT SHAFT
REAR SEAL RING
THRUST WASHER
Fig. 49 Intermediate Shaft Thrust Washer
1 - BE SURE WASHER GROOVES FACE OUT AS SHOWN
2 - REAR CLUTCH RETAINER HUB
3 - SHAFT THRUST WASHER
OIL PUMP
(1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 52).
(2) Install new oil pump gasket on pilot studs and
seat it in case. Be sure gasket is properly aligned
with fluid passages in case (Fig. 52).
(3) Coat the reaction shaft thrust washer with
petroleum jelly to hold it in place. Then install
washer over reaction shaft hub and seat it on pump
(Fig. 53).
CAUTION: The thrust washer bore (I.D.), is chamfered on one side. Make sure the chamfered side is
installed so it faces the pump.
Fig. 48 Assembling Front And Rear Clutches
1 - FRONT CLUTCH ASSEMBLY
2 - REAR CLUTCH ASSEMBLY
3 - REAR CLUTCH SPLINED HUB
(4) Check seal rings on reaction shaft support. Be
sure rings are hooked together correctly. Also be sure
fiber thrust washer is in position (Fig. 54). Use extra
petroleum jelly to hold washer in place if necessary.
(5) Lubricate oil pump seals with petroleum
Mopart ATF +4, type 9602.
21 - 298
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
by hand. Do not use a mallet or similar tools to
seat pump.
(7) Remove pilot studs and install oil pump bolts.
Tighten pump bolts alternately and evenly to fully
seat pump in case. Then final-tighten pump bolts to
20 N·m (15 ft. lbs.) torque.
(8) Verify correct installation. Rotate input and
intermediate shafts and check for bind. If bind exists,
components are either mis-assembled, or not seated.
Disassemble and correct as necessary before proceeding.
Fig. 50 Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig. 52 Oil Pump Gasket And Pilot Studs
1 - OIL PUMP GASKET
2 - PILOT STUDS C-3288-B
Fig. 51 Front Band And Linkage
1
2
3
4
- LEVER
- STRUT
- ANCHOR
- FRONT BAND
Fig. 53 Reaction Shaft Thrust Washer
1 - THRUST WASHER
2 - CHAMFERED SIDE OF WASHER BORE GOES TOWARD
PUMP
INPUT SHAFT END PLAY CHECK
(6) Mount oil pump on pilot studs and slide pump
into case opening (Fig. 55). Work pump into case
NOTE: Overdrive unit must be installed in order to
correctly measure the input shaft end-play.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 299
AUTOMATIC TRANSMISSION - 47RE (Continued)
NOTE: If end play is incorrect, transmission is
incorrectly assembled, or reaction shaft thrust
washer is incorrect. The reaction shaft thrust
washer is selective.
(a) Attach Adapter 8266-5 to Handle 8266-8.
(b) Attach dial indicator C-3339 to Handle
8266-8.
(c) Install the assembled tool onto the input
shaft of the transmission and tighten the retaining
screw on Adapter 8266-5 to secure it to the input
shaft.
(d) Position the dial indicator plunger against a
flat spot on the oil pump and zero the dial indicator.
(e) Move input shaft in and out and record reading. End play should be 0.86 - 2.13 mm (0.034 0.084 in.). Adjust as necessary.
Fig. 54 Reaction Shaft Seal Ring And Thrust Washer
1 - SEAL RINGS
2 - REACTION SHAFT SUPPORT
3 - THRUST WASHER (FIBER)
Fig. 56 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
ACCUMULATOR, VALVE BODY, OIL PAN, AND
TORQUE CONVERTER
Fig. 55 Oil Pump
1 - SEAT OIL PUMP IN CASE BY HAND
2 - REMOVE PILOT STUDS WHEN PUMP IS SEATED
(1) Measure input shaft end play (Fig. 56).
(1) Install accumulator inner spring, piston and
outer spring (Fig. 57).
(2) Verify that park/neutral position switch has
not been installed in case. Valve body can not be
installed if switch is in position.
(3) Install new valve body manual shaft seal in
case (Fig. 58). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
(4) Install valve body as follows:
21 - 300
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
(a) Start park rod into park pawl. If rod will not
slide past park pawl, pawl is engaged in park gear.
Rotate overdrive output shaft with suitable size 12
point socket; this will free pawl and allow rod to
engage.
(b) Align and seat valve body on case. Be sure
manual lever shaft and overdrive connector are
fully seated in case.
(c) Install and start all valve body attaching
bolts by hand. Then tighten bolts evenly, in a diagonal pattern to 12 N·m (105 in. lbs.) torque. Do
not overtighten valve body bolts. This could
result in distortion and cross leakage after
installation..
(5) Install new filter on valve body. Tighten filter
screws to 4 N·m (35 in. lbs.).
(6) Install seal on park/neutral position switch.
Then install and tighten switch to 34 N·m (25 ft.
lbs.).
Fig. 57 Accumulator Piston And Springs
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING
Fig. 58 Manual Lever Shaft Seal
1 - 15/16'' SOCKET
2 - SEAL
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter and reverse flush the cooler(s)
and cooler lines. Fluid contamination and transmission failure can result if not done.
(7) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 N·m (72
in. lbs.).
(c) Back off front band adjusting screw 1-7/8
turns.
(d) Back off rear band adjusting screw 3 turns.
(e) Hold each adjusting screw in position and
tighten locknut to 34 N·m (25 ft. lbs.) torque.
(2) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(3) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 13.6 N·m (125 in. lbs.).
(4) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(5) Apply small quantity of dielectric grease to terminal pins of solenoid case connector and neutral
switch.
(6) Fill transmission with recommended fluid.
INSTALLATION
(1) Check torque converter hub and hub drive
notches for sharp edges burrs, scratches, or nicks.
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be
smooth to avoid damaging pump seal at installation.
(2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of Mopart High Temp Grease.
(4) Align and install converter in oil pump.
(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 301
AUTOMATIC TRANSMISSION - 47RE (Continued)
(6) Check converter seating with steel scale and
straightedge (Fig. 59). Surface of converter lugs
should be 19mm (0.75 in.) to the rear of straightedge
when the converter is fully seated.
(7) Temporarily secure converter with C-clamp.
(14) Install rear support. Then lower transmission
onto crossmember and install bolts attaching transmission mount to crossmember.
(15) Remove engine support fixture.
(16) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)
(17) Install new plastic retainer grommet on any
shift linkage rod or lever that was disconnected.
Grommets should not be reused. Use pry tool to
remove rod from grommet and cut away old grommet. Use pliers to snap new grommet into lever and
to snap rod into grommet at assembly.
(18) Connect gearshift and throttle cable to transmission.
(19) Connect wires to park/neutral position switch,
transmission solenoid(s) and oxygen sensor. Be sure
transmission harnesses are properly routed.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the clutch surface
inside the converter.
Fig. 59 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Raise transmission and align converter with
drive plate and converter housing with engine block.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
(13) Install bolts attaching converter housing to
engine.
(20) Install torque converter-to-driveplate bolts.
Tighten bolts to 47 N·m (35 ft. lbs.).
(21) Install converter housing access cover.
(22) Install starter motor and cooler line bracket.
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION)
(23) Connect cooler lines to transmission.
(24) Install transmission fill tube. Install new seal
on tube before installation.
(25) Install exhaust components.
(26) Align and connect propeller shaft. (Refer to 3 DIFFERENTIAL
&
DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(27) Adjust gearshift linkage and throttle valve
cable if necessary.
(28) Lower vehicle.
(29) Fill transmission with Mopart ATF +4, type
9602, Automatic Transmission fluid.
21 - 302
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
SCHEMATICS AND DIAGRAMS
HYDRAULIC FLOW IN PARK
HYDRAULIC SCHEMATICS
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 303
HYDRAULIC FLOW IN NEUTRAL
AUTOMATIC TRANSMISSION - 47RE (Continued)
21 - 304
AUTOMATIC TRANSMISSION - 47RE
BR/BE
HYDRAULIC FLOW IN REVERSE
AUTOMATIC TRANSMISSION - 47RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 305
HYDRAULIC FLOW IN DRIVE FIRST GEAR
AUTOMATIC TRANSMISSION - 47RE (Continued)
21 - 306
AUTOMATIC TRANSMISSION - 47RE
BR/BE
HYDRAULIC FLOW IN DRIVE SECOND GEAR
AUTOMATIC TRANSMISSION - 47RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 307
HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH NOT APPLIED)
AUTOMATIC TRANSMISSION - 47RE (Continued)
21 - 308
AUTOMATIC TRANSMISSION - 47RE
BR/BE
HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH APPLIED)
AUTOMATIC TRANSMISSION - 47RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 309
HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)
AUTOMATIC TRANSMISSION - 47RE (Continued)
21 - 310
AUTOMATIC TRANSMISSION - 47RE
BR/BE
HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)
AUTOMATIC TRANSMISSION - 47RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 311
HYDRAULIC FLOW IN MANUAL LOW (1)
AUTOMATIC TRANSMISSION - 47RE (Continued)
21 - 312
AUTOMATIC TRANSMISSION - 47RE
BR/BE
HYDRAULIC FLOW IN MANUAL SECOND (2)
AUTOMATIC TRANSMISSION - 47RE (Continued)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 313
HYDRAULIC FLOW DURING FULL THROTTLE 3-2 DOWNSHIFT (PASSING)
AUTOMATIC TRANSMISSION - 47RE (Continued)
21 - 314
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
SPECIFICATIONS
Component
Metric
Direct clutch
TRANSMISSION
Inch
10 discs
Band adjustment from
72 in. lbs.
GENERAL
Component
Metric
Inch
Front band
Back off 1 7/8 turns
Planetary end play
0.150-1.22
mm
0.006-0.048
in.
Rear band
Back off 3 turns
Recommended fluid
MoparT ATF +4, type 9602
0.86-2.13
mm
0.034-0.084
in.
1.78-3.28
mm
0.070-0.129
in.
Input shaft end play
Clutch pack clearance/
Front.
GEAR RATIOS
1ST GEAR
2.45:1
2ND GEAR
1.45:1
3RD GEAR
1.0:1
4 discs
4TH GEAR
0.69:1
Rear clutch
4 discs
REVERSE
2.21:1
Overdrive clutch
5 discs
Clutch pack clearance/
Rear.
0.635-0.914
mm
Front clutch
0.025-0.036
in.
THRUST WASHER/SPACER/SNAP-RING DIMENSIONS
Component
Metric
Inch
Front clutch thrust washer (reaction shaft support hub)
1.55 mm
0.061 in.
2.15 mm
0.084 in.
2.59 mm
0.102 in.
Rear clutch thrust washer (clutch retainer)
1.55 mm
Intermediate shaft thrust plate (shaft hub pilot)
1.5-1.6 mm
0.060-0.063 in.
Output shaft thrust washer (rear clutch hub)
1.3-1.4 mm
0.052-0.054 in.
1.75-1.8 mm
0.068-0.070 in.
2.1-2.2 mm
0.083-0.085 in.
Rear clutch pack snap-ring
0.061 in.
1.5-1.6 mm
0.060-0.062 in.
1.9-1.95 mm
0.074-0.076 in.
Planetary geartrain snap-ring (at front of output shaft)
1.4-1.5 mm
0.055-0.059 in.
1.6-1.7 mm
0.062-0.066 in.
Overdrive piston thrust plate
Thrust plate and
spacer are select fit.
Refer to size charts
and selection
procedures in
Overdrive Unit D&A
procedures
Intermediate shaft spacer
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 315
AUTOMATIC TRANSMISSION - 47RE (Continued)
PRESSURE TEST
Overdrive clutch
Fourth gear only
Pressure should be 469-496 kPa (68-72 psi) with
closed throttle and increase to 620-896 kPa (90-130
psi) at 1/2 to 3/4 throttle.
Line pressure (at
accumulator)
Closed throttle
372-414 kPa (54-60 psi).
Front servo
Third or Fourth gear only
No more than 21 kPa (3 psi) lower than line pressure.
Rear servo
1 range
No more than 21 kPa (3 psi) lower than line pressure.
R range
1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
D range closed throttle
Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
Governor
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Fitting, cooler line at trans
18
13
-
Bolt, torque convertor
47
35
-
Bolt, clevis bracket to
crossmember
47
35
-
Bolt, clevis bracket to rear
support
68
50
-
Bolt, driveplate to
crankshaft
75
55
-
Plug, front band reaction
17
13
-
Locknut, front band adj.
34
25
-
Bolt, fluid pan
13.6
-
125
Screws, fluid filter
4
-
35
Bolt, oil pump
20
15
-
Bolt, overrunning clutch
cam
17
13
-
Bolt, O/D to trans.
34
25
-
Bolt, O/D piston retainer
17
13
-
Plug, pressure test port
14
10
-
Bolt, reaction shaft
support
20
15
-
Locknut, rear band
41
30
-
Bolt, valve body to case
12
-
100
Sensor, trans speed
27
20
-
Screw, solenoid wiring
connector
4
-
35
Screw, solenoid to transfer
plate
4
-
35
Switch, Park/Neutral
34
25
-
21 - 316
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
SPECIAL TOOLS
RE TRANSMISSION
Fixture, Engine Support - C-3487-A
Flusher, Oil Cooler - 6906
Stand, Transmission Repair - C-3750-B
Remover, Bushing - 6957
Compressor, Spring - C-3863-A
Installer, Bushing - 6951
Spring Compressor and Alignment Shaft - 6227
Retainer, Detent Ball and Spring - 6583
Gauge, Block - 6312
Bar, Gauge - 6311
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 317
AUTOMATIC TRANSMISSION - 47RE (Continued)
Studs, Oil Pump Pilot - C-3288-B
Puller, Slide Hammer - C-3752
Gauge, Pressure - C-3292
Gauge, Throttle Setting - C-3763
Gauge, Pressure - C-3293SP
Installer, Seal - C-3860-A
Set, Dial Indicator - C-3339
Remover, Seal - C-3985-B
Compressor, Spring - C-3422-B
Installer, Overdrive Piston Seal - 8114
21 - 318
AUTOMATIC TRANSMISSION - 47RE
BR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)
Installer, Seal - C-3995-A
Set, Bushing Remover/Installer - C-3887-J
Nut, Bushing Remover - SP-1191, From kit C-3887-J
Handle, Universal - C-4171
Remover, Front Clutch Bushing - SP-3629, From kit
C-3887-J
Remover/Installer, Bushing - C-4470
Cup, Bushing Remover - SP-3633, From kit C-3887-J
Dial Caliper - C-4962
Installer, Oil Pump Bushing - SP-5118, From kit
C-3887-J
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 319
AUTOMATIC TRANSMISSION - 47RE (Continued)
ACCUMULATOR
DESCRIPTION
Remover, Reaction Shaft Bushing - SP-5301, From
Kit C-3887-J
The accumulator (Fig. 60) is a hydraulic device
that has the sole purpose of cushioning the application of a band or clutch. The accumulator consists of
a dual-land piston and a spring located in a bore in
the transmission case. The 3-4 accumulator is located
in a housing attached to the side of the valve body
(Fig. 61).
Installer, Reaction Shaft Bushing - SP-5302, From
kit C-3887-J
Fig. 60 Accumulator
1 - ACCUMULATOR PISTON
2 - PISTON SPRING
Installer, Front Clutch Bushing - SP-5511, From kit
C-3887-J
Remover, Bushing - SP-3550, From kit C-3887-J
Adapter, Band Adjuster - C-3705
Fig. 61 3-4 Accumulator and Housing
1
2
3
4
5
- ACCUMULATOR PISTON
- 3-4 ACCUMULATOR HOUSING
- TEFLON SEALS
- PISTON SPRING
- COVER PLATE AND SCREWS
21 - 320
AUTOMATIC TRANSMISSION - 47RE
BR/BE
ACCUMULATOR (Continued)
OPERATION
Both the accumulator and the 3-4 accumulator
function the same. Line pressure is directed to the
small end of the piston when the transmission is
placed into a DRIVE position (Fig. 62), bottoming it
against the accumulator plate. When the 1-2 upshift
occurs (Fig. 63), line pressure is directed to the large
end of the piston and then to the kickdown servo. As
the line pressure reaches the accumulator, the combination of spring pressure and line pressure forces
the piston away from the accumulator plate. This
causes a balanced pressure situation, which results
in a cushioned band application. After the kickdown
servo has become immovable, line pressure will finish pushing the accumulator up into its bore. When
the large end of the accumulator piston is seated in
its bore, the band or clutch is fully applied.
NOTE: The accumulator is shown in the inverted
position for illustrative purposes.
Fig. 63 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE
Fig. 64 Accumulator Components
Fig. 62 Accumulator in DRIVE - FIRST Gear Position
1 - LINE PRESSURE
INSPECTION
Inspect the accumulator piston and seal rings (Fig.
64). Replace the seal rings if worn or cut. Replace the
piston if chipped or cracked.
Check condition of the accumulator inner and
outer springs (Fig. 64). Replace the springs if the
coils are cracked, distorted or collapsed.
1
2
3
4
- INNER SPRING
- ACCUMULATOR PISTON
- OUTER SPRING
- SEAL RINGS
BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or “front”, band (Fig. 65) holds the
common sun gear of the planetary gear sets. The
front (kickdown) band is made of steel, and faced on
its inner circumference with a friction-type lining.
One end of the band is anchored to the transmission
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 321
BANDS (Continued)
case, and the other is acted on with a pushing force
by a servo piston. The front band is a single-wrap
design (the band does not completely encompass/
wrap the drum that it holds).
Fig. 66 Rear Band
Fig. 65 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING
LOW/REVERSE (REAR) BAND
The low/reverse band, or “rear”, band (Fig. 66) is
similar in appearance and operation to the front
band. The rear band is slightly different in that it
does not use a link bar, but is acted directly on by
the apply lever. This is referred to as a double-wrap
band design (the drum is completely encompassed/
wrapped by the band). The double-wrap band provides a greater holding power in comparison to the
single-wrap design.
OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of
the planetary gear sets by applying and holding the
front clutch retainer, which is splined to the sun gear
driving shell, and in turn splined directly to the sun
gear. The application of the band by the servo is typically done by an apply lever and link bar.
LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier stationary by being mounted around and applied to the
low/reverse drum.
1
2
3
4
5
6
7
- ADJUSTING SCREW
- LOCKNUT
- LEVER
- REAR BAND
- REACTION PIN
- O-RINGS
- PIVOT PIN
ADJUSTMENTS
ADJUSTMENT - BANDS
FRONT BAND
The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.
(1) Raise vehicle.
(2) Loosen band adjusting screw locknut (Fig. 67).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N·m (72 in.
lbs.) torque with Inch Pound Torque Wrench
C-3380-A, a 3-in. extension and an appropriate
Torx™ socket.
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw, tighten the screw to only 5 N·m
(47-50 in. lbs.) torque.
(4) Back off front band adjusting screw 1-7/8
turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N·m (30 ft. lbs.) torque.
(6) Lower vehicle.
21 - 322
AUTOMATIC TRANSMISSION - 47RE
BR/BE
BANDS (Continued)
ELECTRONIC GOVERNOR
DESCRIPTION
Governor pressure is controlled electronically. Components used for governor pressure control include:
• Governor body
• Valve body transfer plate
• Governor pressure solenoid valve
• Governor pressure sensor
• Fluid temperature thermistor
• Throttle position sensor (TPS)
• Transmission speed sensor
• Powertrain control module (PCM)
GOVERNOR PRESSURE SOLENOID VALVE
Fig. 67 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
The solenoid valve is a duty-cycle solenoid which
regulates the governor pressure needed for upshifts
and downshifts. It is an electro-hydraulic device
located in the governor body on the valve body transfer plate (Fig. 69).
REAR BAND
The transmission oil pan must be removed for
access to the rear band adjusting screw.
(1) Raise vehicle.
(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns.
Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 8 N·m (72 in. lbs.)
torque (Fig. 68).
(5) Back off adjusting screw 3 turns.
(6) Hold adjusting screw in place and tighten locknut to 34 N·m (25 ft. lbs.) torque.
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 13.6 N·m (125
in. lbs.) torque.
(8) Lower vehicle and refill transmission with
Mopart ATF +4, Type 9602 fluid.
Fig. 69 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
70).
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmission line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 70).
GOVERNOR PRESSURE CURVES
Fig. 68 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
There are four governor pressure curves programmed into the transmission control module. The
different curves allow the control module to adjust
governor pressure for varying conditions. One curve
is used for operation when fluid temperature is at, or
below, –1°C (30°F). A second curve is used when fluid
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 323
ELECTRONIC GOVERNOR (Continued)
GOVERNOR PRESSURE SOLENOID VALVE
Fig. 70 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
temperature is at, or above, 10°C (50°F) during normal city or highway driving. A third curve is used
during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance variations of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manufacturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.
Normal calibration will be performed when sump
temperature is above 50 degrees F, or in the absence
of sump temperature data, after the first 10 minutes
of vehicle operation. Calibration of the pressure
transducer offset occurs each time the output shaft
speed falls below 200 RPM. Calibration shall be
repeated each 3 seconds the output shaft speed is
below 200 RPM. A 0.5 second pulse of 95% duty cycle
is applied to the governor pressure solenoid valve
and the transducer output is read during this pulse.
Averaging of the transducer signal is necessary to
reject electrical noise.
Under cold conditions (below 50 degrees F sump),
the governor pressure solenoid valve response may
be too slow to guarantee 0 psi during the 0.5 second
calibration pulse. Calibration pulses are continued
during this period, however the transducer output
valves are discarded. Transducer offset must be read
at key-on, under conditions which promote a stable
reading. This value is retained and becomes the offset during the 9cold9 period of operation.
The inlet side of the solenoid valve is exposed to
normal transmission line pressure. The outlet side of
the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to produce governor pressure. The average current supplied to the solenoid controls governor pressure. One
amp current produces zero kPa/psi governor pressure. Zero amps sets the maximum governor pressure.
The powertrain control module (PCM) turns on the
trans control relay which supplies electrical power to
the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the solenoid using the governor pressure solenoid control circuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to adequately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the
solenoid valve through the governor body. It also
channels governor pressure from the solenoid valve
to the governor circuit. It is the solenoid valve that
develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conventional governor can delay shifts, resulting in higher
than normal shift speeds and harsh shifts. The electronically controlled low temperature governor pressure curve is higher than normal to make the
transmission shift at normal speeds and sooner. The
PCM uses a temperature sensor in the transmission
oil sump to determine when low temperature governor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased
computing power of the PCM and through access to
data on engine operating conditions provided by the
PCM that were not available with the previous
stand-alone electronic module. This facilitated the
development of a load adaptive shift strategy - the
ability to alter the shift schedule in response to vehicle load condition. One manifestation of this capability is grade 9hunting9 prevention - the ability of the
transmission logic to delay an upshift on a grade if
the engine does not have sufficient power to maintain speed in the higher gear. The 3-2 downshift and
the potential for hunting between gears occurs with a
21 - 324
AUTOMATIC TRANSMISSION - 47RE
BR/BE
ELECTRONIC GOVERNOR (Continued)
heavily loaded vehicle or on steep grades. When
hunting occurs, it is very objectionable because shifts
are frequent and accompanied by large changes in
noise and acceleration.
WIDE OPEN THROTTLE OPERATION
In wide-open throttle (WOT) mode, adaptive memory in the PCM assures that up-shifts occur at the
preprogrammed optimum speed. WOT operation is
determined from the throttle position sensor, which
is also a part of the emission control system. The initial setting for the WOT upshift is below the optimum engine speed. As WOT shifts are repeated, the
PCM learns the time required to complete the shifts
by comparing the engine speed when the shifts occur
to the optimum speed. After each shift, the PCM
adjusts the shift point until the optimum speed is
reached. The PCM also considers vehicle loading,
grade and engine performance changes due to high
altitude in determining when to make WOT shifts. It
does this by measuring vehicle and engine acceleration and then factoring in the shift time.
Fig. 71 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low
range, the engine can accelerate to its peak more
rapidly than in Normal range, resulting in delayed
shifts and undesirable engine 9flare.9 The low range
governor pressure curve is also higher than normal
to initiate upshifts sooner. The PCM compares electronic vehicle speed signal used by the speedometer
to the transmission output shaft speed signal to
determine when the transfer case is in low range.
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sensor and solenoid (Fig. 71).
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
72).
(6) Pull solenoid from governor body (Fig. 73).
(7) Pull pressure sensor from governor body.
(8) Remove bolts holding governor body to valve
body.
(9) Separate governor body from valve body (Fig.
74).
(10) Remove governor body gasket.
Fig. 72 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
INSTALLATION
Before installing the pressure sensor and solenoid
in the governor body, replace o-ring seals, clean the
gasket surfaces and replace gasket.
(1) Place gasket in position on back of governor
body (Fig. 75).
(2) Place governor body in position on valve body.
(3) Install bolts to hold governor body to valve
body.
(4) Lubricate o-ring on pressure sensor with transmission fluid.
(5) Align pressure sensor to bore in governor body.
(6) Push pressure sensor into governor body.
(7) Lubricate o-ring, on pressure solenoid, with
transmission fluid.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 325
ELECTRONIC GOVERNOR (Continued)
Fig. 73 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR
Fig. 75 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET
Fig. 76 Pressure Solenoid and O-ring
Fig. 74 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET
(8) Align pressure solenoid to bore in governor
body (Fig. 76).
(9) Push solenoid into governor body.
(10) Place solenoid retainer in position on governor
(Fig. 77).
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR
(11) Install screws to hold pressure solenoid
retainer to governor body.
(12) Engage wire connectors into pressure sensor
and solenoid (Fig. 78).
(13) Install transmission fluid pan and (new) filter.
(14) Lower vehicle and road test to verify repair.
21 - 326
AUTOMATIC TRANSMISSION - 47RE
BR/BE
ELECTRONIC GOVERNOR (Continued)
Fig. 77 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
Fig. 79 Bushing Removal - Typical
1 - REMOVER
2 - EXTENSION HOUSING BUSHING
INSTALLATION
(1) Align bushing oil hole with oil slot in extension
housing.
(2) Tap bushing into place with Installer 6951 and
Handle C-4171.
(3) Install new oil seal in housing using Seal
Installer C-3995-A (Fig. 80).
Fig. 78 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
Fig. 80 Extension Housing Seal Installation
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
EXTENSION HOUSING
BUSHING
EXTENSION HOUSING SEAL
REMOVAL
REMOVAL
(1) Remove extension housing yoke seal.
(2) Insert Remover 6957 into the extension housing. Tighten tool to bushing and remove bushing
(Fig. 79).
(1) Raise vehicle.
(2) Mark propeller shaft and axle yoke for alignment reference.
(3) Disconnect and remove propeller shaft.
(4) Remove old seal with Seal Remover C-3985-B
(Fig. 81) from overdrive housing.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 327
EXTENSION HOUSING SEAL (Continued)
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can easily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Fig. 81 Removing Overdrive Housing Yoke Seal
1 - SPECIAL TOOL C-3985-B
2 - SEAL
INSTALLATION
(1) Place seal in position on overdrive housing.
(2) Drive seal into overdrive housing with Seal
Installer C-3995-A (Fig. 82).
(3) Carefully guide propeller shaft slip yoke into
housing and onto output shaft splines. Align marks
made at removal and connect propeller shaft to rear
axle pinion yoke.
Fig. 82 Installing Overdrive Housing Seal
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn the
fluid into foam. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxidation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1) A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
(2) Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when
checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to reverse flush cooler and lines after
repair
• failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The transmission cooler and lines should be
reverse flushed whenever a malfunction generates
21 - 328
AUTOMATIC TRANSMISSION - 47RE
BR/BE
FLUID AND FILTER (Continued)
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary coolers as well. The torque converter should also be
replaced whenever a failure generates sludge and
debris. This is necessary because normal converter
flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same conditions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mistaken for a leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transmission recondition is
needed. Be sure to examine the fluid on the dipstick
closely. If there is any doubt about its condition,
drain out a sample for a double check.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and
the transmission fluid at normal operating temperature. The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmission fluid level can be checked two
ways.
PROCEDURE ONE
(1) Transmission fluid must be at normal operating temperature for accurate fluid level check. Drive
vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82°C (180°F).
(2) Position vehicle on level surface.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to NEUTRAL.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 83) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough Mopart ATF
+4, type 9602, to restore correct level. Do not overfill.
Fig. 83 Dipstick Fluid Level Marks—Typical
1 - DIPSTICK
2 - MAXIMUM CORRECT FLUID LEVEL
3 - ACCEPTABLE FLUID LEVEL
PROCEDURE TWO
(1) Start engine and apply parking brake.
(2) Shift the transmission into DRIVE for approximately 2 seconds.
(3) Shift the transmission into REVERSE for
approximately 2 seconds.
(4) Shift the transmission into PARK.
(5) Hook up DRBt scan tool and select engine.
(6) Select sensors.
(7) Read the transmission temperature value.
(8) Compare the fluid temperature value with the
chart.
(9) Adjust transmission fluid level shown on the
dipstick according to the chart (Fig. 84).
NOTE: After adding any fluid to the transmission,
wait a minimum of 2 minutes for the oil to fully
drain from the fill tube into the transmission before
rechecking the fluid level.
(10) Check transmission for leaks.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 329
FLUID AND FILTER (Continued)
Fig. 84 47RE Fluid Fill Graph
STANDARD PROCEDURE - FLUID AND FILTER
REPLACEMENT
For proper service intervals (Refer to LUBRICATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION). The service fluid fill after a
filter change is approximately 3.8 liters (4.0 quarts).
(10) Separate filter from valve body and pour fluid
in filter into drain pan.
(11) Dispose of used trans fluid and filter properly.
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Place a large diameter shallow drain pan
beneath the transmission pan.
(3) Remove bolts holding front and sides of pan to
transmission (Fig. 85).
(4) Loosen bolts holding rear of pan to transmission.
(5) Slowly separate front of pan and gasket away
from transmission allowing the fluid to drain into
drain pan.
(6) Hold up pan and remove remaining bolt holding pan to transmission.
(7) While holding pan level, lower pan and gasket
away from transmission.
(8) Pour remaining fluid in pan into drain pan.
(9) Remove screws holding filter to valve body
(Fig. 86).
Fig. 85 Transmission Pan
1 - TRANSMISSION
2 - GASKET
3 - PAN
21 - 330
AUTOMATIC TRANSMISSION - 47RE
BR/BE
FLUID AND FILTER (Continued)
INSTALLATION
Fig. 86 Transmission Filter
1 - TRANSMISSION
2 - FILTER
(1) Position a new transmission oil filter onto the
valve body.
(2) Install the screws to hold the filter to the valve
body. Tighten the screws to 4 N·m (35 in.lbs.).
(3) Clean the gasket surfaces of the transmission
oil pan and transmission pan rail.
NOTE: The transmission pan oil gasket is reusable.
Inspect the sealing surfaces of the gasket. If the
sealing ribs on both surfaces appear to be in good
condition, clean the gasket of any foreign material
and reinstall.
(4) Position the oil pan gasket onto the oil pan.
(5) Position the oil pan and gasket onto the transmission and install several bolts to hold the pan and
gasket to the transmission.
(6) Install the remainder of the oil pan bolts.
Tighten the bolts to 13.6 N·m (125 in.lbs.).
(7) Lower vehicle and fill transmission. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/
FLUID - STANDARD PROCEDURE)
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoid overfilling transmission after a fluid
change or overhaul, perform the following procedure:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
(2) Add following initial quantity of Mopart ATF
+4, type 9602, to transmission:
(a) If only fluid and filter were changed, add 3
pints (1-1/2 quarts) of ATF +4 to transmission.
(b) If transmission was completely overhauled,
torque converter was replaced or drained, and
cooler was flushed, add 12 pints (6 quarts) of ATF
+4 to transmission.
(3) Apply parking brakes.
(4) Start and run engine at normal curb idle speed.
(5) Apply service brakes, shift transmission through
all gear ranges then back to NEUTRAL, set parking
brake, and leave engine running at curb idle speed.
(6) Remove funnel, insert dipstick and check fluid
level. If level is low, add fluid to bring level to
MIN mark on dipstick. Check to see if the oil level
is equal on both sides of the dipstick. If one side is
noticably higher than the other, the dipstick has
picked up some oil from the dipstick tube. Allow the
oil to drain down the dipstick tube and re-check.
(7) Drive vehicle until transmission fluid is at normal operating temperature.
(8) With the engine running at curb idle speed, the
gear selector in NEUTRAL, and the parking brake
applied, check the transmission fluid level.
CAUTION: Do not overfill transmission, fluid foaming and shifting problems can result.
(9) Add fluid to bring level up to MAX arrow mark.
When fluid level is correct, shut engine off, release
park brake, remove funnel, and install dipstick in fill
tube.
FRONT CLUTCH
DESCRIPTION
The front clutch assembly (Fig. 87) is composed of
the front clutch retainer, pressure plate, clutch
plates, driving discs, piston, piston return spring,
return spring retainer, and snap-rings. The front
clutch is the forward-most component in the transmission geartrain and is directly behind the oil pump
and is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between the
clutch retainer and piston. The fluid pressure is provided by the oil pump, transferred through the control
valves and passageways, and enters the clutch through
the hub of the reaction shaft support. With pressure
applied between the clutch retainer and piston, the piston moves away from the clutch retainer and compresses the clutch pack. This action applies the clutch
pack, allowing torque to flow through the input shaft
into the driving discs, and into the clutch plates and
pressure plate that are lugged to the clutch retainer.
The waved snap-ring is used to cushion the application
of the clutch pack.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 331
FRONT CLUTCH (Continued)
Fig. 87 Front Clutch Components
1
2
3
4
5
6
-
INNER PISTON SEAL
CLUTCH PISTON
CLUTCH PISTON SPRING RETAINER
CLUTCH PLATES
CLUTCH PACK SNAP-RING (WAVED)
REACTION PLATE
7 - CLUTCH DISCS
8 - RETAINER SNAP-RING
9 - CLUTCH PISTON SPRINGS (9)
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assembly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to eliminate the possibility of plate drag caused by centrifugal force acting on the residual fluid trapped in the
clutch piston retainer.
DISASSEMBLY
(1) Remove the waved snap-ring, reaction plate,
clutch plates, and clutch discs.
(2) Compress clutch piston retainer and piston
springs with Compressor Tool C-3863-A (Fig. 88).
(3) Remove retainer snap-ring and remove compressor tool.
(4) Remove clutch piston springs (Fig. 89). Note
position of piston springs for assembly reference.
(5) Remove clutch piston from retainer with a
twisting motion.
(6) Remove and discard clutch piston inner and
outer seals.
Fig. 88 Removing Front Clutch Spring Retainer
Snap-Ring
1 - SPECIAL TOOL C-3863-A
2 - SNAP-RING
21 - 332
AUTOMATIC TRANSMISSION - 47RE
BR/BE
FRONT CLUTCH (Continued)
Fig. 89 Front Clutch Components
1
2
3
4
5
6
-
INNER PISTON SEAL
CLUTCH PISTON
CLUTCH PISTON SPRING RETAINER
CLUTCH PLATES
CLUTCH PACK SNAP-RING (WAVED)
REACTION PLATE
(7) Assemble Tool Handle C-4171 and Bushing
Remover SP-3629 (Fig. 90).
(8) Insert remover tool in bushing and drive bushing straight out of clutch retainer.
INSPECTION
Inspect the front clutch components. Replace the
clutch discs if warped, worn, scored, burned or
charred, the lugs are damaged, or if the facing is
flaking off. Replace the steel plates and reaction
plate if heavily scored, warped, or broken. Be sure
the driving lugs on the discs and plate are also in
good condition. The lugs must not be bent, cracked or
damaged in any way.
Replace the piston springs and spring retainer if
either are distorted, warped or broken.
7 - CLUTCH DISCS
8 - RETAINER SNAP-RING
9 - CLUTCH PISTON SPRINGS (9)
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER
Check the lug grooves in the clutch piston retainer.
The steel plates should slide freely in the slots.
Replace the piston retainer if the grooves are worn or
damaged. Also check action of the check ball in the
piston retainer. The ball must move freely and not
stick.
Replace the retainer bushing if worn, scored, or
there is any doubt about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check the clutch piston check ball. The ball should
be securely in place. Replace the piston if the ball is
missing, or seized in place.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 333
FRONT CLUTCH (Continued)
Fig. 90 Front Clutch Retainer Bushing Replacement
Tools
Fig. 91 Front Clutch Retainer Bushing Replacement
Tools
1
2
3
4
5
1
2
3
4
5
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3629
SPECIAL TOOL SP-5511
SPECIAL TOOL C-4171
FRONT CLUTCH RETAINER
ASSEMBLY
NOTE: The 47RE transmission uses four plates and
discs for the front clutch.
(1) Mount Bushing Installer SP-5511 on tool handle (Fig. 91).
(2) Slide new bushing onto installer tool and start
bushing into retainer.
(3) Tap new bushing into place until installer tool
bottoms against clutch retainer.
(4) Remove installer tools and clean retainer thoroughly.
(5) Soak clutch discs in transmission fluid.
(6) Install new inner piston seal onto the outer
diameter of the clutch retainer inner hub.
(7) Install new outer seal onto the clutch piston.
Be sure seal lips of both seals face the interior of the
retainer.
(8) Lubricate new inner and outer piston seals
with Ru-Glyde™, or Mopart Door Ease.
(9) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.015 - 0.020 in. thick), can be
used to guide seals into place if necessary.
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3629
SPECIAL TOOL SP-5511
SPECIAL TOOL C-4171
FRONT CLUTCH RETAINER
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(10) Install and position nine clutch piston springs
(Fig. 92).
Fig. 92 Front Clutch Spring Position
1 - 9 SPRING CLUTCH
21 - 334
AUTOMATIC TRANSMISSION - 47RE
BR/BE
FRONT CLUTCH (Continued)
(11) Install spring retainer on top of piston
springs.
(12) Compress spring retainer and piston springs
with Tool C-3863-A.
(13) Install spring retainer snap-ring and remove
compressor tool.
(14) Install clutch plates and discs (Fig. 95). Four
clutch discs, four steel plates and one reaction plate
are required.
(15) Install reaction plate followed by waved snapring.
(16) Check clutch pack clearance with feeler gauge
(Fig. 93). Clearance between waved spring and pressure plate should 1.78-3.28 mm (0.070-0.129 in.). If
clearance is incorrect, clutch plates, clutch discs,
snap-ring, or pressure plate may have to be changed.
Fig. 94 Front Servo
1
2
3
4
5
6
7
- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD
OPERATION
Fig. 93 Typical Method Of Measuring Front Clutch
Pack Clearance
1 - FEELER GAUGE
2 - WAVED SNAP-RING
3 - FEELER GAUGE
FRONT SERVO
DESCRIPTION
The kickdown servo (Fig. 94) consists of a two-land
piston with an inner piston, a piston rod and guide,
and a return spring. The dual-land piston uses seal
rings on its outer diameters and an O-ring for the
inner piston.
The application of the piston is accomplished by
applying pressure between the two lands of the piston. The pressure acts against the larger lower land
to push the piston downward, allowing the piston rod
to extend though its guide against the apply lever.
Release of the servo at the 2-3 upshift is accomplished by a combination of spring and line pressure,
acting on the bottom of the larger land of the piston.
The small piston is used to cushion the application of
the band by bleeding oil through a small orifice in
the larger piston. The release timing of the kickdown
servo is very important to obtain a smooth but firm
shift. The release has to be very quick, just as the
front clutch application is taking place. Otherwise,
engine runaway or a shift hesitation will occur. To
accomplish this, the band retains its holding capacity
until the front clutch is applied, giving a small
amount of overlap between them.
DISASSEMBLY
(1) Remove seal ring from rod guide (Fig. 95).
(2) Remove small snap-ring from servo piston rod.
Then remove piston rod, spring and washer from piston.
(3) Remove and discard servo component O-ring
and seal rings.
CLEANING
Clean the servo piston components (Fig. 96) with
solvent and dry them with compressed air.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 335
FRONT SERVO (Continued)
INSPECTION
Inspect the servo components (Fig. 97). Replace the
springs if collapsed, distorted or broken. Replace the
guide, rod and piston if cracked, bent, or worn. Discard the servo snap-ring if distorted or warped.
Fig. 95 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
Fig. 97 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
Check the servo piston bore for wear. If the bore is
severely scored, or damaged, it will be necessary to
replace the case.
Replace any servo component if doubt exists about
condition. Do not reuse suspect parts.
ASSEMBLY
Fig. 96 Front Servo
1
2
3
4
5
6
7
- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD
Clean and inspect front servo components.
(1) Lubricate new o-ring and seal rings with petroleum jelly and install them on piston, guide and rod.
(2) Install rod in piston. Install spring and washer
on rod. Compress spring and install snap-ring (Fig.
98).
21 - 336
AUTOMATIC TRANSMISSION - 47RE
BR/BE
FRONT SERVO (Continued)
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth
increases in the crescent area, and creates a suction
at the inlet side of the pump. This suction draws
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
decreases, it forces pressurized fluid into the pump
outlet and to the valve body.
STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
Fig. 98 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
OIL PUMP
DESCRIPTION
The oil pump (Fig. 99) is located in the pump housing inside the bell housing of the transmission case.
The oil pump consists of an inner and outer gear, a
housing, and a reaction shaft support.
Measuring the oil pump output volume will determine if sufficient oil flow to the transmission oil
cooler exists, and whether or not an internal transmission failure is present.
Verify that the transmission fluid is at the proper
level. Refer to the Fluid Level Check procedure in
this section. If necessary, fill the transmission to the
proper level with Mopart ATF +4, type 9602, Automatic Transmission Fluid.
(1) Disconnect the To cooler line at the cooler
inlet and place a collecting container under the disconnected line.
CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or internal damage to the transmission may occur.
(2) Run the engine at curb idle speed, with the
shift selector in neutral.
(3) If one quart of transmission fluid is collected in
the container in 20 seconds or less, oil pump flow volume is within acceptable limits. If fluid flow is intermittent, or it takes more than 20 seconds to collect
one quart of fluid, refer to the Hydraulic Pressure
tests in this section for further diagnosis.
(4) Re-connect the To cooler line to the transmission cooler inlet.
(5) Refill the transmission to proper level.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OIL PUMP (Continued)
Fig. 99 Oil Pump Assembly
1
2
3
4
5
6
-
OIL SEAL
VENT BAFFLE
OIL PUMP BODY
GASKET
REACTION SHAFT SUPPORT
SEAL RINGS
7 - BOLTS (6)
8 - #1 THRUST WASHER (SELECTIVE)
9 - INNER GEAR
10 - OUTER GEAR
11 - “O” RING
DISASSEMBLY
(1) Mark position of support in oil pump body for
assembly alignment reference. Use scriber or paint to
make alignment marks.
(2) Place pump body on two wood blocks.
(3) Remove reaction shaft support bolts and separate support from pump body (Fig. 100).
(4) Remove pump inner and outer gears (Fig. 101).
(5) Remove o-ring seal from pump body (Fig. 102).
Discard seal after removal.
(6) Remove oil pump seal with Remover Tool
C-3981. Discard seal after removal.
Fig. 100 Reaction Shaft Support
1 - OIL PUMP
2 - REACTION SHAFT SUPPORT
21 - 337
21 - 338
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OIL PUMP (Continued)
OIL PUMP BUSHING REMOVAL
(1) Position pump housing on clean, smooth surface with gear cavity facing down.
(2) Remove bushing with Tool Handle C-4171 and
Bushing Remover SP-3550 (Fig. 103).
REACTION SHAFT SUPPORT BUSHING REMOVAL
(1) Assemble Cup Tool SP-3633, Nut SP-1191 and
Bushing Remover SP-5301 (Fig. 104).
(2) Hold cup tool firmly against reaction shaft.
Thread remover tool into bushing as far as possible
by hand.
(3) Using wrench, thread remover tool an additional 3-4 turns into bushing to firmly engage tool.
(4) Tighten tool hex nut against cup tool to pull
bushing from shaft. Clean all chips from shaft and
support after bushing removal.
CLEANING
Fig. 101 Pump Gears
1
2
3
4
-
GEAR BORE
PUMP BODY
INNER GEAR
OUTER GEAR
Clean pump and support components with solvent
and dry them with compressed air.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 339
OIL PUMP (Continued)
Fig. 102 Oil Pump Assembly
1
2
3
4
5
6
-
OIL SEAL
VENT BAFFLE
OIL PUMP BODY
GASKET
REACTION SHAFT SUPPORT
SEAL RINGS
INSPECTION
Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.
Inspect the pump and support components. Replace
the pump or support if the seal ring grooves or
machined surfaces are worn, scored, pitted, or damaged. Replace the pump gears if pitted, worn
chipped, or damaged.
Inspect the pump bushing. Then check the reaction
shaft support bushing. Replace either bushing only if
heavily worn, scored or damaged. It is not necessary
to replace the bushings unless they are actually damaged.
Clearance between outer gear and reaction shaft
housing should be 0.010 to 0.063 mm (0.0004 to
0.0025 in.). Clearance between inner gear and reaction shaft housing should be 0.010 to 0.063 mm
(0.0004 to 0.0025 in.). Both clearances can be mea-
7 - BOLTS (6)
8 - #1 THRUST WASHER (SELECTIVE)
9 - INNER GEAR
10 - OUTER GEAR
11 - “O” RING
sured at the same time by installing the gears in the
pump body and measure pump component clearances
as follows:
(1) Position an appropriate piece of Plastigage™
across both gears.
(2) Align the plastigage to a flat area on the reaction shaft housing.
(3) Install the reaction shaft to the pump housing.
(4) Separate the reaction shaft housing from the
pump housing and measure the Plastigage™ following the instructions supplied with it.
Clearance between inner gear tooth and outer gear
should be 0.08 to 0.19 mm (0.0035 to 0.0075 in.).
Measure clearance with an appropriate feeler gauge
(Fig. 105).
Clearance between outer gear and pump housing
should be 0.10 to 0.19 mm (0.004 to 0.0075 in.). Measure clearance with an appropriate feeler gauge.
21 - 340
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OIL PUMP (Continued)
Fig. 104 Reaction Shaft Bushing
Fig. 103 Oil Pump Bushing
1
2
3
4
5
6
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3550
BUSHING
SPECIAL TOOL SP-5118
SPECIAL TOOL C-4171
PUMP HOUSING
ASSEMBLY
1
2
3
4
5
6
7
8
-
SPECIAL TOOL SP-1191
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3633
SPECIAL TOOL SP-5301
SPECIAL TOOL SP-5302
BUSHING
REACTION SHAFT
BUSHING
OIL PUMP BUSHING
(1) Assemble Tool Handle C-4171 and Bushing
Installer SP-5118 (Fig. 106).
(2) Place bushing on installer tool and start bushing into shaft.
(3) Tap bushing into place until Installer Tool
SP-5118 bottoms in pump cavity. Keep tool and bushing square with bore. Do not allow bushing to become
cocked during installation.
(4) Stake pump bushing in two places with blunt
punch. Remove burrs from stake points with knife
blade (Fig. 107).
Fig. 105 Checking Pump Gear Tip Clearance
1 - FEELER GAUGE
2 - INNER GEAR
3 - OUTER GEAR
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 341
OIL PUMP (Continued)
REACTION SHAFT SUPPORT BUSHING
(1) Place reaction shaft support upright on a clean,
smooth surface.
(2) Assemble Bushing Installer Tools C-4171 and
SP-5302. Then slide new bushing onto installer tool
(Fig. 108).
(3) Start bushing in shaft. Tap bushing into shaft
until installer tool bottoms against support flange.
(4) Clean reaction shaft support thoroughly after
bushing replacement (to remove any chips).
Fig. 106 Oil Pump Bushing
1
2
3
4
5
6
-
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3550
BUSHING
SPECIAL TOOL SP-5118
SPECIAL TOOL C-4171
PUMP HOUSING
Fig. 108 Reaction Shaft Bushing
1
2
3
4
5
6
7
8
-
SPECIAL TOOL SP-1191
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3633
SPECIAL TOOL SP-5301
SPECIAL TOOL SP-5302
BUSHING
REACTION SHAFT
BUSHING
OIL PUMP BODY
Fig. 107 Staking-Deburring Oil Pump Bushing
1 - TWO STAKES
2 - NARROW BLADE
3 - BLUNT PUNCH
(1) Lubricate pump gears with transmission fluid
and install them in pump body.
(2) Install thrust washer on reaction shaft support
hub. Lubricate washer with petroleum jelly or transmission fluid before installation.
(3) If reaction shaft seal rings are being replaced,
install new seal rings on support hub. Lubricate seal
rings with transmission fluid or petroleum jelly after
installation. Squeeze each ring until ring ends are
securely hooked together.
21 - 342
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OIL PUMP (Continued)
CAUTION: The reaction shaft support seal rings will
break if overspread, or twisted. If new rings are
being installed, spread them only enough for installation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.
(4) Align and install reaction shaft support on
pump body.
(5) Install bolts attaching reaction shaft support to
pump. Tighten bolts to 20 N·m (175 in. lbs.) torque.
(6) Install new pump seal with Installer Tool
C-3860-A (Fig. 109). Use hammer or mallet to tap
seal into place.
(7) Install new o-ring on pump body. Lubricate oil
seal and o-ring with petroleum jelly.
(8) Cover pump assembly to prevent dust entry
and set aside for assembly installation.
OUTPUT SHAFT FRONT
BEARING
REMOVAL
(1) Remove overdrive unit from the vehicle.
(2) Remove overdrive geartrain from housing.
(3) Remove snap-ring holding output shaft front
bearing to overdrive geartrain. (Fig. 110).
(4) Pull bearing from output shaft.
Fig. 110 Output Shaft Front Bearing
1
2
3
4
5
-
OUTPUT SHAFT FRONT BEARING
SNAP-RING
OUTPUT SHAFT
GROOVE TO REAR
OVERDRIVE GEARTRAIN
INSTALLATION
Fig. 109 Oil Pump Seal
1 - SPECIAL TOOL C-3860-A
2 - PUMP BODY
3 - PUMP SEAL
(1) Place replacement bearing in position on
geartrain with locating retainer groove toward the
rear.
(2) Push bearing onto shaft until the snap-ring
groove is visible.
(3) Install snap-ring to hold bearing onto output
shaft.
(4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 343
OUTPUT SHAFT REAR
BEARING
OVERDRIVE CLUTCH
REMOVAL
The overdrive clutch (Fig. 112) is composed of the
pressure plate, clutch plates, holding discs, overdrive
piston retainer, piston, piston spacer, and snap-rings.
The overdrive clutch is the forwardmost component
in the transmission overdrive unit and is considered
a holding component. The overdrive piston retainer,
piston, and piston spacer are located on the rear of
the main transmission case.
(1) Remove overdrive unit from the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/
OVERDRIVE - REMOVAL)
(2) Remove overdrive geartrain from housing.
(3) Remove snap-ring holding output shaft rear
bearing into overdrive housing (Fig. 111).
(4) Using a suitable driver inserted through the
rear end of housing, drive bearing from housing.
DESCRIPTION
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
Fig. 111 Output Shaft Rear Bearing
1 - OUTPUT SHAFT REAR BEARING
2 - OVERDRIVE HOUSING
3 - SNAP-RING
INSTALLATION
(1) Place replacement bearing in position in housing.
(2) Using a suitable driver, drive bearing into
housing until the snap-ring groove is visible.
(3) Install snap-ring to hold bearing into housing
(Fig. 117).
(4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle.
To apply the clutch, pressure is applied between
the piston retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through passages at the lower rear portion of
the valve body area. With pressure applied between
the piston retainer and piston, the piston moves
away from the piston retainer and compresses the
clutch pack. This action applies the clutch pack,
allowing torque to flow through the intermediate
shaft into the overdrive planetary gear set. The overdrive clutch discs are attached to the overdrive clutch
hub while the overdrive clutch plates, reaction plate,
and pressure plate are lugged to the overdrive housing. This allows the intermediate shaft to transfer
the engine torque to the planetary gear and overrunning clutch. This drives the planetary gear inside the
annulus, which is attached to the overdrive clutch
drum and output shaft, creating the desired gear
ratio. The waved snap-ring is used to cushion the
application of the clutch pack.
21 - 344
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE CLUTCH (Continued)
Fig. 112 Overdrive Clutch
1 - REACTION PLATE
OVERDRIVE SWITCH
DESCRIPTION
The overdrive OFF (control) switch is located in
the shift lever arm (Fig. 113). The switch is a
momentary contact device that signals the PCM to
toggle current status of the overdrive function.
2 - PRESSURE PLATE
causes normal overdrive operation to be restored and
the overdrive lamp to be turned off. The overdrive
OFF mode defaults to ON after the ignition switch is
cycled OFF and ON. The normal position for the control switch is the ON position. The switch must be in
this position to energize the solenoid and allow a 3-4
upshift. The control switch indicator light illuminates
only when the overdrive switch is turned to the OFF
position, or when illuminated by the transmission
control module.
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS
The overdrive off switch, valve body solenoid, case
connectors and related wiring can all be tested with
a 12 volt test lamp or a volt/ohmmeter. Check continuity of each component when diagnosis indicates
this is necessary.
Switch and solenoid continuity should be checked
whenever the transmission fails to shift into fourth
gear range.
REMOVAL
Fig. 113 Overdrive Off Switch
OPERATION
At key-on, overdrive operation is allowed. Pressing
the switch once causes the overdrive OFF mode to be
entered and the overdrive OFF switch lamp to be
illuminated. Pressing the switch a second time
(1) Using a plastic trim tool, remove the overdrive
off switch retainer from the shift lever (Fig. 114).
(2) Pull the switch outwards to release it from the
connector in the lever (Fig. 115)
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 345
OVERDRIVE SWITCH (Continued)
Fig. 114 Overdrive Off Switch Retainer
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH RETAINER
3 - PLASTIC TRIM TOOL
Fig. 116 Install the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH WIRING CONNECTOR
3 - OVERDRIVE OFF SWITCH
(3) Push the overdrive off switch and wiring into
the shift lever.
(4) Install the overdrive off switch retainer onto
the shift lever.
OVERDRIVE UNIT
REMOVAL
Fig. 115 Remove the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH
INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pull the connector out of the lever just enough
to grasp it.
CAUTION: Be careful not to bend the pins on the
overdrive off switch. Use care when installing the
switch, as it is not indexed, and can be accidentally
installed incorrectly.
(2) Install the overdrive off switch into the connector (Fig. 116)
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Remove transfer case, if equipped.
(4) Mark propeller shaft universal joint(s) and axle
pinion yoke, or the companion flange and flange
yoke, for alignment reference at installation, if neccesary.
(5) Disconnect and remove the rear propeller shaft,
if necessary. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT REMOVAL)
(6) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan.
(7) If overdrive unit had malfunctioned, or if fluid
is contaminated, remove entire transmission. If diagnosis indicated overdrive problems only, remove just
the overdrive unit.
(8) Support transmission with transmission jack.
(9) Remove bolts attaching overdrive unit to transmission (Fig. 117).
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to prevent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the overdrive unit.
21 - 346
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 117 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)
(10) Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.
(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalignment occurs, overdrive unit will have to be disassembled in order to realign splines.
(12) Remove and retain overdrive piston thrust
bearing. Bearing may remain on piston or in clutch
hub during removal.
(13) Position drain pan on workbench.
(14) Place overdrive unit over drain pan. Tilt unit
to drain residual fluid from case.
(15) Examine fluid for clutch material or metal
fragments. If fluid contains these items, overhaul will
be necessary.
(16) If overdrive unit does not require any service,
leave alignment tool in position. Tool will prevent
accidental misalignment of planetary gear and overrunning clutch splines.
DISASSEMBLY
(1) Remove transmission speed sensor and o-ring
seal from overdrive case (Fig. 118).
(2) Remove overdrive piston thrust bearing (Fig.
119).
Fig. 118 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING
Fig. 119 Overdrive Piston Thrust Bearing Removal/
Installation
1 - THRUST BEARING
2 - OVERDRIVE PISTON
3 - THRUST PLATE
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 347
OVERDRIVE UNIT (Continued)
OVERDRIVE PISTON
(1) Remove overdrive piston thrust plate (Fig.
120). Retain thrust plate. It is a select fit part and
may possibly be reused.
Fig. 122 Overdrive Piston Removal
1 - PISTON RETAINER
2 - OVERDRIVE PISTON
Fig. 120 Overdrive Piston Thrust Plate Removal/
Installation
1 - OVERDRIVE PISTON
2 - OVERDRIVE PISTON SPACER (SELECT FIT)
(2) Remove intermediate shaft spacer (Fig. 121).
Retain spacer. It is a select fit part and may possibly
be reused.
OVERDRIVE CLUTCH PACK
(1) Remove overdrive clutch pack wire retaining
ring (Fig. 123).
(2) Remove overdrive clutch pack (Fig. 124).
(3) Note position of clutch pack components for
assembly reference (Fig. 125).
Fig. 123 Removing Overdrive Clutch Pack Retaining
Ring
Fig. 121 Intermediate Shaft Spacer Location
1 - INTERMEDIATE SHAFT
2 - INTERMEDIATE SHAFT SPACER (SELECT FIT)
(3) Remove overdrive piston from retainer (Fig.
122).
1 - OVERDRIVE CLUTCH PACK RETAINING RING
21 - 348
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
(2) Remove overdrive clutch reaction snap-ring
(Fig. 127). Note that snap-ring is located in same
groove as wave spring.
Fig. 124 Overdrive Clutch Pack Removal
1 - OVERDRIVE CLUTCH PACK
Fig. 127 Overdrive Clutch Reaction Snap-Ring
Removal
1 - REACTION RING
2 - CLUTCH HUB
(3) Remove Torx™ head screws that attach access
cover and gasket to overdrive case (Fig. 128).
(4) Remove access cover and gasket (Fig. 129).
Fig. 125 Overdrive Clutch Component Position Typical
1
2
3
4
-
REACTION PLATE
CLUTCH PLATES (3)
PRESSURE PLATE
CLUTCH DISCS (4)
OVERDRIVE GEARTRAIN
Fig. 128 Access Cover Screw Removal
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS
(1) Remove overdrive clutch wave spring (Fig.
126).
Fig. 129 Access Cover And Gasket Removal
1 - ACCESS COVER AND GASKET
Fig. 126 Overdrive Clutch Wave Spring Removal
1 - WAVE SPRING
(5) Expand output shaft bearing snap-ring with
expanding-type snap-ring pliers. Then push output
shaft forward to release shaft bearing from locating
ring (Fig. 130).
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 349
OVERDRIVE UNIT (Continued)
Fig. 132 Rear Bearing Removal
Fig. 130 Releasing Bearing From Locating Ring
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE
1 - OUTPUT SHAFT
2 - REAR BEARING
3 - SNAP-RING
DIRECT CLUTCH, HUB AND SPRING
(6) Lift gear case up and off geartrain assembly
(Fig. 131).
Fig. 131 Removing Geartrain
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
(7) Remove snap-ring that retains rear bearing on
output shaft.
(8) Remove rear bearing from output shaft (Fig.
132).
WARNING: THE NEXT STEP IN DISASSEMBLY
INVOLVES COMPRESSING THE DIRECT CLUTCH
SPRING. IT IS EXTREMELY IMPORTANT THAT
PROPER EQUIPMENT BE USED TO COMPRESS
THE SPRING AS SPRING FORCE IS APPROXIMATELY 830 POUNDS. USE SPRING COMPRESSOR
TOOL 6227-1 AND A HYDRAULIC SHOP PRESS
WITH A MINIMUM RAM TRAVEL OF 5-6 INCHES.
THE PRESS MUST ALSO HAVE A BED THAT CAN
BE ADJUSTED UP OR DOWN AS REQUIRED.
RELEASE CLUTCH SPRING TENSION SLOWLY AND
COMPLETELY TO AVOID PERSONAL INJURY.
(1) Mount geartrain assembly in shop press (Fig.
133).
(2) Position Compressor Tool 6227-1 on clutch hub
(Fig. 133). Support output shaft flange with steel
press plates as shown and center assembly under
press ram.
(3) Apply press pressure slowly. Compress hub and
spring far enough to expose clutch hub retaining ring
and relieve spring pressure on clutch pack snap-ring
(Fig. 133).
21 - 350
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
(4) Remove direct clutch pack snap-ring (Fig. 134).
(5) Remove direct clutch hub retaining ring (Fig.
135).
(6) Release press load slowly and completely (Fig.
136).
(7) Remove Special Tool 6227-1. Then remove
clutch pack from hub (Fig. 136).
Fig. 134 Direct Clutch Pack Snap-Ring Removal
1
2
3
4
5
-
CLUTCH HUB
SPECIAL TOOL 6227-1
DIRECT CLUTCH PACK SNAP-RING
PRESS PLATES
CLUTCH DRUM
Fig. 133 Geartrain Mounted In Shop Press
1
2
3
4
5
6
-
PRESS RAM
SPECIAL TOOL C-3995-A (OR SIMILAR TOOL)
CLUTCH HUB
PLATES
PRESS BED
SPECIAL TOOL 6227-1
Fig. 135 Direct Clutch Hub Retaining Ring Removal
1
2
3
4
-
SPECIAL TOOL 6227-1
CLUTCH HUB RETAINING RING
PRESS BED
PRESS PLATES
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 351
OVERDRIVE UNIT (Continued)
Fig. 138 Removing Sun Gear, Thrust Bearing And
Planetary Gear
Fig. 136 Direct Clutch Pack Removal
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH HUB
3 - DIRECT CLUTCH PACK
GEARTRAIN
(1) Remove direct clutch hub and spring (Fig. 137).
(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 138).
1
2
3
4
5
-
PLANETARY GEAR
PLANETARY THRUST BEARING
CLUTCH SPRING PLATE
SPRING PLATE SNAP-RING
SUN GEAR
(3) Remove overrunning clutch assembly with
expanding type snap-ring pliers (Fig. 139). Insert pliers into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.
(4) Remove thrust bearing from overrunning
clutch hub.
(5) Remove overrunning clutch from hub.
(6) Mark position of annulus gear and direct clutch
drum for assembly alignment reference (Fig. 140). Use
small center punch or scriber to make alignment marks.
Fig. 137 Direct Clutch Hub And Spring Removal
1 - DIRECT CLUTCH SPRING
2 - DIRECT CLUTCH HUB
Fig. 139 Overrunning Clutch Assembly Removal/
Installation
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING
21 - 352
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 140 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
Fig. 142 Clutch Drum Outer Retaining Ring Removal
1 - OUTER RETAINING RING
1 - DIRECT CLUTCH DRUM
2 - HAMMER
3 - PUNCH
(7) Remove direct clutch drum rear retaining ring
(Fig. 141).
(8) Remove direct clutch drum outer retaining ring
(Fig. 142).
(9) Mark annulus gear and output shaft for assembly alignment reference (Fig. 143). Use punch or
scriber to mark gear and shaft.
Fig. 143 Marking Annulus Gear And Output Shaft
For Assembly Alignment
1 - OUTPUT SHAFT
2 - HAMMER
3 - PUNCH
Fig. 141 Clutch Drum Inner Retaining Ring Removal
1 - INNER RETAINING RING
2 - DIRECT CLUTCH DRUM
3 - ANNULUS GEAR
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 353
OVERDRIVE UNIT (Continued)
(10) Remove snap-ring that secures annulus gear
on output shaft (Fig. 144). Use two screwdrivers to
unseat and work snap-ring out of groove as shown.
(11) Remove annulus gear from output shaft (Fig.
145). Use rawhide or plastic mallet to tap gear off
shaft.
CLEANING
Clean the geartrain and case components with solvent. Dry all parts except the bearings with compressed air. Allow bearings to air dry.
Do not use shop towels for wiping parts dry unless
the towels are made from a lint-free material. A sufficient quantity of lint (from shop towels, cloths, rags,
etc.) could plug the transmission filter and fluid passages.
Discard the old case gasket and seals. Do not
attempt to salvage these parts. They are not reusable. Replace any of the overdrive unit snap-rings if
distorted or damaged.
Minor nicks or scratches on components can be
smoothed with crocus cloth. However, do not attempt
to reduce severe scoring on any components with
abrasive materials. Replace severely scored components; do not try to salvage them.
INSPECTION
Fig. 144 Annulus Gear Snap-Ring Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
3 - SNAP-RING
Fig. 145 Annulus Gear Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
GEAR CASE AND PARK LOCK
(1) Remove
(2) Remove
remove shaft,
(3) Remove
reaction plug.
(4) Remove
locating ring from gear case.
park pawl shaft retaining bolt and
pawl and spring.
reaction plug snap-ring and remove
output shaft seal.
Check condition of the park lock components and
the overdrive case.
Check the bushings in the overdrive case. Replace
the bushings if severely scored or worn. Also replace
the case seal if loose, distorted, or damaged.
Examine the overdrive and direct clutch discs and
plates. Replace the discs if the facing is worn,
severely scored, or burned and flaking off. Replace
the clutch plates if worn, heavily scored, or cracked.
Check the lugs on the clutch plates for wear. The
plates should slide freely in the drum. Replace the
plates or drum if binding occurs.
Check condition of the annulus gear, direct clutch
hub, clutch drum and clutch spring. Replace the gear,
hub and drum if worn or damaged. Replace the
spring if collapsed, distorted, or cracked.
Be sure the splines and lugs on the gear, drum and
hub are in good condition. The clutch plates and
discs should slide freely in these components.
Inspect the thrust bearings and spring plate.
Replace the plate if worn or scored. Replace the bearings if rough, noisy, brinnelled, or worn.
Inspect the planetary gear assembly and the sun
gear and bushings. If either the sun gear or the
bushings are damaged, replace the gear and bushings as an assembly. The gear and bushings are not
serviced separately.
The planetary carrier and pinions must be in good
condition. Also be sure the pinion pins are secure and
in good condition. Replace the carrier if worn or damaged.
Inspect the overrunning clutch and race. The race
surface should be smooth and free of scores. Replace
the overrunning clutch assembly or the race if either
assembly is worn or damaged in any way.
21 - 354
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
Replace the shaft pilot bushing and inner bushing
if damaged. Replace either shaft bearing if rough or
noisy. Replace the bearing snap-rings if distorted or
cracked.
Check the machined surfaces on the output shaft.
These surfaces should clean and smooth. Very minor
nicks or scratches can be smoothed with crocus cloth.
Replace the shaft if worn, scored or damaged in any
way.
Inspect the output shaft bushings. The small bushing is the intermediate shaft pilot bushing. The large
bushing is the overrunning clutch hub bushing.
Replace either bushing if scored, pitted, cracked, or
worn.
(4) Align and install clutch drum on annulus gear
(Fig. 148). Be sure drum is engaged in annulus gear
lugs.
(5) Install clutch drum outer retaining ring (Fig.
148).
ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH
(1) Soak direct clutch and overdrive clutch discs in
Mopart ATF +4, type 9602, transmission fluid. Allow
discs to soak for 10-20 minutes.
(2) Install new pilot bushing and clutch hub bushing in output shaft if necessary (Fig. 146). Lubricate
bushings with petroleum jelly, or transmission fluid.
Fig. 147 Annulus Gear Installation
1 - SNAP-RING
2 - OUTPUT SHAFT FRONT BEARING
3 - ANNULUS GEAR
Fig. 146 Output Shaft Pilot Bushing
1 - OUTPUT SHAFT HUB
2 - OVERRUNNING CLUTCH HUB BUSHING
3 - INTERMEDIATE SHAFT PILOT BUSHING
(3) Install annulus gear on output shaft, if
removed. Then install annulus gear retaining snapring (Fig. 147).
Fig. 148 Clutch Drum And Outer Retaining Ring
Installation
1 - ANNULUS GEAR
2 - OUTER SNAP-RING
3 - CLUTCH DRUM
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 355
OVERDRIVE UNIT (Continued)
(6) Slide clutch drum forward and install inner
retaining ring (Fig. 149).
(7) Install rear bearing and snap-ring on output
shaft (Fig. 150). Be sure locating ring groove in bearing is toward rear.
(9) Install thrust bearing on overrunning clutch
hub. Use generous amount of petroleum jelly to hold
bearing in place for installation. Bearing fits one way
only. Be sure bearing is seated squarely against hub.
Reinstall bearing if it does not seat squarely.
Fig. 149 Clutch Drum Inner Retaining Ring
Installation
Fig. 151 Assembling Overrunning Clutch And Hub
1 - ANNULUS GEAR
2 - INNER SNAP-RING
3 - CLUTCH DRUM
Fig. 150 Rear Bearing And Snap-Ring Installation
1 - REAR BEARING
2 - SNAP-RING
(8) Install overrunning clutch on hub (Fig. 151).
Note that clutch only fits one way. Shoulder on clutch
should seat in small recess at edge of hub.
1 - CLUTCH HUB
2 - OVERRUNNING CLUTCH
(10) Install overrunning clutch in output shaft
(Fig. 152). Insert snap-ring pliers in hub splines.
Expand pliers to grip hub. Then install assembly
with counterclockwise, twisting motion.
(11) Install planetary gear in annulus gear (Fig.
153). Be sure planetary pinions are fully seated in
annulus gear before proceeding.
(12) Coat planetary thrust bearing and bearing
contact surface of spring plate with generous amount
of petroleum jelly. This will help hold bearing in
place during installation.
(13) Install planetary thrust bearing on sun gear
(Fig. 154). Slide bearing onto gear and seat it against
spring plate as shown. Bearing fits one way only. If it
does not seat squarely against spring plate, remove
and reposition bearing.
(14) Install assembled sun gear, spring plate and
thrust bearing (Fig. 155). Be sure sun gear and
thrust bearing are fully seated before proceeding.
21 - 356
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 154 Planetary Thrust Bearing Installation
1 - SPRING PLATE
2 - PLANETARY THRUST BEARING
3 - SUN GEAR
Fig. 152 Overrunning Clutch Installation
1 - CLUTCH DRUM
2 - OVERRUNNING CLUTCH ASSEMBLY
3 - EXPANDING-TYPE SNAP-RING PLIERS
4 - CLUTCH DRUM
5 - ANNULUS GEAR
6 - OVERRUNNING CLUTCH ASSEMBLY SEATED IN OUTPUT
SHAFT
Fig. 155 Sun Gear Installation
1 - SUN GEAR AND SPRING PLATE ASSEMBLY
(15) Mount assembled output shaft, annulus gear,
and clutch drum in shop press. Direct clutch spring,
hub and clutch pack are easier to install with assembly mounted in press.
(16) Align splines in hubs of planetary gear and
overrunning clutch with Alignment tool 6227-2 (Fig.
156). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated
before proceeding.
(17) Install direct clutch spring (Fig. 157). Be sure
spring is properly seated on spring plate.
Fig. 153 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR
NOTE: The direct clutch in a 47RE transmission
uses 10 clutch discs.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 357
OVERDRIVE UNIT (Continued)
(18) Assemble and install direct clutch pack on
hub as follows:
(a) Assemble clutch pack components.
(b) Install direct clutch reaction plate on clutch
hub first. Note that one side of reaction plate is
counterbored. Be sure this side faces rearward.
Splines at rear of hub are raised slightly. Counterbore in plate fits over raised splines. Plate should
be flush with this end of hub (Fig. 158).
(c) Install first clutch disc followed by a steel
plate until all discs and plates have been installed.
(d) Install pressure plate. This is last clutch
pack item to be installed. Be sure plate is installed
with shoulder side facing upward (Fig. 159).
(19) Install clutch hub and clutch pack on direct
clutch spring (Fig. 160). Be sure hub is started on
sun gear splines before proceeding.
Fig. 156 Alignment Tool Installation
1
2
3
4
- SPECIAL TOOL 6227-2
- PRESS PLATES
- ASSEMBLED DRUM AND ANNULUS GEAR
- SUN GEAR
Fig. 158 Correct Position Of Direct Clutch Reaction
Plate
Fig. 157 Direct Clutch Spring Installation
1
2
3
4
-
SPECIAL TOOL 6227-2
DIRECT CLUTCH SPRING
CLUTCH HUB
PRESS PLATES
1 - REACTION PLATE COUNTERBORE
2 - DIRECT CLUTCH REACTION PLATE (FLUSH WITH END OF
HUB)
3 - CLUTCH HUB
21 - 358
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 159 Correct Position Of Direct Clutch
1 - DIRECT CLUTCH PRESSURE PLATE
2 - CLUTCH PACK
3 - BE SURE SHOULDER SIDE OF PLATE FACES UPWARD
SOR TOOL C-6227-1 AND A HYDRAULIC-TYPE
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 6
INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS
REQUIRED. RELEASE CLUTCH SPRING TENSION
SLOWLY AND COMPLETELY TO AVOID PERSONAL
INJURY.
(20) Position Compressor Tool 6227-1 on clutch
hub.
(21) Compress clutch hub and spring just enough
to place tension on hub and hold it in place.
(22) Slowly compress clutch hub and spring. Compress spring and hub only enough to expose ring
grooves for clutch pack snap-ring and clutch hub
retaining ring.
(23) Realign clutch pack on hub and seat clutch
discs and plates in clutch drum.
(24) Install direct clutch pack snap-ring (Fig. 161).
Be very sure snap-ring is fully seated in clutch drum
ring groove.
(25) Install clutch hub retaining ring (Fig. 162). Be
very sure retaining ring is fully seated in sun gear
ring groove.
(26) Slowly release press ram, remove compressor
tools and remove geartrain assembly.
Fig. 161 Direct Clutch Pack Snap-Ring Installation
Fig. 160 Direct Clutch Pack And Clutch Hub
Installation
1 - CLUTCH HUB
2 - DIRECT CLUTCH PACK
3 - CLUTCH DRUM
WARNING: THE NEXT STEP IN GEARTRAIN
ASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH HUB AND SPRING. IT IS EXTREMELY
IMPORTANT THAT PROPER EQUIPMENT BE USED
TO COMPRESS THE SPRING AS SPRING FORCE IS
APPROXIMATELY 830 POUNDS. USE COMPRES-
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH PACK SNAP-RING
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 359
OVERDRIVE UNIT (Continued)
Fig. 162 Clutch Hub Retaining Ring Installation
1 - SPECIAL TOOL 6227-1
2 - CLUTCH HUB RETAINING RING
GEAR CASE
(1) Position park pawl and spring in case and
install park pawl shaft. Verify that end of spring
with 90° bend is hooked to pawl and straight end of
spring is seated against case.
(2) Install pawl shaft retaining bolt. Tighten bolt
to 27 N·m (20 ft. lbs.) torque.
(3) Install park lock reaction plug. Note that plug
has locating pin at rear (Fig. 163). Be sure pin is
seated in hole in case before installing snap-ring.
(4) Install reaction plug snap-ring (Fig. 164). Compress snap-ring only enough for installation; do not
distort it.
Fig. 164 Reaction Plug And Snap-Ring Installation
1 - REACTION PLUG SNAP-RING
2 - SNAP-RING PLIERS
(5) Install new seal in gear case. Use Handle
C-4171 and Installer C-3995-A to seat seal in case.
(6) Verify that tab ends of rear bearing locating
ring extend into access hole in gear case (Fig. 165).
(7) Support geartrain on Tool 6227-1 (Fig. 166). Be
sure tool is securely seated in clutch hub.
(8) Install overdrive gear case on geartrain (Fig.
166).
Fig. 163 Reaction Plug Locating Pin And Snap-Ring
1 - REACTION PLUG SNAP-RING (DO NOT OVERCOMPRESS
TO INSTALL)
2 - LOCATING PIN
3 - PARK LOCK REACTION PLUG
Fig. 165 Correct Rear Bearing Locating Ring
Position
1 - CASE ACCESS HOLE
2 - TAB ENDS OF LOCATING RING
21 - 360
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
Fig. 168 Locating Ring Access Cover And Gasket
Installation
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS
Fig. 166 Overdrive Gear Case Installation
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
(9) Expand front bearing locating ring with snapring pliers (Fig. 167). Then slide case downward until
locating ring locks in bearing groove and release
snap-ring.
(10) Install locating ring access cover and gasket
in overdrive unit case (Fig. 168).
(2) Install wave spring on top of reaction ring (Fig.
170). Reaction ring and wave ring both fit in same
ring groove. Use screwdriver to seat each ring
securely in groove. Also ensure that the ends of the
two rings are offset from each other.
(3) Assemble overdrive clutch pack.
Fig. 169 Overdrive Clutch Reaction Ring Installation
1 - REACTION RING
2 - CLUTCH HUB
Fig. 167 Seating Locating Ring In Rear Bearing
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE
OVERDRIVE CLUTCH
NOTE: The overdrive clutch in a 47RE transmission
uses 5 clutch discs.
(1) Install overdrive clutch reaction ring first.
Reaction ring is flat with notched ends (Fig. 169).
Fig. 170 Overdrive Clutch Wave Spring Installation
1 - WAVE SPRING
(4) Install overdrive clutch reaction plate first.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 361
OVERDRIVE UNIT (Continued)
NOTE: The reaction plate is thicker than the pressure plate in a 47RE transmission.
(5) Install first clutch disc followed by first clutch
plate. Then install remaining clutch discs and plates
in same order.
(6) Install clutch pack pressure plate.
(7) Install clutch pack wire-type retaining ring
(Fig. 171).
Fig. 172 Shaft End Play Measurement
1 - SPECIAL TOOL 6312
2 - SPECIAL TOOL 6311
3 - SPECIAL TOOL C-4962
Fig. 171 Overdrive Clutch Pack Retaining Ring
Installation
1 - OVERDRIVE CLUTCH PACK RETAINING RING
INTERMEDIATE SHAFT SPACER SELECTION
(1) Place overdrive unit in vertical position. Mount
it on blocks, or in workbench with appropriate size
mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub. Also be sure
output shaft is not loaded and internal components
are moved rearward for accurate measurement.
(2) Determine correct thickness intermediate shaft
spacer as follows:
(a) Insert Special Tool 6312 through sun gear,
planetary gear and into pilot bushing in output
shaft. Be sure tool bottoms against planetary
shoulder.
(b) Position Gauge Tool 6311 across face of overdrive case (Fig. 172). Then position Dial Caliper
C-4962 over gauge tool.
(c) Extend sliding scale of dial caliper downward
through gauge tool slot until scale contacts end of
Gauge Alignment Tool 6312. Lock scale in place.
Remove dial caliper tool and note distance measured (Fig. 172).
(d) Select proper thickness end play spacer from
spacer chart based on distance measured (Fig.
173).
(e) Remove Gauge Alignment Tool 6312.
Fig. 173 Intermediate Shaft End Play Spacer
Selection
OD THRUST PLATE SELECTION
(1) Place overdrive unit in vertical position. Mount
it on blocks, or in workbench with appropriate size
mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub. Also be sure
output shaft is not loaded and internal components
are moved rearward for accurate measurement.
(2) Determine correct thickness overdrive piston
thrust plate as follows:
(a) Position Gauge Tool 6311 across face of overdrive case. Then position Dial Caliper C-4962 over
gauge tool (Fig. 174).
(b) Measure distance to clutch hub thrust bearing seat at four points 90° apart. Then average
measurements by adding them and dividing by 4.
(c) Select and install required thrust plate from
information in thrust plate chart (Fig. 175).
(3) Leave Alignment Tool 6227-2 in place. Tool will
keep planetary and clutch hub splines in alignment
until overdrive unit is ready for installation on transmission.
21 - 362
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERDRIVE UNIT (Continued)
(4) Transmission speed sensor can be installed at
this time if desired. However, it is recommended that
sensor not be installed until after overdrive unit is
secured to transmission.
(b) Lubricate overdrive piston seals with Mopart
Door Ease, or equivalent.
(c) Install piston over Seal Guide 8114-3 and
inside Guide Ring 8114-1.
(d) Push overdrive piston into position in
retainer.
(e) Verify that the locating lugs entered the lug
bores in the retainer.
(6) Install intermediate shaft spacer on intermediate shaft.
(7) Install overdrive piston thrust plate on overdrive piston.
(8) Install overdrive piston thrust bearing on overdrive piston.
(9) Install transmission speed sensor and o-ring
seal in overdrive case.
INSTALLATION
Fig. 174 Overdrive Piston Thrust Plate Measurement
1 - SPECIAL TOOL 6311
2 - DIRECT CLUTCH HUB THRUST BEARING SEAT
3 - SPECIAL TOOL C-4962
(1) Be sure overdrive unit Alignment Tool 6227-2
is fully seated before moving unit. If tool is not
seated and gear splines rotate out of alignment, overdrive unit will have to be disassembled in order to
realign splines.
(2) If overdrive piston retainer was not removed
during service and original case gasket is no longer
reusable, prepare new gasket by trimming it.
(3) Cut out old case gasket around piston retainer
with razor knife (Fig. 176).
(4) Use old gasket as template and trim new gasket to fit.
(5) Position new gasket over piston retainer and
on transmission case. Use petroleum jelly to hold
gasket in place if necessary. Do not use any type of
sealer to secure gasket. Use petroleum jelly only.
Fig. 175 Overdrive Piston Thrust Plate Selection
OVERDRIVE PISTON
(1) Install new seals on overdrive piston.
(2) Stand transmission case upright on bellhousing.
(3) Position Guide Ring 8114-1 on outer edge of
overdrive piston retainer.
(4) Position Seal Guide 8114-3 on inner edge of
overdrive piston retainer.
(5) Install overdrive piston in overdrive piston
retainer by:
(a) Aligning locating lugs on overdrive piston to
the two mating holes in retainer.
Fig. 176 Trimming Overdrive Case Gasket
1 - GASKET
2 - SHARP KNIFE
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 363
OVERDRIVE UNIT (Continued)
(6) Install selective spacer on intermediate shaft, if
removed. Spacer goes in groove just rearward of
shaft rear splines (Fig. 177).
OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 178) consists of an
inner race, an outer race (or cam), rollers and
springs, and the spring retainer. The number of rollers and springs depends on what transmission and
which overrunning clutch is being dealt with.
Fig. 177 Intermediate Shaft Selective Spacer
Location
1 - SELECTIVE SPACER
2 - SPACER GROOVE
3 - INTERMEDIATE SHAFT
(7) Install thrust bearing in overdrive unit sliding
hub. Use petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside diameter of the bearing is facing forward.
(8) Verify that splines in overdrive planetary gear
and overrunning clutch hub are aligned with Alignment Tool 6227-2. Overdrive unit cannot be installed
if splines are not aligned. If splines have rotated out
of alignment, unit will have to be disassembled to
realign splines.
(9) Carefully slide Alignment Tool 6227-2 out of
overdrive planetary gear and overrunning clutch
splines.
(10) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into
park lock reaction plug at same time. Avoid tilting
overdrive during installation as this could cause
planetary gear and overrunning clutch splines to
rotate out of alignment. If this occurs, it will be necessary to remove and disassemble overdrive unit to
realign splines.
(11) Work overdrive unit forward on intermediate
shaft until seated against transmission case.
(12) Install bolts attaching overdrive unit to transmission unit. Tighten bolts in diagonal pattern to 34
N·m (25 ft-lbs).
(13) Connect the transmission speed sensor and
overdrive wiring connectors.
(14) Install the transfer case, if equipped.
(15) Align and install rear propeller shaft, if necessary. (Refer to 3 - DIFFERENTIAL & DRIVELINE/
PROPELLER
SHAFT/PROPELLER
SHAFT
INSTALLATION)
Fig. 178 Overrunning Clutch
1
2
3
4
5
-
OUTER RACE (CAM)
ROLLER
SPRING
SPRING RETAINER
INNER RACE (HUB)
OPERATION
As the inner race is rotated in a clockwise direction
(as viewed from the front of the transmission), the
race causes the rollers to roll toward the springs,
causing them to compress against their retainer. The
compression of the springs increases the clearance
between the rollers and cam. This increased clearance between the rollers and cam results in a freewheeling condition. When the inner race attempts to
rotate counterclockwise, the action causes the rollers
to roll in the same direction as the race, aided by the
pushing of the springs. As the rollers try to move in
the same direction as the inner race, they are
wedged between the inner and outer races due to the
design of the cam. In this condition, the clutch is
locked and acts as one unit.
21 - 364
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
DISASSEMBLY
CLEANING
(1) Remove the overdrive piston (Fig. 179).
(2) Remove the overdrive piston retainer bolts.
(3) Remove overdrive piston retainer.
(4) Remove case gasket.
(5) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 180).
Alternate position of punch to avoid cocking cam during removal.
(6) Clean clutch cam bore and case. Be sure to
remove all chips/shavings generated during cam
removal.
Clean the overrunning clutch assembly, clutch cam,
low-reverse drum, and overdrive piston retainer in
solvent. Dry them with compressed air after cleaning.
INSPECTION
Inspect condition of each clutch part after cleaning.
Replace the overrunning clutch roller and spring
assembly if any rollers or springs are worn or damaged, or if the roller cage is distorted, or damaged.
Replace the cam if worn, cracked or damaged.
Replace the low-reverse drum if the clutch race,
roller surface or inside diameter is scored, worn or
damaged. Do not remove the clutch race from
the low-reverse drum under any circumstances.
Replace the drum and race as an assembly if
either component is damaged.
Examine the overdrive piston retainer carefully for
wear, cracks, scoring or other damage. Be sure the
retainer hub is a snug fit in the case and drum.
Replace the retainer if worn or damaged.
ASSEMBLY
Fig. 179 Overdrive Piston Removal
1
2
3
4
-
OVERDRIVE CLUTCH PISTON
INTERMEDIATE SHAFT
SELECTIVE SPACER
PISTON RETAINER
Fig. 180 Overrunning Clutch Cam
1 - PIN PUNCH
2 - REAR SUPPORT BOLT HOLES
(1) Temporarily install overdrive piston retainer in
case. Use 3-4 bolts to secure retainer.
(2) Align and start new clutch cam in the transmission case. Be sure serrations on cam and in case
are aligned (Fig. 181). Then tap cam into case just
enough to hold it in place.
(3) Verify that cam is correctly positioned before
proceeding any further. Narrow ends of cam ramps
should be to left when cam is viewed from front end
of case (Fig. 181).
(4) Insert Adapter Tool SP-5124 into piston
retainer (Fig. 182).
(5) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 183).
(6) Install assembled puller plate and bolt (Fig.
184). Insert bolt through cam, case and adapter tool.
Be sure plate is seated squarely on cam.
(7) Hold puller plate and bolt in place and install
puller nut SP-3701 on puller bolt (Fig. 185).
(8) Tighten puller nut to press clutch cam into
case (Fig. 185). Be sure cam is pressed into case
evenly and does not become cocked.
(9) Remove clutch cam installer tools.
(10) Stake case in 14 places around clutch cam to
help secure cam in case. Use blunt punch or chisel to
stake case.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 365
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
Fig. 181 Positioning Replacement Clutch Cam In
Case
1 - ALIGN SERRATIONS ON CAM AND IN CASE
2 - CLUTCH CAM
Fig. 183 Assembling Clutch Cam Puller Bolt And
Press Plate
1 - PULLER BOLT SP-3701
2 - PRESS PLATE SP-3583-A
Fig. 182 Positioning Adapter Tool In Overdrive
Piston Retainer
1 - PISTON RETAINER
2 - SPECIAL TOOL SP-5124
(11) Remove piston retainer from case. Cover
retainer with plastic sheeting, or paper to keep it
dust free.
(12) Clean case and cam thoroughly. Be sure any
chips/shavings generated during cam installation are
removed from case.
(13) Install new gasket at rear of transmission
case. Use petroleum jelly to hold gasket in place. Be
sure to align governor feed holes in gasket with feed
passages in case (Fig. 186). Also install gasket before
overdrive piston retainer. Center hole in gasket is
smaller than retainer and cannot be installed over
retainer.
Fig. 184 Positioning Puller Plate On Clutch Cam
1 - SPECIAL TOOL SP-3701
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM
(14) Position overdrive piston retainer on transmission case and align bolt holes in retainer, gasket
and case (Fig. 187). Then install and tighten retainer
bolts to 17 N·m (13 ft. lbs.) torque.
(15) Install new seals on overdrive piston.
21 - 366
AUTOMATIC TRANSMISSION - 47RE
BR/BE
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
Fig. 185 Pressing Overrunning Clutch Cam Into
Case
1 - SPECIAL TOOL SP-3583-A
2 - TIGHTEN NUT TO DRAW CAM INTO CASE (NUT IS PART OF
BOLT SP-3701)
3 - SPECIAL TOOL SP-5124
4 - SPECIAL TOOL SP-3701
Fig. 187 Aligning Overdrive Piston Retainer
1 - PISTON RETAINER
2 - GASKET
3 - RETAINER BOLTS
(16) Stand transmission case upright on bellhousing.
(17) Position Guide Ring 8114-1 on outer edge of
overdrive piston retainer.
(18) Position Seal Guide 8114-3 on inner edge of
overdrive piston retainer.
(19) Install overdrive piston in overdrive piston
retainer by: aligning locating lugs on overdrive piston
to the two mating holes in retainer.
(a) Aligning locating lugs on overdrive piston to
the two mating holes in retainer.
(b) Lubricate overdrive piston seals with Mopart
Door Ease, or equivalent.
(c) Install piston over Seal Guide 8114-3 and
inside Guide Ring 8114-1.
(d) Push overdrive piston into position in
retainer.
(e) Verify that the locating lugs entered the lug
bores in the retainer.
Fig. 186 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 367
PARK/NEUTRAL POSITION
SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH
The center terminal of the park/neutral position
switch is the starter-circuit terminal. It provides the
ground for the starter solenoid circuit through the
selector lever in PARK and NEUTRAL positions only.
The outer terminals on the switch are for the backup
lamp circuit.
SWITCH TEST
To test the switch, remove the wiring connector.
Test for continuity between the center terminal and
the transmission case. Continuity should exist only
when the transmission is in PARK or NEUTRAL.
Shift the transmission into REVERSE and test
continuity at the switch outer terminals. Continuity
should exist only when the transmission is in
REVERSE. Continuity should not exist between the
outer terminals and the case.
Check gearshift linkage adjustment before replacing a switch that tests faulty.
REMOVAL
Fig. 188 Park/Neutral Position Switch
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SWITCH PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
4 - SWITCH
within the system through the use of piston rings or
seals.
OPERATION
(1) Raise vehicle and position drain pan under
switch.
(2) Disconnect switch wires.
(3) Remove switch from case.
The principal which makes this operation possible
is known as Pascal’s Law. Pascal’s Law can be stated
as: “Pressure on a confined fluid is transmitted
equally in all directions and acts with equal force on
equal areas.”
INSTALLATION
PRESSURE
(1) Move shift lever to PARK and NEUTRAL positions. Verify that switch operating lever fingers are
centered in switch opening in case (Fig. 188).
(2) Install new seal on switch and install switch in
case. Tighten switch to 34 N·m (25 ft. lbs.) torque.
(3) Test continuity of new switch with 12V test
lamp.
(4) Connect switch wires and lower vehicle.
(5) Top off transmission fluid level.
PISTONS
DESCRIPTION
There are several sizes and types of pistons used in
an automatic transmission. Some pistons are used to
apply clutches, while others are used to apply bands.
They all have in common the fact that they are
round or circular in shape, located within a smooth
walled cylinder, which is closed at one end and converts fluid pressure into mechanical movement. The
fluid pressure exerted on the piston is contained
Pressure (Fig. 189) is nothing more than force
(lbs.) divided by area (in or ft.), or force per unit
area. Given a 100 lb. block and an area of 100 sq. in.
on the floor, the pressure exerted by the block is: 100
lbs. 100 in or 1 pound per square inch, or PSI as it is
commonly referred to.
PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 190)
by applying a force to some given area in contact
with the fluid. A good example of this is a cylinder
filled with fluid and equipped with a piston that is
closely fitted to the cylinder wall. If a force is applied
to the piston, pressure will be developed in the fluid.
Of course, no pressure will be created if the fluid is
not confined. It will simply “leak” past the piston.
There must be a resistance to flow in order to create
pressure. Piston sealing is extremely important in
hydraulic operation. Several kinds of seals are used
to accomplish this within a transmission. These
include but are not limited to O-rings, D-rings, lip
seals, sealing rings, or extremely close tolerances
between the piston and the cylinder wall. The force
21 - 368
AUTOMATIC TRANSMISSION - 47RE
BR/BE
PISTONS (Continued)
FORCE MULTIPLICATION
Using the 10 PSI example used in the illustration
(Fig. 191), a force of 1000 lbs. can be moved with a
force of only 100 lbs. The secret of force multiplication in hydraulic systems is the total fluid contact
area employed. The illustration, (Fig. 191), shows an
area that is ten times larger than the original area.
The pressure created with the smaller 100 lb. input
is 10 PSI. The concept “pressure is the same everywhere” means that the pressure underneath the
larger piston is also 10 PSI. Pressure is equal to the
force applied divided by the contact area. Therefore,
by means of simple algebra, the output force may be
found. This concept is extremely important, as it is
also used in the design and operation of all shift
valves and limiting valves in the valve body, as well
as the pistons, of the transmission, which activate
the clutches and bands. It is nothing more than
using a difference of area to create a difference in
pressure to move an object.
Fig. 189 Force and Pressure Relationship
exerted is downward (gravity), however, the principle
remains the same no matter which direction is taken.
The pressure created in the fluid is equal to the force
applied, divided by the piston area. If the force is 100
lbs., and the piston area is 10 sq. in., then the pressure created equals 10 PSI. Another interpretation of
Pascal’s Law is that regardless of container shape or
size, the pressure will be maintained throughout, as
long as the fluid is confined. In other words, the
pressure in the fluid is the same everywhere within
the container.
Fig. 191 Force Multiplication
PISTON TRAVEL
Fig. 190 Pressure on a Confined Fluid
The relationship between hydraulic lever and a
mechanical lever is the same. With a mechanical
lever it’s a weight-to-distance output rather than a
pressure-to-area output. Using the same forces and
areas as in the previous example, the smaller piston
(Fig. 192) has to move ten times the distance
required to move the larger piston one inch. Therefore, for every inch the larger piston moves, the
smaller piston moves ten inches. This principle is
true in other instances also. A common garage floor
jack is a good example. To raise a car weighing 2000
lbs., an effort of only 100 lbs. may be required. For
every inch the car moves upward, the input piston at
the jack handle must move 20 inches downward.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 369
PISTONS (Continued)
• The sun gear which is at the center of the system.
• The planet carrier with planet pinion gears
which are free to rotate on their own shafts and are
in mesh with the sun gear.
• The annulus gear, which rotates around and is
in mesh with the planet pinion gears.
NOTE: The number of pinion gears does not affect
the gear ratio, only the duty rating.
OPERATION
With any given planetary gearset, several conditions must be met for power to be able to flow:
• One member must be held.
• Another member must be driven or used as an
input.
• The third member may be used as an output for
power flow.
• For direct drive to occur, two gear members in
the front planetary gearset must be driven.
Fig. 192 Piston Travel
PLANETARY GEARTRAIN/
OUTPUT SHAFT
DESCRIPTION
The planetary gearsets (Fig. 193) are designated as
the front, rear, and overdrive planetary gear assemblies and located in such order. A simple planetary
gearset consists of three main members:
NOTE: Gear ratios are dependent on the number of
teeth on the annulus and sun gears.
DISASSEMBLY
(1) Remove planetary snap-ring from intermediate
shaft (Fig. 194). Discard snap-ring as it is not reusable.
Fig. 194 Removing Planetary Snap-Ring
Fig. 193 Planetary Gearset
1
2
3
4
- ANNULUS GEAR
- SUN GEAR
- PLANET CARRIER
- PLANET PINIONS (4)
1 - PLANETARY SNAP-RING
(2) Remove front planetary gear and front annulus
gear as assembly (Fig. 195).
(3) Remove front planetary gear and thrust
washer from front annulus gear (Fig. 196). Note
thrust washer position for assembly reference.
21 - 370
AUTOMATIC TRANSMISSION - 47RE
BR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(4) Remove tabbed thrust washer from driving
shell (Fig. 197). Note washer position for assembly
reference.
(5) Remove sun gear and driving shell as assembly
(Fig. 198).
Fig. 197 Driving Shell Thrust Washer Removal
1 - DRIVING SHELL
2 - TABBED THRUST WASHER
3 - SUN GEAR
Fig. 195 Removing Front Planetary And Annulus
Gears
1 - DRIVING SHELL
2 - FRONT ANNULUS GEAR
3 - FRONT PLANETARY GEAR
Fig. 198 Sun Gear And Driving Shell Removal
1 - INTERMEDIATE SHAFT
2 - DRIVING SHELL
3 - SUN GEAR
(6) Remove tabbed thrust washer from rear planetary gear (Fig. 199). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 200).
(8) Remove thrust plate from rear annulus gear
(Fig. 201).
Fig. 196 Disassembling Front Planetary And
Annulus Gears
1 - FRONT PLANETARY GEAR
2 - TABBED THRUST WASHER
3 - FRONT ANNULUS GEAR
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 371
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
Fig. 199 Rear Planetary Thrust Washer Removal
1 - SUN GEAR
2 - REAR PLANETARY THRUST WASHER
3 - DRIVING SHELL
Fig. 200 Rear Planetary And Annulus Gear Removal
1 - INTERMEDIATE SHAFT
2 - REAR ANNULUS GEAR
3 - REAR PLANETARY GEAR
INSPECTION
Inspect the planetary gear sets and annulus gears.
The planetary pinions, shafts, washers, and retaining
pins are serviceable. However, if a pinion carrier is
damaged, the entire planetary gear set must be
replaced as an assembly.
Replace the annulus gears if the teeth are chipped,
broken, or worn, or the gear is cracked. Replace the
planetary thrust plates and the tabbed thrust washers if cracked, scored or worn.
Fig. 201 Rear Annulus Thrust Plate Removal
1 - REAR ANNULUS GEAR
2 - THRUST PLATE
Inspect the machined surfaces of the intermediate
shaft. Be sure the oil passages are open and clear.
Replace the shaft if scored, pitted, or damaged.
Inspect the sun gear and driving shell. If either
component is worn or damaged, remove the sun gear
rear retaining ring and separate the sun gear and
thrust plate from the driving shell. Then replace the
necessary component.
Replace the sun gear as an assembly if the gear
teeth are chipped or worn. Also replace the gear as
an assembly if the bushings are scored or worn. The
sun gear bushings are not serviceable. Replace the
thrust plate if worn, or severely scored. Replace the
driving shell if distorted, cracked, or damaged in any
way.
Replace all snap-rings during geartrain assembly.
Reusing snap-rings is not recommended.
ASSEMBLY
(1) Lubricate sun gear and planetary gears with
transmission fluid during assembly. Use petroleum
jelly to lubricate intermediate shaft bushing surfaces,
thrust washers and thrust plates and to hold these
parts in place during assembly.
(2) Install front snap-ring on sun gear and install
gear in driving shell. Then install thrust plate over
sun gear and against rear side of driving shell (Fig.
202). Install rear snap-ring to secure sun gear and
thrust plate in driving shell.
(3) Install rear annulus gear on intermediate shaft
(Fig. 203).
(4) Install thrust plate in annulus gear (Fig. 204).
Be sure plate is seated on shaft splines and against
gear.
21 - 372
AUTOMATIC TRANSMISSION - 47RE
BR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
Fig. 202 Sun Gear Installation
1
2
3
4
-
DRIVING SHELL
SUN GEAR
THRUST PLATE
SUN GEAR REAR RETAINING RING
Fig. 204 Installing Rear Annulus Thrust Plate
1 - REAR ANNULUS GEAR
2 - THRUST PLATE
(8) Install sun gear and driving shell on intermediate shaft (Fig. 207). Seat shell against rear planetary gear. Verify that thrust washer on planetary
gear was not displaced during installation.
(9) Install tabbed thrust washer in driving shell
(Fig. 208), be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.
(10) Install tabbed thrust washer on front planetary gear (Fig. 209). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.
Fig. 203 Installing Rear Annulus Gear On
Intermediate Shaft
1 - REAR ANNULUS GEAR
2 - OUTPUT SHAFT
(5) Install rear planetary gear in rear annulus
gear (Fig. 205). Be sure planetary carrier is seated
against annulus gear.
(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 206). Seat washer tabs in
matching slots in face of gear carrier. Use extra
petroleum jelly to hold washer in place if desired.
(7) Lubricate sun gear bushings with petroleum
jelly or transmission fluid.
Fig. 205 Installing Rear Planetary Gear
1 - REAR ANNULUS GEAR
2 - REAR PLANETARY GEAR
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 373
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
Fig. 206 Installing Rear Planetary Thrust Washer
1 - REAR PLANETARY GEAR
2 - TABBED THRUST WASHER
Fig. 208 Installing Driving Shell Thrust Washer
1 - TAB SLOTS (3)
2 - DRIVING SHELL
3 - TABBED THRUST WASHER
Fig. 207 Installing Sun Gear And Driving Shell
1
2
3
4
5
-
OUTPUT SHAFT
DRIVING SHELL
REAR PLANETARY GEAR
OUTPUT SHAFT
SUN GEAR
(11) Install front annulus gear over and onto front
planetary gear (Fig. 210). Be sure gears are fully
meshed and seated.
(12) Install front planetary and annulus gear
assembly (Fig. 211). Hold gears together and slide
them onto shaft. Be sure planetary pinions are
seated on sun gear and that planetary carrier is
seated on intermediate shaft.
Fig. 209 Installing Thrust Washer On Front
Planetary Gear
1 - TABBED THRUST WASHER
2 - FRONT PLANETARY GEAR
21 - 374
AUTOMATIC TRANSMISSION - 47RE
BR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(13) Place geartrain in upright position. Rotate
gears to be sure all components are seated and properly assembled. Snap-ring groove at forward end of
intermediate shaft will be completely exposed when
components are assembled correctly.
(14) Install new planetary snap-ring in groove at
end of intermediate shaft (Fig. 212).
(15) Turn planetary geartrain over. Position wood
block under front end of intermediate shaft and support geartrain on shaft. Be sure all geartrain parts
have moved forward against planetary snap-ring.
This is important for accurate end play check.
(16) Check planetary geartrain end play with
feeler gauge (Fig. 213). Insert gauge between rear
annulus gear and shoulder on intermediate shaft as
shown. End play should be 0.15 to 1.22 mm (0.006 to
0.048 in.).
(17) If end play is incorrect, install thinner/thicker
planetary snap-ring as needed.
Fig. 211 Installing Front Planetary And Annulus
Gear Assembly
1 - DRIVING SHELL
2 - ASSEMBLED FRONT PLANETARY AND ANNULUS GEARS
Fig. 210 Assembling Front Planetary And Annulus
Gears
1 - FRONT ANNULUS GEAR
2 - FRONT PLANETARY GEAR
Fig. 212 Installing Planetary Snap-Ring
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 375
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
REAR CLUTCH
DESCRIPTION
The rear clutch assembly (Fig. 214) is composed of
the rear clutch retainer, pressure plate, clutch plates,
driving discs, piston, Belleville spring, and snaprings. The Belleville spring acts as a lever to multiply the force applied on to it by the apply piston. The
increased apply force on the rear clutch pack, in comparison to the front clutch pack, is needed to hold
against the greater torque load imposed onto the rear
pack. The rear clutch is directly behind the front
clutch and is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
Fig. 213 Checking Planetary Geartrain End Play
1 - OUTPUT SHAFT
2 - REAR ANNULUS GEAR
3 - FEELER GAUGE
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
Fig. 214 Rear Clutch Components
1 - REAR CLUTCH RETAINER
2 - TORLON™ SEAL RINGS
3 - INPUT SHAFT
4 - PISTON RETAINER
5 - OUTPUT SHAFT THRUST WASHER
6 - INNER PISTON SEAL
7 - PISTON SPRING
8 - PRESSURE PLATE
9 - CLUTCH DISCS
10 - SNAP-RING (SELECTIVE)
11 - REACTION PLATE
12 - CLUTCH PLATES
13 - WAVE SPRING
14 - SPACER RING
15 - PISTON
16 - OUTER PISTON SEAL
17 - REAR SEAL RING
18 - FIBER THRUST WASHER
19 - RETAINING RING
21 - 376
AUTOMATIC TRANSMISSION - 47RE
BR/BE
REAR CLUTCH (Continued)
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved spring is
used to cushion the application of the clutch pack.
The snap-ring is selective and used to adjust clutch
pack clearance.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assembly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the piston. The check-valve is needed to eliminate the possibility of plate drag caused by centrifugal force
acting on the residual fluid trapped in the clutch piston retainer.
DISASSEMBLY
(1) Remove fiber thrust washer from forward side
of clutch retainer.
(2) Remove input shaft front and rear seal rings.
(3) Remove selective clutch pack snap-ring (Fig.
215).
(4) Remove the reaction plate, clutch discs, steel
plates, pressure plate, wave spring, spacer ring, and
piston spring (Fig. 215).
(5) Remove clutch piston with rotating motion.
(6) Remove and discard piston seals.
(7) Remove input shaft retaining ring. It may be
necessary to press the input shaft in slightly to
relieve tension on the retaining ring
(8) Press input shaft out of retainer with shop
press and suitable size press tool. Use a suitably
sized press tool to support the retainer as close to the
input shaft as possible.
Fig. 215 Rear Clutch Components
1 - REAR CLUTCH RETAINER
2 - TORLON™ SEAL RINGS
3 - INPUT SHAFT
4 - PISTON RETAINER
5 - OUTPUT SHAFT THRUST WASHER
6 - INNER PISTON SEAL
7 - PISTON SPRING
8 - PRESSURE PLATE
9 - CLUTCH DISCS
10 - SNAP-RING (SELECTIVE)
11 - REACTION PLATE
12 - CLUTCH PLATES
13 - WAVE SPRING
14 - SPACER RING
15 - PISTON
16 - OUTER PISTON SEAL
17 - REAR SEAL RING
18 - FIBER THRUST WASHER
19 - RETAINING RING
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 377
REAR CLUTCH (Continued)
CLEANING
Clean the clutch components with solvent and dry
them with compressed air. Do not use rags or shop
towels to dry any of the clutch parts. Lint from such
materials will adhere to component surfaces and
could restrict or block fluid passages after assembly.
INSPECTION
Replace the clutch discs if warped, worn, scored,
burned/charred, the lugs are damaged, or if the facing is flaking off. Replace the top and bottom pressure plates if scored, warped, or cracked. Be sure the
driving lugs on the pressure and clutch plates are
also in good condition. The lugs must not be bent,
cracked or damaged in any way.
Replace the piston spring and wave spring if either
part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
clutch and pressure plates should slide freely in the
slots. Replace the retainer if the grooves are worn or
damaged. Also check action of the check balls in the
retainer and piston. Each check ball must move
freely and not stick.
Replace the retainer bushing if worn, scored, or
doubt exists about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check condition of the fiber thrust washer and
metal output shaft thrust washer. Replace either
washer if worn or damaged.
Check condition of the seal rings on the input shaft
and clutch retainer hub. Replace the seal rings only
if worn, distorted, or damaged. The input shaft front
seal ring is teflon with chamfered ends. The rear ring
is metal with interlocking ends.
Check the input shaft for wear, or damage. Replace
the shaft if worn, scored or damaged in any way.
(5) Press the input shaft the remainder of the way
into the clutch retainer.
(6) Install new seals on clutch piston. Be sure lip
of each seal faces interior of clutch retainer.
(7) Lubricate lip of piston seals with generous
quantity of Mopart Door Ease. Then lubricate
retainer hub and bore with light coat of transmission
fluid.
(8) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.0209 thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(9) Install piston spring in retainer and on top of
piston. Concave side of spring faces downward
(toward piston).
(10) Install the spacer ring and wave spring into
the retainer. Be sure spring is completely seated in
retainer groove.
ASSEMBLY
(1) Soak clutch discs in transmission fluid while
assembling other clutch parts.
(2) Install new seal rings on clutch retainer hub
and input shaft if necessary.
(a) Be sure clutch hub seal ring is fully seated in
groove and is not twisted.
(3) Lubricate splined end of input shaft and clutch
retainer with transmission fluid. Then partially press
input shaft into retainer (Fig. 216). Use a suitably
sized press tool to support retainer as close to input
shaft as possible.
(4) Install input shaft retaining ring.
Fig. 216 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM
21 - 378
AUTOMATIC TRANSMISSION - 47RE
BR/BE
REAR CLUTCH (Continued)
(11) Install pressure plate (Fig. 223). Ridged side
of plate faces downward (toward piston) and flat side
toward clutch pack.
(12) Install first clutch disc in retainer on top of
pressure plate. Then install a clutch plate followed
by a clutch disc until entire clutch pack is installed
(4 discs and 3 plates are required) (Fig. 223).
(13) Install the reaction plate.
(14) Install selective snap-ring. Be sure snap-ring
is fully seated in retainer groove.
(15) Using a suitable gauge bar and dial indicator,
measure clutch pack clearance (Fig. 217).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 217).
(b) Using two small screw drivers, lift the pressure plate and release it.
(c) Zero the dial indicator.
(d) Lift the pressure plate until it contacts the
snap-ring and record the dial indicator reading.
Clearance should be 0.635 - 0.914 mm (0.025 0.036 in.). If clearance is incorrect, steel plates, discs,
selective snap ring and pressure plates may have to
be changed.
The selective snap ring thicknesses are:
• 0.107 - 0.109 in.
• 0.098 - 0.100 in.
• 0.095 - 0.097 in.
• 0.083 - 0.085 in.
• 0.076 - 0.078 in.
• 0.071 - 0.073 in.
• 0.060 - 0.062 in.
(16) Coat rear clutch thrust washer with petroleum jelly and install washer over input shaft and
into clutch retainer (Fig. 218). Use enough petroleum
jelly to hold washer in place.
(17) Set rear clutch aside for installation during
final assembly.
REAR SERVO
DESCRIPTION
The rear (low/reverse) servo consists of a single
stage or diameter piston and a spring loaded plug.
The spring is used to cushion the application of the
rear (low/reverse) band.
OPERATION
While in the de-energized state (no pressure
applied), the piston is held up in its bore by the piston spring. The plug is held down in its bore, in the
piston, by the plug spring. When pressure is applied
to the top of the piston, the plug is forced down in its
bore, taking up any clearance. As the piston moves, it
causes the plug spring to compress, and the piston
Fig. 217 Checking Rear Clutch Pack Clearance
1
2
3
4
5
6
-
DIAL INDICATOR
PRESSURE PLATE
SNAP-RING
STAND
REAR CLUTCH
GAUGE BAR
Fig. 218 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER
moves down over the plug. The piston continues to
move down until it hits the shoulder of the plug and
fully applies the band. The period of time from the
initial application, until the piston is against the
shoulder of the plug, represents a reduced shocking
of the band that cushions the shift.
DISASSEMBLY
(1) Remove small snap-ring and remove plug and
spring from servo piston (Fig. 219).
(2) Remove and discard servo piston seal ring.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 379
REAR SERVO (Continued)
(4) Lubricate piston seal lip with petroleum jelly.
Fig. 219 Rear Servo Components
1
2
3
4
5
6
7
8
-
SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON
Fig. 221 Rear Servo Components
1
2
3
4
5
6
7
8
-
SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON
CLEANING
Remove and discard the servo piston seal ring (Fig.
220). Then clean the servo components with solvent
and dry with compressed air. Replace either spring if
collapsed, distorted or broken. Replace the plug and
piston if cracked, bent, or worn. Discard the servo
snap-rings and use new ones at assembly.
SHIFT MECHANISM
DESCRIPTION
The gear shift mechanism provides six shift positions which are:
• PARK (P)
• REVERSE (R)
• NEUTRAL (N)
• DRIVE (D)
• Manual SECOND (2)
• Manual LOW (1)
OPERATION
Fig. 220 Rear Servo Components
1
2
3
4
5
6
7
8
-
SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON
ASSEMBLY
(1) Lubricate piston and guide seals (Fig. 221)
with petroleum jelly. Lubricate other servo parts with
Mopart ATF +4, type 9602, transmission fluid.
(2) Install new seal ring on servo piston.
(3) Assemble piston, plug, spring and new snapring.
Manual LOW (1) range provides first gear only.
Overrun braking is also provided in this range. Manual SECOND (2) range provides first and second gear
only.
DRIVE range provides first, second third and overdrive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
has completed the shift into D third gear range. No
further movement of the shift mechanism is required
to complete the 3-4 shift.
The fourth gear upshift occurs automatically when
the overdrive selector switch is in the ON position.
No upshift to fourth gear will occur if any of the following are true:
• The transmission fluid temperature is below 10°
C (50° F) or above 121° C (250° F).
• The shift to third is not yet complete.
• Vehicle speed is too low for the 3-4 shift to occur.
• Battery temperature is below -5° C (23° F).
21 - 380
AUTOMATIC TRANSMISSION - 47RE
BR/BE
SHIFT MECHANISM (Continued)
ADJUSTMENTS
ADJUSTMENT
Check linkage adjustment by starting engine in
PARK and NEUTRAL. Adjustment is acceptable if
the engine starts in only these two positions. Adjustment is incorrect if the engine starts in one position
but not both positions
If the engine starts in any other position, or if the
engine will not start in any position, the park/neutral
switch is probably faulty.
LINKAGE ADJUSTMENT
Check condition of the shift linkage (Fig. 222). Do
not attempt adjustment if any component is loose,
worn, or bent. Replace any suspect components.
Replace the grommet securing the shift rod or
torque rod in place if either rod was removed from
the grommet. Remove the old grommet as necessary
and use suitable pliers to install the new grommet.
(1) Shift transmission into PARK.
(2) Raise and support vehicle.
(3) Loosen lock bolt in front shift rod adjusting
swivel (Fig. 222).
(4) Ensure that the shift rod slides freely in the
swivel. Lube rod and swivel as necessary.
(5) Move transmission shift lever fully rearward to
the Park detent.
(6) Center adjusting swivel on shift rod.
(7) Tighten swivel lock bolt to 10 N·m (90 in. lbs.).
(8) Lower vehicle and verify proper adjustment.
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direction, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified as normally open or normally closed. The normally
open solenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. The normally closed solenoid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic control functions for the transmission and must there-
Fig. 222 Linkage Adjustment Components
1
2
3
4
5
- FRONT SHIFT ROD
- TORQUE SHAFT ASSEMBLY
- TORQUE SHAFT ARM
- ADJUSTING SWIVEL
- LOCK BOLT
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel poppets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the sizable flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a particular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
• Increase the amount of current applied to the
coil or
• Increase the number of turns of wire in the coil.
The most common practice is to increase the number of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possible by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulsewidth modulated versions utilize similar methods to
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 381
SOLENOID (Continued)
control the current flow through the solenoid to position the solenoid plunger at a desired position somewhere between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid’s valve.
OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 224) adjustment is extremely important to proper operation.
This adjustment positions the throttle valve, which
controls shift speed, quality, and part-throttle downshift sensitivity.
If cable setting is too loose, early shifts and slippage between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle downshifts may be very sensitive.
SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 223) is located in the overdrive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
Fig. 224 Throttle Valve Cable Attachment - At
Engine
1
2
3
4
5
Fig. 223 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the transmission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
- THROTTLE VALVE CABLE
- CABLE BRACKET
- THROTTLE BODY LEVER
- ACCELERATOR CABLE
- SPEED CONTROL CABLE
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is operated by an adjustable cable (Fig. 225). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
valve cable to lock in the adjustment.
21 - 382
AUTOMATIC TRANSMISSION - 47RE
BR/BE
THROTTLE VALVE CABLE (Continued)
Fig. 226 Throttle Valve Cable Attachment - At
Engine
Fig. 225 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
ADJUSTMENTS - TRANSMISSION THROTTLE
VALVE CABLE
A correctly adjusted throttle valve cable will cause
the throttle lever on the transmission to move simultaneously with the throttle body lever from the idle
position. Proper adjustment will allow simultaneous
movement without causing the transmission throttle
lever to either move ahead of, or lag behind the lever
on the throttle body.
ADJUSTMENT VERIFICATION
(1) Turn ignition key to OFF position.
(2) Remove air cleaner.
(3) Verify that lever on throttle body is at curb idle
position (Fig. 226). Then verify that the transmission
throttle lever (Fig. 227) is also at idle (fully forward)
position.
(4) Slide cable off attachment stud on throttle body
lever.
(5) Compare position of cable end to attachment
stud on throttle body lever:
1
2
3
4
5
- THROTTLE VALVE CABLE
- CABLE BRACKET
- THROTTLE BODY LEVER
- ACCELERATOR CABLE
- SPEED CONTROL CABLE
• Cable end and attachment stud should be
aligned (or centered on one another) to within 1 mm
(0.039 in.) in either direction (Fig. 228).
• If cable end and attachment stud are misaligned
(off center), cable will have to be adjusted as
described in Throttle Valve Cable Adjustment procedure.
(6) Reconnect cable end to attachment stud. Then
with aid of a helper, observe movement of transmission throttle lever and lever on throttle body.
• If both levers move simultaneously from idle to
half-throttle and back to idle position, adjustment is
correct.
• If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
ADJUSTMENT PROCEDURE
(1) Turn ignition switch to OFF position.
(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 383
THROTTLE VALVE CABLE (Continued)
Fig. 227 Throttle Valve Cable at Transmission
1 - TRANSMISSION SHIFTER CABLE
2 - THROTTLE VALVE CABLE
3 - TRANSFER CASE SHIFTER CABLE
4 - TRANSFER CASE SHIFTER CABLE BRACKET RETAINING
BOLT (1 OR 2)
5 - THROTTLE VALVE CABLE BRACKET RETAINING BOLT
6 - ELECTRICAL CONNECTORS
7 - TRANSMISSION FLUID LINES
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Pry the T.V. cable lock (A) into the UP position
(Fig. 228). This will unlock the cable and allow for
readjustment.
(6) Apply just enough tension on the T.V. cable (B)
to remove any slack in the cable.Pulling too tight
will cause the T.V. lever on the transmission to
move out of its idle position, which will result
in an incorrect T.V. cable adjustment. Slide the
sheath of the T.V. cable (D) back and forth until the
centerlines of the T.V. cable end (B) and the throttle
bell crank lever (C) are aligned within one millimeter
(1mm) (Fig. 228).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 228). This will lock the present T.V. cable
adjustment.
Fig. 228 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
NOTE: Be sure that as the cable is pulled forward
and centered on the throttle lever stud, the cable
housing moves smoothly with the cable. Due to the
angle at which the cable housing enters the spring
housing, the cable housing may bind slightly and
create an incorrect adjustment.
(8) Reconnect the T.V. cable (B) to the throttle
bellcrank lever (C).
(9) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simultaneously.
21 - 384
AUTOMATIC TRANSMISSION - 47RE
BR/BE
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 229) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch provides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
Fig. 229 Torque Converter Assembly
1
2
3
4
5
6
7
-
TURBINE
IMPELLER
HUB
STATOR
FRONT COVER
CONVERTER CLUTCH DISC
DRIVE PLATE
AUTOMATIC TRANSMISSION - 47RE
BR/BE
TORQUE CONVERTER (Continued)
IMPELLER
The impeller (Fig. 230) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the converter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
Fig. 230 Impeller
1 - ENGINE FLEXPLATE
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
4 - ENGINE ROTATION
5 - ENGINE ROTATION
21 - 385
21 - 386
AUTOMATIC TRANSMISSION - 47RE
BR/BE
TORQUE CONVERTER (Continued)
TURBINE
The turbine (Fig. 231) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 231 Turbine
1 - TURBINE VANE
2 - ENGINE ROTATION
3 - INPUT SHAFT
4 - PORTION OF TORQUE CONVERTER COVER
5 - ENGINE ROTATION
6 - OIL FLOW WITHIN TURBINE SECTION
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 387
TORQUE CONVERTER (Continued)
STATOR
The stator assembly (Fig. 232) is mounted on a stationary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 233).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direction. When the stator is locked against the over-running clutch, the torque multiplication feature of the
torque converter is operational.
Fig. 233 Stator Location
1
2
3
4
-
STATOR
IMPELLER
FLUID FLOW
TURBINE
1
2
3
4
5
6
7
-
IMPELLER FRONT COVER
THRUST WASHER ASSEMBLY
IMPELLER
STATOR
TURBINE
PISTON
FRICTION DISC
Fig. 232 Stator Components
1
2
3
4
-
CAM (OUTER RACE)
ROLLER
SPRING
INNER RACE
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 234) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid coupling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction material was added to the inside of the front cover to provide this mechanical lock-up.
Fig. 234 Torque Converter Clutch (TCC)
21 - 388
AUTOMATIC TRANSMISSION - 47RE
BR/BE
TORQUE CONVERTER (Continued)
Fig. 235 Torque Converter Fluid Operation
1 - APPLY PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD
OPERATION
The converter impeller (Fig. 235) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of
3 - RELEASE PRESSURE
4 - THE PISTON MOVES SLIGHTLY REARWARD
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s blades it continues in a “hindering” direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 389
TORQUE CONVERTER (Continued)
STATOR
Torque multiplication is achieved by locking the
stator’s over-running clutch to its shaft (Fig. 236).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counterclockwise direction. When this happens the overrunning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a “helping”
direction before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this condition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
vehicle begins to go uphill or the throttle pressure is
increased.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque converter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the center hub clears the oil pump seal.
(4) Separate the torque converter from the transmission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmission.
Fig. 236 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically
applied and is released when fluid is vented from the
hydraulic circuit by the torque converter control
(TCC) solenoid on the valve body. The torque converter clutch is controlled by the Powertrain Control
Module (PCM). The torque converter clutch engages
in fourth gear, and in third gear under various conditions, such as when the O/D switch is OFF, when
the vehicle is cruising on a level surface after the
vehicle has warmed up. The torque converter clutch
will disengage momentarily when an increase in
engine load is sensed by the PCM, such as when the
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal opening.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 237). Surface of converter lugs
should be 19mm (0.75 in.) to the rear of the straightedge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
21 - 390
AUTOMATIC TRANSMISSION - 47RE
BR/BE
TORQUE CONVERTER (Continued)
ticles and metal shavings, the valve must be
replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the
same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Otherwise flow will be blocked and would cause an overheating condition and eventual transmission failure.
Fig. 237 Typical Method Of Checking Converter
Seating
1 - SCALE
2 - STRAIGHTEDGE
TORQUE CONVERTER
DRAINBACK VALVE
DESCRIPTION
The drainback valve is located in the transmission
cooler outlet (pressure) line.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
Transmission fluid temperature readings are supplied to the transmission control module by the thermistor (Fig. 238). The temperature readings are used
to control engagement of the fourth gear overdrive
clutch, the converter clutch, and governor pressure.
Normal resistance value for the thermistor at room
temperature is approximately 2000 ohms.
The thermistor is part of the governor pressure
sensor assembly and is immersed in transmission
fluid at all times.
OPERATION
The valve prevents fluid from draining from the
converter into the cooler and lines when the vehicle
is shut down for lengthy periods. Production valves
have a hose nipple at one end, while the opposite end
is threaded for a flare fitting. All valves have an
arrow (or similar mark) to indicate direction of flow
through the valve.
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE
The converter drainback check valve is located in
the cooler outlet (pressure) line near the radiator
tank. The valve prevents fluid drainback when the
vehicle is parked for lengthy periods. The valve check
ball is spring loaded and has an opening pressure of
approximately 2 psi.
The valve is serviced as an assembly; it is not
repairable. Do not clean the valve if restricted, or
contaminated by sludge, or debris. If the valve fails,
or if a transmission malfunction occurs that generates significant amounts of sludge and/or clutch par-
Fig. 238 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
OPERATION
The PCM prevents engagement of the converter
clutch and overdrive clutch, when fluid temperature
is below approximately 10°C (50°F).
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 391
TRANSMISSION TEMPERATURE SENSOR (Continued)
If fluid temperature exceeds 126°C (260°F), the
PCM causes a 4-3 downshift and engage the converter clutch. Engagement is according to the third
gear converter clutch engagement schedule.
The overdrive OFF lamp in the instrument panel
illuminates when the shift back to third occurs. The
transmission will not allow fourth gear operation
until fluid temperature decreases to approximately
110°C (230°F).
VALVE BODY
DESCRIPTION
The valve body consists of a cast aluminum valve
body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 239), (Fig. 240), (Fig.
241), and (Fig. 242):
• Regulator valve
• Regulator valve throttle pressure plug
• Line pressure plug and sleeve
• Kickdown valve
• Kickdown limit valve
• 1-2 shift valve
• 1-2 control valve
• 2-3 shift valve
• 2-3 governor plug
• 3-4 shift valve
• 3-4 timing valve
• 3-4 quick fill valve
• 3-4 accumulator
• Throttle valve
• Throttle pressure plug
• Switch valve
• Manual valve
• Converter clutch lock-up valve
• Converter clutch lock-up timing Valve
• Shuttle valve
• Shuttle valve throttle plug
• Boost Valve
• 10 check balls
By adjusting the spring pressure acting on the regulator valve, transmission line pressure can be
adjusted.
Fig. 239 Upper Housing Control Valve Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
REGULATOR VALVE
SWITCH VALVE
REGULATOR VALVE SPRING
KICKDOWN VALVE
KICKDOWN DETENT
THROTTLE VALVE AND SPRING
8 - MANUAL VALVE
9 - 1-2 GOVERNOR PLUG
10 - GOVERNOR PLUG COVER
11 - THROTTLE PLUG
12 - 2-3 GOVERNOR PLUG
13 - SHUTTLE VALVE PRIMARY SPRING
21 - 392
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 240 Shuttle and Boost Valve Locations
1
2
3
4
5
6
7
-
SPRING
RETAINER
BOOST VALVE
BOOST VALVE PLUG
SPRING GUIDES
E-CLIP
SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER
9 - SHUTTLE VALVE
10 - SHUTTLE VALVE PRIMARY SPRING
11 - GOVERNOR PLUG COVER
12 - THROTTLE PLUG
13 - UPPER HOUSING
14 - BOOST VALVE COVER
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 241 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER
LIMIT VALVE AND SPRING
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - LINE PRESSURE PLUG
12 - PLUG SLEEVE
13 - THROTTLE PRESSURE SPRING AND PLUG
21 - 393
21 - 394
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 242 Lower Housing Shift Valves and Springs
1 - 3-4 ACCUMULATOR HOUSING
2 - 3-4 SHIFT VALVE AND SPRING
3 - PLUG
4 - SPRING RETAINER
5 - CONVERTER CLUTCH VALVE AND SPRING
6 - CONVERTER CLUTCH TIMING VALVE AND SPRING
7 - OVERDRIVE SEPARATOR PLATE
8 - CASE CONNECTOR
9 - CONVERTER CLUTCH SOLENOID
10 - OVERDRIVE SOLENOID
OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
11 - TIMING VALVE COVER
12 - PLUG
13 - 3-4 TIMING VALVE AND SPRING
14 - LOWER HOUSING
15 - ACCUMULATOR END PLATE
16 - 3-4 ACCUMULATOR PISTON AND SPRING
17 - E-CLIP
18 - 3-4 QUICK FILL SPRING AND VALVE
19 - SOLENOID GASKET
20 - HARNESS
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 395
VALVE BODY (Continued)
CHECK BALLS
CHECK BALL NUMBER
DESCRIPTION
1
Allows either the manual valve to put line pressure on the 1-2 governor plug or
the KD Valve to put WOT line pressure on the 1-2 governor plug.
2
Allows either the manual valve to put line pressure on the 2-3 governor plug or
the KD Valve to put WOT line pressure on the 2-3 governor plug.
3
Allows either the Reverse circuit or the 3rd gear circuit to pressurize the front
clutch.
4
Allows either the Manual Low circuit from the Manual Valve or the Reverse
from the Manual Valve circuit to pressurize the rear servo.
5
Directs line pressure to the spring end of the 2-3 shift valve in either Manual
Low or Manual 2nd, forcing the downshift to 2nd gear regardless of governor
pressure.
6
Provides a by-pass around the front servo orifice so that the servo can release
quickly.
7
Provides a by-pass around the rear clutch orifice so that the clutch can release
quickly.
8
Directs reverse line pressure through an orifice to the throttle valve eliminating
the extra leakage and insuring that Reverse line pressure pressure will be
sufficient.
9
Provides a by-pass around the rear servo orifice so that the servo can release
quickly.
ECE (10)
Allows the lockup clutch to used at WOT in 3rd gear by putting line pressure
from the 3-4 Timing Valve on the interlock area of the 2-3 shift valve, thereby
preventing a 3rd gear Lock-up to 2nd gear kickdown.
REGULATOR VALVE
The pressure regulator valve is needed to control
the hydraulic pressure within the system and reduce
the amount of heat produced in the fluid. The pressure regulator valve is located in the valve body near
the manual valve. The pressure regulator valve train
controls the maximum pressure in the lines by
metering the dumping of fluid back into the sump.
Regulated pressure is referred to as “line pressure.”
21 - 396
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 243 Regulator Valve in PARK Position
The regulator valve (Fig. 243) has a spring on one
end that pushes the valve to the left. This closes a
dump (vent) that is used to lower pressure. The closing of the dump will cause the oil pressure to
increase. Oil pressure on the opposite end of the
valve pushes the valve to the right, opening the
dump and lowering oil pressure. The result is spring
pressure working against oil pressure to maintain
the oil at specific pressures. With the engine running, fluid flows from the pump to the pressure regulator valve, manual valve, and the interconnected
circuits. As fluid is sent through passages to the regulator valve, the pressure pushes the valve to the
right against the large spring. It is also sent to the
reaction areas on the left side of the throttle pressure
plug and the line pressure plug. With the gear selector in the PARK position, fluid recirculates through
the regulator and manual valves back to the sump.
Meanwhile, the torque converter is filled slowly. In
all other gear positions (Fig. 244), fluid flows
between two right side lands to the switch valve and
torque converter. At low pump speeds, the flow is
controlled by the pressure valve groove to reduce
pressure to the torque converter. After the torque
converter and switch valve fill with fluid, the switch
valve becomes the controlling metering device for
torque converter pressure. The regulator valve then
begins to control the line pressure for the other
transmission circuits. The balance of the fluid pressure pushing the valve to the right and the spring
pressure pushing to the left determines the size of
the metering passage at land #2 (land #1 being at
the far right of the valve in the diagram). As fluid
leaks past the land, it moves into a groove connected
to the filter or sump. As the land meters the fluid to
the sump, it causes the pressure to reduce and the
spring decreases the size of the metering passage.
When the size of the metering passage is reduced,
the pressure rises again and the size of the land is
increased again. Pressure is regulated by this constant balance of hydraulic and spring pressure.
The metering at land #2 establishes the line pressure
throughout the transmission. It is varied according to
changes in throttle position and the transmission’s
internal condition within a range of 57-94 psi (except in
REVERSE) (Fig. 245). The regulated line pressure in
REVERSE (Fig. 246) is held at much higher pressures
than in the other gear positions: 145-280 psi. The
higher pressure for REVERSE is achieved by the manual valve blocking the supply of line pressure to the
reaction area left of land #4. With this pressure blocked,
there is less area for pressure to act on to balance the
force of the spring on the right. This allows line pressure to push the valve train to the right, reducing the
amount of fluid returned to the pump’s inlet, increasing
line pressure.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 244 Regulator Valve in NEUTRAL Position
Fig. 245 Regulator Valve in DRIVE Position
21 - 397
21 - 398
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 246 Regulator Valve in REVERSE Position
KICKDOWN VALVE
KICKDOWN LIMIT VALVE
When the throttle valve is as far over to the left as
it can go, the maximum line pressure possible will
enter the throttle pressure circuit. In this case, throttle pressure will equal line pressure. With the kickdown valve (Fig. 247) pushed into the bore as far as
it will go, fluid initially flows through the annular
groove of the 2-3 shift valve (which will be in the
direct drive position to the right).
After passing the annular groove, the fluid is
routed to the spring end of the 2-3 shift valve. Fluid
pressure reacting on the area of land #1 overcomes
governor pressure, downshifting the 2-3 shift valve
into the kickdown, or second gear stage of operation.
The valve is held in the kickdown position by throttle
pressure routed from a seated check ball (#2). Again,
if vehicle speed is low enough, throttle pressure will
also push the 1-2 shift valve left to seat its governor
plug, and downshift to drive breakaway.
The purpose of the limit valve is to prevent a 3-2
downshift at higher speeds when a part-throttle
downshift is not desirable. At these higher speeds
only a full throttle 3-2 downshift will occur. At low
road speeds (Fig. 248) the limit valve does not come
into play and does not affect the downshifts. As the
vehicle’s speed increases (Fig. 249), the governor
pressure also increases. The increased governor pressure acts on the reaction area of the bottom land of
the limit valve overcoming the spring force trying to
push the valve toward the bottom of its bore. This
pushes the valve upward against the spring and bottoms the valve against the top of the housing. With
the valve bottomed against the housing, the throttle
pressure supplied to the valve will be closed off by
the bottom land of the limit valve. When the supply
of throttle pressure has been shut off, the 3-2 part
throttle downshift plug becomes inoperative, because
no pressure is acting on its reaction area.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
VALVE BODY (Continued)
Fig. 247 Kickdown Valve-Wide Open Throttle
Fig. 248 Kickdown Limit Valve-Low Speeds
21 - 399
21 - 400
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 249 Kickdown Limit Valve-High Speeds
1-2 SHIFT VALVE
The 1-2 shift valve assembly (Fig. 250), or mechanism, consists of: the 1-2 shift valve, governor plug,
and a spring on the end of the valve. After the manual valve has been placed into a forward gear range,
line pressure is directed to the 1-2 shift valve. As the
throttle is depressed, throttle pressure is applied to
the right side of the 1-2 shift valve assembly. With
throttle pressure applied to the right side of the
valve, there is now both spring pressure and throttle
pressure acting on the valve, holding it against the
governor plug. As the vehicle begins to move and
build speed, governor pressure is created and is
applied to the left of the valve at the governor plug.
When governor pressure builds to a point where it
can overcome the combined force of the spring and
throttle pressure on the other side of the valve, the
valve will begin to move over to the right. As the
valve moves to the right, the middle land of the valve
will close off the circuit supplying the throttle pressure to the right side of the valve. When the throttle
pressure is closed off, the valve will move even farther to the right, allowing line pressure to enter
another circuit and energize the front servo, applying
the front band (Fig. 251).
The governor plug serves a dual purpose:
• It allows the shift valves to move either left or
right, allowing both upshifts and downshifts.
• When in a manual selection position, it will be
hydraulically “blocked” into position so no upshift can
occur.
The physical blocking of the upshift while in the
manual “1” position is accomplished by the directing
of line pressure between both lands of the governor
plug. The line pressure reacts against the larger land
of the plug, pushing the plug back against the end
plate overcoming governor pressure. With the combination of the line pressure and spring pressure, the
valve cannot move, preventing any upshift.
1-2 SHIFT CONTROL VALVE
It contains a valve with four lands and a spring. It
is used as both a “relay” and “balanced” valve.
Fig. 250 1-2 Shift Valve-Before Shift
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 401
VALVE BODY (Continued)
Fig. 251 1-2 Shift Valve-After Shift
The valve has two specific operations (Fig. 252):
• Aid in quality of the 1-2 upshift.
• Aid in the quality and timing of the 3-2 kickdown ranges.
When the manual valve is set to the DRIVE position and the transmission is in the first or second
gear range, 1-2 shift control or “modulated throttle
pressure” is supplied to the middle of the accumulator piston by the 1-2 shift control valve. During the
1-2 upshift, this pressure is used to control the kickdown servo apply pressure that is needed to apply
the kickdown and accumulator pistons. Thus, the 1-2
shift point is “cushioned” and the quality is
improved. During a WOT kickdown, kickdown pressure is applied between the kickdown valve and the
1-2 shift control valve. This additional pressure is
directed to the 1-2 shift control’s spring cavity, adding to the spring load on the valve. The result of this
increased “modulated” throttle pressure is a firmer
WOT upshift.
2-3 SHIFT VALVE
The 2-3 shift valve mechanism (Fig. 253) consists
of the 2-3 shift valve, governor plug and spring, and
a throttle plug. After the 1-2 shift valve has completed its operation and applied the front band, line
pressure is directed to the 2-3 shift valve through the
connecting passages from the 1-2 shift valve. The line
pressure will then dead–end at land #2 until the 2-3
valve is ready to make its shift. Now that the vehicle
is in motion and under acceleration, there is throttle
pressure being applied to the spring side of the valve
and between lands #3 and #4.
As vehicle speed increases, governor pressure
increases proportionately, until it becomes great
enough to overcome the combined throttle and spring
pressure on the right side of the valve. Since the
throttle pressure end of the 2-3 shift valve is larger
in diameter than the 1-2 shift valve, the 2-3 shift will
always happen at a greater speed than the 1-2 shift.
When this happens, the governor plug is forced
against the shift valve moving it to the right. The
shift valve causes land #4 to close the passage supplying throttle pressure to the 2-3 shift valve. Without throttle pressure present in the circuit now, the
governor plug will push the valve over far enough to
bottom the valve in its bore. This allows land #2 to
direct line pressure to the front clutch.
21 - 402
AUTOMATIC TRANSMISSION - 47RE
VALVE BODY (Continued)
Fig. 252 1-2 Shift Control Valve
Fig. 253 2-3 Shift Valve-Before Shift
BR/BE
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 403
VALVE BODY (Continued)
Fig. 254 2-3 Shift Valve-After Shift
After the shift (Fig. 254), line pressure is directed
to the land between the shift valve and the governor
plug, and to the release side of the kickdown servo.
This releases the front band and applies the front
clutch, shifting into third gear or direct drive. The
rear clutch remains applied, as it has been in the
other gears. During a manual “1” or manual “2” gear
selection, line pressure is sent between the two lands
of the 2-3 governor plug. This line pressure at the
governor plug locks the shift valve into the second
gear position, preventing an upshift into direct drive.
The theory for the blocking of the valve is the same
as that of the 1-2 shift valve.
3-4 SHIFT VALVE
The PCM energizes the overdrive solenoid during
the 3-4 upshift (Fig. 255). This causes the solenoid
check ball to close the vent port allowing line pressure from the 2-3 shift valve to act directly on the 3-4
upshift valve. Line pressure on the 3-4 shift valve
overcomes valve spring pressure moving the valve to
the upshift position (Fig. 256). This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston.
3-4 TIMING VALVE
The 3-4 timing valve is moved by line pressure
coming through the 3-4 shift valve (Fig. 256). After
the shift, the timing valve holds the 2-3 shift valve in
an upshift position. The purpose is to prevent the 2-3
Fig. 255 3-4 Shift Valve Before Shift
valve from downshifting before the 3-4 valve (Fig.
255).
21 - 404
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
3-4 QUICK FILL VALVE
The 3-4 quick fill valve provides faster engagement
of the overdrive clutch during 3-4 upshifts. The valve
temporarily bypasses the clutch piston feed orifice at
the start of a 3-4 upshift (Fig. 255). This exposes a
larger passage into the piston retainer resulting in a
much faster clutch fill and apply sequence. The quick
fill valve does not bypass the regular clutch feed orifice throughout the 3-4 upshift. Instead, once a predetermined pressure develops within the clutch, the
valve closes the bypass (Fig. 256). Clutch fill is then
completed through the regular feed orifice.
THROTTLE VALVE
Fig. 256 3-4 Shift Valve After Shift
In all gear positions the throttle valve (Fig. 257) is
being supplied with line pressure. The throttle valve
meters and reduces the line pressure that now
becomes throttle pressure. The throttle valve is
moved by a spring and the kickdown valve, which is
mechanically connected to the throttle. The larger
the throttle opening, the higher the throttle pressure
(to a maximum of line pressure). The smaller the
throttle opening, the lower the throttle pressure (to a
minimum of zero at idle). As engine speed increases,
the increase in pump speed increases pump output.
The increase in pressure and volume must be regulated to maintain the balance within the transmission. To do this, throttle pressure is routed to the
reaction area on the right side of the throttle pressure plug (in the regulator valve).
Fig. 257 Throttle Valve
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 405
VALVE BODY (Continued)
The higher engine speed and line pressure would
open the vent too far and reduce line pressure too
much. Throttle pressure, which increases with engine
speed (throttle opening), is used to oppose the movement of the pressure valve to help control the metering passage at the vent. The throttle pressure is
combined with spring pressure to reduce the force of
the throttle pressure plug on the pressure valve. The
larger spring at the right closes the regulator valve
passage and maintains or increases line pressure.
The increased line pressure works against the reaction area of the line pressure plug and the reaction
area left of land #3 simultaneously moves the regulator valve train to the right and controls the metering passage.
The kickdown valve, along with the throttle valve,
serve to delay upshifts until the correct vehicle speed
has been reached. It also controls downshifts upon
driver demand, or increased engine load. If these
valves were not in place, the shift points would be at
the same speed for all throttle positions. The kickdown valve is actuated by a cam connected to the
throttle. This is accomplished through either a linkage or a cable. The cam forces the kickdown valve
toward the throttle valve compressing the spring
between them and moving the throttle valve. As the
throttle valve land starts to uncover its port, line
pressure is “metered” out into the circuits and viewed
as throttle pressure. This increased throttle pressure
is metered out into the circuits it is applied to: the
1-2 and 2-3 shift valves. When the throttle pressure
is high enough, a 3-2 downshift will occur. If the
vehicle speed is low enough, a 2-1 downshift will
occur.
Once the TCC control valve has moved to the right
(Fig. 259), line pressure is directed to the tip of the
switch valve, forcing the valve to the right. The
switch valve now vents oil from the front of the piston in the torque converter, and supplies line pressure to the (rear) apply side of the torque converter
piston. This pressure differential causes the piston to
apply against the friction material, cutting off any
further flow of line pressure oil. After the switch
valve is shuttled right allowing line pressure to
engage the TCC, torque converter pressure is
directed past the switch valve into the transmission
cooler and lubrication circuits.
MANUAL VALVE
The manual valve (Fig. 260) is a relay valve. The
purpose of the manual valve is to direct fluid to the
correct circuit needed for a specific gear or driving
range. The manual valve, as the name implies, is
manually operated by the driver with a lever located
on the side of the valve body. The valve is connected
mechanically by either a cable or linkage to the gearshift mechanism. The valve is held in each of its
positions by a spring-loaded roller or ball that
engages the “roostercomb” of the manual valve lever.
CONVERTER CLUTCH LOCK-UP VALVE
The torque converter clutch (TCC) lock-up valve
controls the back (ON) side of the torque converter
clutch. When the PCM energizes the TCC solenoid to
engage the converter clutch piston, pressure is
applied to the TCC lock-up valve which moves to the
right and applies pressure to the torque converter
clutch.
SWITCH VALVE
CONVERTER CLUTCH LOCK-UP TIMING VALVE
When the transmission is in Drive Second before
the TCC application occurs (Fig. 258), the pressure
regulator valve is supplying torque converter pressure to the switch valve. The switch valve directs
this pressure through the transmission input shaft,
into the converter, through the converter, back out
between the input shaft and the reaction shaft, and
back up to the switch valve. From the switch valve,
the fluid pressure is directed to the transmission
cooler, and lubrication pressure returns from the
cooler to lubricate different portions of the transmission.
The torque converter clutch (TCC) lock-up timing
valve is there to block any 4-3 downshift until the
TCC is completely unlocked and the clutch is disengaged.
21 - 406
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 258 Switch Valve-Torque Converter Unlocked
SHUTTLE VALVE
The assembly is contained in a bore in the valve
body above the shift valves. When the manual valve
is positioned in the Drive range, throttle pressure
acts on the throttle plug of the shuttle valve (Fig.
252) to move it against a spring, increasing the
spring force on the shuttle valve. During a part or
full throttle 1-2 upshift, the throttle plug is bottomed
by throttle pressure, holding the shuttle valve to the
right against governor pressure, and opening a
by–pass circuit. The shuttle valve controls the quality of the kickdown shift by restricting the rate of
fluid discharge from the front clutch and servo
release circuits. During a 3-2 kickdown, fluid discharges through the shuttle by-pass circuit. When
the shuttle valve closes the by-pass circuit, fluid discharge is restricted and controlled for the application
of the front band. During a 2-3 “lift foot” upshift, the
shuttle valve by-passes the restriction to allow full
fluid flow through the by-pass groove for a faster
release of the band.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 407
VALVE BODY (Continued)
Fig. 259 Switch Valve-Torque Converter Locked
BOOST VALVE
The boost valve (Fig. 261) provides increased fluid
apply pressure to the overdrive clutch during 3-4
upshifts (Fig. 262), and when accelerating in fourth
gear. The boost valve also serves to increase line
pressure during torque converter lock-up.
REMOVAL
The valve body can be removed for service without
having to remove the transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components.
The only replaceable valve body components are:
• Manual lever.
• Manual lever washer, seal, E-clip, and shaft
seal.
• Manual lever detent ball.
• Throttle lever.
• Fluid filter.
• Pressure adjusting screw bracket.
• Governor pressure solenoid.
• Governor pressure sensor (includes transmission
temperature thermistor).
21 - 408
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 260 Manual Valve
Fig. 261 Boost Valve Before Lock-up
Fig. 262 Boost Valve After Lock-up
• Converter clutch/overdrive solenoid assembly
and harness.
• Governor housing gasket.
• Solenoid case connector O-rings.
(1) Shift transmission into NEUTRAL.
(2) Raise vehicle.
(3) Remove gearshift and throttle levers from shaft
of valve body manual lever.
(4) Disconnect wires at solenoid case connector
(Fig. 263).
(5) Position drain pan under transmission oil pan.
(6) Remove transmission oil pan and gasket.
(7) Remove fluid filter from valve body.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 409
VALVE BODY (Continued)
(8) Remove bolts attaching valve body to transmission case.
(9) Lower valve body enough to remove accumulator piston and springs.
(10) Work manual lever shaft and electrical connector out of transmission case.
(11) Lower valve body, rotate valve body away
from case, pull park rod out of sprag, and remove
valve body (Fig. 264).
Fig. 263 Transmission Case Connector
1 - SOLENOID CASE CONNECTOR
2 - PARK/NEUTRAL POSITION SWITCH
DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Do not use pliers to remove any of
the valves, plugs or springs and do not force any of
the components out or into place. The valves and
valve body housings will be damaged if force is
used. Tag or mark the valve body springs for reference as they are removed. Do not allow them to
become intermixed.
(1) Disconnect wires from governor pressure sensor and solenoid.
(2) Remove screws attaching governor body and
retainer plate to transfer plate.
(3) Remove retainer plate, governor body and gasket from transfer plate.
(4) Remove governor pressure sensor from governor body.
(5) Remove governor pressure solenoid by pulling
it straight out of bore in governor body. Remove and
discard solenoid O-rings if worn, cut, or torn.
(6) Remove small shoulder bolt that secures solenoid harness case connector to 3-4 accumulator housing (Fig. 265). Retain shoulder bolt. Either tape it to
harness or thread it back into accumulator housing
after connector removal.
Fig. 265 Solenoid Harness Case Connector
Shoulder Bolt
Fig. 264 Valve Body
1
2
3
4
5
-
VALVE BODY
WIRE HARNESS
PARK ROD
GOVERNOR PRESSURE SOLENOID
GOVERNOR PRESSURE SENSOR
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
21 - 410
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
(7) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 266).
(8) Turn valve body over and remove screws that
attach overdrive/converter solenoid assembly to valve
body (Fig. 267).
(9) Remove solenoid and harness assembly from
valve body (Fig. 268).
(10) Remove boost valve cover (Fig. 269).
(11) Remove boost valve retainer, valve spring and
boost valve (Fig. 270).
Fig. 268 Solenoid Assembly
Fig. 266 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
1
2
3
4
5
6
7
-
GOVERNOR SOLENOID WIRES
CONVERTER CLUTCH SOLENOID
SOLENOID SCREWS
GOVERNOR SENSOR WIRES
OVERDRIVE SOLENOID
HARNESS
CASE CONNECTOR
Fig. 269 Boost Valve Cover Location
1 - BOOST VALVE HOUSING AND COVER
2 - BOOST VALVE TUBE
Fig. 267 Solenoid Assembly Screws
1 - OVERDRIVE/CONVERTER CLUTCH SOLENOID ASSEMBLY
2 - HARNESS
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 411
VALVE BODY (Continued)
Fig. 270 Boost Valve Components
1
2
3
4
5
6
-
SPRING AND VALVE RETAINER
COVER SCREWS
BOOST VALVE COVER
BOOST VALVE PLUG
BOOST VALVE
BOOST VALVE SPRING
Fig. 272 Park Rod
1 - MANUAL LEVER
2 - E-CLIP
3 - PARK ROD
(12) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 271).
Fig. 273 Throttle Lever E-Clip And Washer
1 - THROTTLE LEVER SHAFT
2 - E-CLIP AND WASHER
3 - MANUAL SHAFT
Fig. 271 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
(13) Remove park rod E-clip and separate rod from
manual lever (Fig. 272).
(14) Remove E-clip and washer that retains throttle lever shaft in manual lever (Fig. 273).
21 - 412
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
(15) Remove manual lever and throttle lever (Fig.
274). Rotate and lift manual lever off valve body and
throttle lever shaft. Then slide throttle lever out of
valve body.
(16) Position pencil magnet next to detent housing
to catch detent ball and spring. Then carefully
remove Retainer Tool 6583 and remove detent ball
and spring (Fig. 275).
(17) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate (Fig.
276). Hold bracket firmly against spring tension
while removing last screw.
Fig. 276 Adjusting Screw Bracket Fastener
1
2
3
4
5
-
T25 TORX™ BIT
REMOVE THESE SCREWS FIRST
BRACKET
BRACKET
REMOVE THIS SCREW LAST
Fig. 274 Manual And Throttle Lever
1 - PARK ROD
2 - MANUAL LEVER ASSEMBLY
3 - THROTTLE LEVER
Fig. 275 Detent Ball And Spring
1
2
3
4
-
DETENT HOUSING
DETENT SPRING
DETENT BALL
PENCIL MAGNET
(18) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator valve spring and
switch valve spring (Fig. 277). Do not remove throttle
pressure adjusting screw from bracket and do not
disturb setting of either adjusting screw during
removal.
(19) Turn upper housing over and remove switch
valve, regulator valve and spring, and manual valve
(Fig. 278).
(20) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 278).
(21) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove center and right-side housing attaching screws (Fig.
279).
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 413
VALVE BODY (Continued)
Fig. 277 Adjusting Screw Bracket
1
2
3
4
5
- SWITCH VALVE SPRING
- LINE PRESSURE SCREW
- THROTTLE PRESSURE ADJUSTING SCREW
- ADJUSTING SCREW BRACKET
- PRESSURE REGULATOR VALVE SPRING
1
2
3
4
5
6
7
-
Fig. 279 Accumulator Housing Screw Locations
1 - LOOSEN THIS SCREW
2 - REMOVE THESE SCREWS
3 - 3-4 ACCUMULATOR HOUSING
Fig. 278 Upper Housing Control Valve Locations
UPPER HOUSING
REGULATOR VALVE
SWITCH VALVE
REGULATOR VALVE SPRING
KICKDOWN VALVE
KICKDOWN DETENT
THROTTLE VALVE AND SPRING
8 - MANUAL VALVE
9 - 1-2 GOVERNOR PLUG
10 - GOVERNOR PLUG COVER
11 - THROTTLE PLUG
12 - 2-3 GOVERNOR PLUG
13 - SHUTTLE VALVE PRIMARY SPRING
21 - 414
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
(22) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and converter clutch valve plug and spring (Fig. 280).
(23) Remove left-side screw and remove 3-4 accumulator housing from valve body (Fig. 281).
(24) Bend back tabs on boost valve tube brace (Fig.
282).
Fig. 282 Boost Valve Tube Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE (DOUBLE TAB)
(25) Remove boost valve connecting tube (Fig.
283). Disengage tube from upper housing port first.
Then rock opposite end of tube back and forth to
work it out of lower housing.
Fig. 280 3-4 Shift And Converter Clutch Valve
Springs and Plug
1
2
3
4
- ACCUMULATOR HOUSING
- CONVERTER CLUTCH VALVE SPRING
- CLUTCH VALVE PLUG
- 3-4 SHIFT VALVE SPRING
Fig. 283 Boost Valve Tube
1
2
3
4
-
BOOST VALVE TUBE
LOWER HOUSING
DISENGAGE THIS END OF TUBE FIRST
UPPER HOUSING
CAUTION: Do not use tools to loosen or pry the
connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
Fig. 281 Accumulator Housing, Valve Springs, and
Plug
1 - 3-4 SHIFT VALVE SPRING
2 - CONVERTER CLUTCH VALVE SPRING AND PLUG
3 - 3-4 ACCUMULATOR HOUSING
(26) Turn valve body over so lower housing is facing upward (Fig. 284). In this position, the two check
balls in upper housing will remain in place and not
fall out when lower housing and separator plate are
removed.
(27) Remove screws attaching valve body lower
housing to upper housing and transfer plate (Fig.
284). Note position of boost valve tube brace for
assembly reference.
(28) Remove lower housing and overdrive separator plate from transfer plate (Fig. 284).
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 415
VALVE BODY (Continued)
(29) Remove the Number 10 check ball from the
transfer plate (Fig. 285). The check ball is approximately 4.8 mm (3/16 in.) in diameter.
(30) Remove transfer plate from upper housing
(Fig. 286).
(31) Turn transfer plate over so upper housing separator plate is facing upward.
(32) Remove upper housing separator plate from
transfer plate (Fig. 287). Note position of filter in
separator plate for assembly reference.
(33) Remove rear clutch and rear servo check balls
from transfer plate. Note check ball location for
assembly reference (Fig. 288).
Fig. 286 Transfer Plate
1 - UPPER HOUSING
2 - TRANSFER PLATE
Fig. 284 Lower Housing
1 - LOWER HOUSING
2 - OVERDRIVE SEPARATOR PLATE
3 - TRANSFER PLATE AND UPPER HOUSING
Fig. 287 Upper Housing Separator Plate
1
2
3
4
Fig. 285 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/169)
-
TRANSFER PLATE
UPPER HOUSING SEPARATOR PLATE
FILTER SCREEN
BRACE
21 - 416
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 288 Rear Clutch and Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
VALVE BODY UPPER HOUSING
(1) Note location of check balls in valve body upper
housing (Fig. 289). Then remove the one large diameter and the six smaller diameter check balls.
(2) Remove governor plug and shuttle valve covers
(Fig. 291).
(3) Remove E-clip that secures shuttle valve secondary spring on valve stem (Fig. 290).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 291).
(5) Remove boost valve retainer, spring and valve
if not previously removed.
(6) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 278).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 292).
(8) Remove limit valve housing. Then remove
retainer, spring, limit valve, and 2-3 throttle plug
from limit valve housing (Fig. 292).
(9) Remove 1-2 shift control valve and spring (Fig.
292).
(10) Remove 1-2 shift valve and spring (Fig. 292).
(11) Remove 2-3 shift valve and spring from valve
body (Fig. 292).
(12) Remove pressure plug cover (Fig. 292).
(13) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 292).
Fig. 289 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)
Fig. 290 Shuttle Valve E-Clip And Secondary Spring
1 - E-CLIP
2 - SECONDARY SPRING AND GUIDES
3 - SHUTTLE VALVE
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 291 Shuttle and Boost Valve Location
1
2
3
4
5
6
7
-
SPRING
RETAINER
BOOST VALVE
BOOST VALVE PLUG
SPRING GUIDES
E-CLIP
SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER
9 - SHUTTLE VALVE
10 - SHUTTLE VALVE PRIMARY SPRING
11 - GOVERNOR PLUG COVER
12 - THROTTLE PLUG
13 - UPPER HOUSING
14 - BOOST VALVE COVER
21 - 417
21 - 418
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 292 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER
LIMIT VALVE AND SPRING
VALVE BODY LOWER HOUSING
(1) Remove timing valve cover.
(2) Remove 3-4 timing valve and spring.
(3) Remove 3-4 quick fill valve, spring and plug.
(4) Remove 3-4 shift valve and spring.
(5) Remove converter clutch valve, spring and plug
(Fig. 293).
(6) Remove converter clutch timing valve, retainer
and valve spring.
3-4 ACCUMULATOR HOUSING
(1)
(2)
(3)
seals
Remove end plate from housing.
Remove piston spring.
Remove piston. Remove and discard piston
(Fig. 294).
CLEANING
Clean the valve housings, valves, plugs, springs,
and separator plates with a standard parts cleaning
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - LINE PRESSURE PLUG
12 - PLUG SLEEVE
13 - THROTTLE PRESSURE SPRING AND PLUG
solution only. Do not use gasoline, kerosene, or any
type of caustic solution.
Do not immerse any of the electrical components in
cleaning solution. Clean the governor solenoid and
sensor and the dual solenoid and harness assembly
by wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed
air. Make sure all passages are clean and free from
obstructions. Do not use rags or shop towels to
dry or wipe off valve body components. Lint
from these materials can stick to valve body
parts, interfere with valve operation, and clog
filters and fluid passages.
Wipe the governor pressure sensor and solenoid
valve with dry, lint free shop towels only. The O-rings
on the sensor and solenoid valve are the only serviceable components. Be sure the vent ports in the solenoid valve are open and not blocked by dirt or debris.
Replace the valve and/or sensor only when DRB scan
tool diagnosis indicates this is necessary. Or, if either
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 419
VALVE BODY (Continued)
Fig. 293 Lower Housing Shift Valves and Springs
1 - 3-4 ACCUMULATOR HOUSING
2 - 3-4 SHIFT VALVE AND SPRING
3 - PLUG
4 - SPRING RETAINER
5 - CONVERTER CLUTCH VALVE AND SPRING
6 - CONVERTER CLUTCH TIMING VALVE AND SPRING
7 - OVERDRIVE SEPARATOR PLATE
8 - CASE CONNECTOR
9 - CONVERTER CLUTCH SOLENOID
10 - OVERDRIVE SOLENOID
part has sustained physical
deformed, broken, etc.).
damage
11 - TIMING VALVE COVER
12 - PLUG
13 - 3-4 TIMING VALVE AND SPRING
14 - LOWER HOUSING
15 - ACCUMULATOR END PLATE
16 - 3-4 ACCUMULATOR PISTON AND SPRING
17 - E-CLIP
18 - 3-4 QUICK FILL SPRING AND VALVE
19 - SOLENOID GASKET
20 - HARNESS
(dented,
CAUTION: Do not turn the small screw at the end of
the solenoid valve for any reason. Turning the
screw in either direction will ruin solenoid calibration and result in solenoid failure. In addition, the
filter on the solenoid valve is NOT serviceable. Do
not try to remove the filter as this will damage the
valve housing.
INSPECTION
Inspect the throttle and manual valve levers and
shafts. Do not attempt to straighten a bent shaft or
correct a loose lever. Replace these components if
worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straightedge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
Minor distortion of a valve body mating surface
may be corrected by smoothing the surface with a
sheet of crocus cloth. Position the crocus cloth on a
surface plate, sheet of plate glass or equally flat surface. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be
replaced.
21 - 420
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 294 3-4 Accumulator and Housing
1
2
3
4
5
- ACCUMULATOR PISTON
- 3-4 ACCUMULATOR HOUSING
- TEFLON SEALS
- PISTON SPRING
- COVER PLATE AND SCREWS
CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated aluminum. Aluminum components are identified by the
dark color of the special coating applied to the surface (or by testing with a magnet). Do not sand aluminum valves or plugs under any circumstances.
This practice could damage the special coating
causing the valves/plugs to stick and bind.
Inspect the valves and plugs for scratches, burrs,
nicks, or scores. Minor surface scratches on steel
valves and plugs can be removed with crocus cloth
but do not round off the edges of the valve or
plug lands.Maintaining sharpness of these edges is
vitally important. The edges prevent foreign matter
from lodging between the valves and plugs and the
bore.
Inspect all the valve and plug bores in the valve
body. Use a penlight to view the bore interiors.
Replace the valve body if any bores are distorted or
scored. Inspect all of the valve body springs. The
springs must be free of distortion, warpage or broken
coils.
Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing and
transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with
use. If the valve body functioned correctly when new,
it will continue to operate properly after cleaning and
inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in handling.
The only serviceable valve body components are
listed below. The remaining valve body components
are serviced only as part of a complete valve body
assembly. Serviceable parts are:
• dual solenoid and harness assembly
• solenoid gasket
• solenoid case connector O-rings and shoulder
bolt
• switch valve and spring
• pressure adjusting screw and bracket assembly
• throttle lever
• manual lever and shaft seal
• throttle lever shaft seal, washer, and E-clip
• fluid filter and screws
• detent ball and spring
• valve body screws
• governor pressure solenoid
• governor pressure sensor and retaining clip
• park lock rod and E-clip
ASSEMBLY
CAUTION: Do not force valves or plugs into place
during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Overtightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory
operation. Tighten valve body screws to recommended torque only.
LOWER HOUSING
(1) Lubricate valves, springs, and the housing
valve and plug bores with clean transmission fluid
(Fig. 301).
(2) Install 3-4 timing valve spring and valve in
lower housing.
(3) Install 3-4 quick fill valve in lower housing.
(4) Install 3-4 quick fill valve spring and plug in
housing.
(5) Install timing valve end plate. Tighten end
plate screws to 4 N·m (35 in. lbs.) torque.
BR/BE
AUTOMATIC TRANSMISSION - 47RE
21 - 421
VALVE BODY (Continued)
3-4 ACCUMULATOR
(1) Lubricate accumulator piston, seals and housing piston bore with clean transmission fluid (Fig.
302).
(2) Install new seal rings on accumulator piston.
(3) Install piston and spring in housing.
(4) Install end plate on housing.
TRANSFER PLATE
(1) Install rear clutch and rear servo check balls in
transfer plate (Fig. 295).
(2) Install filter screen in upper housing separator
plate (Fig. 296).
(3) Align and position upper housing separator
plate on transfer plate (Fig. 297).
(4) Install brace plate (Fig. 297). Tighten brace
attaching screws to 4 N·m (35 in. lbs.) torque.
(5) Install remaining separator plate attaching
screws. Tighten screws to 4 N·m (35 in. lbs.) torque.
Fig. 296 Separator Plate Filter Screen Installation
1 - UPPER HOUSING SEPARATOR PLATE
2 - FILTER SCREEN
Fig. 297 Brace Plate
1 - BRACE
2 - TRANSFER PLATE
3 - SEPARATOR PLATE
Fig. 295 Rear Clutch And Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
UPPER AND LOWER HOUSING
(1) Position upper housing so internal passages
and check ball seats are facing upward. Then install
check balls in housing (Fig. 298). Eight check balls
are used. The single large check ball is approximately 8.7 mm (11/32 in.) diameter. The single small
check ball is approximately 4.8 mm (3/16 in.) in
diameter. The remaining 6 check balls are approximately 6.3 mm (1/4 in.) in diameter.
(2) Position assembled transfer plate and upper
housing separator plate on upper housing (Fig. 299).
Be sure filter screen is seated in proper housing
recess.
(3) Install the Number 10 check ball into the
transfer plate (Fig. 300). The check ball is approximately 4.8 mm (3/16 in.) in diameter.
(4) Position lower housing separator plate on
transfer plate (Fig. 301).
(5) Install lower housing on assembled transfer
plate and upper housing (Fig. 302).
(6) Install and start all valve body screws by hand
except for the screws to hold the boost valve tube
brace. Save those screws for later installation. Then
tighten screws evenly to 4 N·m (35 in. lbs.) torque.
Start at center and work out to sides when tightening screws (Fig. 302).
21 - 422
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 298 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)
Fig. 300 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/169)
Fig. 299 Installing Transfer Plate On Upper Housing
1 - FILTER SCREEN
2 - TRANSFER PLATE/SEPARATOR PLATE ASSEMBLY
3 - UPPER HOUSING
Fig. 301 Lower Housing Separator Plate
1 - BE SURE TO ALIGN BORES
2 - TRANSFER PLATE
3 - LOWER HOUSING (OVERDRIVE) SEPARATOR PLATE
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 423
VALVE BODY (Continued)
UPPER HOUSING VALVE AND PLUG
Fig. 302 Installing Lower Housing On Transfer Plate
And Upper Housing
1
2
3
4
-
VALVE BODY SCREWS (13)
LOWER HOUSING
UPPER HOUSING
TRANSFER PLATE
Refer to (Fig. 303), (Fig. 304) and (Fig. 305) to perform the following steps.
(1) Lubricate valves, plugs, springs with clean
transmission fluid.
(2) Assemble regulator valve line pressure plug,
sleeve, throttle plug and spring. Insert assembly in
upper housing and install cover plate. Tighten cover
plate screws to 4 N·m (35 in. lbs.) torque.
(3) Install 1-2 and 2-3 shift valves and springs.
(4) Install 1-2 shift control valve and spring.
(5) Install retainer, spring, limit valve, and 2-3
throttle plug from limit valve housing.
(6) Install limit valve housing and cover plate.
Tighten screws to 4 N·m (35 in. lbs.).
(7) Install shuttle valve as follows:
(a) Insert plastic guides in shuttle valve secondary spring and install spring on end of valve.
(b) Install shuttle valve into housing.
Fig. 303 Shuttle and Boost Valve Locations
1
2
3
4
5
6
7
-
SPRING
RETAINER
BOOST VALVE
BOOST VALVE PLUG
SPRING GUIDES
E-CLIP
SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER
9 - SHUTTLE VALVE
10 - SHUTTLE VALVE PRIMARY SPRING
11 - GOVERNOR PLUG COVER
12 - THROTTLE PLUG
13 - UPPER HOUSING
14 - BOOST VALVE COVER
21 - 424
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 304 Upper Housing Control Valve Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
REGULATOR VALVE
SWITCH VALVE
REGULATOR VALVE SPRING
KICKDOWN VALVE
KICKDOWN DETENT
THROTTLE VALVE AND SPRING
(c) Hold shuttle valve in place.
(d) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(e) Verify that spring and E-clip are properly
seated before proceeding.
(8) Install shuttle valve cover plate. Tighten cover
plate screws to 4 N·m (35 in. lbs.) torque.
(9) Install 1-2 and 2-3 valve governor plugs in
valve body.
(10) Install shuttle valve primary spring and
throttle plug.
(11) Align and install governor plug cover. Tighten
cover screws to 4 N·m (35 in. lbs.) torque.
BOOST VALVE TUBE AND BRACE
(1) Position valve body assembly so lower housing
is facing upward (Fig. 306).
8 - MANUAL VALVE
9 - 1-2 GOVERNOR PLUG
10 - GOVERNOR PLUG COVER
11 - THROTTLE PLUG
12 - 2-3 GOVERNOR PLUG
13 - SHUTTLE VALVE PRIMARY SPRING
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 306).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 307).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 307).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 308).
(8) Tighten all valve body housing screws to 4 N·m
(35 in. lbs.) torque after tube and brace are installed.
Tighten screws in diagonal pattern starting at center
and working outward.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 425
VALVE BODY (Continued)
Fig. 305 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6
7
-
UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER
LIMIT VALVE AND SPRING
1
2
3
4
-
BOOST VALVE TUBE
LOWER HOUSING
DISENGAGE THIS END OF TUBE FIRST
UPPER HOUSING
Fig. 306 Boost Valve Tube
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - LINE PRESSURE PLUG
12 - PLUG SLEEVE
13 - THROTTLE PRESSURE SPRING AND PLUG
Fig. 307 Boost Valve Tube And Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE
21 - 426
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 308 Securing Boost Valve Tube With Brace
Tabs
1 - BEND TABS UP AGAINST TUBE AS SHOWN
3-4 ACCUMULATOR
(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 309).
(2) Loosely attach accumulator housing with rightside screw (Fig. 309). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.
(3) Install 3-4 shift valve and spring.
(4) Install converter clutch timing valve and
spring.
(5) Position plug on end of converter clutch valve
spring. Then compress and hold springs and plug in
place with fingers of one hand.
(6) Swing accumulator housing upward over valve
springs and plug.
(7) Hold accumulator housing firmly in place and
install remaining two attaching screws. Be sure
springs and clutch valve plug are properly seated
(Fig. 310). Tighten screws to 4 N·m (35 in. lbs.).
VALVE BODY FINAL
(1) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 N·m (35
in. lbs.) torque.
(2) Insert manual lever detent spring in upper
housing.
(3) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with
Retainer Tool 6583 (Fig. 311).
(4) Install throttle lever in upper housing. Then
install manual lever over throttle lever and start
manual lever into housing.
(5) Align manual lever with detent ball and manual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove
detent ball retainer tool after lever is seated.
Fig. 309 Converter Clutch And 3-4 Shift Valve
Springs
1
2
3
4
-
RIGHT-SIDE SCREW
3-4 ACCUMULATOR
3-4 SHIFT VALVE SPRING
CONVERTER CLUTCH VALVE SPRING
Fig. 310 Seating 3-4 Accumulator On Lower
Housing
1 - ACCUMULATOR BOX
2 - CONVERTER CLUTCH VALVE PLUG
(6) Then install manual lever seal, washer and
E-clip.
(7) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 312).
(8) Position line pressure adjusting screw in
adjusting screw bracket.
(9) Install spring on end of line pressure regulator
valve.
(10) Install switch valve spring on tang at end of
adjusting screw bracket.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 427
VALVE BODY (Continued)
(11) Install manual valve.
(12) Install throttle valve and spring.
(13) Install kickdown valve and detent.
(14) Install pressure regulator valve.
(15) Install switch valve.
(16) Position adjusting screw bracket on valve
body. Align valve springs and press bracket into
place. Install short, upper bracket screws first and
long bottom screw last. Verify that valve springs and
bracket are properly aligned. Then tighten all three
bracket screws to 4 N·m (35 in. lbs.) torque.
(17) Perform Line Pressure and Throttle Pressure
adjustments. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/VALVE BODY - ADJUSTMENTS)
(18) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(19) Attach solenoid case connector to 3-4 accumulator with shoulder-type screw. Connector has small
locating tang that fits in dimple at top of accumulator housing (Fig. 313). Seat tang in dimple before
tightening connector screw.
(20) Install solenoid assembly and gasket. Tighten
solenoid attaching screws to 8 N·m (72 in. lbs.)
torque.
(21) Verify that solenoid wire harness is properly
routed (Fig. 314). Solenoid harness must be clear of
manual lever and park rod and not be pinched
between accumulator housing and cover.
Fig. 312 Manual And Throttle Lever Alignment
1
2
3
4
-
THROTTLE LEVER
MANUAL LEVER VALVE ARM
MANUAL VALVE
KICKDOWN VALVE
Fig. 313 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
Fig. 311 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure solenoid and sensor.
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
body.
(5) Install governor pressure solenoid in governor
body. Push solenoid in until it snaps into place in
body.
(6) Position governor body gasket on transfer
plate.
(7) Install retainer plate on governor body and
around solenoid. Be sure solenoid connector is positioned in retainer cutout.
(8) Align screw holes in governor body and transfer plate. Then install and tighten governor body
screws to 4 N·m (35 in. lbs.) torque.
21 - 428
AUTOMATIC TRANSMISSION - 47RE
BR/BE
VALVE BODY (Continued)
Fig. 314 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Install fluid filter and pan.
(11) Lower vehicle.
(12) Fill transmission with recommended fluid and
road test vehicle to verify repair.
(8) Install accumulator springs and piston into
case. Then swing valve body over piston and outer
spring to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N·m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N·m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft.
(14) Check and adjust front and rear bands if necessary.
(15) Connect solenoid case connector wires.
(16) Install oil pan and new gasket. Tighten pan
bolts to 13.6 N·m (125 in. lbs.) torque.
(17) Lower vehicle and fill transmission with
Mopart ATF +4, type 9602, fluid.
(18) Check and adjust gearshift and throttle valve
cables, if necessary.
INSTALLATION
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 315). Replace seals on connector body if cut or worn.
(2) Check condition of manual lever shaft seal in
transmission case. Replace seal if lip is cut or worn.
Install new seal with 15/16 deep well socket (Fig.
316).
(3) Check condition of seals on accumulator piston
(Fig. 317). Install new piston seals, if necessary.
(4) Place valve body manual lever in low (1 position) so ball on park lock rod will be easier to install
in sprag.
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness connector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn propeller shaft to align sprag and park lock teeth if necessary. The rod will click as it enters pawl. Move rod
to check engagement.
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.
Fig. 315 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS
ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
valve body;
• Line Pressure
• Throttle Pressure
Line and throttle pressures are interdependent
because each affects shift quality and timing. As a
result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
AUTOMATIC TRANSMISSION - 47RE
BR/BE
21 - 429
VALVE BODY (Continued)
Fig. 316 Manual Lever Shaft Seal
1 - 15/16'' SOCKET
2 - SEAL
Fig. 318 Line Pressure Adjustment
1 - WRENCH
2 - 1–5/16 INCH
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 319).
Push the gauge tool inward to compress the kickdown valve against the spring and bottom the throttle valve.
Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
Fig. 317 Accumulator Piston Components
1
2
3
4
- INNER SPRING
- ACCUMULATOR PISTON
- OUTER SPRING
- SEAL RINGS
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 318).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
NOTE: The 33.4 mm (1-5/16 in.) setting is an
approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension to
obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.
Fig. 319 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)
21 - 430
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD
TABLE OF CONTENTS
page
TRANSFER CASE - NV241LD
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
TRANSFER CASE . . . . . . . . . . . . . . .
SPECIAL TOOLS
TRANSFER CASE - NV241LD . . . . . .
. . . . . 430
. . . . . 430
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 431
. 432
. 432
. 441
. 442
. 445
. 458
. . . . . 458
page
EXTENSION HOUSING BUSHING AND SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 460
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
FRONT OUTPUT SHAFT SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 461
SHIFT LEVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 462
ADJUSTMENTS
ADJUSTMENT - SHIFT LEVER . . . . . . . . . . 463
. . . . . 459
TRANSFER CASE - NV241LD
DESCRIPTION
The NV241LD transfer case is a part-time transfer
case with a low-range gear system. It provides three
operating ranges plus a NEUTRAL position. The low
range position provides a gear reduction ratio of
2.72:1 for increased low speed torque capability.
The synchronizer mechanism consists of a brass
stop ring, synchro hub, and the sliding clutch. The
synchronizer components allow the transfer case to
be shifted between the 2H and 4H operating ranges
while the vehicle is in motion.
The gear cases, retainer and extension are all of
aluminum. Drive sprockets and an interconnecting
drive chain are used to transmit engine torque to the
front/rear propeller shafts. The mainshaft, input gear
and front output shaft are supported by ball and needle bearings.
IDENTIFICATION
An identification tag (Fig. 1) is attached to the rear
case of every transfer case. The tag provides the
transfer case model number, assembly number, serial
number, and low range ratio.
The transfer case serial number also represents
the date of build.
Fig. 1 Transfer Case Identification Tag - Typical
1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
OPERATION
OPERATING RANGES
Transfer case operating ranges are:
• 2H (2-wheel drive)
• 4H (4-wheel drive)
• 4LO (4-wheel drive low range
The 2H range is for use on any road surface at any
time.
The 4H and 4LO ranges are for off road use only.
They are not for use on hard surface roads. The only
TRANSFER CASE - NV241LD
BR/BE
21 - 431
TRANSFER CASE - NV241LD (Continued)
exception being when the road surface is covered by
ice and snow.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1.
A front axle disconnect system is used to achieve
two-wheel drive mode. The axle disconnect vacuum
motor is actuated by a vacuum switch on the transfer
case. The switch is operated by the transfer case
range rod.
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sector
operates the range and mode forks within the transfer case.
A straight line shift pattern is used with a NEUTRAL detent. Lever range positions are imprinted in
the shift knob.
SHIFTING
The synchronizer components allow the transfer
case to be shifted between the 2H and 4H operating
ranges while the vehicle is in motion. The vehicle
must have the transmission placed in NEUTRAL, or
the clutch depressed in the case of a manual transmission, and be moving less than 2-3 MPH when
shifting into the 4L operating range.
DIAGNOSIS AND TESTING - TRANSFER CASE
Before beginning repair on a suspected transfer
case malfunction, check all other driveline components beforehand.
The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
wheels and tires, transmission, or clutch instead. If
all other driveline components are in good condition
and operating properly, refer to the Diagnosis Chart
for further information.
DIAGNOSIS CHART
Condition
Possible Cause
Transfer Case difficult to shift or will
not shift into desired range.
1) Vehicle speed too great to permit
shifting.
1) Stop vehicle and shift into
desired range. Or, reduce speed to
below 3-4 km/h (2-3 mph) before
attempting the shift.
2) If vehicle was operated for an
extended period in 4H on a dry
paved surface, the driveline torque
load may be causing a bind.
2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved
surfaces.
3) Transfer case external shift
linkage binding.
3) Lubricate, repair, or replace
linkage bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant.
4) Drain and refill to edge of fill hole
with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
5) Internal components binding,
worn, or damaged.
5) Disassemble the transfer case
and replace worn or damaged
components as necessary.
1) Insufficient or incorrect lubricant.
1) Drain and refill to edge of fill hole
with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
Transfer Case noisy in all operating
ranges.
Correction
21 - 432
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
Condition
Noisy in, or jumps out of, four wheel
drive low range.
Lubricant leaking from output shaft
seal or vent.
Abnormal tire wear.
Possible Cause
Correction
1) Transfer case not completely
engaged in 4L position.
1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment.
2) Adjust linkage.
3) Shift linkage loose or binding.
3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts
worn, or fork is binding on the shift
rail.
4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.
5) Disassemble unit and repair as
necessary.
1) Transfer case overfilled.
1) Drain lubricant to the correct
level.
2) Vent closed or restricted.
2) Clear or replace vent as
necessary.
3) Output shaft seals damaged or
installed incorrectly.
3) Replace seal as necessary.
Check to ensure that another
component, the propeller shaft slip
yoke for example, is not causing
damage to seal.
1) Extended operation on hard, dry
surfaces in the 4H position.
1) Operate vehicle in the 2H
position on hard, dry surfaces.
REMOVAL
(1) Raise and support vehicle.
(2) Remove skid plate, if equipped. (Refer to 13 FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and vacuum harness at
transfer case switch.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Remove rear crossmember.
(9) Mark front and rear propeller shafts for assembly reference.
(10) Remove front and rear propeller shafts. (Refer
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL)
(11) Support transfer case with suitable jack.
Secure transfer case to jack with safety chains.
(12) Remove nuts attaching transfer case to transmission.
(13) Move transfer case assembly rearward until
free of transmission output shaft.
(14) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubricant remaining in case.
TRANSFER CASE - NV241LD
BR/BE
21 - 433
TRANSFER CASE - NV241LD (Continued)
REAR EXTENSION, RETAINER, AND REAR CASE
(1) Remove rear extension bolts (Fig. 2).
(3) Remove output bearing retaining ring with
heavy duty snap-ring pliers (Fig. 4).
Fig. 2 Rear Extension Bolt Removal
1 - SOCKET
2 - REAR EXTENSION
(2) Remove rear extension housing (Fig. 3). Tap
extension once or twice with a plastic mallet to break
sealer bead and loosen it.
Fig. 4 Removing Output Bearing Retaining Ring
1 - OUTPUT BEARING
2 - RETAINING RING
3 - REAR RETAINER
(4) Remove rear retainer bolts (Fig. 5).
Fig. 5 Removing Rear Extension Bolts
Fig. 3 Rear Extension Housing Removal
1 - SEAL
2 - REAR EXTENSION HOUSING
3 - REAR RETAINER
1 - SOCKET
2 - REAR RETAINER
21 - 434
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
(5) Loosen rear retainer with pry bar placed under
flange (Fig. 6).
Fig. 8 Removing Companion Flange Nut
1 - COMPANION FLANGE
2 - 1-1/8” SOCKET
Fig. 6 Loosening Rear Retainer
1 - REAR RETAINER
2 - FLANGE
3 - PRY TOOL
(3) Remove companion flange from front output
shaft. Use a suitable puller if flange can not be
removed by hand.
(4) Remove companion flange rubber seal from
front output shaft (Fig. 9).
(6) Remove rear retainer and output bearing as
assembly (Fig. 7).
Fig. 9 Companion Flange Seal Removal
1 - FLANGE SEAL
(5) Remove nut and washer that retain shift lever
to sector shaft. Then remove shift lever from shaft
(Fig. 10).
Fig. 7 Rear Retainer Removal
1 - OUTPUT BEARING
2 - REAR RETAINER
COMPANION FLANGE AND SHIFT LEVER
(1) Shift transfer case into NEUTRAL.
(2) Remove companion flange nut (Fig. 8). Discard
nut after removal. It is not reusable.
Fig. 10 Shift Lever Removal
1 - SHIFT LEVER
2 - NUT/WASHER
BR/BE
TRANSFER CASE - NV241LD
21 - 435
TRANSFER CASE - NV241LD (Continued)
FRONT OUTPUT SHAFT AND DRIVE CHAIN
(1) Remove output bearing retaining ring with
heavy duty snap-ring pliers.
(2) Remove output shaft bearing.
(3) Note position of bolts that attach rear case to
front case (Fig. 11). Some bolts/studs at ends of case
require flat washers. Mark position of these bolts
with paint or scriber.
(4) Remove rear case-to-front case bolts.
Fig. 12 Loosening Rear Case (Breaking Sealer
Bead)
1 - SLOT
2 - REAR CASE
3 - PRY TOOL
Fig. 11 Removing Case Attaching Bolts
1
2
3
4
-
REAR CASE
STUD
NUT AND WASHER
SOCKET
(5) Loosen rear case with pry tool to break sealer
bead. Insert tool in slot at each end of case (Fig. 12).
(6) Unseat rear case from alignment dowels (Fig.
13).
Fig. 13 Removing Rear Case From Alignment
Dowels
1 - CASE DOWELS (2)
2 - REAR CASE
21 - 436
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
(7) Remove rear case and oil pump assembly from
front case.
(8) Remove shift rail cup and spring (Fig. 14).
Fig. 16 Removing Drive Chain And Front Sprocket
1 - CHAIN
2 - DRIVE SPROCKET
3 - FRONT SPROCKET
Fig. 14 Shift Rail Cup And Spring Removal
1 - SHIFT RAIL
2 - SPRING
3 - CUP
SHIFT FORKS AND MAINSHAFT
(1) Remove vacuum/indicator switch (Fig. 17).
(9) Remove front sprocket retaining ring (Fig. 15).
Fig. 17 Vacuum/Indicator Switch Removal
1 - 1-1/16” SOCKET
2 - INDICATOR SWITCH
(2) Loosen poppet plunger screw (Fig. 18).
Fig. 15 Removing Front Sprocket Retaining Ring
1 - FRONT SPROCKET
2 - RETAINING RING
3 - FRONT OUTPUT SHAFT
(10) Pull mainshaft, front sprocket and chain outward about 25.4 mm (1-inch) simultaneously (Fig.
16).
(11) Remove chain from mainshaft drive sprocket
and remove front sprocket and chain as assembly.
Fig. 18 Loosening Poppet Plunger Screw
1 - POPPET PLUNGER SCREW
TRANSFER CASE - NV241LD
BR/BE
21 - 437
TRANSFER CASE - NV241LD (Continued)
(3) Remove poppet plunger screw and spring (Fig.
19). Note that screw has O-ring seal. Remove and
discard seal this seal.
Fig. 19 Poppet Plunger Screw And Spring Removal
1 - POPPET PLUNGER SCREW
2 - O-RING
3 - PLUNGER SPRING
Fig. 21 Front Output Shaft Removal
1 - BALL BEARING
2 - FRONT OUTPUT SHAFT
(4) Remove poppet plunger with magnet (Fig. 20).
Fig. 20 Poppet Plunger Removal
1 - MAGNET
2 - POPPET PLUNGER
(5) Remove front output shaft from bearing in case
(Fig. 21).
(6) Pull mainshaft assembly out of input gear, sliding clutch and case (Fig. 22).
Fig. 22 Mainshaft Assembly Removal
1 - SLIDING CLUTCH
2 - MODE FORK
3 - MAINSHAFT ASSEMBLY
21 - 438
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
(7) Remove mode fork, sliding clutch and shift rail
as assembly (Fig. 23). Note which way clutch fits in
fork (long side of clutch goes to front).
Fig. 25 Shift Sector Removal
1 - SHIFT SECTOR
Fig. 23 Mode Fork, Shift Rail And Sliding Clutch
Removal
1 - MODE FORK
2 - SHIFT RAIL
3 - SLIDING CLUTCH
(11) Remove shift sector shaft nylon retainer and
O-ring from shaft bore in front case (Fig. 26).
(8) Remove range fork retaining ring.
(9) Remove range fork and hub as an assembly
(Fig. 24). Note fork position for installation reference.
(10) Remove shift sector (Fig. 25).
Fig. 24 Range Fork And Hub Removal
1 - RANGE HUB
2 - RANGE FORK
Fig. 26 Removing Sector Shaft O-Ring And Retainer
1 - SHAFT BORE
2 - NYLON RETAINING RING
3 - SECTOR SHAFT O-RING
TRANSFER CASE - NV241LD
BR/BE
21 - 439
TRANSFER CASE - NV241LD (Continued)
MAINSHAFT
(1) Remove retaining ring that secures synchronizer hub onto mainshaft (Fig. 27). Use standard
(instead of parallel jaw) snap-ring pliers to remove
this retaining ring.
(3) Inspect synchronizer hub struts and springs. If
struts appear worn, remove struts and springs from
hub. Note position of springs for installation reference (Fig. 29).
Fig. 29 Synchronizer Strut And Spring Removal
Fig. 27 Synchronizer Hub Retaining Ring Removal
1 - SYNCHRO HUB
2 - RETAINING RING
1 - SYNCHRO STRUTS
2 - SYNCHRO HUB
3 - SYNCHRO SPRINGS
(4) Remove brass stop ring (Fig. 30). Discard stop
ring if worn, cracked, or any teeth are missing.
(2) Remove synchronizer hub (Fig. 28).
Fig. 28 Synchronizer Hub Removal
1 - SYNCHRO HUB
2 - MAINSHAFT
Fig. 30 Synchronizer Stop Ring Removal
1 - DRIVE SPROCKET
2 - STOP RING
21 - 440
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
(5) Remove drive sprocket (Fig. 31).
Fig. 31 Drive Sprocket Removal
1 - DRIVE SPROCKET
2 - MAINSHAFT
INPUT AND PLANETARY GEAR
(1) Remove front bearing retainer attaching bolts
(Fig. 32).
(2) Remove front bearing retainer. Pry retainer
loose with pry tool positioned in slots at each end of
retainer (Fig. 33).
Fig. 33 Front Bearing Retainer Removal
1 - FRONT BEARING RETAINER
2 - RETAINER SLOT
(3) Remove front bearing retainer seal. Tap seal
out with drift and hammer.
(4) Remove input gear retaining ring with heavy
duty snap-ring pliers (Fig. 34).
Fig. 32 Front Bearing Retainer Bolts
1 - FRONT CASE
2 - FRONT BEARING RETAINER
3 - RETAINER BOLTS
Fig. 34 Removing Input Gear Retaining Ring
1 - INPUT GEAR BEARING RETAINING RING
2 - INPUT GEAR BEARING
3 - SNAP-RING PLIERS
BR/BE
TRANSFER CASE - NV241LD
21 - 441
TRANSFER CASE - NV241LD (Continued)
(5) Place front case in horizontal position. Then
remove input gear and low range gear as an assembly (Fig. 35). Tap gear out of bearing with plastic
mallet, if necessary.
Fig. 37 Input Gear Retainer Removal
1 - INPUT GEAR
2 - LOW RANGE GEAR
3 - RETAINER
Fig. 35 Input Gear And Planetary Carrier Removal
1 - INPUT AND LOW RANGE GEAR ASSEMBLY
INPUT AND PLANETARY GEAR
(1) Remove snap-ring that retains input gear in
low range gear (Fig. 36).
(2) Remove retainer (Fig. 37).
(3) Remove front tabbed thrust washer (Fig. 38).
(4) Remove input gear (Fig. 39).
(5) Remove rear tabbed thrust washer from low
range gear (Fig. 40).
Fig. 38 Front Tabbed Thrust Washer Removal
1 - FRONT TABBED THRUST WASHER
CLEANING
Clean the transfer case parts with a standard
parts cleaning solvent. Remove all traces of sealer
from the cases and retainers with a scraper and
3M™ all purpose cleaner. Use compressed air to
remove solvent residue from oil feed passages in the
case halves, retainers, gears, and shafts.
Fig. 36 Input Gear Snap-Ring Removal
1 - INPUT GEAR SNAP-RING
21 - 442
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
INSPECTION
MAINSHAFT/SPROCKET/HUB
Fig. 39 Input Gear Removal
1 - INPUT GEAR
2 - LOW RANGE GEAR
Inspect the splines on the hub and shaft and the
teeth on the sprocket (Fig. 41). Minor nicks and
scratches can be smoothed with an oilstone, however,
replace any part that is damaged.
Check the contact surfaces in the sprocket bore
and on the mainshaft. Minor nicks and scratches can
be smoothed with 320-400 grit emery cloth but do not
try to salvage the shaft if nicks or wear is severe.
Inspect the spline teeth on the synchronizer hub. If
evidence of chipping or excessive wear is apparent,
replace the hub. The hooked end of each synchronizer
spring should be inserted in one of the struts. In
addition, the springs should not interfere with the
polished gear cone or inside diameters of the hub.
Inspect the stop ring for cracks and wear. Replace
the ring if necessary or if doubt exists over condition.
Check a replacement synchronizer ring for proper fit
on the cone with a minimum of wobble. Also check
the synchronizer struts for wear or damage.
INPUT GEAR AND PLANETARY CARRIER
Fig. 40 Rear Tabbed Thrust Washer Removal
1 - LOW RANGE GEAR
2 - REAR TABBED THRUST WASHER
Check the teeth on the gear (Fig. 42). Minor nicks
can be dressed off with an oilstone but replace the
gear if any teeth are broken, cracked, or chipped. The
bearing surface on the gear can be smoothed with
300-400 grit emery cloth if necessary.
Examine the carrier body and pinion gears for
wear or damage. The carrier will have to be replaced
as an assembly if the body, pinion pins, or pinion
gears are damaged.
Check the lock ring and both thrust washers for
wear or cracks. Replace them if necessary. Also
replace the lock retaining ring if bent, distorted, or
broken.
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
Fig. 41 Mainshaft Components
1
2
3
4
-
DRIVE SPROCKET
STOP RING
SYNCHRO HUB
RETAINING RING
5 - STRUTS
6 - SYNCHRO SPRINGS
7 - MAINSHAFT
Fig. 42 Input Gear And Carrier Components
1 - PLANETARY CARRIER
2 - REAR THRUST WASHER
3 - FRONT THRUST WASHER
4 - CARRIER LOCK RING
5 - CARRIER LOCK RETAINING RING
6 - INPUT GEAR
21 - 443
21 - 444
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
SHIFT FORKS/HUBS/SLEEVES
REAR RETAINER COMPONENTS
Check condition of the shift forks and mode fork
shift rail (Fig. 43). Minor nicks on the shift rail can
be smoothed with 320-400 grit emery cloth.
Inspect the retainer components. Replace the bearing if rough or noisy. Check the retainer for cracks or
wear in the bearing bore.
Inspect the retaining rings and washers. Replace
any part if distorted, bent, or broken. Reuse is not
recommended.
Inspect rear extension bushing. Replace if worn or
scored.
DRIVE CHAIN
Examine the drive chain and shaft bearings.
replace the chain if stretched, distorted, or if any of
the links bind. Replace the bearings if rough, or
noisy.
LOW RANGE ANNULUS GEAR
Fig. 43 Shift Forks
1 - RANGE FORK
2 - MODE FORK AND RAIL
3 - MODE SPRING
Inspect annulus gear condition carefully. The gear
is only serviced as part of the front case. If the gear
is damaged, it will be necessary to replace the gear
and front case as an assembly. Do not attempt to
remove the gear (Fig. 45)
Inspect the shift fork wear pads (Fig. 44). The
mode fork pads are serviceable and can be replaced if
necessary. The range fork pads are not serviceable.
The fork must be replaced as an assembly if the pads
are worn or damaged.
Fig. 45 Low Range Annulus Gear
1 - FRONT CASE
2 - LOW RANGE ANNULUS GEAR
FRONT-REAR CASES AND FRONT RETAINER
Fig. 44 Shift Fork And Wear Pad Locations
1
2
3
4
-
RANGE FORK
MODE FORK
WEAR PADS (SERVICEABLE)
WEAR PADS (NON-SERVICEABLE)
Check both of the sleeves for wear or damage,
especially on the interior teeth. Replace the sleeves if
wear or damage is evident.
Inspect the cases and retainer for wear and damage. Replace the input retainer seal, do not reuse it.
Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing surfaces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with Loctite™ 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
BR/BE
TRANSFER CASE - NV241LD
21 - 445
TRANSFER CASE - NV241LD (Continued)
Or the threads can be repaired with Helicoil™ stainless steel inserts if required.
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
BEARINGS AND SEALS
(1) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing from case from inside annulus gear opening (Fig. 46).
(2) Install locating ring on new bearing.
(3) Position case so that the forward end is facing
upward.
(4) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing into case. The bearing
locating ring must be fully seated on case (Fig. 47).
Fig. 47 Seating Input Shaft Bearing
1 - SNAP-RING
2 - INPUT SHAFT BEARING
Fig. 46 Input Shaft Bearing Removal
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL C-4210
(5) Using Installer 6953, remove front output shaft
bearing.
(6) Start front output shaft bearing in case (Fig.
48). Then seat bearing with Handle C-4171 and
Installer 6953.
(7) Install front output shaft bearing retaining
ring.
(8) Install new front output seal in front case with
Installer Tool 6888 and Tool Handle C-4171 as follows:
(a) Place new seal on tool. Garter spring on
seal goes toward interior of case.
Fig. 48 Front Output Shaft Bearing Installation
1 - HANDLE C-4171
2 - REMOVER/INSTALLER 6953
(b) Start seal in bore with light taps from hammer (Fig. 49). Once seal is started, continue tapping seal into bore until installer tool bottoms
against case.
21 - 446
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
(c) Remove installer and verify that seal is
recessed the proper amount (Fig. 50). Seal should
be 2.03 to 2.5 mm (0.080 to 0.100 in.) below top
edge of seal bore in front case. This is correct final
seal position.
(9) Remove seal from front bearing retainer with
suitable pry tool.
(10) Install new oil seal in front bearing retainer
with Installer 7884 (Fig. 51).
CAUTION: Be sure the front output seal is seated
below the top edge of the case bore as shown. The
seal could loosen, or become cocked if not seated
to recommended depth.
Fig. 49 Front Output Seal Installation
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 6888
Fig. 51 Install Front Bearing Retainer Seal
1 - FRONT BEARING RETAINER
2 - SPECIAL TOOL 7884
(11) Remove seal from oil pump with suitable pry
tool.
(12) Install new seal in oil pump with Installer
7888 (Fig. 52).
Fig. 50 Checking Front Output Seal Installation
Depth
1 - CORRECT SEAL DEPTH IS 2.03-2.5 mm (0.080-0.100 in.)
BELOW TOP EDGE OF BORE
2 - FRONT CASE SHAFT BORE
3 - FRONT OUTPUT SEAL
Fig. 52 Oil Pump Seal Installation
1 - HOUSING SEAL
2 - SPECIAL TOOL 7888
3 - OIL PUMP FEED HOUSING
BR/BE
TRANSFER CASE - NV241LD
21 - 447
TRANSFER CASE - NV241LD (Continued)
(13) Remove input gear pilot bearing by inserting
a suitably sized drift into the splined end of the input
gear and driving the bearing out with the drift and a
hammer (Fig. 53).
(14) Install new pilot bearing with Plug C-293-3.
Fig. 54 Front Output Shaft Rear Bearing Removal
1 - REAR CASE
2 - SPECIAL TOOL L-4454-1 AND L-4454-3
3 - SPECIAL TOOL 8148
Fig. 53 Remove Input Gear Pilot Bearing
1 - DRIFT
2 - INPUT GEAR
(15) Remove the front output shaft rear bearing
with the screw and jaws from Remover L-4454 and
Cup 8148 (Fig. 54).
(16) Install new bearing with Tool Handle C-4171
and Installer 5066 (Fig. 55). The bearing bore is
chamfered at the top. Install the bearing so it is
flush with the lower edge of this chamfer (Fig. 56).
INPUT AND PLANETARY GEAR
(1) Lubricate gears and thrust washers (Fig. 57)
with recommended transmission fluid.
(2) Install first thrust washer in low range gear
(Fig. 57). Be sure washer tabs are properly aligned in
gear notches.
(3) Install input gear in low range gear. Be sure
input gear is fully seated.
(4) Install remaining thrust washer in low range
gear and on top of input gear. Be sure washer tabs
are properly aligned in gear notches.
(5) Install retainer on input gear and install snapring.
Fig. 55 Output Shaft Rear Bearing Installation
1 - HANDLE C-4171
2 - OUTPUT SHAFT INNER BEARING
3 - INSTALLER 5066
21 - 448
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
Fig. 56 Output Shaft Rear Bearing Installation Depth
1 - BEARING (SEATED) AT LOWER EDGE OF CHAMFER
2 - CHAMFER
Fig. 58 Input/Low Range Gear Installation
1 - ANNULUS GEAR
2 - INPUT/LOW RANGE GEAR
Fig. 59 Install Input Gear Snap-Ring
1 - INPUT GEAR
2 - SNAP-RING
Fig. 57 Input/Low Range Gear Components
1
2
3
4
5
-
SNAP-RING
RETAINER PLATE
INPUT GEAR
LOW RANGE GEAR
THRUST WASHERS
(6) Align and install low range/input gear assembly in front case (Fig. 58). Be sure low range gear
pinions are engaged in annulus gear and that input
gear shaft is fully seated in front bearing.
(7) Install snap-ring to hold input/low range gear
into front bearing (Fig. 59).
(8) Clean gasket sealer residue from retainer and
inspect retainer for cracks or other damage.
(9) Apply a 3 mm (1/8 in.) bead of Mopart Gasket
Maker, or equivalent silicone adhesive, to sealing
surface of retainer.
(10) Align cavity in seal retainer with fluid return
hole in front of case.
CAUTION: Do not block fluid return cavity on sealing surface of retainer when applying MoparT Gasket Maker, or equivalent silicone adhesive sealer.
Seal failure and fluid leak can result.
(11) Install bolts to hold retainer to transfer case
(Fig. 60). Tighten to 21 N·m (16 ft. lbs.) of torque.
TRANSFER CASE - NV241LD
BR/BE
21 - 449
TRANSFER CASE - NV241LD (Continued)
Fig. 60 Install Front Bearing Retainer
1 - FRONT BEARING RETAINER
Fig. 62 Synchronizer Stop Ring Installation
1 - BRASS STOP RING
2 - DRIVE SPROCKET
SHIFT FORKS AND MAINSHAFT
(1) Lubricate mainshaft splines with recommended
transmission fluid.
(2) Install drive sprocket on mainshaft (Fig. 61).
(c) Press spring inward and insert last two
struts in hub slots. Be sure spring is positioned
under struts to properly secure them (Fig. 65).
(d) Turn hub over and install remaining spring
in hub. Position hooked end of second spring opposite the first spring’s hooked end.
Fig. 61 Drive Sprocket Installation
1 - MAINSHAFT
2 - DRIVE SPROCKET
(3) Install brass stop ring on drive sprocket (Fig.
62).
(4) Install 3 synchronizer struts and 2 springs in
hub as follows:
(a) Insert first strut in hub (Fig. 63). Strut
shoulders rest (and slide) on sides hub slot as
shown.
(b) Insert hooked end of first spring in center of
strut to secure it. Then work spring into hub (Fig.
64).
Fig. 63 Installing First Synchronizer Strut And
Spring
1 - FIRST STRUT
2 - SYNCHRO HUB
3 - SPRING
21 - 450
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
Fig. 64 Synchronizer Spring Installation
1 - STRUT SHOULDER
2 - SPRING (SEATED IN STRUT)
3 - HUB
Fig. 66 Synchronizer Hub Installation
1 - SYNCHRO HUB (SHOULDER SIDE DOWN)
2 - STOP RING AND SPROCKET
Fig. 65 Correct Position Of Struts And Springs
1 - STRUTS
2 - SPRING
(5) Install assembled synchronizer hub on mainshaft (Fig. 66). Hub has shoulder on one side which
goes toward sprocket (rear of shaft). Flat side of hub
faces front of shaft.
(6) Install synchronizer hub retaining ring (Fig.
67). Be sure ring is fully seated before proceeding.
(7) Install sliding clutch (sleeve) on synchronizer
hub (Fig. 68).
CAUTION: The sliding clutch must be correctly
positioned to ensure proper shifting. Position the
clutch on the hub so a clutch spline is centered
over each strut as shown (Fig. 69). If the clutch is
installed so a gap between splines is aligned with
one or more struts, gear clash will result.
Fig. 67 Synchronizer Hub Retaining Ring
Installation
1 - SNAP-RING PLIERS
2 - SYNCHRO HUB
3 - HUB RETAINING RING
TRANSFER CASE - NV241LD
BR/BE
21 - 451
TRANSFER CASE - NV241LD (Continued)
Fig. 68 Sliding Clutch Installation
1 - SLIDING CLUTCH
2 - SYNCHRO HUB
(8) Support front case on wood blocks so case interior is facing up. Place blocks between mounting
studs on forward surface of case. Be sure blocks will
not interfere with input gear installation.
(9) Lubricate mainshaft components with transmission fluid.
(10) Lubricate sector shaft with transmission fluid
and install shift sector in case (Fig. 70). Position slot
in sector so it will be aligned with shift fork pin
when shift forks are installed.
(11) Assemble and install range fork and hub (Fig.
71). Be sure hub is properly seated in low range gear
and engaged to the input gear.
(12) Align and insert range fork pin in shift sector
slot.
(13) Install mode fork and shift rail in sliding
clutch (Fig. 72).
(14) Install mainshaft/mode fork assembly (Fig.
73). Guide mainshaft through hub and into input
gear and shift rail through range fork and into case
bore.
Fig. 69 Correct Alignment Of Struts And Sliding
Clutch
1
2
3
4
-
SLEEVE TOOTH ALIGNED WITH STRUT
STRUT
SLEEVE TOOTH NOT ALIGNED WITH STRUT
STRUT
21 - 452
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
Fig. 70 Shift Sector Installation
1 - SHIFT SECTOR
Fig. 72 Assembling Mode Fork And Mainshaft
1 - SLIDING CLUTCH
2 - MODE FORK AND SHIFT RAIL
Fig. 71 Install Range Fork And Hub Assembly
1 - RANGE HUB
2 - RANGE FORK
(15) Install new o-ring on vacuum/indicator switch,
if necessary.Install vacuum/indicator switch (Fig. 74).
Tighten switch to 20-34 N·m (15-25 ft. lbs.) torque.
(16) Install new sector shaft o-ring and o-ring
retainer in sector shaft bore (Fig. 75). Lubricate
o-ring with transmission fluid or petroleum jelly after
installation.
(17) Install shift lever on sector shaft (Fig. 76).
(18) Install washer and nut on sector shaft to
secure shift lever. Apply 1-2 drops Mopart Lock N’
Seal, or equivalent, to nut threads before installation.
Then tighten nut to 27-34 N·m (20-25 ft. lbs.) torque.
Fig. 73 Installing Mainshaft And Mode Fork
Assembly
1 - MAINSHAFT AND MODE FORK ASSEMBLY
2 - SHIFT RAIL
3 - RANGE FORK
(19) Install poppet plunger and spring (Fig. 77).
(20) Install new o-ring on poppet screw and install
screw in front case (Fig. 78). Tighten screw to 16-24
N·m (12-18 ft. lbs.).
BR/BE
TRANSFER CASE - NV241LD
21 - 453
TRANSFER CASE - NV241LD (Continued)
Fig. 74 Vacuum/Indicator Switch Installation
1 - 1-1/16” SOCKET
2 - INDICATOR SWITCH
Fig. 76 Shift Lever Installation
1 - SHIFT LEVER
2 - NUT/WASHER
Fig. 77 Poppet Plunger And Spring Installation
1 - POPPET PLUNGER AND SPRING
Fig. 75 Sector Shaft O-Ring And Retainer
Installation
1 - SECTOR SHAFT BORE
2 - O-RING
3 - O-RING RETAINER
Fig. 78 O-Ring Installation On Poppet Plunger
Screw
1 - O-RING
2 - PLUNGER SCREW
21 - 454
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
FRONT OUTPUT SHAFT AND DRIVE CHAIN
(1) Install front output shaft in bearing (Fig. 79).
(5) If mainshaft and mode sleeve were unseated
during chain installation, align and reseat mainshaft
in input gear and hub.
(6) Install front sprocket retaining ring (Fig. 81).
Fig. 79 Front Output Shaft Installation
1 - FRONT OUTPUT SHAFT
2 - BEARING
(2) Insert front sprocket in drive chain (Fig. 80).
(3) Install drive chain around mainshaft sprocket
(Fig. 80). Then position front sprocket over front
shaft.
(4) Raise mainshaft about 2.54 cm (one inch) and
seat front sprocket on front output shaft.
Fig. 81 Front Sprocket Retaining Ring Installation
1 - FRONT SPROCKET
2 - RETAINING RING
(7) Install spring and cup on shift rail (Fig. 82).
Fig. 82 Shift Rail Spring And Cup Installation
1 - CUP
2 - SPRING
(8) Insert magnet in front case pocket (Fig. 83).
OIL PUMP AND REAR CASE
Fig. 80 Drive Chain And Front Sprocket Installation
1
2
3
4
-
DRIVE SPROCKET
DRIVE CHAIN
FRONT SPROCKET
FRONT SHAFT
Lubricate the oil pump components with before
installation. Prime the oil pickup tube by pouring a
little oil into the tube before installation.
(1) Install new o-ring in pickup tube inlet of oil
pump (Fig. 84).
(2) Position oil pickup tube and filter in rear case.
Be sure pickup filter is seated in case pocket and
that pickup tube is aligned in case notches (Fig. 85).
Be sure hose that connects tube to filter is securely
positioned.
TRANSFER CASE - NV241LD
BR/BE
21 - 455
TRANSFER CASE - NV241LD (Continued)
Fig. 83 Case Magnet Installation
1 - MAGNET
2 - CASE POCKET
Fig. 86 Positioning Oil Pump In Rear Case
1
2
3
4
Fig. 84 Pickup Tube O-Ring Installation
1 - O-RING (PUMP PICKUP)
2 - PICKUP TUBE
-
OIL PUMP
REAR CASE
FILTER
PICKUP TUBE
(4) Apply bead of Mopart Gasket Maker, or equivalent, to mating surface of front case. Keep sealer
bead width to maximum of 3/16 inch. Do not use
excessive amount of sealer as excess will be displaced
into case interior.
(5) Align oil pump with mainshaft and align shift
rail with bore in rear case. Then install rear case and
oil pump assembly (Fig. 87). Be sure oil pump and
pickup tube remain in position during case installation.
(6) Install 4-5 rear case-to front case bolts to hold
rear case in position. Tighten bolts snug but not to
specified torque at this time.
CAUTION: Verify that shift rail (Fig. 88), and case
alignment dowels are seated before installing any
bolts. Case could be cracked if shaft rail or dowels
are misaligned.
Fig. 85 Oil Pickup Tube And Filter Position In Rear
Case
1 - FILTER
2 - TUBE AND HOSE
3 - TUBE IN NOTCH
(3) Insert oil pickup tube in oil pump and position
pump in rear case (Fig. 86).
(7) Verify that oil pump is aligned and seated on
rear case. Reposition pump if necessary.
(8) Check stud at end of case halves (Fig. 89). If
stud was loosened or came out during disassembly,
apply Loctite™ 242 to stud threads and reseat stud
in case.
(9) Apply Loctite™ 242 to remainder of rear caseto-front case bolt threads and install bolts. Be sure
lock washers are used on studs/bolts at case ends.
Tighten bolts, or stud nuts as follows:
21 - 456
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
Fig. 89 Washer Installation On Case Stud And
Dowel Bolts
1 - CASE STUD/BOLT
2 - WASHER
Fig. 87 Rear Case And Oil Pump Installation
1 - MAINSHAFT
2 - OIL PUMP
3 - REAR CASE
Fig. 90 Installing Flange Seal On Front Shaft
1 - FRONT OUTPUT SHAFT
2 - FLANGE SEAL
Fig. 88 Shift Rail Seated In Rear Case Bore
1 - REAR CASE
2 - SHIFT RAIL
• flange head bolts to 47-61 N·m (35-45 ft. lbs.)
• all other bolts/nuts to 27-34 N·m (20-25 ft. lbs.)
(10) Install rear output bearing and snap-ring to
output shaft.
COMPANION FLANGE
(1) Install companion flange seal on front shaft
(Fig. 90).
(2) Install companion flange on front shaft (Fig.
91). Then install and tighten flange nut to 176-271
N·m (130-200 ft. lbs.) torque.
Fig. 91 Installing Companion Flange On Front Shaft
1 - COMPANION FLANGE
TRANSFER CASE - NV241LD
BR/BE
21 - 457
TRANSFER CASE - NV241LD (Continued)
REAR RETAINER AND EXTENSION
(6) Install output bearing retaining ring (Fig. 94).
(1) Clean mating surfaces of transfer case housing
and the rear retainer of any original gasket material.
(2) Install new rear retainer gasket onto the transfer case housing or rear retainer.
(3) Align and install rear retainer on rear case
(Fig. 92).
Fig. 94 Output Bearing Retaining Ring Installation
1 - OUTPUT BEARING
2 - RETAINING RING
Fig. 92 Rear Retainer Installation
1 - REAR RETAINER
2 - SHIFT RAIL
(4) Apply Mopart Silicone Sealer to threads of rear
retainer bolts. Then install retainer bolts finger tight.
(5) Install output bearing on mainshaft and seat it
in rear retainer with suitable size pipe tool (Fig. 93).
(7) Tighten rear retainer bolts to 27-34 N·m (20-25
ft. lbs.) torque.
(8) Install new seal in rear extension housing seal
with suitable size installer tool.
(9) Apply bead of Mopart Gasket Maker, or equivalent, to mating surface of rear extension housing.
Keep sealer bead width to maximum of 3/16 inch. Do
not use excessive amount of sealer as excess could be
displaced into output bearing.
(10) Align and install rear extension on retainer
(Fig. 95).
Fig. 93 Output Bearing Installation
1 - OUTPUT BEARING
2 - PIPE TOOL
Fig. 95 Rear Extension Installation
1 - REAR EXTENSION
2 - RETAINER
3 - EXTENSION SEAL
21 - 458
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
(11) Apply Mopart Silicone Sealer to threads of
rear extension housing bolts. Then install and
tighten bolts to 27-34 N·m (20-25 ft. lbs.) torque.
INSTALLATION
(1) Align and seat transfer case on transmission.
Be sure transfer case input gear splines are aligned
with transmission output shaft. Align splines by
rotating transfer case rear output shaft yoke if necessary. Do not install any transfer case attaching
nuts until the transfer case is completely seated
against the transmission.
(2) Install and tighten transfer case attaching
nuts. Tighten nuts to 30-41 N·m (20-30 ft.lbs.).
(3) Install rear crossmember.
(4) Remove jack stand from under transmission.
(5) Align and connect propeller shafts. (Refer to 3 DIFFERENTIAL
&
DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(6) Connect vacuum harness and vent hose.
(7) Connect shift rod to transfer case lever or floor
shift arm. Use channel lock style pliers to press rod
back into lever grommet.
(8) Adjust shift linkage, if necessary.
(9) Fill transfer case with recommended transmission fluid and install fill plug.
(10) Install skid plate, if equipped. (Refer to 13 FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - INSTALLATION)
(11) Lower vehicle
SPECIFICATIONS
TRANSFER CASE
TORQUE SPECIFICATIONS
DESCRIPTION
N-m
Ft. Lbs.
In. Lbs.
Plug, Detent
16-24
12-18
-
Bolt, Diff. Case
17-27
15-24
-
Plug, Drain/Fill
40-45
30-40
-
Bolt, Extension Housing
35-46
26-34
-
Bolt, Front Brg. Retainer
16-27
12-24
-
Bolt, Case Half
35-46
26-34
-
Nut, Front Yoke
122-176
90-130
-
Screw, Oil Pump
1.2-1.8
-
12-15
Nut, Range Lever
27-34
20-25
-
Bolt, Rear Retainer
35-46
26-34
-
Nuts, Mounting
30-41
20-30
-
Bolts, U-Joint
19
17
-
Vacuum Switch
20-34
15-25
-
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
SPECIAL TOOLS
TRANSFER CASE - NV241LD
Remover, Bushing - 6957
Handle, Universal - C-4171
Installer, Bushing - 8157
Installer, Seal - 6888
Installer, Seal - D-163
Installer, Bearing - 6953
Installer, Seal - 7884
Installer, Seal - C-4210
Installer, Bushing - 5066
21 - 459
21 - 460
TRANSFER CASE - NV241LD
BR/BE
TRANSFER CASE - NV241LD (Continued)
INSTALLATION
Plug, Extension - C-293-3
(1) Clean fluid residue from sealing surface and
inspect for defects.
(2) Position replacement bushing in extension
housing with fluid port in bushing aligned with slot
in housing.
(3) Using Installer 8157, drive bushing into housing until installer seats against case.
(4) Using Installer D-163, install seal in extension
housing (Fig. 96).
Tool Set - L-4518
Fig. 96 Install Rear Seal in Extension Housing
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL D-163
Cup - 8148
(5) Install propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION)
(6) Verify proper transfer case fluid level.
(7) Lower vehicle.
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL
Installer, Pump Housing Seal - 7888
EXTENSION HOUSING
BUSHING AND SEAL
REMOVAL
(1) Raise and support vehicle.
(2) Remove rear propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL)
(3) Using a suitable pry tool or slide-hammer
mounted screw, remove the extension housing seal.
(4) Using Remover 8158, remove bushing from
extension housing.
The fill and drain plugs are both in the rear case
(Fig. 97).
(1) Raise vehicle.
(2) Position drain pan under transfer case.
(3) Remove drain and fill plugs and drain lubricant completely.
(4) Install drain plug. Tighten plug to 41-54 N·m
(30-40 ft. lbs.).
(5) Remove drain pan.
(6) Fill transfer case to bottom edge of fill plug
opening with Mopart ATF +4, type 9602, Automatic
Transmission fluid.
(7) Install and tighten fill plug to 41-54 N·m
(30-40 ft. lbs.).
(8) Lower vehicle.
BR/BE
TRANSFER CASE - NV241LD
21 - 461
FLUID (Continued)
Fig. 99 Companion Flange Seal Removal
1 - FLANGE SEAL
Fig. 97 Fill/Drain Plug and I.D. Tag Location Typical
1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
FRONT OUTPUT SHAFT SEAL
REMOVAL
(1) Shift transfer case into NEUTRAL.
(2) Raise vehicle.
(3) Remove front propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL)
(4) Remove companion flange nut (Fig. 98). Discard nut after removal. It is not reusable.
(7) Remove front output shaft seal with suitable
pry tool, or a slide hammer mounted screw.
INSTALLATION
(1) Install new front output seal in front case with
Installer Tool 6888 and Tool Handle C-4171 (Fig.
100) as follows:
(a) Place new seal on tool. Garter spring on seal
goes toward interior of case.
(b) Start seal in bore. Once seal is started, continue tapping seal into bore until installer tool bottoms against case.
(c) Remove installer and verify that seal is
recessed the proper amount. Seal should be 2.03 to
2.5 mm (0.080 to 0.100 in.) below top edge of seal
bore in front case (Fig. 101). This is correct final
seal position.
CAUTION: Be sure the front output seal is seated
below the top edge of the case bore as shown. The
seal could loosen, or become cocked if not seated
to recommended depth.
Fig. 98 Removing Companion Flange Nut
1 - COMPANION FLANGE
2 - 1-1/8” SOCKET
(5) Remove companion flange from output shaft.
Use a suitable puller if flange can not be removed by
hand.
(6) Remove companion flange rubber seal from
front output shaft (Fig. 99).
Fig. 100 Front Output Seal Installation
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 6888
21 - 462
TRANSFER CASE - NV241LD
BR/BE
FRONT OUTPUT SHAFT SEAL (Continued)
Fig. 101 Checking Front Output Seal Installation
Depth
1 - CORRECT SEAL DEPTH IS 2.03-2.5 mm (0.080-0.100 in.)
BELOW TOP EDGE OF BORE
2 - FRONT CASE SHAFT BORE
3 - FRONT OUTPUT SEAL
(2) Install companion flange seal on front shaft
(Fig. 102).
Fig. 102 Installing Flange Seal On Front Shaft
1 - FRONT OUTPUT SHAFT
2 - FLANGE SEAL
(3) Install companion flange on front shaft (Fig.
103). Then install and tighten flange nut to 176-271
N·m (130-200 ft. lbs.) torque.
(4) Install propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION)
Fig. 103 Installing Companion Flange On Front
Shaft
1 - COMPANION FLANGE
SHIFT LEVER
REMOVAL
(1) Shift transfer case into 2H.
(2) Remove transfer case shifter knob cap.
(3) Remove nut holding shifter knob to shift lever.
(4) Remove shifter knob.
(5) Remove the shift boot from the shifter bezel.
(6) Remove the bolts securing the shifter mechanism to the floor pan along the driver’s side of the
transmission tunnel (Fig. 104).
(7) Raise and support the vehicle.
(8) Loosen adjusting trunnion lock bolt and slide
shift rod out of trunnion. If rod lacks enough travel
to come out of trunnion, push trunnion out of shift
lever.
(9) Remove the nuts holding the shifter mechanism to the underside of the floor pan.
(10) Separate shift lever mechanism from the vehicle.
INSTALLATION
(1) If the shifter mechanism does not have a
adjustment locating pin installed, align the adjustment channel on the shifter assembly to the locating
hole in the lower shift lever and install an appropriately sized pin to retain the position (Fig. 105).
(2) Position shift lever on vehicle.
(3) Install nuts to hold shift lever to the underside
of the body.
(4) Install trunnion to shift lever, if necessary.
(5) Install shift rod to trunnion, if necessary.
(6) Tighten the shift rod lock bolt to 10 N·m (90
in.lbs.).
TRANSFER CASE - NV241LD
BR/BE
21 - 463
SHIFT LEVER (Continued)
(9) Install the bolts to hold the shifter mechanism
to the floor pan.
(10) Install the transfer case shifter bezel.
(11) Install the shifter boot and the shifter knob
onto the shifter lever.
(12) Install nut to hold shifter knob to shift lever.
(13) Install shifter knob cap.
(14) Verify transfer case operation.
ADJUSTMENTS
ADJUSTMENT - SHIFT LEVER
(1) Move shift lever into 2H position.
(2) Raise vehicle.
(3) Loosen shift rod lock bolt at trunnion (Fig.
106).
Fig. 104 Transfer Case Shifter
1
2
3
4
-
TRANSFER CASE SHIFTER ASSEMBLY
SHIFT ROD
TRUNNION
LOCK BOLT
Fig. 106 Shift Rod Lock Bolt Location
1
2
3
4
Fig. 105 Shifter Adjustment
1
2
3
4
- LOCATING PIN
- ADJUSTMENT CHANNEL
- LOWER SHIFTER LEVER
- LOCATING HOLE
(7) Remove the shifter adjustment locating pin
from the adjustment channel and the locating hole.
(8) Lower vehicle.
-
TRANSFER CASE SHIFTER ASSEMBLY
SHIFT ROD
TRUNNION
LOCK BOLT
(4) Check shift rod fit in trunnion. Be sure rod
does not bind in trunnion. Lubricate the shift rod
and trunnion if necessary.
21 - 464
TRANSFER CASE - NV241LD
BR/BE
SHIFT LEVER (Continued)
(5) Verify that transfer case shift lever is in 2H
detent position. The 2H detent position on the transfer case shift arm is the second position from full forward.
(6) Align the adjustment locating hole on the lower
shifter lever with the adjustment channel on the
shifter bracket assembly (Fig. 107).
(7) Insert an appropriately sized pin through into
the adjustment channel and through the locating
hole to hold the shifter in the correct position.
(8) Tighten shift rod lock bolt to 10 N·m (90 in.
lbs.) torque.
(9) Remove the locating pin from the adjustment
channel and locating hole.
(10) Check shift linkage operation. Be sure transfer case shifts into and operates properly in all
ranges.
Fig. 107 Shifter Adjustment Location
1
2
3
4
- LOCATING PIN
- ADJUSTMENT CHANNEL
- LOWER SHIFTER LEVER
- LOCATING HOLE
TRANSFER CASE - NV241HD
BR/BE
21 - 465
TRANSFER CASE - NV241HD
TABLE OF CONTENTS
page
TRANSFER CASE - NV241HD
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
TRANSFER CASE . . . . . . . . . . . . . . .
SPECIAL TOOLS
TRANSFER CASE - NV241HD . . . . . .
. . . . . 465
. . . . . 467
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 467
. 469
. 469
. 476
. 476
. 480
. 494
. . . . . 495
page
EXTENSION HOUSING BUSHING AND SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FLUID
STANDARD PROCEDURE - FLUID DRAIN/
REFILL
.........................
FRONT OUTPUT SHAFT SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
SHIFT LEVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - SHIFT LEVER . . . . . . .
. . . 497
. . . 497
. . . 497
. . . 498
. . . 498
. . . 499
. . . 500
. . . 500
. . . . . 495
TRANSFER CASE - NV241HD
DESCRIPTION
The NV241HD is a part-time transfer case with a
low-range gear system. The transfer case provides
three operating ranges plus a NEUTRAL position.
The low range position provides a gear reduction
ratio of 2.72:1 for increased low speed torque capability. Operating ranges are: 2H, 4H, and 4LO.
The synchronizer mechanism consists of a brass
stop ring, synchronizer hub, and the sliding clutch
(Fig. 1). The synchronizer components allow the
transfer case to be shifted between the 2H and 4H
operating ranges while the vehicle is in motion.
The gear cases, retainer and extension are all of
aluminum. Drive sprockets and an interconnecting
drive chain are used to transmit engine torque to the
front/rear propeller shafts. The mainshaft, input gear
and front output shaft are supported by ball and needle bearings.
PTO CAPABILITY
The NV241HD transfer case has power take-off
capability. A PTO gear permanently attached to the
planetary carrier, and a removable PTO cover are
provided for this purpose.
21 - 466
TRANSFER CASE - NV241HD
TRANSFER CASE - NV241HD (Continued)
Fig. 1 NV241HD Transfer Case
BR/BE
TRANSFER CASE - NV241HD
BR/BE
21 - 467
TRANSFER CASE - NV241HD (Continued)
1 - FRONT CASE
2 - PLANETARY ASSEMBLY
3 - SUPPORT SLEEVE
4 - SYNCHRO HUB
5 - STOP RING
6 - REAR CASE
7 - OIL PUMP
8 - REAR RETAINER
9 - OUTPUT BEARING
10 - REAR EXTENSION
11 - SEAL
12 - BUSHING
13 - SPEEDOMETER GEAR
14 - DRIVE SPROCKET
15 - CHAIN
IDENTIFICATION
An identification tag (Fig. 2) is attached to the rear
case of every transfer case. The tag provides the
transfer case model number, assembly number, serial
number, and low range ratio.
The transfer case serial number also represents
the date of build.
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
- NEEDLE BEARING
- FRONT OUTPUT SHAFT
- SPROCKET
- ROLLER BEARING
- SEAL
- COMPANION FLANGE
- SECTOR SHAFT
- SLIDING CLUTCH
- SLIDING HUB
- PTO GEAR
- ANNULUS GEAR
- INPUT BEARING RETAINER
- SEAL
- INPUT GEAR
- INPUT BEARING
exception being when the road surface is covered by
ice and snow or other loose, slippery material.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1.
A front axle disconnect system is used to achieve
two-wheel drive mode. The axle disconnect vacuum
motor is actuated by a vacuum switch on the transfer
case. The switch is operated by the transfer case
range rod.
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sector
operates the range and mode forks within the transfer case.
A straight line shift pattern is used with a NEUTRAL detent. Lever range positions are imprinted in
the shift knob.
Fig. 2 Transfer Case Identification Tag - Typical
1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
OPERATION
OPERATING RANGES
Transfer case operating ranges are:
• 2H (2-wheel drive)
• 4H (4-wheel drive)
• 4LO (4-wheel drive low range)
The 2H range is for use on any road surface at any
time.
The 4H and 4LO ranges are for off road use only.
They are not for use on hard surface roads. The only
SHIFTING
The synchronizer components allow the transfer
case to be shifted between the 2H and 4H operating
ranges while the vehicle is in motion. The vehicle
must have the transmission placed in NEUTRAL, or
the clutch depressed in the case of a manual transmission, and be moving less than 2-3 MPH when
shifting into the 4L operating range.
DIAGNOSIS AND TESTING - TRANSFER CASE
Before beginning repair on a suspected transfer
case malfunction, check all other driveline components beforehand.
The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
wheels and tires, transmission, or clutch instead. If
all other driveline components are in good condition
and operating properly, refer to the Diagnosis Chart
for further information.
21 - 468
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
DIAGNOSIS CHART
Condition
Possible Cause
Transfer Case difficult to shift or will
not shift into desired range.
1) Vehicle speed too great to permit
shifting.
1) Stop vehicle and shift into
desired range. Or, reduce speed to
below 3-4 km/h (2-3 mph) before
attempting the shift.
2) If vehicle was operated for an
extended period in 4H on a dry
paved surface, the driveline torque
load may be causing a bind.
2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved surfaces.
3) Transfer case external shift
linkage binding.
3) Lubricate, repair, or replace
linkage bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant.
4) Drain and refill to edge of fill hole
with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
5) Internal components binding,
worn, or damaged.
5) Disassemble the transfer case
and replace worn or damaged
components as necessary.
Transfer Case noisy in all operating
ranges.
1) Insufficient or incorrect lubricant.
1) Drain and refill to edge of fill hole
with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
Noisy in, or jumps out of, four wheel
drive low range.
1) Transfer case not completely
engaged in 4L position.
1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment.
2) Adjust linkage.
3) Shift linkage loose or binding.
3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts worn,
or fork is binding on the shift rail.
4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.
5) Disassemble unit and repair as
necessary.
1) Transfer case overfilled.
1) Drain lubricant to the correct
level.
2) Vent closed or restricted.
2) Clear or replace vent as
necessary.
3) Output shaft seals damaged or
installed incorrectly.
3) Replace seal as necessary.
Check to ensure that another
component, the propeller shaft slip
yoke for example, is not causing
damage to seal.
1) Extended operation on hard, dry
surfaces in the 4H position.
1) Operate vehicle in the 2H
position on hard, dry surfaces.
Lubricant leaking from output shaft
seal or vent.
Abnormal tire wear.
Correction
BR/BE
TRANSFER CASE - NV241HD
21 - 469
TRANSFER CASE - NV241HD (Continued)
REMOVAL
(1) Raise and support vehicle.
(2) Remove skid plate, if equipped. (Refer to 13 FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and vacuum harness at
transfer case switch.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Remove rear crossmember.
(9) Mark front and rear propeller shafts for assembly reference.
(10) Remove front and rear propeller shafts. (Refer
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL)
(11) Support transfer case with suitable jack.
Secure transfer case to jack with safety chains.
(12) Remove nuts attaching transfer case to transmission.
(13) Move transfer case assembly rearward until
free of transmission output shaft.
(14) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubricant remaining in case.
Fig. 3 Removing Companion Flange Nut
1 - COMPANION FLANGE
2 - 1-1/8” SOCKET
Fig. 4 Companion Flange Seal Removal
1 - FLANGE SEAL
(5) Remove nut and washer that retain shift lever
to sector shaft. Then remove shift lever from shaft
(Fig. 5).
EXTENSION HOUSING
(1) Remove extension housing snap-ring access
cover.
(2) Remove bolts holding extension housing to rear
case half.
(3) Tap extension housing with plastic or rawhide
hammer to loosen sealant.
(4) Disengage extension housing snap-ring from
rear output shaft bearing.
(5) Separate extension housing from transfer case.
COMPANION FLANGE AND SHIFT LEVER
(1) Shift transfer case into NEUTRAL.
(2) Remove companion flange nut (Fig. 3). Discard
nut after removal. It is not reusable.
(3) Remove companion flange from front output
shaft. Use a suitable puller if flange can not be
removed by hand.
(4) Remove companion flange rubber seal from
front output shaft (Fig. 4).
Fig. 5 Shift Lever Removal
1 - SHIFT LEVER
2 - NUT/WASHER
FRONT OUTPUT SHAFT AND DRIVE CHAIN
(1) Remove output bearing retaining ring with
heavy duty snap-ring pliers.
(2) Remove output shaft bearing.
(3) Note position of bolts that attach rear case to
front case (Fig. 6). Some bolts/studs at ends of case
21 - 470
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
require flat washers. Mark position of these bolts
with paint or scriber.
(4) Remove rear case-to-front case bolts.
(6) Unseat rear case from alignment dowels (Fig.
8).
Fig. 8 Removing Rear Case From Alignment Dowels
1 - CASE DOWELS (2)
2 - REAR CASE
Fig. 6 Removing Case Attaching Bolts
1
2
3
4
-
(7) Remove rear case and oil pump assembly from
front case.
(8) Remove shift rail cup and spring (Fig. 9).
REAR CASE
STUD
NUT AND WASHER
SOCKET
(5) Loosen rear case with pry tool to break sealer
bead. Insert tool in slot at each end of case (Fig. 7).
Fig. 9 Shift Rail Cup And Spring Removal
1 - SHIFT RAIL
2 - SPRING
3 - CUP
Fig. 7 Loosening Rear Case (Breaking Sealer Bead)
1 - SLOT
2 - REAR CASE
3 - PRY TOOL
BR/BE
TRANSFER CASE - NV241HD
21 - 471
TRANSFER CASE - NV241HD (Continued)
(9) Remove front sprocket retaining ring (Fig. 10).
SHIFT FORK AND MAINSHAFT
(1) Remove vacuum/indicator switch (Fig. 12).
Fig. 12 Vacuum/Indicator Switch Removal
Fig. 10 Removing Front Drive Sprocket Retaining
Ring
1 - FRONT SPROCKET
2 - RETAINING RING
3 - FRONT OUTPUT SHAFT
1 - 1-1/16” SOCKET
2 - INDICATOR SWITCH
(2) Loosen poppet plunger screw (Fig. 13).
(10) Pull mainshaft, front sprocket, and chain outward about 25.4 mm (1-inch) simultaneously (Fig.
11).
(11) Remove chain from mainshaft drive sprocket
and remove front sprocket and chain as an assembly.
Fig. 13 Loosening Poppet Plunger Screw
1 - POPPET PLUNGER SCREW
(3) Remove poppet plunger screw and spring (Fig.
14). Note that screw has o-ring seal. Remove and discard seal this seal.
Fig. 11 Removing Drive Chain And Front Sprocket
1 - CHAIN
2 - DRIVE SPROCKET
3 - FRONT SPROCKET
Fig. 14 Poppet Plunger Screw And Spring Removal
1 - POPPET PLUNGER SCREW
2 - O-RING
3 - PLUNGER SPRING
21 - 472
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(4) Remove poppet plunger with magnet (Fig. 15).
(6) Pull mainshaft assembly out of input gear, sliding clutch and case (Fig. 17).
Fig. 15 Poppet Plunger Removal
1 - MAGNET
2 - POPPET PLUNGER
(5) Remove front output shaft from bearing in case
(Fig. 16).
Fig. 17 Mainshaft Assembly Removal
1 - SLIDING CLUTCH
2 - MODE FORK
3 - MAINSHAFT ASSEMBLY
(7) Remove mode fork, sliding clutch and shift rail
as assembly (Fig. 18). Note which way clutch fits in
fork (long side of clutch goes to front).
Fig. 16 Front Output Shaft Removal
1 - BALL BEARING
2 - FRONT OUTPUT SHAFT
Fig. 18 Mode Fork, Shift Rail And Sliding Clutch
Removal
1 - MODE FORK
2 - SHIFT RAIL
3 - SLIDING CLUTCH
BR/BE
TRANSFER CASE - NV241HD
21 - 473
TRANSFER CASE - NV241HD (Continued)
(8) Remove sliding hub retaining ring (Fig. 19).
Fig. 21 Shift Sector Removal
Fig. 19 Sliding Hub Retaining Ring Removal
1 - SHIFT SECTOR
2 - SECTOR SHAFT
1 - RETAINING RING
2 - RANGE FORK
3 - SLIDING HUB
(9) Remove range fork and sliding hub as an
assembly (Fig. 20).
Fig. 20 Range Fork And Sliding Hub Removal
1 - SUPPORT SLEEVE
2 - RANGE FORK
(10) Remove shift sector (Fig. 21).
(11) Remove shift sector shaft nylon retainer and
o-ring from shaft bore in front case (Fig. 22).
Fig. 22 Removing Sector Shaft O-Ring And Retainer
1 - SHAFT BORE
2 - NYLON RETAINING RING
3 - SECTOR SHAFT O-RING
21 - 474
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
MAINSHAFT
(1) Remove retaining ring that secures synchronizer hub on mainshaft (Fig. 23). Use standard
(instead of parallel jaw) snap-ring pliers to remove
this retaining ring.
(3) Inspect synchronizer hub struts and springs. If
struts appear worn, remove struts and springs from
hub. Note position of springs for installation reference (Fig. 25).
Fig. 25 Synchronizer Strut And Spring Removal
Fig. 23 Synchronizer Hub Retaining Ring Removal
1 - SYNCHRO HUB
2 - RETAINING RING
1 - SYNCHRO STRUTS
2 - SYNCHRO HUB
3 - SYNCHRO SPRINGS
(4) Remove brass stop ring (Fig. 26). Discard stop
ring if worn, cracked, or any teeth are missing.
(2) Remove synchronizer hub (Fig. 24).
Fig. 24 Synchronizer Hub Removal
1 - SYNCHRO HUB
2 - MAINSHAFT
Fig. 26 Synchronizer Stop Ring Removal
1 - DRIVE SPROCKET
2 - STOP RING
TRANSFER CASE - NV241HD
BR/BE
21 - 475
TRANSFER CASE - NV241HD (Continued)
(5) Remove drive sprocket (Fig. 27).
(2) Loosen bearing retainer with pry tool. Insert
tool in retainer slot as shown (Fig. 29). Then remove
retainer.
Fig. 27 Drive Sprocket Removal
1 - DRIVE SPROCKET
2 - MAINSHAFT
INPUT AND PLANETARY GEAR
(1) Remove input bearing retainer bolts (Fig. 28).
Fig. 29 Loosening/Removing Input Bearing Retainer
1 - BEARING RETAINER
2 - SLOT
3 - PRY TOOL
(3) Remove input gear retaining ring with heavy
duty parallel jaw snap-ring pliers (Fig. 30).
Fig. 28 Removing Input Bearing Retainer Bolts
1 - BEARING RETAINER
2 - INPUT GEAR
Fig. 30 Removing Input Gear Retaining Ring
1 - RETAINING RING
2 - INPUT BEARING
3 - INPUT GEAR
21 - 476
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(4) Tap input gear out of bearing with plastic mallet (Fig. 31).
and remaining planetary components are fixed
parts and are serviced as an assembly.
(1) Position planetary assembly so PTO gear is on
bench (Fig. 33).
(2) Remove retaining ring that secures input gear
and lock ring in planetary assembly.
Fig. 31 Removing Input Gear
1 - BEARING
2 - INPUT GEAR
3 - PLASTIC MALLET
(5) Remove input gear and planetary/PTO gear as
assembly (Fig. 32).
Fig. 33 Removing Lock Ring/Input Gear Retaining
Ring
1
2
3
4
-
INPUT GEAR
PLANETARY ASSEMBLY
PTO GEAR
RETAINING RING
(3) Remove lock ring and front thrust washer from
carrier (Fig. 34). Note that lock ring and thrust
washer are both tabbed.
(4) Remove input gear from planetary carrier (Fig.
35). Lift gear straight up and out of carrier.
(5) Remove support sleeve from carrier (Fig. 36).
(6) Remove rear thrust washer (Fig. 37).
Fig. 32 Input Gear And Planetary Assembly
Removal
1 - INPUT GEAR
2 - PLANETARY AND PTO GEAR ASSEMBLY
INPUT AND PLANETARY GEAR
The only removable parts in the planetary assembly are the snap-rings, needle bearing, thrust washers, lock ring, input gear, and support sleeve. The
planetary carrier, PTO gear, planetary pinions,
CLEANING
Clean the transfer case parts with a standard
parts cleaning solvent. Remove all traces of sealer
from the cases and retainers with a scraper and
3M™ all purpose cleaner. Use compressed air to
remove solvent residue from oil feed passages in the
case halves, retainers, gears, and shafts.
INSPECTION
If any pump component is worn, or damaged, the
pump must be replaced as an assembly.
BR/BE
TRANSFER CASE - NV241HD
21 - 477
TRANSFER CASE - NV241HD (Continued)
Fig. 34 Planetary Lock Ring And Front Thrust
Washer Removal
1 - THRUST WASHER
2 - PLANETARY
3 - LOCK RING
Fig. 35 Removing Input Gear From Planetary Carrier
1 - INPUT GEAR
2 - PLANETARY CARRIER
Inspect the spline teeth on the synchronizer hub
(Fig. 38). If evidence of chipping or excessive wear is
apparent, replace the hub. The hooked end of each
synchronizer spring should be inserted in one of the
struts. In addition, the springs should not interfere
with the polished gear cone or inside diameters of
the hub.
Inspect the stop ring for cracks and wear. Replace
the ring if necessary or if doubt exists over condition.
Check a replacement synchronizer ring for proper fit
on the cone with a minimum of wobble. Also check
the synchronizer struts for wear or damage.
Inspect all gear teeth and splines for wear or damage. Also check splines for burrs, or nicks. Remove
Fig. 36 Support Sleeve Removal
1 - SUPPORT SLEEVE
2 - PLANETARY CARRIER
Fig. 37 Rear Thrust Washer Removal
1 - REAR THRUST WASHER
2 - PLANETARY CARRIER
minor nicks and scratches with an oil stone. Replace
any part with damaged splines.
It is recommended that all retaining rings be
replaced during overhaul. Most of the retaining rings
can be distorted during removal and should not be
reused.
Inspect the two case halves, for cracks, porosity,
damaged mating surfaces, stripped bolt threads, or
distortion. Replace either case half if necessary. However, stripped threads can be repaired with HeliCoil™ stainless steel thread inserts. The case vent
tube can be resecured with Loctite™ 680 if necessary.
Inspect the annulus gear. Be sure the gear teeth
are in good condition. Replace the front case and
annulus as an assembly if the gear is damaged.
21 - 478
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
Fig. 38 Mainshaft Components
1
2
3
4
-
DRIVE SPROCKET
STOP RING
SYNCHRO HUB
RETAINING RING
5 - STRUTS
6 - SYNCHRO SPRINGS
7 - MAINSHAFT
Check condition of the shift fork pads (Fig. 39).
The pads should be replaced if cracked, worn, or
loose (won’t stay on fork).
The shift forks, clutch and sleeve should all be
checked for wear, cracks, or any type of damage (Fig.
40). The shift sector shaft and detents should be
inspected for wear. The mode fork and shift rail are a
one-piece unit. If either part is damaged, replace the
fork and rail as an assembly. Replace the shift rail
cup and spring if they exhibit wear.
Inspect the planetary thrust washers (Fig. 41)
carefully for wear or damage. Replace both washers
if necessary.
The planetary carrier cannot be disassembled. It
must be serviced as an assembly if damaged. Check
condition of the pinion teeth and PTO gear teeth. If
pinion tooth wear is evident, it will also be necessary
to check condition of the annulus gear teeth.
Fig. 39 Shift Fork Pads
1
2
3
4
-
PADS
PADS
RANGE FORK
MODE FORK
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
Fig. 40 Shift Fork Components
1
2
3
4
-
SUPPORT SLEEVE
RANGE FORK
SHIFT SECTOR
POPPET PLUNGER, SPRING, SCREW
1
2
3
4
5
-
LOCK RING
THRUST WASHERS
PLANETARY CARRIER
PTO GEAR
BEARING
5
6
7
8
-
MODE FORK AND SHIFT RAIL
SPRING
CUP
SLIDING CLUTCH
Fig. 41 Planetary And Input Gear Components
6
7
8
9
-
RETAINING RING
SUPPORT SLEEVE
INPUT GEAR
RETAINING RING
21 - 479
21 - 480
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
ASSEMBLY
BEARINGS AND SEALS
(1) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing from case from inside annulus gear opening (Fig. 42).
(2) Install locating ring on new bearing.
(3) Position case so that the forward end is facing
upward.
(4) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing into case. The bearing
locating ring must be fully seated on case (Fig. 43).
Fig. 43 Seating Input Shaft Bearing
1 - SNAP-RING
2 - INPUT SHAFT BEARING
Fig. 42 Input Shaft Bearing Removal
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL C-4210
(5) Using Installer 6953, remove front output shaft
bearing.
(6) Start front shaft output bearing in case (Fig.
44). Then seat bearing with Handle C-4171 and
Installer 6953.
(7) Install front output bearing retaining ring.
(8) Install new front output seal in front case with
Installer Tool 6888 (Fig. 45) and Tool Handle C-4171
as follows:
(a) Place new seal on tool. Garter spring on
seal goes toward interior of case.
(b) Start seal in bore with light taps from hammer (Fig. 46). Once seal is started, continue tapping seal into bore until installer tool bottoms
against case.
(c) Remove installer and verify that seal is
recessed the proper amount. Seal should be 2.03 to
2.5 mm (0.080 to 0.100 in.) below top edge of seal
bore in front case. This is correct final seal position.
CAUTION: Be sure the front output seal is seated
below the top edge of the case bore as shown. The
Fig. 44 Front Output Bearing Installation
1 - HANDLE C-4171
2 - REMOVER/INSTALLER 6953
seal could loosen, or become cocked if not seated
to recommended depth.
(9) Remove seal from front bearing retainer with
suitable pry tool.
BR/BE
TRANSFER CASE - NV241HD
21 - 481
TRANSFER CASE - NV241HD (Continued)
Fig. 45 Front Output Seal Installation
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 6888
Fig. 47 Install Front Bearing Retainer Seal
1 - FRONT BEARING RETAINER
2 - SPECIAL TOOL 7884
Fig. 46 Checking Front Output Seal Installation
Depth
1 - CORRECT SEAL DEPTH IS 2.03-2.5 mm (0.080-0.100 in.)
BELOW TOP EDGE OF BORE
2 - FRONT CASE SHAFT BORE
3 - FRONT OUTPUT SEAL
(10) Install new oil seal in front bearing retainer
with Installer 7884 (Fig. 47).
(11) Remove seal from oil pump with suitable pry
tool.
(12) Install new seal in oil pump with Installer
7888 (Fig. 48).
Fig. 48 Install Oil Pump Seal
1 - HOUSING SEAL
2 - SPECIAL TOOL 7888
3 - OIL PUMP FEED HOUSING
21 - 482
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(13) Inspect carrier needle bearing. If bearing is
worn, rough, or damaged in any way, remove it with
a brass punch and hammer (Fig. 49).
Fig. 49 Carrier Needle Bearing Removal
1 - BRASS PUNCH
2 - CARRIER NEEDLE BEARING
(14) Install new needle bearing in planetary carrier (Fig. 50). Use Handle C–4171 and Installer 5062
to install bearing.
Fig. 51 Remove Input Gear Pilot Bearing
1 - DRIFT
2 - INPUT GEAR
(18) Install new bearing with Tool Handle C-4171
and Installer 5066 (Fig. 53). The bearing bore is
chamfered at the top. Install the bearing so it is
flush with the lower edge of this chamfer (Fig. 54).
Fig. 50 Planetary Carrier Needle Bearing Installation
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 5062
3 - CARRIER BEARING
(15) Remove input gear pilot bearing by inserting
a suitably sized drift into the splined end of the input
gear and driving the bearing out with the drift and a
hammer (Fig. 51).
(16) Install new pilot bearing with Plug C-293-3.
(17) Remove the output shaft rear bearing with
the screw and jaws from Remover L-4454 and Cup
8148 (Fig. 52).
Fig. 52 Output Shaft Rear Bearing Removal
1 - REAR CASE
2 - SPECIAL TOOL L-4454-1 AND L-4454-3
3 - SPECIAL TOOL 8148
BR/BE
TRANSFER CASE - NV241HD
21 - 483
TRANSFER CASE - NV241HD (Continued)
INPUT AND PLANETARY GEAR
(1) Lubricate planetary components with transmission fluid.
(2) Install first thrust washer in carrier (Fig. 55).
Lube washer with petroleum jelly before installation.
Fig. 53 Output Shaft Rear Bearing Installation
1 - HANDLE C-4171
2 - OUTPUT SHAFT INNER BEARING
3 - INSTALLER 5066
Fig. 55 Thrust Washer Installation
1 - THRUST WASHER
2 - TABS IN SLOTS
(3) Support carrier with wood blocks under PTO
gear (Fig. 56).
(4) Install support sleeve in planetary carrier. Be
sure sleeve is seated.
Fig. 54 Output Shaft Rear Bearing Installation Depth
1 - BEARING (SEATED) AT LOWER EDGE OF CHAMFER
2 - CHAMFER
Fig. 56 Support Sleeve Installation
1 - PLANETARY
2 - SUPPORT SLEEVE
3 - WOOD BLOCKS
21 - 484
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(5) Install input gear in planetary carrier (Fig. 57).
(6) Install second thrust washer in planetary carrier. Be sure washer tabs are seated in carrier slots.
(8) Install retaining ring (Fig. 59).
Fig. 59 Retaining Ring Installation
Fig. 57 Input Gear And Thrust Washer Installation
1 - INPUT GEAR
2 - THRUST WASHER
3 - TABS IN SLOTS
(7) Install lock ring (Fig. 58).
1 - RETAINING RING
INPUT AND PLANETARY GEAR
(1) Lubricate planetary pinions and annulus gear
with transmission fluid.
(2) Install planetary/input gear assembly in case
(Fig. 60).
(3) Start planetary pinions in low range annulus
gear. Then tap PTO gear, with hammer handle to
seat planetary pinions in annulus gear.
Fig. 58 Lock Ring Installation
1 - LOCK RING (BE SURE TABS ARE SEATED IN SLOTS)
Fig. 60 Planetary/Input Gear Assembly Installation
1 - WOOD/RUBBER HAMMER HANDLE
2 - PLANETARY ASSEMBLY
BR/BE
TRANSFER CASE - NV241HD
21 - 485
TRANSFER CASE - NV241HD (Continued)
(4) Install retaining ring on input gear (Fig. 61).
Fig. 63 Input Bearing Retainer Installation
Fig. 61 Installing Input Gear Retaining Ring
1 - INPUT BEARING RETAINING RING
2 - SNAP-RING PLIERS
3 - INPUT GEAR
(5) Apply bead of Mopart Gasket Maker, or equivalent, to mating surface of input retainer. Keep
sealer bead width to maximum of 3/16 inch. Do not
use excessive amount of sealer as excess could be displaced into oil channel and feed hole in case.
(6) Align oil channel in retainer with oil feed hole
in front case (Fig. 62).
(7) Install retainer on input gear shaft and front
case (Fig. 63).
1 - FRONT CASE
2 - INPUT BEARING RETAINER
(8) Apply Mopart Silicone Sealer to threads of
input retainer bolts. Then install and tighten bolts to
27-34 N·m (20-25 ft. lbs.) torque.
MAINSHAFT
(1) Install drive sprocket on mainshaft (Fig. 64).
Fig. 64 Drive Sprocket Installation
1 - MAINSHAFT
2 - DRIVE SPROCKET
Fig. 62 Aligning Retainer Oil Channel and Case
Feed Holes
1
2
3
4
-
FEED HOLE
FRONT CASE
FEED CHANNEL
BEARING RETAINER
21 - 486
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(2) Install brass stop ring on drive sprocket (Fig.
65).
Fig. 65 Synchronizer Stop Ring Installation
1 - BRASS STOP RING
2 - DRIVE SPROCKET
(3) Install 3 synchronizer struts and 2 springs in
hub as follows:
(a) Insert first strut in hub (Fig. 66). Strut
shoulders rest (and slide) on sides hub slot as
shown.
(b) Insert hooked end of first spring in center of
strut to secure it. Then work spring into hub (Fig.
67).
(c) Press spring inward and insert last two
struts in hub slots. Be sure spring is positioned
under struts to properly secure them (Fig. 68).
(d) Turn hub over and install remaining spring
in hub. Position hooked end of second spring opposite the first spring’s hooked end.
(4) Install assembled synchronizer hub on mainshaft (Fig. 69). Hub has shoulder on one side which
goes toward sprocket (rear of shaft). Flat side of hub
faces front of shaft.
(5) Install synchronizer hub retaining ring (Fig.
70). Be sure ring is fully seated before proceeding.
(6) Install sliding clutch (sleeve) on synchronizer
hub (Fig. 71).
Fig. 66 Installing First Synchronizer Strut And
Spring
1 - FIRST STRUT
2 - SYNCHRO HUB
3 - SPRING
Fig. 67 Synchronizer Spring Installation
1 - STRUT SHOULDER
2 - SPRING (SEATED IN STRUT)
3 - HUB
BR/BE
TRANSFER CASE - NV241HD
21 - 487
TRANSFER CASE - NV241HD (Continued)
Fig. 68 Correct Position Of Struts And Springs
1 - STRUTS
2 - SPRING
Fig. 70 Synchronizer Hub Retaining Ring
Installation
1 - SNAP-RING PLIERS
2 - SYNCHRO HUB
3 - HUB RETAINING RING
Fig. 69 Synchronizer Hub Installation
1 - SYNCHRO HUB (SHOULDER SIDE DOWN)
2 - STOP RING AND SPROCKET
Fig. 71 Sliding Clutch Installation
1 - SLIDING CLUTCH
2 - SYNCHRO HUB
21 - 488
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
CAUTION: The sliding clutch must be correctly
positioned to ensure proper shifting. Position the
clutch on the hub so a clutch spline is centered
over each strut as shown (Fig. 72). If the clutch is
installed so a gap between splines is aligned with
one or more struts, gear clash will result.
(2) Lubricate mainshaft components with transmission fluid.
(3) Lubricate sector shaft with transmission fluid
and install shift sector in case (Fig. 73). Position slot
in sector so it will be aligned with shift fork pin
when shift forks are installed.
Fig. 73 Shift Sector Installation
1 - SHIFT SECTOR
2 - SECTOR SHAFT
(4) Assemble range fork and sliding hub (Fig. 74).
Then install fork and hub in case. Seat hub on support sleeve and seat range fork pin in shift sector slot
(Fig. 75).
Fig. 72 Correct Alignment Of Struts And Sliding
Clutch
1
2
3
4
-
SLEEVE TOOTH ALIGNED WITH STRUT
STRUT
SLEEVE TOOTH NOT ALIGNED WITH STRUT
STRUT
SHIFT FORKS AND MAINSHAFT
(1) Support front case on wood blocks so case interior is facing up. Place blocks between mounting
studs on forward surface of case. Be sure blocks will
not interfere with input gear installation.
Fig. 74 Assembling Range Fork And Sliding Hub
1 - RANGE FORK
2 - SLIDING HUB
BR/BE
TRANSFER CASE - NV241HD
21 - 489
TRANSFER CASE - NV241HD (Continued)
(6) Install mode fork and shift rail in sliding clutch
(Fig. 77).
Fig. 77 Assembling Mode Fork And Mainshaft
1 - SLIDING CLUTCH
2 - MODE FORK AND SHIFT RAIL
Fig. 75 Seating Range Fork And Hub
1
2
3
4
-
RANGE FORK
RANGE FORK PIN
SECTOR SLOT
SHIFT SECTOR
(7) Install mainshaft/mode fork assembly (Fig. 78).
Guide mainshaft through hub and into input gear
and shift rail through range fork and into case bore.
(5) Install sliding hub retaining ring (Fig. 76). Be
sure ring is fully seated before proceeding.
Fig. 76 Sliding Hub Retaining Ring Installation
1 - RETAINING RING
2 - RANGE FORK
3 - SLIDING HUB
Fig. 78 Installing Mainshaft And Mode Fork
Assembly
1 - MAINSHAFT AND MODE FORK ASSEMBLY
2 - SHIFT RAIL
3 - RANGE FORK
21 - 490
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(8) Install new o-ring on vacuum/indicator switch,
if necessary. Install vacuum/indicator switch (Fig.
79). Tighten switch to 20-34 N·m (15-25 ft. lbs.)
torque.
(10) Install shift lever on sector shaft (Fig. 81).
(11) Install washer and nut on sector shaft to
secure shift lever. Apply 1-2 drops Mopart Lock N’
Seal, or equivalent, to nut threads before installation.
Then tighten nut to 27-34 N·m (20-25 ft. lbs.) torque.
Fig. 79 Vacuum/Indicator Switch Installation
1 - 1-1/16” SOCKET
2 - INDICATOR SWITCH
(9) Install new sector shaft o-ring and o-ring
retainer in sector shaft bore (Fig. 80). Lubricate
o-ring with transmission fluid or petroleum jelly after
installation.
Fig. 81 Shift Lever Installation
1 - SHIFT LEVER
2 - NUT/WASHER
(12) Install poppet plunger and spring (Fig. 82).
(13) Install new o-ring on poppet screw and install
screw in front case (Fig. 83). Tighten screw to 16-24
N·m (12-18 ft. lbs.).
Fig. 82 Poppet Plunger And Spring Installation
1 - POPPET PLUNGER AND SPRING
Fig. 80 Sector Shaft O-Ring And Retainer
Installation
1 - SECTOR SHAFT BORE
2 - O-RING
3 - O-RING RETAINER
TRANSFER CASE - NV241HD
BR/BE
21 - 491
TRANSFER CASE - NV241HD (Continued)
Fig. 83 O-Ring Installation On Poppet Plunger
Screw
1 - O-RING
2 - PLUNGER SCREW
FRONT OUTPUT SHAFT AND DRIVE CHAIN
(1) Install front output shaft in bearing (Fig. 84).
Fig. 85 Drive Chain And Front Sprocket Installation
1
2
3
4
-
DRIVE SPROCKET
DRIVE CHAIN
FRONT SPROCKET
FRONT SHAFT
Fig. 84 Front Output Shaft Installation
1 - FRONT OUTPUT SHAFT
2 - BEARING
(2) Insert front sprocket in drive chain (Fig. 85).
(3) Install drive chain around mainshaft sprocket
(Fig. 85). Then position front sprocket over front
shaft.
(4) Raise mainshaft about 2.54 cm (one inch) and
seat front sprocket on front output shaft.
(5) If mainshaft and sliding clutch were unseated
during chain installation, align and reseat mainshaft
in input gear and hub. Then reseat synchronizer hub
in sliding clutch. Press synchronizer struts inward to
ease clutch back onto hub.
(6) Install front sprocket retaining ring (Fig. 86).
Fig. 86 Front Sprocket Retaining Ring Installation
1 - FRONT SPROCKET
2 - RETAINING RING
21 - 492
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
(7) Realign sliding clutch on synchronizer hub if
necessary. Press synchronizer struts inward to ease
realignment. Be sure mainshaft is fully seated before
proceeding.
(8) Install spring and cup on shift rail (Fig. 87).
Fig. 89 Pickup Tube O-Ring Installation
1 - O-RING (PUMP PICKUP)
2 - PICKUP TUBE
Fig. 87 Shift Rail Spring And Cup Installation
1 - CUP
2 - SPRING
(9) Insert magnet in front case pocket (Fig. 88).
Fig. 90 Oil Pickup Tube And Filter Position In Rear
Case
Fig. 88 Case Magnet Installation
1 - MAGNET
2 - CASE POCKET
OIL PUMP AND REAR CASE
Lubricate the oil pump components before installation. Prime the oil pickup tube by pouring a little oil
into the tube before installation.
(1) Install new o-ring in pickup tube inlet of oil
pump (Fig. 89).
(2) Position oil pickup tube and filter in rear case.
Be sure pickup filter is seated in case pocket and
that pickup tube is aligned in case notches (Fig. 90).
Be sure hose that connects tube to filter is securely
positioned.
(3) Insert oil pickup tube in oil pump and position
pump in rear case (Fig. 91).
1 - FILTER
2 - TUBE AND HOSE
3 - TUBE IN NOTCH
(4) Apply bead of Mopart Gasket Maker, or equivalent, to mating surface of front case. Keep sealer
bead width to maximum of 3/16 inch. Do not use
excessive amount of sealer as excess will be displaced
into case interior.
(5) Align oil pump with mainshaft and align shift
rail with bore in rear case. Then install rear case and
oil pump assembly (Fig. 92). Be sure oil pump and
pickup tube remain in position during case installation.
(6) Install 4-5 rear case-to front case bolts to hold
rear case in position. Tighten bolts snug but not to
specified torque at this time.
CAUTION: Verify that shift rail (Fig. 93), and case
alignment dowels are seated before installing any
bolts. Case could be cracked if shaft rail or dowels
are misaligned.
BR/BE
TRANSFER CASE - NV241HD
21 - 493
TRANSFER CASE - NV241HD (Continued)
Fig. 93 Shift Rail Seated In Rear Case Bore
1 - REAR CASE
2 - SHIFT RAIL
Fig. 91 Positioning Oil Pump In Rear Case
1
2
3
4
-
OIL PUMP
REAR CASE
FILTER
PICKUP TUBE
(7) Verify that oil pump is aligned and seated on
rear case. Reposition pump if necessary.
(8) Check stud at end of case halves (Fig. 94). If
stud was loosened or came out during disassembly,
apply Loctite™ 242 to stud threads and reseat stud
in case.
(9) Apply Loctite™ 242 to remainder of rear caseto-front case bolt threads and install bolts. Be sure
lock washers are used on studs/bolts at case ends.
Tighten bolts, or stud nuts as follows:
• flange head bolts to 47-61 N·m (35-45 ft. lbs.)
• all other bolts/nuts to 27-34 N·m (20-25 ft. lbs.)
Fig. 94 Washer Installation On Case Stud And
Dowel Bolts
1 - CASE STUD/BOLT
2 - WASHER
(10) Install rear output bearing and snap-ring to
output shaft.
Fig. 92 Rear Case And Oil Pump Installation
1 - MAINSHAFT
2 - OIL PUMP
3 - REAR CASE
21 - 494
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
COMPANION FLANGE
EXTENSION HOUSING AND PTO COVER
(1) Install companion flange seal on front shaft
(Fig. 95).
(1) Apply bead of Mopart Gasket Maker, or equivalent, to mating surface of extension housing. Keep
sealer bead width to maximum of 3/16 inch. Do not
use excessive amount of sealer as excess could be displaced into oil pump.
(2) Position extension housing over output shaft.
(3) Spread extension housing retaining ring and
seat extension housing on rear case. Verify that the
retaining ring is seated in output shaft rear bearing.
(4) Install retaining ring access cover.
(5) Apply Mopart Silicone Sealer, or equivalent, to
threads of extension housing bolts. Then install bolts
finger tight.
(6) Tighten extension housing bolts to 27-34 N·m
(20-25 ft. lbs.) torque.
(7) Apply Mopart Silicone Sealer to mating surface
of PTO cover and to cover bolt shanks and underside
of bolt heads. Then install and tighten bolts to 27-34
N·m (20-25 ft. lbs.) torque.
Fig. 95 Installing Flange Seal On Front Shaft
1 - FRONT OUTPUT SHAFT
2 - FLANGE SEAL
(2) Install companion flange on front shaft (Fig.
96). Then install and tighten flange nut to 176-271
N·m (130-200 ft. lbs.) torque.
Fig. 96 Installing Companion Flange On Front Shaft
1 - COMPANION FLANGE
INSTALLATION
(1) Align and seat transfer case on transmission.
Be sure transfer case input gear splines are aligned
with transmission output shaft. Align splines by
rotating transfer case rear output shaft yoke if necessary. Do not install any transfer case attaching
nuts until the transfer case is completely seated
against the transmission.
(2) Install and tighten transfer case attaching
nuts. Tighten nuts to 30-41 N·m (20-30 ft.lbs.).
(3) Install rear crossmember.
(4) Remove jack stand from under transmission.
(5) Align and connect propeller shafts. (Refer to 3 DIFFERENTIAL
&
DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(6) Connect vacuum harness and vent hose.
(7) Connect shift rod to transfer case lever or floor
shift arm. Use channel lock style pliers to press rod
back into lever grommet.
(8) Adjust shift linkage, if necessary.
(9) Fill transfer case with recommended transmission fluid and install fill plug.
(10) Install skid plate, if equipped. (Refer to 13 FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - INSTALLATION)
(11) Lower vehicle
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
SPECIFICATIONS
TRANSFER CASE
TORQUE SPECIFICATIONS
DESCRIPTION
N-m
Ft. Lbs.
In. Lbs.
Plug, Detent
16-24
12-18
-
Bolt, Diff. Case
17-27
15-24
-
Plug, Drain/Fill
40-45
30-40
-
Bolt, Extension Housing
35-46
26-34
-
Bolt, Front Brg. Retainer
16-27
12-24
-
Bolt, Case Half
35-46
26-34
-
Nut, Front Yoke
122-176
90-130
-
Screw, Oil Pump
1.2-1.8
-
12-15
Nut, Range Lever
27-34
20-25
-
Bolt, Rear Retainer
35-46
26-34
-
Nuts, Mounting
30-41
20-30
-
Bolts, U-Joint
19
17
-
Vacuum Switch
20-34
15-25
-
SPECIAL TOOLS
TRANSFER CASE - NV241HD
Installer, Bushing - 8156
Handle, Universal - C-4171
Remover, Bushing - 8155
Installer, Seal - 6888
Installer, Seal - 8154
21 - 495
21 - 496
TRANSFER CASE - NV241HD
BR/BE
TRANSFER CASE - NV241HD (Continued)
Installer, Bearing - 6953
Installer, Bushing - 5066
Installer, Seal - 7884
Installer, Pump Housing Seal - 7888
Plug, Extension - C-293-3
Remover, Bearing - L-4454
Installer, Seal - C-4210
Cup - 8148
Installer, Bearing - 5062
BR/BE
TRANSFER CASE - NV241HD
21 - 497
EXTENSION HOUSING
BUSHING AND SEAL
REMOVAL
(1) Raise and support vehicle.
(2) Remove rear propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL)
(3) Using a suitable pry tool or slide-hammer
mounted screw, remove the extension housing seal.
(4) Using Remover 8155, remove bushing from
extension housing (Fig. 97).
Fig. 98 Extension Housing Bushing Installation
1 - EXTENSION HOUSING BUSHING
2 - INSTALLER 8156
Fig. 97 Extension Housing Bushing Removal
1 - REMOVER 8155
2 - EXTENSION HOUSING BUSHING
INSTALLATION
(1) Clean fluid residue from sealing surface and
inspect for defects.
(2) Position replacement bushing in extension
housing with fluid port in bushing aligned with slot
in housing.
(3) Using Installer 8156, drive bushing into housing until installer seats against case (Fig. 98).
(4) Using Installer 8154, install seal in extension
housing (Fig. 99).
(5) Install propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION)
(6) Verify proper transfer case fluid level.
(7) Lower vehicle.
Fig. 99 Install Extension Housing Seal
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 8154
FLUID
STANDARD PROCEDURE - FLUID DRAIN/
REFILL
(1) Raise vehicle.
(2) Position drain pan under transfer case.
(3) Remove drain and fill plugs and drain lubricant completely.
(4) Install drain plug. Tighten plug to 41-54 N·m
(30-40 ft. lbs.).
(5) Remove drain pan.
(6) Fill transfer case to bottom edge of fill plug
opening with Mopart ATF +4, type 9602, Automatic
Transmission fluid.
(7) Install and tighten fill plug to 41-54 N·m
(30-40 ft. lbs.).
(8) Lower vehicle.
21 - 498
TRANSFER CASE - NV241HD
FRONT OUTPUT SHAFT SEAL
REMOVAL
(1) Shift transfer case into NEUTRAL.
(2) Raise vehicle.
(3) Remove front propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL)
(4) Remove companion flange nut (Fig. 100). Discard nut after removal. It is not reusable.
BR/BE
(b) Start seal in bore. Once seal is started, continue tapping seal into bore until installer tool bottoms against case.
(c) Remove installer and verify that seal is
recessed the proper amount. Seal should be 2.03 to
2.5 mm (0.080 to 0.100 in.) below top edge of seal
bore in front case (Fig. 103). This is correct final
seal position.
CAUTION: Be sure the front output seal is seated
below the top edge of the case bore as shown. The
seal could loosen, or become cocked if not seated
to recommended depth.
Fig. 100 Removing Companion Flange Nut
1 - COMPANION FLANGE
2 - 1-1/8” SOCKET
(5) Remove companion flange from output shaft.
Use a suitable puller if flange can not be removed by
hand.
(6) Remove companion flange rubber seal from
front output shaft (Fig. 101).
Fig. 102 Front Output Seal Installation
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 6888
Fig. 101 Companion Flange Seal Removal
1 - FLANGE SEAL
(7) Remove front output shaft seal with suitable
pry tool, or a slide hammer mounted screw.
INSTALLATION
(1) Install new front output seal in front case with
Installer Tool 6888 and Tool Handle C-4171 (Fig.
102) as follows:
(a) Place new seal on tool. Garter spring on seal
goes toward interior of case.
Fig. 103 Checking Front Output Seal Installation
Depth
1 - CORRECT SEAL DEPTH IS 2.03-2.5 mm (0.080-0.100 in.)
BELOW TOP EDGE OF BORE
2 - FRONT CASE SHAFT BORE
3 - FRONT OUTPUT SEAL
TRANSFER CASE - NV241HD
BR/BE
21 - 499
FRONT OUTPUT SHAFT SEAL (Continued)
(2) Install companion flange seal on front shaft
(Fig. 104).
SHIFT LEVER
REMOVAL
(1) Shift transfer case into 2H.
(2) Remove transfer case shifter knob cap.
(3) Remove nut holding shifter knob to shift lever.
(4) Remove shifter knob.
(5) Remove the shift boot from the shifter bezel.
(6) Remove the bolts securing the shifter mechanism to the floor pan along the driver’s side of the
transmission tunnel (Fig. 106).
Fig. 104 Installing Flange Seal On Front Shaft
1 - FRONT OUTPUT SHAFT
2 - FLANGE SEAL
(3) Install companion flange on front shaft (Fig.
105). Then install and tighten flange nut to 176-271
N·m (130-200 ft. lbs.) torque.
Fig. 106 Transfer Case Shifter
1
2
3
4
Fig. 105 Installing Companion Flange On Front
Shaft
1 - COMPANION FLANGE
(4) Install propeller shaft. (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION)
-
TRANSFER CASE SHIFTER ASSEMBLY
SHIFT ROD
TRUNNION
LOCK BOLT
(7) Raise and support the vehicle.
(8) Loosen adjusting trunnion lock bolt and slide
shift rod out of trunnion. If rod lacks enough travel
to come out of trunnion, push trunnion out of shift
lever.
(9) Remove the nuts holding the shifter mechanism to the underside of the floor pan.
(10) Separate shift lever mechanism from the vehicle.
21 - 500
TRANSFER CASE - NV241HD
BR/BE
SHIFT LEVER (Continued)
INSTALLATION
(1) If the shifter mechanism does not have a
adjustment locating pin installed, align the adjustment channel on the shifter assembly to the locating
hole in the lower shift lever and install an appropriately sized pin to retain the position (Fig. 107).
(12) Install nut to hold shifter knob to shift lever.
(13) Install shifter knob cap.
(14) Verify transfer case operation.
ADJUSTMENTS
ADJUSTMENT - SHIFT LEVER
(1) Move shift lever into 2H position.
(2) Raise vehicle.
(3) Loosen shift rod lock bolt at trunnion (Fig.
108).
Fig. 107 Shifter Adjustment
1
2
3
4
- LOCATING PIN
- ADJUSTMENT CHANNEL
- LOWER SHIFTER LEVER
- LOCATING HOLE
(2) Position shift lever on vehicle.
(3) Install nuts to hold shift lever to the underside
of the body.
(4) Install trunnion to shift lever, if necessary.
(5) Install shift rod to trunnion, if necessary.
(6) Tighten the shift rod lock bolt to 10 N·m (90
in.lbs.).
(7) Remove the shifter adjustment locating pin
from the adjustment channel and the locating hole.
(8) Lower vehicle.
(9) Install the bolts to hold the shifter mechanism
to the floor pan.
(10) Install the transfer case shifter bezel.
(11) Install the shifter boot and the shifter knob
onto the shifter lever.
Fig. 108 Shift Rod Lock Bolt Location
1
2
3
4
-
TRANSFER CASE SHIFTER ASSEMBLY
SHIFT ROD
TRUNNION
LOCK BOLT
(4) Check shift rod fit in trunnion. Be sure rod
does not bind in trunnion. Lubricate the shift rod
and trunnion if necessary.
(5) Verify that transfer case shift lever is in 2H
detent position. The 2H detent position on the transfer case shift arm is the second position from full forward.
BR/BE
TRANSFER CASE - NV241HD
21 - 501
SHIFT LEVER (Continued)
(6) Align the adjustment locating hole on the lower
shifter lever with the adjustment channel on the
shifter bracket assembly (Fig. 109).
Fig. 109 Shifter Adjustment Location
1
2
3
4
- LOCATING PIN
- ADJUSTMENT CHANNEL
- LOWER SHIFTER LEVER
- LOCATING HOLE
(7) Insert an appropriately sized pin through into
the adjustment channel and through the locating
hole to hold the shifter in the correct position.
(8) Tighten shift rod lock bolt to 10 N·m (90 in.
lbs.) torque.
(9) Remove the locating pin from the adjustment
channel and locating hole.
(10) Check shift linkage operation. Be sure transfer case shifts into and operates properly in all
ranges.
TIRES/WHEELS
BR/BE
22 - 1
TIRES/WHEELS
TABLE OF CONTENTS
page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
WHEEL RUNOUT
...................
STANDARD PROCEDURE
STANDARD PROCEDURE TIRE ROTATION . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - MATCH
MOUNTING . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE . . . . . . . . . . . . . . . . . . .
TIRES
DESCRIPTION
DESCRIPTION - SPARE TIRE - TEMPORARY
DESCRIPTION - TIRES . . . . . . . . . . . . . . .
DESCRIPTION - RADIAL-PLY TIRES . . . . .
DESCRIPTION - TIRE PRESSURE FOR
HIGH SPEEDS. . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION - REPLACEMENT TIRES . .
DESCRIPTION - TIRE INFLATION
PRESSURES . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS . . . . . . . . . . . . . . . . . . . . . . . .
...1
...2
...3
...4
...6
...6
...6
...7
...7
...7
...8
...8
page
DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . 9
STANDARD PROCEDURE - REPAIRING
LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SPECIFICATIONS
TIRE REVOLUTIONS PER MILE . . . . . . . . . . . 9
SPARE TIRE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
WHEELS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING
WHEEL INSPECTION
. . . . . . . . . . . . . . . . . . 11
STANDARD PROCEDURE - DUAL REAR
WHEEL INSTALLATION . . . . . . . . . . . . . . . . . 11
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 11
STUDS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
WHEEL COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION
INSTALLATION - REAR . . . . . . . . . . . . . . . . . 12
INSTALLATION - FRONT . . . . . . . . . . . . . . . . 12
...8
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is the wobble of the tire or wheel.
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
Fig. 1 Checking Tire/Wheel/Hub Runout
1 - RADIAL RUNOUT
2 - LATERAL RUNOUT
22 - 2
TIRES/WHEELS
BR/BE
TIRES/WHEELS (Continued)
METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
• STEEL WHEELS: Radial runout 0.040 in., Lateral runout 0.045 in. (maximum)
• ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 in. (maximum)
(3) If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees. Recheck
runout, Refer to match mounting procedure.
Fig. 3 Lateral Runout
1
2
3
4
5
6
7
-
MOUNTING CONE
SPINDLE SHAFT
WING NUT
PLASTIC CUP
DIAL INDICATOR
WHEEL
DIAL INDICATOR
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION
Tires on the front and rear axles operate at different loads and perform different steering, driving, and
braking functions. For these reasons, the tires wear
at unequal rates. They may also develop irregular
wear patterns. These effects can be reduced by rotating the tires according to the maintenance schedule
in the Owners Manual. This will improve tread life,
traction and maintain a smooth quiet ride.
The recommended method of tire rotation is (Fig.
4). Other methods can be used, but may not provide
the same tire longevity benefits.
Dual wheel vehicles require a different tire rotation pattern. Refer to (Fig. 5) for the proper tire rotation with dual wheels.
Fig. 2 Radial Runout
1
2
3
4
5
6
7
-
MOUNTING CONE
SPINDLE SHAFT
WING NUT
PLASTIC CUP
DIAL INDICATOR
WHEEL
DIAL INDICATOR
Fig. 4 Tire Rotation Pattern
TIRES/WHEELS
BR/BE
TIRES/WHEELS (Continued)
Fig. 5 Dual Wheel Tire Rotation Pattern
1 - FRONT
STANDARD PROCEDURE - MATCH MOUNTING
Wheels and tires are match mounted at the factory.
This means that the high spot of the tire is matched
to the low spot on the wheel rim. Each are marked
with a bright colored temporary label on the outboard surface for alignment. The wheel is also
marked permanently on the inside of the rim in the
tire well. This permanent mark may be a paint dot
or line, a permanent label or a stamped impression
such as an X. An optional location mark is a small
spherical indentation on the vertical face of the outboard flange on some non styled base steel wheels.
The tire must be removed to locate the permanent
mark on the inside of the wheel.
Before dismounting a tire from its wheel, a reference mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.
(1) Remove the tire and wheel assembly from the
vehicle and mount on a service dynamic balance
machine.
(2) Measure the total runout on the center of the
tire tread rib with a dial indicator. Record the indicator reading. Mark the tire to indicate the high spot.
Place a mark on the tire at the valve stem location
(Fig. 6).
(3) Break down the tire and remount it 180
degrees on the rim (Fig. 7).
(4) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
(5) If runout is still excessive, the following procedures must be done.
• If the high spot is within 101.6 mm (4.0 in.) of
the first spot and is still excessive, replace the tire.
• If the high spot is within 101.6 mm (4.0 in.) of
the first spot on the wheel, the wheel may be out of
specifications. Refer to Wheel and Tire Runout.
• If the high spot is NOT within 101.6 mm (4.0
in.) of either high spot, draw an arrow on the tread
Fig. 6 First Measurement On Tire
1 - REFERENCE MARK
2 - 1ST MEASUREMENT
HIGH SPOT MARK TIRE AND RIM
3 - WHEEL
4 - VALVE STEM
Fig. 7 Remount Tire 180 Degrees
1 - VALVE STEM
2 - REFERENCE MARK
22 - 3
22 - 4
TIRES/WHEELS
BR/BE
TIRES/WHEELS (Continued)
from second high spot to first. Break down the tire
and remount it 90 degrees on rim in that direction
(Fig. 8). This procedure will normally reduce the
runout to an acceptable amount, if not replace the
rim.
STANDARD PROCEDURE - TIRE AND WHEEL
BALANCE
It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer operation instructions for proper cone mounting procedures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two plane
balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels
require coated balance weights and special alignment equipment.
Fig. 8 Remount Tire 90 Degrees In Direction of
Arrow
1 - 2ND HIGH SPOT ON TIRE
2 - 1ST HIGH SPOT ON TIRE
Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehicle
balancing equipment, remove the opposite wheel/tire.
Off-vehicle balancing is recommended.
For static balancing, find the location of the heavy
spot causing the imbalance. Counter balance wheel
directly opposite the heavy spot. Determine weight
required to counter balance the area of imbalance.
Place half of this weight on the inner rim flange and
the other half on the outer rim flange (Fig. 9).
For dynamic balancing, the balancing equipment is
designed to locate the amount of weight to be applied
to both the inner and outer rim flange (Fig. 10).
TIRES/WHEELS
BR/BE
TIRES/WHEELS (Continued)
Fig. 9 Static Unbalance & Balance
1 - HEAVY SPOT
2 - CENTER LINE OF SPINDLE
3 - ADD BALANCE WEIGHTS HERE
4 - CORRECTIVE WEIGHT LOCATION
5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP
Fig. 10 Dynamic Unbalance & Balance
1 - CENTER LINE OF SPINDLE
2 - ADD BALANCE WEIGHTS HERE
3 - CORRECTIVE WEIGHT LOCATION
4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION
22 - 5
22 - 6
TIRES/WHEELS
TIRES
BR/BE
An All Season type tire will have either M + S, M
& S or M–S (indicating mud and snow traction)
imprinted on the side wall.
DESCRIPTION
DESCRIPTION - SPARE TIRE - TEMPORARY
The temporary spare tire is designed for emergency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner’s Manual for
complete details.
DESCRIPTION - TIRES
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling characteristics match the vehicle’s requirements. With
proper care they will give excellent reliability, traction, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain in most
cases, much greater mileage than severe use or careless drivers. A few of the driving habits which will
shorten the life of any tire are:
• Rapid acceleration
• Severe brake applications
• High speed driving
• Excessive speeds on turns
• Striking curbs and other obstacles
Radial-ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation interval shown in the section on Tire Rotation, (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE).
This will help to achieve a greater tread life.
Tire snow chains may be used on certain models.
Refer to the Owner’s Manual for more information.
TIRE IDENTIFICATION
DESCRIPTION - RADIAL-PLY TIRES
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 11).
Performance tires have a speed rating letter after
the aspect ratio number. The speed rating is not
always printed on the tire sidewall. These ratings
are:
• Q up to 100 mph
• R up to 106 mph
• S up to 112 mph
• T up to 118 mph
• U up to 124 mph
• H up to 130 mph
• V up to 149 mph
• Z more than 149 mph (consult the tire manufacturer for the specific speed rating)
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capacity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train failure. This could also cause inaccurate wheel speed
signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
Fig. 11 Tire Identification
TIRE CHAINS
TIRES/WHEELS
BR/BE
22 - 7
TIRES (Continued)
DESCRIPTION - TIRE PRESSURE FOR HIGH
SPEEDS
Where speed limits allow the vehicle to be driven
at high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressures
shown on the tire placard. For continuous speeds in
excess of 120 km/h (75 mph), tires must be inflated
to the maximum pressure specified on the tire sidewall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
Fig. 12 Under Inflation Wear
1 - THIN TIRE THREAD AREAS
DESCRIPTION - REPLACEMENT TIRES
The original equipment tires provide a proper balance of many characteristics such as:
• Ride
• Noise
• Handling
• Durability
• Tread life
• Traction
• Rolling resistance
• Speed capability
It is recommended that tires equivalent to the original equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehicle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspension and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DESCRIPTION - TIRE INFLATION PRESSURES
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 12).
Over inflation will cause rapid center wear and
loss of the tire’s ability to cushion shocks (Fig. 13).
Improper inflation can cause:
• Uneven wear patterns
• Reduced tread life
• Reduced fuel economy
• Unsatisfactory ride
• Vehicle drift
Fig. 13 Over Inflation Wear
1 - THIN TIRE THREAD AREA
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart provided with the vehicles Owners Manual. A Certification Label on the
drivers side door pillar provides the minimum tire
and rim size for the vehicle. The label also list the
cold inflation pressure for these tires at full load
operation
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once a month. Tire
pressure decreases as the ambient temperature
drops. Check tire pressure frequently when ambient
temperature varies widely.
Tire inflation pressures are cold inflation pressure.
The vehicle must sit for at least 3 hours to obtain the
correct cold inflation pressure reading. Or be driven
less than one mile after sitting for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
22 - 8
TIRES/WHEELS
BR/BE
TIRES (Continued)
per square inch (psi) during operation. Do not reduce
this normal pressure build-up.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND TREAD WEAR.
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY,
RESULTING IN LOSS OF VEHICLE CONTROL.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES
A quality air pressure gauge is recommended to
check tire pressure. After checking the air pressure,
replace valve cap finger tight.
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 14).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS
Fig. 14 Tread Wear Indicators
1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
3 - WEAR INDICATOR
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 15).
Under inflation will cause wear on the shoulders of
tire. Over inflation will cause wear at the center of tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 15).
Fig. 15 Tire Wear Patterns
TIRES/WHEELS
BR/BE
22 - 9
TIRES (Continued)
DIAGNOSIS AND TESTING - TIRE NOISE OR
VIBRATION
Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel
defects, or possibly tire imbalance.
To find out if tires are causing the noise or vibration, drive the vehicle over a smooth road at varying
speeds. Note the noise level during acceleration and
deceleration. The engine, differential and exhaust
noises will change as speed varies, while the tire
noise will usually remain constant.
Install wheel on vehicle, and tighten to proper
torque specification, (Refer to 22 - TIRES/WHEELS/
WHEELS - SPECIFICATIONS).
STANDARD PROCEDURE - REPAIRING LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the
defect, or puncture, is in the tread area (Fig. 16). The
tire should be replaced if the puncture is located in
the sidewall.
Deflate tire completely before removing the tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could damage the tire or wheel rim.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if necessary.
Fig. 16 Tire Repair Area
1 - REPAIRABLE AREA
SPECIFICATIONS
TIRE REVOLUTIONS PER MILE
TIRE SIZE
SUPPLIER
REVOLUTIONS PER MILE
P225/75/R16 XL
GOODYEAR
716
P245/75R16
WRT/S
GOODYEAR
692
P245/75R16
LTX A/S
MICHELIN
691
P265/75R16
WRT/S
GOODYEAR
668
LT245/75R16 LTX A/S
MICHELIN
679
LT245/75R16 LTX M/S
MICHELIN
678
LT265/75R16 LTX A/S
MICHELIN
648
LT265/75R16 LTX M/S
MICHELIN
652
LT275/70R17
WGSA
GOODYEAR
650
LT235/85R16
WAP
GOODYEAR
650
LT235/85R16
LTX M/S
MICHELIN
650
22 - 10
TIRES/WHEELS
BR/BE
SPARE TIRE
DESCRIPTION
The temporary spare tire is designed for emergency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner’s Manual for
complete details.
WHEELS
DESCRIPTION
Original equipment wheels are designed for the
specified Maximum Vehicle Capacity.
All models use steel or cast aluminum drop center
wheels.
Cast aluminum wheels require special balance
weights and alignment equipment.
Ram Truck Models equipped with dual rear wheels
have eight-stud hole rear wheels. The wheels have a
flat mounting surface (Fig. 17). The slots in the
wheel must be aligned to provide access to the valve
stem (Fig. 18).
Fig. 18 Dual Rear Wheels
1 - INBOARD WHEEL VALVE STEM
2 - OUTBOARD WHEEL VALVE STEM
Fig. 19 Safety Rim
1 - FLANGE
2 - RIDGE
3 - WELL
Fig. 17 Flat Face Wheel
1 - FLAT FACE
OPERATION
The wheel (Fig. 19) has raised sections between
the rim flanges and the rim well. Initial inflation of
the tire forces the bead over these raised sections. In
case of tire failure, the raised sections hold the tire
in position on the wheel until the vehicle can be
brought to a safe stop.
TIRES/WHEELS
BR/BE
22 - 11
WHEELS (Continued)
DIAGNOSIS AND TESTING
WHEEL INSPECTION
Inspect wheels for:
• Excessive run out
• Dents or cracks
• Damaged wheel lug nut holes
• Air Leaks from any area or surface of the rim
The dual rear wheel lug nuts should be tightened
according to the following procedure:
• Place two drops of oil to the interface of the nut/
washer (Fig. 20) before installing on the wheel stud.
NOTE: Do not use more then two drops of oil on
the nut/washer, since the center caps attach in this
area.
NOTE: Do not attempt to repair a wheel by hammering, heating or welding.
If a wheel is damaged an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
pilot hole and bolt circle of the wheel should be the
same as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT REPLACEMENT WHEELS MAY ADVERSELY AFFECT THE
SAFETY AND HANDLING OF THE VEHICLE. USED
WHEELS ARE NOT RECOMMENDED. THE SERVICE
HISTORY OF THE WHEEL MAY HAVE INCLUDED
SEVERE TREATMENT OR VERY HIGH MILEAGE. THE
RIM COULD FAIL WITHOUT WARNING.
STANDARD PROCEDURE - DUAL REAR WHEEL
INSTALLATION
Dual rear wheels use a special heavy duty lug nut
wrench. It is recommended to remove and install dual
rear wheels only when the proper wrench is available.
The wrench is also use to remove wheel center caps for
more information refer to Owner’s Manual.
The tires on both wheels must be completely raised
off the ground when tightening the lug nuts. This
will ensure correct wheel centering and maximum
wheel clamping.
A two piece flat face lug nut with right-hand
threads is used for retaining the wheels on the hubs
(Fig. 20).
Fig. 20 Oil Location
1 - PLACE TWO DROPS OF OIL HERE
• Tighten the wheel lug nuts in the numbered
sequential pattern until they are snug tight. Then
tighten lug nut to specified torque following same
number sequence, (Refer to 22 - TIRES/WHEELS/
WHEELS - SPECIFICATIONS).
• Tighten lug nuts in same numbered sequence a
second time to the specified torque. This will ensure
that the wheels are thoroughly mated.
• Check lug nut specified torque after 100 miles
(160 kilometers). Also after 500 miles (800 kilometers) of vehicle operation.
NOTE: Wheel lug nuts should be tightened to specified torque at every maintenance interval thereafter.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Lug Nut
BR2500 (8 Stud Wheel)
180
135
—
Lug Nut
BR3500 (8 Stud Dual
Wheel)
195
145
—
22 - 12
TIRES/WHEELS
BR/BE
STUDS
WHEEL COVER
REMOVAL
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the brake caliper, caliper adapter and
rotor, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - REMOVAL).
(4) Remove the stud from the hub with Remover
C-4150A (Fig. 21).
(1) Insert a hub/cap remover/installer combination
tool around the circumference of the wheel between
the wheel and wheel trim cover.
(2) Twist the tool to remove wheel trim cover.
INSTALLATION
INSTALLATION - REAR
(1) Install one 1 1/2 in. valve stem extension on
each rear inner wheel.
NOTE: A 3/8 in. drive 10mm deep wheel socket with
a 10 in. or greater extension can be used to remove
the existing valve stem cap and install the extension.
Fig. 21 Wheel Stud Removal
1 - REMOVER
2 - WHEEL STUD
INSTALLATION
(1) Install the new stud into the hub flange.
(2) Install the three washers onto the stud, then
install the lug nut with the flat side of the nut
against the washers.
(3) Tighten the lug nut until the stud is pulled
into the hub flange. Verify that the stud is properly
seated into the flange.
(4) Remove the lug nut and washers.
(5) Install the brake rotor, caliper adapter, and caliper, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - INSTALLATION).
(6) Install the wheel and tire assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE), use new the lug nut on stud or studs that
were replaced.
(7) Remove the support and lower vehicle.
(2) Install one 1 in. valve stem extension on each
outer wheel.
(3) Align the cooling windows of the wheel skin
with the cooling windows of the wheel. Seat one side
of the wheel skin’s retainer onto the wheel. Using a
rubber mallet, strike thew wheel skin on the outer
circumference. Strike at several locations around the
circumference until the skin is fully seated.
NOTE: The wheel skin and the hub cap are fully
seated when there is a consistent gap between the
skin/cap and the wheel.
(4) Tug on the hub/cap wheel skin to ensure that
they are properly installed.
INSTALLATION - FRONT
(1) Align the valve stem with the notch in the
wheel skin.
(2) Seat on side of the wheel skin’s wire retainer
on to the wheel.
(3) Using a rubber mallet, strike the opposite side
of the wheel skin until the skin is properly seated.
NOTE: The wheel skin and the hub cap are fully
seated when there is a consistant gap between the
skin/ cap and the wheel.
(4) Tug on the hub cap/wheel skin to ensure that
they are properly installed.
BODY
BR/BE
23 - 1
BODY
TABLE OF CONTENTS
page
page
BODY
WARNING
SAFETY PRECAUTIONS AND WARNINGS . . . 1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS
.2
DIAGNOSIS AND TESTING - WIND NOISE . . . 3
SPECIFICATIONS
WELD LOCATIONS . . . . . . . . . . . . . . . . . . . . . 4
STRUCTURAL ADHESIVE LOCATIONS . . . . . 44
BODY SEALER LOCATIONS . . . . . . . . . . . . . 47
BODY GAP AND FLUSH MEASUREMENTS . . 56
BODY OPENING DIMENSIONS . . . . . . . . . . . 60
TORQUE SPECIFICATIONS
. . . . . . . . . . . . . 61
DECKLID/HATCH/LIFTGATE/TAILGATE
. . . . . . . 63
DOOR - FRONT
. . . . . . . . . . . . . . . . . . . . . . . . . 68
DOOR - CARGO . . . . . . . . . . . . . . . . . . . . . . . . . 77
EXTERIOR
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
INSTRUMENT PANEL SYSTEM
. . . . . . . . . . . . 105
INTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
SEATS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
STATIONARY GLASS
. . . . . . . . . . . . . . . . . . . . 145
WEATHERSTRIP/SEALS . . . . . . . . . . . . . . . . . . 151
BODY
CAUTION: When holes must be drilled or punched
in an inner body panel, verify depth of space to the
outer body panel, electrical wiring, or other components. Damage to vehicle can result.
• Do not weld exterior panels unless combustible
material on the interior of vehicle is removed from
the repair area. Fire or hazardous conditions, can
result.
• Always have a fire extinguisher ready for use
when welding.
• Disconnect the negative (-) cable clamp from
the battery when servicing electrical components
that are live when the ignition is OFF. Damage to
electrical system can result.
• Do not use abrasive chemicals or compounds
on painted surfaces. Damage to finish can result.
• Do not use harsh alkaline based cleaning solvents on painted or upholstered surfaces. Damage
to finish or color can result.
• Do not hammer or pound on plastic trim panel
when servicing interior trim. Plastic panels can
break.
WARNING
SAFETY PRECAUTIONS AND WARNINGS
WARNING: USE AN OSHA APPROVED BREATHING
FILTER WHEN SPRAYING PAINT OR SOLVENTS IN
A CONFINED AREA. PERSONAL INJURY CAN
RESULT.
• AVOID PROLONGED SKIN CONTACT WITH
PETROLEUM OR ALCOHOL – BASED CLEANING
SOLVENTS. PERSONAL INJURY CAN RESULT.
• DO NOT STAND UNDER A HOISTED VEHICLE
THAT IS NOT PROPERLY SUPPORTED ON SAFETY
STANDS. PERSONAL INJURY CAN RESULT.
23 - 2
BODY
BR/BE
BODY (Continued)
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Centrifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pressure washing or hard driving rain (severe) conditions.
Overcompensating
on
door
or
glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or sealing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
• If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an openended garden hose.
• If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
• If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simulate this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehicle. For hoisting recommendations refer to Group 0,
Lubrication and Maintenance, General Information
section.
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove interior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.
Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror can
also be used to deflect light to a limited-access area
to assist in locating a leak point.
BR/BE
BODY
23 - 3
BODY (Continued)
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehicle in a brightly lit area. From inside the darkened
luggage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
compartment. If light is visible through a normally
sealed location, water could enter through the opening.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compartment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compartment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solution to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
cross winds. Over compensating on door or glass
adjustments to stop wind noise that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After a repair procedure has been performed, test vehicle to verify
noise has stopped before returning vehicle to use.
Wind noise can also be caused by improperly fitted
exterior moldings or body ornamentation. Loose
moldings can flutter, creating a buzzing or chattering
noise. An open cavity or protruding edge can create a
whistling or howling noise. Inspect the exterior of the
vehicle to verify that these conditions do not exist.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and
body components are aligned and sealed. If component alignment or sealing is necessary, refer to the
appropriate section of this group for proper procedures.
DIAGNOSIS AND TESTING - WIND NOISE
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location
of the wind noise.
(2) Apply 50 mm (2 in.) masking tape in 150 mm
(6 in.) lengths along weatherstrips, weld seams or
moldings. After each length is applied, drive the vehicle. If noise goes away after a piece of tape is applied,
remove tape, locate, and repair defect.
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body component alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be airtight in normal
driving conditions. Moving sealing surfaces will not
always seal airtight under all conditions. At times,
side glass or door seals will allow wind noise to be
noticed in the passenger compartment during high
POSSIBLE CAUSE OF WIND NOISE
• Moldings standing away from body surface can
catch wind and whistle.
• Gaps in sealed areas behind overhanging body
flanges can cause wind-rushing sounds.
• Misaligned movable components.
• Missing or improperly installed plugs in pillars.
• Weld burn through holes.
23 - 4
BODY
BR/BE
BODY (Continued)
SPECIFICATIONS
WELD LOCATIONS
BODY SIDE APERTURE — CLUB CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — QUAD CAB
23 - 5
23 - 6
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — QUAD CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — QUAD CAB
23 - 7
23 - 8
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — QUAD CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — QUAD CAB
23 - 9
23 - 10
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — QUAD CAB
BODY
BR/BE
BODY (Continued)
CAB BACK PANEL — CLUB CAB
23 - 11
23 - 12
BODY
BR/BE
BODY (Continued)
CAB BACK PANEL — QUAD CAB
BODY
BR/BE
BODY (Continued)
FLOOR PAN — CLUB CAB
23 - 13
23 - 14
BODY
BR/BE
BODY (Continued)
FLOOR PAN — CLUB CAB
BODY
BR/BE
BODY (Continued)
FLOOR PAN — CLUB CAB
23 - 15
23 - 16
BODY
BR/BE
BODY (Continued)
FLOOR PAN — CLUB CAB
FLOOR PAN — QUAD CAB
BODY
BR/BE
BODY (Continued)
FLOOR PAN — QUAD CAB
23 - 17
23 - 18
BODY
BR/BE
BODY (Continued)
FLOOR PAN — QUAD CAB
BODY
BR/BE
BODY (Continued)
FLOOR PAN — QUAD CAB
CARGO BOX OUTER SIDE PANEL
23 - 19
23 - 20
BODY
BR/BE
BODY (Continued)
CARGO BOX OUTER SIDE PANEL
BODY
BR/BE
BODY (Continued)
CARGO BOX INNER SIDE PANEL
23 - 21
23 - 22
BODY
BR/BE
BODY (Continued)
CARGO BOX INNER SIDE PANEL
BODY
BR/BE
BODY (Continued)
CARGO BOX INNER SIDE PANEL
23 - 23
23 - 24
BODY
BR/BE
BODY (Continued)
CARGO BOX INNER SIDE PANEL
BODY
BR/BE
BODY (Continued)
CARGO BOX INNER SIDE PANEL
23 - 25
23 - 26
BODY
BR/BE
BODY (Continued)
CARGO BOX INNER SIDE PANEL
BODY
BR/BE
BODY (Continued)
CARGO BOX FRONT PANELS
23 - 27
23 - 28
BODY
BR/BE
BODY (Continued)
CARGO BOX FLOOR
BODY
BR/BE
BODY (Continued)
FRONT FENDER AND INNER WHEELHOUSE
23 - 29
23 - 30
BODY
BR/BE
BODY (Continued)
COWL AND DASH PANEL
BODY
BR/BE
BODY (Continued)
ROOF PANEL — CLUB CAB
23 - 31
23 - 32
BODY
BR/BE
BODY (Continued)
ROOF PANEL — QUAD CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — CLUB CAB
23 - 33
23 - 34
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — CLUB CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — CLUB CAB
23 - 35
23 - 36
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — CLUB CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE — CLUB CAB
23 - 37
23 - 38
BODY
BR/BE
BODY (Continued)
CAB BACK PANEL REG CAB
BODY
BR/BE
BODY (Continued)
FLOOR PAN REG CAB
23 - 39
23 - 40
BODY
BR/BE
BODY (Continued)
ROOF PANEL - REG CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE - REG CAB
23 - 41
23 - 42
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE - REG CAB
BODY
BR/BE
BODY (Continued)
BODY SIDE APERTURE - REG CAB
23 - 43
23 - 44
BODY
BR/BE
BODY (Continued)
STRUCTURAL ADHESIVE LOCATIONS
ROOF PANELS — REGULAR CAB
BODY
BR/BE
BODY (Continued)
CLUB CAB
23 - 45
23 - 46
BODY
BR/BE
BODY (Continued)
QUAD CAB
BODY
BR/BE
BODY (Continued)
BODY SEALER LOCATIONS
APPLICATION METHODS
23 - 47
23 - 48
BODY
BR/BE
BODY (Continued)
SEALER LOCATION
BODY
BR/BE
BODY (Continued)
CUT-AWAY VIEW
23 - 49
23 - 50
BODY
BR/BE
BODY (Continued)
COWL AND DASH PANEL
BODY
BR/BE
BODY (Continued)
COWL AND DASH PANEL
23 - 51
23 - 52
BODY
BR/BE
BODY (Continued)
FLOOR PAN
CAB BACK PANEL
BODY
BR/BE
BODY (Continued)
CAB REAR PANEL
ROOF PANEL
23 - 53
23 - 54
BODY
BR/BE
BODY (Continued)
CARGO BOX
BODY
BR/BE
BODY (Continued)
DOORS
23 - 55
23 - 56
BODY
BR/BE
BODY (Continued)
BODY GAP AND FLUSH MEASUREMENTS
REGULAR CAB
NOTE: All measurements are in MM.
REGULAR CAB
A
B
C1
C2
C3
C4
D
E
F
G
H
I
J
K
L
DESCRIPTION
Grille to Fascia
Hood to Grille
Hood to Fender
Hood to Fender
Hood to Fender
Hood to Fender
Door to Hood/Fender
Door to Windshield Molding
Door to Roof
Door to Quarter
Fender/Door/Quarter Char Line U/D
Door to Sill
Fender to Aperture
Grille to Headlamp
Grille to Fender
GAP
19.0 +/- 3.0
1.0 +/- 0.75
6.0 +/- 1.0
6.0 +/- 1.0
6.0 +/-1.0
6.0 +/- 1.0
5.0 +/- 1.0
N/A
6.0 +/- 1.5
5.0 +/- 1.0
N/A
7.7 +/- 2.0
5.0 +/- 1.0
6.0 +/- 3.0
5.0 +/- 0.75
FLUSH
N/A
0.0 + 0.0/- 1.0
1.5 +/- 1.0
3.5 +/- 1.0
1.5 +/- 1.0
1.5 +/- 1.0
0.0 +/- 1.0
2.0 +/- 2.0
2.0 +/- 1.0
0.0 +/- 1.0
0.0 +/- 1.0
0.0 +/- 1.5
0.0 +/- 1.0
N/A
1.0 +/- 0.5
BODY
BR/BE
23 - 57
BODY (Continued)
CLUB CAB
NOTE: All measurements are in MM.
CLUB CAB
A
B1
B2
B3
C
D
E
F
G
H
I
J
K
L
DESCRIPTION
Door to Windshield Molding
Door to Roof
Door to Roof
Door to Roof
Quarter Glass to Quarter (top)
Quarter Glass to Quarter (rear)
Cab to Box (side view)
Quarter Glass to Quarter (bottom)
Quarter Glass to Quarter (front)
Door to Quarter
Quarter Glass to Door
Door to Hood/Fender
Grille to Headlamp
Grille to Fender
GAP
N/A
5.0 +/- 1.5
5.0 +/- 1.5
5.0 +/- 1.5
5.0 +/- 1.0
5.0 +/- 2.0
31.0 +/- 3.0
5.0 +/- 1.5
in-line within +/- 1.0
5.0 +/- 1.0
N/A
5.0 +/- 1.0
6.0 +/- 3.0
5.0 +/- 0.75
FLUSH
2.0 +/- 2.0
0.0 +/- 1.0
1.4 ± 1.0 CONS. W/IN 1.5
4.1 ± 1.0 CONS. W/IN 1.5
3.5 +/- 1.5
3.25 +/- 1.5
3.25 +/- 2.5
N/A
0.0 +/2.0 +/0.0 +/N/A
1.0 +/-
1.0
1.5
1.0
0.5
23 - 58
BODY
BR/BE
BODY (Continued)
QUAD CAB
NOTE: All measurements are in MM.
QUAD CAB
A
B
C
D
E
F
G
H
I
J
K
L
DESCRIPTION
Door to Windshield Molding
Front Door to Roof
Rear Door to Roof
Rear Door Glass to Rear Door (top)
Rear Door Glass to Rear Door (rear)
Rear Door to Quarter
Rear Door Glass to Rear Door (bottom)
Front Door to Rear Door
Rear Door Glass to Rear Door (front)
Rear Door Glass to Front Door
Door to Hood/Fender
Grille to Headlamp
Grille to Fender
GAP
N/A
5.0 +/- 1.5
5.0 +/- 1.0
5.0 +/- 1.0
5.0 +/- 2.0
5.5 +/- 1.0
5.0 +/- 1.5
5.0 +/- 1.0
in-line within +/- 1.0
N/A
5.0 +/- 1.0
6.0 +/- 3.0
5.0 +/- 0.75
FLUSH
2.0 +/- 2.0
0.0 +/- 1.0
0.0 +/- 1.0
3.25 +/- 1.5
3.25 +/- 1.5
0.0 +/- 1.0
N/A
0.0 +/- 1.0
3.25 +/- 1.5
0.0 +/- 1.0
N/A
1.0 +/- 0.5
BODY
BR/BE
BODY (Continued)
CARGO BOX
NOTE: All measurements are in MM.
UNDER CONSTRUCTION
M
N
O
P
Q
R
S
T
DESCRIPTION
Fuel Filler Door to Box
Cab to Box Character Line U/D
Cargo to Box (side)
Cab to Box at Centerline
Box to Tailgate U/D
Tailgate to Bumper
Box to Tailgate
Box to Tailgate
GAP
3.0 +/- 0.75
N/A
31.0 +/- 3.0
34.0 +/- 3.0
N/A
43.0 +/- 3.0
6.0 +/- 1.5
1.0 +/- 1.0
FLUSH
0.0 +/- 3.0
0.0 +/- 3.0
5.0 +/- 2.5
N/A
1.0 +/- 1.5
N/A
1.0 +/- 1.5
4.0 +/- 1.5
23 - 59
23 - 60
BODY
BR/BE
BODY (Continued)
BODY OPENING DIMENSIONS
WINDSHIELD OPENING
BACKLITE OPENING
DOOR OPENING - QUAD CAB
DOOR OPENING - REGULAR CAB
BODY
23 - 61
N·m
Ft. lbs.
In. lbs.
Ash receiver flame
shield screws
2
—
20
Bench seat back latch
bolts
25
18
—
Bench seat back to
cushion pivot bolt
25
18
—
Bench seat front anchor
bolt
54
40
—
Bench seat rear inboard
anchor nut
40
30
—
Bench seat rear
outboard anchor nut
54
40
—
Bench seat riser front
bolts
54
40
—
Bench seat riser rear
inboard nuts
40
30
—
Bench seat riser rear
outboard nuts
54
40
—
Bench seat slider bolts
10
—
89
Bench seat/front seat
track to frame bolt
25
18
—
Bench seat/inboard belt
buckle anchor bolt
40
30
—
Bench seat/rear seat
track to frame bolt
25
18
—
Cab mounting bolts
81
60
—
Cargo box frame bolts
54
40
—
Cargo door hinge bolts
28
21
—
Cargo door lower latch
nuts
28
21
—
Cargo door lower striker
screws
28
21
—
Cargo door upper larch
bolts
23
17
—
Cargo door upper striker
bolts
23
17
—
Cargo door vent window
latch to glass screws
5
—
44
Center seat armrest
latch cover fastener
4
—
35
Center seat armrest/
console bolts
20
15
—
BR/BE
BODY (Continued)
TORQUE SPECIFICATIONS
BODY COMPONENTS
Description
DOOR OPENING AND QUARTER GLASS OPENING
— CLUB CAB
A. 1284.8 MM
B. 1190.3 MM
C. 1546.3 MM
D. 1235.4 MM
E. 582.6 MM
F. 538.8 MM
G. 436.2 MM
H. 440.5 MM
J. 426.8 MM
CARGO DOOR QUARTER GLASS OPENING
E. 484.14 MM
F. 456.83 MM
G 424.97 MM
H. 427.28 MM
J. 418.38 MM
23 - 62
BODY
BR/BE
BODY (Continued)
Description
N·m
Ft. lbs.
In. lbs.
N·m
Ft. lbs.
In. lbs.
Center seat/seat frame
bolts
25
18
—
Instrument panel top
cover screws
2
—
20
Cubby bin screws
2
—
20
3
—
28
Cup holder screws
2
—
20
Instrument panel/dash
panel screws
Door hinge to A-pillar
bolt
28
21
—
Manual transmission
shifter knob nut
27
20
—
Door latch screw
11
8
—
8
—
70
Door latch striker screw
28
21
—
Quarter vent window
hinge nuts
Easy entry track/
adjuster track bolts front
17
12
—
Quarter vent window
latch to glass screws
6
—
60
28
21
—
Easy entry track/
adjuster track bolts rear inboard
21
16
—
Rear seat support
bracket screws
Rear view mirror set
screw
1
—
15
Easy entry track/
adjuster track bolts rear outboard
45
33
—
Seat adjuster track/seat
cushion frame screws
25
18
—
25
18
—
Front belt buckle
inboard anchor nut
45
Seat cushion frame/
mounting bracket bolts
10
—
89
Front belt retractor
anchor bolt
39
28
—
Seat cushion frame/
power track crossbrace
bolts
Front door glass lift
plate nuts
9
—
80
Seat track adjuster bolts
17
12
—
Seat track bolts
25
18
—
33
—
Description
Front door latch screws
10
—
89
Seat track/frame bolts
25
18
—
Front shoulder belt
anchor bolt
45
33
—
Slide bar bolts
10
—
89
—
15
39
28
—
Sliding backlite
latch/keeper screws
1.5
Front shoulder belt
lower anchor bolt
36
—
45
33
—
Split bench seat back
shoulder bolt
49
Front shoulder belt
lower anchor bolt
18
—
39
28
—
Split bench seat back to
cushion pivot bolt
25
Front shoulder belt
upper anchor bolt
40
—
2
—
20
Split bench seat front
anchor bolt
54
Glove box bin/door
screws
30
—
2
—
20
Split bench seat rear
inboard anchor nut
40
Glove box latch striker
screws
40
—
2
—
20
Split bench seat rear
outboard anchor nut
54
Glove box opening trim
screws
18
—
—
31
Split bench seat track to
frame bolt
25
3.5
28
21
—
Headlamp/dash wire
harness bulkhead
connector screw
Hood latch release
handle screws
3
—
25
Split bench/bottom of
center occupant seat
bolt
—
20
50
36
—
Steering column cover
screws
2
Inboard seat back pivot
bolt
Storage bin screws
2
—
20
Instrument panel roll
down bracket screws
12
9
105
DECKLID/HATCH/LIFTGATE/TAILGATE
BR/BE
23 - 63
DECKLID/HATCH/LIFTGATE/TAILGATE
TABLE OF CONTENTS
page
APPLIQUE
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
DECALS
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
HANDLE ESCUTCHEON
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
LATCH
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
LATCH HANDLE
REMOVAL . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . 63
. . . . . . . . . . . . . . . . . . . . 63
. . . . . . . . . . . . . . . . . . . . 64
. . . . . . . . . . . . . . . . . . . . 64
. . . . . . . . . . . . . . . . . . . . 64
. . . . . . . . . . . . . . . . . . . . 64
. . . . . . . . . . . . . . . . . . . . 65
. . . . . . . . . . . . . . . . . . . . 65
page
INSTALLATION
LATCH STRIKER
REMOVAL . . .
INSTALLATION
SLAM BUMPER
REMOVAL . . .
INSTALLATION
CHECK CABLE
REMOVAL . . .
INSTALLATION
TAILGATE
REMOVAL . . .
INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . . . 66
. . . . . . . . . . . . . . . . . . . . . . . . . . 66
. . . . . . . . . . . . . . . . . . . . . . . . . 66
. . . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . 66
APPLIQUE
REMOVAL
(1) Apply a length of masking tape on the body,
parallel to the top edge of the applique to use as a
guide, if necessary.
(2) Warm the tailgate applique and tailgate metal
to approximately 38°C (100°F) using a suitable heat
lamp or heat gun.
(3) Pull applique from tailgate (Fig. 1).
INSTALLATION
(1) Remove adhesive tape residue from painted
surface of tailgate.
(2) If applique is to be reused, remove tape residue
from applique. Clean back of applique with MOPARt,
Super Kleen solvent or equivalent. Wipe molding dry
with lint free cloth. Apply new body side molding
(two sided adhesive) tape to back of applique.
(3) Clean tailgate surface with MOPARt, Super
Kleen solvent or equivalent. Wipe surface dry with
lint free cloth. An adhesion promoter must be applied
to ensure proper applique adhesion.
(4) Remove protective cover from tape on back of
applique. Apply applique to body below the masking
tape guide (Fig. 1).
Fig. 1 Tailgate Applique
1
2
3
4
- TAILGATE
- TAILGATE
- ADHESIVE TAPE
- APPLIQUE
(5) Remove masking tape guide and heat tailgate
and applique, see step one. Firmly press applique to
tailgate to assure adhesion.
23 - 64
DECKLID/HATCH/LIFTGATE/TAILGATE
BR/BE
DECALS
REMOVAL
(1) Warm the panel to approximately 38°C (100°F)
using a suitable heat lamp or heat gun.
(2) Peel tape stripe from body panel using an even
pressure pull.
(3) Remove adhesive residue from body panel
using a suitable adhesive removing solvent.
INSTALLATION
(1) Clean painted body surface with Mopart Super
Clean solvent or equivalent and a lint free cloth.
(2) Remove protective cover from back side of
decal.
(3) Position decal properly on body.
(4) Press decal firmly to body with palm of hand.
(5) If temperature is below 21°C (70°F) warm decal
with a heat lamp or gun to assure adhesion. Do not
exceed 65°C (150°F) when heating emblem.
HANDLE ESCUTCHEON
REMOVAL
(1) Lift and hold tailgate latch release handle.
(2) Using a trim stick (C–4755), pry bottom of
escutcheon outward to disengage clips.
(3) Rotate escutcheon upward to disengage clip
above release handle.
(4) Push escutcheon downward from behind to
clear handle.
(5) Separate escutcheon from tailgate (Fig. 2).
INSTALLATION
(1) Insert upper ends of escutcheon into handle
opening.
(2) Lift escutcheon upward from behind release
handle.
(3) Press bottom of escutcheon inward to engage
clips.
Fig. 2 Tailgate Handle Escutcheon
1
2
3
4
5
6
-
TAILGATE
HANDLE—TO—RIGHT LATCH CONTROL ROD
ESCUTCHEON
LATCH ROD RETAINER
HANDLE—TO—LATCH CONTROL ROD AND RETAINER
HANDLE
DECKLID/HATCH/LIFTGATE/TAILGATE
BR/BE
23 - 65
LATCH
REMOVAL
(1) Remove tailgate latch handle escutcheon (Refer
to 23 - BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/HANDLE ESCUTCHEON - REMOVAL).
(2) Open tailgate.
(3) Disengage linkage rod from latch handle.
(4) Remove screws attaching latch to tailgate (Fig. 3).
(5) Separate latch from tailgate.
(6) Pull latch and linkage rod from tailgate (Fig. 4).
INSTALLATION
(1) Position latch and linkage rod in tailgate.
(2) Install upper screw attaching latch to tailgate.
(3) Install lower screw attaching check cable and
latch to tailgate.
(4) Engage linkage rod to latch handle.
(5) Install tailgate latch handle escutcheon (Refer
to 23 - BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/HANDLE ESCUTCHEON - INSTALLATION).
Fig. 4 Tailgate Latch and Linkage Rod
1 - SILENCER
2 - LATCH ASSEMBLY
3 - LINKAGE ROD
Fig. 3 Tailgate Latch
1 - SPACER
2 - CHECK CABLE
3 - LATCH
4 - LINKAGE ROD
5 - HANDLE ESCUTCHEON
6 - LATCH HANDLE
23 - 66
DECKLID/HATCH/LIFTGATE/TAILGATE
BR/BE
LATCH HANDLE
LATCH STRIKER
REMOVAL
REMOVAL
(1) Remove tailgate latch handle escutcheon (Refer
to 23 - BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/HANDLE ESCUTCHEON - REMOVAL).
(2) Disengage clips holding linkage rods to latch
handle.
(3) Separate linkage rods from handle.
(4) Remove screws attaching latch handle to tailgate (Fig. 5).
(5) Separate latch handle from tailgate.
(1) Open tailgate.
(2) Mark outline of striker on cargo box jamb to
aid installation.
(3) Using a Torx drive wrench, remove striker and
washer from cargo box (Fig. 6) .
Fig. 6 Tailgate Striker
1 - TAILGATE STRIKER
2 - CARGO BOX
Fig. 5 Tailgate Latch Handle
1 - SCREW
2 - TAILGATE
3 - HANDLE ASSEMBLY
INSTALLATION
(1) Position latch handle in tailgate.
(2) Install screws attaching latch handle to tailgate.
(3) Install linkage rods to latch handle.
(4) Engage clips to linkage rods.
(5) Install tailgate latch handle escutcheon. (Refer
to 23 - BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/HANDLE ESCUTCHEON - INSTALLATION)
INSTALLATION
(1) Position striker and washer on jamb using
alignment outline as reference and install with Torx
drive wrench.
DECKLID/HATCH/LIFTGATE/TAILGATE
BR/BE
23 - 67
SLAM BUMPER
REMOVAL
(1) Open tailgate.
(2) Remove screw holding slam bumper to cargo
box (Fig. 7).
(3) Separate slam bumper from vehicle.
Fig. 8 Tailgate Check
1
2
3
4
-
TAILGATE STRIKER
SCREW DRIVER
TAILGATE CHECK CABLE
LOCK TAB
TAILGATE
Fig. 7 Tailgate Slam Bumper
1 - CARGO BOX
2 - SLAM BUMPER
3 - TAILGATE
REMOVAL
CHECK CABLE
(1) Open tailgate.
(2) Disconnect tailgate marker light harness, if
equipped.
(3) Remove tailgate check cables (Refer to 23 BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/
CHECK CABLE - REMOVAL).
(4) Close tailgate until the notch in the right hand
collar aligns with the pivot pin.
(5) Slip tailgate hinge collar from pivot pins.
(6) Slide tailgate to the right and separate left
hand collar from the pivot pin.
(7) Separate tailgate from vehicle.
REMOVAL
INSTALLATION
(1) Open tailgate.
(2) Pry lock tab outward to clear stud head on
cargo box (Fig. 8).
(3) Push cable end forward until stud head is in
clearance hole portion of cable end.
(4) Separate cable end from stud.
(5) Remove screw attaching cable to tailgate.
(6) Separate check cable from tailgate.
(1) Position tailgate collar on left hand pivot pin
and slide tailgate to the left.
(2) Raise tailgate until the notch in the right hand
collar aligns with the pivot pin.
(3) Install tailgate check cables (Refer to 23 BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/
CHECK CABLE - INSTALLATION).
(4) Connect tailgate marker light harness, if
equipped.
INSTALLATION
(1) Position slam bumper on vehicle.
(2) Install screw holding slam bumper to cargo
box.
(3) Close tailgate and verify operation.
INSTALLATION
(1) Position check cable on tailgate.
(2) Install screw attaching small end of cable to
tailgate.
(3) Position large end of cable onto stud head and
slide downward to secure lock tab.
23 - 68
DOOR - FRONT
BR/BE
DOOR - FRONT
TABLE OF CONTENTS
page
APPLIQUE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
DOOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - FRONT DOOR FORE/AFT
ADJUSTMENT - FRONT DOOR UP/DOWN
ADJUSTMENT - FRONT DOOR IN/OUT . .
DOOR GLASS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
EXTERIOR HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
GLASS RUN CHANNEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
HINGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
INSIDE HANDLE ACTUATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . 68
. . . 68
. . . 69
. . . 69
. . 69
. . 70
. . . 70
. . . 70
. . . 70
. . . 71
. . . 71
. . . 71
. . . 71
. . . 72
. . . 72
. . . 72
APPLIQUE
REMOVAL
(1) Using a heat lamp, warm B-pillar to 38° C
(100° F).
(2) Remove glass run weatherstrip (Refer to 23 BODY/WEATHERSTRIP/SEALS/FDR GLASS RUN
WEATHERSTRIP - REMOVAL).
(3) Remove outer belt weatherstrip (Refer to 23 BODY/WEATHERSTRIP/SEALS/FDR OUTER BELT
WEATHERSTRIP - REMOVAL).
(4) Using an even pressure pull, peel B-pillar
applique away from the B-pillar.
INSTALLATION
Installation equipment needed:
• Lint free applicator cloth
• six inch applicator squeegee
• Piercing pin
(1) Clean B-pillar using Mopar Super Kleen or
equivalent.
(2) Wipe surface with a lint free cloth.
page
INSTALLATION . . . . . . . . . . . . . . . . . . .
LATCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - FRONT DOOR LATCH
LATCH STRIKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
LOCK CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SIDE VIEW MIRROR FLAG
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
TRIM PANEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
WATERDAM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
WINDOW REGULATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
. . . . . . 72
. . . . . . 72
. . . . . . 73
. . . . . 73
. . . . . . 73
. . . . . . 73
. . . . . . 74
. . . . . . 74
. . . . . . 74
. . . . . . 75
. . . . . . 75
. . . . . . 75
. . . . . . 76
. . . . . . 76
. . . . . . 76
. . . . . . 76
(3) Using a heat gun, warm surface to 22° C (70°
F).
(4) Fold down, up/down locator tab (1a or 1b) (Fig.
1) along crease.
(5) Remove carrier from adhesion strip (2).
(6) Using up/down locator tab (1a or 1b) and fore/
aft locator tab (3a or 3b), position the applique on the
upper portion of the B-pillar.
(7) Using the lower edge locator (4), position the
applique on the lower portion of the B-pillar.
(8) Verify the applique is positioned correctly and
press the adhesion strip (2) to the door to temporarily secure it in place.
(9) Remove the carrier for the applique.
(10) Holding the applique from the surface, apply
firm downward pressure with a six inch applicator
squeegee. Ensure the lower rear edge (4) is aligned
correctly.
(11) Wrap edges around door to at least a 90°
angle.
(12) Remove premask by pulling in a firm continuous manner from top down at 180°.
(13) Complete wrapping applique around the door
edges.
DOOR - FRONT
BR/BE
23 - 69
APPLIQUE (Continued)
(14) Inspect for air bubbles. Small bubbles can be
pierced with a sharp pin and smoothed out.
(15) Install outer belt weatherstrip (Refer to 23 BODY/WEATHERSTRIP/SEALS/FDR OUTER BELT
WEATHERSTRIP - INSTALLATION).
(16) Install glass run weatherstrip (Refer to 23 BODY/WEATHERSTRIP/SEALS/FDR GLASS RUN
WEATHERSTRIP - INSTALLATION).
Fig. 2 Door Hinge Hidden Bolt
Fig. 1 B-Pillar Applique
1A = Club Cab - Up/Down
1B = Quad Cab - Up/Down
2 = Adhesion Strip
3A = Club Cab - For/Aft
3B = Quad Cab - For/Aft
4 = Rear Edge Locator
DOOR
REMOVAL
(1) Remove cowl trim panel (Refer to 23 - BODY/
INTERIOR/COWL TRIM COVER - REMOVAL).
(2) Disengage door wire harness connector of
instrument panel harness and push door harness
through access hole in pillar.
(3) Remove hidden bolts attaching door hinge to
hinge pillar from behind cowl panel (Fig. 2).
(4) Using a grease pencil or equivalent, mark the
outline of the door hinges on the hinge pillar to aid
installation.
(5) Support door on a suitable lifting device.
(6) Remove bolts attaching lower door hinge to
hinge pillar (Fig. 3).
(7) While holding door steady on lift, remove bolts
attaching upper door hinge to hinge pillar.
(8) Separate door from vehicle.
1
2
3
4
- HINGE
- DOOR HINGE SCREW
- A—PILLER
- DOOR
INSTALLATION
(1) While holding door steady on lift, position door
at A-pillar.
(2) Align hinges using reference marks.
(3) Install bolts attaching upper door hinge to
hinge pillar.
(4) Install bolts attaching lower door hinge to
hinge pillar (Fig. 3).
(5) Install hidden bolts attaching door hinge to
hinge pillar from behind cowl panel (Fig. 2).
(6) Align door to achieve equal spacing on all sides
and flush across the gaps.
(7) Tighten hinge bolts to 28 N·m (21 ft. lbs.)
torque.
(8) Route harness through door and engage door
wire harness connector.
(9) Install cowl trim panel (Refer to 23 - BODY/INTERIOR/COWL TRIM COVER - INSTALLATION).
ADJUSTMENTS
ADJUSTMENT - FRONT DOOR FORE/AFT
Fore/aft (lateral) door adjustment is done by loosening the hinge to cowl screws one hinge at a time.
Then move the door to the correct position.
(1) Support the door with a padded floor jack.
23 - 70
DOOR - FRONT
BR/BE
DOOR (Continued)
(4) Tighten the hinge to door fasteners.
(5) Remove the floor jack from the door.
DOOR GLASS
REMOVAL
(1) Remove the door waterdam (Refer to 23 BODY/DOOR - FRONT/WATERDAM - REMOVAL).
(2) Remove inner door belt weatherstrip (Refer to
23 - BODY/WEATHERSTRIP/SEALS/FDR INNER
BELT WEATHERSTRIP - REMOVAL).
(3) Align door glass lift plate to access holes in
inner door panel.
(4) Loosen bolts attaching front lower run channel
to inner door panel.
(5) Remove nuts attaching door glass to lift plate
(Fig. 4).
(6) Separate glass from lift plate.
(7) Lift glass upward and out of opening at top of
door.
Fig. 3 Door
1
2
3
4
5
- DOOR
- A—PILLER
- LOWER DOOR HINGE
- SCREW
- UPPER DOOR HINGE
(2) Loosen the hinge to cowl screws, if necessary,
refer to the front door hinge removal/installation procedure for hinge fastener location. Move the door to
the correct fore/aft position.
(3) Tighten the hinge to cowl screws.
(4) Remove the floor jack from the door.
ADJUSTMENT - FRONT DOOR UP/DOWN
Up/down door adjustment is done by loosening the
hinge to cowl fasteners at both hinges. Then move
the door to the correct position.
(1) Support the door with a padded floor jack.
(2) Loosen hinge to cowl fasteners at both hinges.
Move the door to the correct up/down position.
(3) Tighten the hinge to cowl fasteners.
(4) Remove the floor jack from the door.
ADJUSTMENT - FRONT DOOR IN/OUT
In/out door adjustment is done by loosening the
hinge to door fasteners. Then move the door to the
correct position.
(1) Support the door with a padded floor jack.
(2) Loosen the applicable hinge to door fasteners.
Move the door to the correct in/out position.
(3) If necessary, loosen the other hinge to door fasteners and move the door to the correct in/out position.
Fig. 4 Door Glass
1
2
3
4
-
GLASS LIFT PLATE
GLASS
NUT
REGULATOR ARM LOWER CHANNEL
INSTALLATION
(1) Position in door.
(2) Insert glass in lift plate.
CAUTION: Do not exceed 11 N·m (8 ft. lbs.) torque
when tightening the nuts that attach the glass to
the lift plate.
(3) Install nuts attaching glass to lift plate (Fig. 4).
Tighten nuts to 9 N·m (80 in. lbs.) torque.
(4) Tighten bolts attaching front lower run channel
to inner door panel.
DOOR - FRONT
BR/BE
23 - 71
DOOR GLASS (Continued)
(5) Install inner door belt weatherstrip (Refer to
23 - BODY/WEATHERSTRIP/SEALS/FDR INNER
BELT WEATHERSTRIP - INSTALLATION).
(6) Install the door waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION).
(2) Raise the window to the closed position.
(3) Remove bolts holding run channel to inner door
panel (Fig. 6) and (Fig. 7).
(4) Slide channel downward to disengage it from
the upper glass frame.
(5) Separate door glass run channel from door.
EXTERIOR HANDLE
REMOVAL
(1) Remove the waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - REMOVAL).
(2) Raise the window to the closed position.
(3) Remove fastener access plug from door end
panel.
(4) Disengage clips holding latch and lock rods to
door latch.
(5) Separate latch and lock rods from door latch.
(6) Remove nuts attaching outside door handle to
door (Fig. 5).
(7) Separate outside door handle from door.
Fig. 6 Front Glass Run Lower Channel
1 - FRONT GLASS RUN CHANNEL
Fig. 5 Outside Door Handle
1 - LOCK KNOB
2 - OUTSIDE HANDLE
INSTALLATION
(1) Position outside door handle in door.
(2) Install nuts attaching outside door handle to
door.
(3) Engage latch and lock rods to door latch.
(4) install access plug to door end panel.
(5) Install the door waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION).
GLASS RUN CHANNEL
REMOVAL
(1) Remove the door waterdam (Refer to 23 BODY/DOOR - FRONT/WATERDAM - REMOVAL).
Fig. 7 Rear Glass Run Lower Channel
1 - REAR GLASS RUN CHANNEL
INSTALLATION
(1) Position door glass run channels on inner door
panel.
(2) Slide channel upward to engage it in the upper
glass frame.
(3) Install bolts attaching run channels to inner
door panel (Fig. 6) and (Fig. 7).
(4) Install the door waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION).
23 - 72
DOOR - FRONT
HINGE
REMOVAL
(1) Remove cowl trim panel (Refer to 23 - BODY/
INTERIOR/COWL TRIM COVER - REMOVAL).
(2) Remove hidden bolt attaching door hinge to
hinge pillar (Fig. 2).
(3) Support door on a suitable lifting device.
(4) Using a grease pencil or equivalent, mark the
outline of the door hinge on the hinge pillar to aid
installation.
(5) Remove bolts attaching door hinge to hinge pillar (Fig. 3).
(6) Remove nut and bolt attaching door hinge to
door end frame (Fig. 8).
(7) Separate door hinge from vehicle.
BR/BE
(6) Install hidden bolt attaching door hinge to
hinge pillar. Tighten bolt to 28 N·m (21 ft. lbs.)
torque.
(7) Remove support.
(8) Install cowl trim panel (Refer to 23 - BODY/INTERIOR/COWL TRIM COVER - INSTALLATION).
INSIDE HANDLE ACTUATOR
REMOVAL
(1) Remove the door waterdam (Refer to 23 BODY/DOOR - FRONT/WATERDAM - REMOVAL).
(2) Raise the window to the closed position.
(3) Remove the screws attaching the actuator to
the door (Fig. 9).
Fig. 9 Front Door Inside Handle Actuator
1 - INSIDE HANDLE
2 - ACTUATOR
INSTALLATION
Fig. 8 Door Hinge
1
2
3
4
5
6
-
UPPER HINGE
LOWER HINGE
STUD
HINGE PILLAR
DOOR
STUD
(1) Install the screws attaching the actuator to the
door.
(2) Test handle for proper operation.
(3) Install the door waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION).
LATCH
INSTALLATION
REMOVAL
(1) If necessary, paint replacement door hinge
before installation.
(2) Position hinge on door end frame.
(3) Align hinge using reference marks.
(4) Install nuts and bolts attaching door hinge to
door end frame. Tighten nuts and bolts to 28 N·m (21
ft. lbs.) torque.
(5) Install bolts attaching door hinge to hinge pillar. Tighten bolts to 28 N·m (21 ft. lbs.) torque.
(1) Remove the door waterdam (Refer to 23 BODY/DOOR - FRONT/WATERDAM - REMOVAL).
(2) Disengage clips attaching lock and latch rods to
door latch.
(3) Disconnect power door lock/latch connector, if
equipped (Fig. 10).
(4) Remove screws attaching door latch to door end
panel (Fig. 11).
(5) Separate door latch/lock from door.
DOOR - FRONT
BR/BE
23 - 73
LATCH (Continued)
(4) Engage clips attaching lock and latch rods to
door latch.
(5) Install the door waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION).
ADJUSTMENTS
ADJUSTMENT - FRONT DOOR LATCH
Fig. 10 Power Lock/Latch Connector
1
2
3
4
5
-
INSIDE HANDLE - TO - LATCH ROD
LOCK KNOB - TO - LATCH ROD
POWER LATCH CONNECTOR
LOCK CYLINDER - TO - LATCH ROD
OUTSIDE HANDLE - TO - LATCH ROD
(1) Insert a 4-mm (5/32-in) hex-wrench through
the elongated hole in the door end frame near the
latch striker opening (Fig. 12).
(2) Loosen torx head screw on the side of the latch
linkage.
(3) Lift upward on outside door handle and release
it.
(4) Tighten torx head screw on latch.
(5) Verify latch operation.
Fig. 12 DOOR LATCH ADJUSTMENT
1 - HEX WRENCH
Fig. 11 Front Door Latch
1
2
3
4
5
-
OUTSIDE HANDLE - TO - LATCH ROD
LATCH
INSIDE HANDLE - TO - LATCH ROD
LOCK CYLINDER - TO - LATCH ROD
LOCK KNOB - TO - LATCH ROD
INSTALLATION
(1) Position door latch/lock in door.
(2) Install screws attaching door latch to door end
panel. Tighten screws to 10 N·m (89 in. lbs.) torque.
(3) Connect power door lock/latch connector, if
equipped.
LATCH STRIKER
REMOVAL
(1) Mark outline of striker base on B-pillar with a
grease pencil or equivalent to aid installation.
(2) Remove screws attaching striker to B-pillar
(Fig. 13).
(3) Separate striker from vehicle.
INSTALLATION
(1) Position striker on vehicle and align with reference marks.
(2) Install screws attaching striker to B-pillar.
Tighten screws to 28 N·m (21 ft. lbs.) torque. (Fig.
13) .
23 - 74
DOOR - FRONT
BR/BE
LATCH STRIKER (Continued)
Fig. 13 Front Door Latch Striker
1
2
3
4
-
RETAINING PLATE
SCREW
STRIKER
SPACER
Fig. 14 Door Lock Cylinder
1
2
3
4
-
DOOR HANDLE
LOCK CYLINDER
LOCK CYLINDER RETAINER
LOCK RETAINING CLIP
LOCK CYLINDER
REMOVAL
(1) Remove outside door handle (Refer to 23 BODY/DOOR - FRONT/EXTERIOR HANDLE REMOVAL).
(2) Remove clip securing lock cylinder to outside
door handle (Fig. 14).
(3) Pull lock cylinder from door handle.
INSTALLATION
(1) Position lock cylinder in door handle.
(2) Install clip securing lock cylinder to outside
door handle.
(3) Install outside door handle (Refer to 23 BODY/DOOR - FRONT/EXTERIOR HANDLE INSTALLATION).
SIDE VIEW MIRROR FLAG
REMOVAL
(1) Remove door trim panel. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL)
(2) Remove flag door seal.
(3) Remove nuts attaching mirror flag cover to
door frame (Fig. 15).
(4) Separate flag cover from door.
Fig. 15 Mirror Flag Cover
1 - NUT
2 - DOOR
3 - FLAG COVER ASSEMBLY
DOOR - FRONT
BR/BE
23 - 75
SIDE VIEW MIRROR FLAG (Continued)
INSTALLATION
(1) Position flag cover on door.
(2) Install nuts attaching mirror flag cover to door
frame.
(3) Install flag door seal.
(4) Install door trim panel. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION)
TRIM PANEL
REMOVAL
(1) Roll window down.
(2) Remove window crank (Fig. 16), if equipped.
(3) Remove screw attaching trim panel to outside
mirror frame.
(4) Remove screws attaching pull cup to door (Fig.
17).
(5) Using a trim panel removal tool, disengage
clips around perimeter of trim panel, attaching trim
panel to door.
(6) While holding bottom of trim panel away from
door, simultaneously lift upward and inboard.
(7) Disengage power mirror switch connector, if
equipped.
(8) Disengage power window/lock switch connectors from switch panel, if equipped (Fig. 18).
(9) Separate trim panel from door.
Fig. 17 Door Trim Panel
1
2
3
4
5
6
7
8
-
SCREW
SCREW
TRIM PANEL
DOOR LOCK BUTTON
POWER WINDOW HARNESS
POWER MIRROR HARNESS
POWER MIRROR
POWER MIRROR CONTROL
Fig. 16 Window Crank—Typical
1 - WINDOW CRANK REMOVAL TOOL
2 - WINDOW CRANK
INSTALLATION
NOTE: When replacing door trim panel, installer
must replace the X-mas tree style pin 6506878aa.
(1) Engage power mirror switch connector, if
equipped.
(2) Engage power window/lock switch connectors to
switch panel, if equipped.
Fig. 18 Power Window/Lock Switch Panel
1 - ELECTRICAL CONNECTOR
2 - POWER WINDOW/LOCK SWITCH PANEL
3 - WIRE HARNESS
23 - 76
DOOR - FRONT
BR/BE
TRIM PANEL (Continued)
(3) Position trim panel on door.
(4) Engage clips around perimeter of trim panel,
attaching trim panel to door.
(5) Install screws attaching pull cup to door.
(6) Install screw attaching trim panel to outside
mirror frame.
(7) Install window crank, if equipped.
WATERDAM
REMOVAL
(3) Remove glass from door or move glass to full
up position and secure glass to door with tape.
(4) Disengage power window motor wire connector
from door harness, if equipped.
(5) Remove bolts attaching window regulator to
inner door panel.
(6) Separate window regulator from door panel
(Fig. 20).
(7) Extract window regulator through access hole
in inner door panel.
(1) Remove door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL).
(2) Peel waterdam away from adhesive around
perimeter of inner door panel (Fig. 19).
Fig. 20 Door Glass Window Regulator
Fig. 19 Door Water Dam
1 - WATER DAM
2 - DOOR
INSTALLATION
(1) Position and align water dam with adhesive
around perimeter of inner door panel.
(2) Press water dam onto inner door panel to
secure.
(3) Install door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION).
WINDOW REGULATOR
REMOVAL
(1) Remove the door waterdam (Refer to 23 BODY/DOOR - FRONT/WATERDAM - REMOVAL).
(2) Remove nuts attaching door glass to window
regulator.
1
2
3
4
-
DOOR ASSEMBLY
WINDOW REGULATOR ASSEMBLY
DOOR GLASS ASSEMBLY
WINDOW REGULATOR
INSTALLATION
(1) Position window regulator in door through
access hole.
(2) Install bolts attaching window regulator to
inner door panel.
(3) Engage power window motor wire connector to
door harness, if equipped.
(4) Install glass in lift plate.
(5) Install the door waterdam (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION).
DOOR - CARGO
BR/BE
23 - 77
DOOR - CARGO
TABLE OF CONTENTS
page
AIR EXHAUSTER
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
CHECK
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
DOOR
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - CARGO DOOR
EXHAUST VENT
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
HINGE
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
INSIDE HANDLE ACTUATOR
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
LATCH - LOWER
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
LATCH - UPPER
REMOVAL . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . 77
. . . . . . . . . . . . 77
. . . . . . . . . . . . 78
. . . . . . . . . . . . 78
. . . . . . . . . . . . 78
. . . . . . . . . . . . 78
. . . . . . . . . . 78
. . . . . . . . . . . . 79
. . . . . . . . . . . . 79
. . . . . . . . . . . . 79
. . . . . . . . . . . . 80
. . . . . . . . . . . . 80
. . . . . . . . . . . . 80
. . . . . . . . . . . . 80
. . . . . . . . . . . . 80
page
INSTALLATION . . . . . . .
LATCH STRIKER - LOWER
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
LATCH STRIKER - UPPER
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
RELEASE CABLE
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
SHUTFACE HANDLE
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
TRIM PANEL
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
VENT WINDOW
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
WATERDAM
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
. . . . . . . . . . . . . . . . . . 81
. . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . . . 84
. . . . . . . . . . . . . . . . . . 85
. . . . . . . . . . . . . . . . . . 85
. . . . . . . . . . . . . . . . . . 85
. . . . . . . . . . . . . . . . . . 85
. . . . . . . . . . . . 81
AIR EXHAUSTER
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Peel back waterdam.
(3) Remove push-in fastener attaching air
exhauster to cargo door inner panel (Fig. 1).
(4) Separate air exhauster from cargo door.
INSTALLATION
(1) Position air exhauster in cargo door.
(2) Engage air exhauster upper tabs with cargo
door inner panel.
(3) Install push-in fastener attaching air exhauster
to cargo door inner panel (Fig. 1).
(4) Reposition waterdam.
(5) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
Fig. 1 Cargo Door Air Exhauster
1
2
3
4
-
CARGO DOOR
PUSH—IN FASTENER
DOOR EXHAUSTER
TAB
23 - 78
DOOR - CARGO
CHECK
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Remove the bolts attaching the door check to
the cab C-pillar.
(3) Remove the nuts attaching the door check to
the cargo door (Fig. 2).
(4) Remove the door check through the access hole
in the cargo door.
BR/BE
(4) Using the access hole in the cargo door inner
panel, disengage the speaker wire from the speaker
and route the wire through the door.
(5) Support the cargo door on a suitable device.
(6) Remove the bolts attaching the hinges to the
cargo door (Fig. 3).
Fig. 3 Cargo Door
1 - CARGO DOOR
2 - CARGO DOOR HINGE
Fig. 2 Door Check
INSTALLATION
(1) Position the door check in the cargo door
through the access hole.
(2) Install the nuts attaching the door check to the
cargo door (Fig. 2).
(3) Install the bolts attaching the door check to the
cab C-pillar.
(4) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
(1) Support the cargo door on a suitable device.
(2) Using the alignment marks, position the door
at the hinge.
(3) Install the bolts attaching the hinges to the
cargo door (Fig. 3). Tighten the bolts to 28 N·m (21
ft. lbs.) torque.
(4) Route the speaker wire through the door and
using the access hole in the cargo door inner panel,
engage the speaker wire at the speaker.
(5) Install the cargo door check strap at the cab
C-pillar (Refer to 23 - BODY/DOOR - CARGO/
CHECK - INSTALLATION).
(6) Install the cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
DOOR
ADJUSTMENTS
REMOVAL
ADJUSTMENT - CARGO DOOR
1 - CARGO DOOR
2 - DOOR CHECK
3 - CARGO DOOR INNER PANEL
INSTALLATION
(1) Using a grease pencil or equivalent, mark the
position of the hinge on the door.
(2) Remove the cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(3) Remove the cargo door check strap from the
cab C-pillar (Refer to 23 - BODY/DOOR - CARGO/
CHECK - REMOVAL).
CARGO DOOR FORE/AFT AND UP/DOWN
(1) As applicable, remove the C-pillar trim to
access the bolts attaching the cargo door to the C-pillar.
(2) Support the door with a padded floor jack.
(3) Loosen the applicable C-pillar to hinge bolts
and move the door to the correct position.If neces-
DOOR - CARGO
BR/BE
23 - 79
DOOR (Continued)
sary, loosen the other C-pillar to hinge bolts and
move the door to the correct position.
(4) Tighten the bolts to 28 N·m (21 ft. lbs.) torque.
(5) If necessary, loosen the bolts attaching the
lower striker and move striker to the correct position.
(6)
If necessary, loosen the bolts attaching the upper
latch to the cargo door and move to the correct position. (Fig. 4)
Fig. 5 Cargo Door Exhaust Vent
1 - CARGO DOOR
2 - EXHAUST VENT
HINGE
REMOVAL
Fig. 4 CARGO DOOR UPPER LATCH
1 - UPPER LATCH
2 - ADJUSTMENT SLOTS
3 - CARGO DOOR
(1) Remove cargo door (Refer to 23 - BODY/DOOR
- CARGO/DOOR - REMOVAL).
(2) Remove quarter trim panel (Refer to 23 BODY/INTERIOR/QUARTER
TRIM
PANEL
REMOVAL).
(3) Remove bolts attaching hinge to C-pillar (Fig.
6).
(4) Separate hinge from vehicle.
CARGO DOOR IN/OUT
(1) Loosen the applicable hinge to door fasteners
and move the door to the correct position.
(2) Tighten the bolts to 28 N·m (21 ft. lbs.) torque.
EXHAUST VENT
REMOVAL
(1) Using a trim stick, carefully pry bottom of vent
to disengage from door (Fig. 5).
(2) Separate vent from door.
INSTALLATION
(1) Position upper side of vent in door opening.
(2) Slide upward until tabs on top edge are in
place.
(3) Push the lower side of the vent towards the
door until the tabs snap into place.
(4) Ensure vent is fully seated.
Fig. 6 Cargo Door Hinge
1
2
3
4
5
-
CARGO DOOR
CAB
UPPER HINGE
LOWER HINGE
DOOR CHECK
23 - 80
DOOR - CARGO
BR/BE
HINGE (Continued)
INSTALLATION
(1) Position hinge on vehicle.
(2) Install bolts attaching hinge to C-pillar (Fig. 6).
Tighten bolts to 28 N·m (21 ft. lbs.) torque.
(3) Install quarter trim panel (Refer to 23 - BODY/
INTERIOR/QUARTER TRIM PANEL - INSTALLATION).
(4) Install cargo door (Refer to 23 - BODY/DOOR CARGO/DOOR - INSTALLATION).
INSIDE HANDLE ACTUATOR
REMOVAL
NOTE: The cargo door inside handle actuator is
heat staked to the trim panel (Fig. 7).
LATCH - LOWER
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Peel back waterdam to access air exhauster.
(3) Remove cargo door air exhauster (Refer to 23 BODY/DOOR - CARGO/AIR EXHAUSTER - REMOVAL).
(4) Disengage lower latch to shutface handle rod at
shutface handle (Fig. 8).
(5) Remove nuts attaching lower latch to cargo
door.
(6) Separate lower latch and latch rod from cargo
door.
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Disengage release cable from inside handle.
(3) Using a small file, drummel tool or die grinder,
remove the melted material securing the handle to
the trim panel.
(4) Separate the handle from the trim panel.
Fig. 8 Cargo Door Lower Latch
1 - LOWER LATCH TO HANDLE ROD
2 - LOWER CARGO DOOR LATCH
3 - CARGO DOOR
INSTALLATION
Fig. 7 Heat Staked Locations
1
2
3
4
-
RELEASE CABLE
HEAT STAKED LOCATIONS
CARGO DOOR TRIM PANEL
HEAT STAKED LOCATIONS
INSTALLATION
(1) Position the handle in the trim panel.
(2) Using a soldering gun, and using the additional
studs, heat stake the handle to the trim panel.
(3) Engage release cable to inside handle.
(4) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
(1) If installing a new replacement latch:
(a) Engage latch rod to latch rod retaining clip
in lower latch. Ensure “white” latch installation
pin is in the position closest to the latch release
lever (Fig. 9).
(2) If the latch was not replaced and the existing
latch is to be installed:
(a) Slide “white” latch installation pin to the
position closest to the latch release lever.
(3) Position lower latch and latch rod in cargo
door.
(4) Install nuts attaching lower latch to cargo door.
Tighten nuts to 12 N·m (9 ft. lbs.) torque (Fig. 8).
(5) Engage latch rod to latch rod retaining clip in
lower latch.
DOOR - CARGO
BR/BE
23 - 81
LATCH - LOWER (Continued)
CAUTION: When engaging lower latch release rod
to shutface handle, ensure lower latch rod is
pushed all the way down before engaging to the
handle.
(6) Engage lower latch rod to shutface handle
(7) Cycle the shutface handle and verify latch
operation.
(8) Install cargo door air exhauster (Refer to 23 BODY/DOOR - CARGO/AIR EXHAUSTER INSTALLATION).
(9) Reposition waterdam.
(10) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
Fig. 10 Cargo Door Upper Latch
1
2
3
4
Fig. 9 Cargo Door Lower Latch Installation Pin
1
2
3
4
5
-
LATCH ROD RETAINING CLIP
SLOT
CARGO DOOR LOWER LATCH
INSTALLATION PIN
LATCH RELEASE LEVER
LATCH - UPPER
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Using a grease pencil or equivalent, mark the
position of the bolts.
(3) Disengage upper latch release rod from shutface handle.
(4) Remove the bolts attaching upper latch to
cargo door (Fig. 10).
(5) Separate upper latch and latch rod from cargo
door.
INSTALLATION
(1) The new replacement latch is supplied with an
alignment set screw located in the lower mounting
- CARGO DOOR
- UPPER CARGO DOOR LATCH
- UPPER LATCH TO HANDLE ROD
- ALIGNMENT SET SCREW
hole of the upper cargo door latch. If a new is latch is
being installed, use the following procedure:
(a) Verify alignment set screw is fully seated in
latch.
(b) Engage latch rod to latch.
(c) Position latch in cargo door with alignment
set screw located in the lower hole.
(d) Align bolt with reference mark.
(e) Install upper bolt. Tighten bolt to 23 N·m (17
ft. lbs.) torque.
(f) Engage latch rod to shutface handle.
(g) Remove alignment set screw from lower hole.
(h) Align lower bolt with reference mark.
(i) Install bolt in lower hole. Tighten bolt to 23
N·m (17 ft. lbs.) torque.
CAUTION: When engaging upper latch release rod
to shutface handle, ensure the latch rod is pushed
all the way up before engaging into the shutface
handle.
(2) If the latch was not replaced and the existing
latch is to be installed:
(a) Engage latch rod to latch.
(b) Position upper latch and latch rod in cargo
door.
(c) Align bolts with reference marks.
(d) Install the bolts attaching upper latch to
cargo door (Fig. 10). Tighten the bolts to 23 N·m
(17 ft. lbs.) torque.
(e) Engage upper latch release rod to shutface
handle.
(3) Cycle the shutface handle and verify latch
operation.
23 - 82
DOOR - CARGO
BR/BE
LATCH - UPPER (Continued)
(4) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
LATCH STRIKER - LOWER
INSTALLATION
(1) Position upper striker on roof.
(2) Install bolts attaching striker to roof (Fig. 11) .
Tighten bolts to 23 N·m (17 ft. lbs.) torque.
(3) Install the screws attaching striker trim cover
to roof.
REMOVAL
(1) Using a grease pencil or equivalent, mark the
position of the lower striker on the sill.
(2) Remove the torx screws attaching the striker to
the sill (Fig. 11) .
(3) Separate striker from sill.
INSTALLATION
(1) Using the alignment marks, position striker on
sill.
(2) Install the torx screws attaching the striker to
the sill (Fig. 11) . Tighten screws to 28 N·m (21 ft.
lbs.) torque.
RELEASE CABLE
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Disengage release cable from inside release
handle (Fig. 12).
(3) Peel back waterdam
(4) Disengage release cable from shutface door
handle (Fig. 13).
(5) Separate release cable from cargo door.
LATCH STRIKER - UPPER
REMOVAL
(1) Remove screws attaching striker trim cover to
roof.
(2) Remove bolts attaching striker to roof (Fig. 11).
(3) Separate upper striker from roof.
Fig. 12 Cargo Door Release Handle
1 - CARGO DOOR RELEASE CABLE
2 - CARGO DOOR RELEASE HANDLE
INSTALLATION
(1) Position release cable in cargo door.
(2) Engage release cable to shutface door handle.
(3) Reposition waterdam
(4) Engage release cable to inside release handle.
(5) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
Fig. 11 Cargo Door Strikers
1 - UPPER STRIKER
2 - LOWER STRIKER
DOOR - CARGO
BR/BE
23 - 83
RELEASE CABLE (Continued)
Fig. 15 Shutface Handle
Fig. 13 Shutface Door Handle
1 - RELEASE CABLE
2 - SHUTFACE DOOR HANDLE
SHUTFACE HANDLE
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Peel back waterdam.
(3) Disengage upper and lower latch release rods
from shutface handle (Fig. 14).
(4) Disengage cargo door release cable.
(5) Remove screws attaching shutface handle to
cargo door (Fig. 15).
(6) Separate handle from cargo door.
1 - CARGO DOOR RELEASE CABLE
2 - CARGO DOOR
3 - SHUTFACE DOOR HANDLE
INSTALLATION
(1) Position handle in cargo door.
(2) Install screws attaching shutface handle to
cargo door (Fig. 15).
(3) Engage cargo door release cable.
CAUTION: When engaging upper and lower latch
release rods to shutface handle, ensure the upper
latch rod is pushed all the way up and the lower
latch rod is pushed all the way down before engaging into the shutface handle.
(4) Engage upper and lower latch release rods to
shutface handle.
(5) Cycle the shutface handle and verify operation.
(6) Reposition waterdam.
(7) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
TRIM PANEL
REMOVAL
(1) Remove the screws attaching the cargo door
pull cup to the cargo door (Fig. 16).
(2) Remove the screw attaching the inside release
handle to the cargo door.
Fig. 14 Cargo Door Latch Rods
1 - UPPER LATCH ROD
2 - SHUTFACE HANDLE
3 - LOWER LATCH ROD
NOTE: The cargo door trim panel is secured to the
cargo door with spring clips and push-in fasteners
(Fig. 17).
(3) Using a trim panel removal tool, remove the
push-in fasteners attaching the trim panel to the
cargo door.
23 - 84
DOOR - CARGO
BR/BE
TRIM PANEL (Continued)
2(4) Pull the trim panel outward to disengage the
spring clips.
(5) Separate the trim panel from the cargo door.
(6) Disengage the cargo door release cable from
the inside release handle (Fig. 18).
Fig. 16 Cargo Door Trim Panel
1
2
3
4
5
6
-
CARGO DOOR
PUSH-IN FASTENER
SPRING CLIP
CARGO DOOR TRIM
PULL CUP
INSIDE HANDLE
Fig. 17 Cargo Door Trim Panel Fasteners
1
2
3
4
-
CARGO DOOR TRIM PANEL
SPRING CLIPS
PUSH-IN FASTENERS
INSIDE RELEASE HANDLE
INSTALLATION
NOTE: When replacing door trim panel, installer
must replace the X-mas tree style pins.
(1) Engage the cargo door release cable to the
inside release handle (Fig. 18).
(2) Position the trim panel on the cargo door.
(3) Align all fasteners and starting at the top of
the panel, push into place to secure.
(4) Install the screw attaching the inside release
handle to the cargo door.
(5) Install the screws attaching the cargo door pull
cup to the cargo door (Fig. 16).
Fig. 18 Cargo Door Release Cable
1 - CARGO DOOR RELEASE CABLE
2 - CARGO DOOR RELEASE HANDLE
DOOR - CARGO
BR/BE
23 - 85
VENT WINDOW
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Remove the screws attaching the latch to the
cargo door (Fig. 19).
(3) Remove the bolts attaching the vent glass to
the cargo door (Fig. 20).
(4) Remove the glass from the door.
(5) If necessary, remove the latch from the glass.
Fig. 20 Cargo Door Quarter Glass Vent Window
1 - CARGO DOOR
2 - CARGO DOOR QUARTER GLASS
Fig. 19 Cargo Door Quarter Glass Vent Window
Latch
1 - CARGO DOOR QUARTER GLASS
2 - LATCH
INSTALLATION
(1) If removed, install the latch to the glass.
Tighten the screw with 5 N·m (45 in. lbs.) torque.
(2) Center the glass in the cargo door opening.
(3) Install the bolts attaching the vent glass to the
cargo door.
(4) Install the screws attaching the latch to the
cargo door.
(5) Install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
WATERDAM
REMOVAL
(1) Remove cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - REMOVAL).
(2) Carefully peel waterdam from door (Fig. 21).
Fig. 21 Cargo Door Waterdam
1 - WATER DAM
2 - CARGO DOOR
INSTALLATION
If a replacement waterdam is being applied, clean
cargo door inner panel with Mopar Super Clean or
equivalent.
(1) Position waterdam on cargo door and press into
place.
(2) install cargo door trim panel (Refer to 23 BODY/DOOR - CARGO/TRIM PANEL - INSTALLATION).
23 - 86
EXTERIOR
BR/BE
EXTERIOR
TABLE OF CONTENTS
page
EXTERIOR
DESCRIPTION . . . . . . . . . . .
OPERATION . . . . . . . . . . . . .
BODY SIDE MOLDINGS
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
BODY STRIPES AND DECALS
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
TAPE STRIPE
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
EXTERIOR NAME PLATES
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
COWL GRILLE
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
ROOF JOINT MOLDING
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
GRILLE
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
GRILLE FRAME
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
FRONT END SPLASH SHIELDS
REMOVAL . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . .
. . . . . . . . . . . . . . 86
. . . . . . . . . . . . . . 86
. . . . . . . . . . . . . . 86
. . . . . . . . . . . . . . 87
. . . . . . . . . . . . . . 87
. . . . . . . . . . . . . . 87
. . . . . . . . . . . . . . 88
. . . . . . . . . . . . . . 89
. . . . . . . . . . . . . . 89
. . . . . . . . . . . . . . 89
. . . . . . . . . . . . . . 90
. . . . . . . . . . . . . . 90
. . . . . . . . . . . . . . 91
. . . . . . . . . . . . . . 91
. . . . . . . . . . . . . . 91
. . . . . . . . . . . . . . 91
. . . . . . . . . . . . . . 91
. . . . . . . . . . . . . . 92
. . . . . . . . . . . . . . 92
. . . . . . . . . . . . . . 92
EXTERIOR
DESCRIPTION
Exterior sheet metal components make up the
exterior of the vehicle. Some exterior metal systems
are welded assemblies, such as doors and hoods.
Some exterior trim items are made of composite.
page
LEFT FRONT FENDER
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
RIGHT FRONT FENDER
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
FUEL FILL DOOR
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
REAR FENDER
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
REAR SPLASH SHIELD
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
REAR WHEELHOUSE LINER
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
CARGO BOX
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SIDE VIEW MIRROR
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SIDE VIEW MIRROR - LOW MOUNTED
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SIDE VIEW MIRROR GLASS
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
. . . . . . . . . 93
. . . . . . . . . 93
. . . . . . . . . 94
. . . . . . . . . 94
. . . . . . . . . 95
. . . . . . . . . 95
. . . . . . . . . 95
. . . . . . . . . 95
. . . . . . . . . 96
. . . . . . . . . 96
. . . . . . . . . 96
. . . . . . . . . 96
. . . . . . . . . 97
. . . . . . . . . 97
. . . . . . . . . 97
. . . . . . . . . 98
. . . . . . . . . 98
. . . . . . . . . 98
. . . . . . . . . 98
. . . . . . . . . 98
system. Trim components made of composite are
stamped with the type of material used.
DaimlerChrysler uses various fasteners to retain
trim items. At times, it is not possible to remove trim
items without damaging the fastener. If it is not possible to remove an item without damaging a component, cut or break the fasteners and use new ones
when installing the component.
OPERATION
The exterior is finished in various metal stampings
and composite moldings. These assemblies give the
vehicle a finished appearance and protect the occupants from the elements. Some components are part
of the energy absorbing system used to protect the
occupants in collisions. The exterior sheet metal is
repairable and adjustable for fit and finish. Welded
and bonded component systems are adjustable as a
BODY SIDE MOLDINGS
REMOVAL
(1) Warm the effected stick-on molding and body
metal to approximately 38°C (100°F) using a suitable
heat lamp or heat gun.
(2) Pull stick-on molding from painted surface
(Fig. 1) and (Fig. 2).
EXTERIOR
BR/BE
23 - 87
BODY SIDE MOLDINGS (Continued)
Fig. 1 Body Side Moldings
BODY STRIPES AND DECALS
REMOVAL
(1) Warm the panel to approximately 38°C (100°F)
using a suitable heat lamp or heat gun.
(2) Peel decal from body panel using an even pressure pull.
(3) Remove adhesive residue from body panel
using a suitable adhesive removing solvent.
INSTALLATION
Fig. 2 Body Side Moldings—Dual Wheel
INSTALLATION
(1) Clean body surface with MOPARt Super Kleen
solvent or equivalent. Wipe surface dry with lint free
cloth.
(2) Apply a length of masking tape on the body,
parallel to the top edge of the molding to use as a
guide, if necessary.
(3) Remove protective cover from tape on back of
molding. Apply molding to body below the masking
tape guide (Fig. 1) and (Fig. 2).
(4) Remove masking tape guide and heat body and
molding, see step one. Firmly press molding to body
surface to assure adhesion.
The painted surface of the body panel to be covered
by a decal must be smooth and completely cured
before decal can be applied. Ripples and feather edging will read through if surface is not properly prepared. Clean all residue from surface.
(1) Peel paper backing away from decal exposing
adhesive back of decal.
(2) Apply soap solution liberally to adhesive back
of decal.
(3) Apply soap solution liberally to body panel surface.
(4) Place decal into position on body panel (Fig. 3)
. Smooth out wrinkles by pulling lightly on edges of
decal until it lays flat on painted surface.
(5) Push air pockets from under decal to the
perimeter of the panel from the center of the decal
out.
23 - 88
EXTERIOR
BR/BE
BODY STRIPES AND DECALS (Continued)
Fig. 3 Decals
1 - TAPE STRIPE
(6) Squeegee soap solution and air bubbles from
behind decal from the center of the panel out using a
body putty applicator squeegee.
(7) Apply heat to decal to evaporate residual moisture from edges of decal.
(8) Small air or water bubbles under decal can be
pierced with a pin and smoothed out.
TAPE STRIPE
REMOVAL
(1) If the panel that is being serviced is not going
to be refinished, apply a length of masking tape parallel to the edge of the original tape stripe to aid
installation.
(2) Warm the panel to approximately 38°C (100°F)
using a suitable heat lamp or heat gun.
(3) Peel tape stripe (Fig. 4) from body panel using
an even pressure pull.
(4) Remove adhesive residue from body panel
using a suitable adhesive removing solvent.
Fig. 4 Tape Stripe Overlay
1 - CAB/DOOR TAPE STRIPE
2 - HOOD TAPE STRIPE
EXTERIOR
BR/BE
23 - 89
TAPE STRIPE (Continued)
INSTALLATION
The painted surface of the body panel to be covered
by a tape stripe overlay must be smooth and completely cured before overlay can be applied. If painted
surface is not smooth, wet sand with 600 grit wet/dry
sand paper until surface is smooth. Ripples and
feather edging will read through overlay if surface is
not properly prepared. Clean all residue from surface.
Installation equipment:
• Pail filled with mild dish soap solution.
• Lint free applicator cloth or sponge.
• Body putty applicator squeegee.
• Heat gun or sun lamp.
• Razor knife.
(1) Spread replacement tape stripe overlay across
a smooth flat work surface, finish side down.
(2) Peel paper backing away from overlay exposing
adhesive back of overlay.
(3) Apply soap solution liberally to adhesive back
of overlay.
(4) Apply soap solution liberally to body panel surface.
(5) Place overlay into position on body panel.
Smooth out wrinkles by pulling lightly on edges of
overlay until it lays flat on painted surface.
(6) Push air pockets from under overlay to the
perimeter of the panel from the center of the overlay
out.
(7) Squeegee soap solution and air bubbles from
behind overlay from the center of the panel out using
a body putty applicator squeegee (Fig. 5).
CAUTION: Do not cut into painted surface of body
panel when trimming overlay to size.
(8) Trim overlay to size using a razor knife. Leave
at least 13 mm (0.5 in.) for edges of doors and openings.
CAUTION: Do not overheat overlay when performing step 9.
(9) Apply heat to overlay to evaporate residual
moisture from edges of overlay and to allow overlay
to be stretched into concave surfaces.
(10) Edge turn overlay around doors or fenders.
(11) Install exterior trim if necessary.
(12) Small air or water bubbles under overlay can
be pierced with a pin and smoothed out.
Fig. 5 Tape Stripe Application
1
2
3
4
-
SQUEEGEE
CARRIER
BODY PANEL
TAPE STRIPE
EXTERIOR NAME PLATES
REMOVAL
NOTE: Exterior nameplates are attached to body
panels with adhesive tape.
(1) Apply a length of masking tape on the body,
parallel to the top edge of the nameplate to use as a
guide, if necessary.
(2) If temperature is below 21°C (70°F) warm
emblem with a heat lamp or gun. Do not exceed 52°C
(120°F) when heating emblem.
(3) Insert a plastic trim stick or a hard wood
wedge behind the emblem to separate the adhesive
backing from the body.
(4) Clean adhesive residue from body with
MOPARt Super Clean solvent or equivalent.
INSTALLATION
(1) Remove protective cover from adhesive tape on
back of emblem.
(2) Position emblem properly on body (Fig. 6).
(3) Press emblem firmly to body with palm of
hand.
(4) If temperature is below 21°C (70°F) warm
emblem with a heat lamp or gun to assure adhesion.
Do not exceed 52°C (120°F) when heating emblem.
23 - 90
EXTERIOR
BR/BE
EXTERIOR NAME PLATES (Continued)
Fig. 6 Exterior Nameplates
COWL GRILLE
REMOVAL
(1) Open hood.
(2) Remove wiper arms (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER ARMS - REMOVAL
AND INSTALLATION).
(3) Disconnect windshield washer tubing from coupling near left hood hinge.
(4) Remove plastic nuts attaching cowl cover to
cowl (Fig. 7).
(5) Pull cowl seal from flange on front of cowl.
(6) Separate cowl cover from vehicle.
INSTALLATION
(1) Position cowl cover on vehicle. Ensure end
seals are positioned correctly and in good condition.
(2) Install cowl seal.
(3) Install plastic nuts attaching cowl cover to cow.
(4) Connect windshield washer tubing to coupling
near left hood hinge.
(5) Install wiper arms.
Fig. 7 Cowl Cover
1
2
3
4
5
-
COWL COVER
PLASTIC NUT
END SEAL
PUSH—IN STUD
END SEAL
EXTERIOR
BR/BE
23 - 91
ROOF JOINT MOLDING
REMOVAL
(1) Warm the roof joint molding and roof panel to
approximately 38°C (100°F) using a suitable heat
lamp or heat gun.
(2) Pull molding from roof joint (Fig. 8).
Fig. 9 Grille - Sport
1 - HOOD
2 - GRILLE
3 - GRILLE FRAME
Fig. 8 Roof Joint Molding
1
2
3
4
- ROOF
- JOINT MOLDING
- B-PILLAR
- ADHESIVE TAPE
INSTALLATION
(1) Remove adhesive tape residue from roof joint.
(2) If molding is to be reused, remove tape residue
from back of molding. Clean molding with MOPARt
Super Kleen solvent or equivalent. Wipe molding dry
with lint free cloth. Apply new body side molding
(two sided adhesive) tape to back of molding.
(3) Clean roof joint with MOPARt Super Kleen solvent or equivalent. Wipe dry with lint free cloth.
(4) Remove protective cover from tape on back of
molding and apply molding to roof joint.
(5) Heat roof and molding, see step one. Firmly
press molding into roof joint to assure adhesion.
GRILLE
Fig. 10 Grille - SLT
1 - HOOD
2 - GRILLE FRAME
3 - GRILLE
INSTALLATION
(1)
(2)
(3)
(4)
Position grille on vehicle.
Install nuts attaching grille to hood.
Install bolts attaching sides of grille to frame.
Install bolts attaching bottom of grille to frame.
REMOVAL
(1) Open hood.
(2) Remove bolts attaching bottom of grille to
frame (Fig. 9).
(3) Remove bolts attaching sides of grille to frame.
(4) Remove nuts attaching grille to hood (Fig. 10).
(5) Separate grille from vehicle.
GRILLE FRAME
REMOVAL
(1) Remove bolts attaching guide loop for hood
safety catch release rod to grille frame.
(2) Remove grille.
23 - 92
EXTERIOR
BR/BE
GRILLE FRAME (Continued)
(3) Remove screws attaching grille frame to hood
(Fig. 11) and (Fig. 12).
(4) Separate grille frame from hood.
FRONT END SPLASH SHIELDS
REMOVAL
(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Remove front wheel.
(3) Remove plastic rivets attaching wheelhouse
liner to fender at the edge of wheel opening.
(4) Remove plastic rivets attaching liner to the
wheelhouse (Fig. 13).
(5) Separate front wheelhouse liner from wheelhouse.
Fig. 11 Grille Frame - SLT
1 - HOOD
2 - GRILLE FRAME
Fig. 13 Front Wheelhouse Liner
1
2
3
4
-
FENDER
BUMPER ASSEMBLY
PLASTIC RIVET
WHEELHOUSE LINER
INSTALLATION
Fig. 12 Grille Frame - Sport
1 - HOOD
2 - GRILLE FRAME
INSTALLATION
(1) Position grille frame on hood.
(2) Install screws attaching grille frame to hood.
(3) Install grille.
(4) Install bolts attaching guide loop for hood
safety catch release rod to grille frame.
(1) Position front wheelhouse liner in wheelhouse.
(2) Install plastic rivets attaching liner to the
wheelhouse.
(3) Install plastic rivets attaching wheelhouse liner
to fender at the edge of wheel opening.
(4) Install front wheel.
(5) Remove safety stands and lower vehicle.
EXTERIOR
BR/BE
23 - 93
LEFT FRONT FENDER
REMOVAL
(1) Remove front bumper (Refer to 13 - FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER
REMOVAL).
(2) Remove air cleaner from wheelhouse (DIESEL
ONLY).
(3) Remove coolant overflow bottle (V-10 ONLY).
(4) Remove battery tray (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/TRAY - REMOVAL).
(5) Remove screws attaching power distribution
center to left wheelhouse (Fig. 14).
(6) Disengage wire harness tie-downs from wheelhouse.
(7) Disconnect wiring harness to headlamp connector.
(8) Disconnect wiring harness to airbag sensor and
remove airbag sensor from wheelhouse.
(9) Remove bolts attaching anti-lock brake controller to wheelhouse (Fig. 14), if equipped.
(10) Disengage windshield washer tubing tiedowns from wheelhouse (Fig. 14).
(11) Remove bolts attaching front fender to cowl
reinforcement (Fig. 15).
(12) Remove bolts attaching front fender to radiator closure panel (Fig. 16).
(13) Remove bolts attaching bottom of front fender
to rocker panel lower flange.
(14) Open left door.
(15) Remove bolt attaching front fender to hinge
pillar mounting bracket.
(16) Remove bolts attaching top of fender to radiator closure panel.
(17) Separate left front fender from vehicle.
Fig. 14 Left Front Fender Access Components
1
2
3
4
5
6
- ABS CONTROLLER
- POWER DISTRIBUTION CENTER
- BATTERY
- FENDER
- WINDSHIELD WASHER RESERVOIR
- BRAKE MASTER CYLINDER
INSTALLATION
(1) Position left front fender on vehicle.
(2) Install bolts attaching top of fender to radiator
closure panel.
(3) Install bolt attaching front fender to hinge pillar mounting bracket.
(4) Install bolts attaching bottom of front fender to
rocker panel lower flange.
(5) Install bolts attaching front fender to radiator
closure panel.
(6) Install bolts attaching front fender to cowl reinforcement.
(7) Secure windshield washer tubing tie-downs to
wheelhouse.
(8) Install anti-lock brake controller to wheelhouse, if equipped.
(9) Install airbag sensor to wheelhouse and connect wiring harness to airbag sensor.
(10) Connect wiring harness to headlamp connector.
Fig. 15 Fender to Cowl Reinforcement—Typical
1 - BOLT
2 - FENDER
3 - FENDER—TO—COWL REINFORCEMENT
23 - 94
EXTERIOR
BR/BE
LEFT FRONT FENDER (Continued)
(11) Remove bolts attaching bottom of front fender
to rocker panel lower flange (Fig. 17).
(12) Open right door.
(13) Remove bolt attaching front fender to hinge
pillar mounting bracket (Fig. 17).
(14) Remove bolts attaching top of fender to radiator closure panel (Fig. 17).
(15) Separate right front fender from vehicle.
Fig. 16 Left Fender to Radiator Closure Panel
Fasteners
1 - LEFT FENDER
2 - RADIATOR CLOSURE PANEL
(11) Secure wire harness tie-downs to wheelhouse.
(12) Install power distribution center to wheelhouse.
(13) Install battery tray (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/TRAY - INSTALLATION).
(14) Install coolant overflow bottle (V-10 ONLY).
(15) Install air cleaner (DIESEL ONLY).
(16) Install front bumper (Refer to 13 - FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER
INSTALLATION).
RIGHT FRONT FENDER
REMOVAL
(1) Remove front bumper (Refer to 13 - FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER
REMOVAL).
(2) Disconnect and isolate battery negative cable.
(3) Remove auxiliary battery and tray on right
side, if equipped.
(4) Disengage wire harness tie-downs from wheelhouse.
(5) Disconnect wiring harness to headlamp connector.
(6) Disconnect wiring harness to airbag sensor and
remove airbag sensor from wheelhouse.
(7) Remove front wheelhouse liner (Fig. 13) (Refer
to 23 - BODY/EXTERIOR/FRONT END SPLASH
SHIELDS - REMOVAL).
(8) Disengage air conditioning tubing from inner
fender clips.
(9) Remove bolts attaching front fender to cowl
reinforcement (Fig. 15).
(10) Remove bolts attaching front fender to radiator closure panel.
Fig. 17 Right Front Fender
1 - RADIATOR CLOSURE PANEL
2 - RIGHT FENDER
INSTALLATION
(1) Position fender on vehicle.
(2) Install bolts attaching top of fender to radiator
closure panel.
(3) Install bolt attaching front fender to hinge pillar mounting bracket.
(4) Install bolts attaching bottom of front fender to
rocker panel lower flange.
(5) Install bolts attaching front fender to radiator
closure panel.
(6) Install bolts attaching front fender to cowl reinforcement.
(7) Secure air conditioning tubing to inner fender
clips.
(8) Install front wheelhouse liner (Refer to 23 BODY/EXTERIOR/FRONT END SPLASH SHIELDS
- INSTALLATION).
(9) Install airbag sensor and connect wiring harness to airbag sensor.
(10) Connect wiring harness to headlamp connector.
(11) Secure wire harness tie-downs to wheelhouse.
(12) Install auxiliary battery tray and battery on
right side, if equipped.
(13) Connect battery negative cable.
(14) Install front bumper (Refer to 13 - FRAMES
&
BUMPERS/BUMPERS/FRONT
BUMPER
INSTALLATION).
EXTERIOR
BR/BE
FUEL FILL DOOR
REMOVAL
(1) Open fuel fill door.
(2) Remove bolts attaching fuel fill door to cargo
box quarter panel (Fig. 18).
(3) Separate fuel fill door from vehicle.
23 - 95
(9) Remove rear wheelhouse liner, if equipped
(Refer to 23 - BODY/EXTERIOR/REAR WHEELHOUSE SPLASH SHIELD - REMOVAL).
(10) Remove nuts attaching front of rear fender to
cargo box from behind side panel forward of wheelhouse.
(11) Remove screws attaching access panel to top
of wheelhouse.
(12) Remove nuts attaching rear fender to cargo
box through access hole in top of wheelhouse.
(13) Separate rear fender from cargo box side
panel (Fig. 19).
Fig. 18 Fuel Fill Door
1 - CARGO BOX
2 - FUEL FILL DOOR
INSTALLATION
(1) Separate fuel fill door on cargo box.
(2) Install bolts attaching fuel fill door to cargo box
quarter panel.
Fig. 19 Rear Fender - Dual Wheels
1 - RETAINER
2 - FENDER (DUAL WHEEL)
INSTALLATION
REAR FENDER
REMOVAL
(1) Open fuel fill door, left side only.
(2) Remove screws attaching fuel fill neck to rear
fender opening.
(3) Remove tail lamp. (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/TAIL LAMP UNIT
- REMOVAL)
(4) Remove nuts attaching rear fender to cargo box
side panel through tail lamp opening.
(5) Remove the identification lamps. (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
OUTBOARD IDENTIFICATION LAMP - REMOVAL)
(6) Remove bolts attaching bottom of fender to
cargo box forward of rear wheel.
(7) Remove bolts attaching bottom of fender to
cargo box rearward of rear wheel.
(8) Remove rear wheelhouse splash shields (Refer
to 23 - BODY/EXTERIOR/REAR WHEELHOUSE
SPLASH SHIELD - REMOVAL).
Ensure the retainers are in good condition.
(1) Position rear fender on cargo box side panel.
(2) Using access hole in top of wheelhouse, install
nuts attaching rear fender to cargo box.
(3) Install screws attaching access panel to top of
wheelhouse.
(4) From behind side panel forward of wheelhouse,
install nuts attaching front of rear fender to cargo
box.
(5) Install rear wheelhouse liners if equipped,
(Refer to 23 - BODY/EXTERIOR/REAR WHEELHOUSE SPLASH SHIELD - INSTALLATION).
(6) Install rear wheelhouse splash shields (Refer to
23 - BODY/EXTERIOR/REAR WHEELHOUSE
SPLASH SHIELD - INSTALLATION).
(7) Install bolts attaching bottom of fender to cargo
box rearward of rear wheel.
(8) Install bolts attaching bottom of fender to cargo
box forward of rear wheel.
(9) Install identification lamps. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/OUTBOARD
IDENTIFICATION
LAMP
INSTALLATION)
23 - 96
EXTERIOR
BR/BE
REAR FENDER (Continued)
(10) Using tail lamp opening, install nuts attaching rear fender to cargo box side panel.
(11) Install tail lamp. (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/TAIL LAMP UNIT
- INSTALLATION)
(12) Install screws attaching fuel fill neck to rear
fender opening.
REAR WHEELHOUSE LINER
REMOVAL
(1) Remove plastic rivets attaching rear wheelhouse liner to rear wheel opening lip (Fig. 21).
(2) Remove plastic rivets attaching rear wheelhouse liner to rear wheelhouse.
(3) Separate rear wheelhouse liner form vehicle.
REAR SPLASH SHIELD
REMOVAL
(1) Remove screws holding rear splash shield to
rear wheel opening lip (Fig. 20).
(2) Remove push in fasteners holding rear splash
shield to rear wheelhouse.
(3) Separate splash shield from vehicle.
Fig. 21 Rear Wheelhouse Liner
1 - FENDER
2 - WHEEL HOUSELINER
3 - PLASTIC RIVET
INSTALLATION
Fig. 20 REAR SPLASH SHIELDS
1
2
3
4
-
FUEL FILLER DOOR
REAR FENDER
REAR SECTION REAR WHEEL HOUSE LINER
PUSH IN FASTENERS
INSTALLATION
(1) Position splash shield in wheelhouse opening.
(2) Install plastic rivets holding rear splash shield
to rear wheelhouse.
(3) Install plastic rivets holding rear splash shield
to rear wheel opening lip.
(1) Position rear wheelhouse liner in wheelhouse
opening.
(2) Install plastic rivets attaching rear wheelhouse
liner to rear wheelhouse.
(3) Working front to rear, install plastic rivets
attaching rear wheelhouse liner to rear wheel opening lip.
EXTERIOR
BR/BE
CARGO BOX
SIDE VIEW MIRROR
REMOVAL
REMOVAL
CAUTION: The bolts attaching the cargo box to the
frame are specially coated to provide a locking action.
These bolts are not reusable and must be replaced
each time the cargo box is removed or replaced.
(1) Open fuel fill door.
(2) Remove screws attaching fuel fill neck adaptor
to cargo box side wall.
(3) Separate fuel fill neck from cargo box.
(4) Disengage tail lamp wire connector from main
body harness at left rear frame rail.
(5) Remove bolts attaching cargo box to frame rails
(Fig. 22).
(6) Using a suitable lifting device, separate cargo
box from vehicle.
(1) Remove door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL).
(2) Remove mirror flag door seal (Fig. 23).
(3) Disengage power mirror wire connector from
door harness, if equipped (Fig. 24).
(4) Remove nuts attaching sideview mirror to door
frame (Fig. 25).
(5) Separate harness grommet form door frame, if
equipped.
(6) Separate sideview mirror from vehicle.
Fig. 23 Mirror Flag Door Seal
1 - MIRROR
2 - MIRROR FLAG SEAL
Fig. 22 Cargo Box
1
2
3
4
5
- CARGO BOX
- FRAME
- BOLT
- AXLE
- BOLT
INSTALLATION
(1) Using a suitable lifting device, position cargo
box on vehicle.
(2) Install new bolts attaching cargo box to frame
rails. Tighten bolts to 54 N·m (40 ft. lbs.) torque.
(3) Engage tail lamp wire connector to main body
harness at left rear frame rail.
(4) Install fuel fill neck.
23 - 97
Fig. 24 Sideview Mirror—Power
1 - POWER MIRROR
2 - NUT
3 - CONNECTOR
23 - 98
EXTERIOR
BR/BE
SIDE VIEW MIRROR (Continued)
Fig. 25 Sideview Mirror
1 - MIRROR
2 - NUT
3 - DOOR
INSTALLATION
(1) Position sideview mirror on door.
(2) Install harness grommet in door frame, if
equipped.
(3) Install nuts attaching sideview mirror to door
(Fig. 25).
(4) Engage power mirror wire connector to harness, if equipped (Fig. 24).
(5) Install mirror flag door seal (Fig. 23).
(6) Install door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION).
SIDE VIEW MIRROR - LOW
MOUNTED
REMOVAL
(1)
outer
(2)
outer
(3)
Remove bolts attaching lower support legs to
door panel.
Remove bolts attaching upper support arms to
door panel (Fig. 26).
Separate mirror from door.
INSTALLATION
(1) Position mirror on door.
(2) Place insulation washers between support
frame and door panel
(3) Install bolts attaching upper support arms to
outer door panel.
(4) Install bolts attaching lower support legs to
outer door panel.
Fig. 26 Low Mounted Side View Mirror
1
2
3
4
5
6
-
FLAG COVER
MIRROR
WASHER
NUTSERT
WASHER
NUTSERT
SIDE VIEW MIRROR GLASS
REMOVAL
WARNING: ALWAYS WEAR EYE AND HAND PROTECTION WHEN SERVICING THE MIRROR ASSEMBLY. FAILURE TO OBSERVE THESE WARNINGS
MAY RESULT IN PERSONAL INJURY FROM BROKEN GLASS.
(1) Carefully pull/pry the broken glass holder from
the mirror assembly.
(2) Disconnect the heated mirror electrical connectors from the terminals on the mirror glass holder, if
equipped.
INSTALLATION
CAUTION: It is important to make sure the motor is
square to the glass holder (attaching fingers) prior
to glass holder attachment, otherwise the glass
holder could be installed incorrectly causing poor
retention and possible repeat failure.
(1) Position the new mirror glass holder to the
mirror assembly.
NOTE: Position the mirror glass holder so that the
moisture drain hole on the mirror glass holder
assembly is facing downward.
(2) Align the mirror glass holder’s attaching fingers to the mirror motor housing.
BR/BE
EXTERIOR
23 - 99
SIDE VIEW MIRROR GLASS (Continued)
NOTE: Ensure that the protective rubber cover of
the mirror motor housing is positioned correctly
around the bottom of the fingers area.
(3) Using one hand, firmly press the mirror glass
holder assembly into place while at the same time
supporting the housing assembly from the backside
with the other hand.
NOTE: Pressure must be applied equally over the
center portion of the mirror to engage the mirror
glass holder’s attaching fingers to the corresponding fingers on the housing assembly. One or more
clicks may be heard when finger engagement takes
place.
(4) Verify retention of the mirror glass holder
assembly by gently pulling outward on the mirror
glass holder.
23 - 100
HOOD
BR/BE
HOOD
TABLE OF CONTENTS
page
HINGE
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
HOOD
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
ADJUSTMENTS
ADJUSTMENT . . . . .
LATCH
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
ADJUSTMENTS
ADJUSTMENT . . . . .
LATCH RELEASE CABLE
REMOVAL . . . . . . . . . .
. . . . . . . . . . . . . . . . . . 100
. . . . . . . . . . . . . . . . . . 100
. . . . . . . . . . . . . . . . . . 101
. . . . . . . . . . . . . . . . . . 101
. . . . . . . . . . . . . . . . . . 101
. . . . . . . . . . . . . . . . . . 102
. . . . . . . . . . . . . . . . . . 102
page
INSTALLATION
LATCH STRIKER
REMOVAL . . . .
INSTALLATION
ADJUSTMENTS
ADJUSTMENT
SAFETY LATCH
REMOVAL . . . .
INSTALLATION
SILENCER PAD
REMOVAL . . . .
INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . . 103
. . . . . . . . . . . . . . . . . . . . . . . . 103
. . . . . . . . . . . . . . . . . . . . . . . . 103
. . . . . . . . . . . . . . . . . . . . . . . 103
. . . . . . . . . . . . . . . . . . . . . . . . 104
. . . . . . . . . . . . . . . . . . . . . . . . 104
. . . . . . . . . . . . . . . . . . . . . . . . 104
. . . . . . . . . . . . . . . . . . . . . . . . 104
. . . . . . . . . . . . . . . . . . 102
. . . . . . . . . . . . . . . . . . 103
HINGE
REMOVAL
(1) Open hood and support the side that requires
hinge replacement.
(2) Mark all bolt and hinge attachment locations
with a grease pencil or equivalent to provide reference marks for installation.
(3) Remove nuts attaching hood to hinge (Fig. 1).
(4) Remove bolts attaching hood hinge to cowl.
(5) Separate hinge from vehicle.
INSTALLATION
(1)
(2)
(3)
(4)
(5)
If necessary, paint new hinge before installation.
Position hinge on vehicle.
Align all marks
Install bolts attaching hood hinge to cowl.
Install nuts attaching hood to hinge.
Fig. 1 Hood Hinge
1 - HOOD
2 - COWL
3 - HINGE
HOOD
BR/BE
23 - 101
HOOD
REMOVAL
(1) Disconnect the under hood lamp wire connector.
(2) Disconnect the air temperature sensor wire
connector, if equipped.
(3) Mark all bolt and hinge attachment locations
with a grease pencil or equivalent to provide reference marks for installation.
(4) Remove top nuts attaching hood to hinge and
loosen bottom nuts until they can be removed by
hand (Fig. 2).
(5) With assistance of a helper at the opposite side
of the vehicle to support the hood, remove the bottom
nuts. Separate the hood from the vehicle.
INSTALLATION
(1) With assistance of a helper, position hood on
vehicle loosely install bottom nuts.
Align all marks, install top nuts and tighten bottom nuts. The hood should be aligned to 5 mm (0.2
in.) gap to the front fenders and flush across the top
surfaces along fenders.
(2) Connect the air temperature sensor wire connector, if equipped.
(3) Connect the under hood lamp wire connector.
ADJUSTMENTS
ADJUSTMENT
(1) Loosen the hinge arm-to-hood panel bolts at
each side of the vehicle.
Fig. 2 Hood
1 - HOOD
2 - HOOD HINGE
3 - FENDER
(2) Loosen the hood latch screws.
(3) Close the hood. Adjust the fore/aft position.
(4) Raise the hood. Tighten the hinge arm-to-hood
panel bolts.
(5) Tighten the latch screws.
(6) Lower the hood. Inspect clearance between the
hood and the cowl cover.
23 - 102
HOOD
BR/BE
LATCH
ADJUSTMENTS
REMOVAL
ADJUSTMENT
(1) Remove bolts attaching hood latch to radiator
closure panel crossmember (Fig. 3).
(2) Separate hood latch from crossmember.
(3) Disconnect release cable from hood latch.
(1) Loosen the hood latch screws.
(2) Move the latch to the correct location and
lightly tighten the screws.
(3) Close the hood slowly and observe the latching
operation.
(4) As necessary, re-adjust the latch position and
tighten the screws.
INSTALLATION
(1) Connect release cable to hood latch.
(2) Position hood latch on crossmember.
(3) Install bolts attaching hood latch to radiator
closure panel crossmember.
Fig. 3 Hood Latch
1
2
3
4
-
LATCH ASSEMBLY
CABLE
SCREW
LATCH ASSEMBLY
5 - HOOD SECONDARY SKID PLATE
6 - PUSH—IN FASTENER
7 - CABLE
HOOD
BR/BE
LATCH RELEASE CABLE
LATCH STRIKER
REMOVAL
REMOVAL
(1) Remove hood latch (Refer to 23 - BODY/HOOD/
LATCH - REMOVAL).
(2) Disconnect release cable from hood latch.
(3) Detach the release cable from the retainer clips
in the engine compartment.
(4) Separate the release cable grommet from the
dash panel hole.
(5) From the inside of the vehicle, remove the
screws attaching the hood release handle to the bottom of the instrument panel (Fig. 4).
(6) Pull/route the hood release cable through the
dash panel hole and remove it via the inside of the
vehicle.
(1)
(2)
hood
(3)
23 - 103
Open hood.
Remove bolts attaching hood latch striker to
(Fig. 5).
Separate hood latch striker from hood.
INSTALLATION
(1) Position hood latch striker on hood.
(2) Install bolts attaching hood latch striker to hood.
ADJUSTMENTS
ADJUSTMENT
(1) Open the hood.
(2) Loosen the latch striker screws.
(3) Slowly close the hood and observe the latching
operation.As necessary, re-adjust the striker position.
Tighten the screws.
Fig. 4 Hood Release Handle
1 - INSTRUMENT PANEL
2 - HOOD RELEASE HANDLE
3 - HOOD RELEASE CABLE
INSTALLATION
NOTE: If replacement hood latch is also being
installed, ensure that it is thoroughly lubricated.
(1) From inside the vehicle, pull/route the hood
release cable through the dash panel hole and into
the engine compartment.
(2) Install the hood release handle.
(3) Install the cable grommet in the dash panel
hole.
(4) Attach the release cable to the retainer clips in
the engine compartment.
(5) Attach release cable to hood latch.
(6) Install hood latch (Refer to 23 - BODY/HOOD/
LATCH - INSTALLATION).
(7) Test the hood latch release cable for proper
operation.
23 - 104
HOOD
BR/BE
SAFETY LATCH
REMOVAL
(1)
(2)
hood
(3)
Open hood.
Remove bolts attaching hood safety catch to
(Fig. 5) and (Fig. 6).
Separate safety catch from hood.
Fig. 6 Hood Safety Catch and Latch Striker - Sport
1
2
3
4
5
6
Fig. 5 Hood Safety Catch and Latch Striker - SLT
1
2
3
4
5
6
7
-
SAFETY CATCH
HOOD
GRILLE
SAFETY CATCH RELEASE HANDLE
GUIDE
STRIKER
HANDLE-TO-CATCH ROD
-
SAFETY LATCH
HOOD
GRILLE FRAME
RELEASE HANDLE
STRIKER
HANDLE - TO - LATCH ROD
(3) Connect air temperature sensor connector, if
equipped.
(4) Connect underhood lamp wire connector.
INSTALLATION
(1) Position safety catch on hood.
(2) Engage catch rod to catch.
(3) Install bolts attaching hood safety catch to hood.
SILENCER PAD
REMOVAL
(1) Disconnect underhood lamp wire connector.
(2) Disconnect air temperature sensor connector, if
equipped.
(3) Remove push-in fasteners holding silencer to
hood (Fig. 7).
(4) Separate hood silencer from hood.
Fig. 7 Hood Silencer
INSTALLATION
(1) Position hood silencer on hood.
(2) Install push-in fasteners holding silencer to hood.
1
2
3
4
-
HOOD
CLIP
CLIP
INSULATOR PAD
INSTRUMENT PANEL SYSTEM
BR/BE
23 - 105
INSTRUMENT PANEL SYSTEM
TABLE OF CONTENTS
page
page
INSTRUMENT PANEL SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 105
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 106
ASH RECEIVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 107
CLUSTER BEZEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 108
CUBBY BIN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 109
CUP HOLDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 110
GLOVE BOX
REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 110
DISASSEMBLY - GLOVE BOX . . . . . . . . . . . 110
ASSEMBLY - GLOVE BOX . . . . . . . . . . . . . . . . 111
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 111
GLOVE BOX LATCH STRIKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 112
GLOVE BOX OPENING UPPER TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 112
INSTRUMENT PANEL TOP COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 113
STEERING COLUMN OPENING COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 114
STORAGE BIN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 114
INSTRUMENT PANEL ASSEMBLY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 117
INSTRUMENT PANEL SYSTEM
tion block, Central Timer Module (CTM), accessory
switches, ash receiver, cigar lighter, accessory power
outlet, park brake release handle, inside hood release
handle, as well as numerous other components are
secured to and supported by this unit.
The instrument panel for this vehicle includes the
following major features:
• Cluster Bezel - This molded plastic bezel is
secured with snap clips to the instrument panel supporting structure. It trims out the edges of the headlamp switch, instrument cluster, radio, heater-air
conditioner controls, passenger airbag on-off switch,
and the heated seat switches on vehicles so equipped.
On vehicles without the heated seat option, a small
storage cubby bin is provided in the cluster bezel.
This bezel also incorporates three completely adjustable panel outlets for the climate control system, and
fills the opening between the instrument cluster and
the top of the steering column where it passes
through the instrument panel.
• Cup Holder/Storage Bin - Vehicles equipped
with an automatic transmission feature a latching
fold-down, adjustable cup holder located on the lower
instrument panel between the glove box and the ash
receiver. Vehicles equipped with a manual transmission have a lighted storage bin on the instrument
panel in place of the cup holder.
DESCRIPTION
The instrument panel is located at the front of the
passenger compartment. This instrument panel is
molded from a blend of various plastics that are
mechanically attached to the vehicle. Colors are
molded into the plastic components to minimize
appearance degradation from scratches or abrasions.
The panel components are internally ribbed and riveted to steel reinforcements for additional structural
integrity and dimensional stability. The instrument
panel surface components are designed to deform
upon impact without breaking. This type of construction provides improved energy absorption which, in
conjunction with the dual airbags and seat belts,
helps to improve occupant protection.
The top of the instrument panel is secured to the
top of the dash panel near the base of the windshield
using screws. An end bracket integral to each end of
the instrument panel structure is secured to each
cowl side inner panel with a screw. A stamped metal
bracket supports the center of the instrument panel
by securing it to the top of the floor panel transmission tunnel below the instrument panel with screws.
The instrument cluster, radio, heater-air conditioner
control, passenger airbag, glove box, electrical junc-
23 - 106
INSTRUMENT PANEL SYSTEM
BR/BE
INSTRUMENT PANEL SYSTEM (Continued)
• Glove Box - The hinged bin-type glove box in
the passenger side of the instrument panel features a
recessed paddle-operated latch handle. Three molded
hook formations on the lower edge of the glove box
door are engaged with and pivot on three hinge pins
integral to the lower edge of the instrument panel
support structure. The glove box door also serves as
the passenger side knee blocker. A honeycomb structure between the inner and outer glove box door panels helps to absorb the impact load and distribute it
to the instrument panel structure.
• Steering Column Opening Cover - The steering column opening cover serves as the driver side
knee blocker. This molded plastic cover has an integral ribbed plastic liner concealed behind it, for
increased strength and integrity. The steering column
opening cover transfers impact loads to the instrument panel structural support.
• Top Cover - The instrument panel top cover or
base trim is the molded, grained, and color impregnated plastic outer skin of the instrument panel
structural support.
Hard wired circuitry connects the electrical components on the instrument panel to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be connected to each other, to the vehicle electrical system
and to the instrument panel components through the
use of a combination of soldered splices, splice block
connectors and many different types of wire harness
terminal connectors and insulators. Refer to the
appropriate wiring information. The wiring information includes complete circuit diagrams, proper wire
and connector repair procedures, further details on
wire harness routing and retention, as well as pinout and location views for the various wire harness
connectors, splices, and grounds.
OPERATION
The instrument panel serves as the command center of the vehicle, which necessarily makes it a very
complex unit. The instrument panel is designed to
house the controls and monitors for standard and
optional powertrains, climate control systems, audio
systems, safety systems, and many other comfort or
convenience items. When the components of the
instrument panel structural support are properly
assembled and secured in the vehicle they provide
superior instrument panel stiffness and integrity to
help reduce buzzes, squeaks, and rattles. This type of
construction also provides improved energy absorption which, in conjunction with the dual airbags and
seat belts, helps to improve occupant protection.
The instrument panel is also designed so that all of
the various controls can be safely reached and the
monitors can be easily viewed by the vehicle operator
when driving, while still allowing relative ease of
access to each of these items for service. Modular
instrument panel construction allows all of the
gauges and controls to be serviced from the front of
the panel. In addition, most of the instrument panel
electrical components can be accessed without complete instrument panel removal. However, if necessary, the instrument panel can be removed from the
vehicle as an assembly.
The steering column opening cover with its integral knee blocker located on the driver side of the
instrument panel works in conjunction with the airbag system in a frontal vehicle impact to keep the
driver properly positioned for an airbag deployment.
In addition, removal of this component provides
access to the steering column mounts, the steering
column wiring, the Junction Block (JB) (removal of a
snap-fit fuse access panel on the left end of the
instrument panel allows access to the fuses and circuit breakers), the Central Timer Module (CTM), the
Infinity speaker filter choke and relay unit, much of
the instrument panel wiring, and the gear selector
indicator cable (automatic transmission).
In a frontal collision, the glove box door on the passenger side of the instrument panel provides the
same function for the front seat passenger as the
knee blocker does for the driver. The glove box door
also incorporates a recessed latch handle. Removal of
the glove box provides access to the passenger airbag,
the glove box lamp and switch, the radio antenna
coaxial cable, the heating and air conditioning vacuum harness connector, and additional instrument
panel wiring.
Removal of the instrument panel cluster bezel
allows access to the headlamp switch, instrument
cluster, radio, passenger airbag on-off switch, heated
seat switches (if equipped), and the heating and air
conditioning control. Removal of the instrument cluster allows access to the cluster illumination and indicator bulbs, and more of the instrument panel
wiring. Complete instrument panel removal is
required for service of most components internal to
the heating and air conditioning system housing,
including the heater core and the evaporator.
See the owner’s manual in the vehicle glove box for
more information on the features, use and operation
of all of the components and systems mounted on or
in the instrument panel.
BR/BE
ASH RECEIVER
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the instrument panel ash receiver.
(3) From the open position, close the ash receiver
slightly and pull it straight back far enough to disengage it from the pivot pins in the lower instrument
panel.
(4) Remove the three screws that secure the ash
receiver flame shield to the lower instrument panel
(Fig. 1).
Fig. 1 Instrument Panel Ash Receiver Remove/
Install
1 - SCREW
2 - ASH RECEIVER
3 - FLAME SHIELD
(5) Pull the ash receiver flame shield out from the
instrument panel far enough to disengage the two
retaining tabs on the top of the shield from the
mounting holes in the instrument panel.
INSTRUMENT PANEL SYSTEM
23 - 107
(6) Lower the flame shield from the instrument
panel far enough to access the ash receiver lamp and
hood.
(7) Squeeze the ash receiver lamp and hood
bracket to disengage the unit from the mounting hole
in the flame shield.
(8) Remove the ash receiver flame shield from the
instrument panel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the ash receiver flame shield to the
instrument panel (Fig. 1).
(2) Squeeze the ash receiver lamp and hood
bracket and engage the unit to the mounting hole in
the flame shield.
(3) Insert the two retaining tabs on the top of the
ash receiver flame shield into the mounting holes in
the instrument panel, then push the shield forward
to engage the tabs with the instrument panel.
(4) Install and tighten the three screws that secure
the ash receiver flame shield to the instrument
panel. Tighten the screws to 2 N·m (20 in. lbs.).
(5) Align the pivot receptacles on each side of the
ash receiver with the pivot pins in the lower instrument panel.
(6) Push the ash receiver forward onto the pivot
pins in the instrument panel until the open ash
receiver snaps into place.
(7) Reconnect the battery negative cable.
23 - 108
INSTRUMENT PANEL SYSTEM
BR/BE
CLUSTER BEZEL
INSTALLATION
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) If the vehicle is equipped with an automatic
transmission, turn the ignition switch to the Off position (not Lock), set the parking brake, and place the
automatic transmission gear selector lever in the
Low position.
(3) If the vehicle is so equipped, set the tilt steering column in its lowest position.
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry around the perimeter of
the cluster bezel to disengage the snap clips from
their receptacles in the instrument panel (Fig. 2).
Fig. 2 Cluster Bezel Remove/Install
1 - CLUSTER BEZEL
(5) Remove the cluster bezel from the instrument
panel.
(1) Position the cluster bezel to the instrument
panel (Fig. 2).
(2) Align the snap clips on the cluster bezel with
the receptacles in the instrument panel.
(3) Press firmly on the cluster bezel over each of
the snap clip locations until each of the snap clips is
fully engaged in its receptacle.
(4) Reconnect the battery negative cable.
CUBBY BIN
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the three screws that secure the cubby
bin to the instrument panel (Fig. 3).
(4) Remove the cubby bin from the instrument
panel.
BR/BE
INSTRUMENT PANEL SYSTEM
23 - 109
CUBBY BIN (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
Fig. 3 Instrument Panel Cubby Bin Remove/Install
1 - SCREW (3)
2 - CUBBY BIN
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the cubby bin to the instrument panel
(Fig. 3).
(2) Install and tighten the three screws that secure
the cubby bin to the instrument panel. Tighten the
screws to 2 N·m (20 in. lbs.).
(3) Install the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(4) Reconnect the battery negative cable.
CUP HOLDER
REMOVAL
Vehicles equipped with an automatic transmission
have a lighted fold-down cup holder installed on the
instrument panel just inboard of the glove box. Vehicles equipped with a manual transmission have a
lighted storage bin installed on the instrument panel
in place of the fold-down cup holder.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Unlatch and fold the cup holder down from the
instrument panel to its open position.
(4) Remove the six screws that secure the cup
holder to the instrument panel (Fig. 4).
Fig. 4 Instrument Panel Cup Holder
1 - SCREW
2 - INSTRUMENT PANEL
3 - CUP HOLDER
(5) Pull the cup holder away from the instrument
panel far enough to access the illumination lamp and
hood unit.
(6) Disengage the illumination lamp and hood
retainer clip from the back of the instrument panel
cup holder unit.
(7) Remove the cup holder unit from the instrument panel.
23 - 110
INSTRUMENT PANEL SYSTEM
BR/BE
CUP HOLDER (Continued)
INSTALLATION
Vehicles equipped with an automatic transmission
have a lighted fold-down cup holder installed on the
instrument panel just inboard of the glove box. Vehicles equipped with a manual transmission have a
lighted storage bin installed on the instrument panel
in place of the fold-down cup holder.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the cup holder unit near the instrument panel.
(2) Engage the illumination lamp and hood
retainer clip to the back of the instrument panel cup
holder unit.
(3) Position the cup holder unit onto the instrument panel (Fig. 4).
(4) Install and tighten the six screws that secure
the cup holder to the instrument panel. Tighten the
screws to 2 N·m (20 in. lbs.).
(5) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(6) Reconnect the battery negative cable.
GLOVE BOX
REMOVAL
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the glove box.
(3) While holding the glove box door securely with
one hand, push the center of the glove box bin
towards the front of the vehicle (Fig. 5). Flex the center of the glove box bin far enough so that the glove
box stops on each side of the bin will clear the sides
of the instrument panel glove box opening.
Fig. 5 Glove Box
1
2
3
4
-
GLOVE BOX STOPS
GLOVE BOX BIN
GLOVE BOX DOOR
PUSH
(4) Roll the glove box downward until the stop
bumpers are beyond the sides of the instrument
panel glove box opening, then release the bin.
(5) Lift the bottom of the glove box upward to disengage the three glove box hinge hooks from the
three hinge pins on the instrument panel.
DISASSEMBLY - GLOVE BOX
The only serviced component of the glove box is the
glove box bin. If any other component of the glove
box is faulty or damaged, the entire glove box assembly must be replaced.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(3) Remove the two screws that secure each outboard flange of the glove box bin to the glove box
door (Fig. 6).
(4) Pull the top of the bin away from the top of the
glove box door.
BR/BE
INSTRUMENT PANEL SYSTEM
23 - 111
GLOVE BOX (Continued)
Fig. 6 Glove Box Disassemble/Assemble
1
2
3
4
-
SCREWS
GLOVE BOX DOOR
HOOKS
GLOVE BOX BIN
(5) Disengage the five hook formations on the bottom of the glove box bin from the slots near the bottom of the inner glove box door.
(6) Remove the glove box bin from the glove box
door.
ASSEMBLY - GLOVE BOX
(1) Position the glove box bin onto the glove box
door.
(2) Engage the five hook formations on the bottom
of the glove box bin with the slots near the bottom of
the inner glove box door (Fig. 6).
(3) Position the top of the bin to the top of the
glove box door.
(4) Install and tighten the two screws that secure
each outboard flange of the glove box bin to the glove
box door. Tighten the screws to 2.2 N·m (20 in. lbs.).
(5) Reinstall the glove box onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - INSTALLATION).
(6) Reconnect the battery negative cable.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the glove box to the instrument panel.
(2) Engage the three hinge hooks near the bottom
of the glove box door with the three hinge pins on the
instrument panel.
(3) While holding the glove box door securely with
one hand, push the center of the glove box bin
towards the front of the vehicle (Fig. 5). Flex the center of the glove box bin far enough so that the glove
box stops on each side of the bin will clear the sides
of the instrument panel glove box opening.
(4) Roll the glove box upward until the stop
bumpers are beyond the sides of the instrument
panel glove box opening, then release the bin.
(5) Close the glove box.
(6) Reconnect the battery negative cable.
GLOVE BOX LATCH STRIKER
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim from the upper glove box
opening. (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX OPENING UPPER TRIM REMOVAL).
(3) Remove the two screws that secure the latch
striker to the instrument panel glove box opening
upper reinforcement (Fig. 7).
(4) Remove the latch striker from the instrument
panel glove box opening upper reinforcement.
23 - 112
INSTRUMENT PANEL SYSTEM
BR/BE
GLOVE BOX LATCH STRIKER (Continued)
Fig. 7 Glove Box Latch Striker Remove/Install
1 - LATCH STRIKER
2 - SCREWS
3 - GLOVE BOX OPENING UPPER REINFORCEMENT
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the glove box.
(3) Remove the three screws that secure the trim
to the instrument panel glove box opening upper
reinforcement (Fig. 8).
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the latch striker onto the instrument
panel glove box opening upper reinforcement (Fig. 7).
(2) Install and tighten the two screws that secure
the latch striker to the instrument panel glove box
opening upper reinforcement. Tighten the screws to 2
N·m (20 in. lbs.).
(3) Reinstall the trim onto the upper glove box
opening. (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX OPENING UPPER TRIM INSTALLATION).
(4) Reconnect the battery negative cable.
GLOVE BOX OPENING UPPER
TRIM
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
Fig. 8 Glove Box Opening Upper Trim Remove/
Install
1 - LATCH STRIKER
2 - TRIM STRIP
3 - SCREWS
(4) Remove the trim from the instrument panel
glove box opening upper reinforcement.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the trim onto the instrument panel
glove box opening upper reinforcement (Fig. 8).
INSTRUMENT PANEL SYSTEM
BR/BE
23 - 113
GLOVE BOX OPENING UPPER TRIM (Continued)
(2) Install and tighten the three screws that secure
the trim to the instrument panel glove box opening
upper reinforcement. Tighten the mounting screws to
2 N·m (20 in. lbs.).
(3) Close the glove box.
(4) Reconnect the battery negative cable.
INSTRUMENT PANEL TOP
COVER
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the passenger airbag from the instrument panel. (Refer to 8 - ELECTRICAL/RESTRAINTS/PASSENGER AIRBAG - REMOVAL).
(4) Remove the instrument panel from the vehicle.
(Refer to 23 - BODY/INSTRUMENT PANEL REMOVAL).
(5) Place the instrument panel on a suitable work
surface. Be certain to take the proper precautions to
protect the instrument panel from any possible cosmetic damage.
(6) Remove the screws around the perimeter of the
top cover that secure it to the instrument panel
structural support, the defroster duct, and the demister ducts.
(7) Lift the top cover off of the instrument panel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the top cover onto the instrument
panel.
(2) Install and tighten the screws around the
perimeter of the top cover that secure it to the
instrument panel structural support, the defroster
duct, and the demister ducts. Tighten the screws to 2
N·m (20 in. lbs.).
(3) Reinstall the instrument panel into the vehicle.
(Refer to 23 - BODY/INSTRUMENT PANEL INSTALLATION).
(4) Reinstall the passenger airbag into the instrument panel. (Refer to 8 - ELECTRICAL/RESTRAINTS/PASSENGER
AIRBAG
INSTALLATION).
(5) Reinstall the cluster bezel onto the instrument
panel.(Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(6) Reconnect the battery negative cable.
STEERING COLUMN OPENING
COVER
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the three screws that secure the lower
edge of the steering column opening cover to the
lower instrument panel reinforcement (Fig. 9).
(3) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the upper edge of the
23 - 114
INSTRUMENT PANEL SYSTEM
BR/BE
STEERING COLUMN OPENING COVER (Continued)
(2) Align the snap clip retainers on the steering
column opening cover with their receptacles in the
instrument panel.
(3) Press firmly and evenly on the steering column
opening cover over the snap clip locations until each
of the snap clips is fully engaged in its receptacle.
(4) Install and tighten the three screws that secure
the lower edge of the steering column opening cover
to the lower instrument panel reinforcement. Tighten
the screws to 2.2 N·m (20 in. lbs.).
(5) Reconnect the battery negative cable.
STORAGE BIN
REMOVAL
Fig. 9 Steering Column Opening Cover Remove/
Install
1
2
3
4
-
STEERING COLUMN
INSTRUMENT PANEL
SCREW
STEERING COLUMN OPENING COVER
steering column opening cover just below the cluster
bezel on each side of the steering column away from
the instrument panel far enough to disengage the
snap clip retainers from their receptacles in the
instrument panel.
(4) Remove the steering column opening cover
from the instrument panel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the steering column opening cover to
the instrument panel (Fig. 9).
Vehicles equipped with an automatic transmission
have a lighted fold-down cup holder installed on the
instrument panel just inboard of the glove box. Vehicles equipped with a manual transmission have a
lighted storage bin installed on the instrument panel
in place of the fold-down cup holder.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the two screws that secure the top of
the storage bin to the instrument panel (Fig. 10).
(4) Lower the top of the storage bin away from the
instrument panel far enough to access the illumination lamp and hood unit.
(5) Disengage the illumination lamp and hood
retainer clip from the back of the instrument panel
storage bin unit.
(6) Remove the storage bin unit from the instrument panel.
INSTALLATION
Vehicles equipped with an automatic transmission
have a lighted fold-down cup holder installed on the
BR/BE
INSTRUMENT PANEL SYSTEM
23 - 115
STORAGE BIN (Continued)
INSTRUMENT PANEL
ASSEMBLY
REMOVAL
Fig. 10 Instrument Panel Storage Bin Remove/Install
1 - SCREWS
2 - STORAGE BIN (RAISED)
3 - STORAGE BIN (LOWERED)
instrument panel just inboard of the glove box. Vehicles equipped with a manual transmission have a
lighted storage bin installed on the instrument panel
in place of the fold-down cup holder.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the storage bin unit onto the instrument panel (Fig. 10).
(2) Engage the illumination lamp and hood
retainer clip to the back of the instrument panel storage bin unit.
(3) Raise and position the top of the storage bin to
the instrument panel.
(4) Install and tighten the two screws that secure
the top of the storage bin unit to the instrument
panel. Tighten the screws to 2.2 N·m (20 in. lbs.).
(5) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(6) Reconnect the battery negative cable.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN,
SEAT BELT TENSIONER, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE (GROUND)
CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG
SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS
THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Disconnect and isolate the battery negative cable.
(2) Remove the Airbag Control Module (ACM) and
bracket from the floor panel transmission tunnel.
(Refer to 8 - ELECTRICAL/RESTRAINTS/AIRBAG
CONTROL MODULE - REMOVAL).
(3) Remove the trim from the left and right cowl
side inner panels. (Refer to 23 - BODY/INTERIOR/
COWL TRIM COVER - REMOVAL).
(4) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(5) Remove the two screws that secure the inside
hood latch release handle to the instrument panel lower
reinforcement and lower the release handle to the floor.
(6) Disconnect the clockspring pigtail wire connector
from the instrument panel wire harness connector
located on the instrument panel lower reinforcement.
(7) If the vehicle is so equipped, disconnect the
overdrive lockout switch pigtail wire connector from
the instrument panel wire harness connector near
the instrument panel lower reinforcement.
(8) Remove the steering column from the vehicle,
but do not remove the driver airbag, the steering
wheel, or the switches from the column. Be certain
that the steering wheel is locked and secured from
rotation to prevent the loss of clockspring centering.
(Refer to 19 - STEERING/COLUMN - REMOVAL).
(9) From under the driver side of the instrument
panel, perform the following:
(a) Disengage the park brake release handle
linkage rod from the park brake mechanism on the
23 - 116
INSTRUMENT PANEL SYSTEM
BR/BE
INSTRUMENT PANEL ASSEMBLY (Continued)
left cowl side inner panel. (Refer to 5 - BRAKES/
PARKING BRAKE/RELEASE - REMOVAL).
(b) Disconnect the instrument panel wire harness connector from the park brake switch on the
park brake mechanism.
(c) Disconnect the three connectors (one from the
body wire harness, and two from the headlamp and
dash wire harness) from the three connector receptacles located closest to the dash panel on the back
of the Junction Block (JB).
(d) Remove the screw from the center of the
headlamp and dash wire harness to instrument
panel wire harness bulkhead connector and disconnect the connector.
(e) Disconnect the instrument panel wire harness to door wire harness connector located directly
below the instrument panel wire harness to headlamp and dash wire harness bulkhead connector.
(f) If the vehicle is equipped with the Infinity
sound system option, disconnect the Infinity wire
harness connector from the instrument panel wire
harness connector that is secured to the outboard
side of the instrument panel wire harness to headlamp and dash wire harness bulkhead connector.
(g) Disconnect the instrument panel wire harness connector from the stop lamp switch.
(h) Disconnect the heater-A/C housing vacuum
harness connector from the heater-A/C control vacuum harness connector located near the left end of
the heater-A/C housing.
(10) From under the passenger side of the instrument panel, disconnect the two halves of the radio
antenna coaxial cable connector.
(11) Loosen the right and left instrument panel
cowl side roll-down bracket screws about 13 mm
(0.50 inch) (Fig. 11).
(12) Remove the five screws that secure the top of
the instrument panel to the top of the dash panel,
removing the center screw last.
(13) Roll down the instrument panel and install a
temporary hook in the center hole on top of the
instrument panel. Secure the other end of the hook
to the center hole in the top of the dash panel. The
hook should support the instrument panel in its
rolled down position about 46 cm (18 inches) from
the dash panel.
(14) With the instrument panel supported in the
roll-down position, disconnect the instrument panel
Fig. 11 Instrument Panel Assembly Remove/Install
1 - PLASTIC NUT
2 - SCREWS
3 - SCREWS
INSTRUMENT PANEL SYSTEM
BR/BE
23 - 117
INSTRUMENT PANEL ASSEMBLY (Continued)
wire harness connectors from the heater-A/C housing
wire harness connectors.
(15) With the aid of an assistant, remove the temporary hook and lift the instrument panel assembly
off of the roll-down bracket screws and remove it
from the vehicle.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN,
SEAT BELT TENSIONER, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE (GROUND)
CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG
SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS
THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
(1) With the aid of an assistant, load the instrument
panel assembly onto the roll-down bracket screws on
the cowl side inner panels in the vehicle (Fig. 11).
Install a temporary hook in the center hole on top of the
instrument panel. Secure the other end of the hook to
the center hole in the top of the dash panel. The hook
should support the instrument panel in its rolled down
position about 46 cm (18 inches) from the dash panel.
(2) With the instrument panel supported in the
roll-down position, reconnect the instrument panel
wire harness connectors to the heater-A/C housing
wire harness connectors.
(3) Remove the temporary hook from the instrument panel and roll the instrument panel up to its
installed position against the dash panel.
(4) Install and tighten the five screws that secure
the top of the instrument panel to the top of the dash
panel. Tighten the screws to 3.2 N·m (28 in. lbs.).
(5) Tighten the right and left instrument panel
cowl side roll-down bracket screws. Tighten the
screws to 11.9 N·m (105 in. lbs.).
(6) From under the passenger side of the instrument panel, reconnect the two halves of the radio
antenna coaxial cable connector.
(7) From under the driver side of the instrument
panel, perform the following:
(a) Engage the park brake release handle linkage rod with the park brake mechanism on the left
cowl side inner panel. (Refer to 5 - BRAKES/PARKING BRAKE/RELEASE - INSTALLATION).
(b) Reconnect the instrument panel wire harness
connector to the park brake switch on the park
brake mechanism.
(c) Reconnect the three connectors (one from the
body wire harness, and two from the headlamp and
dash wire harness) to the three connector receptacles located closest to the dash panel on the back of
the Junction Block (JB).
(d) Reconnect the headlamp and dash wire harness
to instrument panel wire harness bulkhead connector
and tighten the screw in the center of the connector.
Tighten the screw to 3.5 N·m (31 in. lbs.).
(e) Reconnect the instrument panel wire harness
to door wire harness connector located directly
below the instrument panel wire harness to headlamp and dash wire harness bulkhead connector.
(f) If the vehicle is equipped with the Infinity
sound system option, reconnect the Infinity wire
harness connector to the instrument panel wire
harness connector that is secured to the outboard
side of the instrument panel wire harness to headlamp and dash wire harness bulkhead connector.
(g) Reconnect the instrument panel wire harness
connector to the stop lamp switch.
(h) Reconnect the heater-A/C housing vacuum
harness connector to the heater-A/C control vacuum harness connector located near the left end of
the heater-A/C housing.
(8) Reinstall the steering column into the vehicle.
Be certain that the steering wheel was locked and
secured from rotation to prevent the loss of clockspring centering. (Refer to 19 - STEERING/COLUMN - INSTALLATION).
(9) If the vehicle is so equipped, reconnect the
overdrive lockout switch pigtail wire connector to the
instrument panel wire harness connector near the
instrument panel lower reinforcement.
(10) Reconnect the clockspring pigtail wire connector to the instrument panel wire harness connector
at the instrument panel lower reinforcement.
(11) Position the inside hood latch release handle
to the instrument panel lower reinforcement.
(12) Install and tighten the two screws that secure
the inside hood latch release handle to the instrument panel lower reinforcement. Tighten the screws
to 2.8 N·m (25 in. lbs.).
(13) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(14) Reinstall the trim onto the left and right cowl
side inner panels. (Refer to 23 - BODY/INTERIOR/
COWL TRIM COVER - INSTALLATION).
(15) Reinstall the Airbag Control Module (ACM)
and bracket onto the floor panel transmission tunnel.
(Refer to 8 - ELECTRICAL/RESTRAINTS/AIRBAG
CONTROL MODULE - INSTALLATION).
(16) Reconnect the battery negative cable.
23 - 118
INTERIOR
BR/BE
INTERIOR
TABLE OF CONTENTS
page
page
INTERIOR
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
A-PILLAR GRAB HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 119
A-PILLAR TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 119
COWL TRIM COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 120
B-PILLAR TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 120
REAR CLOSURE PANEL TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 121
REAR FLOOR STOWAGE TRAY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 121
DOOR SILL TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 121
SHIFT BOOT - MANUAL TRANSMISSION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 122
4WD FLOOR SHIFT BOOT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 122
CENTER CONSOLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
INSTALLATION . . . . . . . . . . . . . . . . . .
CARPETS AND FLOOR MATS
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
ASSIST HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
COAT HOOK
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
HEADLINER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
BODY VENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
REAR VIEW MIRROR
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION
................
INSTALLATION - REARVIEW MIRROR
SUPPORT BRACKET . . . . . . . . . . . .
SUN VISOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
QUARTER TRIM PANEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
C-PILLAR TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
INTERIOR
sary adjacent panels. To avoid damaging the panels, ensure that all the screws and clips are
removed before attempting to remove an interior
trim panel/molding. Trim panels are somewhat flexible but can be damaged if handled improperly.
CAUTION
CAUTION: Do not attempt to remove interior trim
panels/moldings without first removing the neces-
. . . . . . 122
. . . . . . 123
. . . . . . 123
. . . . . . 124
. . . . . . 124
. . . . . . 124
. . . . . . 125
. . . . . . 125
. . . . . . 125
. . . . . . 126
. . . . . . 126
. . . . . . 126
. . . . . . 126
. . . . . . 126
. . . . . . 127
. . . . . . 127
. . . . . . 128
. . . . . . 128
. . . . . . 128
. . . . . . 128
INTERIOR
BR/BE
23 - 119
A-PILLAR GRAB HANDLE
REMOVAL
(1) Using a small flat blade screw driver, pry trim
plugs from A-pillar grab handle.
(2) Remove screws attaching grab handle to A-pillar (Fig. 1).
(3) Separate A-pillar grab handle from vehicle.
Fig. 2 A-pillar Trim
1 - A-PILLAR TRIM
2 - SPRING CLIPS
(4) Install A-pillar grab handle, if equipped (Refer
to 23 - BODY/INTERIOR/A-PILLAR GRAB HANDLE
- INSTALLATION).
Fig. 1 A-pillar Grab Handle (4X4)
1 - A-PILLAR TRIM
2 - TRIM PLUG
3 - GRAB HANDLE
INSTALLATION
(1)
(2)
(Fig.
(3)
Position grab handle on A-pillar.
Install screws attaching grab handle to A-pillar
1) .
Install trim plugs in A-pillar grab handle.
COWL TRIM COVER
REMOVAL
(1) Remove front door sill trim cover (Refer to 23 BODY/INTERIOR/DOOR SILL TRIM - REMOVAL).
(2) Grasp center upper edge of cowl trim cover
(Fig. 3) and pull outward allowing cowl trim cover to
bow in the center releasing trim cover retaining tab
(Fig. 4).
(3) Separate cowl trim cover from lower cowl.
A-PILLAR TRIM
REMOVAL
(1) Remove A-pillar grab handle, if equipped (Refer
to 23 - BODY/INTERIOR/A-PILLAR GRAB HANDLE
- REMOVAL).
(2) Grasp A-pillar trim at top and pull outward/
downward to disengage upper spring clip (Fig. 2).
(3) Carefully pull bottom of A-pillar trim outward
to disengage lower spring clip.
(4) Disengage speaker harness connector, if
equipped.
(5) Separate A-pillar trim from vehicle.
INSTALLATION
(1) Position A-pillar trim in vehicle.
(2) Engage speaker harness connector, if equipped.
(3) Align spring clips and press into place.
Fig. 3 Lower Cowl Trim Cover
1 - LOWER COWL
2 - LOWER COWL TRIM
23 - 120
INTERIOR
BR/BE
COWL TRIM COVER (Continued)
Fig. 4 Lower Cowl Trim Cover Retaining Tab
1
2
3
4
-
LOWER COWL TRIM
RETAINING TAB
LOWER COWL
LOCATOR TAB
INSTALLATION
(1) Position cowl trim cover on lower cowl.
(2) Press into place.
(3) Install front door sill trim cover (Refer to 23 BODY/INTERIOR/DOOR SILL TRIM - INSTALLATION).
B-PILLAR TRIM
REMOVAL
(1) Remove rear floor stowage tray, If equipped.
(Refer to 23 - BODY/INTERIOR/REAR FLOOR
STOWAGE TRAY - REMOVAL).
(2) Remove door sill cover (Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM - REMOVAL).
(3) Remove bolt attaching seat belt anchor to floor.
(4) Snap turning loop cover up and remove bolt
attaching turning loop to B-pillar.
(5) Remove seat belt exit plug (Fig. 5).
(6) Disengage clips attaching B-pillar trim to
upper B-pillar.
(7) Separate B-pillar trim from B-pillar.
(8) Route seat belt webbing through opening in
B-pillar trim.
INSTALLATION
(1) Route seat belt webbing through opening in
B-pillar trim.
(2) Position B-pillar trim at B-pillar.
(3) Starting at the top, engage clips attaching
B-pillar trim to upper B-pillar.
(4) Install seat belt exit plug.
Fig. 5 B-Pillar Trim
1
2
3
4
5
-
B-PILLAR
TURNING LOOP
B-PILLAR TRIM
SEAT BELT ANCHOR
EXIT PLUG
(5) Install bolt attaching turning loop to B-pillar
and reposition turning loop cover.
(6) Install bolt attaching seat belt anchor to floor.
(7) Install door sill cover (Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM - INSTALLATION).
(8) Install rear floor stowage tray (Refer to 23 BODY/INTERIOR/REAR FLOOR STOWAGE TRAY INSTALLATION).
REAR CLOSURE PANEL TRIM
REMOVAL
(1) Remove B-pillar trim panels (Refer to 23 BODY/INTERIOR/B-PILLAR TRIM - REMOVAL).
(2) Remove rear floor stowage tray, if equipped.
(Refer to 23 - BODY/INTERIOR/REAR FLOOR
STOWAGE TRAY - REMOVAL).
(3) Remove screws attaching bottom of rear closure
panel trim to floor pan (Fig. 6).
(4) Remove screws attaching rear closure panel
trim to cab back panel.
(5) Disengage clips attaching top of rear closure
panel trim to cab back panel.
(6) Separate rear closure panel trim from vehicle.
INTERIOR
BR/BE
23 - 121
REAR CLOSURE PANEL TRIM (Continued)
Fig. 7 Rear Floor Stowage Tray
1 - REAR CLOSURE PANEL TRIM
2 - REAR FLOOR STOWAGE TRAY
Fig. 6 Rear Closure Panel Trim
1
2
3
4
-
REAR TRIM PANEL
REAR FLOOR STORAGE TRAY
CAB BACK PANEL
STOWAGE BINS
(2) Engage hooks on stowage tray into slots in rear
closure panel trim.
(3) Install screws attaching rear floor stowage tray
to floor.
DOOR SILL TRIM
INSTALLATION
(1) Position rear closure panel trim in vehicle.
(2) Align and engage clips attaching top of rear
closure panel trim to cab back panel.
(3) Install screws attaching rear closure panel trim
to cab back panel.
(4) Install screws attaching bottom of rear closure
panel trim to floor pan (Fig. 6).
(5) Install rear floor stowage tray, if equipped.
(Refer to 23 - BODY/INTERIOR/REAR FLOOR
STOWAGE TRAY - INSTALLATION).
(6) Install B-pillar trim panels (Refer to 23 BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION).
REMOVAL
(1) Remove screws attaching door sill trim cover to
door sill (Fig. 8).
(2) Separate door sill trim cover from door sill.
REAR FLOOR STOWAGE TRAY
REMOVAL
(1) Move seat tracks to forward position.
(2) Remove screws attaching rear floor stowage
tray to floor (Fig. 7).
(3) Disengage hooks on stowage tray from slots in
rear closure panel trim.
(4) Separate rear floor stowage tray from vehicle.
INSTALLATION
(1) Position rear floor stowage tray in vehicle.
Fig. 8 Door Sill Trim Cover
1 - DOOR SILL TRIM
INSTALLATION
(1) Position door sill trim cover on door sill.
(2) install screws attaching door sill trim cover to
door sill.
23 - 122
INTERIOR
BR/BE
SHIFT BOOT - MANUAL
TRANSMISSION
REMOVAL
(1) Using a trim stick C-4755 or equivalent, pry
the corner of the shift boot up expose the fasteners.
(2) Remove the screws attaching the shift boot to
the console.
(3) Remove the insert from the shift knob, remove
nut attaching knob to the lever, and remove the shift
knob.
(4) Lift floor shift boot off shifter.
INSTALLATION
(1) Install shift boot over the shift lever, position
boot on console and install the fasteners attaching
boot to concole.
(2) Install the shift knob, shift knob nut, and
tighten to 27 N·m (20 ft.lbs) torque.
(3) Install the shift knob insert.
Fig. 9 4WD Transfer Case Shift Boot - Automatic
Transmission
4WD FLOOR SHIFT BOOT
REMOVAL
(1) Remove insert from shift knob.
(2) Remove nut attaching shift knob to shift lever.
(3) Remove shift knob.
(4) Using a trim stick C-4755 or equivalent, disengage retainers attaching boot to shifter base (Fig. 9).
Automatic transmission vehicle shown, manual
transmission similar.
(5) Lift floor shift boot off shift lever.
1
2
3
4
5
6
-
KNOB
BOOT
RETAINER
BASE
NUT
INSERT
INSTALLATION
(1)
(2)
(3)
(4)
(5)
Place shift boot over shifter.
Engage retainers attaching boot to shifter base.
Position shift knob on shift lever.
Install nut attaching shift knob to shift lever.
Install insert on shift knob.
CENTER CONSOLE
REMOVAL
(1) Remove the transfer case shift boot, if
equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
BOOT/TRANSFER CASE - REMOVAL).
(2) Remove the tranmission shifter boot. (Refer to
23 - BODY/INTERIOR/SHIFT BOOT - REMOVAL).
(3) Remove the screws attaching the console to
mounting brackets (Fig. 10).
(4) Lift the console upward.
(5) Disengage wire harness connector, if equipped.
(6) Separate console from vehicle.
Fig. 10 Floor Console W/Cup Holder
1 - CUP HOLDER
2 - FLOOR CONSOLE
INSTALLATION
(1) Position console in vehicle.
(2) Engage wire harness connector, if equipped.
(3) Position the console on the floor.
INTERIOR
BR/BE
23 - 123
CENTER CONSOLE (Continued)
(4) Install the screws attaching the console to
mounting brackets.
(5) Install the transmission shifter boot, (Refer to
23 - BODY/INTERIOR/SHIFT BOOT - INSTALLATION).
(6) Install the transfer case shifter boot, if
equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
BOOT - INSTALLATION).
(7) Install cup holder in console, if equipped.
CARPETS AND FLOOR MATS
REMOVAL
STANDARD CAB
(1) Remove seat (Refer to 23 - BODY/SEATS/SEAT
- BENCH SEAT - REMOVAL) or(Refer to 23 - BODY/
SEATS/SEAT - SPLIT BENCH - REMOVAL).
(2) Remove door sill covers (Refer to 23 - BODY/
INTERIOR/DOOR SILL TRIM - REMOVAL).
(3) Remove cowl trim covers (Refer to 23 - BODY/
INTERIOR/COWL TRIM COVER - REMOVAL).
(4) Remove center console, if equipped.(Refer to 23
BODY/INTERIOR/CENTER
CONSOLE
REMOVAL)
(5) If not equipped with a center console remove
the transfer case shifter boot (Refer to 23 - BODY/INTERIOR/SHIFT BOOT/TRANSFER CASE - REMOVAL).
(6) Remove rear stowage tray (Refer to 23 - BODY/
INTERIOR/REAR FLOOR STOWAGE TRAY REMOVAL).
(7) Remove rear closure panel trim (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM REMOVAL).
(8) Fold carpet or mat toward center of cab.
(9) Remove carpet or mat through door opening
(Fig. 11).
QUAD/CLUB CABS
(1) Remove front and rear seats. (Refer to 23 BODY/SEATS/SEAT - BENCH SEAT - REMOVAL)
or(Refer to 23 - BODY/SEATS/SEAT - SPLIT BENCH
- REMOVAL) and (Refer to 23 - BODY/SEATS/REAR
SEAT - REMOVAL)
(2) Remove door sill covers (Refer to 23 - BODY/
INTERIOR/DOOR SILL TRIM - REMOVAL).
(3) Remove center console, if equipped.(Refer to 23
BODY/INTERIOR/CENTER
CONSOLE
REMOVAL)
(4) If not equipped with a center console remove
the transfer case shifter boot (Refer to 23 - BODY/INTERIOR/SHIFT BOOT/TRANSFER CASE - REMOVAL).
(5) Remove emergency jack tool kit.
Fig. 11 Floor Carpet or Mat
1
2
3
4
-
CARPET OR MAT
FLOOR PAN
REAR/INNER SEAT MOUNT
POWER SEAT HARNESS
(6) Remove rear seat belt buckles. (Refer to 8 ELECTRICAL/RESTRAINTS/SEAT BELT BUCKLE REMOVAL)
(7) Remove rear closure panel trim (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM REMOVAL).
(8) Remove C-pillar trim panels. (Refer to 23 BODY/INTERIOR/C-PILLAR TRIM - REMOVAL)
(9) Remove the quarter trim panels. (Refer to 23 BODY/INTERIOR/QUARTER
TRIM
PANEL
REMOVAL)
(10) Fold carpet or mat toward center of cab.
(11) Remove carpet or mat through door opening.
INSTALLATION
STANDARD CAB
(1) Position carpet or mat in vehicle and align all
holes (Fig. 11).
(2) Install rear closure panel trim (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM INSTALLATION).
(3) Install rear stowage tray (Refer to 23 - BODY/
INTERIOR/REAR FLOOR STOWAGE TRAY INSTALLATION).
(4) Install the transfer case shifter boot if not
equipped with a center console. (Refer to 23 - BODY/
INTERIOR/SHIFT BOOT/TRANSFER CASE INSTALLATION)
(5) Install the center console, if equipped. (Refer to
23 - BODY/INTERIOR/CENTER CONSOLE INSTALLATION)
(6) Install cowl trim covers (Refer to 23 - BODY/
INTERIOR/COWL TRIM COVER - INSTALLATION).
23 - 124
INTERIOR
BR/BE
CARPETS AND FLOOR MATS (Continued)
(7) Install door sill covers (Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM - INSTALLATION).
(8) Install seat, (Refer to 23 - BODY/SEATS/SEAT
- INSTALLATION) or (Refer to 23 - BODY/SEATS/
SEAT/SPLIT BENCH - INSTALLATION).
QUAD/CLUB CABS
(1) Position carpet or mat in vehicle.
(2) Install quarter trim panels. (Refer to 23 BODY/INTERIOR/QUARTER
TRIM
PANEL
INSTALLATION)
(3) Install rear seat belt buckles.
(4) Install the C-pillar trim panels, if equipped.
(Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM INSTALLATION)
(5) Install rear closure panel trim (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM INSTALLATION).
(6) Install the rear seat belt buckles. (Refer to 8 ELECTRICAL/RESTRAINTS/SEAT BELT BUCKLE INSTALLATION)
(7) Install emergency jack tool kit.
(8) Install the transfer case shifter boot if not
equipped with a center console. (Refer to 23 - BODY/
INTERIOR/SHIFT BOOT/TRANSFER CASE INSTALLATION)
(9) Install the center console, if equipped. (Refer to
23 - BODY/INTERIOR/CENTER CONSOLE INSTALLATION)
(10) Install floor shift boot, if equipped.
(11) Install cowl trim covers (Refer to 23 - BODY/
INTERIOR/COWL TRIM COVER - INSTALLATION).
(12) Install door sill covers (Refer to 23 - BODY/
INTERIOR/DOOR SILL TRIM - INSTALLATION).
(13) Install front and rear seats. (Refer to 23 BODY/SEATS/SEAT - BENCH SEAT - INSTALLATION) or (Refer to 23 - BODY/SEATS/SEAT - SPLIT
BENCH - INSTALLATION) and (Refer to 23 - BODY/
SEATS/REAR SEAT - INSTALLATION)
Fig. 12 Overhead Assist Handle
1
2
3
4
- CAB ASSEMBLY
- SCREW
- ASSIST HANDLE
- TRIM COVER
COAT HOOK
REMOVAL
(1) Insert a small flat blade into the tip of the
hook.
(2) Carefully pry outward to separate the coat
hook from coat hook base.
(3) Pull coat hook out of roof panel (Fig. 13).
Extended cab shown, standard cab similar.
ASSIST HANDLE
REMOVAL
(1) Disengage tabs attaching assist handle end
covers to assist handle.
(2) Remove screws attaching overhead assist handle to roof rail (Fig. 12).
(3) Separate overhead assist handle from vehicle.
INSTALLATION
(1) Position assist handle on vehicle.
(2) Install screws attaching overhead assist handle
to roof rail (Fig. 12).
(3) Install tabs attaching assist handle end covers
to assist handle.
Fig. 13 Coat Hook—Club/Quad Cab
1 - COAT HOOK
INTERIOR
BR/BE
23 - 125
COAT HOOK (Continued)
INSTALLATION
(1) Position coat hook in roof panel.
(2) Push the coat hook cover inward and secure
the coat hook to roof panel.
HEADLINER
REMOVAL
(1) Remove sun visors and visor hooks.(Refer to 23
- BODY/INTERIOR/SUN VISOR - REMOVAL).
(2) Remove overhead assist handle.(Refer to 23 BODY/INTERIOR/ASSIST HANDLE - REMOVAL).
(3) Remove coat hook(s).(Refer to 23 - BODY/INTERIOR/COAT HOOK - REMOVAL)
(4) Remove overhead console, if equipped. (Refer to
8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(5) Remove A-pillar trim.(Refer to 23 - BODY/INTERIOR/A-PILLAR TRIM - REMOVAL).
(6) Remove B-pillar trim panels. (Refer to 23 BODY/INTERIOR/B-PILLAR TRIM - REMOVAL).
(7) Remove the C-pillar trim panels, if equipped.
(Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM REMOVAL)
(8) Remove the quarter trim panels, if equipped.
(Refer to 23 - BODY/INTERIOR/QUARTER TRIM
PANEL - REMOVAL)
(9) Remove dome lamp. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - INTERIOR/DOME LAMP
- REMOVAL).
(10) If equipped, disengage push-in fasteners
attaching headliner to roof panel (Fig. 15). Extended
cab shown, standard cab similar.
(11) Separate headliner from roof panel (Fig. 14).
(12) Extract headliner through door opening.
Fig. 14 Headliner
1 - HEADLINER
2 - COAT HOOK
Fig. 15 Headliner Push-In Fasteners
1 - HEADLINER
2 - PUSH—IN FASTENER
INSTALLATION
(1) Position headliner on roof panel (Fig. 14).
Extended cab shown, standard cab similar.
(2) Install passenger side sun visor hook. (Refer to
23 - BODY/INTERIOR/SUN VISOR - INSTALLATION).
(3) Install driver’s side coat hook. (Refer to 23 BODY/INTERIOR/COAT HOOK - INSTALLATION).
(4) Install driver side sun visor hook.
(5) Install dome lamp. (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - INTERIOR/DOME LAMP INSTALLATION).
(6) Install the C-pillar trim panels, if equipped.
(Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM INSTALLATION)
(7) Install the quarter trim panels, if equipped.
(Refer to 23 - BODY/INTERIOR/QUARTER TRIM
PANEL - INSTALLATION)
(8) Install B-pillar trim panels. (Refer to 23 BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION).
(9) Install A-pillar trim. (Refer to 23 - BODY/INTERIOR/A-PILLAR TRIM - INSTALLATION).
(10) Install overhead console, if equipped. (Refer to
8 - ELECTRICAL/OVERHEAD CONSOLE - INSTALLATION).
(11) Install overhead assist handle. (Refer to 23 BODY/INTERIOR/ASSIST HANDLE - INSTALLATION).
(12) Install sun visors.
23 - 126
INTERIOR
BR/BE
BODY VENT
REMOVAL
(1) Open door.
(2) Pull outward at top of vent to disengage clips
attaching vent to door jamb (Fig. 16).
(3) Separate vent from door jamb.
Fig. 17 Rearview Mirror Connector
1 - CONNECTOR
2 - MIRROR
3 - SCREW
Fig. 16 Body Vent
1 - B—PILLAR
2 - DOOR STRIKER
3 - BODY VENT
INSTALLATION
(1) Position vent from in jamb.
(2) Press vent inward to engage clips.
REAR VIEW MIRROR
Fig. 18 Rearview Mirror
1
2
3
4
-
REARVIEW MIRROR
WINDSHIELD GLASS
SUPPORT BRACKET
SCREW
REMOVAL
(1) If equipped, disconnect mirror harness wire
connector (Fig. 17).
(2) Loosen the mirror base setscrew (Fig. 18).
(3) Slide the mirror base upward and off the
bracket.
INSTALLATION
INSTALLATION
(1) Position the mirror base at the bracket and
slide it downward onto the support bracket.
(2) Tighten the setscrew 1 N·m (15 in. lbs.) torque.
(3) If equipped, connect mirror harness wire connector.
INSTALLATION - REARVIEW MIRROR
SUPPORT BRACKET
(1) Mark the position for the mirror bracket on the
outside of the windshield glass with a wax pencil.
(2) Clean the bracket contact area on the glass.
Use a mild powdered cleanser on a cloth saturated
with isopropyl (rubbing) alcohol. Finally, clean the
glass with a paper towel dampened with alcohol.
INTERIOR
BR/BE
23 - 127
REAR VIEW MIRROR (Continued)
(3) Sand the surface on the support bracket with
fine grit-sandpaper. Wipe the bracket surface clean
with a paper towel.
(4) Apply accelerator to the surface on the bracket
according to the following instructions:
(a) Crush the vial to saturate the felt applicator.
(b) Remove the paper sleeve.
(c) Apply accelerator to the contact surface on
the bracket.
(d) Allow the accelerator to dry for five minutes.
(e) Do not touch the bracket contact surface
after the accelerator has been applied.
(5) Apply adhesive accelerator to the bracket contact surface on the windshield glass. Allow the accelerator to dry for one minute. Do not touch the glass
contact surface after the accelerator has been
applied.
(6) Install the bracket according to the following
instructions:
(a) Apply one drop of adhesive at the center of
the bracket contact-surface on the windshield
glass.
(b) Apply an even coat of adhesive to the contact
surface on the bracket.
(c) Align the bracket with the marked position
on the windshield glass.
(d) Press and hold the bracket in place for at
least one minute.
NOTE: Verify that the mirror support bracket is correctly aligned, because the adhesive will cure rapidly.
(7) Allow the adhesive to cure for 8-10 minutes.
Remove any excess adhesive with an alcohol-dampened cloth.
(8) Allow the adhesive to cure for an additional
8-10 minutes before installing the mirror.
SUN VISOR
REMOVAL
(1) Remove screws attaching sunvisor to roof (Fig.
19).
(2) If equipped, disengage lighted vanity mirror
connector.
(3) Separate sunvisor from roof.
(4) Remove screw attaching sun visor hook to roof.
(5) Separate sunvisor hook from roof.
Fig. 19 Sunvisor
1 - BODY
2 - CLIP
3 - SUNVISOR
INSTALLATION
(1) Position sunvisor hook on roof.
(2) Install screw attaching sunvisor hook to roof.
(3) Position sunvisor on roof.
(4) If equipped, engage lighted vanity mirror connector.
(5) Install screws attaching sunvisor to roof (Fig.
19).
23 - 128
INTERIOR
BR/BE
QUARTER TRIM PANEL
C-PILLAR TRIM
REMOVAL
REMOVAL
(1) Remove rear seat. (Refer to 23 - BODY/SEATS/
REAR SEAT - REMOVAL)
(2) Remove door sill cover as necessary to clear
quarter trim.
(3) Remove lower seat belt anchor bolt (Fig. 20).
(4) Remove seat belt tuning loop anchor bolt.
(5) Disengage clips attaching quarter trim panel
from quarter panel.
(6) Route seat belt webbing through opening in
quarter trim panel and remove panel from vehicle.
(1) Remove rear floor stowage tray. (Refer to 23 BODY/INTERIOR/REAR FLOOR STOWAGE TRAY REMOVAL)
(2) Remove door sill cover as necessary to clear
C-pillar trim.
(3) Remove bolt attaching seat belt anchor to floor.
(4) Unsnap turning loop, push cover up and
remove bolt attaching turning loop to C-pillar.
(5) Remove seat belt exit plug.
(6) Disengage clips attaching C-pillar trim to
upper C-pillar.
(7) Separate C-pillar trim from C-pillar.
(8) Route seat belt webbing through opening in
C-pillar trim.
INSTALLATION
Fig. 20 Quarter Trim Panel — Club Cab
1 - TURNING LOOP COVER
2 - BELT ASSEMBLY
3 - TRIM PANEL
INSTALLATION
(1) Position trim panel in vehicle and route seat
belt webbing through opening in quarter trim panel.
(2) Open quarter vent window.
(3) Position trim panel on quarter panel and
engage clips on upper portion of panel.
(4) Engage clips attaching lower portion of quarter
trim panel to quarter panel.
(5) Install lower seat belt anchor bolt.
(6) Install door sill cover as necessary.
(7) Install rear seat. (Refer to 23 - BODY/SEATS/
REAR SEAT - INSTALLATION)
(1) Route seat belt webbing through opening in
C-pillar trim.
(2) Position C-pillar trim at C-pillar.
(3) Starting at the top, engage clips attaching
C-pillar trim to upper C-pillar.
(4) Install seat belt exit plug.
(5) Install bolt attaching turning loop to C-pillar
and position turning loop cover. Snap turning loop
cover into place.
(6) Install bolt attaching seat belt anchor to floor.
(7) Install door sill cover.
(8) Install rear floor stowage tray. (Refer to 23 BODY/INTERIOR/REAR FLOOR STOWAGE TRAY INSTALLATION)
PAINT
BR/BE
23 - 129
PAINT
TABLE OF CONTENTS
page
page
PAINT
SPECIFICATIONS
2002 BR/BE PAINT COLOR CODES
. . . . . . 129
PAINT CODE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 129
BASE COAT/CLEAR COAT FINISH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 129
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 129
PAINT TOUCH-UP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 130
WET SANDING/BUFFING & POLISHING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 130
PAINT
PAINT CODE
DESCRIPTION
SPECIFICATIONS
2002 BR/BE PAINT COLOR CODES
EXTERIOR CODES
DAIMLERCHRYSLER
CODE
EXTERIOR COLOR
XRV
Dark Garnet Red
PR4
Flame Red Clear Coat
XV3/XVL
Amber Fire Pearl Coat
XTL
Medium Bronze Pearl
Coat
SG8
Forest Green Pearl Coat
VB3
Intense Blue Pearl Coat
WBT/WB7
Patriot Blue Pearl Coat
WSB/WS2
Bright Silver Metallic
Clear Coat
DX8
Black Clear Coat
GW7
Bright White Clear Coat
INTERIOR CODES
Exterior vehicle body colors are identified on the
Body Code plate. The plate is located on the floor pan
under the passenger seat or attached to the front
face of the radiator closure panel. Refer to the Introduction section at the front of this manual for body
code plate description. The paint code is also identified on the Vehicle Safety Certification Label which
is located on the drivers door shut face. The color
names provided in the Paint and Trim Code Description chart are the color names used on most repair
product containers.
BASE COAT/CLEAR COAT
FINISH
DESCRIPTION
The original equipment finish is a multi-step process that involves cleaning, electrodeposition (e-coat),
base coat, and clear coat steps. Additionally, selected
areas of the vehicle may be coated with an anti-chip
finish.
OPERATION
DAIMLERCHRYSLER
CODE
INTERIOR COLOR
C3
Mist Gray
AZ
Agate
K9
Tan Camel
On most vehicles a two-part paint application (base
coat/clear coat) is used. Color paint that is applied to
primer is called base coat. The clear coat protects the
base coat from ultraviolet light and provides a durable high-gloss finish.
CAUTION: Do not use abrasive chemicals or compounds on painted surfaces. Damage to finish can
result.
Do not use harsh alkaline based cleaning solvents
on painted surfaces. Damage to finish or color can
result.
23 - 130
PAINT
PAINT TOUCH-UP
DESCRIPTION
When a painted metal surface has been scratched
or chipped, it should be touched-up as soon as possible to avoid corrosion. For best results, use Mopart
Scratch Filler/Primer, Touch-Up Paints and Clear Top
Coat. Refer to Introduction group of this manual for
Body Code Plate information.
WARNING: USE AN OSHA APPROVED BREATHING
FILTER WHEN SPRAYING PAINT OR SOLVENTS IN
A CONFINED AREA. PERSONAL INJURY CAN
RESULT.
OPERATION
(1) Scrape loose paint and corrosion from inside
scratch or chip.
(2) Clean affected area with Mopart Tar/Road Oil
Remover, and allow to dry.
(3) Fill the inside of the scratch or chip with a coat
of filler/primer. Do not overlap primer onto good surface finish. The applicator brush should be wet
enough to puddle-fill the defect without running. Do
not stroke brush applicator on body surface. Allow
the filler/primer to dry hard.
(4) Cover the filler/primer with color touch-up
paint. Do not overlap touch-up color onto the original
color coat around the scratch or chip. Butt the new
color to the original color, if possible. Do not stroke
applicator brush on body surface. Allow touch-up
paint to dry hard.
BR/BE
(5) On vehicles without clear coat, the touch-up
color can be lightly finesse sanded (1500 grit) and
polished with rubbing compound.
(6) On vehicles with clear coat, apply clear top coat
to touch-up paint with the same technique as
described in Step 4. Allow clear top coat to dry hard.
If desired, Step 5 can be performed on clear top coat.
WARNING: AVOID PROLONGED SKIN CONTACT
WITH PETROLEUM OR ALCOHOL – BASED CLEANING SOLVENTS. PERSONAL INJURY CAN RESULT.
AVOID PROLONGED SKIN CONTACT WITH PETROLEUM OR ALCOHOL – BASED CLEANING SOLVENTS. PERSONAL INJURY CAN RESULT.
WET SANDING/BUFFING &
POLISHING
DESCRIPTION
Minor acid etching, orange peel, or smudging in
clear coat or single-stage finishes can be reduced
with light finesse sanding, hand buffing, and polishing. If the finish has been finesse sanded in the
past, it cannot be repeated. Finesse sanding
operation should be performed by a trained
automotive paint technician.
CAUTION: Do not remove clear coat finish, if
equipped. Base coat paint must retain clear coat for
durability.
SEATS
BR/BE
23 - 131
SEATS
TABLE OF CONTENTS
page
SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
CENTER CONSOLE LID
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
CENTER SEAT ARMREST/CONSOLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
CENTER SEAT ARMREST/LATCH COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
LUMBAR SUPPORT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT - BENCH SEAT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT - SPLIT BENCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT BACK - BENCH SEAT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT BACK - SPLIT BENCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT BACK COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SEAT BACK COVER - SPLIT BENCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
. . . . . 131
. . . . . 131
. . . . . 131
. . . . . 132
. . . . . 132
. . . . . 132
. . . . . 132
. . . . . 132
. . . . . 132
. . . . . 133
. . . . . 133
. . . . . 133
. . . . . 133
. . . . . 134
. . . . . 135
. . . . . 135
. . . . . 135
. . . . . 136
. . . . . 137
. . . . . 137
. . . . . 137
. . . . . 137
page
SEAT BACK RECLINER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT CUSHION
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT CUSHION COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT CUSHION COVER - SPLIT BENCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT RISER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT TRACK
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT TRACK - SPLIT BENCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
EASY ENTRY SEAT TRACK
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEAT TRACK ADJUSTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
STANCHION COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
REAR SEAT
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
SEATS
CENTER CONSOLE LID
DESCRIPTION
REMOVAL
Seat modules are made up of a seat frame, seat
cushion, seat back cushion, a covering material, and
the electrical components used for power operation, if
equipped. Some seat systems also contain seat belt
components and supplemental restraint systems.
OPERATION
Seat assemblies transport the occupants in comfort
and safety. Seat assemblies also help position occupants
correctly in the event of airbag deployment. Seat cushions, coverings, and electrical components are serviceable. Refer to the appropriate group in this manual.
. . . . . . 138
. . . . . . 138
. . . . . . 138
. . . . . . 138
. . . . . . 139
. . . . . . 139
. . . . . . 139
. . . . . . 140
. . . . . . 141
. . . . . . 141
. . . . . . 141
. . . . . . 141
. . . . . . 142
. . . . . . 142
. . . . . . 143
. . . . . . 143
. . . . . . 143
. . . . . . 143
. . . . . . 143
. . . . . . 143
. . . . . . 144
. . . . . . 144
(1) Open console lid.
(2) Using a small flat blade screwdriver, disengage
locking tabs located under the console lid trim bezel.
(3) Separate bezel from lid.
(4) Move driver and passenger seat to full forward
position.
(5) Using a small drift and hammer, tap out console lid hinge pin.
(6) Separate lid from console.
23 - 132
SEATS
BR/BE
CENTER CONSOLE LID (Continued)
INSTALLATION
INSTALLATION
(1) Align console lid with console. Verify lid tension
spring is in position.
(2) Install hinge pin.
(3) Position trim bezel on lid and snap into place.
(1) Slide the inertia latch cover onto the latch arm.
(2) Raise the armrest, then engage the front edge
of the cover.
(3) Install the lower strap into the center armrest’s
lower track (Fig. 2).
(4) Slide back the armrest trim to visually ensure
the lower strap is properly installed.
(5) Slowly cycle the armrest to ensure the strap
moves freely in the track.
(6) Install the upper strap into the center armrest’s upper track (Fig. 3).
(7) Slowly cycle the armrest to ensure the strap
moves freely in the track.
(8) Secure the armrest inertia latch cover and
tighten the fastener to 4N·m (35 in. lbs.).
CENTER SEAT ARMREST/
CONSOLE
REMOVAL
(1) Remove bolts on driver and passenger seat
inboard seat tracks.
(2) Separate center section.
INSTALLATION
(1) Position and align center section on driver and
passenger seat inboard seat tracks.
(2) Install bolts. Tighten to 19.5 N·m (14 ft. lbs.)
torque.
CENTER SEAT ARMREST/
LATCH COVER
REMOVAL
(1) With the seat back fully forward, move the
driver’s seat to a full forward position.
(2) Place the center arm rest in a full up position.
(3) Remove the fastener securing the cover to the
inertia latch.
(4) Disengage the front edge of the cover, then
lower the arm rest.
(5) Remove the inertia latch cover by pulling the
cover rearwards (Fig. 1).
Fig. 2 Inertia Latch Cover Lower Strap Installation
LUMBAR SUPPORT
REMOVAL
Fig. 1 Armrest Inertia Latch Cover
1 - INERTIA LATCH COVER
(1) Remove the seat back cover. (Refer to 23 BODY/SEATS/SEAT BACK COVER - REMOVAL).
(2) Disengage the heated seat connectors.
(3) Partially separate the seat back foam to access
the lumbar frame clips.
(4) Separate the lumbar assembly from the seat
frame.
SEATS
BR/BE
23 - 133
LUMBAR SUPPORT (Continued)
Fig. 3 Inertia Latch Cover Upper Strap
INSTALLATION
(1) Position the lumbar assembly on the seat back
frame.
(2) Engage the retaining clips on the seat frame.
(3) Route the lumbar wire harness through seat
assembly.
(4) Engage the heated seat wire connectors.
(5) Install the seat back cover. (Refer to 23 BODY/SEATS/SEAT BACK COVER - INSTALLATION).
(6) Perform a function check on the seat operations.
Fig. 4 Bench Seat
1
2
3
4
5
-
BENCH SEAT
NUT
STUD
FLOOR PAN
SCREW
(4) Hinge seat backs forward.
(5) Install nuts attaching rear of seat tracks to
floor. Tighten inboard nuts to 40 N·m (30 ft. lbs.)
torque. Tighten outboard nuts to 54 N·m (40 ft. lbs.)
torque.
SEAT - BENCH SEAT
REMOVAL
(1) Move seat track to forward position.
(2) Hinge seat backs forward.
(3) Remove nuts attaching rear of seat tracks to
floor (Fig. 4).
(4) Move seat track to rearward position.
(5) Remove bolts attaching front of seat tracks to
floor.
(6) Separate seat from vehicle.
INSTALLATION
NOTE: Seat adjustment latch must be engaged and
in equal positions prior to seat installation. Verify
inboard and outboard seat latch operation.
(1)
(2)
floor.
(3)
Position seat in vehicle.
Install bolts attaching front of seat tracks to
Tighten bolts to 54 N·m (40 ft. lbs.) torque.
Move seat track to forward position.
SEAT - SPLIT BENCH
REMOVAL
STANDARD CAB
(1) Move seat track to forward position.
(2) Hinge seat back forward.
(3) Remove nuts holding outboard and inboard
tracks to floor (Fig. 5).
(4) Move seat track to forward position.
(5) Remove bolt holding inboard seat track to bottom of center occupant seat.
(6) Remove bolts holding front of seat tracks to
floor.
(7) Disengage power seat wire connector from body
harness, if equipped (Fig. 5).
(8) Lift center occupant seat upward to clear rear
attachment stud.
(9) Separate seat from vehicle.
23 - 134
SEATS
BR/BE
SEAT - SPLIT BENCH (Continued)
Fig. 5 Split Bench Seat
1 - SEAT
2 - POWER SEAT HARNESS CONNECTOR
QUAD CAB
(1) Clamp seat belt to prevent belt from retracting.
(2) Move seats to full rearward position.
(3) Remove bolts attaching front of seat tracks to
floor.
(4) Move seats to full forward position.
(5) Remove bolts attaching rear of outboard seat
tracks to floor (Fig. 6).
(6) Remove nuts attaching inboard seat tracks to
floor.
(7) Disengage wire connectors from body harness.
(8) Lift seats upward to clear rear studs.
(9) With the aid of a helper, separate seat from
vehicle.
INSTALLATION
STANDARD CAB
(1) Position seat in vehicle.
(2) Connect power seat wire connector to body harness, if equipped.
(3) Install bolts holding front of seat tracks to
floor. Tighten the bolts to 40 N·m (30 ft. lbs.) torque.
(4) Install bolt holding inboard seat track to bottom of center occupant seat. Tighten the bolt to 28
N·m (21 ft. lbs) torque.
Fig. 6 Split Bench Seat—Club/Quad Cab
1 - SEAT
(5)
tracks
(30 ft.
(40 ft.
Install nuts holding outboard and inboard
to floor. Tighten the inboard nuts to 40 N·m
lbs.) torque. Tighten the outer nuts to 54 N·m
lbs. torque).
QUAD CAB
(1) Position seat in vehicle.
CAUTION: Verify that power is not being supplied
when engaging connector.
(2) Engage driver’s seat belt buckle wire connector.
Engage power seat wire connector to body harness, if
equipped.
(3) Ensure seats are in full forward position.
(4) Install outboard bolts attaching rear of seat
tracks to floor (Fig. 6). Tighten the bolts to 54 N·m
(40 ft. lbs.) torque.
(5) Install nuts attaching inboard seat tracks to
floor. Tighten the nuts to 40 N·m (30 ft. lbs.) torque.
(6) Move seats to full forward position.
(7) Install bolts attaching front of seat tracks to
floor. Tighten the bolts to 54 N·m (40 ft. lbs.) torque.
SEATS
BR/BE
SEAT BACK - BENCH SEAT
REMOVAL
(1) Move seat to the full forward position.
(2) Release J-Strap and peel back side of cover
(corner flap) (Fig. 8).
(3) Remove bolts attaching seat back to seat cushion and separate seat back from seat cushion (Fig. 7).
23 - 135
(2) Install bolts through seat back latch into seat
cushion frame. Tighten bolts to 25 N·m (18 ft. lbs.)
torque.
(3) Pull side of cover (corner flap) facing rear of
the cushion over and secure J-Strap (Fig. 8).
(4) Plastic cover on side cover (corner flap) at rear
of cushion must be over the pin on the inertia
latches.
SEAT BACK - SPLIT BENCH
REMOVAL
STANDARD CAB
Fig. 7 Seat Back Removal/Installation
(1) Disconnect power seat switch connector, if
equipped.
(2) Remove center seat/console armrest. (Refer to
23 - BODY/SEATS/CENTER SEAT ARMREST /
CONSOLE - REMOVAL).
(3) Disconnect rear end flap J-Straps and peel
back rear J-Strap.
(4) Remove bolts attaching seat back to seat cushion frame.
(5) Separate seat back from seat cushion (Fig. 9).
1 - SEAT BACK
2 - SEAT CUSHION
INSTALLATION
Fig. 9 Seat Back Removal
Fig. 8 J-Strap Corner Removal/Installation
1
2
3
4
5
6
-
SEAT CUSHION
J—STRAP
PLASTIC COVER
SEAT BACK
PIN
LATCH
(1) Align seat cushion with seat back.
1
2
3
4
5
6
-
SEAT BACK
RELEASE LATCH KNOB
SHOULDER BOLT
END FLAP J—STRAP
SEAT CUSHION
LUMBAR HANDLE
QUAD CAB
(1) Remove screw attaching recliner handle and
pull handle to remove.
(2) Remove seat dump handle, 2–door “BE” vehicles only.
(3) Remove screws attaching side shield to seat
track adjuster.
23 - 136
SEATS
BR/BE
SEAT BACK - SPLIT BENCH (Continued)
(4) Remove seat dump handle.
(5) Pull shoulder belt out completely and clamp
shoulder belt to prevent shoulder belt from retracting
(Fig. 10).
(6) Remove shoulder belt anchor bolt.
(7) From the underside of the seat, remove the
inboard pivot bolt (Fig. 11).
WARNING: DO NOT REMOVE UPPER RECLINER
HANDLE, PULL ON UPPER RECLINER HANDLE OR
RECLINER CABLE END. THE RECLINER LEAD
SCREW IS SPRING LOADED AND WILL EJECT IF
EITHER THE HANDLE OR CABLE IS PULLED
BEFORE THE LEAD SCREW IS REMOVED.
(8) Remove clip attaching recliner cable (Fig. 12)
to seat track adjuster and separate the cable from
the seat track adjuster.
(9) Remove the inboard and outboard pivot bolts
attaching the frame to the seat track adjuster (Fig.
13).
(10) Remove recliner lower bolt.
(11) Separate seat back from seat track adjuster.
Fig. 11 Pivot Bolt
1
2
3
4
5
-
SEAT BACK FRAME
RECLINER
SEAT TRACK ADJUSTER
RISER
SEAT CUSHION FRAME
Fig. 10 Shoulder Belt Clamp
1 - CLAMP
2 - SEAT BACK
3 - SHOULDER BELT
INSTALLATION
STANDARD CAB
(1) Align seat cushion with seat back and install
shoulder bolt through seat back into seat cushion
frame on inboard side. Tighten bolt to 49 N·m (36 ft.
lbs.) torque.
(2) Install bolts through seat back latch into seat
cushion frame. Tighten bolts to 25 N·m (18 ft. lbs.)
torque.
(3) Connect rear end flap J-Straps and pull rear
J-Strap up and secure to frame.
Fig. 12 Recliner Cable
1
2
3
4
5
6
7
-
POWER SEAT SWITCH
PIVOT BOLT
RECLINER CABLE
LOWER RECLINER BOLT
SEAT TRACK
SEAT RISER
SEAT TRACK ADJUSTER
(4) Install seat in vehicle.
(5) Connect power seat
equipped.
switch
connector,
if
SEATS
BR/BE
23 - 137
SEAT BACK - SPLIT BENCH (Continued)
(2) Disengage J-Straps from base of seat back.
(3) Remove hogrings, if equipped.
(4) With seat back in a normal vertical position,
roll cover upwards and remove.
INSTALLATION
(1) With seat back in a normal vertical position,
roll cover downwards over seat back.
(2) Install hogrings, if equipped.
(3) Secure J-Straps at base of seat back.
(4) Install seat back. (Refer to 23 - BODY/SEATS/
SEAT BACK - BENCH SEAT - INSTALLATION)
SEAT BACK COVER - SPLIT
BENCH
REMOVAL
Fig. 13 Recliner
(1) Remove the seat back. (Refer to 23 - BODY/
SEATS/SEAT BACK - SPLIT BENCH - REMOVAL)
(2) Using a trim stick or equivalent tool, pry off
lumbar handle, if equipped (Fig. 14). (Damage to
lumbar handle may occur during removal, verify
availability of replacement handle before removing.)
(3) Remove latch release knob (Fig. 14).
(4) Remove latch release bezel.
(5) Disengage J-Straps from base of seat back.
(6) Remove hog rings, if equipped.
(7) With seat back in a normal vertical position,
roll cover upwards and remove.
1 - SEAT BACK
2 - RECLINER
3 - SEAT TRACK
QUAD CAB
(1) Position seat back on seat track adjuster.
(2) Install the inboard and outboard pivot bolts
attaching the frame to the seat track adjuster (Fig. 11).
(3) Install the bolt attaching the lower recliner to
the seat track adjuster.
(4) Position the recliner cable on seat track
adjuster and install new clip.
(5) Install shoulder belt anchor bolt. Tighten bolt
to 45 N·m (33 ft. lbs.) torque.
(6) Remove clamp (Fig. 10).
(7) Install side shield.
(8) Install recliner handle.
(9) Install seat dump handle, if removed.
SEAT BACK COVER
REMOVAL
(1) Remove seat back from vehicle.(Refer to 23 BODY/SEATS/SEAT BACK - BENCH SEAT REMOVAL)
Fig. 14 Lumbar Handle Removal
1
2
3
4
-
LUMBAR CAM
BEZEL
RELEASE LATCH KNOB
LUMBAR HANDLE
INSTALLATION
(1) With seat back in a normal vertical position,
roll cover downwards over seat back.
(2) Install hog rings, if equipped.
23 - 138
SEATS
BR/BE
SEAT BACK COVER - SPLIT BENCH (Continued)
(3) Engage J-Straps at base of seat back.
(4) Align lumbar handle with lumbar cam and tap
on with rubber mallet until seated.
(5) Install latch release bezel.
(6) Install latch release knob.
(7) Install seat back. (Refer to 23 - BODY/SEATS/
SEAT BACK - SPLIT BENCH - INSTALLATION)
SEAT BACK RECLINER
REMOVAL
(1) Remove seat back. (Refer to 23 - BODY/SEATS/
SEAT BACK - SPLIT BENCH - REMOVAL)
(2) Disengage J-straps at base of seat back and
roll seat back cover upward to access rubber bellows
push-in fasteners.
NOTE: Notice the routing of the recliner cable for
installation.
(3) Remove the push-in fasteners attaching upper
rubber bellows to the seat back frame.
(4) Remove rubber bellows.
(5) Remove seat dump handle, 2–door “BE” vehicles only.
WARNING: Do not pull on upper recliner handle or
recliner cable end. The recliner lead screw is spring
loaded and will eject if either the handle or cable is
pulled before the lead screw is removed.
(6) Remove the bolts attaching upper recliner to
seat back frame (Fig. 15).
(7)
Separate the recliner from the seat back.
INSTALLATION
(1) Install seat dump handle, if removed.
(2) Position the recliner in the seat back.
(3) Install the bolts attaching upper recliner to
seat back frame (Fig. 15).
(4) Install rubber bellows.
(5) Roll seat back cover upward and engage
J-straps at base of seat back.
(6) Ensure recliner cable is correctly routed.
(7) Install seat back. (Refer to 23 - BODY/SEATS/
SEAT BACK - SPLIT BENCH - INSTALLATION)
SEAT CUSHION
REMOVAL
(1) Remove the seat. (Refer to 23 - BODY/SEATS/
SEAT - BENCH SEAT - REMOVAL) or (Refer to 23 BODY/SEATS/SEAT - SPLIT BENCH - REMOVAL)
Fig. 15 Seat Back Recliner
1
2
3
4
-
SEAT BACK FRAME
BOLT
LEAD SCREW
SEAT BACK RECLINER
(2) Remove the seat back. (Refer to 23 - BODY/
SEATS/SEAT BACK - BENCH SEAT - REMOVAL) or
(Refer to 23 - BODY/SEATS/SEAT BACK - SPLIT
BENCH - REMOVAL)
(3) From the underside of the seat, remove the
bolts attaching the cushion frame to the mounting
brackets.
(4) Disengage wire harness connector, if equipped.
(5) Remove the cushion from the seat tracks.
INSTALLATION
(1) Position the cushion frame on the seat tracks.
(2) Ensure that the cushion frame is aligned with
the mounting brackets (Fig. 16).
(3) Engage wire harness connector, if equipped.
(4) Install the bolts attaching the seat cushion
frame to the mounting brackets. Tighten bolts to 25
N·m (18 ft. lbs.) torque.
(5) Install the seat back. (Refer to 23 - BODY/
SEATS/SEAT BACK - BENCH SEAT - INSTALLATION) or (Refer to 23 - BODY/SEATS/SEAT BACK SPLIT BENCH - INSTALLATION)
SEATS
BR/BE
23 - 139
SEAT CUSHION (Continued)
(6) Install the seat. (Refer to 23 - BODY/SEATS/
SEAT - BENCH SEAT - INSTALLATION) or (Refer
to 23 - BODY/SEATS/SEAT - SPLIT BENCH INSTALLATION)
(3) Secure rear J-Strap.
(4) Secure left and right side J-Straps.
(5) Verify stitching lines are straight, correct as
necessary.
(6) Install the seat track. (Refer to 23 - BODY/
SEATS/SEAT TRACK - INSTALLATION)
(7) Install seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - INSTALLATION)
Fig. 17 J-Strap Installation
1 - SEAT CUSHION
2 - J—STRAPS
SEAT CUSHION COVER SPLIT BENCH
Fig. 16 Seat Cushion Mounting Frame
1 - SEAT CUSHION FRAME
2 - MOUNTING BRACKET
REMOVAL
STANDARD CAB
SEAT CUSHION COVER
REMOVAL
(1) Remove seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - REMOVAL)
(2) Position seat cushion on a suitable work surface with frame side up.
(3) Remove seat track. (Refer to 23 - BODY/
SEATS/SEAT TRACK - REMOVAL)
(4) Remove left and right side J-Straps.
(5) Remove rear J-Strap.
(6) Remove front J-Strap.
(7) Roll trim cover off of front and rear corners and
separate from foam cushion.
INSTALLATION
(1) Position cushion cover on cushion and roll
cover over front and rear corners.
(2) Secure front J-Strap (Fig. 17).
(1) Remove seat tracks. (Refer to 23 - BODY/
SEATS/SEAT TRACK - SPLIT BENCH - REMOVAL)
(2) Remove seat back. (Refer to 23 - BODY/SEATS/
SEAT BACK - SPLIT BENCH - REMOVAL)
(3) Remove left and right J-straps.
(4) Position seat cushion on a suitable work surface with frame side up.
(5) Remove rear J-strap.
(6) Remove front J-strap.
(7) Roll cushion cover off of foam cushion.
QUAD CAB
(1) Remove seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - REMOVAL)
(2) Disengage the J-straps attaching the cushion
cover to the cushion frame (Fig. 18).
(3) Peel the cushion cover and disengage the hook
and loop fasteners (Fig. 19).
(4) Disengage the electrical connectors for the
heated seat grid, if equipped.
23 - 140
SEATS
BR/BE
SEAT CUSHION COVER - SPLIT BENCH (Continued)
(5) Disengage the hog rings attaching the cushion
cover to the cushion frame (Fig. 20).
(6) Separate the cover from the cushion.
Fig. 20 Seat Cushion Cover Hog Rings
1 - CUSHION COVER
2 - HOG RINGS
3 - CUSHION
Fig. 18 Seat Cushion J-Straps
1 - SEAT CUSHION
2 - J—STRAPS
(5) Pull the right side J-strap up and secure to
frame.
(6) Install seat tracks. (Refer to 23 - BODY/
SEATS/SEAT TRACK - SPLIT BENCH - INSTALLATION)
Fig. 19 Seat Cushion Cover Hook and Loop
1 - CUSHION COVER
2 - HOOK AND LOOP FASTENERS
3 - SEAT CUSHION
INSTALLATION
STANDARD CAB
(1) Position cushion cover on cushion and roll
cover over front and rear corners. Verify stitching
lines are straight, correct as necessary.
(2) Pull front J-strap up, align cover to foam
notches and secure front J-strap to frame (Fig. 21).
(3) Install seat backs. (Refer to 23 - BODY/SEATS/
SEAT BACK - SPLIT BENCH - INSTALLATION)
(4) Pull the left J-strap up and secure to frame.
Verify cover is straight.
Fig. 21 J-Strap Installation
1 - J—STRAP
2 - FRAME
QUAD CAB
(1) Position the cover on the cushion.
(2) Engage the hog rings attaching the cushion
cover to the cushion frame.
(3) Engage the hook and loop fasteners.
(4) Engage the electrical connectors for the heated
seat grid, if equipped.
(5) Engage the J-straps attaching the cushion
cover to the cushion frame.
(6) Install seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - INSTALLATION)
SEATS
BR/BE
23 - 141
SEAT RISER
SEAT TRACK
REMOVAL
REMOVAL
(1) Disconnect seat harness connector.
(2) Remove the seat from the vehicle. (Refer to 23 BODY/SEATS/SEAT - BENCH SEAT - REMOVAL) or
(Refer to 23 - BODY/SEATS/SEAT - SPLIT BENCH REMOVAL)
(3) Remove the bolts attaching the seat track
adjuster to the seat riser (Fig. 22).
(4) Separate the seat track adjuster from the riser.
(1) Remove seat from vehicle. (Refer to 23 - BODY/
SEATS/SEAT - BENCH SEAT - REMOVAL)
(2) Remove inboard seat belt buckles. (Refer to 8 ELECTRICAL/RESTRAINTS/SEAT BELT BUCKLE REMOVAL)
(3) Remove bolts attaching seat track to seat cushion frame (Fig. 23).
(4) Separate seat track from seat cushion frame.
Fig. 22 Seat Riser
1 - SEAT TRACK ADJUSTER
2 - RISER
Fig. 23 Seat Track Removal
1 - SEAT TRACK
2 - SLIDER BAR
INSTALLATION
(1) Position the seat track adjuster on the riser.
(2) Install the bolts attaching the seat track
adjuster to the seat riser. Tighten front bolts to 54
N·m (40 ft. lbs.) torque. Tighten rear inboard bolt to
40 N·m (30 ft. lbs.) torque. Tighten rear outboard bolt
to 54 N·m (40 ft. lbs.) torque.
(3) Install the seat in the vehicle. (Refer to 23 BODY/SEATS/SEAT - BENCH SEAT - INSTALLATION) or (Refer to 23 - BODY/SEATS/SEAT - SPLIT
BENCH - INSTALLATION)
(4) Connect seat harness connector.
INSTALLATION
(1) Position seat track on seat cushion frame.
(2) Ensure seat track and slider bar are aligned.
(3) Install rear seat track bolts. Tighten seat track
bolts to 25 N·m (18 ft. lbs.) torque.
(4) Install inboard seat belt buckles. (Refer to 8 ELECTRICAL/RESTRAINTS/SEAT BELT BUCKLE INSTALLATION)
(5) Pull seat release and move track rearward.
(6) Install front seat track bolts. Tighten seat
track bolts to 25 N·m (18 ft. lbs.) torque.
(7) Align slider bars and install bolts. Tighten
slider bar bolts to 10 N·m (89 in. lbs.) torque.
(8) Install seat. (Refer to 23 - BODY/SEATS/SEAT BENCH SEAT - INSTALLATION)
23 - 142
SEATS
BR/BE
SEAT TRACK - SPLIT BENCH
REMOVAL
(1) Remove seat from vehicle. (Refer to 23 BODY/SEATS/SEAT - SPLIT BENCH - REMOVAL)
(2) Remove bolts from crossbrace to seat cushion
frame and power track (Fig. 24).
(3) Remove bolts attaching center seat to seat
frame and remove center seat.
(4) Remove bolts attaching seat track to seat
frame (Fig. 25) and (Fig. 26).
Fig. 26 Seat Track Removal/Installation
1 - RELEASE HANDLE
2 - SEAT TRACK
INSTALLATION
Fig. 24 Cross Brace
1 - CROSS BRACE
2 - SEAT TRACK
Fig. 25 Power Seat Track
1 - SEAT SWITCH
(1) Install bolts attaching seat track to seat frame.
Tighten bolts to 25 N·m (18 ft. lbs.) torque.
(2) Install bolts into crossbrace and seat cushion
frame to power track and torque to 10 N·m (8.5–11.5
ft. lbs.).
(3) Install bolts attaching center seat to seat
frame. Tighten bolts to 25 N·m (18 ft. lbs.) torque.
(4) Install seat. (Refer to 23 - BODY/SEATS/SEAT
- SPLIT BENCH - INSTALLATION)
(5) Power adjuster on power seat must be cycled in
all 6 functions to ensure the adjuster is working
properly.
SEATS
BR/BE
23 - 143
EASY ENTRY SEAT TRACK
SEAT TRACK ADJUSTER
REMOVAL
REMOVAL
(1) Remove front passenger seat. (Refer to 23 BODY/SEATS/SEAT - SPLIT BENCH - REMOVAL)
(2) Remove recliner handle.
(3) Remove side shield.
(4) Disengage seat track latch release cables.
(5) Remove bolts attaching seat adjuster track to
easy entry seat track. (Fig. 27).
(6) Remove inboard seat back pivot bolt.
(7) Disengage latch release cable from pulley.
(8) Separate seat adjuster track from seat back.
(1) Remove the seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - REMOVAL)
(2) Unwind recliner spring from seat back. Use
care not to lose upper spring seat.
WARNING: DO NOT PULL THE RECLINER CABLE
OR THE RECLINER HANDLE. THE RECLINER LEAD
SCREW IS SPRING LOADED AND WILL EJECT IF
EITHER THE HANDLE , CABLE, OR TOWEL BAR IS
PULLED BEFORE THE LEAD SCREW IS REMOVED.
(3) Remove right and left risers.
INSTALLATION
(1) Install the left and right risers.
(2) Install the recliner lead screw and spring in
the seat back.
(3) Install seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - INSTALLATION)
STANCHION COVER
REMOVAL
(1) Remove push-in fasteners attaching stanchion
cover to seat stanchion (Fig. 28).
(2) Separate cover from seat stanchion.
Fig. 27 EASY ENTRY SEAT TRACK
1
2
3
4
-
SEAT ADJUSTER TRACK
RISER
EASY ENTRY SEAT TRACK
SEAT CUSHION
INSTALLATION
(1) Position inboard easy entry seat track at seat
back.
(2) Engage latch release cable around pulley.
(3) Install inboard seat back pivot bolt. Tighten
bolt to 50 N·m (36 ft. lbs.) torque.
(4) Install screws attaching seat adjuster track to
seat cushion frame. Tighten screws to 25 N·m (18 ft.
lbs.) torque.
(5) Install bolts attaching easy entry seat track to
seat adjuster track. Tighten front bolts to 17 N·m (12
ft. lbs.) torque. Tighten rear inboard bolts to 21 N·m
(16 ft. lbs.) torque. Tighten rear outboard bolts to 45
N·m (33 ft. lbs.) torque.
(6) Engage seat track latch release cables.
(7) Install front passenger seat. (Refer to 23 BODY/SEATS/SEAT - SPLIT BENCH - INSTALLATION)
(8) Install side shield.
(9) Install recliner handle.
Fig. 28 Stanchion Cover
1
2
3
4
-
PUSH—IN FASTENER
SEAT STANCHION
FLOOR PAN
STANCHION COVER
INSTALLATION
(1) Position cover on seat stanchion.
(2) Install push-in fasteners attaching stanchion
cover to seat stanchion (Fig. 28) .
23 - 144
SEATS
REAR SEAT
REMOVAL
(1) Move front seat track to full forward position.
(2) Turn release handle on underside of rear seat
(Fig. 29) to disengage seat cushion and move seat to
the stowed position.
(3) Remove side support bracket screws and lift
seat to disengage from cab (Fig. 30) .
BR/BE
INSTALLATION
(1) Position seat in vehicle.
(2) Align seatback hooks with loops on cab rear
panel (Fig. 31).
(3) Align side support alignment tabs, and lower
seat into place.
(4) Install side support bracket screws. Tighten the
screws to 28 N·m (21 ft. lbs.) torque.
(5) Turn release handle to disengage seat from
stowed position and push seat cushion downward to
lock into place.
Fig. 29 Rear Seat Release Handle
1 - SEAT CUSHION
2 - RELEASE HANDLE
3 - ALIGNMENT TAB
Fig. 30 Rear Seat Removal/Installation
1 - REAR SEAT
2 - BUMPER
3 - TAB
Fig. 31 Rear Seat Removal/Installation
1 - REAR SEAT
2 - BUMPER
3 - TAB
STATIONARY GLASS
BR/BE
23 - 145
STATIONARY GLASS
TABLE OF CONTENTS
page
STATIONARY GLASS
DESCRIPTION . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . .
BACKLITE
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
BACKLITE LATCH AND KEEPER
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
BACKLITE VENT GLASS
REMOVAL . . . . . . . . . . . . . . . .
. . . . . . . . . . . . 145
. . . . . . . . . . . . 145
. . . . . . . . . . . . 145
. . . . . . . . . . . . 145
. . . . . . . . . . . . 146
. . . . . . . . . . . . 146
page
INSTALLATION . .
WINDSHIELD
DESCRIPTION . .
REMOVAL . . . . . .
INSTALLATION . .
QUARTER WINDOW
REMOVAL . . . . . .
INSTALLATION . .
. . . . . . . . . . . . . . . . . . . . . . 146
. . . . . . . . . . . . . . . . . . . . . . 147
. . . . . . . . . . . . . . . . . . . . . . 147
. . . . . . . . . . . . . . . . . . . . . . 148
. . . . . . . . . . . . . . . . . . . . . . 150
. . . . . . . . . . . . . . . . . . . . . . 150
. . . . . . . . . . . . 146
STATIONARY GLASS
DESCRIPTION
Windshields are made of two pieces of glass with a
plastic inner layer. Windshields and selected stationary glass are structural members of the vehicle. The
windshield glass is bonded to the windshield frame
with urethane adhesive.
OPERATION
Windshields and other stationary glass protect the
occupants from the effects of the elements. Windshields are also used to retain some airbags in position during deployment. Urethane bonded glass is
difficult to salvage during removal. The urethane
bonding is difficult to cut or clean from any surface.
Before removing the glass, check the availability of
replacement components.
(1) Roll down door glass.
(2) Remove headliner. (Refer to 23 - BODY/INTERIOR/HEADLINER - REMOVAL).
(3) Remove rear closer panel trim. (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM REMOVAL).
(4) Bend backlite retaining tabs (Fig. 1) inward
against glass.
(5) Using a suitable pneumatic knife from inside
the vehicle, cut urethane holding backlite frame to
opening fence.
(6) Separate glass from vehicle.
BACKLITE
REMOVAL
It is difficult to salvage the backlite during the
removal operation. The backlite is part of the structural support for the roof. The urethane bonding
used to secure the glass to the fence is difficult to cut
or clean from any surface. Since the molding is set in
urethane, it is unlikely it would be salvaged. Before
removing the backlite, check the availability from the
parts supplier.
The backlite is attached to the window frame with
urethane adhesive. The urethane adhesive is applied
cold and seals the surface area between the window
opening and the glass. The primer adheres the urethane adhesive to the backlite.
Fig. 1 Backlite Tabs
1 - BACKLITE
2 - TAB
INSTALLATION
(1) Clean urethane adhesive from around backlite
opening fence.
23 - 146
STATIONARY GLASS
BR/BE
BACKLITE (Continued)
(2) If necessary, apply black-out primer to outer
edge of replacement backlite frame.
(3) If black-out primer was pre-applied on backlite,
clean bonding surface with Isopropyl alcohol and
clean lint free cloth. Allow 3 minutes for drying time.
(4) Apply black-out primer to backlite opening
fence.
(5) Apply a 13 mm (0.5 in.) bead of urethane
around the perimeter of the window frame bonding
surface (Fig. 2).
(6) Set glass on lower fence and move glass forward into opening (Fig. 3).
(7) Firmly push glass against rear window glass
opening fence.
(8) Bend tabs around edges of backlite opening
fence to retain glass.
(9) Clean excess urethane from exterior with
MOPAR, Super Clean or equivalent.
(10) Allow urethane to cure at least 24 hours (full
cure is 72 hours).
(11) Water test to verify repair before returning
vehicle to service.
(12) Install rear closer panel trim. (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM INSTALLATION).
(13) Install the headliner. (Refer to 23 - BODY/INTERIOR/HEADLINER - INSTALLATION).
Fig. 3 Backlite Installation
1 - BACKLITE
(3) Separate Latch/keeper from glass panel.
INSTALLATION
(1) Position Latch/keeper on glass panel.
(2) Install screws. Tighten the screws with 1.5 N·m
(15 in. lbs.) torque.
(3) Engage latch and keeper to verify operation.
BACKLITE VENT GLASS
REMOVAL
Fig. 2 Urethane Adhesive Application
1
2
3
4
-
WINDOW FRAME
GLASS
RETAINER TAB
URETHANE ADHESIVE
BACKLITE LATCH AND
KEEPER
REMOVAL
(1) Disengage latch and keeper.
(2) Remove latch/keeper screws.
(1) Close and latch sliding vent glass.
(2) Remove rear closure panel trim, if necessary.
(Refer to 23 - BODY/INTERIOR/REAR CLOSURE
PANEL TRIM - REMOVAL).
(3) Grasp end of lower run channel.
(4) Roll corners of lower run channel outward (Fig.
4).
(5) Disengage enough of the lower run channel
from the backlite frame lower rail and firmly pull/
slide lower run channel outward (Fig. 5).
(6) Disengage vent glass from upper run channel.
(7) Separate vent glass from backlite frame.
INSTALLATION
(1) Remove excess sealer from backlite frame lower
rail.
(2) Clean bond area with hand scuff pad.
(3) Clean bond area with Mopart Tar and Oil
Remover or equivalent.
(4) Using a lint free cloth, clean bond area with
50/50 mixture of Isopropyl alcohol and water.
(5) Apply a 0.5 mm bead of pumpable grade butyl
along entire length of the lip retainer in lower run
channel (Fig. 6).
(6) Slide vent glass panels into lower run channel.
STATIONARY GLASS
BR/BE
23 - 147
BACKLITE VENT GLASS (Continued)
(12) Install rear closure panel trim. (Refer to 23 BODY/INTERIOR/REAR CLOSURE PANEL TRIM INSTALLATION).
Fig. 4 Lower Run Channel
1 - SLIDING BACKLITE
2 - LOWER RUN CHANNEL
3 - CAB BACK PANEL
Fig. 6 Glass Panel Installation
1 - INSERT A 0.5mm DIA. BEAD OF PUMPABLE GRADE BUTYL
ALONG THE ENTIRE LENGTH OF THE LOWER RUN WINDOW
CHANNEL
WINDSHIELD
DESCRIPTION
Fig. 5 Lower Run Channel Removal
1
2
3
4
-
LATCH/KEEPER
BACK LITE
LOWER RUN CHANNEL
SLIDE OUTWARD
(7) Latch vent glass panels
(8) Insert upper ends of vent glass panels into
upper run channel.
NOTE: Aggressive clamp pressure is required to
lock lower run channel into place.
(9) Position lower run channel on backlite frame
lower rail and roll lower run channel onto backlite
frame rail.
(10) Fill the ends of the run channel with Mopar
GEN II Silicone Rubber Adhesive Sealant or equivalent.
(11) Verify window and latch/keeper operation.
The windshield is attached to the window frame
with urethane adhesive. The urethane adhesive is
applied cold and seals the surface area between the
window opening and the glass. The primer adheres
the urethane adhesive to the windshield.
It is difficult to salvage a windshield during the
removal operation. The windshield is part of the structural support for the roof. The urethane bonding used to
secure the windshield to the fence is difficult to cut or
clean from any surface. If the moldings are set in urethane, it would also be unlikely they could be salvaged.
Before removing the windshield, check the availability
of the windshield and moldings from the parts supplier.
REMOVAL
(1) Remove inside rear view mirror. (Refer to 23 BODY/INTERIOR/REAR VIEW MIRROR - REMOVAL).
(2) Remove cowl grill. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - REMOVAL).
(3) With doors open, remove windshield molding
(Fig. 7). Pull outward on molding beginning at the
bottom of A-pillars using pliers.
(4) Cut urethane bonding from around windshield
using a suitable sharp cold knife (C-4849). A pneumatic cutting device can be used but is not recommended (Fig. 8).
(5) Separate windshield from vehicle.
23 - 148
STATIONARY GLASS
BR/BE
WINDSHIELD (Continued)
Fig. 7 Windshield Moldings
1 - WINDSHIELD
2 - WINDSHIELD MOLDING
Fig. 8 Cut Urethane Around Windshield
1 - WINDSHIELD
2 - COLD KNIFE
INSTALLATION
WARNING: Allow the urethane at least 24 hours to
cure before returning the vehicle to use.
CAUTION: Roll down the left and right front door
glass and open the rear glass slider (if available)
before installing windshield to avoid pressurizing
the passenger compartment if a door is slammed
before urethane is cured. Water leaks can result.
The windshield fence should be cleaned of most of its
old urethane bonding material. A small amount of old
urethane, approximately 1-2 mm in height, should
remain on the fence. Do not grind off or completely
remove all old urethane from the fence, the paint finish
and bonding strength will be adversely affected.
(1) Place replacement windshield into windshield
opening and position glass in the center of the opening against the support spacers. Mark the outside
surface of the glass at the support spacers with a
grease pencil or pieces of masking tape and ink pen
to use as a reference for installation. Remove replacement windshield from windshield opening (Fig. 9).
(2) Position the windshield inside up on a suitable
work surface with two padded, wood 10 cm by 10 cm
by 50 cm (4 in. by 4 in. by 20 in.) blocks, placed parallel 75 cm (2.5 ft.) apart (Fig. 10).
(3) Clean inside of windshield with MOPAR Glass
Cleaner and lint-free cloth.
(4) Apply clear glass primer 25 mm (1 in.) wide
around perimeter of windshield and wipe with a new
clean and dry lint- free cloth.
(5) Apply the molding to the windshield:
(a) Press the upper corners of the molding onto
the windshield.
(b) Press the header section onto the windshield.
(c) Press the A-Pillar sections onto the windshield.
(6) Apply black-out primer onto the glass using the
windshield molding as a guide. The primer should be
15 mm (5/8 in.) wide on the top and sides of the glass
and 25 mm (1 in.) on the bottom of windshield. Allow
at least three minutes drying time.
(7) Locate new support spacers on support brackets and adjust to lowest height.
(8) Position one 5 mm (3/16 in.) soft spacer (p/n
55028214) at the bottom of the windshield fence (Fig. 11).
(9) Apply a 13mm (1/2 in.) high and 10mm (3/8 in.)
wide bead of urethane around the perimeter of windshield. At the bottom, apply the bead 7 mm (1/4 in.)
inboard from the glass edge. On the three sides
where the molding is on the glass, follow the edge of
molding. The urethane bead should be shaped in a
triangular cross-section, this can be achieved by
notching the tip of the applicator (Fig. 12).
(10) With the aid of a helper, position the windshield over the windshield opening. Align the reference marks at the bottom of the windshield to the
support spacers.
(11) Slowly lower windshield glass to the fence opening guiding the lower corners into proper position.
Beginning at the bottom and continuing to the top, push
glass onto fence along the A-Pillars. Push windshield
inward to the fence at the bottom corners (Fig. 13).
(12) Push windshield upward, snug with roof and
ratchet up the adjustable support brackets. Discard
tab from support spacer.
(13) Using clean water, lightly mist the support
spacers.
STATIONARY GLASS
BR/BE
23 - 149
WINDSHIELD (Continued)
(14) Clean excess urethane from exterior with
MOPARt Super Clean or equivalent.
(15) Apply 150 mm (6 in.) lengths of 50 mm (2 in.)
masking tape spaced 250 mm (10 in.) apart to hold
molding in place until urethane cures.
(16) Install cowl grill. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - INSTALLATION).
(17) Install rear view mirror support bracket.
(Refer to 23 - BODY/INTERIOR/REAR VIEW MIRROR - INSTALLATION).
(18) Install rear view mirror. (Refer to 23 - BODY/INTERIOR/REAR VIEW MIRROR - INSTALLATION).
(19) After urethane has cured, remove tape strips
and water test windshield to verify repair.
Fig. 11 Position Urethane Compression Spacer
1 - URETHANE COMPRESSION SPACER
2 - FENCE
Fig. 9 Center Windshield and Mark at Support
1 - WINDSHIELD
2 - INDEX MARKS
3 - SUPPORT SPACERS
Fig. 10 Work Surface Set up
1 - WINDSHIELD AND MOULDINGS
2 - URETHANE BEAD AROUND GLASS 7mm (.3 in.) FROM
EDGE
3 - BLOCKS
Fig. 12 Applicator Tip
1 - APPLICATOR TIP
Fig. 13 Lower Windshield Into Position
1 - COMPRESSION SPACER
2 - WINDSHIELD
3 - ADJUSTABLE SUPPORT SPACERS
23 - 150
STATIONARY GLASS
BR/BE
QUARTER WINDOW
REMOVAL
(1) Remove quarter trim panel.
(2) Remove the latch retaining screws from the cab
rear side panel (Fig. 14) .
(3) Remove the frame/hinge retaining nuts from
the B-pillar.
(4) Remove the window glass from the cab.
(5) If necessary, remove the latch from the glass.
INSTALLATION
(1) If removed, install the latch to the glass.
Tighten the screw to 6 N·m (60 in. lbs.) torque.
(2) Center the window glass at the opening, insert
the hinge studs in the B-pillar holes, and install the
retaining nuts. Tighten the nuts to 8 N·m (70 in. lbs.)
torque.
(3) Attach the latch to the rear side panel with the
screws. Tighten the screws with the latch in the lock
position and pushing rearward on the latch. Tighten
the screws to 8 N·m (70 in. lbs.) torque.
Fig. 14 Vent Window—Club Cab
1 - QUARTER GLASS
2 - LATCH
(4) Test the vent window for water leaks.
(5) Install quarter trim panel.
WEATHERSTRIP/SEALS
BR/BE
23 - 151
WEATHERSTRIP/SEALS
TABLE OF CONTENTS
page
B-PILLAR DOOR SEAL
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
COWL WEATHERSTRIP
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
DOOR OPENING SEAL
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
FRONT DOOR GLASS RUN
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
. . . . . . . . . . . . . . . . . 151
. . . . . . . . . . . . . . . . . 151
. . . . . . . . . . . . . . . . . 152
. . . . . . . . . . . . . . . . . 152
..............
..............
WEATHERSTRIP
..............
..............
. . . 152
. . . 152
. . . 152
. . . 153
page
FRONT DOOR INNER BELT WEATHERSTRIP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FRONT DOOR OUTER BELT WEATHERSTRIP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FRONT DOOR UPPER CORNER SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FRONT DOOR SECOND WEATHERSTRIP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
B-PILLAR DOOR SEAL
REMOVAL
(1) Warm the seal and body metal to approximately 38°C (100°F) using a suitable heat lamp or
heat gun.
(2) Pull seal from painted surface (Fig. 1).
INSTALLATION
(1) Remove adhesive tape residue from painted
surface of vehicle.
(2) If seal is to be reused, remove tape residue
from seal. Clean back of seal with MOPARt, Super
Kleen solvent or equivalent. Wipe seal dry with lint
free cloth. Apply new body side molding (two sided
adhesive) tape to back of seal.
(3) Clean body surface with MOPARt, Super Kleen
solvent or equivalent. Wipe surface dry with lint free
cloth.
(4) Remove protective cover from tape on back of
seal and apply seal to body.
(5) Heat body and seal, see step one. Firmly press
seal to body surface to assure adhesion (Fig. 1).
Fig. 1 B-Pillar Secondary Seal
1 - B—PILLAR SECONDARY SEAL
2 - DOOR
. . 153
. . 153
. . 153
. . 153
. . 153
. . 154
. . 154
. . 154
23 - 152
WEATHERSTRIP/SEALS
BR/BE
COWL WEATHERSTRIP
REMOVAL
(1) Grasp cowl seal and pull from cowl flange.
(2) Separate cowl seal from vehicle (Fig. 2).
Fig. 3 Door Opening Seal—Club Cab
Fig. 2 Cowl Seal
1 - COWL
2 - COWL SEAL
1 - DOOR SEAL
2 - BODY
(5) Install A-pillar molding. (Refer to 23 - BODY/
INTERIOR/A-PILLAR TRIM - INSTALLATION)
INSTALLATION
(1) Position cowl seal on flange and press into
place.
FRONT DOOR GLASS RUN
WEATHERSTRIP
DOOR OPENING SEAL
REMOVAL
REMOVAL
(1) Remove A-pillar molding. (Refer to 23 - BODY/
INTERIOR/A-PILLAR TRIM - REMOVAL)
(2) Remove cowl pane.(Refer to 23 - BODY/INTERIOR/COWL TRIM COVER - REMOVAL)
(3) Remove sill cover. (Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM - REMOVAL)
(4) Remove B-pillar trim. (Refer to 23 - BODY/INTERIOR/B-PILLAR TRIM - REMOVAL)
(5) Pull seal from pinch flange around door opening (Fig. 3).
(1) Remove inner door belt weatherstrip. (Refer to
23 - BODY/WEATHERSTRIP/SEALS/FDR INNER
BELT WEATHERSTRIP - REMOVAL)
(2) Pull door glass run weatherstrip from channel
around window opening (Fig. 4).
INSTALLATION
(1) Press seal onto pinch flange around door opening (Fig. 3).
(2) Install B-pillar trim panel. (Refer to 23 BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION)
(3) Install cowl panel. (Refer to 23 - BODY/INTERIOR/COWL TRIM COVER - INSTALLATION)
(4) Install sill cover. (Refer to 23 - BODY/INTERIOR/DOOR SILL TRIM - INSTALLATION)
Fig. 4 Door Glass Run Weatherstrip
1 - GLASS RUN WEATHERSTRIP
WEATHERSTRIP/SEALS
BR/BE
23 - 153
FRONT DOOR GLASS RUN WEATHERSTRIP (Continued)
INSTALLATION
(1) Press door glass run weatherstrip into channel
around window opening (Fig. 4).
(2) Install inner door belt weatherstrip. (Refer to
23 - BODY/WEATHERSTRIP/SEALS/FDR INNER
BELT WEATHERSTRIP - INSTALLATION)
(4) Separate outer door belt weatherstrip from
door (Fig. 6).
FRONT DOOR INNER BELT
WEATHERSTRIP
REMOVAL
(1) Remove door trim panel. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL)
(2) Lift inner door belt weatherstrip upward (Fig.
5).
(3) Separate inner door belt weatherstrip from
door.
Fig. 6 Outer Door Belt Weatherstrip
1 - OUTER BELTLINE WATHERSTRIP
2 - DOOR
INSTALLATION
(1) Position outer door belt weatherstrip on door.
(2) Press weatherstrip downward to seat.
(3) Install mirror. (Refer to 23 - BODY/EXTERIOR/SIDE VIEW MIRROR - INSTALLATION)
FRONT DOOR UPPER CORNER
SEAL
REMOVAL
Fig. 5 Inner Door Belt Weatherstrip
1 - DOOR
2 - INNER BELTLINE WEATHERSEAL
(1) Remove the push-in fasteners attaching the
upper corner seal to the front door (Fig. 7).
(2) Separate the upper corner seal from the door.
INSTALLATION
(1) Position inner door belt weatherstrip on door.
(2) Press inner door belt weatherstrip downward
to seat.
(3) Install door trim panel. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION)
FRONT DOOR OUTER BELT
WEATHERSTRIP
REMOVAL
(1) Roll door glass down.
(2) Remove mirror. (Refer to 23 - BODY/EXTERIOR/SIDE VIEW MIRROR - REMOVAL)
(3) Using a hook tool inserted into the end of the
belt weatherstrip, lift upward.
Fig. 7 Upper Corner Seal—Quad Cab
1 - UPPER CORNER SEAL
2 - PUSH—IN FASTENER
23 - 154
WEATHERSTRIP/SEALS
BR/BE
FRONT DOOR UPPER CORNER SEAL (Continued)
INSTALLATION
(1) Position the upper corner seal on the door.
(2) Install the push-in fasteners attaching the
upper corner seal to the front door (Fig. 7) .
FRONT DOOR SECOND
WEATHERSTRIP
REMOVAL
(1) Remove the push-in fasteners attaching the
secondary seal to the inner door panel.
(2) Separate the secondary seal from the inner
door panel (Fig. 8).
INSTALLATION
(1) Position the secondary seal on the inner door
panel.
(2) Install the push-in fasteners attaching the secondary seal to the inner door panel.
Fig. 8 Front Door Secondary Seal—Quad Cab
1 - FRONT DOOR
2 - SECONDARY SEAL
HEATING & AIR CONDITIONING
BR/BE
24 - 1
HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page
HEATING & AIR CONDITIONING
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HEATER
PERFORMANCE . . . . . . . . . . . . . . . .
........1
........1
........2
page
STANDARD PROCEDURE
STANDARD PROCEDURE - DIODE
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . 7
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 7
CONTROLS
.............................9
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . 30
PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
........6
HEATING & AIR
CONDITIONING
DESCRIPTION - HEATER AND AIR
CONDITIONER
All vehicles are equipped with a common HVAC
housing assembly (Fig. 1). The system combines air
conditioning, heating, and ventilating capabilities in
a single unit housing mounted under the instrument
panel. On heater-only systems, the evaporator coil
and recirculation door are omitted from the housing.
condenser will reduce the performance of the air conditioning and engine cooling systems.
The engine cooling system includes the heater core
and the heater hoses. Refer to Engine Cooling for
more information before the opening of, or attempting any service to the engine cooling system.
DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT
The two refrigerant system service ports are used
to charge, recover/recycle, evacuate, and test the air
conditioning refrigerant system. Unique service port
coupler sizes are used on the R-134a system, to
ensure that the refrigerant system is not accidentally
contaminated by the use of the wrong refrigerant
(R-12), or refrigerant system service equipment.
OPERATION - HEATER AND AIR CONDITIONER
Fig. 1 COMMON BLEND-AIR HEATER-AIR
1
2
3
4
5
6
-
HEATER CORE
BLEND DOOR
EVAPORATOR (A/C ONLY)
RECIRCULATION DOOR (A/C ONLY)
FLOOR/PANEL DOOR
FLOOR/DEFROST DOOR
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS
To maintain the performance level of the HVAC
system, the engine cooling system must be properly
maintained. The use of a bug screen is not recommended. Any obstructions in front of the radiator or
The heater and optional air conditioner are blendair type systems. In a blend-air system, a blend door
controls the amount of unconditioned air (or cooled
air from the evaporator on models with air conditioning) that is allowed to flow through, or around, the
heater core. A temperature control knob on the A/C
Heater control panel determines the discharge air
temperature by controlling an electric actuator,
which moves the blend door. This allows an almost
immediate control of the output air temperature of
the system.
The mode control knob on the heater-only or A/C
Heater control panel is used to direct the conditioned
air to the selected system outlets. Both mode control
switches use engine vacuum to control the mode
doors, which are operated by vacuum actuators.
On air conditioned vehicles, the outside air intake
can be shut off by selecting the Recirculation Mode
with the mode control knob. This will operate a vacuum actuated recirculation door that closes off the
outside fresh air intake and recirculates the air that
is already inside the vehicle.
24 - 2
HEATING & AIR CONDITIONING
BR/BE
HEATING & AIR CONDITIONING (Continued)
The optional air conditioner for all models is
designed for the use of non-CFC, R-134a refrigerant.
The air conditioning system has an evaporator to cool
and dehumidify the incoming air prior to blending it
with the heated air. This air conditioning system
uses a fixed orifice tube in the middle of the liquid
line to meter refrigerant flow to the evaporator coil.
To maintain minimum evaporator temperature and
prevent evaporator freezing, the a/c low pressure
switch on the accumulator cycles the compressor
clutch.
OPERATION - REFRIGERANT SYSTEM SERVICE
PORT
The high pressure service port is located on the liquid line between the condenser and the evaporator,
near the front of the engine compartment. The low
pressure service port is located on the suction line,
near the accumulator outlet.
Each of the service ports has a threaded plastic
protective cap installed over it from the factory. After
servicing the refrigerant system, always reinstall
both of the service port caps.
DIAGNOSIS AND TESTING - A/C
PERFORMANCE
The air conditioning system is designed to provide
the passenger compartment with low temperature
and low humidity air. The evaporator, located in the
HVAC housing on the dash panel below the instrument panel, is cooled to temperatures near the freezing point. As warm damp air passes through the
cooled evaporator, the air transfers its heat to the
refrigerant in the evaporator tubes and the moisture
in the air condenses on the evaporator fins. During
periods of high heat and humidity, an air conditioning system will be more effective in the recirculation
mode (Max-A/C). With the system in the recirculation
mode, only air from the passenger compartment
passes through the evaporator. As the passenger compartment air dehumidifies, the air conditioning system performance levels improve.
Humidity has an important bearing on the temperature of the air delivered to the interior of the vehicle. It is important to understand the effect that
humidity has on the performance of the air conditioning system. When humidity is high, the evaporator
has to perform a double duty. It must lower the air
temperature, and it must lower the temperature of
the moisture in the air that condenses on the evaporator fins. Condensing the moisture in the air transfers heat energy into the evaporator fins and tubing.
This reduces the amount of heat the evaporator can
absorb from the air. High humidity greatly reduces
the ability of the evaporator to lower the temperature
of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wringing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
air conditioning system on humid days. A performance test is the best way to determine whether the
system is performing up to standard. This test also
provides valuable clues as to the possible cause of
trouble with the air conditioning system.
Before proceeding, (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - WARNING) and
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION). The air temperature in
the test room and in the vehicle must be a minimum
of 21° C (70° F) for this test.
(1) Connect a tachometer and a manifold gauge
set.
(2) Set the a/c heater mode control switch knob to
the recirculation mode (Max-A/C) position, the temperature control knob to the full cool position, and
the blower motor switch to the highest speed position.
(3) Start the engine and hold the idle speed at
1,000 rpm with the compressor clutch engaged. If the
compressor clutch does not engage, (Refer to 24 HEATING & AIR CONDITIONING/CONTROLS/A/C
COMPRESSOR CLUTCH COIL - DIAGNOSIS AND
TESTING).
(4) The engine should be at operating temperature.
The doors and windows must be closed and the hood
must be mostly closed.
(5) Insert a thermometer in the driver side center
A/C (panel) outlet. Operate the engine for five minutes.
(6) The compressor clutch may cycle, depending
upon the ambient temperature and humidity. If the
clutch cycles, unplug the a/c low pressure switch wire
harness connector from the switch located on the
accumulator (Fig. 2). Place a jumper wire between
the two cavities of the a/c low pressure switch wire
harness connector.
HEATING & AIR CONDITIONING
BR/BE
24 - 3
HEATING & AIR CONDITIONING (Continued)
(7) With the compressor clutch engaged, record the
panel outlet discharge air temperature, the discharge
pressure (high side), and the suction pressure (low
side).
(8) Compare the panel outlet discharge air temperature reading to the Performance Temperature and
Pressure chart. If the temperature reading is high,
clamp off both heater hoses (inlet and outlet), wait
five minutes and record the temperature again. Compare the second reading to the Performance Temperature and Pressure chart. If the temperature reading
is now OK, see Temperature Control Cable in the
Removal and Installation section and in the Adjustments section of this group. If the temperature reading is still too high, (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - DIAGNOSIS AND
TESTING), and (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PROCEDURE) in this group.
Fig. 2 A/C LOW PRESSURE SWITCH
1 - A/C LOW PRESSURE SWITCH
2 - ACCUMULATOR
Performance Temperature and Pressure
Ambient Temperature
21° C
(70° F)
27° C
(80° F)
32° C
(90° F)
38° C
(100° F)
43° C
(110° F)
49° C
(120° F)
Center Panel OutletDischarge
Air Temperature
5 to 7° C
(40 to 45°
F)
13 to 16°
C
(55 to 60°
F)
16 to 21°
C
(60 to 70°
F)
21 to 24°
C
(70 to 75°
F)
27 to 29°
C
(80 to 85°
F)
29 to 32° C
(85 to 90°
F)
*Suction Pressure (Low Side)
241 to 276
kPa
(35 to 40
psi)
276 to 345
kPa
(40 to 50
psi)
345 to 414
kPa
(50 to 60
psi)
414 to 483
kPa
(60 to 70
psi)
483 to 552
kPa
(70 to 80
psi)
552 to 586
kPa
(85 to 90
psi)
*Discharge Pressure (High
Side)
931 to
1000 kPa
(135 to
145 psi)
1207 to
1482 kPa
(175 to
215 psi)
1482 to
1862 kPa
(215 to
270 psi)
1862 to
2275 kPa
(270 to
330 psi)
2344 to
2551 kPa
(340 to
370 psi)
2758 to
2965 kPa
(400 to 430
psi)
*Note: If pressures are lower than shown, but center panel outlet discharge air temperatures are OK, then the A/C
system is OK.
(9) Compare the discharge (high side) and suction
(low side) pressure readings to the Performance Tem-
perature and Pressure chart. If the pressures are
abnormal, see the A/C Diagnosis chart.
A/C Diagnosis
Condition
Possible Causes
Correction
RAPID COMPRESSOR
CLUTCH CYCLING (TEN
OR MORE CYCLES PER
MINUTE).
1. Low refrigerant system
charge.
1. (Refer to Plumbing/Diagnosis and Testing - Refrigerant
System Leaks) in this group. Test the refrigerant system
for leaks. Repair, evacuate and charge the refrigerant
system, if required.
24 - 4
HEATING & AIR CONDITIONING
BR/BE
HEATING & AIR CONDITIONING (Continued)
A/C Diagnosis
Condition
EQUAL PRESSURES,
BUT THE
COMPRESSOR CLUTCH
DOES NOT ENGAGE.
NORMAL PRESSURES,
BUT A/C
PERFORMANCE TEST
AIR TEMPERATURES AT
CENTER PANEL
OUTLET ARE TOO
HIGH.
LOW SIDE PRESSURE
IS NORMAL OR
SLIGHTLY LOW, AND
HIGH SIDE PRESSURE
IS TOO LOW.
Possible Causes
Correction
2. Faulty a/c low
pressure switch.
2. (Refer to Controls/A/C Low Pressure Switch/Diagnosis
and Testing) in this group. Test the a/c low pressure
switch and replace, if required.
3. Faulty Powertrain
Control Module (PCM).
3. (Refer to Appropriate Diagnostic Information) for testing
the PCM. Test the PCM and replace, if required.
1. No refrigerant in the
refrigerant system.
1. (Refer to Plumbing/Diagnosis and Testing - Refrigerant
System Leaks) in this group. Test the refrigerant system
for leaks. Repair, evacuate and charge the refrigerant
system, if required.
2. Faulty fuse.
2. Check the fuses in the Power Distribution Center and
the junction block. Repair the shorted circuit or
component and replace the fuses, if required.
3. Faulty a/c compressor
clutch coil.
3. (Refer to Controls/A/C Compressor Clutch Coil/
Diagnosis and Testing) in this group. Test the compressor
clutch coil and replace, if required.
4. Faulty a/c compressor
clutch relay.
4. (Refer to Controls/A/C Compressor Clutch Relay/
Diagnosis and Testing) in this group. Test the compressor
clutch relay and relay circuits. Repair the circuits or
replace the relay, if required.
5. Improperly installed or
faulty a/c low pressure
switch.
5. (Refer to Controls/A/C Low Pressure Switch/Diagnosis
and Testing) in this group. Test the a/c low pressure
switch and tighten or replace, if required.
6. Faulty a/c high
pressure switch.
6. (Refer to Controls/A/C High Pressure Switch/Diagnosis
and Testing) in this group. Test the a/c high pressure
switch and replace, if required.
7. Faulty Powertrain
Control Module (PCM).
7. (Refer to Appropriate Diagnostic Information) for testing
the PCM. Test the PCM and replace, if required.
8. Faulty a/c heater
control.
8. (Refer to Controls/A/C Heater Control/Diagnosis and
Testing) in this group. Test the a/c heater control and
replace, if required.
1. Excessive refrigerant
oil in system.
1. (Refer to Plumbing/Refrigerant Oil/Standard Procedure
- Refrigerant Oil Level) in this group. Recover the
refrigerant from the refrigerant system and inspect the
refrigerant oil content. Restore the refrigerant oil to the
proper level, if required.
2. Blend door actuator
inoperative or faulty.
2. Check the Blend Door Actuator operation. Replace as
required.
3. Blend door
inoperative, obstructed or
sealing improperly.
3. (Refer to Distribution/Blend Door/Removal/Installation)
in this group. Inspect the blend door for proper operation
and sealing and correct, if required.
1. Low refrigerant system
charge.
1. (Refer to Plumbing/Diagnosis and Testing - Refrigerant
System Leaks) in this group. Test the refrigerant system
for leaks. Repair, evacuate and charge the refrigerant
system, if required.
HEATING & AIR CONDITIONING
BR/BE
24 - 5
HEATING & AIR CONDITIONING (Continued)
A/C Diagnosis
Condition
LOW SIDE PRESSURE
IS NORMAL OR
SLIGHTLY HIGH, AND
HIGH SIDE PRESSURE
IS TOO HIGH.
LOW SIDE PRESSURE
IS TOO HIGH, AND
HIGH SIDE PRESSURE
IS TOO LOW.
LOW SIDE PRESSURE
IS TOO LOW, AND HIGH
SIDE PRESSURE IS
TOO HIGH.
Possible Causes
Correction
2. Refrigerant flow
through the accumulator
is restricted.
2. (Refer to Plumbing/Accumulator/ Removal/Installation)
in this group. Replace the restricted accumulator, if
required.
3. Refrigerant flow
through the a/c
evaporator is restricted.
3. (Refer to Plumbing/A/C Evaporator/ Removal/
Installation) in this group. Replace the restricted
evaporator, if required.
4. Faulty compressor.
4. (Refer to Plumbing/A/C Compressor/ Removal/
Installation) in this group. Replace the compressor, if
required.
1. Condenser air flow
restricted.
1. Check the condenser for damaged fins, foreign objects
obstructing air flow through the condenser fins, and
missing or improperly installed air seals. Refer to Cooling
for more information on air seals. Clean, repair, or replace
components as required.
2. Inoperative cooling
fan.
2. Refer to Cooling for more information. Test the cooling
fan and replace, if required.
3. Refrigerant system
overcharged.
3. (Refer to Plumbing/Standard Procedure - Refrigerant
System Charge) in this group. Recover the refrigerant
from the refrigerant system. Charge the refrigerant
system to the proper level, if required.
4. Air in the refrigerant
system.
4. (Refer to Plumbing/Diagnosis and Testing - Refrigerant
System Leaks) in this group. Test the refrigerant system
for leaks. Repair, evacuate and charge the refrigerant
system, if required.
5. Engine overheating.
5. Refer to Cooling for more information. Test the cooling
system and repair, if required.
1. Accessory drive belt
slipping.
1. Refer to Cooling for more information. Inspect the
accessory drive belt condition and tension. Tighten or
replace the accessory drive belt, if required.
2. A/C orifice tube not
installed.
2. (Refer to Plumbing/A/C Orifice Tube/Diagnosis and
Testing) in this group. Replace the liquid line, if required.
3. Faulty a/c compressor.
3. (Refer to Plumbing/A/C Compressor/ Removal/
Installation) in this group. Replace the compressor, if
required.
1. Restricted refrigerant
flow through the
refrigerant lines.
1. (Refer to Plumbing/Caution - Refrigerant Hoses/Lines/
Tubes Precautions) in this group. Inspect the refrigerant
lines for kinks, tight bends or improper routing. Correct
the routing or replace the refrigerant line, if required.
2. Restricted refrigerant
flow through the a/c
orifice tube.
2. (Refer to Plumbing/A/C Orifice Tube/Diagnosis and
Testing) in this group. Replace the liquid line, if required.
3. Restricted refrigerant
flow through the a/c
condenser.
3. (Refer to Plumbing/A/C Condenser/ Removal/
Installation) in this group. Replace the restricted a/c
condenser, if required.
24 - 6
HEATING & AIR CONDITIONING
BR/BE
HEATING & AIR CONDITIONING (Continued)
DIAGNOSIS AND TESTING - HEATER
PERFORMANCE
Before performing the following tests, refer to Cooling for the procedures to check the engine coolant
level and flow, engine coolant reserve/recovery system operation, accessory drive belt condition and tension, radiator air flow and the fan drive operation.
Also be certain that the accessory vacuum supply
line is connected at the engine vacuum source.
normal operating temperature, set the temperature
control knob in the full hot position, the mode control
switch knob in the floor position, and the blower
motor switch knob in the highest speed position.
Using a test thermometer, check the temperature of
the air being discharged at the HVAC housing floor
outlets. Compare the test thermometer reading to the
Temperature Reference chart.
MAXIMUM HEATER OUTPUT
Engine coolant is delivered to the heater core
through two heater hoses. With the engine idling at
Temperature Reference
Ambient Air Temperature
15.5° C
(60° F)
21.1° C
(70° F)
26.6° C
(80° F)
32.2° C
(90° F)
Minimum Air Temperature at
Floor Outlet
62.2° C
(144° F)
63.8° C
(147° F)
65.5° C
(150° F)
67.2° C
(153° F)
If the floor outlet air temperature is too low, refer
to Cooling to check the engine coolant temperature
specifications. Both of the heater hoses should be hot
to the touch. The coolant return heater hose should
be slightly cooler than the coolant supply heater
hose. If the return hose is much cooler than the supply hose, locate and repair the engine coolant flow
obstruction in the cooling system. Refer to Cooling
for the procedures.
An alternate method of checking heater performance is to use a DRBIIIt scan tool to monitor the
engine coolant temperature. The floor outlet air temperature reading should be no more than 4.5° C (40°
F) lower than the engine coolant temperature reading.
OBSTRUCTED COOLANT FLOW Possible locations or causes of obstructed coolant flow:
• Faulty water pump.
• Faulty thermostat.
• Pinched or kinked heater hoses.
• Improper heater hose routing.
• Plugged heater hoses or supply and return ports
at the cooling system connections.
• A plugged heater core.
If proper coolant flow through the cooling system is
verified, and heater outlet air temperature is still
low, a mechanical problem may exist.
MECHANICAL PROBLEMS Possible locations or
causes of insufficient heat:
• An obstructed cowl air intake.
• Obstructed heater system outlets.
• A faulty, obstructed or improperly installed
blend door.
• A faulty blower system.
• A faulty a/c heater control.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
a/c heater control panel, the following could require
service:
• A faulty a/c heater control.
• A faulty blend door actuator.
• A faulty, obstructed or improperly installed
blend door.
• An obstructed cowl air intake.
• The engine cooling system.
Heater Diagnosis
CONDITION
INSUFFICIENT HEATER
OUTPUT.
POSSIBLE CAUSE
CORRECTION
1. Incorrect engine
coolant level.
1. Check the engine coolant level. Refer to Cooling for
the procedures.
2. Air trapped in engine
cooling system.
2. Check the operation of the coolant reserve/recovery
system. Refer to Cooling for the procedures.
HEATING & AIR CONDITIONING
BR/BE
24 - 7
HEATING & AIR CONDITIONING (Continued)
Heater Diagnosis
3. Incorrect engine
coolant temperature.
3. Check the performance and operation of the engine
cooling system including: thermostat, water pump, fan
drive, accessory drive belt, coolant flow (plugged radiator
or heater core, plugged or kinked coolant hoses), air flow
(missing or improperly installed radiator air seals or fan
shroud). Refer to Cooling for the procedures.
4. Blend door actuator
inoperative or defective.
4. (Refer to Controls/Blend Door Actuator) in this group.
5. Blend door not
operating properly.
5. Check for a damaged, obstructed or improperly
installed blend door or seals. (Refer to Controls/Blend
Door Actuator) in this group.
6. Insufficient air flow
through heater housing.
6. Remove foreign material or obstructions from cowl air
intake.
7. Improper blower motor
operation.
7. (Refer to Distribution/Blower Motor/ Diagnosis and
Testing) in this group.
STANDARD PROCEDURE - DIODE
REPLACEMENT
(1) Disconnect the battery negative cable and isolate it.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay attention to the current flow direction (Fig. 3).
(7) Tape the diode to the harness using electrical
tape making, sure the diode is completely sealed
from the elements.
(8) Re-connect the battery negative cable, and test
affected systems.
SPECIFICATIONS
A/C APPLICATION TABLE
Fig. 3 DIODE IDENTIFICATION
Item
Description
Vehicle
BR/BE - Ram
Pickup
System
R134a w/orifice
tube
Compressor
Sanden SD7H15
SP-20 PAG oil
Freeze–up
Control
A/C Low
Pressure Switch
accumulator
mounted
Low psi Control
opens < 22-24
psi resets >
37-43 psi
High psi Control
switch - opens >
450 - 490 psi,
resets < 270 330 psi
A/C Heater
Control Head
manual type
Mode Door
vacuum actuator
Blend Door
electric actuator
Recirculation
Door
vacuum actuator
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
(4) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(5) Install the new diode in the harness, making
sure current flow is correct. If necessary refer to the
appropriate wiring diagram for current flow.
(6) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
Notes
mounted on
discharge line,
near
compressor
24 - 8
HEATING & AIR CONDITIONING
BR/BE
HEATING & AIR CONDITIONING (Continued)
Item
Description
Notes
Item
Description
Blower Motor
hardwired to
control head
resistor block
Gap
0.0169 - 0.0319
Cooling Fan
viscous fan
Notes
DRB IIIT
Reads
TPS, RPM, A/C
switch test
Actuators
clutch relay
Clutch
Control
relay
PCM
Draw
2 - 3.9 amps @
12V
± 0.5V @ 70°
F
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
A/C COMPRESSOR
CLUTCH PLATE NUT
14.4
10.5
12.7
A/C COMPRESOR LINE
MANIFOLD FASTENER
22
16
195
A/C COMPRESSOR TO
MOUNTING BRACKET
BOLTS
24
17.7
212
ACCUMULATOR
RETAINING BAND
4.5
3.3
40
BLOWER MOTOR
SCREWS
2.2
1.6
20
CHECK VALVE AND
NIPPLE UNIT (DIESEL)
24
18
212
CONDENSER MOUNTING
SCREWS/NUTS
10.5
7.7
93
DISCHARGE LINE TO
CONDENSER FASTENER
20
14.8
177
DOOR ACTUATOR
SCREWS
2.2
1.6
19.5
HVAC HOUSING SCREWS
2.2
1.6
19.5
HVAC HOUSING TO DASH
PANEL NUTS (ENGINE
SIDE)
7
5.2
62
HVAC HOUSING TO DASH
PANEL NUTS
(PASSENGER
COMPARTMENT SIDE)
4.5
3.3
40
CONTROLS
BR/BE
24 - 9
CONTROLS
TABLE OF CONTENTS
page
CONTROLS
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING - VACUUM
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
A/C COMPRESSOR CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
COMPRESSOR CLUTCH COIL . . . . . . . . . . . . 13
STANDARD PROCEDURE
STANDARD PROCEDURE - A/C
COMPRESSOR CLUTCH BREAK-IN . . . . . . . . 13
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 15
A/C COMPRESSOR CLUTCH RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
COMPRESSOR CLUTCH RELAY . . . . . . . . . . . 17
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 18
A/C-HEATER CONTROL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C HEATER
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 19
A/C HIGH PRESSURE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C HIGH
PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 20
A/C LOW PRESSURE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 21
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
page
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C LOW
PRESSURE SWITCH . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
BLOWER MOTOR RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - BLOWER
MOTOR RELAY . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
BLOWER MOTOR RESISTOR BLOCK
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - BLOWER
MOTOR RESISTOR BLOCK . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
BLOWER MOTOR SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - BLOWER
MOTOR SWITCH . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
BLEND DOOR ACTUATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
MODE DOOR ACTUATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
RECIRCULATION DOOR ACTUATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
VACUUM CHECK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
. . . . . . 21
. . . . . . 21
. . . . . . 21
. . . . . . 22
. . . . . . 22
. . . . . . 22
. . . . . . 23
. . . . . . 23
. . . . . . 23
. . . . . . 23
. . . . . . 23
. . . . . . 24
. . . . . . 24
. . . . . . 24
. . . . . . 24
. . . . . . 25
. . . . . . 25
. . . . . . 25
. . . . . . 25
. . . . . . 26
. . . . . . 27
. . . . . . 27
. . . . . . 28
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 28
. 28
. 29
. 29
24 - 10
CONTROLS
CONTROLS
DIAGNOSIS AND TESTING - VACUUM SYSTEM
Vacuum control is used to operate the mode doors
in the heater-only and HVAC housings. Testing of the
heater-only and a/c heater mode control switch operation will determine if the vacuum, electrical, and
mechanical controls are functioning. However, it is
possible that a vacuum control system that operates
perfectly at engine idle (high engine vacuum) may
not function properly at high engine speeds or loads
(low engine vacuum). This can be caused by leaks in
the vacuum system, or by a faulty or improperly
installed vacuum check valve.
A vacuum system test will help to identify the
source of poor vacuum system performance or vacuum system leaks. Before starting this test, stop the
engine and make certain that the problem is not a
disconnected vacuum supply tube at the engine vacuum source or the vacuum reservoir.
Use an adjustable vacuum test set (Special Tool
C-3707) and a suitable vacuum pump to test the
HVAC vacuum control system. With a finger placed
over the end of the vacuum test hose probe (Fig. 1),
adjust the bleed valve on the test set gauge to obtain
a vacuum of exactly 27 kPa (8 in. Hg.). Release and
block the end of the probe several times to verify that
the vacuum reading returns to the exact 27 kPa (8
in. Hg.) setting. Otherwise, a false reading will be
obtained during testing.
BR/BE
VACUUM CHECK VALVE
(1) Remove the vacuum check valve. On gasoline
engines, one valve is located in the vacuum supply
tube (black) at the intake manifold tap on the right
side of the engine. A second check valve is located
next to the tee fitting in the vacuum supply tube
(black) near the dash panel in the engine compartment. On diesel engines, the vacuum check valve is
integral to the engine vacuum pump nipple and is
threaded into the vacuum pump. The vacuum check
valve must be removed in order to perform the following tests. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/VACUUM CHECK VALVE REMOVAL)
(2) Connect the test set vacuum supply hose to the
a/c heater control side of the valve. When connected
to this side of the check valve, no vacuum should
pass and the test set gauge should return to the 27
kPa (8 in. Hg.) setting. If OK, go to step Step 3. If
not OK, replace the faulty valve.
(3) Connect the test set vacuum supply hose to the
engine vacuum side of the valve. When connected to
this side of the check valve, vacuum should flow
through the valve without restriction. If not OK,
replace the faulty valve.
A/C HEATER CONTROLS
(1) Connect the test set vacuum probe to the
HVAC vacuum supply (black) tube in the engine compartment. Position the test set gauge so that it can
be viewed from the passenger compartment.
(2) Place the a/c heater mode control switch knob
to each mode position, one position at a time, and
pause after each selection. The test set gauge should
return to the 27 kPa (8 in. Hg.) setting shortly after
each selection is made. If not OK, a component or
vacuum line in the vacuum circuit of the selected
mode has a leak. See Locating Vacuum Leaks below.
CAUTION: Do not use lubricant on the switch ports
or in the holes in the plug, as lubricant will ruin the
vacuum valve in the switch. A drop of clean water
in the connector plug holes will help the connector
slide onto the switch ports.
Fig. 1 ADJUST VACUUM TEST BLEED VALVE
1
2
3
4
-
VACUUM PUMP TOOL C-4289
VACUUM TEST SET C-3707
BLEED VALVE
PROBE
CONTROLS
BR/BE
24 - 11
CONTROLS (Continued)
LOCATING VACUUM LEAKS
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect the vacuum harness connector
located between the a/c heater control and the HVAC
housing under the instrument panel.
(2) Connect the test set vacuum hose probe to each
port in the HVAC housing half of the vacuum harness connector, one port at a time, and pause after
each connection (Fig. 2). The test set gauge should
return to the 27 kPa (8 in. Hg.) setting shortly after
each connection is made. If OK, replace the faulty a/c
heater control. If not OK, go to step Step 3.
(3) Determine the vacuum line color of the vacuum
circuit that is leaking. To determine the vacuum line
colors, see the Vacuum Circuits chart (Fig. 3).
(4) Disconnect and plug the vacuum line from the
component (fitting, actuator, valve, switch, or reservoir) on the other end of the leaking circuit. Instrument panel disassembly or removal may be necessary
to gain access to some components. Refer to Instrument Panel System for the procedures.
(5) Connect the test set hose or probe to the open
end of the leaking circuit. The test set gauge should
return to the 27 kPa (8 in. Hg.) setting shortly after
each connection is made. If OK, replace the faulty
disconnected component. If not OK, go to Step 6.
(6) To locate a leak in a vacuum line, leave one
end of the line plugged and connect the test set hose
or probe to the other end of the line. Run your fingers slowly along the line while watching the test set
gauge. The vacuum reading will fluctuate when your
fingers contact the source of the leak. To repair the
vacuum line, cut out the leaking section of the line.
Then, insert the loose ends of the line into a suitable
length of 3 millimeter (0.125 inch) inside diameter
rubber hose.
A/C COMPRESSOR CLUTCH
DESCRIPTION
The compressor clutch assembly consists of a stationary electromagnetic coil, a hub bearing and pulley assembly, and a clutch plate (Fig. 4). The
electromagnetic coil unit and the hub bearing and
pulley assembly are each retained on the nose of the
compressor front housing with snap rings. The clutch
plate is mounted to the compressor shaft and secured
with a nut.
Fig. 2 VACUUM CIRCUIT TEST
24 - 12
CONTROLS
BR/BE
A/C COMPRESSOR CLUTCH (Continued)
Fig. 3 VACUUM CIRCUITS
CONTROLS
BR/BE
24 - 13
A/C COMPRESSOR CLUTCH (Continued)
Fig. 4 COMPRESSOR CLUTCH - TYPICAL
1
2
3
4
5
6
7
-
CLUTCH PLATE
SHAFT KEY
PULLEY
COIL
CLUTCH SHIMS
SNAP RING
SNAP RING
OPERATION
The compressor clutch assembly provides the
means to engage and disengage the compressor from
the engine serpentine accessory drive belt. When the
clutch coil is energized, it magnetically draws the
clutch into contact with the pulley and drives the
compressor shaft. When the coil is not energized, the
pulley freewheels on the clutch hub bearing, which is
part of the pulley. The compressor clutch and coil are
the only serviced parts on the compressor.
The compressor clutch engagement is controlled by
several components: the a/c heater mode control
switch, the a/c loss of charge switch, the a/c pressure
transducer, the compressor clutch relay, the evaporator temperature sensor and the Powertrain Control
Module (PCM). The PCM may delay compressor
clutch engagement for up to thirty seconds(Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN
CONTROL
MODULE
DESCRIPTION).
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The battery must
be fully-charged before performing the following
tests. Refer to Battery for more information.
(1) Connect an ammeter (0 to 10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0 to 20 volt scale) with clip-type leads for measuring
the voltage across the battery and the compressor
clutch coil.
(2) With the a/c heater mode control switch in any
A/C mode, and the blower motor switch in the lowest
speed position, start the engine and run it at normal
idle.
(3) The compressor clutch coil voltage should read
within 0.2 volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within 0.2 volts of the battery voltage, test the clutch
coil feed circuit for excessive voltage drop and repair
as required. If there is no voltage reading at the
clutch coil, use a DRB IIIt scan tool and (Refer to
Appropriate Diagnostic Information) for testing of the
compressor clutch circuit. The following components
must be checked and repaired as required before you
can complete testing of the clutch coil:
• Fuses in the junction block and the Power Distribution Center (PDC)
• A/C Heater mode control switch
• Compressor clutch relay
• A/C High Pressure Switch
• A/C Low Pressure Switch
• Powertrain Control Module (PCM).
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is 2.0 to 3.9
amperes with the electrical system voltage at 11.5 to
12.5 volts. This should only be checked with the work
area temperature at 21° C (70° F). If system voltage
is more than 12.5 volts, add electrical loads by turning on electrical accessories until the system voltage
drops below 12.5 volts.
(a) If the clutch coil current reading is four
amperes or more, the coil is shorted and should be
replaced.
(b) If the clutch coil current reading is zero, the
coil is open and should be replaced.
STANDARD PROCEDURE - A/C COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C Heater control to the
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
to 2000 rpm. This procedure (burnishing) will seat
the opposing friction surfaces and provide a higher
compressor clutch torque capability.
REMOVAL
The refrigerant system can remain fully-charged
during compressor clutch, pulley, or coil replacement.
The compressor clutch can be serviced in the vehicle.
(1) Disconnect and isolate the battery negative
cable.
(2) On models with the diesel engine option,
remove the compressor from the engine. Do not
24 - 14
CONTROLS
BR/BE
A/C COMPRESSOR CLUTCH (Continued)
remove the refrigerant lines or fittings. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - REMOVAL)
(3) Unplug the compressor clutch coil wire harness
connector.
(4) Insert the two pins of the spanner wrench
(Special Tool 6462 in Kit 6460) into the holes of the
clutch plate. Hold the clutch plate stationary and
remove the hex nut (Fig. 5).
(6) Remove the external front housing snap ring
with snap ring pliers (Fig. 7).
Fig. 7 EXTERNAL SNAP RING REMOVE
1 - EXTERNAL SNAP RING
Fig. 5 CLUTCH NUT REMOVE
1 - FRONT PLATE SPANNER
(5) Remove the clutch plate and clutch shims. On
models with the diesel engine option, a puller (Special Tool 6461 in Kit 6460) is used to remove the
clutch plate (Fig. 6). This compressor also uses a
shaft key, which must be removed.
Fig. 6 CLUTCH PULLER - DIESEL MODELS
1 - FRONT PLATE
2 - PULLER
(7) Install the lip of the rotor puller (Special Tool
C-6141-1 in Kit 6460) into the snap ring groove
exposed in Step 6, and install the shaft protector
(Special Tool C-6141-2 in Kit 6460) (Fig. 8).
Fig. 8 SHAFT PROTECTOR AND PULLER
1 - PULLER SHAFT PROTECTOR
2 - JAWS
CONTROLS
BR/BE
24 - 15
A/C COMPRESSOR CLUTCH (Continued)
(8) Install the puller through-bolts (Special Tool
C-6461) through the puller flange and into the jaws
of the rotor puller and tighten (Fig. 9). Turn the
puller center bolt clockwise until the rotor pulley is
free.
Fig. 10 CLUTCH COIL LEAD WIRE HARNESS
1 - CLIP
Fig. 9 INSTALL PULLER PLATE
1
2
3
4
-
BOLT
PULLER PLATE AND BOLT
BOLT
JAWS
(9) Remove the screw and retainer from the clutch
coil lead wire harness on the compressor front housing (Fig. 10).
(10) Remove the snap ring from the compressor
hub and remove the clutch field coil (Fig. 11). Slide
the clutch field coil off of the compressor hub.
INSPECTION
Examine the friction surfaces of the clutch pulley
and the front plate for wear. The pulley and front
plate should be replaced if there is excessive wear or
scoring.
If the friction surfaces are oily, inspect the shaft
and nose area of the compressor for oil. Remove the
felt from the front cover. If the felt is saturated with
oil, the shaft seal is leaking and the compressor must
be replaced.
Check the clutch pulley bearing for roughness or
excessive leakage of grease. Replace the bearing, if
required.
INSTALLATION
(1) Install the clutch field coil and snap ring.
Fig. 11 CLUTCH FIELD COIL SNAP RING REMOVE
1 - FIELD COIL
2 - SNAP RING
(2) Install the clutch coil lead wire harness retaining clip on the compressor front housing and tighten
the retaining screw.
(3) Align the rotor assembly squarely on the front
compressor housing hub.
24 - 16
CONTROLS
BR/BE
A/C COMPRESSOR CLUTCH (Continued)
(4) Thread the handle (Special Tool 6464 in Kit
6460) into the driver (Special Tool 6143 in Kit 6460)
(Fig. 12).
(7) Install the external front rotor snap ring with
snap ring pliers. The bevel side of the snap ring must
be facing outward. Press the snap ring to make sure
it is properly seated in the groove.
CAUTION: If the snap ring is not fully seated in the
groove it will vibrate out, resulting in a clutch failure and severe damage to the front housing of the
compressor.
(8) Install the original clutch shims on the compressor shaft.
(9) Install the clutch plate. On models with the
diesel engine option, install the shaft key. Use the
shaft protector (Special Tool 6141-2 in Kit 6460) to
install the clutch plate on the compressor shaft (Fig.
14). Tap the clutch plate over the compressor shaft
until it has bottomed against the clutch shims. Listen for a distinct change of sound during the tapping
process, to indicate the bottoming of the clutch plate.
Fig. 12 ROTOR INSTALLER SET
(5) Place the driver tool assembly into the bearing
cavity on the rotor. Make certain the outer edge of
the tool rests firmly on the rotor bearing inner race
(Fig. 13).
Fig. 14 CLUTCH PLATE INSTALL
Fig. 13 ROTOR INSTALL
(6) Tap the end of the driver while guiding the
rotor to prevent binding. Tap until the rotor bottoms
against the compressor front housing hub. Listen for
a distinct change of sound during the tapping process, to indicate the bottoming of the rotor.
(10) Install the compressor shaft hex nut. Tighten
the nut to 14.4 N·m (10.5 ft. lbs.).
(11) Check the clutch air gap with a feeler gauge
(Fig. 15). If the air gap does not meet the specification, add or subtract shims as required. The air gap
specification is 0.41 to 0.79 millimeter (0.016 to 0.031
inch). If the air gap is not consistent around the circumference of the clutch, lightly pry up at the minimum variations. Lightly tap down at the points of
maximum variation.
CONTROLS
BR/BE
24 - 17
A/C COMPRESSOR CLUTCH (Continued)
NOTE: The air gap is determined by the spacer
shims. When installing an original, or a new clutch
assembly, try the original shims first. When installing a new clutch onto a compressor that previously
did not have a clutch, use 1.0, 0.50, and 0.13 millimeter (0.040, 0.020, and 0.005 inch) shims from the
clutch hardware package that is provided with the
new clutch.
loss of charge switch, the a/c pressure transducer and
the evaporator fin probe.
The compressor clutch relay is located in the Power
Distribution Center (PDC) in the engine compartment. Refer to the PDC label for relay identification
and location.
The compressor clutch relay cannot be repaired
and, if faulty or damaged, it must be replaced.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH RELAY
RELAY TEST
Fig. 15 CHECK CLUTCH AIR GAP
1 - FEELER GAUGE
The compressor clutch relay (Fig. 16) is located in
the Power Distribution Center (PDC). Refer to the
PDC label for relay identification and location.
Remove the relay from the PDC to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, see the Relay Circuit Test below. If not
OK, replace the faulty relay.
(12) On models with the diesel engine option,
install the compressor on the engine. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION)
(13) Connect the battery negative cable.
A/C COMPRESSOR CLUTCH
RELAY
DESCRIPTION
The a/c compressor clutch relay is a International
Standards Organization (ISO) micro-relay. The terminal designations and functions are the same as a conventional ISO relay. However, the micro-relay
terminal orientation (footprint) is different, the current capacity is lower, and the relay case dimensions
are smaller than those of the conventional ISO relay.
OPERATION
The compressor clutch relay is a electromechanical
device that switches battery current to the compressor clutch coil when the Powertrain Control Module
(PCM) grounds the coil side of the relay. The PCM
responds to inputs from the a/c heater control, the a/c
Fig. 16 COMPRESSOR CLUTCH RELAY
NUMBER
30
85
86
87
87A
TERMINAL LEGEND
IDENTIFICATION
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
RELAY CIRCUIT TEST
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information).
24 - 18
CONTROLS
BR/BE
A/C COMPRESSOR CLUTCH RELAY (Continued)
(1) The relay common feed terminal cavity (30) is
connected to fused battery feed. There should be battery voltage at the cavity for relay terminal 30 at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fuse in the PDC as required.
(2) The relay normally closed terminal (87A) is not
used in this application. Go to Step 3.
(3) The relay normally open terminal cavity (87) is
connected to the compressor clutch coil. There should
be continuity between this cavity and the A/C compressor clutch relay output circuit cavity of the compressor clutch coil wire harness connector. If OK, go
to Step 4. If not OK, repair the open circuit as
required.
(4) The relay coil battery terminal (86) is connected to the fused ignition switch output (run/start)
circuit. There should be battery voltage at the cavity
for relay terminal 86 with the ignition switch in the
On position. If OK, go to Step 5. If not OK, repair the
open circuit to the fuse in the junction block as
required.
(5) The coil ground terminal cavity (85) is switched
to ground through the Powertrain Control Module
(PCM). There should be continuity between this cavity and the A/C compressor clutch relay control circuit cavity of the PCM wire harness connector C
(gray) at all times. If not OK, repair the open circuit
as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 17).
(4) Unplug the compressor clutch relay from the
PDC and remove it.
INSTALLATION
(1) Install the compressor clutch relay by aligning
the relay terminals with the cavities in the PDC and
pushing the relay firmly into place.
(2) Install the PDC cover.
(3) Connect the battery negative cable.
(4) Test the relay operation.
A/C-HEATER CONTROL
DESCRIPTION
Both the heater-only and a/c heater systems use a
combination of electrical and vacuum controls. These
controls provide the vehicle operator with a number
of setting options to help control the climate and
comfort within the vehicle. Refer to the owner’s manual in the vehicle glove box for more information on
the features, use, and suggested operation of these
controls.
OPERATION
The heater-only or a/c heater control panel is
located to the right of the instrument cluster on the
instrument panel. The control panel contains a rotary-type temperature control knob, a rotary-type mode
control switch knob, and a rotary-type blower motor
speed switch knob. On models with the optional
heated mirror system, a momentary push button
switch and indicator lamp are located near the bottom of the a/c heater control panel. Refer to Heated
Mirrors for more information on this feature.
The heater-only or a/c heater control panel cannot
be repaired. If faulty or damaged, the entire unit
must be replaced. The control knobs and the illumination lamps are available for service replacement.
DIAGNOSIS AND TESTING - A/C HEATER
CONTROL
Fig. 17 POWER DISTRIBUTION CENTER
1 - COVER
2 - POWER DISTRIBUTION CENTER
(3) Refer to the label on the PDC for compressor
clutch relay identification and location.
Satisfactory heater and air conditioner performance depends upon proper operation and adjustment of all operating controls and refrigeration
system components. For circuit descriptions and diagrams, (Refer to Appropriate Wiring Information).
These inspections, tests, and adjustments should be
used to locate the cause of a malfunction.
Operation must be tested as described in the following sequence:
(1) Inspect and adjust the serpentine drive belt(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - DIAGNOSIS AND TESTING).
(2) Start the engine and hold the idle speed at
1,300 rpm.
CONTROLS
BR/BE
24 - 19
A/C-HEATER CONTROL (Continued)
(3) On vehicles with air conditioning, turn the
temperature control knob to the extreme counter
clockwise (Cool) position, and set the mode control
switch knob to the Bi-Level (A/C) position. The outside (recirculation) air door should be open to outside
air. If not OK, (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS - DIAGNOSIS AND TESTING - VACUUM SYSTEM).
(4) Open the vehicle windows. Test the blower
motor operation in all speeds. If not OK, (Refer to 24
- HEATING & AIR CONDITIONING/DISTRIBUTION/BLOWER MOTOR - DIAGNOSIS AND TESTING).
(5) On vehicles with air conditioning, the compressor should be running and the air conditioning system in operation unless the ambient air temperature
is below about -1° C (30° F). If not OK, (Refer to 24 HEATING & AIR CONDITIONING - DIAGNOSIS
AND TESTING - A/C PERFORMANCE).
(6) Check the mode control switch operation. The
heater and air conditioner systems should respond as
described in the owner’s manual in the vehicle glove
box to each mode selected. Reduce the engine speed
to normal idle. The vacuum will be high at low idle
and the vacuum actuators should respond quickly. If
not OK, (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS - DIAGNOSIS AND TESTING - VACUUM SYSTEM).
(7) If the vacuum tests, and the electrical component and circuit tests reveal no problems, disassemble the HVAC housing to inspect for mechanical
misalignment or binding of the mode doors (Refer to
24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - DISASSEMBLY)
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the instrument panel near the
driver side of the floor panel transmission tunnel and
unplug the a/c heater control to HVAC housing vacuum harness connector.
(3) While still reaching under the instrument
panel, disengage the retainer on the a/c heater control half of the vacuum harness from the hole in the
center distribution duct (Fig. 18).
Fig. 18 A/C HEATER CONTROL VACUUM HARNESS
ROUTING
1
2
3
4
- A/C HEATER CONTROL VACUUM HARNESS
- REINFORCEMENT
- RETAINER
- CENTER DISTRIBUTION DUCT
(4) Remove the cluster bezel from the instrument
panel(Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(5) Remove the four screws that secure the a/c
heater control to the instrument panel (Fig. 19).
(6) Pull the a/c heater control assembly away from
the instrument panel far enough to access the connections on the back of the control.
(7) Unplug the wire harness connector from the
back of the a/c heater control.
(8) On vehicles with heated mirrors, unplug the
heated mirror wire harness connector from the back
of the a/c heater control.
(9) Remove the a/c heater control from the instrument panel.
INSTALLATION
(1) Plug the wire harness connector(s) into the
receptacle(s) on the back of the a/c heater control.
(2) Route the HVAC vacuum harness through the
hole in the reinforcement below the a/c heater control
opening of the instrument panel.
(3) Position the a/c heater control in the instrument panel and secure it with four screws. Tighten
the screws to 2.2 N·m (20 in. lbs.).
24 - 20
CONTROLS
BR/BE
A/C-HEATER CONTROL (Continued)
3100 to 3375 kPa (450 to 490 psi). The switch contacts will close when the discharge line pressure
drops to about 1860 to 2275 kPa (270 to 330 psi).
When checking refrigerant system pressures with a
manifold gauge set, keep in mind that the indicated
pressures will be about 172 kpa (25 psi) below the
actual switch pressure values due to the pressure
drop that occurs in the refrigerant system between
the switch and the high pressure service port.
The a/c high pressure switch is a factory-calibrated
unit. The switch cannot be adjusted or repaired and,
if faulty or damaged, it must be replaced.
DIAGNOSIS AND TESTING - A/C HIGH
PRESSURE SWITCH
Fig. 19 A/C HEATER CONTROL REMOVE/INSTALL
1
2
3
4
-
HEATED MIRROR WIRE HARNESS CONNECTOR
WIRE HARNESS CONNECTOR
SCREW
HEATER-A/C CONTROL
(4) Reinstall the cluster bezel to the instrument
panel(Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(5) Reach under the instrument panel to reinstall
the a/c heater control vacuum harness retainer to the
side of the center distribution duct.
(6) Plug in the two halves of the a/c heater control
to HVAC housing vacuum harness connector.
(7) Connect the battery negative cable.
A/C HIGH PRESSURE SWITCH
DESCRIPTION
The a/c high pressure switch is located on the discharge line near the compressor. The switch is
screwed onto a fitting that contains a Schrader-type
valve, which allows the switch to be serviced without
discharging the refrigerant system. The discharge
line fitting is equipped with an O-ring to seal the
switch connection.
OPERATION
The a/c high pressure switch is connected in series
electrically with the a/c low pressure switch between
ground and the Powertrain Control Module (PCM).
The switch contacts open and close causing the PCM
to turn the compressor clutch on and off. This prevents compressor operation when the discharge line
pressure approaches high levels.
The a/c high pressure switch contacts are open
when the discharge line pressure rises above about
Before performing diagnosis of the a/c high pressure switch, verify that the refrigerant system has
the correct refrigerant charge. (Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND
TESTING)
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information).
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the a/c high pressure switch wire harness connector from the switch on the refrigerant
system fitting.
(3) On the four terminal high pressure switch,
check for continuity between terminals C and D. On
the two terminal switch, check for continuity
between both terminals of the a/c high pressure
switch. There should be continuity. If OK, test and
repair the A/C switch sense circuit as required. If not
OK, replace the faulty switch.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the wire harness connector from the a/c
high pressure switch, which is mounted to a fitting
on the discharge line between the compressor and
the condenser inlet.
(3) Unscrew the a/c high pressure switch from the
discharge line fitting.
(4) Remove the a/c high pressure switch from the
vehicle.
(5) Remove the O-ring seal from the discharge line
fitting and discard.
INSTALLATION
(1) Lubricate a new O-ring seal with clean refrigerant oil and install it on the discharge line fitting.
Use only the specified O-rings as they are made of a
special material for the R-134a system. Use only
refrigerant oil of the type recommended for the compressor in the vehicle. (Refer to 24 - HEATING &
CONTROLS
BR/BE
24 - 21
A/C HIGH PRESSURE SWITCH (Continued)
AIR CONDITIONING/PLUMBING/REFRIGERANT
OIL - DESCRIPTION)
(2) Install and tighten the high pressure cut-off
switch on the discharge line fitting. The switch
should be hand-tightened onto the discharge line fitting.
(3) Plug the wire harness connector into the high
pressure cut-off switch.
(4) Connect the battery negative cable.
A/C LOW PRESSURE SWITCH
DESCRIPTION
The a/c low pressure switch is located on the top of
the accumulator. The switch is screwed onto an accumulator fitting that contains a Schrader-type valve,
which allows the switch to be serviced without discharging the refrigerant system. The accumulator fitting is equipped with an O-ring to seal the switch
connection.
OPERATION
The a/c low pressure switch is connected in series
electrically with the a/c high pressure switch and the
a/c heater control, between ground and the Powertrain Control Module (PCM). The switch contacts
open and close causing the PCM to turn the compressor clutch on and off. This regulates the refrigerant
system pressure and controls evaporator temperature. Controlling evaporator temperature prevents
condensate water on the evaporator fins from freezing and obstructing air conditioning system air flow.
The a/c low pressure switch contacts are open
when the suction pressure is about 152-165 kPa
(22-24 psi) or lower. The switch contacts will close
when the suction pressure rises to about 255-296 kPa
(37-43 psi) or above. Lower ambient temperatures,
below about -1° C (30° F), will also cause the switch
contacts to open. This is due to the pressure/temperature relationship of the refrigerant in the system.
The a/c low pressure switch is a factory-calibrated
unit. It cannot be adjusted or repaired and, if faulty
or damaged, it must be replaced.
DIAGNOSIS AND TESTING - A/C LOW
PRESSURE SWITCH
Before performing diagnosis of the a/c low pressure
switch, be certain that the switch is properly
installed on the accumulator fitting. If the switch is
too loose it may not open the Schrader-type valve in
the accumulator fitting, which will prevent the
switch from correctly monitoring the refrigerant system pressure. Also verify that the refrigerant system
has the correct refrigerant charge. (Refer to 24 -
HEATING & AIR CONDITIONING - DIAGNOSIS
AND TESTING - A/C PERFORMANCE)
Remember that lower ambient temperatures, below
about -1° C (30° F), during cold weather will open the
switch contacts and prevent compressor operation
due to the pressure/temperature relationship of the
refrigerant. For circuit descriptions and diagrams,
(Refer to Appropriate Wiring Information).
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the a/c low pressure switch wire harness connector from the switch on the accumulator
fitting.
(3) Install a jumper wire between the two cavities
of the a/c low pressure switch wire harness connector.
(4) Connect a manifold gauge set to the refrigerant
system service ports. (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT SYSTEM SERVICE
EQUIPMENT)
(5) Connect the battery negative cable.
(6) Place the a/c heater mode control switch knob
in any A/C position and start the engine.
(7) Check for continuity between the two terminals
of the low pressure cycling clutch switch. There
should be continuity with a suction pressure reading
of 296 kPa (43 psi) or above, and no continuity with a
suction pressure reading of 172 kPa (25 psi) or below.
If OK, test and repair the A/C switch sense circuit as
required. If not OK, replace the faulty switch.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the wire harness connector from the a/c
low pressure switch on the top of the accumulator
(Fig. 20).
(3) Unscrew the a/c low pressure switch from the
fitting on the top of the accumulator.
(4) Remove the O-ring seal from the accumulator
fitting and discard.
INSTALLATION
(1) Lubricate a new O-ring seal with clean refrigerant oil and install it on the accumulator fitting.
Use only the specified O-rings as they are made of a
special material for the R-134a system. Use only
refrigerant oil of the type recommended for the compressor in the vehicle. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/REFRIGERANT
OIL - DESCRIPTION)
(2) Install and tighten the a/c low pressure switch
on the accumulator fitting. The switch should be
hand-tightened onto the accumulator fitting.
(3) Plug the wire harness connector into the a/c
low pressure switch.
24 - 22
CONTROLS
BR/BE
A/C LOW PRESSURE SWITCH (Continued)
The blower motor relay is located in the PDC in
the engine compartment. Refer to the PDC label for
blower motor relay identification and location.
The blower motor relay cannot be repaired and, if
faulty or damaged, it must be replaced.
DIAGNOSIS AND TESTING - BLOWER MOTOR
RELAY
RELAY TEST
Fig. 20 ACCUMULATOR AND A/C LOW PRESSURE
SWITCH
1
2
3
4
5
6
7
8
- CLIP
- BRACKET
- SCREW
- BAND
- ACCUMULATOR
- TO SUCTION LINE
- A/C LOW PRESSURE SWITCH
- FROM EVAPORATOR OUTLET
The blower motor relay (Fig. 21) is located in the
Power Distribution Center (PDC). Remove the blower
motor relay from the PDC to perform the following
tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, see Relay Circuit Test below. If not
OK, replace the faulty relay.
(4) Connect the battery negative cable.
BLOWER MOTOR RELAY
DESCRIPTION
The blower motor relay is an International Standards Organization (ISO)-type relay. The relay is an
electromechanical device that switches battery current from a fuse in the Power Distribution Center
(PDC) directly to the blower motor. The relay is energized when the relay coil is provided a voltage signal
by the ignition switch. This arrangement reduces the
amount of battery current that must flow through
the ignition switch.
OPERATION
The blower motor relay control circuit is protected
by a fuse located in the junction block. When the
relay is de-energized, the blower motor receives no
battery current.
Fig. 21 BLOWER MOTOR RELAY
TERMINAL LEGEND
NUMBER
IDENTIFICATION
30
85
86
87
87A
COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
RELAY CIRCUIT TEST
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information).
CONTROLS
BR/BE
24 - 23
BLOWER MOTOR RELAY (Continued)
(1) The relay common feed terminal cavity (30) is
connected to fused battery feed directly from a fuse
in the Power Distribution Center (PDC), and should
be hot at all times. Check for battery voltage at the
PDC cavity for relay terminal 30. If OK, go to Step 2.
If not OK, repair the open circuit to the PDC fuse as
required.
(2) The relay normally closed terminal cavity (87A)
is not used for this application. Go to Step 3.
(3) The relay normally open terminal cavity (87) is
connected to the blower motor. When the relay is
energized, terminal 87 is connected to terminal 30
and provides full battery current to the blower motor
feed circuit. There should be continuity between the
PDC cavity for terminal 87 and the blower motor
relay output circuit cavity of the blower motor wire
harness connector at all times. If OK, go to Step 4. If
not OK, repair the open circuit to the blower motor
as required.
(4) The coil battery terminal cavity (86) is connected to the ignition switch. When the ignition
switch is placed in the On position, fused ignition
switch output is directed from a fuse in the junction
block to the relay electromagnetic coil to energize the
relay. There should be battery voltage at the PDC
cavity for relay terminal 86 with the ignition switch
in the On position. If OK, go to Step 5. If not OK,
repair the open circuit to the junction block fuse as
required.
(5) The coil ground terminal cavity (85) is connected to ground. This terminal supplies the ground
for the relay electromagnetic coil. There should be
continuity between the PDC cavity for relay terminal
85 and a good ground at all times. If not OK, repair
the open circuit as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 22).
(3) Refer to the label on the PDC for blower motor
relay identification and location.
(4) Unplug the blower motor relay from the PDC
and remove it.
INSTALLATION
(1) Install the blower motor relay by aligning the
relay terminals with the cavities in the PDC and
pushing the relay firmly into place.
(2) Install the PDC cover.
(3) Connect the battery negative cable.
(4) Test the relay operation.
Fig. 22 POWER DISTRIBUTION CENTER
1 - COVER
2 - POWER DISTRIBUTION CENTER
BLOWER MOTOR RESISTOR
BLOCK
DESCRIPTION
The blower motor resistor is mounted to the bottom of the HVAC housing, under the instrument
panel and just inboard of the blower motor. It can be
accessed without removing any other components.
OPERATION
The resistor has multiple resistor wires, each of
which will change the resistance in the blower motor
ground path to change the blower motor speed. The
blower motor switch directs the ground path through
the correct resistor wire to obtain the selected blower
motor speed.
With the blower motor switch in the lowest speed
position, the ground path for the motor is applied
through all of the resistor wires. Each higher speed
selected with the blower motor switch applies the
blower motor ground path through fewer of the resistor wires, increasing the blower motor speed. When
the blower motor switch is in the highest speed position, the blower motor resistor is bypassed and the
blower motor receives a direct path to ground.
The blower motor resistor cannot be repaired and,
if faulty or damaged, it must be replaced.
DIAGNOSIS AND TESTING - BLOWER MOTOR
RESISTOR BLOCK
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information).
24 - 24
CONTROLS
BR/BE
BLOWER MOTOR RESISTOR BLOCK (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the wire harness connector from the
blower motor resistor.
(3) Check for continuity between each of the
blower motor switch input terminals of the resistor
and the resistor output terminal. In each case there
should be continuity. If OK, repair the wire harness
circuits between the blower motor switch and the
blower motor resistor or blower motor as required. If
not OK, replace the faulty blower motor resistor.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the passenger side end of the
HVAC housing and unplug the wire harness connector from the blower motor resistor.
(3) Remove the screws that secure the blower
motor resistor to the HVAC housing.
(4) Remove the blower motor resistor from the
HVAC housing (Fig. 23).
Fig. 23 BLOWER MOTOR/RESISTOR
1 - BLOWER MOTOR
2 - BLOWER MOTOR RESISTOR
INSTALLATION
(1) Install the blower motor resistor into the HVAC
housing and secure it with the mounting screws.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
(2) Plug the wire harness connector into the
blower motor resistor.
(3) Connect the battery negative cable.
BLOWER MOTOR SWITCH
DESCRIPTION
The heater-only or a/c heater blower motor is controlled by a four position rotary-type blower motor
switch, mounted in the HVAC control panel. The
switch allows the selection of one of four blower
motor speeds, but can only be turned off by selecting
the Off position with the heater-only or a/c heater
control switch knob.
OPERATION
The blower motor switch directs the blower motor
ground path through the mode control switch to the
blower motor resistor, or directly to ground, as
required to achieve the selected blower motor speed.
The blower motor switch cannot be repaired and, if
faulty or damaged, the entire heater-only or a/c
heater control unit must be replaced. The blower
motor switch knob is serviced separately.
CONTROLS
BR/BE
24 - 25
BLOWER MOTOR SWITCH (Continued)
DIAGNOSIS AND TESTING - BLOWER MOTOR
SWITCH
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check for battery voltage at the fuse in the
Power Distribution Center (PDC). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the a/c heater control from the instrument
panel. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/A/C
HEATER
CONTROL
REMOVAL) Check for continuity between the ground
circuit cavity of the a/c heater control wire harness
connector and a good ground. There should be continuity. If OK, go to Step 3. If not OK, repair the open
circuit to ground as required.
(3) With the a/c heater control wire harness connector unplugged, place the a/c heater mode control
switch knob in any position except the Off position.
Check for continuity between the ground circuit terminal and each of the blower motor driver circuit terminals of the a/c heater control as you move the
blower motor switch knob to each of the four speed
positions. There should be continuity at each driver
circuit terminal in only one blower motor switch
speed position. If OK, test and repair the blower
driver circuits between the a/c heater control connector and the blower motor resistor as required. If not
OK, replace the faulty a/c heater control unit.
REMOVAL
The blower motor switch cannot be repaired and, if
faulty or damaged, the entire heater-only or a/c
heater control unit must be replaced. (Refer to 24 HEATING & AIR CONDITIONING/CONTROLS/A/C
HEATER CONTROL - REMOVAL) The blower motor
switch knob is serviced separately.
BLEND DOOR ACTUATOR
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Turn the ignition switch to the run position.
(2) Locate the temperature control knob in the mid
(12 o’clock) position.
(3) Turn the ignition switch to the off position.
(4) Disconnect and isolate the battery negative
cable.
(5) Remove the instrument panel from the vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL ASSEMBLY - REMOVAL).
(6) Remove the HVAC housing from the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - REMOVAL)
(7) Unplug the wire harness connector from the
blend door actuator (Fig. 24).
(8) Remove the two mounting screws which secure
the actuator to the housing.
(9) Slide the blend door actuator off the blend door
shaft.
NOTE: A black plastic coupler may be attached to
the blend door shaft. Remove the coupler and
inspect for damage. Reinstall if there is no damage
found.
INSTALLATION
NOTE: Before installing the blend door actuator, be
certain that the blend door is not binding and is
capable of full travel in both directions.
(1) Align the actuator with the blend door shaft
and rotate the actuator to align it to the mounting
bosses on the HVAC housing.
(2) Align and install the actuator screws. Tighten
the mounting screws to 2.2 N·m (20 in. lbs.).
(3) Plug in the wire harness connector to the blend
door actuator.
24 - 26
CONTROLS
BR/BE
BLEND DOOR ACTUATOR (Continued)
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the HVAC housing from the vehicle
and place it on a work bench. (Refer to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC
HOUSING - REMOVAL)
(3) Unplug the two vacuum harness connectors
from the heat/defrost door actuator (Fig. 25).
Fig. 24 BLEND DOOR ACTUATOR REMOVE/
INSTALL
1
2
3
4
5
-
DUCT
MOUNTING SCREWS
UNIT HOUSING
HARNESS AND CONNECTOR
BLEND DOOR ACTUATOR
(4) Install the HVAC housing in the vehicle. (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - INSTALLATION)
(5) Install the instrument panel in the vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL ASSEMBLY - INSTALLATION).
(6) Make sure the Temperature Control Knob is in
the mid (12 o’clock) position to allow the actuator to
automatically position itself in the mid position and
come to a complete stop when powered up.
(7) Connect the battery negative cable.
MODE DOOR ACTUATOR
REMOVAL - HEAT/DEFROST DOOR ACTUATOR
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
Fig. 25 HEAT/DEFROST DOOR ACTUATOR
1 - VACUUM LINE
2 - DOOR PIVOT CONNECTION
3 - HEAT/DEFROST DOOR ACTUATOR
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the heat/defrost door
crank arm off the heat/defrost door pivot.
(5) Remove the two screws that secure the heat/defrost door actuator to the HVAC housing.
(6) Remove the heat/defrost door actuator from the
HVAC housing.
REMOVAL - PANEL/DEFROST DOOR
ACTUATOR
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CONTROLS
BR/BE
24 - 27
MODE DOOR ACTUATOR (Continued)
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument panel assembly from
the vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL ASSEMBLY - REMOVAL).
(3) Unplug the vacuum harness connector from the
panel/defrost door actuator (Fig. 26).
(3) Plug in the two vacuum harness connectors to
the heat/defrost door actuator.
(4) Install the HVAC housing in the vehicle. (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - INSTALLATION)
(5) Connect the battery negative cable.
INSTALLATION - PANEL/DEFROST DOOR
ACTUATOR
NOTE: Before installing the panel/defrost door
actuator, be certain that the panel/defrost door is
not binding.
(1) Install the panel/defrost door actuator on the
HVAC housing. Tighten the mounting screws to 2.2
N·m (20 in. lbs.).
(2) Carefully snap the panel/defrost door crank
arm on the panel/defrost door pivot.
(3) Plug the vacuum harness connector to the panel/defrost door actuator.
(4) Install the instrument panel assembly in the
vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL ASSEMBLY - INSTALLATION).
(5) Connect the battery negative cable.
Fig. 26 PANEL/DEFROST DOOR ACTUATOR
1 - VACUUM LINE
2 - PANEL/DEFROST ACTUATOR
3 - SHAFT RETAINER
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the panel/defrost door
crank arm off the panel/defrost door pivot.
(5) Remove the two screws that secure the panel/
defrost door actuator to the HVAC housing.
(6) Remove the panel/defrost door actuator from
the HVAC housing.
INSTALLATION - HEAT/DEFROST DOOR
ACTUATOR
NOTE: Before installing the heat/defrost door actuator, be certain that the heat/defrost door is not binding.
(1) Install the heat/defrost door actuator from the
HVAC housing. Tighten the actuator mounting
screws to 2.2 N·m (20 in. lbs.).
(2) Carefully snap the heat/defrost door crank arm
on the heat/defrost door pivot.
RECIRCULATION DOOR
ACTUATOR
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument panel(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL ASSEMBLY - REMOVAL).
24 - 28
CONTROLS
BR/BE
RECIRCULATION DOOR ACTUATOR (Continued)
(3) Reach through the glove box opening to access
and unplug the vacuum harness connector from the
recirculation door actuator (Fig. 27).
NOTE: Before installing the blend door actuator, be
certain that the blend door is not binding.
(1) Snap the clip on the recirculation door actuator
link to engage the link to the recirculation door lever.
(2) Slide the two actuator mounting studs into the
slots in the actuator mounting bracket.
(3) Install the two nuts that secure the recirculation door actuator to the mounting bracket on the
HVAC housing. Tighten the mounting nuts until the
recirculation air door actuator is seated to the
mounting bracket.
(4) Plug in the vacuum harness connector to the
recirculation door actuator.
(5) Install the glove box in the instrument panel(Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE
BOX - INSTALLATION).
(6) Connect the battery negative cable.
VACUUM CHECK VALVE
DESCRIPTION
Fig. 27 RECIRCULATION DOOR ACTUATOR
1
2
3
4
5
6
7
- DOOR SHAFT RETAINER
- RECIRCULATING AIR DOOR
- ROD CLIP
- BLOWER MOTOR ELECTRICAL CONNECTOR
- ACTUATOR
- BLOWER MOTOR
- VACUUM LINE
(4) Loosen the two nuts that secure the recirculation door actuator to the mounting bracket on the
HVAC housing.
(5) Slide the two actuator mounting studs out of
the slots in the actuator mounting bracket.
(6) Pull the recirculation door actuator downward
far enough to access the clip that retains the actuator link to the recirculation door lever.
(7) Unsnap the clip from the recirculation door
actuator link and disengage the link from the recirculation door lever.
(8) Remove the recirculation door actuator from
the HVAC housing.
INSTALLATION
NOTE: When reinstalling the recirculation door
actuator, insert a screwdriver or another suitable
tool through the recirculation air intake grille to
prop the recirculation air door up in the open position far enough to access the recirculation air door
lever through the instrument panel glove box opening.
On models with a gasoline engine, a vacuum check
valve is installed in the accessory vacuum supply line
near the vacuum tap on the right side of the engine
intake manifold. On models with a diesel engine, a
vacuum check valve is installed on the engine vacuum pump. The vacuum check valve is designed to
allow vacuum to flow in only one direction through
the accessory vacuum supply circuits.
OPERATION
The use of a vacuum check valve helps to maintain
the system vacuum needed to retain the selected
HVAC mode and vehicle speed control settings. On
gasoline engine models, it prevents the engine from
bleeding down system vacuum through the intake
manifold during extended heavy engine load (low
engine vacuum) operation. On diesel engine models,
it prevents oil from contaminating the vacuum supply system by maintaining vacuum in the pump after
the engine is shut-off.
On gasoline engine models, a second vacuum check
valve is installed in the accessory vacuum supply line
at the tee fitting near the dash panel in the engine
compartment. This check valve also helps to maintain the system vacuum needed to retain the selected
HVAC mode settings, but isolates the HVAC vacuum
circuit from the vehicle speed control vacuum circuit.
It prevents the vehicle speed control servo from
bleeding down the HVAC system vacuum during
extended heavy engine load operation.
The vacuum check valve cannot be repaired and, if
faulty or damaged, it must be replaced.
CONTROLS
BR/BE
24 - 29
VACUUM CHECK VALVE (Continued)
REMOVAL
(1) On models with a gasoline engine, unplug the
vacuum supply line connector at the vacuum check
valve (Fig. 28). On models with a diesel engine,
remove the clamp from the vacuum supply line connector and unplug the connector from the vacuum
check valve (Fig. 29).
Fig. 29 VACUUM CHECK VALVE - DIESEL ENGINE
1 - VACUUM CHECK VALVE
2 - VACUUM SUPPLY LINE
INSTALLATION
Fig. 28 VACUUM CHECK VALVES - GASOLINE
ENGINE
1 - INTAKE MANIFOLD VACUUM TAP
2 - VACUUM CHECK VALVES
(2) On models with a gasoline engine, note the orientation of the check valve in the vacuum supply line
for correct reinstallation.
(3) On models with a gasoline engine, unplug the
remaining line on the vacuum check valve from the
vacuum supply line fitting. On models with a diesel
engine, unscrew the check valve and nipple unit from
the engine vacuum pump.
(1) On models with a gasoline engine, plug in the
vacuum check valve to the vacuum line fittings, noting the proper orientation of the check valve in the
line. On models with a diesel engine, screw the check
valve and nipple unit into the engine vacuum pump.
Tighten the check valve and nipple unit to 24 N·m
(18 ft. lbs.).
(2) On models with a diesel engine, plug in the
connector to the vacuum check valve and install the
clamp from the vacuum supply line connector.
24 - 30
DISTRIBUTION
BR/BE
DISTRIBUTION
TABLE OF CONTENTS
page
DISTRIBUTION
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
AIR OUTLETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
BLOWER MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - BLOWER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
DEFROSTER DUCTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
HVAC HOUSING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . 30
. . . . . . 31
. . . . . . 31
. . . . . . 31
. . . . . . 31
. . . . . . 32
. . . . . . 32
. . . . . . 32
. . . . . . 33
. . . . . . 33
. . . . . . 34
page
DISASSEMBLY . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
INSTRUMENT PANEL DEMISTER DUCTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
INSTRUMENT PANEL DUCTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
BLEND DOOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
MODE DOOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
RECIRCULATION DOOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
. . . . . . . 35
. . . . . . . 36
. . . . . . . 36
. . . . . . . 36
. . . . . . . 36
. . . . . . . 37
. . . . . . . 37
. . . . . . . 37
. . . . . . . 37
. . . . . . . 37
. . . . . . . 38
. . . . . . . 38
. . . . . . . 39
DISTRIBUTION
DESCRIPTION - HVAC SYSTEM AIRFLOW
Outside air enters the vehicle through the cowl top
opening at the base of the windshield, and passes
through a plenum chamber to the HVAC system
blower housing (Fig. 1). Air flow velocity can then be
adjusted with the blower motor switch on the a/c
heater control panel. The air intake openings must
be kept free of snow, ice, leaves, and other obstructions for the HVAC system to receive a sufficient volume of outside air.
It is also important to keep the air intake openings
clear of debris because leaf particles and other debris
that is small enough to pass through the cowl plenum screen can accumulate within the HVAC housing. The closed, warm, damp and dark environment
created within the HVAC housing is ideal for the
growth of certain molds, mildews and other fungi.
Any accumulation of decaying plant matter provides
an additional food source for fungal spores, which
enter the housing with the fresh air. Excess debris,
as well as objectionable odors created by decaying
plant matter and growing fungi can be discharged
into the passenger compartment during HVAC system operation.
Fig. 1 HVAC SYSTEM AIRFLOW
1
2
3
4
5
-
DEFROST OUTLET
OUTSIDE AIR INLET
RECIRCULATION INLET
FLOOR OUTLET
PANEL OUTLET
DISTRIBUTION
BR/BE
24 - 31
AIR OUTLETS
INSTALLATION - DEMISTER GRILLES
REMOVAL - DEMISTER GRILLES
(1) To install the demister grille, position the grille
in the opening of the instrument panel top cover and
press inwards firmly and evenly near the center of
both sides of the grille until it snaps into place.
(1) Using a trim stick or another suitable wide
flat-bladed tool, gently pry at the perimeter edges of
the demister grille to release the snap features from
the instrument panel top cover.
(2) Remove the demister grille from the instrument panel.
REMOVAL - PANEL OUTLET BARRELS
WARNING: THE PANEL OUTLET BARRELS
INSTALLED IN THE PASSENGER SIDE AIRBAG
DOOR PANEL OUTLET HOUSINGS MUST NEVER
BE REINSTALLED FOLLOWING REMOVAL FOR ANY
REASON. THEY MUST BE REPLACED WITH NEW
BARRELS. FAILURE TO OBSERVE THIS WARNING
COULD RESULT IN OCCUPANT INJURIES UPON
AIRBAG DEPLOYMENT.
(1) Using a trim stick or another suitable wide
flat-bladed tool, gently pry near the center of either
side of the panel outlet barrel to release the snap-fit
pivots on the barrel from the pivot pins in the outlet
housing of the passenger side airbag module or the
instrument cluster bezel (Fig. 2).
INSTALLATION - PANEL OUTLET BARRELS
WARNING: THE PANEL OUTLET BARRELS
INSTALLED IN THE PASSENGER SIDE AIRBAG
DOOR PANEL OUTLET HOUSINGS MUST NEVER
BE REINSTALLED FOLLOWING REMOVAL FOR ANY
REASON. THEY MUST BE REPLACED WITH NEW
BARRELS. FAILURE TO OBSERVE THIS WARNING
COULD RESULT IN OCCUPANT INJURIES UPON
AIRBAG DEPLOYMENT.
(1) To install a new panel outlet barrel, position
the barrel in the outlet housing and press inwards
firmly and evenly near the center of both sides of the
panel outlet barrel until the pivots snap into place.
BLOWER MOTOR
DESCRIPTION
The blower motor and blower wheel are located in
the passenger side end of the HVAC housing, below
the glove box. The blower motor controls the velocity
of the air flowing through the HVAC housing by spinning a squirrel cage-type blower wheel within the
housing at the selected speed. The blower motor and
blower wheel can be serviced from the passenger
compartment side of the housing.
OPERATION
Fig. 2 PANEL OUTLET BARRELS
1
2
3
4
-
DEFROSTER OUTLETS
DEMISTER OUTLET GRILLE
PANEL OUTLET BARRELS
DEMISTER OUTLET GRILLE
(2) Remove the barrel from the panel outlet housing.
The blower motor will only operate when the ignition switch is in the On position, and the a/c heater
mode control switch knob is in any position, except
Off. The blower motor receives a fused battery feed
through the blower motor relay whenever the ignition switch is in the On position.
The blower motor battery feed circuit is protected
by a fuse in the Power Distribution Center (PDC).
The blower motor relay control circuit is protected by
a fuse in the junction block. Blower motor speed is
controlled by regulating the ground path through the
a/c heater mode control switch, the blower motor
switch, and the blower motor resistor.
The blower motor and blower wheel cannot be
repaired and, if faulty or damaged, they must be
replaced. The blower motor and blower wheel may be
serviced separately, although if the motor is to be
replaced, a blower wheel will come as part of a prebalanced assembly.
24 - 32
DISTRIBUTION
BR/BE
BLOWER MOTOR (Continued)
DIAGNOSIS AND TESTING - BLOWER MOTOR
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
For circuit descriptions and diagrams,
Appropriate Wiring Information). Possible
an inoperative blower motor include:
• Faulty fuse
• Faulty blower motor circuit wiring or
ness connectors
• Faulty blower motor resistor
• Faulty blower motor relay
• Faulty blower motor switch
• Faulty a/c heater mode control switch
• Faulty blower motor.
Possible causes of the blower motor not
in all speeds include:
• Faulty fuse
• Faulty blower motor switch
• Faulty blower motor resistor
• Faulty blower motor relay
• Faulty blower motor circuit wiring or
ness connectors.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the blower motor cooling tube from
the nipple on the blower motor housing (Fig. 3).
(Refer to
causes of
wire har-
operating
Fig. 3 BLOWER MOTOR REMOVE/INSTALL
1 - BLOWER MOTOR HOUSING
2 - COOLING TUBE
3 - ELECTRICAL CONNECTOR
wire har-
VIBRATION
Possible causes of blower motor vibration include:
• Improper blower motor mounting
• Improper blower wheel mounting
• Blower wheel out of balance or deformed
• Blower motor faulty.
NOISE
To verify that the blower is the source of the noise,
unplug the blower motor wire harness connector and
operate the HVAC system. If the noise goes away,
possible causes include:
• Foreign material in the HVAC housing
• Improper blower motor mounting
• Improper blower wheel mounting
• Blower motor faulty.
(3) Disengage the blower motor wire harness from
the wire harness retainer.
(4) Unplug the blower motor wire harness connector from the HVAC housing wire harness.
(5) Remove the three screws that secure the
blower motor and blower wheel assembly to the
HVAC housing.
(6) Lower the blower motor and wheel assembly,
and cover, from the HVAC housing.
(7) Remove the blower wheel retainer clip and
remove the wheel from the blower motor shaft (Fig.
4).
INSTALLATION
(1) If installing the blower motor wheel only, press
the blower wheel hub onto the blower motor shaft.
Be sure the flat on the blower motor shaft is indexed
to the flat on the inside of the blower wheel hub.
(2) Install the retainer clip over the blower wheel
hub. The ears of the retainer clip must be indexed
over the flats on the blower motor shaft and blower
wheel hub.
DISTRIBUTION
BR/BE
24 - 33
BLOWER MOTOR (Continued)
DEFROSTER DUCTS
REMOVAL - DEFROSTER AND DEMISTER
DUCTS
Fig. 4 BLOWER MOTOR WHEEL REMOVE/INSTALL
1 - BLOWER MOTOR WHEEL
2 - RETAINER CLIP
(3) Be certain that the blower motor seal is
installed on the blower motor housing (Fig. 5).
The defroster duct and the main demister duct are
a single molded plastic unit. The defroster outlet
grilles are heat-staked to the defroster outlets and
cannot be serviced separately. The demister tubes on
each end of the main demister duct are only serviced
in the instrument panel assembly.
(1) Remove the instrument panel top cover from
the instrument panel(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL TOP COVER
- REMOVAL).
(2) Remove the screws that secure the defroster
and demister ducts to the instrument panel brackets
(Fig. 6).
(3) Disengage the demister tubes from each end of
the main demister duct.
(4) Remove the defroster and demister duct unit
from the instrument panel.
REMOVAL - DEFROSTER AND DEMISTER
DUCT ADAPTER
(1) Roll the instrument panel assembly down, but
do not remove it from the vehicle(Refer to 23 BODY/INSTRUMENT
PANEL/INSTRUMENT
PANEL ASSEMBLY - REMOVAL).
(2) Using a trim stick or another suitable wide
flat-bladed tool, gently pry at the perimeter edges of
the defroster and demister duct adapter to release
the snap features from the top of the HVAC housing
(Fig. 7).
(3) Remove the defroster and demister duct
adapter from the top of the HVAC housing.
INSTALLATION - DEFROSTER AND DEMISTER
DUCTS
Fig. 5 BLOWER MOTOR SEAL
1 - BLOWER MOTOR SEAL
(4) Install the blower motor and wheel assembly,
and cover in the HVAC housing with three mounting
screws. Tighten the mounting screws to 2.2 N·m (20
in. lbs.).
(5) Plug the blower motor wire harness connector
into the HVAC housing wire harness.
(6) Install the blower motor wire harness into the
wire harness retainer.
(7) Connect the blower motor cooling tube to the
nipple on the blower motor housing.
(8) Connect the battery negative cable.
(1) Place the defroster and demister duct unit in
position.
(2) Engage the demister tubes with each end of
the main demister duct.
(3) Install the screws that secure the defroster and
demister ducts to the instrument panel brackets.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
(4) Install the instrument panel top cover on the
instrument panel(Refer to 23 - BODY/INSTRUMENT
PANEL/INSTRUMENT PANEL TOP COVER INSTALLATION).
INSTALLATION - DEFROSTER AND DEMISTER
DUCT ADAPTER
(1) Snap the defroster and demister duct adapter
from the top of the HVAC housing.
24 - 34
DISTRIBUTION
BR/BE
DEFROSTER DUCTS (Continued)
Fig. 6 DEFROSTER AND DEMISTER DUCT
1 - DEMISTER TUBE
2 - INSTRUMENT PANEL TOP COVER
3 - BRACKETS
4 - DEFROSTER AND DEMISTER DUCT
HVAC HOUSING
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Fig. 7 DEFROSTER AND DEMISTER DUCT
ADAPTER REMOVE/INSTALL
1 - DEFROSTER AND DEMISTER DUCT ADAPTER
2 - HEATER-A/C HOUSING
(2) Roll the instrument panel assembly up, and
fasten it properly to the vehicle(Refer to 23 - BODY/
INSTRUMENT
PANEL/INSTRUMENT
PANEL
ASSEMBLY - INSTALLATION).
WARNING: IF THE VEHICLE IS EQUIPPED WITH AIR
CONDITIONING, REVIEW THE WARNINGS AND
CAUTIONS IN PLUMBING BEFORE PERFORMING
THE FOLLOWING OPERATION. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNING)
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION)
The HVAC housing assembly must be removed
from the vehicle and disassembled for service access
of the heater core, a/c evaporator, and each of the
various mode control doors.
DISTRIBUTION
BR/BE
24 - 35
HVAC HOUSING (Continued)
(1) Disconnect and isolate the battery negative
cable.
(2) If the vehicle is not equipped with air conditioning, go to Step 6. If the vehicle is equipped with
air conditioning, recover the refrigerant from the system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(3) Remove the instrument panel from the vehicle.
Refer to Instrument Panel System for the procedures.
(4) Disconnect the liquid line refrigerant line fitting from the evaporator inlet tube. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - A/C LINE COUPLERS)
Install plugs in, or tape over all of the opened refrigerant line fittings.
(5) Remove the accumulator. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/ACCUMULATOR - REMOVAL) Install plugs in, or tape
over all of the opened refrigerant line fittings.
(6) Drain the engine cooling system(Refer to 7 COOLING - STANDARD PROCEDURE) and (Refer
to 7 - COOLING - STANDARD PROCEDURE).
(7) Disconnect the heater hoses from the heater
core tubes. Refer to Cooling for the procedures.
Install plugs in, or tape over the opened heater core
tubes.
(8) Remove the Powertrain Control Module (PCM)
from the dash panel and set it aside, but do not
unplug the PCM wire harness connectors. Refer to
Electronic Control Modules for the procedures.
(9) Remove the nuts from the HVAC housing
mounting studs on the engine compartment side of
the dash panel.
(10) Remove the nuts that secure the HVAC housing to the mounting studs on the passenger compartment side of the dash panel (Fig. 8).
(11) Pull the HVAC housing rearward far enough
for the mounting studs and the evaporator condensate drain tube to clear the dash panel holes.
(12) Remove the HVAC housing from the vehicle.
Fig. 8 HVAC HOUSING REMOVE/INSTALL
1 - BODY ASSEMBLY
2 - HVAC HOUSING
Fig. 9 HVAC HOUSING INLET BAFFLE REMOVE/
INSTALL
1 - RIGHT A-PILLAR
2 - INLET BAFFLE
3 - COWL PLENUM OPENING
REMOVAL - HVAC HOUSING INLET BAFFLE
(1) Remove the HVAC housing from the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - REMOVAL)
(2) Slide the HVAC housing inlet baffle (Fig. 9) all
the way to one side of the cowl plenum opening.
(3) Pull downwards sharply and firmly on the
opposite side of the HVAC housing inlet baffle to disengage the snap features from the cowl plenum opening.
(4) Remove the HVAC housing inlet baffle from the
cowl plenum panel.
DISASSEMBLY
(1) Place the HVAC housing upside down on a
work bench.
(2) Remove the screw that secures the floor duct to
the bottom of the HVAC housing and slide the floor
duct off of the center heat duct adaptor.
(3) Unsnap the center heat duct adaptor from the
bottom of the HVAC housing and remove the screw
that was hidden by the adaptor.
(4) Remove the remaining screws on the bottom of
the HVAC housing that secure the two housing
halves together.
24 - 36
DISTRIBUTION
BR/BE
HVAC HOUSING (Continued)
(5) Place the HVAC housing right side up on the
work bench.
(6) Separate the top half of the HVAC housing
from the bottom half and set it aside.
ASSEMBLY
(1) Position the top half of the HVAC housing over
the bottom half. Be certain that the mode door pivot
pins are properly inserted in their pivot holes.
(2) Place the HVAC housing upside down on the
work bench.
(3) Install and tighten the screws on the bottom of
the HVAC housing that secure the two housing
halves together. Tighten the screws to 2.2 N·m (20 in.
lbs.).
(4) Snap the center heat duct adaptor onto the bottom of the HVAC housing.
(5) Slide the floor duct onto the center heat duct
adaptor and secure it with a screw to the bottom of
the HVAC housing. Tighten the mounting screw to
2.2 N·m (20 in. lbs.).
INSTALLATION
(1) Position the HVAC housing to the dash panel.
Be certain that the evaporator condensate drain tube
and the housing mounting studs are inserted into
their correct mounting holes.
(2) Install the nuts that secure the HVAC housing
to the mounting studs on the passenger compartment
side of the dash panel. Tighten the nuts to 4.5 N·m
(40 in. lbs.).
(3) Install and tighten the nuts onto the HVAC
housing mounting studs on the engine compartment
side of the dash panel. Tighten the nuts to 7 N·m (60
in. lbs.).
(4) Unplug or remove the tape from the heater
core tubes. Connect the heater hoses to the heater
core tubes and fill the engine cooling system(Refer to
7 - COOLING - STANDARD PROCEDURE) and
(Refer to 7 - COOLING - STANDARD PROCEDURE).
(5) If the vehicle is not equipped with air conditioning, go to Step 10. If the vehicle is equipped with
air conditioning, install the accumulator. (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
ACCUMULATOR - INSTALLATION) Connect the
accumulator inlet tube coupler to the evaporator outlet tube. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE A/C LINE COUPLERS)
(6) Unplug or remove the tape from the liquid line
and the evaporator inlet tube fittings. Connect the
liquid line coupler to the evaporator inlet tube. (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - A/C LINE COUPLERS)
(7) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
(8) Charge the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
(9) Reinstall the PCM to the dash panel. Refer to
Electronic Control Modules for the procedures.
(10) Reinstall the instrument panel in the vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL
ASSEMBLY
INSTALLATION).
(11) Connect the battery negative cable.
(12) Start the engine and check for proper operation of the heating and air conditioning systems.
INSTALLATION - HVAC HOUSING INLET
BAFFLE
(1) Install the HVAC housing inlet baffle in the
cowl plenum panel.
(2) Slide the HVAC housing inlet baffle to engage
the snap features.
(3) Make certain that the snap features on each
side of the adapter are fully engaged with the sides
of the plenum panel opening. This must be a water
tight connection to prevent leaks.
(4) Install the HVAC housing in the vehicle. (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - INSTALLATION)
INSTRUMENT PANEL
DEMISTER DUCTS
REMOVAL
The defroster duct and the main demister duct are
a single molded plastic unit. The defroster outlet
grilles are heat-staked to the defroster outlets and
cannot be serviced separately. The demister tubes on
each end of the main demister duct are only serviced
in the instrument panel assembly. (Refer to 24 HEATING & AIR CONDITIONING/DISTRIBUTION/
DEFROSTER DUCTS - REMOVAL)
INSTALLATION
The defroster duct and the main demister duct are
a single molded plastic unit. The defroster outlet
grilles are heat-staked to the defroster outlets and
cannot be serviced separately. The demister tubes on
each end of the mail demister duct are only serviced
in the instrument panel assembly(Refer to 24 HEATING & AIR CONDITIONING/DISTRIBUTION/
DEFROSTER DUCTS - INSTALLATION).
DISTRIBUTION
BR/BE
INSTRUMENT PANEL DUCTS
24 - 37
(2) Lift the blend door pivot shaft out of the pivot
hole in the bottom of the HVAC housing (Fig. 11).
REMOVAL
The panel and center distribution ducts (Fig. 10)
are only serviced as part of the instrument panel
assembly. Refer to Instrument Panel System for the
service procedures.
Fig. 11 BLEND DOOR
1 - HEAT/DEFROST DOOR
2 - TEMP/BLEND AIR DOOR
INSTALLATION
Fig. 10 PANEL AND CENTER DISTRIBUTION DUCTS
1
2
3
4
5
-
BRACKET
SCREW
CENTER DISTRIBUTION DUCT
SCREW
PANEL DUCTS
INSTALLATION
The panel and center distribution ducts are only
serviced as part of the instrument panel assembly.
Refer to Instrument Panel System for the service
procedures.
BLEND DOOR
REMOVAL
(1) Remove the HVAC housing from the vehicle,
and disassemble the housing halves. (Refer to 24 HEATING & AIR CONDITIONING/DISTRIBUTION/
HVAC HOUSING - REMOVAL) (Refer to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC
HOUSING - DISASSEMBLY)
(1) Install the blend door pivot shaft in the bottom
of the HVAC housing.
(2) Assemble the HVAC housing. (Refer to 24 HEATING & AIR CONDITIONING/DISTRIBUTION/
HVAC HOUSING - ASSEMBLY)
(3) Install the HVAC housing in the vehicle. (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - INSTALLATION)
MODE DOOR
REMOVAL - HEAT/DEFROST DOOR
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
24 - 38
DISTRIBUTION
BR/BE
MODE DOOR (Continued)
WARNING: IF THE VEHICLE IS EQUIPPED WITH AIR
CONDITIONING, REVIEW THE WARNINGS AND
CAUTIONS IN PLUMBING BEFORE PERFORMING
THE FOLLOWING OPERATION. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNING)
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION)
(1) Remove and disassemble the HVAC housing.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - REMOVAL)
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - DISASSEMBLY)
(2) Remove the heat/defrost door actuator from the
HVAC housing. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/MODE DOOR ACTUATOR
- REMOVAL)
(3) Remove the heat/defrost door from the HVAC
housing.
REMOVAL - PANEL/DEFROST DOOR
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument panel assembly from
the vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL ASSEMBLY - REMOVAL).
(3) Remove the panel/defrost door actuator from
the HVAC housing. (Refer to 24 - HEATING & AIR
CONDITIONING/CONTROLS/MODE
DOOR
ACTUATOR - REMOVAL)
(4) Remove the defroster and demister duct
adapter from the HVAC housing. ***L***
(5) Lift the panel/defrost door out of the top opening of the HVAC housing.
INSTALLATION - HEAT/DEFROST DOOR
(1) Install the heat/defrost door in the HVAC housing.
(2) Assemble the HVAC housing. (Refer to 24 HEATING & AIR CONDITIONING/DISTRIBUTION/
HVAC HOUSING - ASSEMBLY)
(3) Install the heat/defrost door actuator on the
HVAC housing. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/MODE DOOR ACTUATOR
- INSTALLATION)
(4) Install the HVAC housing in the vehicle. (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - INSTALLATION)
INSTALLATION - PANEL/DEFROST DOOR
(1) Install the panel/defrost door through the top
opening of the HVAC housing.
(2) Install the defroster and demister duct adapter
on the HVAC housing. (Refer to 24 - HEATING &
AIR CONDITIONING/DISTRIBUTION/DEFROSTER
DUCTS - INSTALLATION)
(3) Install the panel/defrost door actuator on the
HVAC housing. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/MODE DOOR ACTUATOR
- REMOVAL)
(4) Install the instrument panel assembly in the
vehicle(Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL ASSEMBLY - INSTALLATION).
(5) Connect the battery negative cable.
RECIRCULATION DOOR
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: IF THE VEHICLE IS EQUIPPED WITH AIR
CONDITIONING, REVIEW THE WARNINGS AND
CAUTIONS IN PLUMBING BEFORE PERFORMING
THE FOLLOWING OPERATION. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNING)
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION)
DISTRIBUTION
BR/BE
24 - 39
RECIRCULATION DOOR (Continued)
(1) Remove the HVAC housing from the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - REMOVAL)
(2) Unsnap the recirculation door vacuum actuator
link clip and disengage the link from the recirculation door lever. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/RECIRCULATION DOOR
ACTUATOR - REMOVAL)
(3) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the retainer off of the
recirculation door pivot shaft.
(4) Remove the recirculation door through the outside air intake opening on the top of the HVAC housing.
INSTALLATION
(1) Install the recirculation door through the outside air intake opening on the top of the HVAC housing.
(2) Install the retainer on the recirculation door
pivot shaft.
(3) Engage the recirculation door vacuum actuator
link clip with the recirculation door lever. (Refer to
24 - HEATING & AIR CONDITIONING/CONTROLS/
RECIRCULATION DOOR ACTUATOR - INSTALLATION)
(4) Install the HVAC housing in the vehicle. (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING - INSTALLATION)
24 - 40
PLUMBING
BR/BE
PLUMBING
TABLE OF CONTENTS
page
PLUMBING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . .
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REFRIGERANT
SYSTEM LEAKS . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - A/C LINE
COUPLERS . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - REFRIGERANT
SYSTEM SERVICE EQUIPMENT . . . . . . . . . .
STANDARD PROCEDURE - REFRIGERANT
RECOVERY . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - REFRIGERANT
SYSTEM EVACUATE . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - REFRIGERANT
SYSTEM CHARGE . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . .
A/C COMPRESSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . .
A/C CONDENSER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . .
SUCTION AND DISCHARGE LINE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . .
. 40
. 41
. 42
. 42
. 43
. 44
. 45
. 45
. 46
. 46
. 46
. 46
. 46
. 47
. 47
. 48
. 49
. 49
. 49
. 50
. 51
. 52
PLUMBING
DESCRIPTION - A/C LINE COUPLERS
Spring-lock type refrigerant line couplers are used
to connect many of the refrigerant lines and other
components to the refrigerant system. These couplers
require a special tool for disengaging the two coupler
halves.
page
LIQUID LINE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
A/C EVAPORATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
A/C ORIFICE TUBE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - FIXED
ORIFICE TUBE. . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ACCUMULATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
HEATER CORE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
REFRIGERANT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REFRIGERANT OIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - REFRIGERANT
OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 52
. . 52
.
.
.
.
. 53
. 53
. 53
. 53
. . 54
. . 54
. . 54
. . 54
. . 54
.
.
.
.
. 55
. 55
. 55
. 55
.
.
.
.
. 56
. 56
. 56
. 56
. . 56
. . 57
. . 57
. . 57
. . 57
DESCRIPTION- REFRIGERANT LINES
The refrigerant lines and hoses are used to carry
the refrigerant between the various air conditioning
system components. A barrier hose design with a
nylon tube, which is sandwiched between rubber layers, is used for the R-134a air conditioning system on
this vehicle. This nylon tube helps to further contain
the R-134a refrigerant, which has a smaller molecular structure than R-12 refrigerant. The ends of the
refrigerant hoses are made from lightweight aluminum or steel, and commonly use braze-less fittings.
PLUMBING
BR/BE
24 - 41
PLUMBING (Continued)
Any kinks or sharp bends in the refrigerant plumbing will reduce the capacity of the entire air conditioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
flexible hose refrigerant lines is to keep the radius of
all bends at least ten times the diameter of the hose.
In addition, the flexible hose refrigerant lines should
be routed so they are at least 80 millimeters (3
inches) from the exhaust manifold.
OPERATION - A/C LINE COUPLERS
The spring-lock coupler is held together by a garter
spring inside a circular cage on the male half of the
fitting (Fig. 1). When the two coupler halves are connected, the flared end of the female fitting slips
behind the garter spring inside the cage on the male
fitting. The garter spring and cage prevent the flared
end of the female fitting from pulling out of the cage.
Two O-rings on the male half of the fitting are
used to seal the connection. These O-rings are compatible with R-134a refrigerant and must be replaced
with O-rings made of the same material.
Secondary clips are installed over the two connected coupler halves at the factory for added blowoff
protection. In addition, some models have a plastic
ring that is used at the factory as a visual indicator
to confirm that these couplers are connected. After
the coupler is connected, the plastic indicator ring is
no longer needed; however, it will remain on the
refrigerant line near the coupler cage.
OPERATION- REFRIGERANT LINES
High pressures are produced in the refrigerant system when the air conditioning compressor is operating. Extreme care must be exercised to make sure
that each of the refrigerant system connections is
pressure-tight and leak free. It is a good practice to
Fig. 1 SPRING-LOCK COUPLER - TYPICAL
1
2
3
4
5
6
7
7
-
MALE HALF SPRING-LOCK COUPLER
FEMALE HALF SPRING-LOCK COUPLER
SECONDARY CLIP
CONNECTION INDICATOR RING
COUPLER CAGE
GARTER SPRING
COUPLER CAGE
9O9 RINGS
inspect all flexible hose refrigerant lines at least once
a year to make sure they are in good condition and
properly routed.
The refrigerant lines and hoses are coupled with
other components of the HVAC system with peanutblock style fittings. A stat-O seal type flat steel gasket with a captured compressible O-ring, is used to
mate plumbing lines with A/C components to ensure
the integrity of the refrigerant system.
The refrigerant lines and hoses cannot be repaired
and, if faulty or damaged, they must be replaced.
24 - 42
PLUMBING
BR/BE
PLUMBING (Continued)
SERVICE WARNINGS
WARNING:
THE AIR CONDITIONING SYSTEM CONTAINS
REFRIGERANT UNDER HIGH PRESSURE. SEVERE
PERSONAL INJURY MAY RESULT FROM IMPROPER
SERVICE PROCEDURES. REPAIRS SHOULD ONLY
BE PERFORMED BY QUALIFIED SERVICE PERSONNEL.
AVOID BREATHING THE REFRIGERANT AND
REFRIGERANT OIL VAPOR OR MIST. EXPOSURE
MAY IRRITATE THE EYES, NOSE, AND/OR THROAT.
WEAR EYE PROTECTION WHEN SERVICING THE
AIR CONDITIONING REFRIGERANT SYSTEM. SERIOUS EYE INJURY CAN RESULT FROM DIRECT
CONTACT WITH THE REFRIGERANT. IF EYE CONTACT OCCURS, SEEK MEDICAL ATTENTION IMMEDIATELY.
DO NOT EXPOSE THE REFRIGERANT TO OPEN
FLAME. POISONOUS GAS IS CREATED WHEN
REFRIGERANT IS BURNED. AN ELECTRONIC LEAK
DETECTOR IS RECOMMENDED.
IF ACCIDENTAL SYSTEM DISCHARGE OCCURS,
VENTILATE THE WORK AREA BEFORE RESUMING
SERVICE. LARGE AMOUNTS OF REFRIGERANT
RELEASED IN A CLOSED WORK AREA WILL DISPLACE THE OXYGEN AND CAUSE SUFFOCATION.
THE EVAPORATION RATE OF R-134a REFRIGERANT AT AVERAGE TEMPERATURE AND ALTITUDE
IS EXTREMELY HIGH. AS A RESULT, ANYTHING
THAT COMES IN CONTACT WITH THE REFRIGERANT WILL FREEZE. ALWAYS PROTECT THE SKIN
OR DELICATE OBJECTS FROM DIRECT CONTACT
WITH THE REFRIGERANT.
THE R-134a SERVICE EQUIPMENT OR THE VEHICLE REFRIGERANT SYSTEM SHOULD NOT BE
PRESSURE TESTED OR LEAK TESTED WITH COMPRESSED AIR. SOME MIXTURES OF AIR AND
R-134a HAVE BEEN SHOWN TO BE COMBUSTIBLE
AT ELEVATED PRESSURES. THESE MIXTURES ARE
POTENTIALLY DANGEROUS, AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROPERTY DAMAGE.
SERVICE CAUTIONS
CAUTION: Liquid refrigerant is corrosive to metal
surfaces. Follow the operating instructions supplied
with the service equipment being used.
Never add R-12 to a refrigerant system designed to
use R-134a. Damage to the system will result.
R-12 refrigerant oil must not be mixed with R-134a
refrigerant oil. They are not compatible.
Do not use R-12 equipment or parts on the R-134a
system. Damage to the system will result.
Do not overcharge the refrigerant system. This will
cause excessive compressor head pressure and
can cause noise and system failure.
Recover the refrigerant before opening any fitting
or connection. Open the fittings with caution, even
after the system has been discharged. Never open
or loosen a connection before recovering the refrigerant.
Do not remove the secondary retention clip from
any spring-lock coupler connection while the refrigerant system is under pressure. Recover the refrigerant before removing the secondary retention clip.
Open the fittings with caution, even after the system has been discharged. Never open or loosen a
connection before recovering the refrigerant.
The refrigerant system must always be evacuated
before charging.
Do not open the refrigerant system or uncap a
replacement component until you are ready to service the system. This will prevent contamination in
the system.
Before disconnecting a component, clean the outside of the fittings thoroughly to prevent contamination from entering the refrigerant system.
Immediately after disconnecting a component from
the refrigerant system, seal the open fittings with a
cap or plug.
Before connecting an open refrigerant fitting,
always install a new seal or gasket. Coat the fitting
and seal with clean refrigerant oil before connecting.
Do not remove the sealing caps from a replacement
component until it is to be installed.
When installing a refrigerant line, avoid sharp
bends that may restrict refrigerant flow. Position the
refrigerant lines away from exhaust system components or any sharp edges, which may damage the
line.
Tighten refrigerant fittings only to the specified
torque. The aluminum fittings used in the refrigerant system will not tolerate overtightening.
When disconnecting a refrigerant fitting, use a
wrench on both halves of the fitting. This will prevent twisting of the refrigerant lines or tubes.
Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do not open a container of
refrigerant oil until you are ready to use it. Replace
the cap on the oil container immediately after using.
Store refrigerant oil only in a clean, airtight, and
moisture-free container.
Keep service tools and the work area clean. Contamination of the refrigerant system through careless work habits must be avoided.
PLUMBING
BR/BE
24 - 43
PLUMBING (Continued)
CAUTION - REFRIGERANT HOSES/LINES/
TUBES PRECAUTIONS
Kinks or sharp bends in the refrigerant plumbing
will reduce the capacity of the entire system. High
pressures are produced in the system when it is operating. Extreme care must be exercised to make sure
that all refrigerant system connections are pressure
tight.
A good rule for the flexible hose refrigerant lines is
to keep the radius of all bends at least ten times the
diameter of the hose. Sharp bends will reduce the
flow of refrigerant. The flexible hose lines should be
routed so they are at least 80 millimeters (3 inches)
from the exhaust manifold. It is a good practice to
inspect all flexible refrigerant system hose lines at
least once a year to make sure they are in good condition and properly routed.
There are two types of refrigerant fittings:
• All fittings with O-rings need to be coated with
refrigerant oil before installation. Use only O-rings
that are the correct size and approved for use with
R-134a refrigerant. Failure to do so may result in a
leak.
• Unified plumbing connections with gaskets cannot be serviced with O-rings. The gaskets are not
reusable and new gaskets do not require lubrication
before installing.
Using the proper tools when making a refrigerant
plumbing connection is very important. Improper
tools or improper use of the tools can damage the
refrigerant fittings. Always use two wrenches when
loosening or tightening tube fittings. Use one wrench
to hold one side of the connection stationary, while
loosening or tightening the other side of the connection with a second wrench.
The refrigerant must be recovered completely from
the system before opening any fitting or connection.
Open the fittings with caution, even after the refrigerant has been recovered. If any pressure is noticed
as a fitting is loosened, tighten the fitting and
recover the refrigerant from the system again.
Do not discharge refrigerant into the atmosphere.
Use an R-134a refrigerant recovery/recycling device
that meets SAE Standard J2210.
The refrigerant system will remain chemically stable as long as pure, moisture-free R-134a refrigerant
and refrigerant oil is used. Dirt, moisture, or air can
upset this chemical stability. Operational troubles or
serious damage can occur if foreign material is
present in the refrigerant system.
When it is necessary to open the refrigerant system, have everything needed to service the system
ready. The refrigerant system should not be left open
to the atmosphere any longer than necessary. Cap or
plug all lines and fittings as soon as they are opened
to prevent the entrance of dirt and moisture. All lines
and components in parts stock should be capped or
sealed until they are to be installed.
All tools, including the refrigerant recycling equipment, the manifold gauge set, and test hoses should
be kept clean and dry. All tools and equipment must
be designed for R-134a refrigerant.
DIAGNOSIS AND TESTING - REFRIGERANT
SYSTEM LEAKS
WARNING: (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNING) (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING - CAUTION) BEFORE PERFORMING THE FOLLOWING
OPERATION.
If the air conditioning system is not cooling properly, determine if the refrigerant system is fullycharged. (Refer to 24 - HEATING & AIR
CONDITIONING - DIAGNOSIS AND TESTING A/C PERFORMANCE) If the refrigerant system is
low or empty; a leak at a refrigerant line, connector
fitting, component, or component seal is likely.
An electronic leak detector designed for R-134a
refrigerant, or a fluorescent R-134a leak detection
dye and a black light are recommended for locating
and confirming refrigerant system leaks. Refer to the
operating instructions supplied by the equipment
manufacturer for proper care and use of this equipment.
An oily residue on or near refrigerant system lines,
connector fittings, components, or component seals
can indicate the general location of a possible refrigerant leak. However, the exact leak location should
be confirmed with an electronic leak detector prior to
component repair or replacement.
To detect a leak in the refrigerant system with an
electronic leak detector, perform one of the following
procedures:
SYSTEM EMPTY
(1) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
(2) Connect and dispense 0.283 kilograms (0.625
pounds or 10 ounces) of R-134a refrigerant into the
evacuated refrigerant system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT SYSTEM
CHARGE)
(3) Position the vehicle in a wind-free work area.
This will aid in detecting small leaks.
(4) With the engine not running, use a electronic
R-134a leak detector and search for leaks. Because
R-134a refrigerant is heavier than air, the leak detec-
24 - 44
PLUMBING
BR/BE
PLUMBING (Continued)
tor probe should be moved slowly along the bottom
side of all refrigerant lines, connector fittings and
components.
(5) To inspect the evaporator for leaks, insert the
electronic leak detector probe into the center instrument panel outlet. Set the blower motor switch to the
lowest speed position, and the mode control switch in
the recirculation mode.
SYSTEM LOW
(1) Position the vehicle in a wind-free work area.
This will aid in detecting small leaks.
(2) Bring the refrigerant system up to operating
temperature and pressure. This is done by allowing
the engine to run with the air conditioning system
turned on for five minutes.
(3) With the engine not running, use a electronic
R-134a leak detector and search for leaks. Because
R-134a refrigerant is heavier than air, the leak detector probe should be moved slowly along the bottom
side of all refrigerant lines, connector fittings and
components.
(4) To inspect the evaporator coil for leaks, insert
the electronic leak detector probe into the center
instrument panel outlet. Set the blower motor switch
to the lowest speed position, and the mode control
switch in the recirculation mode.
STANDARD PROCEDURE - A/C LINE
COUPLERS
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
REMOVAL
(1) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(2) Remove the secondary clip from the spring-lock
coupler.
(3) Fit the proper size A/C line disconnect tool
(Special Tool Kit 7193) over the spring-lock coupler
cage (Fig. 2).
(4) Close the two halves of the A/C line disconnect
tool around the spring-lock coupler.
(5) Push the A/C line disconnect tool into the open
side of the coupler cage to expand the garter spring.
Once the garter spring is expanded and while still
pushing the disconnect tool into the open side of the
coupler cage, pull on the refrigerant line attached to
Fig. 2 REFRIGERANT LINE SPRING-LOCK
COUPLER DISCONNECT
the female half of the coupler fitting until the flange
on the female fitting is separated from the garter
spring and cage on the male fitting within the disconnect tool.
INSTALLATION
(1) Check to ensure that the garter spring is
located within the cage of the male coupler fitting,
and that the garter spring is not damaged.
(a) If the garter spring is missing, install a new
spring by pushing it into the coupler cage opening.
(b) If the garter spring is damaged, remove it
from the coupler cage with a small wire hook (DO
NOT use a screwdriver) and install a new garter
spring.
(2) Clean any dirt or foreign material from both
halves of the coupler fitting.
(3) Install new O-rings on the male half of the coupler fitting.
CAUTION: Use only the specified O-rings as they
are made of a special material for the R-134a system. The use of any other O-rings may allow the
connection to leak intermittently during vehicle
operation.
(4) Lubricate the male fitting and O-rings, and the
inside of the female fitting with clean R-134a refrigerant oil. Use only refrigerant oil of the type recommended for the compressor in the vehicle.
(5) Fit the female half of the coupler fitting over
the male half of the fitting.
BR/BE
PLUMBING
24 - 45
PLUMBING (Continued)
(6) Push together firmly on the two halves of the
coupler fitting until the garter spring in the cage on
the male half of the fitting snaps over the flanged
end on the female half of the fitting.
(7) Ensure that the spring-lock coupler is fully
engaged by trying to separate the two coupler halves.
This is done by pulling the refrigerant lines on either
side of the coupler away from each other.
(8) Reinstall the secondary clip over the springlock coupler cage.
STANDARD PROCEDURE - REFRIGERANT
SYSTEM SERVICE EQUIPMENT
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
When servicing the air conditioning system, a
R-134a refrigerant recovery/recycling/charging station that meets SAE Standard J2210 must be used.
Contact an automotive service equipment supplier for
refrigerant recovery/recycling/charging equipment.
Refer to the operating instructions supplied by the
equipment manufacturer for proper care and use of
this equipment.
A manifold gauge set may be needed with some
recovery/recycling/charging equipment (Fig. 3). The
service hoses on the gauge set being used should
have manual (turn wheel), or automatic back-flow
valves at the service port connector ends. This will
prevent refrigerant from being released into the
atmosphere.
MANIFOLD GAUGE SET CONNECTIONS
CAUTION: Do not use an R-12 manifold gauge set
on an R-134a system. The refrigerants are not compatible and system damage will result.
LOW PRESSURE GAUGE HOSE The low pressure
hose (Blue with Black stripe) attaches to the suction
service port. This port is located on the suction line
between the accumulator outlet and the compressor.
HIGH PRESSURE GAUGE HOSE The high pressure hose (Red with Black stripe) attaches to the discharge service port. This port is located on the
discharge line between the compressor and the condenser inlet.
RECOVERY/RECYCLING/EVACUATION/CHARGING HOSE The center manifold hose (Yellow, or
White, with Black stripe) is used to recover, evacuate, and charge the refrigerant system. When the low
or high pressure valves on the manifold gauge set
Fig. 3 MANIFOLD GAUGE SET - TYPICAL
1 - HIGH PRESSURE GAUGE
2 - VALVE
3 - VACUUM/REFRIGERANT HOSE (YELLOW W/ BLACK
STRIPE)
4 - HIGH PRESSURE HOSE (RED W/ BLACK STRIPE)
5 - LOW PRESSURE HOSE (BLUE W/ BLACK STRIPE)
6 - VALVE
7 - LOW PRESSURE GAUGE
are opened, the refrigerant in the system will escape
through this hose.
STANDARD PROCEDURE - REFRIGERANT
RECOVERY
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
A R-134a refrigerant recovery/recycling/charging
station that meets SAE Standard J2210 must be
used to recover the refrigerant from an R-134a refrigerant system. Refer to the operating instructions supplied by the equipment manufacturer for the proper
care and use of this equipment.
24 - 46
PLUMBING
BR/BE
PLUMBING (Continued)
STANDARD PROCEDURE - REFRIGERANT
SYSTEM EVACUATE
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
If the refrigerant system has been open to the
atmosphere, it must be evacuated before the system
can be charged. If moisture and air enters the system
and becomes mixed with the refrigerant, the compressor head pressure will rise above acceptable
operating levels. This will reduce the performance of
the air conditioner and damage the compressor.
Evacuating the refrigerant system will remove the
air and boil the moisture out of the system at near
room temperature. To evacuate the refrigerant system, use the following procedure:
(1) Connect a R-134a refrigerant recovery/recycling/charging station that meets SAE Standard
J2210 and a manifold gauge set to the refrigerant
system of the vehicle.
(2) Open the low and high side valves and start
the charging station vacuum pump. When the suction gauge reads 88 kPa (26 in. Hg.) vacuum or
greater, close all of the valves and turn off the vacuum pump.
(a) If the refrigerant system fails to reach the
specified vacuum, the system has a leak that must
be corrected. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - DIAGNOSIS AND
TESTING - REFRIGERANT SYSTEM LEAKS)
(b) If the refrigerant system maintains the specified vacuum for five minutes, restart the vacuum
pump, open the suction and discharge valves and
evacuate the system for an additional ten minutes.
(3) Close all of the valves, and turn off the charging station vacuum pump.
(4) The refrigerant system is now ready to be
charged with R-134a refrigerant. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
STANDARD PROCEDURE - REFRIGERANT
SYSTEM CHARGE
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
After the refrigerant system has been tested for
leaks and evacuated, a refrigerant charge can be
injected into the system. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - SPECIFICATIONS - CHARGE CAPACITY)
A R-134a refrigerant recovery/recycling/charging
station that meets SAE Standard J2210 must be
used to charge the refrigerant system with R-134a
refrigerant. Refer to the operating instructions supplied by the equipment manufacturer for proper care
and use of this equipment.
SPECIFICATIONS
SPECIFICATIONS
The R-134a refrigerant system charge capacity for
this vehicle is: 0.907 kilograms (32 ounces).
A/C COMPRESSOR
DESCRIPTION
The air conditioning system uses a Sanden
SD7H15 seven cylinder, reciprocating wobble platetype compressor on all models. This compressor has a
fixed displacement of 150 cubic centimeters (9.375
cubic inches), and has both the suction and discharge
ports located on the cylinder head. A label identifying
the use of R-134a refrigerant is located on the compressor.
DESCRIPTION - HIGH PRESSURE RELIEF
VALVE
A high pressure relief valve is located on the compressor cylinder head, which is at the rear of the
compressor. This mechanical valve is designed to
vent refrigerant from the system to protect against
damage to the compressor and other system components, caused by condenser air flow restriction or an
overcharge of refrigerant.
OPERATION
The compressor is driven by the engine through an
electric clutch, drive pulley and belt arrangement.
The compressor is lubricated by refrigerant oil that is
circulated throughout the refrigerant system with the
refrigerant.
The compressor draws in low-pressure refrigerant
vapor from the evaporator through its suction port. It
then compresses the refrigerant into a high-pressure,
high-temperature refrigerant vapor, which is then
pumped to the condenser through the compressor discharge port.
The compressor cannot be repaired. If faulty or
damaged, the entire compressor assembly must be
PLUMBING
BR/BE
24 - 47
A/C COMPRESSOR (Continued)
replaced. The compressor clutch, pulley and clutch
coil are available for service.
OPERATION - HIGH PRESSURE RELIEF VALVE
The high pressure relief valve vents the system
when a discharge pressure of 3445 to 4135 kPa (500
to 600 psi) or above is reached. The valve closes with
a minimum discharge pressure of 2756 kPa (400 psi)
is reached.
The high pressure relief valve vents only enough
refrigerant to reduce the system pressure, and then
re-seats itself. The majority of the refrigerant is conserved in the system. If the valve vents refrigerant, it
does not mean the valve is faulty.
The high pressure relief valve is a factory-calibrated unit. The valve cannot be adjusted or
repaired, and must not be removed or otherwise disturbed. The valve is only serviced as a part of the
compressor assembly.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
When investigating an air conditioning related
noise, you must first know the conditions under
which the noise occurs. These conditions include:
weather, vehicle speed, transmission in gear or neutral, engine speed, engine operating temperature,
and any other special conditions. Noises that develop
during air conditioning operation can often be misleading. For example: What sounds like a failed front
bearing or connecting rod, may be caused by loose
bolts, nuts, mounting brackets, or a loose compressor
clutch assembly.
Drive belts are speed sensitive. At different engine
speeds and depending upon belt tension, belts can
develop noises that are mistaken for a compressor
noise. Improper belt tension can cause a misleading
noise when the compressor clutch is engaged, which
may not occur when the compressor clutch is disengaged. Check the serpentine drive belt condition and
tension before beginning this procedure(Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS DIAGNOSIS AND TESTING).
(1) Select a quiet area for testing. Duplicate the
complaint conditions as much as possible. Switch the
compressor on and off several times to clearly identify the compressor noise. Listen to the compressor
while the clutch is engaged and disengaged. Probe
the compressor with an engine stethoscope or a long
screwdriver with the handle held to your ear to better localize the source of the noise.
(2) Loosen all of the compressor mounting hardware and retighten. Tighten the compressor clutch
mounting nut. Be certain that the clutch coil is
mounted securely to the compressor, and that the
clutch plate and pulley are properly aligned and have
the correct air gap. (Refer to 24 - HEATING & AIR
CONDITIONING/CONTROLS/A/C
COMPRESSOR
CLUTCH - INSTALLATION)
(3) To duplicate a high-ambient temperature condition (high head pressure), restrict the air flow
through the condenser. Install a manifold gauge set
to be certain that the discharge pressure does not
exceed 2760 kPa (400 psi).
(4) Check the refrigerant system plumbing for
incorrect routing, rubbing or interference, which can
cause unusual noises. Also check the refrigerant lines
for kinks or sharp bends that will restrict refrigerant
flow, which can cause noises. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - CAUTION)
(5) If the noise is from opening and closing of the
high pressure relief valve, recover, evacuate, and
recharge the refrigerant system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT RECOVERY)
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE) (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE) If the high pressure relief valve still
does not seat properly, replace the compressor.
(6) If the noise is from liquid slugging on the suction line, replace the accumulator. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/ACCUMULATOR - REMOVAL) Check the refrigerant oil
level and the refrigerant system charge. (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
REFRIGERANT OIL - STANDARD PROCEDURE REFRIGERANT OIL LEVEL) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - SPECIFICATIONS - CHARGE CAPACITY) If the liquid
slugging condition continues following accumulator
replacement, replace the compressor.
(7) If the noise continues, replace the compressor
and repeat Step 1.
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
The compressor may be removed and repositioned
without disconnecting the refrigerant lines or discharging the refrigerant system. Discharging is not
necessary if servicing the compressor clutch or clutch
coil, the engine, the cylinder head, or the generator.
(1) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDI-
24 - 48
PLUMBING
BR/BE
A/C COMPRESSOR (Continued)
TIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(2) Disconnect and isolate the battery negative
cable.
(3) Remove the serpentine drive belt(Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL), (Refer to 7 - COOLING/ACCESSORY
DRIVE/DRIVE BELTS - REMOVAL) or (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(4) Unplug the compressor clutch coil wire harness
connector.
(5) Remove the bolt that secures the refrigerant
line manifold to the compressor. Install plugs in, or
tape over all of the opened refrigerant line fittings.
(6) Remove the four bolts that secure the compressor to the mounting bracket (Fig. 4) or (Fig. 5).
(7) Remove the a/c compressor from the mounting
bracket.
INSTALLATION
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)(Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING CAUTION - REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS)
NOTE: If a replacement compressor is being
installed, be certain to check the refrigerant oil
level. (Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/REFRIGERANT OIL - STANDARD PROCEDURE) Use only refrigerant oil of the type
recommended for the compressor in the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/REFRIGERANT OIL - DESCRIPTION)
Fig. 4 COMPRESSOR REMOVE/INSTALL - GASOLINE ENGINE
1 - BRACKET
2 - A/C COMPRESSOR
3 - BOLT AND WASHER
4 - BRACE
5 - BOLT
PLUMBING
BR/BE
24 - 49
A/C COMPRESSOR (Continued)
A/C CONDENSER
DESCRIPTION
The condenser is located in the air flow in front of
the engine cooling radiator. The condenser is a heat
exchanger that allows the high-pressure refrigerant
gas being discharged by the compressor to give up its
heat to the air passing over the condenser fins, thus
causing the refrigerant to change to a liquid state.
OPERATION
Fig. 5 COMPRESSOR REMOVE/INSTALL - DIESEL
ENGINE
1
2
3
4
- ENGINE
- BRACKET
- A/C COMPRESSOR
- BOLTS
(1) Install the compressor to the mounting bracket.
Tighten the four mounting bolts to 24 N·m (210 in.
lbs.).
(2) Remove the tape or plugs from all of the
opened refrigerant line fittings. Install the suction
and discharge line manifold to the compressor. (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C SUCTION AND DISCHARGE LINE INSTALLATION)
(3) Install the serpentine drive belt(Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION), (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION) or
(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - INSTALLATION).
(4) Plug in the compressor clutch coil wire harness
connector.
(5) Connect the battery negative cable.
(6) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
(7) Charge the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
When the refrigerant gas gives up its heat, it condenses. When the refrigerant leaves the condenser, it
has become a high-pressure liquid refrigerant. The
volume of air flowing over the condenser fins is critical to the proper cooling performance of the air conditioning system. Therefore, it is important that
there are no objects placed in front of the radiator
grille openings in the front of the vehicle or foreign
material on the condenser fins that might obstruct
proper air flow. Also, any factory-installed air seals or
shrouds must be properly reinstalled following radiator or condenser service.
The condenser cannot be repaired and, if faulty or
damaged, it must be replaced.
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
(1) Disconnect and isolate the battery negative
cable.
(2) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(3) Remove the nut that secures the block fitting
to the stud on the condenser inlet, and disconnect the
discharge line from the condenser. Install plugs in, or
tape over all of the opened refrigerant line fittings.
(4) Disconnect the refrigerant line fitting that
secures the liquid line to the condenser outlet. (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - A/C LINE COUPLER) Install plugs in, or tape over all of the opened
refrigerant line fittings.
(5) On gasoline engine models:
(a) Remove the two screws that secure the condenser upper mounting brackets to the outside of
the upper radiator crossmember (Fig. 6).
24 - 50
PLUMBING
BR/BE
A/C CONDENSER (Continued)
(b) Tilt the condenser away from the engine
compartment far enough to grasp the top of the
condenser with both hands.
(c) Lift the condenser far enough to remove the
two lower condenser locators from the isolators in
the holes of the lower crossmember.
(d) Remove the condenser from the vehicle.
Fig. 7 CONDENSER REMOVE/INSTALL - DIESEL
ENGINE
1
2
3
4
Fig. 6 CONDENSER REMOVE/INSTALL - GASOLINE
ENGINE
1
2
3
4
-
CONDENSER
LOCATOR
ISOLATOR
SCREW
(6) On diesel engine models:
(a) Remove the two screws that secure the
brackets on the passenger side end of the condenser to the charge air cooler (Fig. 7).
(b) Remove the two nuts that secure the driver
side end of the condenser to the studs on the
charge air cooler.
(c) Remove the condenser from the vehicle.
INSTALLATION
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)(Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING CAUTION - REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS)
(1) On gasoline engine models:
(a) Insert the two lower condenser locators into
the isolators in the holes of the lower crossmember.
-
CHARGE AIR COOLER
NUT
CONDENSER
SCREW
(b) Tilt the condenser up towards the engine
compartment far enough to align the upper mounting bracket holes with the holes in the upper radiator crossmember.
(c) Install the two screws that secure the condenser upper mounting brackets to the outside of
the upper radiator crossmember. Tighten the
mounting screws to 10.5 N·m (95 in. lbs.).
(2) On diesel engine models:
(a) Install the driver side condenser mounting
brackets over the two studs on the charge air cooler.
(b) Install the two screws that secure the brackets on the passenger side end of the condenser to
the charge air cooler. Tighten the mounting screws
to 10.5 N·m (95 in. lbs.).
(c) Install the two nuts that secure the driver
side end of the condenser to the studs on the
charge air cooler. Tighten the mounting nuts to
10.5 N·m (95 in. lbs.).
(3) Remove the plugs or tape from the refrigerant
line fittings on the liquid line and the condenser outlet. Connect the liquid line to the condenser outlet.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - STANDARD PROCEDURE - A/C LINE
COUPLERS)
(4) Install a new gasket and the discharge line
block fitting over the stud on the condenser inlet.
Tighten the mounting nut to 20 N·m (180 in. lbs.).
(5) Check that all of the condenser and radiator
air seals are in their proper locations.
(6) Connect the battery negative cable.
(7) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
PLUMBING
BR/BE
24 - 51
A/C CONDENSER (Continued)
(8) Charge the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
NOTE: If the condenser is replaced, add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
recommended for the compressor in the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/REFRIGERANT OIL - DESCRIPTION)
SUCTION AND DISCHARGE
LINE
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
(1) Disconnect and isolate the battery negative
cable.
(2) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(3) Unplug the wire harness connector from the a/c
high pressure switch.
(4) Disconnect the suction line refrigerant line coupler at the accumulator. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE - A/C LINE COUPLER) Install plugs
in, or tape over all of the opened refrigerant line fittings.
(5) Remove the nut that secures the block fitting
to the stud on the condenser inlet and disconnect the
discharge line from the condenser. Install plugs in, or
tape over all of the opened refrigerant line fittings.
(6) On models with a gasoline engine, remove the
nut that secures the refrigerant line support bracket
to the stud on the compressor mounting bracket.
(7) Remove the bolt that secures the refrigerant
line manifold to the compressor (Fig. 8) or (Fig. 9).
Install plugs in, or tape over all of the opened refrigerant line fittings.
Fig. 8 SUCTION AND DISCHARGE LINE REMOVE/INSTALL - GASOLINE ENGINE
1
2
3
4
5
6
7
- CLIP
- ACCUMULATOR
- BOLT
- MANIFOLD
- A/C HIGH PRESSURE SWITCH
- WIRE HARNESS CONNECTOR
- CONDENSER
8 - NUT
9 - DISCHARGE LINE
10 - SUCTION LINE
11 - NUT
12 - STUD
24 - 52
PLUMBING
BR/BE
SUCTION AND DISCHARGE LINE (Continued)
STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
(8) Charge the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
LIQUID LINE
REMOVAL
Fig. 9 SUCTION AND DISCHARGE LINE REMOVE/
INSTALL - DIESEL ENGINE
1
2
3
4
5
6
- DISCHARGE LINE (TO CONDENSER)
- COMPRESSOR
- BOLT
- MANIFOLD
- SUCTION LINE (FROM ACCUMULATOR)
- A/C HIGH PRESSURE SWITCH
(8) Remove the suction and discharge line assembly from the vehicle.
INSTALLATION
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)(Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING CAUTION - REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS)
(1) Remove the tape or plugs from all of the refrigerant line fittings. Connect the suction line refrigerant line coupler to the accumulator. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - A/C LINE COUPLERS)
(2) Install a new gasket and the discharge line
block fitting over the stud on the condenser inlet.
Tighten the mounting nut to 20 N·m (180 in. lbs.).
(3) Install the refrigerant line manifold to the compressor. Tighten the mounting bolt to 22 N·m (200 in.
lbs.).
(4) On models with a gasoline engine, install the
nut that secures the refrigerant line support bracket
to the stud on the compressor mounting bracket.
Tighten the mounting nut to 22 N·m (200 in. lbs.).
(5) Plug in the wire harness connector to the a/c
high pressure switch.
(6) Connect the battery negative cable.
(7) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING -
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
(1) Disconnect and isolate the battery negative
cable.
(2) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(3) Disconnect the liquid line refrigerant line couplers at the condenser outlet and the evaporator
inlet. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - A/C
LINE COUPLERS) Install plugs in, or tape over all
of the opened refrigerant line fittings.
(4) Disengage any clips that secure the liquid line
to the inner fender shield and the dash panel (Fig.
10).
(5) Remove the liquid line from the vehicle.
INSTALLATION
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)(Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING CAUTION - REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS)
(1) Install the liquid line into any clips on the
inner fender shield and the dash panel.
(2) Remove the tape or plugs from the refrigerant
line fittings on the liquid line, the condenser outlet,
and the evaporator inlet. Connect the liquid line to
the condenser and the evaporator. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - A/C LINE COUPLERS)
(3) Connect the battery negative cable.
PLUMBING
BR/BE
24 - 53
LIQUID LINE (Continued)
The evaporator coil cannot be repaired and, if
faulty or damaged, it must be replaced.
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
Fig. 10 LIQUID LINE REMOVE/INSTALL
1
2
3
4
5
6
7
8
-
TO EVAPORATOR INLET
CLIP
EVAPORATOR INLET
CONDENSER OUTLET
CLIP
TO CONDENSER OUTLET
LIQUID LINE
CLIPS
(1) Remove the HVAC housing from the vehicle,
and disassemble the housing halves. (Refer to 24 HEATING & AIR CONDITIONING/DISTRIBUTION/
HVAC HOUSING - REMOVAL) (Refer to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC
HOUSING - DISASSEMBLY)
(2) Lift the a/c evaporator out of the HVAC housing (Fig. 11).
(4) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
(5) Charge the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
A/C EVAPORATOR
DESCRIPTION
The a/c evaporator is located in the HVAC housing,
under the instrument panel. The evaporator coil is
positioned in the HVAC housing so that all air that
enters the housing must pass over the fins of the
evaporator before it is distributed through the system ducts and outlets. However, air passing over the
evaporator coil fins will only be conditioned when the
compressor is engaged and circulating refrigerant
through the evaporator coil tubes.
OPERATION
Refrigerant enters the evaporator from the fixed
orifice tube as a low-temperature, low-pressure liquid. As air flows over the fins of the evaporator, the
humidity in the air condenses on the fins, and the
heat from the air is absorbed by the refrigerant. Heat
absorption causes the refrigerant to boil and vaporize. The refrigerant becomes a low-pressure gas when
it leaves the evaporator.
Fig. 11 A/C EVAPORATOR LOCATION IN HVAC
HOUSING (UPSIDE DOWN)
1 - EVAPORATOR LOCATION
2 - BOTTOM HALF OF HVAC HOUSING
3 - TOP HALF OF HVAC HOUSING
INSTALLATION
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)(Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING CAUTION - REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS)
(1) Insert the evaporator coil into the bottom of the
HVAC housing.
24 - 54
PLUMBING
BR/BE
A/C EVAPORATOR (Continued)
(2) Reassemble and reinstall the HVAC housing in
the vehicle. (Refer to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC
HOUSING
ASSEMBLY) (Refer to 24 - HEATING & AIR CONDITIONING/DISTRIBUTION/HVAC HOUSING INSTALLATION)
NOTE: If the evaporator is replaced, add 60 milliliters (2 fluid ounces) of refrigerant oil to the refrigerant system.
A/C ORIFICE TUBE
DESCRIPTION
The fixed orifice tube is installed in the liquid line
between the outlet of the condenser and the inlet of
the evaporator. The fixed orifice tube is only serviced
as an integral part of the liquid line.
OPERATION
The inlet end of the fixed orifice tube has a nylon
mesh filter screen, which filters the refrigerant and
helps to reduce the potential for blockage of the
metering orifice by refrigerant system contaminants
(Fig. 12). The outlet end of the tube has a nylon
mesh diffuser screen. The O-rings on the plastic body
of the fixed orifice tube seal the tube to the inside of
the liquid line and prevent the refrigerant from
bypassing the fixed metering orifice.
DIAGNOSIS AND TESTING - FIXED ORIFICE
TUBE
The fixed orifice tube can be checked for proper
operation using the following procedure. However,
the fixed orifice tube is only serviced as a part of the
liquid line unit. If the results of this test indicate
that the fixed orifice tube is obstructed or missing,
the entire liquid line unit must be replaced.
WARNING: THE LIQUID LINE BETWEEN THE CONDENSER OUTLET AND THE FIXED ORIFICE TUBE
CAN BECOME HOT ENOUGH TO BURN THE SKIN.
USE EXTREME CAUTION WHEN PERFORMING THE
FOLLOWING TEST.
(1) Confirm that the refrigerant system is properly
charged. (Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING - A/C PERFORMANCE)
(2) Start the engine. Turn on the air conditioning
system and confirm that the compressor clutch is
engaged.
(3) Allow the air conditioning system to operate for
five minutes.
(4) Lightly and cautiously touch the liquid line
near the condenser outlet at the front of the engine
compartment. The liquid line should be hot to the
touch.
(5) Touch the liquid line near the evaporator inlet
at the rear of the engine compartment. The liquid
line should be cold to the touch.
(6) If there is a distinct temperature differential
between the two ends of the liquid line, the orifice
tube is in good condition. If there is little or no
detectable temperature differential between the two
ends of the liquid line, the orifice tube is obstructed
or missing and the liquid line must be replaced.
REMOVAL
Fig. 12 FIXED ORIFICE TUBE - TYPICAL
1
2
3
4
-
DIFFUSER SCREEN
“O” RINGS
INLET FILTER SCREEN
ORIFICE
The fixed orifice tube is used to meter the flow of
liquid refrigerant into the evaporator coil. The highpressure liquid refrigerant from the condenser
expands into a low-pressure liquid as it passes
through the metering orifice and diffuser screen of
the fixed orifice tube.
The fixed orifice tube cannot be repaired and, if
faulty or plugged, the liquid line assembly must be
replaced.
The fixed orifice tube is located in the liquid line,
between the condenser and the evaporator coil. If the
fixed orifice tube is faulty or plugged, the liquid line
assembly must be replaced. (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/LIQUID LINE
- REMOVAL)
INSTALLATION
The fixed orifice tube is located in the liquid line,
between the condenser and the evaporator coil. If the
fixed orifice tube is faulty or plugged, the liquid line
assembly must be replaced(Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/LIQUID LINE INSTALLATION).
PLUMBING
BR/BE
24 - 55
ACCUMULATOR
REMOVAL
DESCRIPTION
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
The accumulator is mounted in the engine compartment between the a/c evaporator outlet tube and
the compressor inlet.
OPERATION
Refrigerant enters the accumulator canister as a
low pressure vapor through the inlet tube. Any liquid, oil-laden refrigerant falls to the bottom of the
canister, which acts as a separator. A desiccant bag is
mounted inside the accumulator canister to absorb
any moisture which may have entered and become
trapped within the refrigerant system (Fig. 13).
(1) Disconnect and isolate the battery negative
cable.
(2) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE REFRIGERANT RECOVERY)
(3) Remove the a/c low pressure switch from the
accumulator. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/A/C
LOW
PRESSURE
SWITCH - REMOVAL)
(4) Loosen the screw that secures the accumulator
retaining band to the support bracket on the dash
panel.
(5) Disconnect the suction line refrigerant line fitting from the accumulator outlet. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - A/C LINE COUPLERS)
Install plugs in, or tape over all of the opened refrigerant line fittings.
(6) Disconnect the accumulator inlet refrigerant
line fitting from the evaporator outlet. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE) Install plugs in, or tape
over all of the opened refrigerant line fittings.
(7) Pull the accumulator out of the retaining band.
(8) Remove the accumulator from the engine compartment.
INSTALLATION
Fig. 13 ACCUMULATOR - TYPICAL
1 - A/C LOSS OF CHARGE SWITCH
2 - LOSS OF CHARGE SWITCH FITTING
3 - OUTLET TO COMPRESSOR
4 - ANTI-SIPHON HOLE
5 - DESICCANT BAG
6 - OIL RETURN ORIFICE FILTER
7 - VAPOR RETURN TUBE
8 - ACCUMULATOR DOME
9 - O-RING SEAL
10 - INLET FROM EVAPORATOR
WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)(Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING CAUTION - REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS)
(1) Install the accumulator in the retaining band.
(2) Remove the tape or plugs from the refrigerant
line fittings on the accumulator inlet and the evaporator outlet. Connect the accumulator inlet refrigerant line coupler to the evaporator outlet. (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - A/C LINE COUPLERS)
24 - 56
PLUMBING
BR/BE
ACCUMULATOR (Continued)
(3) Tighten the accumulator retaining band screw
to 4.5 N·m (40 in. lbs.).
(4) Remove the tape or plugs from the refrigerant
line fittings on the suction line and the accumulator
outlet. Connect the suction line refrigerant line coupler to the accumulator outlet. (Refer to 24 - HEATING
& AIR
CONDITIONING/PLUMBING STANDARD PROCEDURE - A/C LINE COUPLERS)
(5) Reinstall the a/c low pressure switch on the
accumulator. (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/A/C
LOW
PRESSURE
SWITCH - INSTALLATION)
(6) Connect the battery negative cable.
(7) Evacuate the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE)
(8) Charge the refrigerant system. (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE)
(2) Remove the screws and retainers that secure
the heater core to the HVAC housing.
(3) Lift the heater core straight up and out of the
heater-A/C housing (Fig. 14).
NOTE: If the accumulator is replaced, add 60 milliliters (2 fluid ounces) of refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
recommended for the compressor in the vehicle.
Fig. 14 HEATER CORE REMOVE/INSTALL
HEATER CORE
1 - HEATER CORE LINES
2 - HEATER CORE
DESCRIPTION
INSTALLATION
The heater core is located in the HVAC housing,
under the instrument panel. It is a heat exchanger
made of rows of tubes and fins.
The heater core is not repairable and if damaged it
must be replaced.
(1) Lower the heater core into the HVAC housing.
(2) Position the retainers over the heater core
tubes. Install and tighten the screws that secure the
heater core and retainers to the HVAC housing.
Tighten the screws to 2.2 N·m (20 in. lbs.).
(3) Reinstall the HVAC housing in the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - INSTALLATION)
OPERATION
Engine coolant is circulated through heater hoses
to the heater core at all times. As the coolant flows
through the heater core, heat removed from the
engine is transferred to the heater core fins and
tubes. Air directed through the heater core picks up
the heat from the heater core fins. The blend door
allows control of the heater output air temperature
by controlling how much of the air flowing through
the HVAC housing is directed through the heater
core. The blower motor speed controls the volume of
air flowing through the HVAC housing.
The heater core cannot be repaired and, if faulty or
damaged, it must be replaced.
REMOVAL
(1) Remove the HVAC housing from the vehicle.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - REMOVAL)
REFRIGERANT
DESCRIPTION
The refrigerant used in this air conditioning system is a HydroFluoroCarbon (HFC), type R-134a.
Unlike R-12, which is a ChloroFluoroCarbon (CFC),
R-134a refrigerant does not contain ozone-depleting
chlorine. R-134a refrigerant is a non-toxic, non-flammable, clear, and colorless liquefied gas.
Even though R-134a does not contain chlorine, it
must be reclaimed and recycled just like CFC-type
refrigerants. This is because R-134a is a greenhouse
gas and can contribute to global warming.
PLUMBING
BR/BE
24 - 57
REFRIGERANT (Continued)
OPERATION
R-134a refrigerant is not compatible with R-12
refrigerant in an air conditioning system. Even a
small amount of R-12 added to an R-134a refrigerant
system will cause compressor failure, refrigerant oil
sludge or poor air conditioning system performance.
In addition, the PolyAlkylene Glycol (PAG) synthetic
refrigerant oils used in an R-134a refrigerant system
are not compatible with the mineral-based refrigerant oils used in an R-12 refrigerant system.
R-134a refrigerant system service ports, service
tool couplers and refrigerant dispensing bottles have
all been designed with unique fittings to ensure that
an R-134a system is not accidentally contaminated
with the wrong refrigerant (R-12). There are also
labels posted in the engine compartment of the vehicle and on the compressor identifying to service technicians that the air conditioning system is equipped
with R-134a.
REFRIGERANT OIL
DESCRIPTION
The refrigerant oil used in R-134a refrigerant systems is a synthetic-based, PolyAlkylene Glycol (PAG),
wax-free lubricant. Mineral-based R-12 refrigerant
oils are not compatible with PAG oils, and should
never be introduced to an R-134a refrigerant system.
There are different PAG oils available, and each
contains a different additive package. The SD7H15
compressor used in this vehicle is designed to use an
SP-20 PAG refrigerant oil. Use only refrigerant oil of
this same type to service the refrigerant system.
OPERATION
After performing any refrigerant recovery or recycling operation, always replenish the refrigerant system with the same amount of the recommended
refrigerant oil as was removed. Too little refrigerant
oil can cause compressor damage, and too much can
reduce air conditioning system performance.
PAG refrigerant oil is much more hygroscopic than
mineral oil, and will absorb any moisture it comes
into contact with, even moisture in the air. The PAG
oil container should always be kept tightly capped
until it is ready to be used. After use, recap the oil
container immediately to prevent moisture contamination.
STANDARD PROCEDURE - REFRIGERANT OIL
LEVEL
When an air conditioning system is assembled at
the factory, all components except the compressor are
refrigerant oil free. After the refrigerant system has
been charged and operated, the refrigerant oil in the
compressor is dispersed throughout the refrigerant
system. The accumulator, evaporator, condenser, and
compressor will each retain a significant amount of
the needed refrigerant oil.
It is important to have the correct amount of oil in
the refrigerant system. This ensures proper lubrication of the compressor. Too little oil will result in
damage to the compressor. Too much oil will reduce
the cooling capacity of the air conditioning system.
It will not be necessary to check the oil level in the
compressor or to add oil, unless there has been an oil
loss. An oil loss may occur due to a rupture or leak
from a refrigerant line, a connector fitting, a component, or a component seal. If a leak occurs, add 30
milliliters (1 fluid ounce) of refrigerant oil to the
refrigerant system after the repair has been made.
Refrigerant oil loss will be evident at the leak point
by the presence of a wet, shiny surface around the
leak.
Refrigerant oil must be added when a accumulator,
evaporator coil, or condenser are replaced. See the
Refrigerant Oil Capacities chart. When a compressor
is replaced, the refrigerant oil must be drained from
the old compressor and measured. Drain all of the
refrigerant oil from the new compressor, then fill the
new compressor with the same amount of refrigerant
oil that was drained out of the old compressor.
Refrigerant Oil Capacities
Component
ml
fl oz
A/C System
210
6.2
Accumulator
60
2
Condenser
30
1
Evaporator
60
2
Compressor
drain and measure
the oil from the old
compressor - see
text.
EMISSIONS CONTROL
BR/BE
25 - 1
EMISSIONS CONTROL
TABLE OF CONTENTS
page
EMISSIONS CONTROL
DESCRIPTION
DESCRIPTION - DIESEL . . . . . . . . . . . . . . . . . 1
DESCRIPTION - STATE DISPLAY TEST
MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION - CIRCUIT ACTUATION TEST
MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DESCRIPTION - DIAGNOSTIC TROUBLE
CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DESCRIPTION - TASK MANAGER . . . . . . . . . 17
DESCRIPTION - MONITORED SYSTEMS . . . 17
DESCRIPTION - TRIP DEFINITION . . . . . . . . 19
DESCRIPTION - COMPONENT MONITORS GAS ENGINES . . . . . . . . . . . . . . . . . . . . . . . 19
page
DESCRIPTION - COMPONENT MONITORS DIESEL ENGINES . . . . . . . . . . . . . . . . . . .
OPERATION
OPERATION - GAS ENGINES . . . . . . . . . .
OPERATION - DIESEL . . . . . . . . . . . . . . . .
OPERATION - TASK MANAGER
........
OPERATION - NON-MONITORED
CIRCUITS - GAS ENGINES . . . . . . . . . . . .
OPERATION - NON-MONITORED
CIRCUITS - DIESEL . . . . . . . . . . . . . . . . . .
AIR INJECTION
.......................
EVAPORATIVE EMISSIONS
..............
. . 20
. . 20
. . 20
. . 21
. . 24
. . 24
. . 26
. . 32
EMISSIONS CONTROL
DESCRIPTION
DESCRIPTION - DIESEL
Two different modules are used for powertrain control with the diesel engine. The Powertrain Control
Module (PCM) is used primarily for charging system,
transmission, A/C compressor clutch operation and
speed control functions. The Engine Control Module
(ECM) is used to control the fuel and emissions
systems. The PCM is located in the right/rear of
engine compartment (Fig. 1). The ECM is bolted to
the left side of the engine cylinder block (Fig. 2).
Fig. 1 Powertrain Control Module (PCM) Location
DESCRIPTION - STATE DISPLAY TEST MODE
The switch inputs to the Powertrain Control Module (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. Connect
1 - PCM MOUNTING BOLTS (3)
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - (3) 32–WAY CONNECTORS
the DRB scan tool to the data link connector and
access the state display screen. Then access either
State Display Inputs and Outputs or State Display
Sensors.
25 - 2
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
its associated wiring, and driver circuit work correctly. Connect the DRB scan tool to the data link
connector and access the Actuators screen.
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
A Diagnostic Trouble Code (DTC) indicates the
PCM has recognized an abnormal condition in the
system.
Remember that DTC’s are the results of a system or circuit failure, but do not directly identify the failed component or components.
NOTE: For a list of DTC’s, refer to the charts in this
section.
Fig. 2 Engine Control Module (ECM) Location
1
2
3
4
5
-
ENGINE CONTROL MODULE (ECM)
HEX HEADED BOLT
FUEL TRANSFER PUMP
MOUNTING BOLTS (3)
50–WAY CONNECTOR
DESCRIPTION - CIRCUIT ACTUATION TEST
MODE
The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
functions properly during testing, assume the device,
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check.
OBTAINING DTC’S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
“Read Fault” screen.
(3) Record all the DTC’s and “freeze frame” information shown on the DRB scan tool.
(4) To erase DTC’s, use the “Erase Trouble Code”
data screen on the DRB scan tool. Do not erase any
DTC’s until problems have been investigated
and repairs have been performed.
EMISSIONS CONTROL
BR/BE
25 - 3
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0030 (M)
1/1 O2 Sensor Heater Circuit
Malfunction
Problem detected in oxygen sensor heater relay circuit.
P0031 (M)
1/1 O2 Sensor Heater Circuit Low
Problem detected in oxygen sensor heater relay circuit.
P0032 (M)
1/1 O2 Sensor Heater Circuit High
Problem detected in oxygen sensor heater relay circuit.
P0036 (M)
1/2 O2 Sensor Heater Circuit
Malfunction
Problem detected in oxygen sensor heater relay circuit.
P0037 (M)
1/2 O2 Sensor Heater Circuit Low
Problem detected in oxygen sensor heater relay circuit.
P0038 (M)
1/2 O2 Sensor Heater Circuit High
Problem detected in oxygen sensor heater relay circuit.
P0043 (M)
1/3 O2 Sensor Heater Circuit Low
Problem detected in oxygen sensor heater relay circuit.
P0044 (M)
1/3 O2 Sensor Heater Circuit High
Problem detected in oxygen sensor heater relay circuit.
P0051 (M)
2/1 O2 Sensor Heater Circuit Low
Problem detected in oxygen sensor heater relay circuit.
P0052 (M)
2/1 O2 Sensor Heater Circuit High
Problem detected in oxygen sensor heater relay circuit.
P0057 (M)
2/2 O2 Sensor Heater Circuit Low
Problem detected in oxygen sensor heater relay circuit.
P0058 (M)
2/2 O2 Sensor Heater Circuit High
Problem detected in oxygen sensor heater relay circuit.
P0071 (M)
Amb/Bat Temp Sensor Performance
P0106
Barometric Pressure Out of Range
MAP sensor input voltage out of an acceptable range
detected during reading of barometric pressure at key-on.
P0107 (M)
Map Sensor Voltage Too Low
MAP sensor input below minimum acceptable voltage.
P0108 (M)
Map Sensor Voltage Too High
MAP sensor input above maximum acceptable voltage.
PO111 (M)
Intake Air Temp Sensor Performance
P0112 (M)
Intake Air Temp Sensor Voltage Low
Intake air (charge) temperature sensor input below the
minimum acceptable voltage.
P0113 (M)
Intake Air Temp Sensor Voltage High
Intake air (charge) temperature sensor input above the
maximum acceptable voltage.
P0116
Coolant Temp Sensor Performance
A rationatilty error has been detected in the coolant temp
sensor.
P0117 (M)
ECT Sensor Voltage Too Low
Engine coolant temperature sensor input below the minimum
acceptable voltage.
P0118 (M)
ECT Sensor Voltage Too High
Engine coolant temperature sensor input above the
maximum acceptable voltage.
P0121 (M)
TPS Voltage Does Not Agree With
MAP
TPS signal does not correlate to MAP sensor signal.
P0121 (M)
Accelerator Position Sensor (APPS)
Signal Voltage Too Low
APPS voltage input below the minimum acceptable voltage.
P0122 (M)
Throttle Position Sensor Voltage Low
Throttle position sensor input below the acceptable voltage
range.
P0122 (M)
Accelerator Position Sensor (APPS)
Signal Voltage Too Low
APPS voltage input below the minimum acceptable voltage.
P0123 (M)
Throttle Position Sensor Voltage High
Throttle position sensor input above the maximum
acceptable voltage.
P0123 (M)
Accelerator Position Sensor (APPS)
Signal Voltage Too High
APPS voltage input above the maximum acceptable voltage.
25 - 4
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0125 (M)
Closed Loop Temp Not Reached
Time to enter Closed Loop Operation (Fuel Control) is
excessive.
P0125 (M)
Engine is Cold Too Long
Engine does not reach operating temperature.
P0130 (M)
1/1 O2 Sensor Heater Circuit
Malfunction
Oxygen sensor heater element malfunction.
P0131 (M)
1/1 O2 Sensor Shorted To Ground
Oxygen sensor input voltage maintained below normal
operating range.
P0132 (M)
1/1 O2 Sensor Shorted To Voltage
Oxygen sensor input voltage maintained above normal
operating range.
P0133 (M)
1/1 O2 Sensor Slow Response
Oxygen sensor response slower than minimum required
switching frequency.
P0134 (M)
1/1 O2 Sensor Stays at Center
Neither rich or lean condition is detected from the oxygen
sensor input.
P0135 (M)
1/1 O2 Sensor Heater Failure
Oxygen sensor heater element malfunction.
P0136 (M)
1/2 O2 Sensor Heater Circuit
Malfunction
Oxygen sensor heater element malfunction.
P0137 (M)
1/2 O2 Sensor Shorted To Ground
Oxygen sensor input voltage maintained below normal
operating range.
P0138 (M)
1/2 O2 Sensor Shorted To Voltage
Oxygen sensor input voltage maintained above normal
operating range.
P0139 (M)
1/2 O2 Sensor Slow Response
Oxygen sensor response not as expected.
P0140 (M)
1/2 O2 Sensor Stays at Center
Neither rich or lean condition is detected from the oxygen
sensor.
P0141 (M)
1/2 O2 Sensor Heater Failure
Oxygen sensor heater element malfunction.
P0143 (M)
1/3 O2 Sensor Shorted To Ground
Oxygen sensor input voltage maintained below normal
operating range.
P0144 (M)
1/3 O2 Sensor Shorted To Voltage
Oxygen sensor input voltage maintained above normal
operating range.
P0145 (M)
1/3 O2 Sensor Slow Response
Oxygen sensor response slower than minimum required
switching frequency.
P0146 (M)
1/3 O2 Sensor Stays at Center
Neither rich or lean condition is detected from the oxygen
sensor.
P0147 (M)
1/3 O2 Sensor Heater Failure
Oxygen sensor heater element malfunction.
P0151 (M)
2/1 O2 Sensor Shorted To Ground
Oxygen sensor input voltage maintained below normal
operating range.
P0152 (M)
2/1 O2 Sensor Shorted To Voltage
Oxygen sensor input voltage sustained above normal
operating range.
P0153 (M)
2/1 O2 Sensor Slow Response
Oxygen sensor response slower than minimum required
switching frequency.
P0154 (M)
2/1 O2 Sensor Stays at Center
Neither rich or lean condition is detected from the oxygen
sensor.
P0155 (M)
2/1 O2 Sensor Heater Failure
Oxygen sensor heater element malfunction.
EMISSIONS CONTROL
BR/BE
25 - 5
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0157 (M)
2/2 O2 Sensor Shorted To Ground
Oxygen sensor input voltage maintained below normal
operating range.
P0158 (M)
2/2 O2 Sensor Shorted To Voltage
Oxygen sensor input voltage maintained above normal
operating range.
P0159
2/2 O2 Sensor Slow Response
Oxygen sensor response slower than minimum required
switching frequency.
P0160 (M)
2/2 O2 Sensor Stays at Center
Neither rich or lean condition is detected from the oxygen
sensor.
P0161 (M)
2/2 O2 Sensor Heater Failure
Oxygen sensor heater element malfunction.
PO165
Starter Relay Circuit
Problem detected in starter relay circuit.
P0168
Decreased Engine Performance Due
To High Injection Pump Fuel Temp
Fuel temperature is above the engine protection limit. Engine
power will be derated.
P0171 (M)
1/1 Fuel System Lean
A lean air/fuel mixture has been indicated by an abnormally
rich correction factor.
P0172 (M)
1/1 Fuel System Rich
A rich air/fuel mixture has been indicated by an abnormally
lean correction factor.
P0174 (M)
2/1 Fuel System Lean
A lean air/fuel mixture has been indicated by an abnormally
rich correction factor.
P0175 (M)
2/1 Fuel System Rich
A rich air/fuel mixture has been indicated by an abnormally
lean correction factor.
P0176
Loss of Flex Fuel Calibration Signal
No calibration voltage present from flex fuel sensor.
P0177
Water In Fuel
Excess water found in fuel by water-in-fuel sensor.
P0178
Flex Fuel Sensor Volts Too Low
Flex fuel sensor input below minimum acceptable voltage.
P0178
Water In Fuel Sensor Voltage Too Low
Loss of water-in-fuel circuit or sensor.
P0179
Flex Fuel Sensor Volts Too High
Flex fuel sensor input above maximum acceptable voltage.
P0181
Fuel Injection Pump Failure
Low power, engine derated, or engine stops.
P0182 (M)
CNG Temp Sensor Voltage Too Low
Compressed natural gas temperature sensor voltage below
acceptable voltage.
P0183 (M)
CNG Temp Sensor Voltage Too High
Compressed natural gas temperature sensor voltage above
acceptable voltage.
P0201 (M)
Injector #1 Control Circuit
An open or shorted condition detected in control circuit for
injector #1 or the INJ 1 injector bank.
P0202 (M)
Injector #2 Control Circuit
An open or shorted condition detected in control circuit for
injector #2 or the INJ 2 injector bank.
P0203 (M)
Injector #3 Control Circuit
An open or shorted condition detected in control circuit for
injector #3 or the INJ 3 injector bank.
P0204 (M)
Injector #4 Control Circuit
Injector #4 or INJ 4 injector bank output driver stage does
not respond properly to the control signal.
P0205 (M)
Injector #5 Control Circuit
Injector #5 output driver stage does not respond properly to
the control signal.
P0206 (M)
Injector #6 Control Circuit
Injector #6 output driver stage does not respond properly to
the control signal.
25 - 6
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0207 (M)
Injector #7 Control Circuit
Injector #7 output driver stage does not respond properly to
the control signal.
P0208 (M)
Injector #8 Control Circuit
Injector #8 output driver stage does not respond properly to
the control signal.
P0209 (M)
Injector #9 Control Circuit
Injector #9 output driver stage does not respond properly to
the control signal.
P0210 (M)
Injector #10 Control Circuit
Injector #10 output driver stage does not respond properly to
the control signal.
P0215
Fuel Injection Pump Control Circuit
Failure in fuel pump relay control circuit.
P0216 (M)
Fuel Injection Pump Timing Failure
High fuel supply restriction, low fuel pressure or possible
wrong or incorrectly installed pump keyway.
P0217
Decreased Engine Performance Due
To Engine Overheat Condition
Engine overheating. ECM will derate engine performance.
P0219
Crankshaft Position Sensor Overspeed
Signal
Engine has exceeded rpm limits.
P0222 (M)
Idle Validation Signals Both Low
Problem detected with idle validation circuits within APPS.
P0223 (M)
Idle Validation Signals Both High
(Above 5 Volts)
Problem detected with idle validation circuits within APPS.
P0230
Transfer Pump (Lift Pump) Circuit Out
of Range
Problem detected in fuel transfer pump circuits.
P0232
Fuel Shutoff Signal Voltage Too High
Fuel shut-off signal voltage too high from ECM to fuel
injection pump.
P0234 (M)
Turbo Boost Limit Exceeded
Problem detected in turbocharger wastegate.
P0236 (M)
Map Sensor Too High Too Long
Problem detected in turbocharger wastegate.
P0237 (M)
Map Sensor Voltage Too Low
MAP sensor voltage input below the minimum acceptable
voltage.
P0238 (M)
Map Sensor Voltage Too High
MAP sensor voltage input above the maximum acceptable
voltage.
PO243
Wastegate Solenoid Circuit
P0251 (M)
Fuel Inj. Pump Mech. Failure Fuel
Valve Feedback Circuit
Problem sensed with fuel circuit internal to fuel injection
pump.
P0253 (M)
Fuel Injection Pump Fuel Valve Open
Circuit
Problem sensed with fuel circuit internal to fuel injection
pump.
P0254
Fuel Injection Pump Fuel Valve
Current Too High
Problem caused by internal fuel injection pump failure.
P0300 (M)
Multiple Cylinder Mis-fire
Misfire detected in multiple cylinders.
P0301 (M)
CYLINDER #1 MISFIRE
Misfire detected in cylinder #1.
P0302 (M)
CYLINDER #2 MISFIRE
Misfire detected in cylinder #2.
P0303 (M)
CYLINDER #3 MISFIRE
Misfire detected in cylinder #3.
P0304 (M)
CYLINDER #4 MISFIRE
Misfire detected in cylinder #4.
P0305 (M)
CYLINDER #5 MISFIRE
Misfire detected in cylinder #5.
P0306 (M)
CYLINDER #6 MISFIRE
Misfire detected in cylinder #6.
EMISSIONS CONTROL
BR/BE
25 - 7
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0307 (M)
CYLINDER #7 MISFIRE
Misfire detected in cylinder #7
P0308 (M)
CYLINDER #8 MISFIRE
Misfire detected in cylinder #8.
P0309 (M)
CYLINDER #9 MISFIRE
Misfire detected in cylinder #9.
P0310 (M)
CYLINDER #10 MISFIRE
Misfire detected in cylinder #10.
P0320 (M)
No Crank Referance Signal at PCM
No reference signal (crankshaft position sensor) detected
during engine cranking.
P0320 (M)
No RPM Signal to PCM (Crankshaft
Position Sensor Signal to JTEC)
A CKP signal has not been detected at the PCM.
P0325
Knock Sensor #1 Circuit
Knock sensor (#1) signal above or below minimum
acceptable threshold voltage at particular engine speeds.
P0330
Knock Sensor #2 Circuit
Knock sensor (#2) signal above or below minimum
acceptable threshold voltage at particular engine speeds.
P0336 (M)
Crankshaft Position (CKP) Sensor
Signal
Problem with voltage signal from CKP.
P0340 (M)
No Cam Signal At PCM
No fuel sync
P0341 (M)
Camshaft Position (CMP) Sensor
Signal
Problem with voltage signal from CMP.
P0350
Ignition Coil Draws Too Much Current
A coil (1-5) is drawing too much current.
P0351 (M)
Ignition Coil # 1 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time.
P0352 (M)
Ignition Coil # 2 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time.
P0353 (M)
Ignition Coil # 3 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time.
P0354 (M)
Ignition Coil # 4 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0355 (M)
Ignition Coil # 5 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0356 (M)
Ignition Coil # 6 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0357 (M)
Ignition Coil # 7 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0358 (M)
Ignition Coil # 8 Primary Circuit
Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0370
Fuel Injection Pump Speed/Position
Sensor Sig Lost
Problem caused by internal fuel injection pump failure.
P0380 (M)
Intake Air Heater Relay #1 Control
Circuit
Problem detected in #1 air heater solenoid/relay circuit (not
heater element)
P0381 (M)
Wait To Start Lamp Inoperative
Problem detected in wait-to-start bulb circuit.
P0382 (M)
Intake Air Heater Relay #2 Control
Circuit
Problem detected in #2 air heater solenoid/relay circuit (not
heater element)
P0387
Crankshaft Position Sensor Supply
Voltage Too Low
CKP sensor voltage input below the minimum acceptable
voltage.
25 - 8
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0388
Crankshaft Position Sensor Supply
Voltage Too High
CKP sensor voltage input above the maximum acceptable
voltage.
PO0400
Diesel EGR System Failure
P0401
EGR System Failure
Required change in air/fuel ration not detected during
diagnostic test.
P0403
EGR Solenoid Circuit
An open or shorted condition detected in the EGR solenoid
control circuit.
P0404
EGR Position Sensor Rationality
EGR position sensor signal does not correlate to EGR duty
cycle.
P0405
EGR Position Sensor Volts Too Low
EGR position sensor input below the acceptable voltage
range.
P0406
EGR Position Sensor Volts Too High
EGR position sensor input above the acceptable voltage
range.
P0412
Secondary Air Solenoid Circuit
An open or shorted condition detected in the secondary air
(air switching/aspirator) solenoid control circuit.
P0420 (M)
1/1 Catalytic Converter Efficiency
Catalyst 1/1 efficiency below required level.
P0432 (M)
1/2 Catalytic Converter Efficiency
Catalyst 2/1 efficiency below required level.
P0441 (M)
Evap Purge Flow Monitor
Insufficient or excessive vapor flow detected during
evaporative emission system operation.
P0442 (M)
Evap Leak Monitor Medium Leak
Detected
A small leak has been detected in the evaporative system.
P0443 (M)
Evap Purge Solenoid Circuit
An open or shorted condition detected in the EVAP purge
solenoid control circuit.
P0455 (M)
Evap Leak Monitor Large Leak
Detected
A large leak has been detected in the evaporative system.
P0456 (M)
Evap Leak Monitor Small Leak
Detected
Leak has been detected in the evaporative system.
P0460
Fuel Level Unit No Change Over Miles
During low fuel
P0460
Fuel Level Unit No Change Over Miles
Fuel level sending unit voltage does not change for more
than 40 miles.
PO061
Fuel Level Unit No Change Over Time
P0462
Fuel Level Sending Unit Volts Too Low
Fuel level sensor input below acceptable voltage.
P0462 (M)
Fuel Level Sending Unit Volts Too Low
Open circuit between PCM and fuel gauge sending unit.
P0463
Fuel Level Sending Unit Volts Too
High
Fuel level sensor input above acceptable voltage.
P0463 (M)
Fuel Level Sending Unit Volts Too
High
Circuit shorted to voltage between PCM and fuel gauge
sending unit.
P0500 (M)
No Vehicle Speed Sensor Signal
No vehicle speed sensor signal detected during road load
conditions.
P0500 (M)
No Vehicle Speed Sensor Signal
A vehicle speed signal was not detected.
P0505 (M)
Idle Air Control Motor Circuits
P0508 (M)
IAC Motor Sense Circuit Low
EMISSIONS CONTROL
BR/BE
25 - 9
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0509 (M)
IAC Motor Sense Circuit High
P0521
Oil Pressure Switch Rationality
P0522
Oil Pressure Voltage Too Low
Oil pressure sending unit (sensor) voltage input below the
minimum acceptable voltage.
P0523
Oil Pressure Voltage Too High
Oil pressure sending unit (sensor) voltage input above the
maximum acceptable voltage.
P0524
Oil Pressure Too Low
Engine oil pressure is low. Engine power derated.
P0545
A/C Clutch Relay Circuit
Problem detected in air conditioning clutch relay control
circuit.
P0551
Power Steering Switch Failure
Incorrect input state detected for the power steering switch
circuit. PL: High pressure seen at high speed.
P0562
Charging System Voltage Too Low
Supply voltage sensed at ECM too low.
P0563
Charging System Voltage Too High
Supply voltage sensed at ECM too high.
P0572
Brake Switch Input #1 Signal Missing
P0573
Brake Switch Input #2 Signal Missing
P0575
Cruise Control Switch Voltage Low
P0576
Cruise Control Switch Voltage High
P0577
Cruise Control Switch Voltage High
P0600
PCM Failure SPI Communications
No communication detected between co-processors in the
control module.
P0601 (M)
Internal Controller Failure
Internal control module fault condition (check sum) detected.
P0602 (M)
ECM Fueling Calibration Error
ECM Internal fault condition detected.
P0604
RAM Check Failure
Transmission control module RAM self test fault detected.
-Aisin transmission
P0605
ROM Check Falure
Transmission control module ROM self test fault detected
-Aisin transmission
P0606 (M)
ECM Failure
ECM Internal fault condition detected.
P0615
Starter Relay Control Circuit
An open or shorted condition detected in the starter relay
control circuit.
P0622 (G)
Generator Field Not Switching Properly
An open or shorted condition detected in the generator field
control circuit.
P0645
A/C Clutch Relay Circuit
An open or shorted condition detected in the A/C clutch relay
control circuit.
P0700
EATX Controller DTC Present
This SBEC III or JTEC DTC indicates that the EATX or Aisin
controller has an active fault and has illuminated the MIL via
a CCD (EATX) or SCI (Aisin) message. The specific fault
must be acquired from the EATX via CCD or from the Aisin
via ISO-9141.
P0703
Brake Switch Stuck Pressed or
Released
Incorrect input state detected in the brake switch circuit.
(Changed from P1595)
P0703
Brake Switch Sense Circuit
25 - 10
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0711 (M)
Trans Temp Sensor, No Temp Rise
After Start
Relationship between the transmission temperature and
overdrive operation and/or TCC operation indicates a failure
of the Transmission Temperature Sensor. OBD II Rationality.
Was MIL code 37.
P0712
Trans Temp Sensor Voltage Too Low
Transmission fluid temperature sensor input below
acceptable voltage. Was MIL code 37.
P0712 (M)
Trans Temp Sensor Voltage Too Low
Voltage less than 1.55 volts (4-speed auto. trans. only).
P0713
Trans Temp Sensor Voltage Too High
Transmission fluid temperature sensor input above
acceptable voltage. Was MIL code 37.
P0713 (M)
Trans Temp Sensor Voltage Too High
Voltage greater than 3.76 volts (4-speed auto. trans. only).
P0720 (M)
Low Output SPD Sensor RPM, Above
15 MPH
The relationship between the Output Shaft Speed Sensor
and vehicle speed is not within acceptable limits.
P0720 (M)
Low Output Spd Sensor RPM Above
15 mph
Output shaft speed is less than 60 rpm with vehicle speed
above 15 mph (4-speed auto. trans. only).
P0740 (M)
Torq Con Clu, No RPM Drop at
Lockup
Relationship between engine and vehicle speeds indicated
failure of torque convertor clutch lock-up system (TCC/PTU
solenoid)
P0743 (M)
Torque Converter Clutch Solenoid/
Trans Relay Circuits
An open or shorted condition detected in the torque
converter clutch (part throttle unlock) solenoid control circuit.
Shift solenoid C electrical fault - Aisin transmission
P0743 (M)
Torque Converter Clutch Solenoid/
Trans Relay Circuits
An open or shorted condition detected in the torque
converter part throttle unlock solenoid control circuit (3 or
4-speed auto. trans. only).
P0748 (M)
Governor Pressur Sol Control/Trans
Relay Circuits
An open or shorted condition detected in the Governor
Pressure Solenoid circuit or Trans Relay Circuit in JTEC RE
transmissions.
P0748 (M)
Governor Pressure Sol Control/Trans
Relay Circuits
An open or shorted condition detected in the governor
pressure solenoid or relay circuits (4-speed auto. trans.
only).
P0751 (M)
O/D Switch Pressed (Lo) More Than 5
Minutes
Overdrive override switch input is in a prolonged depressed
state.
P0751 (M)
O/D Switch Pressed (LO) More Than 5
Min
Overdrive Off switch input too low for more than 5 minutes
(4-speed auto. trans. only).
P0753 (M)
Trans 3-4 Shift Sol/Trans Relay
Circuits
An open or shorted condition detected in the overdrive
solenoid control circuit or Trans Relay Circuit in JTEC RE
transmissions. Was MIL code 45.
P0753 (M)
Trans 3-4 Shift Sol/Trans Relay
Circuits
An open or shorted condition detected in the transmission
2-4 shift solenoid circuit (4-speed auto. trans. only).
P0756
AW4 Shift Sol B (2-3) Functional
Failure
Shift solenoid B (2-3) functional fault - Aisin transmission
P0783 (M)
3-4 Shift Sol, No RPM Drop at Lockup
The overdrive solenoid is unable to engage the gear change
from 3rd gear to the overdrive gear.
P0801
Reverse Gear Lockout Circuit Open or
Short
An open or shorted condition detected in the transmission
reverse gear lock-out solenoid control circuit.
EMISSIONS CONTROL
BR/BE
25 - 11
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P0830
Clutch Depressed Switch Circuit
Problem detected in clutch switch circuit.
P0833
Clutch Released Switch Circuit
Problem detected in clutch switch circuit.
P0836
4WD Mux Switch Circuit
P0837
4WD Mux Switch Performance
P1110
Decrease Engine Performance Due To
High Intake Air Temperature
Intake manifold air temperature is above the engine
protection limit. Engine power will be derated.
P1180
Decreased Engine Performance Due
To High Injection Pump Fuel Temp
Fuel temperature is above the engine protection limit. Engine
power will be derated.
P1192
Intake Air Temp Sensor Voltage Low
P1193
Intake Air Temp Sensor Voltage High
P1194
O2 Heater Performance
P1195 (M)
1/1 O2 Sensor Slow During Catalyst
Monitor
A slow switching oxygen sensor has been detected in bank
1/1 during catalyst monitor test. (Also see SCI DTC $66)
(was P0133)
P1196 (M)
2/1 O2 Sensor Slow During Catalyst
Monitor
A slow switching oxygen sensor has been detected in bank
2/1 during catalyst monitor test. (Also see SCI DTC $7A)
(was P0153)
P1197
1/2 O2 Sensor Slow During Catalyst
Monitor
A slow switching oxygen sensor has been detected in bank
1/2 during catalyst monitor test. (Also see SCI DTC $68)
(was P0139)
P1198
Radiator Temperature Sensor Volts
Too High
Radiator coolant temperature sensor input above the
maximum acceptable voltage.
P1199
Radiator Temperature Sensor Volts
Too Low
Radiator coolant temperature sensor input below the
minimum acceptable voltage.
P1280
Fuel System Relay Circuit
P1281
Engine is Cold Too Long
Engine coolant temperature remains below normal operating
temperatures during vehicle travel (Thermostat).
P1282
Fuel Pump/System Relay Control
Circuit
An open or shorted condition detected in the fuel pump relay
control circuit.
P1283
Idle Select Signal Invalid
ECM or fuel injection pump module internal fault condition
detected.
P1284 (M)
Fuel Injection Pump Battery Voltage
Out-Of-Range
Fuel injection pump module internal fault condition detected.
Engine power will be derated.
P1285 (M)
Fuel Injection Pump Controller Always
On
Fuel injection pump module relay circuit failure detected.
Engine power will be derated.
P1286
Accelerator Position Sensor (APPS)
Supply Voltage Too High
High voltage detected at APPS.
P1287
Fuel Injection Pump Controller Supply
Voltage Low
ECM or fuel injection pump module internal fault condition
detected. Engine power will be derated.
P1288
Intake Manifold Short Runner Solenoid
Circuit
An open or shorted condition detected in the short runner
tuning valve circuit.
P1289
Manifold Tune Valve Solenoid Circuit
An open or shorted condition detected in the manifold tuning
valve solenoid control circuit.
25 - 12
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P1290
High Pressure Solenoid Relay Ckt.
CNG Fuel System Pressure Too High–Compressed natural
gas system pressure above normal operating range.
P1291
No Temp Rise Seen From Intake
Heaters
Energizing Heated Air Intake does not change intake air
temperature sensor an acceptable amount.
P1291 (M)
No Temperature Rise Seen From
Intake Air Heaters
Problem detected in intake manifold air heating system.
P1292
CNG Pressure Sensor Voltage Too
High
Compressed natural gas pressure sensor reading above
acceptable voltage.
P1293
CNG Pressure Sensor Voltage Too
Low
Compressed natural gas pressure sensor reading below
acceptable voltage.
P1294 (M)
Target Idle Not Reached
Target RPM not achieved during drive idle condition.
Possible vacuum leak or IAC (AIS) lost steps.
P1295 (M)
No 5 Volts to TP Sensor
Loss of a 5 volt feed to the Throttle Position Sensor has
been detected.
P1295 (M)
Accelerator Position Sensor (APPS)
Supply Voltage Too Low
APPS supply voltage input below the minimum acceptable
voltage.
P1296
No 5 Volts to MAP Sensor
Loss of a 5 volt feed to the MAP Sensor has been detected.
P1297 (M)
No Change in MAP From Start To Run
No difference is recognized between the MAP reading at
engine idle and the stored barometric pressure reading.
P1298
Lean Operation at Wide Open Throttle
A prolonged lean condition is detected during Wide Open
Throttle
P1299
Vacuum Leak Found (IAC Fully
Seated)
MAP Sensor signal does not correlate to Throttle Position
Sensor signal. Possible vacuum leak.
P1388
Auto Shutdown Relay Control Circuit
An open or shorted condition detected in the ASD or CNG
shutoff relay control ckt.
P1388
Auto Shutdown Relay Control Circuit
An open or shorted condition detected in the auto shutdown
relay circuit.
P1389
No ASD Relay Output Voltage At PCM
No Z1 or Z2 voltage sensed when the auto shutdown relay is
energized.
P1389 (M)
No ASD Relay Output Voltage at PCM
An open condition detected In the ASD relay output circuit.
P1390
Timing Belt Skipped 1 Tooth or More
Relationship between Cam and Crank signals not correct
P1391 (M)
Intermittent Loss of CMP or CKP
Loss of the Cam Position Sensor or Crank Position sensor
has occurred. For PL 2.0L
P1398 (M)
Mis-Fire Adaptive Numerator at Limit
PCM is unable to learn the Crank Sensor’s signal in
preparation for Misfire Diagnostics. Probable defective Crank
Sensor
P1399
Wait To Start Lamp Cicuit
An open or shorted condition detected in the Wait to Start
Lamp circuit.
P1403
No 5V to EGR Sensor
Loss of 5v feed to the EGR position sensor.
P01475
Aux 5 Volt Supply Voltage High
Sensor supply voltage for ECM sensors is too high.
P1476
Too Little Secondary Air
Insufficient flow of secondary air injection detected during
aspirator test (was P0411)
EMISSIONS CONTROL
BR/BE
25 - 13
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P1477
Too Much Secondary Air
Excessive flow of secondary air injection detected during
aspirator test (was P0411).
P1478
Battery Temp Sensor Volts Out of Limit
Internal temperature sensor input voltage out of an
acceptable range.
P1479
Transmission Fan Relay Circuit
An open or shorted condition detected in the transmission
fan relay circuit.
P1480
PCV Solenoid Circuit
An open or shorted condition detected in the PCV solenoid
circuit.
P1481
EATX RPM Pulse Perf
EATX RPM pulse generator signal for misfire detection does
not correlate with expected value.
P1482
Catalyst Temperature Sensor Circuit
Shorted Low
Catalyst temperature sensor circuit shorted low.
P1483
Catalyst Temperature Sensor Circuit
Shorted High.
Catalyst temperature sensor circuit shorted high.
P1484
Catalytic Converter Overheat Detected
A catalyst overheat condition has been detected by the
catalyst temperature sensor.
P1485
Air Injection Solenoid Circuit
An open or shorted condition detected in the air assist
solenoid circuit.
P1486
Evap Leak Monitor Pinched Hose
Found
LDP has detected a pinched hose in the evaporative hose
system.
P1487
Hi Speed Rad Fan CTRL Relay Circuit
An open or shorted condition detected in the control circuit of
the #2 high speed radiator fan control relay.
P1488
Auxiliary 5 Volt Supply Output Too Low
Auxiliary 5 volt sensor feed is sensed to be below an
acceptable limit.
P1488
5 Volt Supply Voltage Low
Sensor supply voltage for ECM sensors is too low.
P1489
High Speed Fan CTRL Relay Circuit
An open or shorted condition detected in the control circuit of
the high speed radiator fan control relay.
P1490
Low Speed Fan CTRL Relay Circuit
An open or shorted condition detected in control circuit of the
low speed radiator fan control relay.
P1491
Rad Fan Control Relay Circuit
An open or shorted condition detected in the radiator fan
control relay control circuit. This includes PWM solid state
relays.
P1492
Ambient/Batt Temp Sen Volts Too High
External temperature sensor input above acceptable voltage.
P1492 (M)
Ambient/Batt Temp Sensor Volts Too
High
Battery temperature sensor input voltage above an
acceptable range.
P1493 (M)
Ambient/Batt Temp Sen Volts Too Low
External temperature sensor input below acceptable voltage.
P1493 (M)
Ambient/Batt Temp Sen Volts Too Low
Battery temperature sensor input voltage below an
acceptable range.
P1494 (M)
Leak Detection Pump Sw or
Mechanical Fault
Incorrect input state detected for the Leak Detection Pump
(LDP) pressure switch.
P1495
Leak Detection Pump Solenoid Circuit
An open or shorted condition detected in the Leak Detection
Pump (LDP) solenoid circuit.
25 - 14
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P1496
5 Volt Supply, Output Too Low
5 volt sensor feed is sensed to be below an acceptable limit.
( less than 4v for 4 sec )
P1498
High Speed Rad Fan Ground CTRL
Rly Circuit
An open or shorted condition detected in the control circuit of
the #3 high speed radiator fan control relay.
P1499
Hydraulic cooling fan solenoid circuit
An open or shorted condition detected in the cooling fan
control solenoid circuit.
P1594 (G)
Charging System Voltage Too High
Battery voltage sense input above target charging voltage
during engine operation.
P1594
Charging System Voltage Too High
Battery voltage sense input above target charging voltage
during engine operation.
P1595
Speed Control Solenoid Circuits
An open or shorted condition detected in either of the speed
control vacuum or vent solenoid control circuits.
P1595
Speed Control Solenoid Circuits
An open or shorted condition detected in the speed control
vacuum or vent solenoid circuits.
P1596
Speed Control Switch Always High
Speed control switch input above maximum acceptable
voltage.
P1597
Speed Control Switch Always Low
Speed control switch input below minimum acceptable
voltage.
P1597
Speed Control Switch Always Low
Speed control switch input below the minimum acceptable
voltage.
P1598
A/C Pressure Sensor Volts Too High
A/C pressure sensor input above maximum acceptable
voltage.
P1598
A/C Sensor Input Hi
Problem detected in air conditioning electrical circuit.
P1599
A/C Pressure Sensor Volts Too Low
A/C pressure sensor input below minimum acceptable
voltage.
P1599
A/C Sensor Input Lo
Problem detected in air conditioning electrical circuit.
P1602
PCM not programmed
P1680
Clutch Released Switch Circuit
Problem detected in clutch switch electrical circuit.
P1681
No I/P Cluster CCD/J1850 Messages
Received
No CCD/J1850 messages received from the cluster control
module.
P1682 (G)
Charging System Voltage Too Low
Battery voltage sense input below target charging voltage
during engine operation and no significant change in voltage
detected during active test of generator output circuit.
P1682
Charging System Voltage Too Low
Charging system output voltage low.
P1683
SPD CTRL PWR Relay; or S/C 12v
Driver CKT
An open or shorted condition detected in the speed control
servo power control circuit.
P1683
Spd ctrl pwr rly, or s/c 12v driver circuit
An open or shorted condition detected in the speed control
servo power control circuit.
P1684
Batt Loss (disconnected) in last 50
Starts
The battery has been disconnected within the last 50 starts
P1685
SKIM Invalid Key - (Wrong or Invalid
Key MSG Received From SKIM)
The engine controler has received an invalid key from the
SKIM.
EMISSIONS CONTROL
BR/BE
25 - 15
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P1686
No SKIM BUS Messages Received
No CCD/J1850 messages received from the Smart Key
Immobilizer Module (SKIM).
P1687
No MIC BUS Message (No Cluster
BUS Message)
No CCD/J1850 messages received from the Mechanical
Instrument Cluster (MIC) module.
P1688 (M)
Internal Fuel Injection Pump Controller
Failure
Internal problem within the fuel injection pump. Low power,
engine derated, or engine stops.
P1689 (M)
No Communication Between ECM and
Injection Pump Module
Data link circuit failure between ECM and fuel injection
pump. Low power, engine derated, or engine stops.
P1690 (M)
Fuel Injection Pump CKP Sensor Does
Not Agree With ECM CKP Sensor
Problem in fuel sync signal. Possible injection pump timing
problem. Low power, engine derated, or engine stops.
P1691
Fuel Injection Pump Controller
Calibration Error
Internal fuel injection pump failure. Low power, engine
derated, or engine stops.
P1692
DTC Set In ECM
A 9Companion DTC9 was set in both the ECM and PCM.
P1693 (M)
DTC Detected in Companion Module
A fault has been generated in the companion engine control
module.
P1693 (M)
DTC Detected in PCM/ECM or DTC
Detected in ECM
A 9Companion DTC9 was set in both the ECM and PCM.
P1694
Fault In Companion Module
No CCD/J1850 messages received from the powertrain
control module-Aisin transmission
P1694 (M)
No BUS (CCD) Messages received
from ECM
Bus communication failure to PCM.
P1695
No CCD/J1850 Message From Body
Control Module
No CCD/J1850 messages received from the body control
module.
P1696
PCM Failure EEPROM Write Denied
Unsuccessful attempt to write to an EEPROM location by the
control module.
P1697
PCM Failure SRI Mile Not Stored
Unsuccessful attempt to update Service Reminder Indicator
(SRI or EMR) mileage in the control module EEPROM.
P1698
No CCD/J1850 Message From TCM
No CCD/J1850 messages received from the electronic
transmission control module (EATX) or the Aisin transmission
controller.
P1698
No CCD Messages received from
PCM
Bus communication failure to PCM. A 9Companion DTC9 was
set in both the ECM and PCM.
P1699
No Climate Control Bus Messages
P1719
Skip Shift Solenoid Circuit
An open or shorted condition detected in the transmission
2-3 gear lock-out solenoid control circuit.
P1740
TCC or OD Sol Perf
A rationality error has been detected in either the TCC
solenoid or overdrive solenoid systems.
P1740 (M)
TCC OR O/D Solenoid Performance
Problem detected in transmission convertor clutch and/or
overdrive circuits (diesel engine with 4-speed auto. trans.
only).
P1756 (M)
GOV Press Not Equal to Target @
15-20 PSI
The requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control shifts
for 1st, 2nd, and 3rd gear. (Mid Pressure Malfunction)
25 - 16
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
(M) Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G) Generator lamp illuminated
Generic Scan
Tool P-Code
DRB Scan Tool Display
Brief Description of DTC
P1756 (M)
Governor Pressure Not Equal to Target
@ 15-20 PSI
Governor sensor input not between 10 and 25 psi when
requested (4-speed auto. trans. only).
P1757
GOV Press Not Equal to Target @
15-20 PSI
The requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control shifts
for 1st, 2nd, and 3rd gear (Zero Pressure Malfunction)
P1757 (M)
Governor Pressure Above 3 PSI In
Gear With 0 MPH
Governor pressure greater than 3 psi when requested to be
0 psi (4-speed auto. trans. only).
P1762 (M)
Gov Press Sen Offset Volts Too Lo or
High
The Governor Pressure Sensor input is greater than a
calibration limit or is less than a calibration limit for 3
consecutive park/neutral calibrations.
P1762 (M)
Governor Press Sen Offset Volts Too
Low or High
Sensor input greater or less than calibration for 3
consecutive Neutral/Park occurrences (4-speed auto. trans.
only).
P1763
Governor Pressure Sensor Volts Too
Hi
The Governor Pressure Sensor input is above an acceptable
voltage level.
P1763 (M)
Governor Pressure Sensor Volts Too
HI
Voltage greater than 4.89 volts (4-speed auto. trans. only).
P1764 (M)
Governor Pressure Sensor Volts Too
Low
The Governor Pressure Sensor input is below an acceptable
voltage level.
P1764 (M)
Governor Pressure Sensor Volts Too
Low
Voltage less than .10 volts (4-speed auto. trans. only).
P1765 (M)
Trans 12 Volt Supply Relay CTRL
Circuit
An open or shorted condition is detected in the Transmission
Relay control circuit. This relay supplies power to the TCC
P1765 (M)
Trans 12 Volt Supply Relay Ctrl Circuit
Current state of solenoid output port is different than
expected (4-speed auto. trans. only).
P1830
Clutch Override Relay Circuit
Problem detected in clutch pedal switch override relay circuit.
P1899 (M)
P/N Switch Stuck in Park or in Gear
Incorrect input state detected for the Park/Neutral switch.
P1899 (M)
P/N Switch Stuck in Park or in Gear
Incorrect input state detected for the Park/Neutral switch (3
or 4-speed auto. trans. only).
BR/BE
EMISSIONS CONTROL
25 - 17
EMISSIONS CONTROL (Continued)
DESCRIPTION - TASK MANAGER
The PCM is responsible for efficiently coordinating
the operation of all the emissions-related components. The PCM is also responsible for determining if
the diagnostic systems are operating properly. The
software designed to carry out these responsibilities
is call the ’Task Manager’.
DESCRIPTION - MONITORED SYSTEMS
There are new electronic circuit monitors that
check fuel, emission, engine and ignition performance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component problem. They do indicate that there is an implied problem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator Lamp
(MIL) will be illuminated. These monitors generate
Diagnostic Trouble Codes that can be displayed with
the MIL or a scan tool.
The following is a list of the system monitors:
• Misfire Monitor
• Fuel System Monitor
• Oxygen Sensor Monitor
• Oxygen Sensor Heater Monitor
• Catalyst Monitor
• Leak Detection Pump Monitor (if equipped)
All these system monitors require two consecutive
trips with the malfunction present to set a fault.
Refer to the appropriate Powertrain Diagnostics Procedures manual for diagnostic procedures.
The following is an operation and description of
each system monitor :
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches operating temperature 300° to 350°C (572° to 662°F), the
sensor generates a voltage that is inversely proportional to the amount of oxygen in the exhaust. The
information obtained by the sensor is used to calculate the fuel injector pulse width. This maintains a
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrogen oxide (NOx) from
the exhaust.
The O2S is also the main sensing element for the
Catalyst and Fuel Monitors.
The O2S can fail in any or all of the following
manners:
• slow response rate
• reduced output voltage
• dynamic shift
• shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
than optimum A/F mixture or vice versa. As the sensor starts malfunctioning, it could take longer to
detect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt. A good sensor can easily generate any output
voltage in this range as it is exposed to different concentrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) shorted to voltage
DTC, as well as a O2S heater DTC, the O2S fault
MUST be repaired first. Before checking the O2S fault,
verify that the heater circuit is operating correctly.
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches operating temperature 300° to 350°C (572 ° to 662°F), the
sensor generates a voltage that is inversely proportional to the amount of oxygen in the exhaust. The
information obtained by the sensor is used to calculate the fuel injector pulse width. This maintains a
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrogen oxide (NOx) from
the exhaust.
The voltage readings taken from the O2S sensor
are very temperature sensitive. The readings are not
accurate below 300°C. Heating of the O2S sensor is
done to allow the engine controller to shift to closed
loop control as soon as possible. The heating element
used to heat the O2S sensor must be tested to ensure
that it is heating the sensor properly.
The O2S sensor circuit is monitored for a drop in
voltage. The sensor output is used to test the heater
by isolating the effect of the heater element on the
O2S sensor output voltage from the other effects.
LEAK DETECTION PUMP MONITOR (IF EQUIPPED)
The leak detection assembly incorporates two primary functions: it must detect a leak in the evaporative system and seal the evaporative system so the
leak detection test can be run.
25 - 18
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
The primary components within the assembly are:
A three port solenoid that activates both of the functions listed above; a pump which contains a switch,
two check valves and a spring/diaphragm, a canister
vent valve (CVV) seal which contains a spring loaded
vent seal valve.
Immediately after a cold start, between predetermined temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non test conditions the
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel position. The vent seal will remain closed while the
pump is cycling due to the reed switch triggering of
the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized
allowing atmospheric pressure to enter the pump
cavity, thus permitting the spring to drive the diaphragm which forces air out of the pump cavity and
into the vent system. When the solenoid is energized
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is controlled in 2 modes:
Pump Mode: The pump is cycled at a fixed rate to
achieve a rapid pressure build in order to shorten the
overall test length.
Test Mode: The solenoid is energized with a fixed
duration pulse. Subsequent fixed pulses occur when
the diaphragm reaches the Switch closure point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5” H20.
The cycle rate of pump strokes is quite rapid as the
system begins to pump up to this pressure. As the
pressure increases, the cycle rate starts to drop off. If
there is no leak in the system, the pump would eventually stop pumping at the equalized pressure. If
there is a leak, it will continue to pump at a rate representative of the flow characteristic of the size of the
leak. From this information we can determine if the
leak is larger than the required detection limit (currently set at .040” orifice by CARB). If a leak is
revealed during the leak test portion of the test, the
test is terminated at the end of the test mode and no
further system checks will be performed.
After passing the leak detection phase of the test,
system pressure is maintained by turning on the
LDP’s solenoid until the purge system is activated.
Purge activation in effect creates a leak. The cycle
rate is again interrogated and when it increases due
to the flow through the purge system, the leak check
portion of the diagnostic is complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
Evaporative system functionality will be verified by
using the stricter evap purge flow monitor. At an
appropriate warm idle the LDP will be energized to
seal the canister vent. The purge flow will be clocked
up from some small value in an attempt to see a
shift in the 02 control system. If fuel vapor, indicated
by a shift in the 02 control, is present the test is
passed. If not, it is assumed that the purge system is
not functioning in some respect. The LDP is again
turned off and the test is ended.
MISFIRE MONITOR
Excessive engine misfire results in increased catalyst temperature and causes an increase in HC emissions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crankshaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitrogen and carbon monoxide. The catalyst works best
when the Air Fuel (A/F) ratio is at or near the optimum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio of 14.7 to 1. This is done by making
short term corrections in the fuel injector pulse width
based on the O2S sensor output. The programmed
memory acts as a self calibration tool that the engine
controller uses to compensate for variations in engine
specifications, sensor tolerances and engine fatigue
over the life span of the engine. By monitoring the
actual fuel-air ratio with the O2S sensor (short term)
and multiplying that with the program long-term
(adaptive) memory and comparing that to the limit,
it can be determined whether it will pass an emissions test. If a malfunction occurs such that the PCM
cannot maintain the optimum A/F ratio, then the
MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitrogen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. This can increase vehicle emissions
and deteriorate engine performance, driveability and
fuel economy.
BR/BE
EMISSIONS CONTROL
25 - 19
EMISSIONS CONTROL (Continued)
The catalyst monitor uses dual oxygen sensors
(O2S’s) to monitor the efficiency of the converter. The
dual O2S’s sensor strategy is based on the fact that
as a catalyst deteriorates, its oxygen storage capacity
and its efficiency are both reduced. By monitoring
the oxygen storage capacity of a catalyst, its efficiency can be indirectly calculated. The upstream
O2S is used to detect the amount of oxygen in the
exhaust gas before the gas enters the catalytic converter. The PCM calculates the A/F mixture from the
output of the O2S. A low voltage indicates high oxygen content (lean mixture). A high voltage indicates a
low content of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the concentration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S’s.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S’s is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-toone, indicating that no oxidation occurs in the device.
The system must be monitored so that when catalyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL will be illuminated.
DESCRIPTION - TRIP DEFINITION
The term “Trip” has different meanings depending
on what the circumstances are. If the MIL (Malfunction Indicator Lamp) is OFF, a Trip is defined as
when the Oxygen Sensor Monitor and the Catalyst
Monitor have been completed in the same drive cycle.
When any Emission DTC is set, the MIL on the
dash is turned ON. When the MIL is ON, it takes 3
good trips to turn the MIL OFF. In this case, it
depends on what type of DTC is set to know what a
“Trip” is.
For the Fuel Monitor or Mis-Fire Monitor (continuous monitor), the vehicle must be operated in the
“Similar Condition Window” for a specified amount of
time to be considered a Good Trip.
If a Non-Contiuous OBDII Monitor fails twice in a
row and turns ON the MIL, re-running that monitor
which previously failed, on the next start-up and
passing the monitor, is considered to be a Good Trip.
These will include the following:
• Oxygen Sensor
• Catalyst Monitor
• Purge Flow Monitor
• Leak Detection Pump Monitor (if equipped)
• EGR Monitor (if equipped)
• Oxygen Sensor Heater Monitor
If any other Emission DTC is set (not an OBDII
Monitor), a Good Trip is considered to be when the
Oxygen Sensor Monitor and Catalyst Monitor have
been completed; or 2 Minutes of engine run time if
the Oxygen Sensor Monitor or Catalyst Monitor have
been stopped from running.
It can take up to 2 Failures in a row to turn on the
MIL. After the MIL is ON, it takes 3 Good Trips to
turn the MIL OFF. After the MIL is OFF, the PCM
will self-erase the DTC after 40 Warm-up cycles. A
Warm-up cycle is counted when the ECT (Engine
Coolant Temperature Sensor) has crossed 160°F and
has risen by at least 40°F since the engine has been
started.
DESCRIPTION - COMPONENT MONITORS GAS ENGINES
There are several components that will affect vehicle emissions if they malfunction. If one of these components malfunctions the Malfunction Indicator
Lamp (MIL) will illuminate.
Some of the component monitors are checking for
proper operation of the part. Electrically operated
components now have input (rationality) and output
(functionality) checks. Previously, a component like
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of
these conditions occurred, a DTC was set. Now there
is a check to ensure that the component is working.
This is done by watching for a TPS indication of a
greater or lesser throttle opening than MAP and
engine rpm indicate. In the case of the TPS, if engine
vacuum is high and engine rpm is 1600 or greater,
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum if
the TPS indicates a small throttle opening.
All open/short circuit checks, or any component
that has an associated limp-in, will set a fault after 1
trip with the malfunction present. Components without an associated limp-in will take two trips to illuminate the MIL.
25 - 20
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
DESCRIPTION - COMPONENT MONITORS DIESEL ENGINES
There are several electrical components that will
affect vehicle emissions if they malfunction. If one of
these components is malfunctioning, a Diagnostic
Trouble Code (DTC) will be set by either the Powertrain Control Module (PCM) or the Engine Control
Module (ECM). The Malfunction Indicator Lamp
(MIL) will then be illuminated when the engine is
running.
These electrically operated components have input
(rationality) and output (functionality) checks. A
check is done by one or more components to check
the operation of another component.
Example: The Intake Manifold Air Temperature
(IAT) sensor is used to monitor intake manifold air
temperature over a period of time after a cold start.
If the temperature has not risen to a certain specification during a specified time, a Diagnostic Trouble
Code (DTC) will be set for a problem in the manifold
air heater system.
All open/short circuit checks, or any component
that has an associated limp-in will set a DTC and
trigger the MIL after 1 trip with the malfunction
present. Components without an associated limp-in
will take two trips to illuminate the MIL.
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which
the PCM monitors and sets DTC’s. Refer to Monitored Systems, Components, and Non-Monitored Circuits in this section.
Technicians must retrieve stored DTC’s by connecting the DRB scan tool (or an equivalent scan tool) to
the 16–way data link connector (Fig. 3).
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For
instance, pulling a spark plug wire to perform a
spark test may set the misfire code. When a repair
is completed and verified, connect the DRB scan
tool to the 16–way data link connector to erase all
DTC’s and extinguish the MIL.
OPERATION
OPERATION - GAS ENGINES
The Powertrain Control Module (PCM) monitors
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a
problem with a monitored circuit often enough to
indicate an actual problem, it stores a Diagnostic
Trouble Code (DTC) in the PCM’s memory. If the
problem is repaired or ceases to exist, the PCM cancels the code after 40 warm-up cycles. Diagnostic
trouble codes that affect vehicle emissions illuminate
the Malfunction Indicator Lamp (MIL). The MIL is
displayed as an engine icon (graphic) on the instrument panel. Refer to Malfunction Indicator Lamp in
this section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a specific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met. For example, assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor’s
output circuit shorts to ground when engine operates
Fig. 3 16-WAY DATA LINK CONNECTOR
1 - DATA LINK CONNECTOR
OPERATION - DIESEL
The PCM and ECM monitor many different circuits in the powertrain system. If the ECM or PCM
senses a problem with a monitored circuit often
enough to indicate an actual problem, it stores a
Diagnostic Trouble Code (DTC) in the ECM’s or
PCM’s memory. With certain DTC’s, if the problem is
repaired or ceases to exist, the ECM or PCM cancels
the code after 40 warm-up cycles. Certain other
DTC’s may be cancelled after 1 or 2 good “trips”.
Refer to Trip Definition. DTC’s that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). The MIL is displayed as an engine icon
(graphic) on the instrument panel. Refer to Malfunction Indicator Lamp.
EMISSIONS CONTROL
BR/BE
25 - 21
EMISSIONS CONTROL (Continued)
Certain DTC’s will set a “companion DTC” in the
opposite control module. This means that after
repair, the DTC must be erased from both modules.
Certain criteria must be met before the ECM or
PCM will store a DTC in memory. The criteria may
be a specific range of engine RPM, throttle opening,
engine temperature or input voltage.
The ECM or PCM might not store a DTC for a
monitored circuit even though a malfunction has
occurred. This may happen because one of the DTC
criteria for the circuit has not been met. For example, assume the DTC criteria requires the ECM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor’s
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
ECM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the
ECM will not store a DTC.
There are several operating conditions for which
the ECM and PCM monitors and sets DTC’s. Refer to
Monitored Systems, Components, and Non-Monitored
Circuits.
Technicians must retrieve stored DTC’s by connecting the DRB scan tool (or an equivalent scan tool) to
the 16–way data link connector (Fig. 3). Refer to the
Diagnostic Trouble Code chart (list). Remember
that DTC’s are the results of a system or circuit
failure, but do not directly identify the failed
component or components.
Various diagnostic procedures may actually cause a
diagnostic monitor to set a DTC. For instance, disconnecting a relay or removing an electrical connector while the engine is running. When a repair is
completed and verified, connect the DRB scan tool to
the 16–way data link connector to erase all ECM and
PCM DTC’s and extinguish the MIL.
OPERATION - TASK MANAGER
The Task Manager determines which tests happen
when and which functions occur when. Many of the
diagnostic steps required by OBD II must be performed under specific operating conditions. The Task
Manager software organizes and prioritizes the diagnostic procedures. The job of the Task Manager is to
determine if conditions are appropriate for tests to be
run, monitor the parameters for a trip for each test,
and record the results of the test. Following are the
responsibilities of the Task Manager software:
• Test Sequence
• MIL Illumination
• Diagnostic Trouble Codes (DTCs)
• Trip Indicator
• Freeze Frame Data Storage
• Similar Conditions Window
Test Sequence
In many instances, emissions systems must fail
diagnostic tests more than once before the PCM illuminates the MIL. These tests are know as ’two trip
monitors.’ Other tests that turn the MIL lamp on
after a single failure are known as ’one trip monitors.’ A trip is defined as ’start the vehicle and operate it to meet the criteria necessary to run the given
monitor.’
Many of the diagnostic tests must be performed
under certain operating conditions. However, there
are times when tests cannot be run because another
test is in progress (conflict), another test has failed
(pending) or the Task Manager has set a fault that
may cause a failure of the test (suspend).
• Pending
Under some situations the Task Manager will not
run a monitor if the MIL is illuminated and a fault is
stored from another monitor. In these situations, the
Task Manager postpones monitors pending resolution of the original fault. The Task Manager does not
run the test until the problem is remedied.
For example, when the MIL is illuminated for an
Oxygen Sensor fault, the Task Manager does not run
the Catalyst Monitor until the Oxygen Sensor fault is
remedied. Since the Catalyst Monitor is based on signals from the Oxygen Sensor, running the test would
produce inaccurate results.
• Conflict
There are situations when the Task Manager does
not run a test if another monitor is in progress. In
these situations, the effects of another monitor running could result in an erroneous failure. If this conflict is present, the monitor is not run until the
conflicting condition passes. Most likely the monitor
will run later after the conflicting monitor has
passed.
For example, if the Fuel System Monitor is in
progress, the Task Manager does not run the EGR
Monitor. Since both tests monitor changes in air/fuel
ratio and adaptive fuel compensation, the monitors
will conflict with each other.
• Suspend
Occasionally the Task Manager may not allow a two
trip fault to mature. The Task Manager will suspend the maturing of a fault if a condition exists
that may induce an erroneous failure. This prevents
illuminating the MIL for the wrong fault and allows
more precis diagnosis.
For example, if the PCM is storing a one trip fault
for the Oxygen Sensor and the EGR monitor, the
Task Manager may still run the EGR Monitor but
will suspend the results until the Oxygen Sensor
Monitor either passes or fails. At that point the Task
Manager can determine if the EGR system is actually failing or if an Oxygen Sensor is failing.
25 - 22
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
MIL Illumination
The PCM Task Manager carries out the illumination of the MIL. The Task Manager triggers MIL illumination upon test failure, depending on monitor
failure criteria.
The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the third key cycle) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MILL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC erasure. DTCs are entered according to individual priority. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
• Priority 0 —Non-emissions related trouble codes
• Priority 1 — One trip failure of a two trip fault
for non-fuel system and non-misfire.
• Priority 2 — One trip failure of a two trip fault
for fuel system (rich/lean) or misfire.
• Priority 3 — Two trip failure for a non-fuel system and non-misfire or matured one trip comprehensive component fault.
• Priority 4 — Two trip failure or matured fault
for fuel system (rich/lean) and misfire or one trip catalyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher priority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the component must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Conditions Window is when engine RPM is within ±375
RPM and load is within ±10% of when the fault
occurred.
NOTE: It is important to understand that a component does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRB III. Erasing the DTC with the DRB III erases all OBD II
information. The DRB III automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter information for warm-up cycles, trips and Freeze Frame.
Trip Indicator
The Trip is essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
• Specific Good Trip
• Fuel System Good Trip
• Misfire Good Trip
• Alternate Good Trip (appears as a Global Good
Trip on DRB III)
• Comprehensive Components
• Major Monitor
• Warm-Up Cycles
Specific Good Trip
The term Good Trip has different meanings
depending on the circumstances:
• If the MIL is OFF, a trip is defined as when the
Oxygen Sensor Monitor and the Catalyst Monitor
have been completed in the same drive cycle.
• If the MIL is ON and a DTC was set by the Fuel
Monitor or Misfire Monitor (both continuous monitors), the vehicle must be operated in the Similar
Condition Window for a specified amount of time.
• If the MIL is ON and a DTC was set by a Task
Manager commanded once-per-trip monitor (such as
the Oxygen Sensor Monitor, Catalyst Monitor, Purge
Flow Monitor, Leak Detection Pump Monitor, EGR
Monitor or Oxygen Sensor Heater Monitor), a good
trip is when the monitor is passed on the next startup.
BR/BE
EMISSIONS CONTROL
25 - 23
EMISSIONS CONTROL (Continued)
• If the MIL is ON and any other emissions DTC
was set (not an OBD II monitor), a good trip occurs
when the Oxygen Sensor Monitor and Catalyst Monitor have been completed, or two minutes of engine
run time if the Oxygen Sensor Monitor and Catalyst
Monitor have been stopped from running.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
• Engine in closed loop
• Operating in Similar Conditions Window
• Short Term multiplied by Long Term less than
threshold
• Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
• Operating in Similar Condition Window
• 1000 engine revolutions with no misfire
Warm-Up Cycles
Once the MIL has been extinguished by the Good Trip
Counter, the PCM automatically switches to a Warm-Up
Cycle Counter that can be viewed on the DRB III.
Warm-Up Cycles are used to erase DTCs and Freeze
Frames. Forty Warm-Up cycles must occur in order for
the PCM to self-erase a DTC and Freeze Frame. A
Warm-Up Cycle is defined as follows:
• Engine coolant temperature must start below
and rise above 160° F
• Engine coolant temperature must rise by 40° F
• No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating conditions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwritten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRB III or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays information about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM
• Fuel System Similar Conditions Window —
An indicator that ’Absolute MAP When Fuel Sys Fail’
and ’RPM When Fuel Sys Failed’ are all in the same
range when the failure occurred. Indicated by switching from ’NO’ to ’YES’.
• Absolute MAP When Fuel Sys Fail — The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
• Absolute MAP — A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
• RPM When Fuel Sys Fail — The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
• Adaptive Memory Factor — The PCM utilizes
both Short Term Compensation and Long Term Adaptive to calculate the Adaptive Memory Factor for
total fuel correction.
• Upstream O2S Volts — A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
• SCW Time in Window (Similar Conditions
Window Time in Window) — A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
• Fuel System Good Trip Counter — A Trip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than calibrated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
• Test Done This Trip — Indicates that the
monitor has already been run and completed during
the current trip.
MISFIRE
• Same Misfire Warm-Up State — Indicates if
the misfire occurred when the engine was warmed up
(above 160° F).
• In Similar Misfire Window — An indicator
that ’Absolute MAP When Misfire Occurred’ and
’RPM When Misfire Occurred’ are all in the same
range when the failure occurred. Indicated by switching from ’NO’ to ’YES’.
25 - 24
EMISSIONS CONTROL
BR/BE
EMISSIONS CONTROL (Continued)
• Absolute MAP When Misfire Occurred —
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
• Absolute MAP — A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
• RPM When Misfire Occurred — The stored
RPM reading at the time of failure. Informs the user
at what engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
• Adaptive Memory Factor — The PCM utilizes
both Short Term Compensation and Long Term Adaptive to calculate the Adaptive Memory Factor for
total fuel correction.
• 200 Rev Counter — Counts 0–100 720 degree
cycles.
• SCW Cat 200 Rev Counter — Counts when in
similar conditions.
• SCW FTP 1000 Rev Counter — Counts 0–4
when in similar conditions.
• Misfire Good Trip Counter — Counts up to
three to turn OFF the MIL.
• Misfire Data— Data collected during test.
• Test Done This Trip— Indicates YES when the
test is done.
OPERATION - NON-MONITORED CIRCUITS GAS ENGINES
The PCM does not monitor the following circuits,
systems and conditions that could have malfunctions
causing driveability problems. The PCM might not
store diagnostic trouble codes for these conditions.
However, problems with these systems may cause the
PCM to store diagnostic trouble codes for other systems or components. EXAMPLE: a fuel pressure
problem will not register a fault directly, but could
cause a rich/lean condition or misfire. This could
cause the PCM to store an oxygen sensor or misfire
diagnostic trouble code
FUEL PRESSURE
The fuel pressure regulator controls fuel system
pressure. The PCM cannot detect a clogged fuel
pump inlet filter, clogged in-line fuel filter, or a
pinched fuel supply or return line. However, these
could result in a rich or lean condition causing the
PCM to store an oxygen sensor or fuel system diagnostic trouble code.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an inoperative ignition coil,
fouled or worn spark plugs, ignition cross firing, or
open spark plug cables.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine
cylinder compression.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or
leaking exhaust system, although it may set a fuel
system fault.
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The module should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connector pins.
OPERATION - NON-MONITORED CIRCUITS DIESEL
The PCM and/or the ECM will not monitor certain
malfunctioning circuits or components that could
cause driveability problems. Also, a Diagnostic Trouble Code (DTC) might not be stored for these malfunctions. However, problems with these circuits or
components may cause the PCM/ECM to store DTC’s
for other circuits or components. EXAMPLES: A cylinder with low compression will not set a DTC
BR/BE
EMISSIONS CONTROL
25 - 25
EMISSIONS CONTROL (Continued)
directly, but may cause an engine misfire. This in
turn may cause the ECM to set a DTC for an engine
misfire. Or, a dirty or plugged air filter will not set a
DTC directly, but may cause lack of turbocharger
boost. This in turn may cause the ECM to set a DTC
for a boost pressure malfunction.
FUEL PRESSURE
Primary fuel pressure from the fuel tank to the
fuel injection pump is supplied by the low-pressure
fuel transfer pump. High-pressure to the fuel injectors is supplied by the fuel injection pump. The ECM
cannot detect actual fuel pressure, a clogged fuel filter, clogged fuel screen, or a pinched fuel supply or
return line. However, a DTC may be set due to an
engine misfire.
CYLINDER COMPRESSION
The ECM cannot detect uneven, low, or high
engine cylinder compression. However, these could
result in a possible misfire which may set a DTC.
EXHAUST SYSTEM
The ECM cannot detect a plugged, restricted or
leaking exhaust system. However, DTC’s may be set
for engine misfire, high intake manifold temperature,
high engine coolant temperature, turbocharger overboost or turbocharger underboost.
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The ECM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a possible
misfire which may set a DTC.
EXCESSIVE OIL CONSUMPTION
The ECM cannot determine excessive oil consumption. However, if excess oil consumption is high
enough, it could result in a possible engine misfire
which may set a DTC.
AIR FLOW
The ECM cannot detect a clogged, restricted or
dirty air filter element, or a restriction in the air
inlet system. However, these could result in a possible misfire which may set a DTC.
AIR PRESSURE LEAKS
The ECM cannot detect leaks or restrictions in the
air intake system. However, these could cause the
ECM to store a Manifold Air Pressure (MAP) sensor
DTC (boost pressure problem detected).
PCM/ECM SYSTEM GROUNDS
The PCM/ECM cannot directly determine poor system grounds. However, one or more DTC’s may be
generated as a result of poor grounds.
PCM/ECM CONNECTOR ENGAGEMENT
The PCM/ECM may not be able to determine
spread, damaged or corroded connector pins. However, it might store DTC’s as a result of spread connector pins (circuits that are open).
25 - 26
AIR INJECTION
BR/BE
AIR INJECTION
TABLE OF CONTENTS
page
AIR INJECTION
DESCRIPTION - AIR INJECTION SYSTEM .
OPERATION - AIR INJECTION SYSTEM . . .
SPECIFICATIONS
TORQUE - AIR INJECTION SYSTEM . . . .
AIR INJECTION PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AIR INJECTION
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . 26
. . . 28
. . . 29
. . . 29
. . . 29
. . . 29
. . . 30
AIR INJECTION
DESCRIPTION - AIR INJECTION SYSTEM
The air injection system (Fig. 1), (Fig. 2) or (Fig. 3)
is used on 5.9L V-8 and 8.0L V-10 heavy duty cycle
(HDC) gas powered engines only. The air injection
system consists of:
• A belt-driven air injection (AIR) pump
page
INSTALLATION . . . . . . . . . . . . . . . . . .
AIR PUMP FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
ONE WAY CHECK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - ONE-WAY
CHECK VALVE . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .
. . . . . . . 30
. . . . . . . 30
. . . . . . . 30
. . . . . . . 31
. . . . . . . 31
. . . . . . . 31
. . . . . . . 31
. . . . . . . 31
• Two air pressure relief valves
• Rubber connecting air injection hoses with
clamps
• Metal connecting air tubes
• Two one-way check valves
• A replaceable injection pump air filter (8.0L V-10
engine only)
AIR INJECTION
BR/BE
AIR INJECTION (Continued)
Fig. 1 Air Injection System Components—Typical
1
2
3
4
5
6
7
8
-
CATALYTIC CONVERTORS (2)
ONE-WAY CHECK VALVES (2)
88Y’’ CONNECTOR
PRESSURE RELIEF VALVE
HOSE
CLAMPS
HOSE
CLAMP
9 - AIR INJECTION PUMP
10 - INLET AIR FITTING
11 - OUTLET AIR FITTING
12 - METAL CONNECTING TUBE
13 - HOSE
14 - CLAMPS
25 - 27
25 - 28
AIR INJECTION
BR/BE
AIR INJECTION (Continued)
Fig. 3 Air Inlet and Air Pump Air
1
2
3
4
5
6
7
8
- INJECTION PUMP AIR FILTER HOUSING
- R. F. INNER FENDER
- FILTER HOUSING MOUNTING NUT
- PRESSURE RELIEF VALVE
- HOSE CLAMPS
- AIR INJECTION PUMP
- AIR INLET REDUCER
- LID
Fig. 2 Air Inlet for Air Pump—5.9L HDC Engine
1
2
3
4
5
- AIR FILTER HOUSING
- AIR INLET TUBE
- INLET AIR FITTING
- AIR INJECTION PUMP
- OUTLET AIR FITTING
OPERATION - AIR INJECTION SYSTEM
The air injection system adds a controlled amount
of air to the exhaust gases aiding oxidation of hydrocarbons and carbon monoxide in the exhaust stream.
The system does not interfere with the ability of the
EGR system (if used) to control nitrous oxide (NOx)
emissions.
5.9L HDC ENGINE: Air is drawn into the pump
through a rubber tube that is connected to a fitting
on the air cleaner housing (Fig. 2).
8.0L V-10 ENGINE: Air is drawn into the pump
through a rubber tube that is connected to a fitting
on the air injection pump filter housing (Fig. 3). Air
is drawn into the filter housing from the front of the
vehicle with rubber tube. This tube is used as a
silencer to help prevent air intake noise at the opening to the pump filter housing. An air filter is located
within the air pump filter housing (Fig. 3).
Air is then compressed by the air injector pump. It
is expelled from the pump and routed into a rubber
tube where it reaches the air pressure relief valve
(Fig. 1). Pressure relief holes in the relief valve will
prevent excess downstream pressure. If excess downstream pressure occurs at the relief valve, it will be
vented into the atmosphere.
Air is then routed (Fig. 1) from the relief valve,
through a tube, down to a 9Y9 connector, through the
two one-way check valves and injected at both of the
catalytic convertors (referred to as downstream).
The two one-way check valves (Fig. 1) protect the
hoses, air pump and injection tubes from hot exhaust
gases backing up into the system. Air is allowed to
flow through these valves in one direction only
(towards the catalytic convertors).
Downstream air flow assists the oxidation process
in the catalyst, but does not interfere with EGR operation (if EGR system is used).
AIR INJECTION
BR/BE
25 - 29
AIR INJECTION (Continued)
SPECIFICATIONS
TORQUE - AIR INJECTION SYSTEM
DESCRIPTION
N·m
Ft. Lbs.
Air Pump Filter Housing
Nut
1
8
Air Pump Mounting Bolts
40
30
Air Pump Pulley Mounting
Bolts
11
One-Way Check Valve to
Catalyst Tube
33
In. Lbs.
105
25
AIR INJECTION PUMP
OPERATION
DESCRIPTION
Refer to Air Injection System Description and
Operation for information.
The air pump is mounted on the front of the
engine and driven by a belt connected to the crankshaft pulley (Fig. 4) .
DIAGNOSIS AND TESTING - AIR INJECTION
PUMP
The air injection system and air injection
pump is not completely noiseless. Under normal
conditions, noise rises in pitch as engine speed
increases. To determine if excessive noise is fault of
air injection system, disconnect accessory drive belt
and temporarily operate engine. Do not allow
engine to overheat when operating without
drive belt.
CAUTION: Do not attempt to lubricate the air injection pump. Oil in the pump will cause rapid deterioration and failure.
Fig. 4 Air Injection Pump Mounting—Typical
1
2
3
4
5
- PUMP PULLEY
- AIR PUMP
- AUTOMATIC BELT TENSIONER
- PUMP MOUNTING BOLTS (2)
- PULLEY BOLTS
25 - 30
AIR INJECTION
BR/BE
AIR INJECTION PUMP (Continued)
1. Loose belt or defective automatic
belt tensioner.
1. Refer to Cooling System.
2. Seized pump.
2. Replace pump.
EXCESSIVE PUMP NOISE
CHIRPING
1. Insufficient break-in.
1. Recheck for noise after 1600 km
(1,000 miles) of operation.
EXCESSIVE PUMP NOISE
CHIRPING, RUMBLING, OR
KNOCKING
1. Leak in hose.
1. Locate source of leak using soap
solution and correct.
2. Loose hose.
2. Reassemble and replace or tighten
hose clamp.
EXCESSIVE BELT NOISE
NO AIR SUPPLY.
ACCELERATE ENGINE TO
1500 RPM AND OBSERVE
AIR FLOW FROM HOSES. IF
FLOW INCREASES AS
RPM’S INCREASE, PUMP IS
FUNCTIONING NORMALLY.
IF NOT, CHECK POSSIBLE
CAUSE.
3. Hose touching other engine parts.
3. Adjust hose position.
4. Relief valve inoperative.
4. Replace relief valve.
5. Check valve inoperative.
5. Replace check valve.
6. Pump mounting fasteners loose.
6. Tighten mounting screws as
specified.
7. Pump failure.
7. Replace pump.
1. Loose drive belt.
1. Refer to Cooling System.
2. Leaks in supply hose.
2. Locate leak and repair or replace as
required.
3. Leak at fitting(s).
3. Tighten and replace clamps.
4. Check valve inoperative.
4. Replace check valve.
5. Plugged inlet air filter (8.0L).
5. Replace filter
REMOVAL
The air injection pump does not have any internal
serviceable parts.
(1) Disconnect both of the hoses (tubes) at the air
injection pump.
(2) Loosen, but do not remove at this time, the
three air pump pulley mounting bolts (Fig. 4).
(3) Relax the automatic belt tensioner and remove
the engine accessory drive belt. Refer to Cooling System. See Belt Removal/Installation.
(4) Remove the three air pump pulley bolts and
remove pulley from pump.
(5) Remove the two air pump mounting bolts (Fig.
4) and remove pump from mounting bracket.
INSTALLATION
(1) Position air injection pump to mounting
bracket.
(2) Install two pump mounting bolts to mounting
bracket. Tighten bolts to 40 N·m (30 ft. lbs.) torque.
(3) Install pump pulley and three mounting bolts.
Tighten bolts finger tight.
(4) Relax tension from automatic belt tensioner
and install drive belt. Refer to Cooling System. See
Belt Removal/Installation.
(5) Tighten pump pulley bolts to 11 N·m (105 in.
lbs.) torque.
(6) Install hoses and hose clamps at pump.
AIR PUMP FILTER
REMOVAL
The air filter for the air injection pump is located
inside a housing located in right-front side of engine
compartment (Fig. 3) . A rubber hose connects the filter housing to air injection pump. The filter is used
with 8.0L V-10 engines only.
(1) Remove rubber tubes at filter housing.
(2) Remove filter housing mounting nut and
remove housing.
(3) Remove lid from filter housing (snaps off).
(4) Remove filter from housing.
INSTALLATION
The air filter for the air injection pump is located
inside a housing located in right-front side of engine
compartment (Fig. 3) . A rubber hose connects the filter housing to air injection pump. The filter is used
with 8.0L V-10 engines only.
AIR INJECTION
BR/BE
25 - 31
AIR PUMP FILTER (Continued)
(1) Clean inside of housing and lid before installing new filter.
(2) Install filter into housing.
(3) Install lid to filter housing (snaps on).
(4) Position filter housing to fender.
(5) Install mounting nut and tighten to 11 N·m (8
ft. lbs.) torque.
(6) Install rubber tubes and cap at filter housing.
ONE WAY CHECK VALVE
DESCRIPTION
air injection pump belt fails, an air hose ruptures or
exhaust system pressure becomes abnormally high.
DIAGNOSIS AND TESTING - ONE-WAY CHECK
VALVE
The one-way check valves are not repairable. To
determine condition of valve, remove the rubber air
tube from the inlet side of each check valve. Start the
engine. If exhaust gas is escaping through the inlet
side of check valve, it must be replaced.
REMOVAL
For air injection systems: A pair of one-way
check valves is used with the air injection system.
The check valves (Fig. 1) are located on each of the
air injection downstream tubes.
(1) Remove the hose clamp at inlet side of valve.
(2) Remove hose from valve.
(3) Remove valve from catalyst tube (unscrew). To
prevent damage to catalyst tube, a backup
wrench must be used on the tube.
OPERATION
INSTALLATION
Each one-way check valve has a one-way diaphragm which prevents hot exhaust gases from backing up into the air injection hose and air injection
pump. The check valve will protect the system if the
(1) Install valve to catalyst tube. Tighten to 33
N·m (25 ft. lbs.) torque.
(2) Install hose and hose clamp to valve.
25 - 32
EVAPORATIVE EMISSIONS
BR/BE
EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page
EVAPORATIVE EMISSIONS
DESCRIPTION - EVAP SYSTEM
SPECIFICATIONS
TORQUE - EVAP SYSTEM
.
CCV HOSE
DESCRIPTION - 8.0L . . . . . . .
OPERATION - 8.0L . . . . . . . . .
EVAP/PURGE SOLENOID
DESCRIPTION . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
FUEL FILLER CAP
DESCRIPTION . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . .
REMOVAL/INSTALLATION
...
LEAK DETECTION PUMP
DESCRIPTION . . . . . . . . . . . .
. . . . . . . . . . . . 32
. . . . . . . . . . . . . 32
. . . . . . . . . . . . . 33
. . . . . . . . . . . . . 33
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 33
. 33
. 33
. 34
. . . . . . . . . . . . . 34
. . . . . . . . . . . . . 34
. . . . . . . . . . . . . 34
page
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
PCV VALVE
DESCRIPTION - V-8 ENGINES . . . . . . . .
OPERATION - V-8 ENGINES . . . . . . . . . .
DIAGNOSIS AND TESTING - PCV VALVE 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . .
VACUUM LINES
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
VAPOR CANISTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
. . . . . 34
. . . . . 34
. . . . . 34
. . . . . 35
. . . . . 35
. . . . . 36
. . . . . 37
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 37
. 37
. 38
. 38
. . . . . . . . . . . . . 34
EVAPORATIVE EMISSIONS
DESCRIPTION - EVAP SYSTEM
The evaporation control system prevents the emission of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through vent hoses or tubes into the two charcoal
filled evaporative canisters. The canisters temporarily hold the vapors. The Powertrain Control Module (PCM) allows intake manifold vacuum to draw
vapors into the combustion chambers during certain
operating conditions.
All 5.9L/8.0L gasoline powered engines use a duty
cycle purge system. The PCM controls vapor flow by
operating the duty cycle EVAP purge solenoid. Refer
to Duty Cycle EVAP Canister Purge Solenoid for
additional information.
When equipped with certain emissions packages, a
Leak Detection Pump (LDP) will be used as part of
the evaporative system. This pump is used as part of
OBD II requirements. Refer to Leak Detection Pump
in this group for additional information.
NOTE: The hoses used in this system are specially
manufactured. If replacement becomes necessary, it
is important to use only fuel resistant hose.
SPECIFICATIONS
TORQUE - EVAP SYSTEM
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
EVAP Canister Mounting Nuts
9
80
Leak Detection Pump Mounting Screws
1
11
Leak Detection Pump Filter Mounting Bolt
7
65
EVAPORATIVE EMISSIONS
BR/BE
CCV HOSE
DESCRIPTION - 8.0L
The 8.0L V-10 engine is equipped with a Crankcase
Ventilation (CCV) system. The CCV system performs
the same function as a conventional PCV system, but
does not use a vacuum controlled valve (PCV valve).
A molded vacuum tube connects manifold vacuum
to the top of the right cylinder head (valve) cover.
The vacuum tube connects to a fixed orifice fitting
(Fig. 1) of a calibrated size 2.6 mm (0.10 inches).
25 - 33
ulates the rate of vapor flow from the EVAP canister
to the throttle body.
OPERATION
The Powertrain Control Module (PCM) operates
the solenoid.
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the solenoid. When de-energized, no vapors are purged. The
PCM de-energizes the solenoid during open loop operation.
The engine enters closed loop operation after it
reaches a specified temperature and the time delay
ends. During closed loop operation, the PCM energizes and de-energizes the solenoid 5 or 10 times per
second, depending upon operating conditions. The
PCM varies the vapor flow rate by changing solenoid
pulse width. Pulse width is the amount of time the
solenoid energizes. The PCM adjusts solenoid pulse
width based on engine operating condition.
REMOVAL
The duty cycle solenoid is attached to a bracket
mounted to the right inner fender (Fig. 2).
(1) Disconnect electrical wiring connector at solenoid (Fig. 2).
Fig. 1 Fixed Orifice Fitting—8.0L V-10 Engine—
Typical
1
2
3
4
-
VACUUM TUBE
FIXED ORIFICE FITTING
COIL PACKS
ORIFICE FITTING HOSE CONNECTIONS
OPERATION - 8.0L
A molded vacuum tube connects manifold vacuum to
the top of the right cylinder head (valve) cover. The vacuum tube connects to a fixed orifice fitting (Fig. 1) of a
calibrated size 2.6 mm (0.10 inches). The fitting meters
the amount of crankcase vapors drawn out of the
engine. The fixed orifice fitting is grey in color. A
similar fitting (but does not contain a fixed orifice) is
used on the left cylinder head (valve) cover. This fitting
is black in color. Do not interchange these two fittings.
When the engine is operating, fresh air enters the
engine and mixes with crankcase vapors. Manifold
vacuum draws the vapor/air mixture through the
fixed orifice and into the intake manifold. The vapors
are then consumed during engine combustion.
EVAP/PURGE SOLENOID
Fig. 2 Duty Cycle EVAP Canister Purge Solenoid
Location
1
2
3
4
5
6
-
RIGHT-FRONT FENDER
LDP FILTER
DUTY CYCLE SOLENOID
ELEC. CONNEC.
LEAK DETECTION PUMP (LDP) (IF EQUIPPED)
LDP ELEC. CONNEC.
DESCRIPTION
All 5.9L/8.0L gasoline powered engines use a duty
cycle EVAP canister purge solenoid. The solenoid reg-
(2) Disconnect vacuum harness at solenoid.
(3) Remove solenoid from support bracket.
25 - 34
EVAPORATIVE EMISSIONS
BR/BE
EVAP/PURGE SOLENOID (Continued)
INSTALLATION
(1) Install solenoid assembly to support bracket.
(2) Connect vacuum harness.
(3) Connect wiring connector.
FUEL FILLER CAP
DESCRIPTION
The plastic fuel tank filler tube cap is threaded
onto the end of the fuel fill tube. Certain models are
equipped with a 1/4 turn cap.
OPERATION
The loss of any fuel or vapor out of fuel filler tube
is prevented by the use of a pressure-vacuum fuel fill
cap. Relief valves inside the cap will release fuel tank
pressure at predetermined pressures. Fuel tank vacuum will also be released at predetermined values.
This cap must be replaced by a similar unit if
replacement is necessary. This is in order for the system to remain effective.
CAUTION: Remove fill cap before servicing any fuel
system component to relieve tank pressure. If
equipped with a Leak Detection Pump (LDP), the
cap must be tightened securely. If cap is left loose,
a Diagnostic Trouble Code (DTC) may be set.
REMOVAL/INSTALLATION
If replacement of the 1/4 turn fuel tank filler tube
cap is necessary, it must be replaced with an identical cap to be sure of correct system operation.
CAUTION: Remove the fuel tank filler tube cap to
relieve fuel tank pressure. The cap must be
removed prior to disconnecting any fuel system
component or before draining the fuel tank.
LEAK DETECTION PUMP
DESCRIPTION
The Leak Detection Pump (LDP) is used only with
certain emission packages.
The LDP is a device used to detect a leak in the
evaporative system.
The pump contains a 3 port solenoid, a pump that
contains a switch, a spring loaded canister vent valve
seal, 2 check valves and a spring/diaphragm.
OPERATION
Immediately after a cold start, engine temperature
between 40°F and 86°F, the 3 port solenoid is briefly
energized. This initializes the pump by drawing air
into the pump cavity and also closes the vent seal.
During non-test test conditions, the vent seal is held
open by the pump diaphragm assembly which pushes
it open at the full travel position. The vent seal will
remain closed while the pump is cycling. This is due
to the operation of the 3 port solenoid which prevents
the diaphragm assembly from reaching full travel.
After the brief initialization period, the solenoid is
de-energized, allowing atmospheric pressure to enter
the pump cavity. This permits the spring to drive the
diaphragm which forces air out of the pump cavity
and into the vent system. When the solenoid is energized and de-energized, the cycle is repeated creating
flow in typical diaphragm pump fashion. The pump
is controlled in 2 modes:
PUMP MODE: The pump is cycled at a fixed rate
to achieve a rapid pressure build in order to shorten
the overall test time.
TEST MODE: The solenoid is energized with a
fixed duration pulse. Subsequent fixed pulses occur
when the diaphragm reaches the switch closure
point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5 inches
of water.
When the pump starts, the cycle rate is quite high.
As the system becomes pressurized pump rate drops.
If there is no leak the pump will quit. If there is a
leak, the test is terminated at the end of the test
mode.
If there is no leak, the purge monitor is run. If the
cycle rate increases due to the flow through the
purge system, the test is passed and the diagnostic is
complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
REMOVAL
The LDP and LDP filter are attached to a bracket
mounted to the right-inner fender (Fig. 2). The LDP
and LDP filter are replaced (serviced) as one unit.
(1) Carefully remove hose at LDP filter.
(2) Remove LDP filter mounting bolt and remove
from vehicle.
(3) Carefully remove vapor/vacuum lines at LDP.
(4) Disconnect electrical connector at LDP (Fig. 2).
(5) Remove LDP mounting screws and remove
LDP from vehicle.
INSTALLATION
The LDP and LDP filter are attached to a bracket
mounted to the right-inner fender (Fig. 2) . The LDP
and LDP filter are replaced (serviced) as one unit.
(1) Install LDP to mounting bracket. Tighten
screws to 1 N·m (11 in. lbs.) torque.
EVAPORATIVE EMISSIONS
BR/BE
25 - 35
LEAK DETECTION PUMP (Continued)
(2) Install LDP filter to mounting bracket. Tighten
bolt to 7 N·m (65 in. lbs.) torque.
(3) Carefully install vapor/vacuum lines to LDP,
and install hose to LDP filter. The vapor/vacuum
lines and hoses must be firmly connected.
Check the vapor/vacuum lines at the LDP, LDP
filter and EVAP canister purge solenoid for
damage or leaks. If a leak is present, a Diagnostic Trouble Code (DTC) may be set.
(4) Connect electrical connector to LDP.
OPERATION - V-8 ENGINES
The PCV system operates by engine intake manifold vacuum (Fig. 4). Filtered air is routed into the
crankcase through the air cleaner hose. The metered
air, along with crankcase vapors, are drawn through
the PCV valve and into a passage in the intake manifold. The PCV system manages crankcase pressure
and meters blow by gases to the intake system,
reducing engine sludge formation.
PCV VALVE
DESCRIPTION - V-8 ENGINES
All 5.9L V-8 gas powered engines are equipped
with a closed crankcase ventilation system and a positive crankcase ventilation (PCV) valve. The 8.0L
V-10 engine is not equipped with a PCV valve. Refer
to Crankcase Ventilation System—8.0L V-10 Engine
for information.
This system consists of a PCV valve mounted on
the cylinder head (valve) cover with a hose extending
from the valve to the intake manifold (Fig. 3).
Another hose connects the opposite cylinder head
(valve) cover to the air cleaner housing to provide a
source of clean air for the system. A separate crankcase breather/filter is not used.
Fig. 4 Typical Closed Crankcase Ventilation System
1
2
3
4
5
6
7
- THROTTLE BODY
- AIR CLEANER
- AIR INTAKE
- PCV VALVE
- COMBUSTION CHAMBER
- BLOW-BY GASES
- CRANKCASE BREATHER/FILTER
The PCV valve contains a spring loaded plunger.
This plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
When the engine is not operating or during an
engine pop-back, the spring forces the plunger back
against the seat (Fig. 5). This will prevent vapors
from flowing through the valve.
Fig. 3 Typical PCV Valve/Hose (Non–California
Shown)
1 - PCV VALVE
2 - PCV VALVE HOSE CONNECTIONS
Fig. 5 Engine Off or Engine Pop-Back—No Vapor
Flow
25 - 36
EVAPORATIVE EMISSIONS
BR/BE
PCV VALVE (Continued)
During periods of high manifold vacuum, such as
idle or cruising speeds, vacuum is sufficient to completely compress spring. It will then pull the plunger
to the top of the valve (Fig. 6). In this position there
is minimal vapor flow through the valve.
Fig. 6 High Intake Manifold Vacuum—Minimal Vapor
Flow
During periods of moderate manifold vacuum, the
plunger is only pulled part way back from inlet. This
results in maximum vapor flow through the valve
(Fig. 7).
Fig. 8 Vacuum Check at PCV
1
2
3
4
5
-
PCV VALVE GROMMET
PCV HOSE
PCV VALVE
VACUUM MUST BE FELT AGAINST FINGER
ENGINE VALVE COVER
1
2
3
4
5
- STIFF PAPER PLACED OVER RUBBER GROMMET
- RUBBER GROMMET
- VALVE COVER
- FITTING REMOVED FROM VALVE COVER
- AIR TUBE
Fig. 7 Moderate Intake Manifold Vacuum—Maximum
Vapor Flow
DIAGNOSIS AND TESTING - PCV VALVE - 5.9L
(1) With engine idling, remove the PCV valve from
cylinder head (valve) cover. If the valve is not
plugged, a hissing noise will be heard as air passes
through the valve. Also, a strong vacuum should be
felt at the valve inlet (Fig. 8).
(2) Return the PCV valve into the valve cover.
Remove the fitting and air hose at the opposite valve
cover. Loosely hold a piece of stiff paper, such as a
parts tag, over the opening (rubber grommet) at the
valve cover (Fig. 9).
(3) The paper should be drawn against the opening
in the valve cover with noticeable force. This will be
after allowing approximately one minute for crankcase pressure to reduce.
Fig. 9 Vacuum Check at Valve Cover Opening
EVAPORATIVE EMISSIONS
BR/BE
25 - 37
PCV VALVE (Continued)
(4) Turn engine off and remove PCV valve from
valve cover. The valve should rattle when shaken
(Fig. 10).
VAPOR CANISTER
DESCRIPTION
Two, maintenance free, EVAP canisters are used
with all 5.9L/8.0L gasoline powered engines. Both
canisters are mounted to a bracket located below
rear of vehicle cab on outside of right frame rail (Fig.
11).
Fig. 10 Shake PCV
1 - PCV VALVE GROMMET
2 - PCV VALVE
3 - PCV VALVE MUST RATTLE WHEN SHAKEN
(5) Replace the PCV valve and retest the system if
it does not operate as described in the preceding
tests. Do not attempt to clean the old PCV valve.
(6) If the paper is not held against the opening in
valve cover after new valve is installed, the PCV
valve hose may be restricted and must be replaced.
The passage in the intake manifold must also be
checked and cleaned.
(7) To clean the intake manifold fitting, turn a 1/4
inch drill (by hand) through the fitting to dislodge
any solid particles. Blow out the fitting with shop air.
If necessary, use a smaller drill to avoid removing
any metal from the fitting.
VACUUM LINES
DESCRIPTION
A vacuum schematic for emission related items can
be found on the VECI label. Refer to Vehicle Emission Control Information (VECI) Label for label location.
Fig. 11 Location of EVAP Canisters
1
2
3
4
-
MOUNTING NUTS
FRAME RAIL (RIGHT)
FRONT EVAP CANISTER
REAR EVAP CANISTER
OPERATION
Two, maintenance free, EVAP canisters are used
with all 5.9L/8.0L gasoline powered engines.The
EVAP canisters are filled with granules of an activated carbon mixture. Fuel vapors entering the
EVAP canisters are absorbed by the charcoal granules.
Fuel tank pressure vents into the EVAP canisters.
Fuel vapors are temporarily held in the canisters
until they can be drawn into the intake manifold.
The duty cycle EVAP canister purge solenoid allows
the EVAP canisters to be purged at predetermined
times and at certain engine operating conditions.
25 - 38
EVAPORATIVE EMISSIONS
BR/BE
VAPOR CANISTER (Continued)
REMOVAL
Two EVAP canisters are used. Both canisters are
mounted to a bracket located below rear of vehicle
cab on outside of right frame rail (Fig. 12).
(1) Remove fuel tubes/lines at each EVAP canister.
Note location of tubes/lines before removal for easier
installation.
(2) Remove mounting nuts at each canister (Fig.
12).
(3) Remove each canister from mounting bracket.
INSTALLATION
Two EVAP canisters are used. Both canisters are
mounted to a bracket located below rear of vehicle
cab on outside of right frame rail (Fig. 12) .
(1) Place each canister to mounting bracket (Fig.
12) .
(2) Install nuts and tighten to 9 N·m (80 in. lbs.)
torque.
(3) Install fuel tubes/lines to each canister.
Fig. 12 EVAP Canister Location
1
2
3
4
-
MOUNTING NUTS
FRAME RAIL (RIGHT)
FRONT EVAP CANISTER
REAR EVAP CANISTER
INDEX
BR/BE
Description
Group-Page
ABS - DESCRIPTION, BRAKES . . . . . . . . . . . 5-35
ABS - OPERATION, BRAKES . . . . . . . . . . . . . 5-36
ABS BRAKE SYSTEM - STANDARD
PROCEDURE, BLEEDING . . . . . . . . . . . . . . . . 5-36
ABS INDICATOR - DESCRIPTION . . . . . . . . . 8J-14
ABS INDICATOR - OPERATION . . . . . . . . . . 8J-14
A/C APPLICATION TABLE,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 24-7
A/C COMPRESSOR - DESCRIPTION . . . . . . 24-46
A/C COMPRESSOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-47
A/C COMPRESSOR - INSTALLATION . . . . . . 24-48
A/C COMPRESSOR - OPERATION . . . . . . . . 24-46
A/C COMPRESSOR - REMOVAL . . . . . . . . . 24-47
A/C COMPRESSOR CLUTCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-11
A/C COMPRESSOR CLUTCH INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 24-15
A/C COMPRESSOR CLUTCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-15
A/C COMPRESSOR CLUTCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-13
A/C COMPRESSOR CLUTCH - REMOVAL . . 24-13
A/C COMPRESSOR CLUTCH BREAK-IN STANDARD PROCEDURE . . . . . . . . . . . . . . . 24-13
A/C COMPRESSOR CLUTCH COIL DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-13
A/C COMPRESSOR CLUTCH RELAY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-17
A/C COMPRESSOR CLUTCH RELAY DIAGNOSIS AND TESTING. . . . . . . . . . . . . . . 24-17
A/C COMPRESSOR CLUTCH RELAY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-18
A/C COMPRESSOR CLUTCH RELAY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-17
A/C COMPRESSOR CLUTCH RELAY REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-18
A/C CONDENSER - DESCRIPTION . . . . . . . . 24-49
A/C CONDENSER - INSTALLATION . . . . . . . 24-50
A/C CONDENSER - OPERATION . . . . . . . . . . 24-49
A/C CONDENSER - REMOVAL . . . . . . . . . . . 24-49
A/C EVAPORATOR - DESCRIPTION . . . . . . . 24-53
A/C EVAPORATOR - INSTALLATION . . . . . . 24-53
A/C EVAPORATOR - OPERATION . . . . . . . . . 24-53
A/C EVAPORATOR - REMOVAL . . . . . . . . . . 24-53
A/C HEATER CONTROL - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 24-18
A/C HIGH PRESSURE SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-20
A/C HIGH PRESSURE SWITCH DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-20
A/C HIGH PRESSURE SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-20
A/C HIGH PRESSURE SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
A/C HIGH PRESSURE SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
A/C LINE COUPLERS - DESCRIPTION . . . . . 24-40
A/C LINE COUPLERS - OPERATION . . . . . . 24-41
A/C LINE COUPLERS - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 24-44
A/C LOW PRESSURE SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-21
A/C LOW PRESSURE SWITCH DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-21
A/C LOW PRESSURE SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-21
A/C LOW PRESSURE SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
A/C LOW PRESSURE SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
A/C ORIFICE TUBE - DESCRIPTION . . . . . . . 24-54
A/C ORIFICE TUBE - INSTALLATION . . . . . . 24-54
A/C ORIFICE TUBE - OPERATION . . . . . . . . 24-54
A/C ORIFICE TUBE - REMOVAL . . . . . . . . . . 24-54
A/C PERFORMANCE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-2
ACCELERATOR PEDAL - INSTALLATION . . . 14-37
ACCELERATOR PEDAL - REMOVAL . . . . . . . 14-36
ACCELERATOR PEDAL POSITION
SENSOR - DESCRIPTION . . . . . . . . . . . . . . . 14-95
ACCELERATOR PEDAL POSITION
SENSOR - INSTALLATION . . . . . . . . . . . . . . 14-97
ACCELERATOR PEDAL POSITION
SENSOR - OPERATION . . . . . . . . . . . . . . . . 14-95
ACCELERATOR PEDAL POSITION
SENSOR - REMOVAL . . . . . . . . . . . . . . . . . . 14-95
Description
Group-Page
ACCESSORY DRIVE BELT - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . 7-24,7-27,7-30
ACCUMULATOR - DESCRIPTION . . . . . . . . . 24-55
ACCUMULATOR - DESCRIPTION . . 21-149,21-319
ACCUMULATOR - INSPECTION . . . 21-150,21-320
ACCUMULATOR - INSTALLATION . . . . . . . . 24-55
ACCUMULATOR - OPERATION . . . . . . . . . . 24-55
ACCUMULATOR - OPERATION . . . . 21-150,21-320
ACCUMULATOR - REMOVAL . . . . . . . . . . . . 24-55
A/C-HEATER CONTROL - DESCRIPTION . . . 24-18
A/C-HEATER CONTROL - INSTALLATION . . . 24-19
A/C-HEATER CONTROL - OPERATION . . . . . 24-18
A/C-HEATER CONTROL - REMOVAL . . . . . . 24-19
ACTUATION TEST MODE - DESCRIPTION,
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-2
ACTUATOR - INSTALLATION, BLEND
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-25
ACTUATOR - INSTALLATION, HEAT/
DEFROST DOOR . . . . . . . . . . . . . . . . . . . . . 24-27
ACTUATOR - INSTALLATION, INSIDE
HANDLE . . . . . . . . . . . . . . . . . . . . . . . 23-72,23-80
ACTUATOR - INSTALLATION, PANEL/
DEFROST DOOR . . . . . . . . . . . . . . . . . . . . . 24-27
ACTUATOR - INSTALLATION,
RECIRCULATION DOOR . . . . . . . . . . . . . . . . 24-28
ACTUATOR - REMOVAL, BLEND DOOR . . . . 24-25
ACTUATOR - REMOVAL, HEAT/DEFROST
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-26
ACTUATOR - REMOVAL, INSIDE HANDLE . 23-72,
23-80
ACTUATOR - REMOVAL, PANEL/DEFROST
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-26
ACTUATOR - REMOVAL, RECIRCULATION
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-27
ADAPTER - INSTALLATION, DEFROSTER
AND DEMISTER DUCT . . . . . . . . . . . . . . . . . 24-33
ADAPTER - REMOVAL, DEFROSTER AND
DEMISTER DUCT . . . . . . . . . . . . . . . . . . . . . 24-33
ADAPTER BRACKET - INSTALLATION,
CAB CHASSIS . . . . . . . . . . . . . . . . . . . . . . . 13-10
ADAPTER BRACKET - REMOVAL, CAB
CHASSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
ADAPTER HOUSING SEAL - NV4500 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 21-42
ADAPTER HOUSING SEAL - NV4500 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
ADAPTER HOUSING SEAL - NV5600 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 21-85
ADAPTER HOUSING SEAL - NV5600 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-85
ADDING ADDITIONAL COOLANT STANDARD PROCEDURE . . . . . . . . . . . . . . . . 7-16
ADDITIONAL COOLANT - STANDARD
PROCEDURE, ADDING . . . . . . . . . . . . . . . . . . 7-16
ADDITIVES - STANDARD PROCEDURE,
COOLANT SELECTION . . . . . . . . . . . . . . . . . . 7-17
ADHESIVE LOCATIONS, SPECIFICATIONS
- STRUCTURAL . . . . . . . . . . . . . . . . . . . . . . 23-44
ADJUSTER - INSTALLATION, SEAT BELT
TURNING LOOP . . . . . . . . . . . . . . . . . . . . . 8O-29
ADJUSTER - INSTALLATION, SEAT
TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-143
ADJUSTER - REMOVAL, SEAT BELT
TURNING LOOP . . . . . . . . . . . . . . . . . . . . . 8O-29
ADJUSTER - REMOVAL, SEAT TRACK . . . . 23-143
ADJUSTER ASSEMBLY - INSTALLATION,
ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . . 9-26
ADJUSTER ASSEMBLY - REMOVAL,
ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . . 9-26
ADJUSTER ASSY - CLEANING, ROCKER
ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ADJUSTER ASSY - DESCRIPTION,
ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . 9-145
ADJUSTER ASSY - INSPECTION,
ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . 9-146
ADJUSTER ASSY - INSTALLATION,
ROCKER ARM . . . . . . . . . . . . . . . . . . . 9-148,9-84
ADJUSTER ASSY - REMOVAL, ROCKER
ARM . . . . . . . . . . . . . . . . . . . . . . . . . . 9-145,9-84
ADJUSTER KNOB - INSTALLATION,
TURNING LOOP HGT . . . . . . . . . . . . . . . . . 8O-30
ADJUSTER KNOB - REMOVAL, TURNING
LOOP HGT . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-30
ADJUSTMENT - STANDARD
PROCEDURE, COMPASS VARIATION . . . . . . 8M-4
ADJUSTMENT, ADJUSTMENTS . . . 23-101,23-102,
23-103
ADJUSTMENT, ADJUSTMENTS . . . . . . . . . . . 5-30
Description
1
Group-Page
ADJUSTMENT, ADJUSTMENTS . . . . . . . . . . . 13-2
ADJUSTMENT, ADJUSTMENTS . . . 21-208,21-380
ADJUSTMENT AND VERIFICATION STANDARD PROCEDURE, VALVE LASH . . . . 9-141
ADJUSTMENT, BANDS . . . . . . . . . . 21-151,21-321
ADJUSTMENT, CARGO DOOR . . . . . . . . . . . 23-78
ADJUSTMENT, CENTER BEARING . . . . . . . . . . 3-8
ADJUSTMENT, FRONT DOOR FORE/AFT . . . 23-69
ADJUSTMENT, FRONT DOOR IN/OUT . . . . . 23-70
ADJUSTMENT, FRONT DOOR LATCH . . . . . . 23-73
ADJUSTMENT, FRONT DOOR UP/DOWN . . . 23-70
ADJUSTMENT, PARKING BRAKE SHOES . . . . 5-33
ADJUSTMENT, SHIFT LEVER . . . . . 21-463,21-500
ADJUSTMENTS - ADJUSTMENT . . 23-101,23-102,
23-103
ADJUSTMENTS - ADJUSTMENT . . . . . . . . . . 5-30
ADJUSTMENTS - ADJUSTMENT . . . . . . . . . . 13-2
ADJUSTMENTS - ADJUSTMENT . . 21-208,21-380
ADJUSTMENTS, FOG LAMP UNIT . . . . . . . . 8L-13
ADJUSTMENTS, FRONT AXLE - 248FBI . . . . 3-19
ADJUSTMENTS, GEAR . . . . . . . . . . . . . . . . . 19-18
ADJUSTMENTS, HEADLAMP UNIT . . . . . . . 8L-21
ADJUSTMENTS, REAR AXLE - 248RBI . . . . . 3-51
ADJUSTMENTS, REAR AXLE - 267RBI . . . . . 3-83
ADJUSTMENTS, REAR AXLE - 286RBI . . . . 3-112
ADJUSTMENTS, TRANSMISSION
THROTTLE VALVE CABLE.. . . . . . . . 21-210,21-382
ADJUSTMENTS, VALVE BODY . . . . 21-257,21-428
AIR BLEED - STANDARD PROCEDURE . . . . 14-61
AIR CLEANER ELEMENT - INSTALLATION . . 9-130
AIR CLEANER ELEMENT - REMOVAL . . . . . 9-129
AIR CONDITIONER - DESCRIPTION,
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
AIR CONDITIONER - OPERATION,
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
AIR CONDITIONING - INSTALLATION,
WATER PUMP BYPASS HOSE WITH . . . . . . . 7-76
AIR CONDITIONING - INSTALLATION,
WATER PUMP BYPASS HOSE
WITHOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77
AIR CONDITIONING - REMOVAL, WATER
PUMP BYPASS HOSE WITH . . . . . . . . . . . . . 7-73
AIR CONDITIONING - REMOVAL, WATER
PUMP BYPASS HOSE WITHOUT . . . . . . . . . . 7-76
AIR CONTROL MOTOR - DESCRIPTION,
IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
AIR CONTROL MOTOR - OPERATION,
IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
AIR COOLER AND PLUMBING CLEANING, CHARGE . . . . . . . . . . . . . . . . . . 11-19
AIR COOLER AND PLUMBING DESCRIPTION, CHARGE . . . . . . . . . . . . . . . 11-18
AIR COOLER AND PLUMBING INSPECTION, CHARGE . . . . . . . . . . . . . . . . . 11-19
AIR COOLER AND PLUMBING INSTALLATION, CHARGE . . . . . . . . . . . . . . . 11-20
AIR COOLER AND PLUMBING OPERATION, CHARGE . . . . . . . . . . . . . . . . . 11-18
AIR COOLER AND PLUMBING REMOVAL, CHARGE . . . . . . . . . . . . . . . . . . 11-18
AIR COOLER SYSTEM - LEAKS DIAGNOSIS AND TESTING, CHARGE . . . . . . 11-18
AIR DAM - INSTALLATION, FRONT . . . . . . . . 13-2
AIR DAM - REMOVAL, FRONT . . . . . . . . . . . 13-2
AIR EXHAUSTER - INSTALLATION . . . . . . . 23-77
AIR EXHAUSTER - REMOVAL . . . . . . . . . . . 23-77
AIR HEATER - DESCRIPTION, INTAKE . . . . 14-104
AIR HEATER - INSTALLATION, INTAKE . . . 14-105
AIR HEATER - OPERATION, INTAKE . . . . . 14-104
AIR HEATER - REMOVAL, INTAKE . . . . . . . 14-104
AIR HEATER RELAY - DESCRIPTION,
INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-105
AIR HEATER RELAY - INSTALLATION,
INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-106
AIR HEATER RELAY - OPERATION,
INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-105
AIR HEATER RELAY - REMOVAL, INTAKE . 14-106
AIR IN FUEL SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-60
AIR INJECTION PUMP - DESCRIPTION . . . . 25-29
AIR INJECTION PUMP - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-29
AIR INJECTION PUMP - INSTALLATION . . . 25-30
AIR INJECTION PUMP - OPERATION . . . . . 25-29
AIR INJECTION PUMP - REMOVAL . . . . . . . 25-30
AIR INJECTION SYSTEM - DESCRIPTION . . 25-26
AIR INJECTION SYSTEM - OPERATION . . . . 25-28
AIR INJECTION SYSTEM - TORQUE . . . . . . 25-29
2
INDEX
Description
BR/BE
Group-Page
AIR LEAK VACUUM TEST - DIAGNOSIS
AND TESTING, FUEL SYSTEM . . . . . . . . . . . 14-57
AIR PUMP FILTER - INSTALLATION . . . . . . 25-30
AIR PUMP FILTER - REMOVAL . . . . . . . . . . 25-30
AIR TESTING TRANSMISSION CLUTCH
AND BAND OPERATION - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . 21-100,21-272
AIR TO OIL COOLER - INSTALLATION . . . . . 7-87
AIR TO OIL COOLER - REMOVAL . . . . . . . . . 7-86
AIRBAG - ASSEMBLY, DRIVER . . . . . . . . . . 8O-16
AIRBAG - DESCRIPTION, DRIVER . . . . . . . . 8O-14
AIRBAG - DESCRIPTION, PASSENGER . . . . 8O-21
AIRBAG - DISASSEMBLY, DRIVER . . . . . . . 8O-15
AIRBAG - INSTALLATION, DRIVER . . . . . . . 8O-17
AIRBAG - INSTALLATION, PASSENGER . . . 8O-23
AIRBAG - OPERATION, DRIVER . . . . . . . . . 8O-14
AIRBAG - OPERATION, PASSENGER . . . . . . 8O-21
AIRBAG - REMOVAL, DRIVER . . . . . . . . . . . 8O-14
AIRBAG - REMOVAL, PASSENGER . . . . . . . 8O-21
AIRBAG CONTROL MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8O-6
AIRBAG CONTROL MODULE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8O-8
AIRBAG CONTROL MODULE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-6
AIRBAG CONTROL MODULE - REMOVAL . . . 8O-7
AIRBAG DEPLOYMENT - STANDARD
PROCEDURE, SERVICE AFTER AN . . . . . . . . 8O-4
AIRBAG INDICATOR - DESCRIPTION . . . . . . . 8J-15
AIRBAG INDICATOR - OPERATION . . . . . . . 8J-15
AIRBAG ON/OFF SWITCH DESCRIPTION, PASSENGER . . . . . . . . . . . . 8O-23
AIRBAG ON/OFF SWITCH INSTALLATION, PASSENGER . . . . . . . . . . . 8O-25
AIRBAG ON/OFF SWITCH - OPERATION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8O-24
AIRBAG ON/OFF SWITCH - REMOVAL,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8O-24
AIRBAG SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-4
AIRBAG SYSTEM - SPECIAL TOOLS . . . . . . . 8O-6
AIRBAGS - STANDARD PROCEDURE,
HANDLING NON-DEPLOYED . . . . . . . . . . . . . 8O-4
AIRFLOW - DESCRIPTION, HVAC
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30
AJAR SWITCH - DESCRIPTION, DOOR . . . . 8L-34
AJAR SWITCH - DIAGNOSIS AND
TESTING, DOOR . . . . . . . . . . . . . . . . . . . . . 8L-34
AJAR SWITCH - INSTALLATION, DOOR . . . 8L-35
AJAR SWITCH - REMOVAL, DOOR . . . . . . . 8L-35
ALIGNMENT - DESCRIPTION, WHEEL . . . . . . . 2-1
ALIGNMENT - OPERATION, WHEEL . . . . . . . . 2-2
ALIGNMENT I.F.S. - STANDARD
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
ALIGNMENT LINK/COIL SUSPENSION STANDARD PROCEDURE . . . . . . . . . . . . . . . . . 2-5
ALIGNMENT, SPECIAL TOOLS HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-4
ALIGNMENT, SPECIFICATIONS . . . . . . . . . . . . 2-6
ALUMINUM THREAD REPAIR STANDARD PROCEDURE . . . . . . . . 21-114,21-286
AMBIENT TEMP SENSOR - DESCRIPTION . 8M-12
AMBIENT TEMP SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8M-13
AMBIENT TEMP SENSOR - OPERATION . . 8M-12
AMBIENT TEMP SENSOR - REMOVAL . . . . 8M-12
AMBIENT TEMPERATURE SENSOR DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8M-12
AMPERAGE TEST - DIAGNOSIS AND
TESTING, FUEL PUMP . . . . . . . . . . . . . . . . . 14-10
ANTENNA - DIAGNOSIS AND TESTING . . . . . 8A-5
ANTENNA BODY & CABLE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8A-4
ANTENNA BODY & CABLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-6
ANTENNA BODY & CABLE - OPERATION . . . 8A-4
ANTENNA BODY & CABLE - REMOVAL . . . . . 8A-6
ANTENNA CABLE - INSTALLATION,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8A-9
ANTENNA CABLE - REMOVAL,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8A-9
ANTILOCK BRAKE - DESCRIPTION,
CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . 8E-11
ANTILOCK BRAKE - INSTALLATION,
CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . 8E-12
ANTILOCK BRAKE - OPERATION,
CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . 8E-11
Description
Group-Page
ANTILOCK BRAKE - REMOVAL,
CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . 8E-11
ANTILOCK BRAKES - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
A-PILLAR GRAB HANDLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-119
A-PILLAR GRAB HANDLE - REMOVAL . . . 23-119
A-PILLAR TRIM - INSTALLATION . . . . . . . 23-119
A-PILLAR TRIM - REMOVAL . . . . . . . . . . . 23-119
A-PILLAR TWEETER SPEAKER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-19
A-PILLAR TWEETER SPEAKER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-18
APPLICATION TABLE, SPECIFICATIONS A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-7
APPLIQUE - INSTALLATION . . . . . . . . 23-63,23-68
APPLIQUE - REMOVAL . . . . . . . . . . . 23-63,23-68
ARM / ADJUSTER ASSEMBLY INSTALLATION, ROCKER . . . . . . . . . . . . . . . . 9-26
ARM / ADJUSTER ASSEMBLY REMOVAL, ROCKER . . . . . . . . . . . . . . . . . . . 9-26
ARM / ADJUSTER ASSY - CLEANING,
ROCKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ARM / ADJUSTER ASSY - DESCRIPTION,
ROCKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-145
ARM / ADJUSTER ASSY - INSPECTION,
ROCKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ARM / ADJUSTER ASSY INSTALLATION, ROCKER . . . . . . . . . . . 9-148,9-84
ARM / ADJUSTER ASSY - REMOVAL,
ROCKER . . . . . . . . . . . . . . . . . . . . . . . 9-145,9-84
ARM - DESCRIPTION, WIPER . . . . . . . . . . . . 8R-11
ARM - INSTALLATION, LOWER
CONTROL . . . . . . . . . . . . . . . . . . . . . . . 2-10,2-20
ARM - INSTALLATION, UPPER
CONTROL . . . . . . . . . . . . . . . . . . . . . . . 2-13,2-19
ARM - INSTALLATION, WIPER . . . . . . . . . . 8R-12
ARM - OPERATION, WIPER . . . . . . . . . . . . 8R-11
ARM - REMOVAL, LOWER CONTROL . . 2-10,2-20
ARM - REMOVAL, UPPER CONTROL . . 2-13,2-19
ARM - REMOVAL, WIPER . . . . . . . . . . . . . . 8R-12
ARMREST/CONSOLE - INSTALLATION,
CENTER SEAT . . . . . . . . . . . . . . . . . . . . . . 23-132
ARMREST/CONSOLE - REMOVAL,
CENTER SEAT . . . . . . . . . . . . . . . . . . . . . . 23-132
ARMREST/LATCH COVER INSTALLATION, CENTER SEAT . . . . . . . . . 23-132
ARMREST/LATCH COVER - REMOVAL,
CENTER SEAT . . . . . . . . . . . . . . . . . . . . . . 23-132
ASD AND FUEL PUMP RELAYS DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 8I-4
ASD SENSE - PCM INPUT - OPERATION . . . . 8I-4
ASH RECEIVER - INSTALLATION . . . . . . . . 23-107
ASH RECEIVER - REMOVAL . . . . . . . . . . . 23-107
ASSEMBLY - INSTALLATION,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . 23-117
ASSEMBLY - INSTALLATION, ROCKER
ARM / ADJUSTER . . . . . . . . . . . . . . . . . . . . . 9-26
ASSEMBLY - OVERHEAD CONSOLE
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-8
ASSEMBLY - REMOVAL, INSTRUMENT
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-115
ASSEMBLY - REMOVAL, ROCKER ARM /
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
ASSEMBLY, ASSEMBLY - OVERHEAD
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-8
ASSEMBLY, AXLE VACUUM MOTOR . . . . . . . 3-34
ASSEMBLY, DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . 21-122,21-294
ASSEMBLY, DIFFERENTIAL . 3-126,3-38,3-66,3-97
ASSEMBLY, DIFFERENTIAL - POWR-LOK . . . 3-99
ASSEMBLY, DIFFERENTIAL TRAC-LOK . . . . . . . . . . . . . . . . . . . . . . 3-129,3-70
ASSEMBLY, DOUBLE CARDAN
UNIVERSAL JOINTS . . . . . . . . . . . . . . . . . . . 3-11
ASSEMBLY, DRIVER AIRBAG . . . . . . . . . . . 8O-16
ASSEMBLY, FLYWHEEL . . . . . . . . . . . . . . . . . 6-14
ASSEMBLY, FRONT CLUTCH . . . . . 21-162,21-333
ASSEMBLY, FRONT SERVO . . . . . . 21-164,21-335
ASSEMBLY, GLOVE BOX . . . . . . . . . . . . . . 23-111
ASSEMBLY, HVAC HOUSING . . . . . . . . . . . . 24-36
ASSEMBLY, INSTRUMENT CLUSTER . . . . . . 8J-12
ASSEMBLY, MANUAL - NV4500 . . . . . . . . . 21-21
ASSEMBLY, MANUAL - NV5600 . . . . . . . . . 21-64
ASSEMBLY, OIL PUMP . . . . . . . . . . . . . . . . . 9-49
ASSEMBLY, OIL PUMP . . . . . . . . . 21-169,21-340
ASSEMBLY, OVERDRIVE UNIT . . . . 21-180,21-354
Description
Group-Page
ASSEMBLY, OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER . . . . . . . . . . . . . . . . . . . 21-193,21-364
ASSEMBLY, PLANETARY GEARTRAIN/
OUTPUT SHAFT . . . . . . . . . . . . . . . 21-199,21-371
ASSEMBLY, REAR CLUTCH . . . . . . 21-205,21-377
ASSEMBLY, REAR SERVO . . . . . . . 21-207,21-379
ASSEMBLY, SINGLE CARDAN
UNIVERSAL JOINTS . . . . . . . . . . . . . . . . . . . . 3-9
ASSEMBLY, TRANSFER CASE - NV241HD . 21-480
ASSEMBLY, TRANSFER CASE - NV241LD . 21-445
ASSEMBLY, VALVE BODY . . . . . . . 21-248,21-420
ASSIST HANDLE - INSTALLATION . . . . . . . 23-124
ASSIST HANDLE - REMOVAL . . . . . . . . . . 23-124
ASSY - CLEANING, ROCKER ARM /
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ASSY - DESCRIPTION, ROCKER ARM /
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . 9-145
ASSY - INSPECTION, ROCKER ARM /
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ASSY - INSTALLATION, ROCKER ARM /
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . 9-148,9-84
ASSY - REMOVAL, ROCKER ARM /
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . 9-145,9-84
AUDIO - DESCRIPTION . . . . . . . . . . . . . . . . . 8A-1
AUDIO - DIAGNOSIS AND TESTING . . . . . . . 8A-2
AUDIO - OPERATION . . . . . . . . . . . . . . . . . . . 8A-2
AUDIO SYSTEMS, SPECIAL TOOLS . . . . . . . 8A-4
AUTO. TRANS. - INSTALLATION, DIESEL
WITH . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-12,8P-6
AUTO. TRANS. - REMOVAL, DIESEL
WITH . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-5,8P-9
AUTOMATIC DAY / NIGHT MIRROR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8N-11
AUTOMATIC DAY / NIGHT MIRROR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8N-13
AUTOMATIC DAY / NIGHT MIRROR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8N-12
AUTOMATIC DAY / NIGHT MIRROR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
AUTOMATIC DAY/NIGHT MIRROR DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8N-12
AUTOMATIC TRANSMISSION - 46RE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 21-89
AUTOMATIC TRANSMISSION - 46RE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 21-91
AUTOMATIC TRANSMISSION - 47RE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 21-261
AUTOMATIC TRANSMISSION - 47RE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 21-263
AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING . . . . . . . 21-268,21-96
AUTOMATIC TRANSMISSION FLUID DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
AUTOMATIC TRANSMISSION FLUID OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
AXLE - 248FBI - ADJUSTMENTS, FRONT . . . 3-19
AXLE - 248FBI - DESCRIPTION, FRONT . . . . 3-14
AXLE - 248FBI - INSTALLATION, FRONT . . . . 3-18
AXLE - 248FBI - OPERATION, FRONT . . . . . . 3-14
AXLE - 248FBI - REMOVAL, FRONT . . . . . . . 3-18
AXLE - 248RBI - ADJUSTMENTS, REAR . . . . 3-51
AXLE - 248RBI - DESCRIPTION, REAR . . . . . 3-46
AXLE - 248RBI - INSTALLATION, REAR . . . . 3-51
AXLE - 248RBI - OPERATION, REAR . . . . . . . 3-46
AXLE - 248RBI - REMOVAL, REAR . . . . . . . . 3-51
AXLE - 267RBI - ADJUSTMENTS, REAR . . . . 3-83
AXLE - 267RBI - DESCRIPTION, REAR . . . . . 3-78
AXLE - 267RBI - INSTALLATION, REAR . . . . 3-82
AXLE - 267RBI - OPERATION, REAR . . . . . . . 3-78
AXLE - 267RBI - REMOVAL, REAR . . . . . . . . 3-82
AXLE - 286RBI - ADJUSTMENTS, REAR . . . 3-112
AXLE - 286RBI - DESCRIPTION, REAR . . . . 3-107
AXLE - 286RBI - INSTALLATION, REAR . . . 3-112
AXLE - 286RBI - OPERATION, REAR . . . . . . 3-108
AXLE - 286RBI - REMOVAL, REAR . . . . . . . 3-112
AXLE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . 3-108,3-15,3-47,3-80
AXLE - INSTALLATION, DANA 44 . . . . . 2-20,2-21
AXLE - INSTALLATION, DANA 60 . . . . . 2-20,2-22
AXLE - INSTALLATION, INTERMEDIATE . . . . 3-30
AXLE - REMOVAL, DANA 44 . . . . . . . . . . . . . 2-21
AXLE - REMOVAL, DANA 60 . . . . . . . . . . . . . 2-21
AXLE, 248FBI - FRONT . . . . . . . . . . . . . . . . . 3-27
AXLE, 248RBI - REAR . . . . . . . . . . . . . . . . . . 3-59
AXLE, 267RBI - REAR . . . . . . . . . . . . . . . . . . 3-91
AXLE, 286 RBI - REAR . . . . . . . . . . . . . . . . 3-120
AXLE, 286RBI - REAR . . . . . . . . . . . . . . . . . 3-120
INDEX
BR/BE
Description
AXLE BEARINGS - INSTALLATION
Group-Page
. . . 3-123,3-62,
3-94
AXLE BEARINGS - REMOVAL . . . 3-123,3-62,3-94
AXLE LUBRICATION - DESCRIPTION . . . . . . . 0-5
AXLE SHAFT SEALS - INSTALLATION . . . . . . 3-31
AXLE SHAFT SEALS - REMOVAL . . . . . . . . . 3-31
AXLE SHAFTS - INSTALLATION . 3-123,3-29,3-62,
3-94
AXLE SHAFTS - INTERMEDIATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
AXLE SHAFTS - REMOVAL . 3-123,3-29,3-62,3-94
AXLE, SPECIAL TOOLS - FRONT . . . . . . . . . . 3-27
AXLE VACUUM MOTOR - ASSEMBLY . . . . . . 3-34
AXLE VACUUM MOTOR - DESCRIPTION . . . . 3-31
AXLE VACUUM MOTOR - DISASSEMBLY . . . 3-34
AXLE VACUUM MOTOR - INSTALLATION . . . 3-34
AXLE VACUUM MOTOR - OPERATION . . . . . 3-31
AXLE VACUUM MOTOR - REMOVAL . . . . . . . 3-34
BACKLITE - INSTALLATION . . . . . . . . . . . . 23-145
BACKLITE - REMOVAL . . . . . . . . . . . . . . . . 23-145
BACKLITE LATCH AND KEEPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-146
BACKLITE LATCH AND KEEPER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-146
BACKLITE VENT GLASS - INSTALLATION . 23-146
BACKLITE VENT GLASS - REMOVAL . . . . . 23-146
BAFFLE - INSTALLATION, HVAC
HOUSING INLET . . . . . . . . . . . . . . . . . . . . . 24-36
BAFFLE - REMOVAL, HVAC HOUSING
INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-35
BALANCE - STANDARD PROCEDURE,
TIRE AND WHEEL . . . . . . . . . . . . . . . . . . . . . 22-4
BALL JOINT - DIAGNOSIS AND TESTING,
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
BALL JOINT - DIAGNOSIS AND TESTING,
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
BAND OPERATION - DIAGNOSIS AND
TESTING, AIR TESTING
TRANSMISSION CLUTCH . . . . . . . 21-100,21-272
BANDS - ADJUSTMENT . . . . . . . . . 21-151,21-321
BANDS - DESCRIPTION . . . . . . . . . 21-150,21-320
BANDS - OPERATION . . . . . . . . . . 21-151,21-321
BAR - DIAGNOSIS AND TESTING, TRACK . . . 2-24
BAR - INSTALLATION, STABILIZER . . . 2-12,2-23,
2-29
BAR - INSTALLATION, TRACK . . . . . . . . . . . . 2-24
BAR - REMOVAL, STABILIZER . . . 2-12,2-23,2-29
BAR - REMOVAL, TRACK . . . . . . . . . . . . . . . 2-24
BARRELS - INSTALLATION, PANEL
OUTLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31
BARRELS - REMOVAL, PANEL OUTLET . . . 24-31
BASE BRAKE, SPECIFICATIONS . . . . . . . . . . . . 5-2
BASE BRAKE SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
BASE BRAKES, SPECIAL TOOLS . . . . . . . . . . . 5-4
BASE COAT/CLEAR COAT FINISH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 23-129
BASE COAT/CLEAR COAT FINISH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 23-129
BATTERIES - STANDARD PROCEDURE,
REMOTE KEYLESS ENTRY
TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . 8N-8
BATTERY - DESCRIPTION . . . . . . . . . . . . . . . 8F-7
BATTERY - DIAGNOSIS AND TESTING . . . . . 8F-7
BATTERY CABLE - DESCRIPTION . . . . . . . . 8F-18
BATTERY CABLE - OPERATION . . . . . . . . . . 8F-18
BATTERY CABLES - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-19
BATTERY CHARGING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 8F-8
BATTERY HOLDDOWN - DESCRIPTION . . . . 8F-17
BATTERY HOLDDOWN - INSTALLATION . . . 8F-18
BATTERY HOLDDOWN - OPERATION . . . . . 8F-17
BATTERY HOLDDOWN - REMOVAL . . . . . . . 8F-17
BATTERY, SPECIFICATIONS . . . . . . . . . . . . . . 8F-6
BATTERY SYSTEM - CLEANING . . . . . . . . . . . 8F-5
BATTERY SYSTEM - DESCRIPTION . . . . . . . . 8F-1
BATTERY SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-2
BATTERY SYSTEM - INSPECTION . . . . . . . . . 8F-6
BATTERY SYSTEM - OPERATION . . . . . . . . . 8F-2
BATTERY TEMPERATURE SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8F-27
BATTERY TEMPERATURE SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8F-28
BATTERY TEMPERATURE SENSOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8F-27
Description
Group-Page
BATTERY TEMPERATURE SENSOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-27
BATTERY TRAY - DESCRIPTION . . . . . . . . . 8F-23
BATTERY TRAY - INSTALLATION . . . . . . . . . 8F-24
BATTERY TRAY - OPERATION . . . . . . . . . . . 8F-23
BATTERY TRAY - REMOVAL . . . . . . . . . . . . 8F-23
BEAM INDICATOR - DESCRIPTION, HIGH . . 8J-21
BEAM INDICATOR - DIAGNOSIS AND
TESTING, HIGH . . . . . . . . . . . . . . . . . . . . . . 8J-21
BEAM INDICATOR - OPERATION, HIGH . . . . 8J-21
BEARING - ADJUSTMENT, CENTER . . . . . . . . . 3-8
BEARING - INSTALLATION, CENTER . . . . . . . . 3-8
BEARING - INSTALLATION, CLUTCH
RELEASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
BEARING - INSTALLATION, HUB . . . . . . . 2-17,2-9
BEARING - INSTALLATION, OUTPUT
SHAFT FRONT . . . . . . . . . . . . . . . . 21-171,21-342
BEARING - INSTALLATION, OUTPUT
SHAFT REAR . . . . . . . . . . . . . . . . . 21-172,21-343
BEARING - INSTALLATION, PILOT . . . . . . . . 6-14
BEARING - INSTALLATION, PITMAN . . . . . . 19-23
BEARING - REMOVAL, CENTER . . . . . . . . . . . 3-8
BEARING - REMOVAL, CLUTCH RELEASE . . . 6-12
BEARING - REMOVAL, HUB . . . . . . . . . . 2-16,2-9
BEARING - REMOVAL, OUTPUT SHAFT
FRONT . . . . . . . . . . . . . . . . . . . . . . 21-171,21-342
BEARING - REMOVAL, OUTPUT SHAFT
REAR . . . . . . . . . . . . . . . . . . . . . . . 21-171,21-343
BEARING - REMOVAL, PILOT . . . . . . . . . . . . . . 6-14
BEARING - REMOVAL, PITMAN . . . . . . . . . . 19-22
BEARING AND CRANKSHAFT JOURNAL
CLEARANCE - STANDARD
PROCEDURE, CONNECTING ROD . . . . . . . . 9-158
BEARING CLEARANCE - STANDARD
PROCEDURE, MAIN . . . . . . . . . . . . . . . . . . . 9-159
BEARING FITTING - STANDARD
PROCEDURE, CONNECTING ROD . . . . . 9-29,9-87
BEARING FITTING - STANDARD
PROCEDURE, CRANKSHAFT MAIN . . . . . . . . 9-31
BEARINGS - DESCRIPTION,
CRANKSHAFT MAIN . . . . . . . . . . . . . . . . . . . 9-31
BEARINGS - INSTALLATION, AXLE . . . 3-123,3-62,
3-94
BEARINGS - INSTALLATION, CAMSHAFT . . 9-157,
9-28,9-86
BEARINGS - INSTALLATION,
CRANKSHAFT MAIN . . . . . . . . . . . . . . . 9-32,9-88
BEARINGS - INSTALLATION,
DIFFERENTIAL CASE . . . . . 3-102,3-129,3-41,3-72
BEARINGS - OPERATION, CRANKSHAFT
MAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
BEARINGS - REMOVAL, AXLE . . . 3-123,3-62,3-94
BEARINGS - REMOVAL, CAMSHAFT . 9-152,9-27,
9-85
BEARINGS - REMOVAL, CRANKSHAFT
MAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31,9-88
BEARINGS - REMOVAL, DIFFERENTIAL
CASE . . . . . . . . . . . . . . . . . 3-102,3-129,3-40,3-72
BEARINGS - STANDARD PROCEDURE,
FITTING CRANKSHAFT MAIN . . . . . . . . . . . . 9-88
BELT / CHAIN COVER(S) INSTALLATION, TIMING . . . . . . . . . . . 9-110,9-54
BELT / CHAIN COVER(S) - REMOVAL,
TIMING . . . . . . . . . . . . . . . . . . . . . . . . 9-110,9-53
BELT - DIAGNOSIS AND TESTING,
ACCESSORY DRIVE . . . . . . . . . . . . 7-24,7-27,7-30
BELT & RETRACTOR - INSTALLATION,
REAR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-26
BELT & RETRACTOR - REMOVAL, REAR
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-26
BELT BUCKLE - INSTALLATION, FRONT
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-20
BELT BUCKLE - INSTALLATION, REAR
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-27
BELT BUCKLE - REMOVAL, FRONT SEAT . . 8O-20
BELT BUCKLE - REMOVAL, REAR SEAT . . . 8O-27
BELT SWITCH - DESCRIPTION, SEAT . . . . . 8O-28
BELT SWITCH - DIAGNOSIS AND
TESTING, SEAT . . . . . . . . . . . . . . . . . . . . . . 8O-28
BELT SWITCH - OPERATION, SEAT . . . . . . . 8O-28
BELT TENSIONERS - 5.9L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-19
BELT TENSIONERS - 5.9L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-20
BELT TENSIONERS - 5.9L - OPERATION . . . . 7-19
BELT TENSIONERS - 5.9L - REMOVAL . . . . . 7-19
BELT TENSIONERS - 5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Description
3
Group-Page
BELT TENSIONERS - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-23
BELT TENSIONERS - 5.9L DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
BELT TENSIONERS - 5.9L DIESEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
BELT TENSIONERS - 8.0L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-20
BELT TENSIONERS - 8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-22
BELT TENSIONERS - 8.0L - OPERATION . . . . 7-21
BELT TENSIONERS - 8.0L - REMOVAL . . . . . 7-21
BELT TURNING LOOP ADJUSTER INSTALLATION, SEAT . . . . . . . . . . . . . . . . . 8O-29
BELT TURNING LOOP ADJUSTER REMOVAL, SEAT . . . . . . . . . . . . . . . . . . . . . 8O-29
BELT WEATHERSTRIP - INSTALLATION,
FRONT DOOR INNER . . . . . . . . . . . . . . . . . 23-153
BELT WEATHERSTRIP - INSTALLATION,
FRONT DOOR OUTER . . . . . . . . . . . . . . . . 23-153
BELT WEATHERSTRIP - REMOVAL,
FRONT DOOR INNER . . . . . . . . . . . . . . . . . 23-153
BELT WEATHERSTRIP - REMOVAL,
FRONT DOOR OUTER . . . . . . . . . . . . . . . . 23-153
BELT/CHAIN AND SPROCKETS INSTALLATION, TIMING . . . . . . . . . . . 9-111,9-55
BELT/CHAIN AND SPROCKETS REMOVAL, TIMING . . . . . . . . . . . . . . . 9-111,9-54
BELTS - 5.9L - INSTALLATION, DRIVE . . . . . 7-26
BELTS - 5.9L - REMOVAL, DRIVE . . . . . . . . . 7-26
BELTS - 5.9L DIESEL - INSTALLATION,
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
BELTS - 5.9L DIESEL - REMOVAL, DRIVE . . 7-32
BELTS - 8.0L - INSTALLATION, DRIVE . . . . . 7-29
BELTS - 8.0L - REMOVAL, DRIVE . . . . . . . . . 7-29
BENCH - INSTALLATION, SEAT - SPLIT . . 23-134
BENCH - INSTALLATION, SEAT BACK SPLIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-136
BENCH - INSTALLATION, SEAT BACK
COVER - SPLIT . . . . . . . . . . . . . . . . . . . . . 23-137
BENCH - INSTALLATION, SEAT CUSHION
COVER - SPLIT . . . . . . . . . . . . . . . . . . . . . 23-140
BENCH - INSTALLATION, SEAT TRACK SPLIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-142
BENCH - REMOVAL, SEAT - SPLIT . . . . . . 23-133
BENCH - REMOVAL, SEAT BACK - SPLIT . 23-135
BENCH - REMOVAL, SEAT BACK COVER
- SPLIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-137
BENCH - REMOVAL, SEAT CUSHION
COVER - SPLIT . . . . . . . . . . . . . . . . . . . . . 23-139
BENCH - REMOVAL, SEAT TRACK SPLIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-142
BENCH SEAT - INSTALLATION, SEAT . . . . 23-133
BENCH SEAT - INSTALLATION, SEAT
BACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-135
BENCH SEAT - REMOVAL, SEAT . . . . . . . . 23-133
BENCH SEAT - REMOVAL, SEAT BACK . . . 23-135
BEZEL - INSTALLATION, CLUSTER . . . . . . 23-108
BEZEL - REMOVAL, CLUSTER . . . . . . . . . . 23-108
BIN - INSTALLATION, CUBBY . . . . . . . . . . 23-109
BIN - INSTALLATION, STORAGE . . . . . . . . 23-114
BIN - REMOVAL, CUBBY . . . . . . . . . . . . . . 23-108
BIN - REMOVAL, STORAGE . . . . . . . . . . . . 23-114
BLADE - DESCRIPTION, WIPER . . . . . . . . . 8R-12
BLADE - INSTALLATION, WIPER . . . . . . . . . 8R-13
BLADE - OPERATION, WIPER . . . . . . . . . . . 8R-13
BLADE - REMOVAL, WIPER . . . . . . . . . . . . 8R-13
BLEED - STANDARD PROCEDURE, AIR . . . . 14-61
BLEEDING - STANDARD PROCEDURE . . . . . . 5-19
BLEEDING - STANDARD PROCEDURE,
MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
BLEEDING - STANDARD PROCEDURE,
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . 5-27
BLEEDING - STANDARD PROCEDURE,
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
BLEEDING ABS BRAKE SYSTEM STANDARD PROCEDURE . . . . . . . . . . . . . . . . 5-36
BLEND DOOR - INSTALLATION . . . . . . . . . . 24-37
BLEND DOOR - REMOVAL . . . . . . . . . . . . . 24-37
BLEND DOOR ACTUATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-25
BLEND DOOR ACTUATOR - REMOVAL . . . . 24-25
BLOCK - CLEANING, ENGINE . . . . . . . . 9-27,9-85
BLOCK - DESCRIPTION, BLOWER
MOTOR RESISTOR . . . . . . . . . . . . . . . . . . . 24-23
BLOCK - DESCRIPTION, JUNCTION . . . . 8W-97-6
BLOCK - DIAGNOSIS AND TESTING,
BLOWER MOTOR RESISTOR . . . . . . . . . . . . 24-23
4
INDEX
Description
BR/BE
Group-Page
BLOCK - DIAGNOSIS AND TESTING,
JUNCTION . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-7
BLOCK - INSPECTION, ENGINE . . . . . . . 9-27,9-85
BLOCK HEATER - 5.9L - DESCRIPTION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
BLOCK HEATER - 5.9L - INSTALLATION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
BLOCK HEATER - 5.9L - OPERATION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
BLOCK HEATER - 5.9L - REMOVAL,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
BLOCK HEATER - 5.9L DIESEL DESCRIPTION, ENGINE . . . . . . . . . . . . . . . . . 7-46
BLOCK HEATER - 5.9L DIESEL INSTALLATION, ENGINE . . . . . . . . . . . . . . . . 7-46
BLOCK HEATER - 5.9L DIESEL OPERATION, ENGINE . . . . . . . . . . . . . . . . . . . 7-46
BLOCK HEATER - 5.9L DIESEL REMOVAL, ENGINE . . . . . . . . . . . . . . . . . . . . 7-46
BLOCK HEATER - 8.0L - DESCRIPTION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
BLOCK HEATER - 8.0L - INSTALLATION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
BLOCK HEATER - 8.0L - OPERATION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
BLOCK HEATER - 8.0L - REMOVAL,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
BLOCK REFACING - STANDARD
PROCEDURE, CYLINDER . . . . . . . . . . . . . . . 9-148
BLOWER MOTOR - DESCRIPTION . . . . . . . 24-31
BLOWER MOTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-32
BLOWER MOTOR - INSTALLATION . . . . . . . . 24-32
BLOWER MOTOR - OPERATION . . . . . . . . . 24-31
BLOWER MOTOR - REMOVAL . . . . . . . . . . . 24-32
BLOWER MOTOR RELAY - DESCRIPTION . . 24-22
BLOWER MOTOR RELAY - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 24-22
BLOWER MOTOR RELAY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-23
BLOWER MOTOR RELAY - OPERATION . . . 24-22
BLOWER MOTOR RELAY - REMOVAL . . . . . 24-23
BLOWER MOTOR RESISTOR BLOCK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-23
BLOWER MOTOR RESISTOR BLOCK DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-23
BLOWER MOTOR RESISTOR BLOCK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-24
BLOWER MOTOR RESISTOR BLOCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
BLOWER MOTOR RESISTOR BLOCK REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-24
BLOWER MOTOR SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-24
BLOWER MOTOR SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 24-25
BLOWER MOTOR SWITCH - OPERATION . . 24-24
BLOWER MOTOR SWITCH - REMOVAL . . . 24-25
BODY - ADJUSTMENTS, VALVE . . 21-257,21-428
BODY - ASSEMBLY, VALVE . . . . . . 21-248,21-420
BODY & CABLE - DESCRIPTION,
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-4
BODY & CABLE - INSTALLATION,
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-6
BODY & CABLE - OPERATION, ANTENNA . . . 8A-4
BODY & CABLE - REMOVAL, ANTENNA . . . . 8A-6
BODY - CLEANING, VALVE . . . . . . 21-244,21-418
BODY - DESCRIPTION, THROTTLE . . . . . . . 14-47
BODY - DESCRIPTION, VALVE . . . . 21-218,21-391
BODY - DISASSEMBLY, VALVE . . . 21-237,21-409
BODY - INSPECTION, VALVE . . . . . 21-244,21-419
BODY - INSTALLATION, VALVE . . . 21-256,21-428
BODY - OPERATION, THROTTLE . . . . . . . . . 14-47
BODY - OPERATION, VALVE . . . . . 21-223,21-394
BODY - REMOVAL, VALVE . . . . . . . 21-236,21-407
BODY CODE PLATE - DESCRIPTION . . . . . Intro.-4
BODY GAP AND FLUSH
MEASUREMENTS, SPECIFICATIONS . . . . . . 23-56
BODY OPENING DIMENSIONS,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 23-60
BODY SEALER LOCATIONS,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 23-47
BODY SIDE MOLDINGS - INSTALLATION . . 23-87
BODY SIDE MOLDINGS - REMOVAL . . . . . . 23-86
BODY STRIPES AND DECALS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-87
BODY STRIPES AND DECALS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 23-87
Description
Group-Page
BODY VENT - INSTALLATION . . . . . . . . . . 23-126
BODY VENT - REMOVAL . . . . . . . . . . . . . . 23-126
BOOST PRESSURE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-93
BOOST PRESSURE - DIAGNOSIS AND
TESTING, TURBOCHARGER . . . . . . . . . . . . . 11-13
BOOSTER - DIAGNOSIS AND TESTING,
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
BOOSTER - DIAGNOSIS AND TESTING,
MASTER CYLINDER/POWER . . . . . . . . . . . . . 5-26
BOOSTER - INSTALLATION, POWER
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
BOOSTER - REMOVAL, POWER BRAKE . . . . 5-19
BOOT - INSTALLATION, 4WD FLOOR
SHIFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-122
BOOT - MANUAL TRANSMISSION INSTALLATION, SHIFT . . . . . . . . . . . . . . . . 23-122
BOOT - MANUAL TRANSMISSION REMOVAL, SHIFT . . . . . . . . . . . . . . . . . . . . 23-122
BOOT - REMOVAL, 4WD FLOOR SHIFT . . . 23-122
BORE - DE-GLAZE - STANDARD
PROCEDURE, CYLINDER . . . . . . . . . . . . . . . 9-148
BORE HONING - STANDARD
PROCEDURE, CYLINDER . . . . . . . . . . . . 9-11,9-65
BORE REPAIR - STANDARD
PROCEDURE, CAM . . . . . . . . . . . . . . . . . . . 9-151
BORE REPAIR - STANDARD
PROCEDURE, CYLINDER . . . . . . . . . . . . . . . 9-149
BOX - ASSEMBLY, GLOVE . . . . . . . . . . . . . 23-111
BOX - DISASSEMBLY, GLOVE . . . . . . . . . . 23-110
BOX - INSTALLATION, CARGO . . . . . . . . . . 23-97
BOX - REMOVAL, CARGO . . . . . . . . . . . . . . 23-97
BOX LAMP AND SWITCH INSTALLATION, GLOVE . . . . . . . . . . . . . . . . 8L-36
BOX LAMP AND SWITCH - REMOVAL,
GLOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-35
BOX LATCH STRIKER - INSTALLATION,
GLOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-112
BOX LATCH STRIKER - REMOVAL,
GLOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-111
BOX OPENING UPPER TRIM INSTALLATION, GLOVE . . . . . . . . . . . . . . . 23-112
BOX OPENING UPPER TRIM - REMOVAL,
GLOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-112
B-PILLAR DOOR SEAL - INSTALLATION . . 23-151
B-PILLAR DOOR SEAL - REMOVAL . . . . . . 23-151
B-PILLAR TRIM - INSTALLATION . . . . . . . 23-120
B-PILLAR TRIM - REMOVAL . . . . . . . . . . . 23-120
BRACKET - INSTALLATION, CAB
CHASSIS ADAPTER . . . . . . . . . . . . . . . . . . . 13-10
BRACKET - INSTALLATION, REARVIEW
MIRROR SUPPORT . . . . . . . . . . . . . . . . . . 23-126
BRACKET - REMOVAL, CAB CHASSIS
ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
BRAKE - DESCRIPTION, CONTROLLER
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
BRAKE - DESCRIPTION, PARKING . . . . . . . . 5-28
BRAKE - INSTALLATION, CONTROLLER
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-12
BRAKE - OPERATION, CONTROLLER
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
BRAKE - OPERATION, PARKING . . . . . . . . . . 5-28
BRAKE - REMOVAL, CONTROLLER
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
BRAKE BOOSTER - INSTALLATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
BRAKE BOOSTER - REMOVAL, POWER . . . . 5-19
BRAKE CABLE - INSTALLATION, FRONT
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
BRAKE CABLE - INSTALLATION, REAR
PARK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
BRAKE CABLE - REMOVAL, FRONT
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
BRAKE CABLE - REMOVAL, REAR PARK . . . 5-29
BRAKE CALIPERS - DESCRIPTION, DISC . . . 5-10
BRAKE CALIPERS - OPERATION, DISC . . . . . 5-10
BRAKE FLUID CONTAMINATION DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 5-15
BRAKE FLUID LEVEL - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
BRAKE FLUID, SPECIFICATIONS . . . . . . . . . . 5-15
BRAKE INDICATOR - DESCRIPTION,
BRAKE/PARK . . . . . . . . . . . . . . . . . . . . . . . . 8J-15
BRAKE INDICATOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-16
BRAKE INDICATOR - OPERATION,
BRAKE/PARK . . . . . . . . . . . . . . . . . . . . . . . . 8J-15
BRAKE LAMP SWITCH - DESCRIPTION . . . . 8L-4
Description
Group-Page
BRAKE LAMP SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8L-5
BRAKE LAMP SWITCH - INSTALLATION . . . . 8L-6
BRAKE LAMP SWITCH - OPERATION . . . . . . 8L-4
BRAKE LAMP SWITCH - REMOVAL . . . . . . . 8L-5
BRAKE ROTOR, DIAGNOSIS AND
TESTING - DISC . . . . . . . . . . . . . . . . . . . . . . 5-20
BRAKE SHOES - ADJUSTMENT, PARKING . . 5-33
BRAKE, SPECIFICATIONS - BASE . . . . . . . . . . 5-2
BRAKE SYSTEM - DIAGNOSIS AND
TESTING, BASE . . . . . . . . . . . . . . . . . . . . . . . . 5-5
BRAKE SYSTEM - STANDARD
PROCEDURE, BLEEDING ABS . . . . . . . . . . . . 5-36
BRAKE/PARK BRAKE INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-15
BRAKE/PARK BRAKE INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-15
BRAKES - ABS - DESCRIPTION . . . . . . . . . . . 5-35
BRAKES - ABS - OPERATION . . . . . . . . . . . . 5-36
BRAKES - DIAGNOSIS AND TESTING,
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
BRAKES, SPECIAL TOOLS - BASE . . . . . . . . . 5-4
BR/BE PAINT COLOR CODES,
SPECIFICATIONS - 2002 . . . . . . . . . . . . . . 23-129
BREAKER - DESCRIPTION, CIRCUIT . . . . 8W-97-4
BREAKER - DIAGNOSIS AND TESTING,
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
BREAK-IN - STANDARD PROCEDURE,
A/C COMPRESSOR CLUTCH . . . . . . . . . . . . 24-13
BREATHER VAPOR CANISTER INSTALLATION, CRANKCASE. . . . . . . . . . . . . 9-126
BREATHER VAPOR CANISTER REMOVAL, CRANKCASE . . . . . . . . . . . . . . . 9-125
BUCKLE - INSTALLATION, FRONT SEAT
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-20
BUCKLE - INSTALLATION, REAR SEAT
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-27
BUCKLE - REMOVAL, FRONT SEAT BELT . . 8O-20
BUCKLE - REMOVAL, REAR SEAT BELT . . . 8O-27
BUMPER - INSTALLATION, FRONT . . . . . . . . 13-4
BUMPER - INSTALLATION, REAR . . . . . . . . . 13-6
BUMPER - INSTALLATION, SLAM . . . . . . . . 23-67
BUMPER - REMOVAL, FRONT . . . . . . . . . . . . 13-4
BUMPER - REMOVAL, REAR . . . . . . . . . . . . . 13-6
BUMPER - REMOVAL, SLAM . . . . . . . . . . . 23-67
BUMPER - SPORT - INSTALLATION,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
BUMPER - SPORT - REMOVAL, FRONT . . . . 13-5
BUMPERS - DESCRIPTION . . . . . . . . . . . . . . 13-1
BURNT FLUID - DIAGNOSIS AND
TESTING, CAUSES OF . . . . . . . . . . 21-157,21-327
BUS - DESCRIPTION, CCD DATA . . . . . . . . . . 8E-6
BUS - DIAGNOSIS AND TESTING, CCD
DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
BUS - OPERATION, CCD DATA . . . . . . . . . . . 8E-7
BUSHING - INSTALLATION,
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . . 9-35
BUSHING - INSTALLATION, EXTENSION
HOUSING . . . . . . . . . . . . . . . . . . . . 21-156,21-326
BUSHING - REMOVAL, DISTRIBUTOR . . . . . . 9-35
BUSHING - REMOVAL, EXTENSION
HOUSING . . . . . . . . . . . . . . . . . . . . 21-156,21-326
BUSHING AND SEAL - INSTALLATION,
EXTENSION HOUSING . . . . . . . . . . 21-460,21-497
BUSHING AND SEAL - REMOVAL,
EXTENSION HOUSING . . . . . . . . . . 21-460,21-497
BUSHINGS - INSTALLATION . . . . . . . . . . . . . 2-27
BUSHINGS - REMOVAL . . . . . . . . . . . . . . . . . 2-27
BYPASS HOSE WITH AIR CONDITIONING
- INSTALLATION, WATER PUMP . . . . . . . . . . 7-76
BYPASS HOSE WITH AIR CONDITIONING
- REMOVAL, WATER PUMP . . . . . . . . . . . . . . 7-73
BYPASS HOSE WITHOUT AIR
CONDITIONING - INSTALLATION,
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 7-77
BYPASS HOSE WITHOUT AIR
CONDITIONING - REMOVAL, WATER
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
CAB - INSTALLATION, CLUB/QUAD . . . . . . . 8O-20
CAB - INSTALLATION, STANDARD . . . . . . . 8O-19
CAB - REMOVAL, CLUB/QUAD . . . . . . . . . . 8O-19
CAB - REMOVAL, STANDARD . . . . . . . . . . . 8O-18
CAB CHASSIS ADAPTER BRACKET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 13-10
CAB CHASSIS ADAPTER BRACKET REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
CAB SIDE PANEL SPEAKER INSTALLATION, REAR . . . . . . . . . . . . . . . . . 8A-20
INDEX
BR/BE
Description
Group-Page
CAB SIDE PANEL SPEAKER - REMOVAL,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
CABLE - ADJUSTMENTS,
TRANSMISSION THROTTLE
VALVE . . . . . . . . . . . . . . . . . . . . . . 21-210,21-382
CABLE - DESCRIPTION . . . . . . . . . . . . . . . . . 8P-4
CABLE - DESCRIPTION, ANTENNA BODY . . . 8A-4
CABLE - DESCRIPTION, BATTERY . . . . . . . . 8F-18
CABLE - DESCRIPTION, SPARK PLUG . . . . . 8I-20
CABLE - DESCRIPTION, THROTTLE
VALVE . . . . . . . . . . . . . . . . . . . . . . 21-209,21-381
CABLE - INSTALLATION, ANTENNA BODY . . 8A-6
CABLE - INSTALLATION, CHECK . . . . . . . . . 23-67
CABLE - INSTALLATION, FRONT
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . 5-30
CABLE - INSTALLATION, INSTRUMENT
PANEL ANTENNA . . . . . . . . . . . . . . . . . . . . . . 8A-9
CABLE - INSTALLATION, LATCH RELEASE . 23-103
CABLE - INSTALLATION, REAR PARK
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
CABLE - INSTALLATION, RELEASE . . . . . . . 23-82
CABLE - INSTALLATION, SPARK PLUG . . . . 8I-21
CABLE - INSTALLATION, THROTTLE
CONTROL . . . . . . . . . . . . . . . . . . . . 14-110,14-50
CABLE - OPERATION . . . . . . . . . . . . . . . . . . . 8P-4
CABLE - OPERATION, ANTENNA BODY . . . . . 8A-4
CABLE - OPERATION, BATTERY . . . . . . . . . . 8F-18
CABLE - OPERATION, SPARK PLUG . . . . . . . 8I-20
CABLE - REMOVAL, ANTENNA BODY . . . . . . 8A-6
CABLE - REMOVAL, CHECK . . . . . . . . . . . . . 23-67
CABLE - REMOVAL, FRONT PARKING
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
CABLE - REMOVAL, INSTRUMENT PANEL
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-9
CABLE - REMOVAL, LATCH RELEASE . . . . 23-103
CABLE - REMOVAL, REAR PARK BRAKE . . . 5-29
CABLE - REMOVAL, RELEASE . . . . . . . . . . . 23-82
CABLE - REMOVAL, SPARK PLUG . . . . . . . . 8I-21
CABLE - REMOVAL, THROTTLE
CONTROL . . . . . . . . . . . . . . . . . . . . 14-109,14-49
CABLE INSTALLATION, GASOLINE
ENGINE - NEGATIVE . . . . . . . . . . . . . . . . . . 8F-22
CABLE INSTALLATION, GASOLINE
ENGINE - POSITIVE . . . . . . . . . . . . . . . . . . . 8F-22
CABLE ORDER, 8.0L V-10 ENGINE SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
CABLE REMOVAL, GASOLINE ENGINE NEGATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-22
CABLE REMOVAL, GASOLINE ENGINE POSITIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-21
CABLE RESISTANCE, SPECIFICATIONS SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
CABLES - DIAGNOSIS AND TESTING,
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-19
CABLES - DIAGNOSIS AND TESTING,
SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . 8I-20
CAB-TO-BED GROUND STRAP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-14
CAB-TO-BED GROUND STRAP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-13
CALIBRATION - STANDARD PROCEDURE,
COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-4
CALIPERS - DESCRIPTION, DISC BRAKE . . . 5-10
CALIPERS - OPERATION, DISC BRAKE . . . . . 5-10
CAM - DESCRIPTION, TURN SIGNAL
CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
CAM - OPERATION, TURN SIGNAL
CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
CAM BORE REPAIR - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-151
CAM/OVERDRIVE PISTON RETAINER ASSEMBLY, OVERRUNNING
CLUTCH . . . . . . . . . . . . . . . . . . . . . 21-193,21-364
CAM/OVERDRIVE PISTON RETAINER CLEANING, OVERRUNNING
CLUTCH . . . . . . . . . . . . . . . . . . . . . 21-192,21-364
CAM/OVERDRIVE PISTON RETAINER DESCRIPTION, OVERRUNNING
CLUTCH . . . . . . . . . . . . . . . . . . . . . 21-192,21-363
CAM/OVERDRIVE PISTON RETAINER DISASSEMBLY, OVERRUNNING
CLUTCH . . . . . . . . . . . . . . . . . . . . . 21-192,21-364
CAM/OVERDRIVE PISTON RETAINER INSPECTION, OVERRUNNING
CLUTCH . . . . . . . . . . . . . . . . . . . . . 21-193,21-364
CAM/OVERDRIVE PISTON RETAINER OPERATION, OVERRUNNING
CLUTCH . . . . . . . . . . . . . . . . . . . . . 21-192,21-363
Description
Group-Page
CAMSHAFT - INSTALLATION . . . . 9-157,9-29,9-86
CAMSHAFT - REMOVAL . . . . . . . 9-152,9-28,9-85
CAMSHAFT BEARINGS - I
NSTALLATION . . . . . . . . . . . . . . . 9-157,9-28,9-86
CAMSHAFT BEARINGS REMOVAL . . . . . . . . . . . . . . . . . . 9-152,9-27,9-85
CANCEL CAM - DESCRIPTION, TURN
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
CANCEL CAM - OPERATION, TURN
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
CANISTER - DESCRIPTION, VAPOR . . . . . . 25-37
CANISTER - INSTALLATION, CRANKCASE
BREATHER VAPOR . . . . . . . . . . . . . . . . . . . 9-126
CANISTER - INSTALLATION, VAPOR . . . . . . 25-38
CANISTER - OPERATION, VAPOR . . . . . . . . 25-37
CANISTER - REMOVAL, CRANKCASE
BREATHER VAPOR . . . . . . . . . . . . . . . . . . . 9-125
CANISTER - REMOVAL, VAPOR . . . . . . . . . . 25-38
CAP - DESCRIPTION, FUEL FILLER . . . . . . . 25-34
CAP - DESCRIPTION, RADIATOR
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
CAP - DIAGNOSIS AND TESTING,
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . 8I-14
CAP - DIAGNOSIS AND TESTING,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
CAP - OPERATION, FUEL FILLER . . . . . . . . 25-34
CAP - OPERATION, RADIATOR
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
CAP - REMOVAL/INSTALLATION, FUEL
FILLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-34
CAPACITIES, SPECIFICATIONS - FLUID . . . . . . . 0-6
CAPACITY TEST - DIAGNOSIS AND
TESTING, FUEL PUMP . . . . . . . . . . . . . . . . . . 14-9
CARDAN UNIVERSAL JOINTS ASSEMBLY, DOUBLE . . . . . . . . . . . . . . . . . . . 3-11
CARDAN UNIVERSAL JOINTS ASSEMBLY, SINGLE . . . . . . . . . . . . . . . . . . . . . 3-9
CARDAN UNIVERSAL JOINTS DISASSEMBLY, DOUBLE . . . . . . . . . . . . . . . . 3-10
CARDAN UNIVERSAL JOINTS DISASSEMBLY, SINGLE . . . . . . . . . . . . . . . . . . 3-8
CARDAN UNIVERSAL JOINTS INSTALLATION, SINGLE . . . . . . . . . . . . . . . . . 3-35
CARDAN UNIVERSAL JOINTS REMOVAL, SINGLE . . . . . . . . . . . . . . . . . . . . 3-34
CARGO BOX - INSTALLATION . . . . . . . . . . . 23-97
CARGO BOX - REMOVAL . . . . . . . . . . . . . . . 23-97
CARGO DOOR - ADJUSTMENT . . . . . . . . . . 23-78
CARPETS AND FLOOR MATS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-123
CARPETS AND FLOOR MATS - REMOVAL . 23-123
CARTRIDGE FUSE - DESCRIPTION,
GENERATOR . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
CARTRIDGE FUSE - INSTALLATION,
GENERATOR . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
CARTRIDGE FUSE - OPERATION,
GENERATOR . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
CARTRIDGE FUSE - REMOVAL,
GENERATOR . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
CASE - DIAGNOSIS AND TESTING,
TRANSFER . . . . . . . . . . . . . . . . . . . 21-431,21-467
CASE - NV241 - DESCRIPTION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
CASE - NV241HD - ASSEMBLY,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-480
CASE - NV241HD - CLEANING,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-476
CASE - NV241HD - DESCRIPTION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-465
CASE - NV241HD - DISASSEMBLY,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-469
CASE - NV241HD - INSPECTION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-476
CASE - NV241HD - INSTALLATION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-494
CASE - NV241HD - OPERATION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-467
CASE - NV241HD - REMOVAL,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-469
CASE - NV241LD - ASSEMBLY,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-445
CASE - NV241LD - CLEANING,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-441
CASE - NV241LD - DESCRIPTION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-430
CASE - NV241LD - DISASSEMBLY,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-432
Description
5
Group-Page
CASE - NV241LD - INSPECTION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-442
CASE - NV241LD - INSTALLATION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-458
CASE - NV241LD - OPERATION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-430
CASE - NV241LD - REMOVAL,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-432
CASE BEARINGS - INSTALLATION,
DIFFERENTIAL . . . . . . . . . . 3-102,3-129,3-41,3-72
CASE BEARINGS - REMOVAL,
DIFFERENTIAL . . . . . . . . . . 3-102,3-129,3-40,3-72
CASE, NV241HD - TRANSFER . . . . . . . . . . 21-495
CASE, NV241LD - TRANSFER . . . . . . . . . . 21-459
CASE SKID PLATE - INSTALLATION,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
CASE SKID PLATE - REMOVAL,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
CASE, SPECIFICATIONS TRANSFER . . . . . . . . . . . . . . . . . . . 21-458,21-495
CASTER CORRECTION MEASUREMENT STANDARD PROCEDURE . . . . . . . . . . . . . . . . . 2-3
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 11-5
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L
- INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 11-6
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L
- INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 11-6
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L
- OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
CATALYTIC CONVERTER - 3.9L/5.2L/5.9L
- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
CATALYTIC CONVERTER - 5.9L HD/8.0L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 11-6
CATALYTIC CONVERTER - 5.9L HD/8.0L INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
CATALYTIC CONVERTER - 5.9L HD/8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 11-7
CATALYTIC CONVERTER - 5.9L HD/8.0L OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
CATALYTIC CONVERTER - 5.9L HD/8.0L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
CAUSES OF BURNT FLUID - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . 21-157,21-327
CCD DATA BUS - DESCRIPTION . . . . . . . . . . 8E-6
CCD DATA BUS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
CCD DATA BUS - OPERATION . . . . . . . . . . . . 8E-7
CENTER - DESCRIPTION, POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-97-8
CENTER - INSTALLATION, POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . 8W-97-10
CENTER - OPERATION, POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-97-8
CENTER - REMOVAL, POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-97-8
CENTER BEARING - ADJUSTMENT . . . . . . . . . 3-8
CENTER BEARING - INSTALLATION . . . . . . . . 3-8
CENTER BEARING - REMOVAL . . . . . . . . . . . . 3-8
CENTER CONSOLE - INSTALLATION . . . . . 23-122
CENTER CONSOLE - REMOVAL . . . . . . . . . 23-122
CENTER CONSOLE LID - INSTALLATION . . 23-132
CENTER CONSOLE LID - REMOVAL . . . . . 23-131
CENTER HIGH MOUNTED STOP LAMP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8L-6
CENTER HIGH MOUNTED STOP LAMP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-6
CENTER HIGH MOUNTED STOP LAMP
UNIT - INSTALLATION . . . . . . . . . . . . . . . . . . 8L-6
CENTER HIGH MOUNTED STOP LAMP
UNIT - REMOVAL . . . . . . . . . . . . . . . . . . . . . 8L-6
CENTER SEAT ARMREST/CONSOLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-132
CENTER SEAT ARMREST/CONSOLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-132
CENTER SEAT ARMREST/LATCH COVER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-132
CENTER SEAT ARMREST/LATCH COVER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-132
CENTERING - STANDARD PROCEDURE,
CLOCKSPRING . . . . . . . . . . . . . . . . . . . . . . 8O-11
CENTRAL TIMER MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8E-1
CENTRAL TIMER MODULE - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8E-4
CENTRAL TIMER MODULE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8E-6
CENTRAL TIMER MODULE - OPERATION . . . 8E-3
6
INDEX
Description
BR/BE
Group-Page
CENTRAL TIMER MODULE - REMOVAL . . . . 8E-5
CERTIFICATION LABEL - DESCRIPTION,
VEHICLE SAFETY . . . . . . . . . . . . . . . . . . . Intro.-1
CHAIN COVER(S) - INSTALLATION,
TIMING BELT . . . . . . . . . . . . . . . . . . . . 9-110,9-54
CHAIN COVER(S) - REMOVAL, TIMING
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . 9-110,9-53
CHAIN STRETCH - INSPECTION,
MEASURING TIMING . . . . . . . . . . . . . . 9-111,9-54
CHANNEL - INSTALLATION, GLASS RUN . . 23-71
CHANNEL - REMOVAL, GLASS RUN . . . . . . 23-71
CHARGE - STANDARD PROCEDURE,
REFRIGERANT SYSTEM . . . . . . . . . . . . . . . 24-46
CHARGE AIR COOLER AND PLUMBING CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
CHARGE AIR COOLER AND PLUMBING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 11-18
CHARGE AIR COOLER AND PLUMBING INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 11-19
CHARGE AIR COOLER AND PLUMBING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 11-20
CHARGE AIR COOLER AND PLUMBING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
CHARGE AIR COOLER AND PLUMBING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
CHARGE AIR COOLER SYSTEM - LEAKS
- DIAGNOSIS AND TESTING . . . . . . . . . . . . 11-18
CHARGING - DESCRIPTION . . . . . . . . . . . . . 8F-25
CHARGING - OPERATION . . . . . . . . . . . . . . 8F-25
CHARGING - STANDARD PROCEDURE,
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-8
CHARGING SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-25
CHART, SPECIFICATIONS - TORQUE . . . . 5-3,5-37
CHART, SPECIFICATIONS TORQUE . . . . . . . . . . . . . 19-21,19-41,19-43,19-9
CHART, SPECIFICATIONS TORQUE . . . . . . . . . . . . . . . . . . . . . 2-15,2-26,2-8
CHART, SPECIFICATIONS - TORQUE . . . . . . 22-11
CHARTS - DIAGNOSIS AND TESTING,
DIAGNOSIS . . . . . . . . . . . . . . . . . . 21-102,21-274
CHARTS - DIAGNOSIS AND TESTING,
SMOKE DIAGNOSIS . . . . . . . . . . . . . . . . . . . 9-118
CHASSIS ADAPTER BRACKET INSTALLATION, CAB . . . . . . . . . . . . . . . . . . 13-10
CHASSIS ADAPTER BRACKET REMOVAL, CAB . . . . . . . . . . . . . . . . . . . . . . 13-10
CHECK - INSTALLATION . . . . . . . . . . . . . . . 23-78
CHECK - REMOVAL . . . . . . . . . . . . . . . . . . . 23-78
CHECK - STANDARD PROCEDURE,
COOLANT LEVEL . . . . . . . . . . . . . . . . . . . . . . 7-16
CHECK - STANDARD PROCEDURE, FLUID
LEVEL . . . . . . . . . . . . . . . . . . . . . . 21-157,21-328
CHECK - STANDARD PROCEDURE, OIL
PUMP VOLUME . . . . . . . . . . . . . . . 21-166,21-336
CHECK CABLE - INSTALLATION . . . . . . . . . 23-67
CHECK CABLE - REMOVAL . . . . . . . . . . . . . 23-67
CHECK GAUGES INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-17
CHECK GAUGES INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-17
CHECK VALVE - DESCRIPTION, FUEL
TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21
CHECK VALVE - DESCRIPTION, ONE WAY . 25-31
CHECK VALVE - DESCRIPTION, VACUUM . . 24-28
CHECK VALVE - DIAGNOSIS AND
TESTING, ONE-WAY . . . . . . . . . . . . . . . . . . 25-31
CHECK VALVE - INSTALLATION, FUEL
TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
CHECK VALVE - INSTALLATION, ONE
WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-31
CHECK VALVE - INSTALLATION, VACUUM . 24-29
CHECK VALVE - OPERATION, ONE WAY . . . 25-31
CHECK VALVE - OPERATION, VACUUM . . . . 24-28
CHECK VALVE - REMOVAL, FUEL TANK . . . 14-22
CHECK VALVE - REMOVAL, ONE WAY . . . . 25-31
CHECK VALVE - REMOVAL, VACUUM . . . . . 24-29
CHECKS - DIAGNOSIS AND TESTING,
PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
CHILD TETHER - INSTALLATION . . . . . . . . . . 8O-9
CHILD TETHER - REMOVAL . . . . . . . . . . . . . 8O-9
CHIME WARNING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8B-1
CHIME WARNING SYSTEM - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8B-2
CHIME WARNING SYSTEM - OPERATION . . . 8B-1
CHOKE RELAY - DESCRIPTION, RADIO . . . . 8A-7
Description
Group-Page
CHOKE RELAY - DIAGNOSIS AND
TESTING, RADIO . . . . . . . . . . . . . . . . . . . . . . 8A-8
CHOKE RELAY - INSTALLATION, RADIO . . . . 8A-9
CHOKE RELAY - OPERATION, RADIO . . . . . . 8A-8
CHOKE RELAY - REMOVAL, RADIO . . . . . . . 8A-8
CIGAR LIGHTER OUTLET - DESCRIPTION . 8W-97-2
CIGAR LIGHTER OUTLET - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . 8W-97-2
CIGAR LIGHTER OUTLET INSTALLATION . . . . . . . . . . . . . . . . . . . . 8W-97-4
CIGAR LIGHTER OUTLET - OPERATION . 8W-97-2
CIGAR LIGHTER OUTLET - REMOVAL . . 8W-97-3
CIRCUIT ACTUATION TEST MODE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 25-2
CIRCUIT BREAKER - DESCRIPTION . . . . 8W-97-4
CIRCUIT BREAKER - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
CIRCUIT FUNCTIONS - DESCRIPTION . . 8W-01-4
CIRCUIT INFORMATION - DESCRIPTION . 8W-01-4
CIRCUIT SENSE - DESCRIPTION,
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-17
CIRCUIT SENSE - OPERATION, IGNITION . . 8E-19
CIRCUITS - DIESEL - OPERATION,
NON-MONITORED . . . . . . . . . . . . . . . . . . . . 25-24
CIRCUITS - GAS ENGINES - OPERATION,
NON-MONITORED . . . . . . . . . . . . . . . . . . . . 25-24
CLAMPS - DESCRIPTION, HOSE . . . . . . . . . . . 7-4
CLAMPS - OPERATION, HOSE . . . . . . . . . . . . . 7-4
CLASSIFICATION OF LUBRICANTS STANDARD PROCEDURE. . . . . . . . . . . . . . . . . . 0-1
CLEANER ELEMENT - INSTALLATION,
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-130
CLEANER ELEMENT - REMOVAL, AIR . . . . . 9-129
CLEANING AND INSPECTION, OIL
COOLER & LINES . . . . . . . . . . . . . . . . . . . . 9-179
CLEANING, BATTERY SYSTEM . . . . . . . . . . . 8F-5
CLEANING, CHARGE AIR COOLER AND
PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
CLEANING, CROSSHEADS . . . . . . . . . . . . . . 9-134
CLEANING, CYLINDER HEAD . . . . . . . 9-134,9-77
CLEANING, CYLINDER HEAD
COVER(S) . . . . . . . . . . . . . . . . . . 9-137,9-23,9-79
CLEANING, ENGINE BLOCK . . . . . . . . . . 9-27,9-85
CLEANING, EXHAUST
MANIFOLD . . . . . . . . . . . . . . . . . 9-109,9-185,9-53
CLEANING, FRONT SERVO . . . . . . 21-164,21-334
CLEANING FUEL SYSTEM PARTS STANDARD PROCEDURES . . . . . . . . . . . . . . 14-61
CLEANING, HYDRAULIC LIFTERS . . . . . 9-37,9-92
CLEANING, INTAKE MANIFOLD . 9-107,9-184,9-51
CLEANING, INTAKE/EXHAUST VALVES &
SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
CLEANING, MANUAL - NV4500 . . . . . . . . . . 21-20
CLEANING, MANUAL - NV5600 . . . . . . . . . . 21-63
CLEANING, OIL PAN . . . . . . . . . 9-103,9-179,9-46
CLEANING, OIL PRESSURE RELIEF
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
CLEANING, OIL PUMP . . . . . . . . . . . . 9-104,9-181
CLEANING, OIL PUMP . . . . . . . . . . 21-168,21-338
CLEANING, OPERATION . . . . . . . . . . . . . . . . . 9-22
CLEANING, OVERDRIVE UNIT . . . . 21-179,21-353
CLEANING, OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER . . . . . . . . . . . . . . . . . . . 21-192,21-364
CLEANING, PISTON & CONNECTING
ROD . . . . . . . . . . . . . . . . . . . . . . . 9-169,9-39,9-94
CLEANING, PUSHRODS . . . . . . . . . . . . . . . . 9-134
CLEANING, RADIATOR - 5.9L . . . . . . . . . . . . 7-59
CLEANING, RADIATOR - 5.9L DIESEL . . . . . . 7-64
CLEANING, RADIATOR - 8.0L . . . . . . . . . . . . 7-61
CLEANING, RADIATOR FAN - 5.9L
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
CLEANING, RADIATOR FAN - 5.9L/8.0L . . . . 7-42
CLEANING, REAR CLUTCH . . . . . . 21-204,21-377
CLEANING, REAR SERVO . . . . . . . 21-207,21-379
CLEANING, ROCKER ARM / ADJUSTER
ASSY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
CLEANING, SOLID LIFTERS/TAPPETS . . . . . 9-164
CLEANING, SPARK PLUG . . . . . . . . . . . . . . . 8I-20
CLEANING, TRANSFER CASE - NV241HD . 21-476
CLEANING, TRANSFER CASE - NV241LD . 21-441
CLEANING, TURBOCHARGER . . . . . . . . . . . 11-16
CLEANING, VALVE BODY . . . . . . . . 21-244,21-418
CLEANING, WATER PUMP - 5.9L . . . . . . . . . 7-68
CLEANING, WATER PUMP - 5.9L DIESEL . . . 7-72
CLEANING, WATER PUMP - 8.0L . . . . . . . . . 7-71
CLEANING, WIPER & WASHER SYSTEM . . . 8R-6
Description
Group-Page
CLEANING/REVERSE FLUSHING STANDARD PROCEDURE, COOLING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
CLEARANCE - STANDARD PROCEDURE,
CONNECTING ROD BEARING AND
CRANKSHAFT JOURNAL . . . . . . . . . . . . . . . 9-158
CLEARANCE - STANDARD PROCEDURE,
MAIN BEARING . . . . . . . . . . . . . . . . . . . . . . 9-159
CLEARANCE LAMP - INSTALLATION . . . . . . . 8L-7
CLEARANCE LAMP - REMOVAL . . . . . . . . . . 8L-7
CLOCKSPRING - DESCRIPTION . . . . . . . . . 8O-10
CLOCKSPRING - INSTALLATION . . . . . . . . . 8O-13
CLOCKSPRING - OPERATION . . . . . . . . . . . 8O-10
CLOCKSPRING - REMOVAL . . . . . . . . . . . . 8O-12
CLOCKSPRING CENTERING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 8O-11
CLOSURE PANEL TRIM - INSTALLATION,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
CLOSURE PANEL TRIM - REMOVAL,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-120
CLUB/QUAD CAB - INSTALLATION . . . . . . . 8O-20
CLUB/QUAD CAB - REMOVAL . . . . . . . . . . . 8O-19
CLUSTER - ASSEMBLY, INSTRUMENT . . . . 8J-12
CLUSTER - DESCRIPTION, INSTRUMENT . . . 8J-2
CLUSTER - DIAGNOSIS AND TESTING,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . 8J-6
CLUSTER - DISASSEMBLY, INSTRUMENT . . 8J-10
CLUSTER - INSTALLATION, INSTRUMENT . 8J-13
CLUSTER - OPERATION, INSTRUMENT . . . . . 8J-3
CLUSTER - REMOVAL, INSTRUMENT . . . . . . 8J-10
CLUSTER BEZEL - INSTALLATION . . . . . . . 23-108
CLUSTER BEZEL - REMOVAL . . . . . . . . . . 23-108
CLUTCH - 5.9L DIESEL - DESCRIPTION,
FAN DRIVE VISCOUS . . . . . . . . . . . . . . . . . . . 7-56
CLUTCH - 5.9L DIESEL - OPERATION,
FAN DRIVE VISCOUS . . . . . . . . . . . . . . . . . . . 7-56
CLUTCH - 5.9L/8.0L - DESCRIPTION,
FAN DRIVE VISCOUS . . . . . . . . . . . . . . . . . . . 7-55
CLUTCH - 5.9L/8.0L - OPERATION, FAN
DRIVE VISCOUS . . . . . . . . . . . . . . . . . . . . . . 7-55
CLUTCH - ASSEMBLY, FRONT . . . . 21-162,21-333
CLUTCH - ASSEMBLY, REAR . . . . . 21-205,21-377
CLUTCH - CLEANING, REAR . . . . . 21-204,21-377
CLUTCH - DESCRIPTION . . . . . . . . . . . . . . . . . 6-1
CLUTCH - DESCRIPTION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-11
CLUTCH - DESCRIPTION, FRONT . 21-160,21-330
CLUTCH - DESCRIPTION, OVERDRIVE . . . 21-172,
21-343
CLUTCH - DESCRIPTION, REAR . . 21-203,21-375
CLUTCH - DIAGNOSIS AND TESTING . . . . . . . 6-2
CLUTCH - DISASSEMBLY, FRONT . 21-161,21-331
CLUTCH - DISASSEMBLY, REAR . . 21-204,21-376
CLUTCH - INSPECTION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-15
CLUTCH - INSPECTION, FRONT . . 21-162,21-332
CLUTCH - INSPECTION, REAR . . . 21-204,21-377
CLUTCH - INSTALLATION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-15
CLUTCH - OPERATION . . . . . . . . . . . . . . . . . . 6-2
CLUTCH - OPERATION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-13
CLUTCH - OPERATION, FRONT . . . 21-160,21-330
CLUTCH - OPERATION, OVERDRIVE . . . . 21-172,
21-343
CLUTCH - OPERATION, REAR . . . . 21-203,21-375
CLUTCH - REMOVAL, A/C COMPRESSOR . . 24-13
CLUTCH - SPECIFICATIONS . . . . . . . . . . . . . . . 6-7
CLUTCH - WARNING . . . . . . . . . . . . . . . . . . . . 6-2
CLUTCH AND BAND OPERATION DIAGNOSIS AND TESTING, AIR
TESTING TRANSMISSION . . . . . . . 21-100,21-272
CLUTCH BREAK-IN - STANDARD
PROCEDURE, A/C COMPRESSOR . . . . . . . . 24-13
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - ASSEMBLY,
OVERRUNNING . . . . . . . . . . . . . . . 21-193,21-364
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - CLEANING, OVERRUNNING . 21-192,
21-364
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - DESCRIPTION,
OVERRUNNING . . . . . . . . . . . . . . . 21-192,21-363
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - DISASSEMBLY,
OVERRUNNING . . . . . . . . . . . . . . . 21-192,21-364
INDEX
BR/BE
Description
Group-Page
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - INSPECTION,
OVERRUNNING . . . . . . . . . . . . . . . 21-193,21-364
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - OPERATION,
OVERRUNNING . . . . . . . . . . . . . . . 21-192,21-363
CLUTCH COIL - DIAGNOSIS AND
TESTING, A/C COMPRESSOR . . . . . . . . . . . 24-13
CLUTCH DISC - INSTALLATION . . . . . . . . . . . . 6-8
CLUTCH DISC - REMOVAL . . . . . . . . . . . . . . . 6-7
CLUTCH HOUSING - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
CLUTCH HOUSING - INSTALLATION . . . . . . . 6-11
CLUTCH HOUSING - REMOVAL . . . . . . . . . . . 6-11
CLUTCH PEDAL - INSTALLATION . . . . . . . . . 6-15
CLUTCH PEDAL - REMOVAL . . . . . . . . . . . . . 6-15
CLUTCH PEDAL POSITION SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 6-17
CLUTCH PEDAL POSITION SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
CLUTCH RELAY - DESCRIPTION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-17
CLUTCH RELAY - DIAGNOSIS AND
TESTING, A/C COMPRESSOR . . . . . . . . . . . 24-17
CLUTCH RELAY - INSTALLATION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-18
CLUTCH RELAY - OPERATION, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-17
CLUTCH RELAY - REMOVAL, A/C
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . 24-18
CLUTCH RELEASE BEARING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 6-12
CLUTCH RELEASE BEARING - REMOVAL . . . 6-12
COAT FINISH - DESCRIPTION, BASE
COAT/CLEAR . . . . . . . . . . . . . . . . . . . . . . . 23-129
COAT FINISH - OPERATION, BASE
COAT/CLEAR . . . . . . . . . . . . . . . . . . . . . . . 23-129
COAT HOOK - INSTALLATION . . . . . . . . . . 23-125
COAT HOOK - REMOVAL . . . . . . . . . . . . . . 23-124
COAT/CLEAR COAT FINISH DESCRIPTION, BASE . . . . . . . . . . . . . . . . . 23-129
COAT/CLEAR COAT FINISH - OPERATION,
BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-129
CODE - DESCRIPTION, PAINT . . . . . . . . . . 23-129
CODE PLATE - DESCRIPTION, BODY . . . . Intro.-4
CODES - DESCRIPTION, DIAGNOSTIC
TROUBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-2
CODES, SPECIFICATIONS - 2002 BR/BE
PAINT COLOR . . . . . . . . . . . . . . . . . . . . . . 23-129
COIL - DIAGNOSIS AND TESTING, A/C
COMPRESSOR CLUTCH . . . . . . . . . . . . . . . 24-13
COIL RESISTANCE, 5.9L ENGINES IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
COIL RESISTANCE, 8.0L V-10 ENGINE IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-4
COLOR CODES, SPECIFICATIONS - 2002
BR/BE PAINT . . . . . . . . . . . . . . . . . . . . . . . 23-129
COLUMN - DESCRIPTION . . . . . . . . . . . . . . . 19-6
COLUMN OPENING COVER INSTALLATION, STEERING . . . . . . . . . . . . 23-114
COLUMN OPENING COVER - REMOVAL,
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . 23-113
COMBINATION FLASHER - DESCRIPTION . . . 8L-7
COMBINATION FLASHER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
COMBINATION FLASHER - OPERATION . . . . 8L-7
COMBINATION FLASHER - REMOVAL . . . . . . 8L-8
COMBINATION VALVE - DESCRIPTION . . . . . . 5-8
COMBINATION VALVE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
COMBINATION VALVE - INSTALLATION . . . . . . 5-9
COMBINATION VALVE - OPERATION . . . . . . . . 5-9
COMBINATION VALVE - REMOVAL . . . . . . . . . 5-9
COMBUSTION PRESSURE LEAKAGE DIAGNOSIS AND TESTING, CYLINDER . . 9-64,9-9
COMPASS CALIBRATION - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 8M-4
COMPASS DEMAGNETIZING STANDARD PROCEDURE . . . . . . . . . . . . . . . 8M-5
COMPASS MINI-TRIP COMPUTER DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8M-10
COMPASS VARIATION ADJUSTMENT STANDARD PROCEDURE . . . . . . . . . . . . . . . 8M-4
COMPASS/MINI-TRIP COMPUTER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8M-9
COMPASS/MINI-TRIP COMPUTER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8M-11
Description
Group-Page
COMPASS/MINI-TRIP COMPUTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8M-9
COMPASS/MINI-TRIP COMPUTER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-11
COMPRESSION PRESSURE - DIAGNOSIS
AND TESTING, CYLINDER . . . . . . . . . . . . 9-64,9-9
COMPRESSOR - DESCRIPTION, A/C . . . . . . 24-46
COMPRESSOR - DIAGNOSIS AND
TESTING, A/C . . . . . . . . . . . . . . . . . . . . . . . 24-47
COMPRESSOR - INSTALLATION, A/C . . . . . 24-48
COMPRESSOR - OPERATION, A/C . . . . . . . . 24-46
COMPRESSOR - REMOVAL, A/C . . . . . . . . . 24-47
COMPRESSOR CLUTCH - DESCRIPTION,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-11
COMPRESSOR CLUTCH - INSPECTION,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-15
COMPRESSOR CLUTCH - INSTALLATION,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-15
COMPRESSOR CLUTCH - OPERATION,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-13
COMPRESSOR CLUTCH - REMOVAL, A/C . . 24-13
COMPRESSOR CLUTCH BREAK-IN STANDARD PROCEDURE, A/C . . . . . . . . . . . 24-13
COMPRESSOR CLUTCH COIL DIAGNOSIS AND TESTING, A/C . . . . . . . . . . 24-13
COMPRESSOR CLUTCH RELAY DESCRIPTION, A/C . . . . . . . . . . . . . . . . . . . 24-17
COMPRESSOR CLUTCH RELAY DIAGNOSIS AND TESTING, A/C . . . . . . . . . . 24-17
COMPRESSOR CLUTCH RELAY INSTALLATION, A/C . . . . . . . . . . . . . . . . . . . 24-18
COMPRESSOR CLUTCH RELAY OPERATION, A/C . . . . . . . . . . . . . . . . . . . . . 24-17
COMPRESSOR CLUTCH RELAY REMOVAL, A/C . . . . . . . . . . . . . . . . . . . . . . 24-18
COMPUTER - DESCRIPTION, COMPASS/
MINI-TRIP . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-9
COMPUTER - DIAGNOSIS AND TESTING,
COMPASS MINI-TRIP . . . . . . . . . . . . . . . . . 8M-10
COMPUTER - INSTALLATION, COMPASS/
MINI-TRIP . . . . . . . . . . . . . . . . . . . . . . . . . 8M-11
COMPUTER - OPERATION, COMPASS/
MINI-TRIP . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-9
COMPUTER - REMOVAL, COMPASS/
MINI-TRIP . . . . . . . . . . . . . . . . . . . . . . . . . 8M-11
CONDENSER - DESCRIPTION, A/C . . . . . . . 24-49
CONDENSER - INSTALLATION, A/C . . . . . . . 24-50
CONDENSER - OPERATION, A/C . . . . . . . . . 24-49
CONDENSER - REMOVAL, A/C . . . . . . . . . . 24-49
CONDITIONER - DESCRIPTION, HEATER
AND AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
CONDITIONER - OPERATION, HEATER
AND AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
CONDITIONING - INSTALLATION, WATER
PUMP BYPASS HOSE WITH AIR . . . . . . . . . . 7-76
CONDITIONING - INSTALLATION, WATER
PUMP BYPASS HOSE WITHOUT AIR . . . . . . 7-77
CONDITIONING - REMOVAL, WATER
PUMP BYPASS HOSE WITH AIR . . . . . . . . . . 7-73
CONDITIONING - REMOVAL, WATER
PUMP BYPASS HOSE WITHOUT AIR . . . . . . 7-76
CONDITIONS - DIAGNOSIS AND
TESTING, SPARK PLUG . . . . . . . . . . . . . . . . 8I-17
CONNECT FITTING - DESCRIPTION,
QUICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
CONNECTING ROD - CLEANING, PISTON . . 9-169,
9-39,9-94
CONNECTING ROD - DESCRIPTION,
PISTON . . . . . . . . . . . . . . . . . . . . 9-165,9-38,9-93
CONNECTING ROD - INSPECTION,
PISTON . . . . . . . . . . . . . . . . . . . . . . . . . 9-39,9-94
CONNECTING ROD - INSTALLATION,
PISTON . . . . . . . . . . . . . . . . . . . . . . . . . 9-39,9-94
CONNECTING ROD - REMOVAL, PISTON . . 9-168,
9-38,9-94
CONNECTING ROD BEARING AND
CRANKSHAFT JOURNAL CLEARANCE STANDARD PROCEDURE . . . . . . . . . . . . . . . 9-158
CONNECTING ROD BEARING FITTING STANDARD PROCEDURE . . . . . . . . . . . . 9-29,9-87
CONNECTING RODS, INSPECTION . . . . . . . 9-169
CONNECTOR - DESCRIPTION, DATA LINK . 8E-12
CONNECTOR - INSTALLATION . . . . . . . 8W-01-10
CONNECTOR - OPERATION, DATA LINK . . . 8E-12
CONNECTOR - REMOVAL . . . . . . . . . . . 8W-01-10
CONNECTOR, GROUND AND SPLICE
INFORMATION - DESCRIPTION . . . . . . . . 8W-01-6
Description
7
Group-Page
CONNECTOR/GROUND/SPLICE LOCATION
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . 8W-91-1
CONSOLE - DESCRIPTION, OVERHEAD . . . . 8M-1
CONSOLE - INSTALLATION, CENTER . . . . 23-122
CONSOLE - REMOVAL, CENTER . . . . . . . . 23-122
CONSOLE ASSEMBLY, ASSEMBLY OVERHEAD . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-8
CONSOLE DISASSEMBLY, DISASSEMBLY
- OVERHEAD . . . . . . . . . . . . . . . . . . . . . . . . 8M-7
CONSOLE INSTALLATION, INSTALLATION
- OVERHEAD . . . . . . . . . . . . . . . . . . . . . . . . 8M-8
CONSOLE LID - INSTALLATION, CENTER . 23-132
CONSOLE LID - REMOVAL, CENTER . . . . . 23-131
CONSOLE REMOVAL, REMOVAL OVERHEAD . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-6
CONSOLE SPECIAL TOOL, SPECIAL
TOOLS - OVERHEAD . . . . . . . . . . . . . . . . . . 8M-9
CONTAINER - 3.9L/5.2L/5.9L/5.9L DIESEL
- DESCRIPTION, COOLANT RECOVERY . . . . . 7-40
CONTAINER - 3.9L/5.2L/5.9L/5.9L DIESEL
- INSTALLATION, COOLANT RECOVERY . . . . 7-41
CONTAINER - 3.9L/5.2L/5.9L/5.9L DIESEL
- OPERATION, COOLANT RECOVERY . . . . . . 7-40
CONTAINER - 3.9L/5.2L/5.9L/5.9L DIESEL
- REMOVAL, COOLANT RECOVERY . . . . . . . . 7-40
CONTAINER - 8.0L - DESCRIPTION,
COOLANT RECOVERY . . . . . . . . . . . . . . . . . . 7-41
CONTAINER - 8.0L - OPERATION,
COOLANT RECOVERY . . . . . . . . . . . . . . . . . . 7-41
CONTAMINATION - DIAGNOSIS AND
TESTING, BRAKE FLUID . . . . . . . . . . . . . . . . 5-15
CONTAMINATION - DIAGNOSIS AND
TESTING, FLUID . . . . . . . . . . . . . . 21-157,21-327
CONTINUITY - STANDARD PROCEDURE,
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-9
CONTROL - DESCRIPTION, A/C-HEATER . . . 24-18
CONTROL - DIAGNOSIS AND TESTING,
A/C HEATER . . . . . . . . . . . . . . . . . . . . . . . . . 24-18
CONTROL - INSTALLATION, A/C-HEATER . . 24-19
CONTROL - OPERATION, A/C-HEATER . . . . 24-18
CONTROL - REMOVAL, A/C-HEATER . . . . . . 24-19
CONTROL ARM - INSTALLATION, LOWER . . 2-10,
2-20
CONTROL ARM - INSTALLATION, UPPER . . 2-13,
2-19
CONTROL ARM - REMOVAL, LOWER . . 2-10,2-20
CONTROL ARM - REMOVAL, UPPER . . 2-13,2-19
CONTROL CABLE - INSTALLATION,
THROTTLE . . . . . . . . . . . . . . . . . . . . 14-110,14-50
CONTROL CABLE - REMOVAL,
THROTTLE . . . . . . . . . . . . . . . . . . . . 14-109,14-49
CONTROL INFORMATION (VECI) DESCRIPTION, VEHICLE EMISSION . . . . . Intro.-3
CONTROL MODULE - DESCRIPTION,
AIRBAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-6
CONTROL MODULE - INSTALLATION,
AIRBAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-8
CONTROL MODULE - INSTALLATION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-14
CONTROL MODULE - OPERATION,
AIRBAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-6
CONTROL MODULE - REMOVAL, AIRBAG . . 8O-7
CONTROL MODULE - REMOVAL, ENGINE . . 8E-14
CONTROL MOTOR - DESCRIPTION, IDLE
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
CONTROL MOTOR - OPERATION, IDLE
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
CONTROL SERVO - DESCRIPTION,
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-6
CONTROL SERVO - OPERATION, SPEED . . . 8P-6
CONTROL SWITCH - DESCRIPTION,
LUMBAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
CONTROL SWITCH - OPERATION,
LUMBAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
CONTROL SWITCH - REMOVAL,
LUMBAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
CONTROL SYSTEM - DESCRIPTION,
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-1
CONTROL SYSTEM - OPERATION, SPEED . . 8P-2
CONTROL SYSTEM - TORQUE, SPEED . . . . . 8P-4
CONTROLLER ANTILOCK BRAKE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8E-11
CONTROLLER ANTILOCK BRAKE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8E-12
CONTROLLER ANTILOCK BRAKE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
CONTROLLER ANTILOCK BRAKE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
8
INDEX
Description
BR/BE
Group-Page
CONTROLS - DIAGNOSIS AND TESTING,
OVERDRIVE ELECTRICAL . . . . . . . 21-191,21-344
CONVERTER - 3.9L/5.2L/5.9L DESCRIPTION, CATALYTIC . . . . . . . . . . . . . . . 11-5
CONVERTER - 3.9L/5.2L/5.9L INSPECTION, CATALYTIC . . . . . . . . . . . . . . . . 11-6
CONVERTER - 3.9L/5.2L/5.9L INSTALLATION, CATALYTIC . . . . . . . . . . . . . . 11-6
CONVERTER - 3.9L/5.2L/5.9L OPERATION, CATALYTIC . . . . . . . . . . . . . . . . 11-5
CONVERTER - 3.9L/5.2L/5.9L REMOVAL, CATALYTIC . . . . . . . . . . . . . . . . . . 11-5
CONVERTER - 5.9L HD/8.0L DESCRIPTION, CATALYTIC . . . . . . . . . . . . . . . 11-6
CONVERTER - 5.9L HD/8.0L INSPECTION, CATALYTIC . . . . . . . . . . . . . . . . 11-6
CONVERTER - 5.9L HD/8.0L INSTALLATION, CATALYTIC . . . . . . . . . . . . . . 11-7
CONVERTER - 5.9L HD/8.0L OPERATION, CATALYTIC . . . . . . . . . . . . . . . . 11-6
CONVERTER - 5.9L HD/8.0L - REMOVAL,
CATALYTIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
CONVERTER - DESCRIPTION,
TORQUE . . . . . . . . . . . . . . . . . . . . . 21-212,21-384
CONVERTER - INSTALLATION,
TORQUE . . . . . . . . . . . . . . . . . . . . . 21-217,21-389
CONVERTER - OPERATION,
TORQUE . . . . . . . . . . . . . . . . . . . . . 21-215,21-388
CONVERTER - REMOVAL,
TORQUE . . . . . . . . . . . . . . . . . . . . . 21-216,21-389
CONVERTER DRAINBACK VALVE DESCRIPTION, TORQUE . . . . . . . . 21-217,21-390
CONVERTER DRAINBACK VALVE OPERATION, TORQUE
. . . . . . . . . . . . 21-217,21-390
CONVERTER DRAINBACK VALVE STANDARD PROCEDURE,
TORQUE . . . . . . . . . . . . . . . . . . . . . 21-217,21-390
CONVERTER HOUSING FLUID LEAK DIAGNOSIS AND TESTING . . . . . . 21-101,21-273
COOLANT - DESCRIPTION, ENGINE . . . . . . . 7-39
COOLANT - DESCRIPTION, ENGINE . . . . . . . . 0-3
COOLANT - OPERATION . . . . . . . . . . . . . . . . 7-40
COOLANT - STANDARD PROCEDURE,
ADDING ADDITIONAL . . . . . . . . . . . . . . . . . . 7-16
COOLANT FLOW - DIAGNOSIS AND
TESTING, RADIATOR . . . . . . . . . . . 7-58,7-60,7-62
COOLANT LEVEL CHECK - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
COOLANT RECOVERY CONTAINER 3.9L/5.2L/5.9L/5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-40
COOLANT RECOVERY CONTAINER 3.9L/5.2L/5.9L/5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-41
COOLANT RECOVERY CONTAINER 3.9L/5.2L/5.9L/5.9L DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
COOLANT RECOVERY CONTAINER 3.9L/5.2L/5.9L/5.9L DIESEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
COOLANT RECOVERY CONTAINER - 8.0L
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 7-41
COOLANT RECOVERY CONTAINER - 8.0L
- OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
COOLANT SELECTION - ADDITIVES STANDARD PROCEDURE . . . . . . . . . . . . . . . . 7-17
COOLANT TEMP SENSOR - 5.9L DESCRIPTION, ENGINE . . . . . . . . . . . . . . . . . 7-47
COOLANT TEMP SENSOR - 5.9L INSTALLATION, ENGINE . . . . . . . . . . . . . . . . 7-47
COOLANT TEMP SENSOR - 5.9L OPERATION, ENGINE . . . . . . . . . . . . . . . . . . . 7-47
COOLANT TEMP SENSOR - 5.9L REMOVAL, ENGINE . . . . . . . . . . . . . . . . . . . . 7-47
COOLANT THERMOSTAT - 5.9L DESCRIPTION, ENGINE . . . . . . . . . . . . . . . . . 7-48
COOLANT THERMOSTAT - 5.9L INSTALLATION, ENGINE . . . . . . . . . . . . . . . . 7-49
COOLANT THERMOSTAT - 5.9L OPERATION, ENGINE . . . . . . . . . . . . . . . . . . . 7-48
COOLANT THERMOSTAT - 5.9L REMOVAL, ENGINE . . . . . . . . . . . . . . . . . . . . 7-48
COOLANT THERMOSTAT - 5.9L DIESEL DESCRIPTION, ENGINE . . . . . . . . . . . . . . . . . 7-53
COOLANT THERMOSTAT - 5.9L DIESEL INSTALLATION, ENGINE . . . . . . . . . . . . . . . . 7-54
COOLANT THERMOSTAT - 5.9L DIESEL OPERATION, ENGINE . . . . . . . . . . . . . . . . . . . 7-53
Description
Group-Page
COOLANT THERMOSTAT - 5.9L DIESEL REMOVAL, ENGINE . . . . . . . . . . . . . . . . . . . . 7-54
COOLANT THERMOSTAT - 8.0L DESCRIPTION, ENGINE . . . . . . . . . . . . . . . . . 7-51
COOLANT THERMOSTAT - 8.0L INSTALLATION, ENGINE . . . . . . . . . . . . . . . . 7-52
COOLANT THERMOSTAT - 8.0L OPERATION, ENGINE . . . . . . . . . . . . . . . . . . . 7-51
COOLANT THERMOSTAT - 8.0L REMOVAL, ENGINE . . . . . . . . . . . . . . . . . . . . 7-51
COOLER - 5.9L - DESCRIPTION, TRANS . . . . 7-78
COOLER - 5.9L - OPERATION, TRANS . . . . . 7-78
COOLER - 5.9L DIESEL - DESCRIPTION,
TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
COOLER - 5.9L DIESEL - OPERATION,
TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
COOLER - 8.0L - DESCRIPTION, TRANS . . . . 7-81
COOLER - 8.0L - OPERATION, TRANS . . . . . 7-81
COOLER - INSTALLATION, AIR TO OIL . . . . . 7-87
COOLER & LINES - CLEANING AND
INSPECTION, OIL . . . . . . . . . . . . . . . . . . . . . 9-179
COOLER - REMOVAL, AIR TO OIL . . . . . . . . . 7-86
COOLER - REMOVAL, WATER TO OIL . . . . . . 7-86
COOLER - STANDARD PROCEDURE,
FLUSHING COOLERS AND TUBES WITH RADIATOR IN-TANK
TRANSMISSION OIL . . . . . . . . . . . 7-78,7-82,7-84
COOLER - STANDARD PROCEDURE,
FLUSHING COOLERS AND TUBES WITHOUT RADIATOR IN-TANK
TRANSMISSION OIL . . . . . . . . . . . 7-79,7-82,7-85
COOLER AND PLUMBING - CLEANING,
CHARGE AIR
. . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
COOLER AND PLUMBING DESCRIPTION, CHARGE AIR . . . . . . . . . . . . 11-18
COOLER AND PLUMBING - INSPECTION,
CHARGE AIR . . . . . . . . . . . . . . . . . . . . . . . . 11-19
COOLER AND PLUMBING INSTALLATION, CHARGE AIR . . . . . . . . . . . 11-20
COOLER AND PLUMBING - OPERATION,
CHARGE AIR . . . . . . . . . . . . . . . . . . . . . . . . 11-18
COOLER AND PLUMBING - REMOVAL,
CHARGE AIR . . . . . . . . . . . . . . . . . . . . . . . . 11-18
COOLER SYSTEM - LEAKS - DIAGNOSIS
AND TESTING, CHARGE AIR . . . . . . . . . . . . 11-18
COOLERS AND TUBES - WITH
RADIATOR IN-TANK TRANSMISSION
OIL COOLER - STANDARD
PROCEDURE, FLUSHING . . . . . . . . 7-78,7-82,7-84
COOLERS AND TUBES - WITHOUT
RADIATOR IN-TANK TRANSMISSION
OIL COOLER - STANDARD
PROCEDURE, FLUSHING . . . . . . . . 7-79,7-82,7-85
COOLING, SPECIAL TOOLS . . . . . . . . . . . . . . 7-18
COOLING SYSTEM - OPERATION . . . . . . . . . . 7-4
COOLING SYSTEM 5.9L DIESEL ENGINE
- STANDARD PROCEDURE, DRAINING . . . . . 7-15
COOLING SYSTEM 5.9L DIESEL ENGINE
- STANDARD PROCEDURE, REFILLING . . . . . 7-16
COOLING SYSTEM 5.9L/8.0L ENGINES STANDARD PROCEDURE, DRAINING . . . . . . 7-15
COOLING SYSTEM 5.9L/8.0L ENGINES STANDARD PROCEDURE, REFILLING . . . . . . 7-16
COOLING SYSTEM CLEANING/REVERSE
FLUSHING - STANDARD PROCEDURE . . . . . 7-17
COOLING SYSTEM DIESEL ENGINE DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 7-13
COOLING SYSTEM FLOW - 5.9L DIESEL
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-2
COOLING SYSTEM FLOW - 5.9L ENGINE
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-1
COOLING SYSTEM GAS ENGINE DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 7-7
COOLING SYSTEM LEAKS - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
COOLING SYSTEM REQUIREMENTS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 24-1
CORE - DESCRIPTION, HEATER . . . . . . . . . 24-56
CORE - INSTALLATION, HEATER . . . . . . . . . 24-56
CORE - OPERATION, HEATER . . . . . . . . . . . 24-56
CORE - REMOVAL, HEATER . . . . . . . . . . . . 24-56
CORE GROUND STRAP - INSTALLATION,
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
CORE GROUND STRAP - REMOVAL,
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
CORNER SEAL - INSTALLATION, FRONT
DOOR UPPER . . . . . . . . . . . . . . . . . . . . . . 23-154
Description
Group-Page
CORNER SEAL - REMOVAL, FRONT
DOOR UPPER . . . . . . . . . . . . . . . . . . . . . . 23-153
COUPLERS - DESCRIPTION, A/C LINE . . . . 24-40
COUPLERS - OPERATION, A/C LINE . . . . . . 24-41
COUPLERS - STANDARD PROCEDURE,
A/C LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-44
COVER - INSTALLATION, CENTER SEAT
ARMREST/LATCH . . . . . . . . . . . . . . . . . . . 23-132
COVER - INSTALLATION, COWL TRIM . . . 23-120
COVER - INSTALLATION, GEAR HOUSING . 9-190
COVER - INSTALLATION, INSTRUMENT
PANEL TOP . . . . . . . . . . . . . . . . . . . . . . . . 23-113
COVER - INSTALLATION, SEAT BACK . . . . 23-137
COVER - INSTALLATION, SEAT CUSHION . 23-139
COVER - INSTALLATION, STANCHION . . . . 23-143
COVER - INSTALLATION, STEERING
COLUMN OPENING . . . . . . . . . . . . . . . . . . 23-114
COVER - NV4500 - INSTALLATION, SHIFT . 21-45
COVER - NV4500 - REMOVAL, SHIFT . . . . . 21-45
COVER - NV5600 - INSTALLATION, SHIFT . 21-86
COVER - NV5600 - REMOVAL, SHIFT . . . . . 21-86
COVER - REMOVAL, CENTER SEAT
ARMREST/LATCH . . . . . . . . . . . . . . . . . . . 23-132
COVER - REMOVAL, COWL TRIM . . . . . . . 23-119
COVER - REMOVAL, GEAR HOUSING . . . . . 9-189
COVER - REMOVAL, INSTRUMENT
PANEL TOP . . . . . . . . . . . . . . . . . . . . . . . . 23-113
COVER - REMOVAL, SEAT BACK . . . . . . . . 23-137
COVER - REMOVAL, SEAT CUSHION . . . . . . 23-139
COVER - REMOVAL, STANCHION . . . . . . . 23-143
COVER - REMOVAL, STEERING COLUMN
OPENING . . . . . . . . . . . . . . . . . . . . . . . . . . 23-113
COVER - REMOVAL, WHEEL . . . . . . . . . . . . 22-12
COVER - SPLIT BENCH - INSTALLATION,
SEAT BACK . . . . . . . . . . . . . . . . . . . . . . . . 23-137
COVER - SPLIT BENCH - INSTALLATION,
SEAT CUSHION . . . . . . . . . . . . . . . . . . . . . 23-140
COVER - SPLIT BENCH - REMOVAL,
SEAT BACK . . . . . . . . . . . . . . . . . . . . . . . . 23-137
COVER - SPLIT BENCH - REMOVAL,
SEAT CUSHION . . . . . . . . . . . . . . . . . . . . . 23-139
COVER GASKET - DESCRIPTION,
CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . 9-20
COVER GASKET - OPERATION,
CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . 9-21
COVER INSTALLED - INSTALLATION,
FRONT OIL SEAL - FRONT . . . . . . . . . . . . . . 9-89
COVER INSTALLED - REMOVAL, FRONT
OIL SEAL - FRONT . . . . . . . . . . . . . . . . . . . . 9-89
COVER REMOVED - INSTALLATION,
FRONT OIL SEAL - FRONT . . . . . . . . . . . . . . 9-90
COVER REMOVED - REMOVAL, FRONT
OIL SEAL - FRONT . . . . . . . . . . . . . . . . . . . . 9-89
COVER(S) - CLEANING, CYLINDER HEAD . 9-137,
9-23,9-79
COVER(S) - DESCRIPTION, CYLINDER
HEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-78
COVER(S) - INSPECTION, CYLINDER
HEAD . . . . . . . . . . . . . . . . . . . . . . 9-138,9-23,9-79
COVER(S) - INSTALLATION, CYLINDER
HEAD . . . . . . . . . . . . . . . . . . . . . . 9-138,9-23,9-79
COVER(S) - INSTALLATION, TIMING
BELT / CHAIN . . . . . . . . . . . . . . . . . . . 9-110,9-54
COVER(S) - REMOVAL, CYLINDER HEAD . 9-137,
9-23,9-78
COVER(S) - REMOVAL, TIMING BELT /
CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . 9-110,9-53
COWL GRILLE - INSTALLATION . . . . . . . . . 23-90
COWL GRILLE - REMOVAL . . . . . . . . . . . . . 23-90
COWL TRIM COVER - INSTALLATION . . . . 23-120
COWL TRIM COVER - REMOVAL . . . . . . . 23-119
COWL WEATHERSTRIP - INSTALLATION . 23-152
COWL WEATHERSTRIP - REMOVAL . . . . . 23-152
C-PILLAR TRIM - INSTALLATION . . . . . . . 23-128
C-PILLAR TRIM - REMOVAL . . . . . . . . . . . 23-128
CRANKCASE BREATHER VAPOR
CANISTER - INSTALLATION . . . . . . . . . . . . . 9-126
CRANKCASE BREATHER VAPOR
CANISTER - REMOVAL . . . . . . . . . . . . . . . . 9-125
CRANKSHAFT - DESCRIPTION . . . . . . 9-159,9-29
CRANKSHAFT - INSTALLATION . . . . . . . 9-30,9-88
CRANKSHAFT - OPERATION . . . . . . . . . . . . . 9-29
CRANKSHAFT - REMOVAL . . . . . . . . . . 9-30,9-87
CRANKSHAFT JOURNAL CLEARANCE STANDARD PROCEDURE, CONNECTING
ROD BEARING . . . . . . . . . . . . . . . . . . . . . . . 9-158
CRANKSHAFT MAIN BEARING FITTING STANDARD PROCEDURE . . . . . . . . . . . . . . . . 9-31
INDEX
BR/BE
Description
Group-Page
CRANKSHAFT MAIN BEARINGS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 9-31
CRANKSHAFT MAIN BEARINGS INSTALLATION . . . . . . . . . . . . . . . . . . . . 9-32,9-88
CRANKSHAFT MAIN BEARINGS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
CRANKSHAFT MAIN BEARINGS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 9-31,9-88
CRANKSHAFT MAIN BEARINGS STANDARD PROCEDURE, FITTING . . . . . . . . 9-88
CRANKSHAFT OIL SEAL - FRONT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 9-32
CRANKSHAFT OIL SEAL - FRONT INSTALLATION . . . . . . . . . . . . . . . . . . . 9-160,9-32
CRANKSHAFT OIL SEAL - FRONT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
CRANKSHAFT OIL SEAL - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . 9-160,9-32
CRANKSHAFT OIL SEAL - REAR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 9-33
CRANKSHAFT OIL SEAL - REAR INSTALLATION . . . . . . . . . . . . . . . 9-162,9-34,9-90
CRANKSHAFT OIL SEAL - REAR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
CRANKSHAFT OIL SEAL - REAR REMOVAL . . . . . . . . . . . . . . . . . . 9-161,9-33,9-90
CRANKSHAFT REAR OIL SEAL RETAINER
- INSTALLATION . . . . . . . . . . . . . . . . . 9-163,9-90
CRANKSHAFT REAR OIL SEAL RETAINER
- REMOVAL . . . . . . . . . . . . . . . . . . . . . 9-162,9-90
CROSSHEADS - CLEANING . . . . . . . . . . . . . 9-134
CROSSHEADS - INSPECTION . . . . . . . . . . . 9-135
CRUISE INDICATOR - DESCRIPTION . . . . . . . 8J-18
CRUISE INDICATOR - OPERATION . . . . . . . 8J-18
CUBBY BIN - INSTALLATION . . . . . . . . . . . 23-109
CUBBY BIN - REMOVAL . . . . . . . . . . . . . . 23-108
CUP HOLDER - INSTALLATION . . . . . . . . . 23-110
CUP HOLDER - REMOVAL . . . . . . . . . . . . . 23-109
CUSHION - INSTALLATION, SEAT . . . . . . . 23-138
CUSHION - REMOVAL, SEAT . . . . . . . . . . . 23-138
CUSHION COVER - INSTALLATION, SEAT . 23-139
CUSHION COVER - REMOVAL, SEAT . . . . . 23-139
CUSHION COVER - SPLIT BENCH INSTALLATION, SEAT . . . . . . . . . . . . . . . . . 23-140
CUSHION COVER - SPLIT BENCH REMOVAL, SEAT . . . . . . . . . . . . . . . . . . . . 23-139
CYLINDER - DESCRIPTION, MASTER . . . . . . 5-26
CYLINDER - DIAGNOSIS AND TESTING,
IGNITION SWITCH AND KEY LOCK . . . . . . . . 19-9
CYLINDER - INSTALLATION, LOCK . . . . . . . 23-74
CYLINDER - INSTALLATION, LOCK . . . . . . . 19-10
CYLINDER - INSTALLATION, MASTER . . . . . 5-28
CYLINDER - OPERATION, MASTER . . . . . . . . 5-26
CYLINDER - REMOVAL, LOCK . . . . . . . . . . . 23-74
CYLINDER - REMOVAL, LOCK . . . . . . . . . . . 19-10
CYLINDER - REMOVAL, MASTER . . . . . . . . . 5-27
CYLINDER BLEEDING - STANDARD
PROCEDURE, MASTER . . . . . . . . . . . . . . . . . 5-27
CYLINDER BLOCK REFACING STANDARD PROCEDURE . . . . . . . . . . . . . . . 9-148
CYLINDER BORE - DE-GLAZE STANDARD PROCEDURE . . . . . . . . . . . . . . . 9-148
CYLINDER BORE HONING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . 9-11,9-65
CYLINDER BORE REPAIR - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-149
CYLINDER COMBUSTION PRESSURE
LEAKAGE - DIAGNOSIS AND TESTING . . 9-64,9-9
CYLINDER COMPRESSION PRESSURE DIAGNOSIS AND TESTING . . . . . . . . . . . 9-64,9-9
CYLINDER HEAD - CLEANING . . . . . . . 9-134,9-77
CYLINDER HEAD - DESCRIPTION . . . 9-130,9-20,
9-76
CYLINDER HEAD - INSPECTION . . . . . 9-134,9-77
CYLINDER HEAD - INSTALLATION . . . . . . . . 9-77
CYLINDER HEAD - OPERATION . . . . . . . . . . . 9-21
CYLINDER HEAD - REMOVAL . . . . . . . 9-130,9-76
CYLINDER HEAD COVER GASKET DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 9-20
CYLINDER HEAD COVER GASKET OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
CYLINDER HEAD COVER(S) - CLEANING . . 9-137,
9-23,9-79
CYLINDER HEAD COVER(S) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 9-78
CYLINDER HEAD COVER(S) INSPECTION . . . . . . . . . . . . . . . . 9-138,9-23,9-79
Description
Group-Page
CYLINDER HEAD COVER(S) INSTALLATION . . . . . . . . . . . . . . . 9-138,9-23,9-79
CYLINDER HEAD COVER(S) - REMOVAL . . 9-137,
9-23,9-78
CYLINDER HEAD GASKET FAILURE DIAGNOSIS AND TESTING . . . . . . . . . . 9-21,9-76
CYLINDER LOCK SWITCH DESCRIPTION, DOOR . . . . . . . . . . . . . . . . . . 8N-5
CYLINDER LOCK SWITCH - DIAGNOSIS
AND TESTING, DOOR . . . . . . . . . . . . . . . . . . 8N-6
CYLINDER LOCK SWITCH INSTALLATION, DOOR . . . . . . . . . . . . . . . . . 8N-6
CYLINDER LOCK SWITCH - OPERATION,
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
CYLINDER LOCK SWITCH - REMOVAL,
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-6
CYLINDER/POWER BOOSTER DIAGNOSIS AND TESTING, MASTER . . . . . . 5-26
DAM - INSTALLATION, FRONT AIR . . . . . . . . 13-2
DAM - REMOVAL, FRONT AIR . . . . . . . . . . . 13-2
DAMAGED OR WORN THREADS STANDARD PROCEDURE,
REPAIR . . . . . . . . . . . . . . . . . . . . 9-11,9-122,9-66
DAMPER - INSPECTION, VIBRATION . . . . . 9-172
DAMPER - INSTALLATION,
VIBRATION . . . . . . . . . . . . . . . . . 9-173,9-40,9-97
DAMPER - REMOVAL, VIBRATION . . . 9-172,9-40,
9-96
DANA 44 & 60 - REMOVAL . . . . . . . . . . . . . . 2-19
DANA 44 AXLE - INSTALLATION . . . . . . 2-20,2-21
DANA 44 AXLE - REMOVAL . . . . . . . . . . . . . 2-21
DANA 60 AXLE - INSTALLATION . . . . . . . 2-20,2-22
DANA 60 AXLE - REMOVAL . . . . . . . . . . . . . 2-21
DATA BUS - DESCRIPTION, CCD . . . . . . . . . . 8E-6
DATA BUS - DIAGNOSIS AND TESTING,
CCD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-11
DATA BUS - OPERATION, CCD . . . . . . . . . . . 8E-7
DATA LINK CONNECTOR - DESCRIPTION . . 8E-12
DATA LINK CONNECTOR - OPERATION . . . . 8E-12
DATA PLATE - DESCRIPTION, ENGINE . . . . 9-129
DATA PLATE, SPECIFICATIONS - FUEL
INJECTION PUMP . . . . . . . . . . . . . . . . . . . . 14-77
DAY / NIGHT MIRROR - DESCRIPTION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . 8N-11
DAY / NIGHT MIRROR - INSTALLATION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
DAY / NIGHT MIRROR - OPERATION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . 8N-12
DAY / NIGHT MIRROR - REMOVAL,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
DAY/NIGHT MIRROR - DIAGNOSIS AND
TESTING, AUTOMATIC . . . . . . . . . . . . . . . . 8N-12
DAYTIME RUNNING LAMP MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
DAYTIME RUNNING LAMP MODULE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
DAYTIME RUNNING LAMP MODULE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
DAYTIME RUNNING LAMP MODULE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
DECALS - INSTALLATION . . . . . . . . . . . . . . 23-64
DECALS - INSTALLATION, BODY
STRIPES . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-87
DECALS - REMOVAL . . . . . . . . . . . . . . . . . . 23-64
DECALS - REMOVAL, BODY STRIPES . . . . . 23-87
DEFINITION - DESCRIPTION, TRIP . . . . . . . 25-19
DEFROSTER AND DEMISTER DUCT
ADAPTER - INSTALLATION . . . . . . . . . . . . . 24-33
DEFROSTER AND DEMISTER DUCT
ADAPTER - REMOVAL . . . . . . . . . . . . . . . . . 24-33
DEFROSTER AND DEMISTER DUCTS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-33
DEFROSTER AND DEMISTER DUCTS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-33
DE-GLAZE - STANDARD PROCEDURE,
CYLINDER BORE . . . . . . . . . . . . . . . . . . . . . 9-148
DELIVERY - SPECIFICATIONS, TORQUE FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
DELIVERY SYSTEM - DESCRIPTION,
DIESEL FUEL . . . . . . . . . . . . . . . . . . . . . . . . 14-55
DELIVERY SYSTEM - DESCRIPTION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
DELIVERY SYSTEM - OPERATION, FUEL . . . 14-2
DEMAGNETIZING - STANDARD
PROCEDURE, COMPASS . . . . . . . . . . . . . . . 8M-5
DEMISTER DUCT ADAPTER INSTALLATION, DEFROSTER . . . . . . . . . . . . 24-33
Description
9
Group-Page
DEMISTER DUCT ADAPTER - REMOVAL,
DEFROSTER . . . . . . . . . . . . . . . . . . . . . . . . . 24-33
DEMISTER DUCTS - INSTALLATION,
DEFROSTER . . . . . . . . . . . . . . . . . . . . . . . . . 24-33
DEMISTER DUCTS - INSTALLATION,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 24-36
DEMISTER DUCTS - REMOVAL,
DEFROSTER . . . . . . . . . . . . . . . . . . . . . . . . . 24-33
DEMISTER DUCTS - REMOVAL,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 24-36
DEMISTER GRILLES - INSTALLATION . . . . . 24-31
DEMISTER GRILLES - REMOVAL . . . . . . . . 24-31
DEPLOYMENT - STANDARD
PROCEDURE, SERVICE AFTER AN
AIRBAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-4
DETECTION PUMP - DESCRIPTION, LEAK . 25-34
DETECTION PUMP - INSTALLATION,
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-34
DETECTION PUMP - OPERATION, LEAK . . . 25-34
DETECTION PUMP - REMOVAL, LEAK . . . . 25-34
DIAGRAMS - DESCRIPTION, HOW TO
USE WIRING . . . . . . . . . . . . . . . . . . . . . . 8W-01-1
DIAGRAMS - HYDRAULIC SCHEMATICS,
SCHEMATICS . . . . . . . . . . . . . . . . . 21-132,21-302
DIESEL - CLEANING, RADIATOR - 5.9L . . . . 7-64
DIESEL - CLEANING, RADIATOR FAN 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
DIESEL - CLEANING, WATER PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
DIESEL - DESCRIPTION . . . . . . . . . . . . . . . . 25-1
DIESEL - DESCRIPTION . . . . . . . . 14-106,14-108
DIESEL - DESCRIPTION . . . . . . . . . . . . . . . . . 8I-6
DIESEL - DESCRIPTION, 5.9L . . . . . . . . . . . . 11-3
DIESEL - DESCRIPTION, BELT
TENSIONERS - 5.9L . . . . . . . . . . . . . . . . . . . 7-23
DIESEL - DESCRIPTION, COOLANT
RECOVERY CONTAINER - 3.9L/5.2L/
5.9L/5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
DIESEL - DESCRIPTION, COOLING
SYSTEM FLOW - 5.9L . . . . . . . . . . . . . . . . . . . 7-2
DIESEL - DESCRIPTION, ENGINE 5.9L . . . . 9-115
DIESEL - DESCRIPTION, ENGINE BLOCK
HEATER - 5.9L . . . . . . . . . . . . . . . . . . . . . . . . 7-46
DIESEL - DESCRIPTION, ENGINE
COOLANT THERMOSTAT - 5.9L . . . . . . . . . . . 7-53
DIESEL - DESCRIPTION, FAN DRIVE
VISCOUS CLUTCH - 5.9L . . . . . . . . . . . . . . . 7-56
DIESEL - DESCRIPTION, RADIATOR 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
DIESEL - DESCRIPTION, TRANS COOLER
- 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
DIESEL - DESCRIPTION, VACUUM PUMP
- 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
DIESEL - DESCRIPTION, WATER PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
DIESEL - FUEL INJECTOR FIRING ORDER . 14-62
DIESEL - INSPECTION, EXHAUST PIPE 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
DIESEL - INSPECTION, RADIATOR - 5.9L . . . 7-64
DIESEL - INSPECTION, RADIATOR FAN 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
DIESEL - INSPECTION, TAILPIPE - 5.9L . . . 11-12
DIESEL - INSPECTION, WATER PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
DIESEL - INSTALLATION . . . . . . . . . . . . . . 14-107
DIESEL - INSTALLATION . . . . . . . . . . . . . . . . 8I-9
DIESEL - INSTALLATION, BELT
TENSIONERS - 5.9L . . . . . . . . . . . . . . . . . . . 7-23
DIESEL - INSTALLATION, COOLANT
RECOVERY CONTAINER - 3.9L/5.2L/
5.9L/5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
DIESEL - INSTALLATION, DRIVE BELTS 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
DIESEL - INSTALLATION, ENGINE BLOCK
HEATER - 5.9L . . . . . . . . . . . . . . . . . . . . . . . . 7-46
DIESEL - INSTALLATION, ENGINE
COOLANT THERMOSTAT - 5.9L . . . . . . . . . . . 7-54
DIESEL - INSTALLATION, EXHAUST PIPE
- 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
DIESEL - INSTALLATION, MUFFLER 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
DIESEL - INSTALLATION, RADIATOR 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
DIESEL - INSTALLATION, RADIATOR FAN
- 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
DIESEL - INSTALLATION, TAILPIPE - 5.9L . 11-13
DIESEL - INSTALLATION, VACUUM
PUMP - 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
10
INDEX
Description
BR/BE
Group-Page
DIESEL - INSTALLATION, WATER PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
DIESEL - OPERATION . . . . . . . . . . . . . . . . . 8E-18
DIESEL - OPERATION . . . . . . . . . . . . . . . . . 25-20
DIESEL - OPERATION . . . . . . . . . . 14-106,14-108
DIESEL - OPERATION . . . . . . . . . . . . . . . . . . . 8I-6
DIESEL - OPERATION, BELT
TENSIONERS - 5.9L . . . . . . . . . . . . . . . . . . . 7-23
DIESEL - OPERATION, COOLANT
RECOVERY CONTAINER - 3.9L/5.2L/
5.9L/5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
DIESEL - OPERATION, ENGINE BLOCK
HEATER - 5.9L . . . . . . . . . . . . . . . . . . . . . . . . 7-46
DIESEL - OPERATION, ENGINE COOLANT
THERMOSTAT - 5.9L . . . . . . . . . . . . . . . . . . . 7-53
DIESEL - OPERATION, FAN DRIVE
VISCOUS CLUTCH - 5.9L . . . . . . . . . . . . . . . 7-56
DIESEL - OPERATION, NON-MONITORED
CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-24
DIESEL - OPERATION, RADIATOR - 5.9L . . . 7-62
DIESEL - OPERATION, TRANS COOLER 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
DIESEL - OPERATION, VACUUM PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
DIESEL - OPERATION, WATER PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
DIESEL - REMOVAL . . . . . . . . . . . . 14-107,14-108
DIESEL - REMOVAL . . . . . . . . . . . . . . . . . . . . 8I-7
DIESEL - REMOVAL, BELT TENSIONERS 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
DIESEL - REMOVAL, COOLANT
RECOVERY CONTAINER - 3.9L/5.2L/
5.9L/5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
DIESEL - REMOVAL, DRIVE BELTS - 5.9L . . 7-32
DIESEL - REMOVAL, ENGINE BLOCK
HEATER - 5.9L . . . . . . . . . . . . . . . . . . . . . . . . 7-46
DIESEL - REMOVAL, ENGINE COOLANT
THERMOSTAT - 5.9L . . . . . . . . . . . . . . . . . . . 7-54
DIESEL - REMOVAL, EXHAUST PIPE 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
DIESEL - REMOVAL, MUFFLER - 5.9L . . . . . 11-11
DIESEL - REMOVAL, RADIATOR - 5.9L . . . . . 7-62
DIESEL - REMOVAL, RADIATOR FAN 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
DIESEL - REMOVAL, TAILPIPE - 5.9L . . . . . 11-12
DIESEL - REMOVAL, VACUUM PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
DIESEL - REMOVAL, WATER PUMP 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
DIESEL ENGINE - DESCRIPTION, FUEL
REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . 0-3
DIESEL ENGINE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
DIESEL ENGINE - DIAGNOSIS AND
TESTING, COOLING SYSTEM . . . . . . . . . . . . 7-13
DIESEL ENGINE - INSTALLATION . . . . . . . . 19-37
DIESEL ENGINE - REMOVAL . . . . . . . . . . . . 19-36
DIESEL ENGINE - STANDARD
PROCEDURE, DRAINING COOLING
SYSTEM 5.9L . . . . . . . . . . . . . . . . . . . . . . . . 7-15
DIESEL ENGINE - STANDARD
PROCEDURE, REFILLING COOLING
SYSTEM 5.9L . . . . . . . . . . . . . . . . . . . . . . . . 7-16
DIESEL ENGINE - TORQUE . . . . . . . . . . . . . 14-94
DIESEL ENGINE, SPECIAL TOOLS - 5.9L . . 9-128
DIESEL ENGINES - DESCRIPTION,
COMPONENT MONITORS . . . . . . . . . . . . . . 25-20
DIESEL ENGINES - FUEL SYSTEM
PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . 14-62
DIESEL FUEL DELIVERY SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-55
DIESEL FUEL INJECTION SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-91
DIESEL FUEL SYSTEM, SPECIAL TOOLS . . 14-63
DIESEL FUEL TANK - DESCRIPTION . . . . . . 14-82
DIESEL, SPECIFICATIONS - 5.9L . . . . . . . . . 9-127
DIESEL WITH AUTO. TRANS. INSTALLATION . . . . . . . . . . . . . . . . . . 8P-12,8P-6
DIESEL WITH AUTO. TRANS. REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 8P-5,8P-9
DIFFERENTIAL - ASSEMBLY . . . . 3-126,3-38,3-66,
3-97
DIFFERENTIAL - DISASSEMBLY . 3-126,3-38,3-65,
3-97
DIFFERENTIAL - INSTALLATION . 3-126,3-39,3-66,
3-97
DIFFERENTIAL - POWR-LOK - ASSEMBLY . . 3-99
Description
Group-Page
DIFFERENTIAL - POWR-LOK DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 3-99
DIFFERENTIAL - REMOVAL . 3-125,3-37,3-64,3-96
DIFFERENTIAL - TRAC-LOK - ASSEMBLY . . 3-129,
3-70
DIFFERENTIAL - TRAC-LOK DISASSEMBLY . . . . . . . . . . . . . . . . . . . 3-128,3-68
DIFFERENTIAL CASE BEARINGS INSTALLATION . . . . . . . . . 3-102,3-129,3-41,3-72
DIFFERENTIAL CASE BEARINGS REMOVAL . . . . . . . . . . . . . 3-102,3-129,3-40,3-72
DIMENSION, SPECIFICATIONS - FRAME . . . . 13-8
DIMENSIONS, SPECIFICATIONS - BODY
OPENING . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60
DIODE - INSTALLATION . . . . . . . . . . . . 8W-01-13
DIODE - REMOVAL . . . . . . . . . . . . . . . . 8W-01-13
DIODE REPLACEMENT - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-7
DISASSEMBLY - OVERHEAD CONSOLE
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 8M-7
DISASSEMBLY, AXLE VACUUM MOTOR . . . . 3-34
DISASSEMBLY, DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . 21-115,21-287
DISASSEMBLY, DIFFERENTIAL . . 3-126,3-38,3-65,
3-97
DISASSEMBLY, DIFFERENTIAL POWR-LOK . . . . . . . . . . . . . . . . . . . . . . . . . . 3-99
DISASSEMBLY, DIFFERENTIAL TRAC-LOK . . . . . . . . . . . . . . . . . . . . . . 3-128,3-68
DISASSEMBLY, DISASSEMBLY OVERHEAD CONSOLE . . . . . . . . . . . . . . . . . 8M-7
DISASSEMBLY, DOUBLE CARDAN
UNIVERSAL JOINTS . . . . . . . . . . . . . . . . . . . 3-10
DISASSEMBLY, DRIVER AIRBAG . . . . . . . . . 8O-15
DISASSEMBLY, FLYWHEEL . . . . . . . . . . . . . . 6-13
DISASSEMBLY, FRONT CLUTCH . . 21-161,21-331
DISASSEMBLY, FRONT SERVO . . . 21-164,21-334
DISASSEMBLY, GLOVE BOX . . . . . . . . . . . 23-110
DISASSEMBLY, HVAC HOUSING . . . . . . . . . 24-35
DISASSEMBLY, INSTRUMENT CLUSTER . . . 8J-10
DISASSEMBLY, MANUAL - NV4500 . . . . . . . . 21-5
DISASSEMBLY, MANUAL - NV5600 . . . . . . . 21-49
DISASSEMBLY, OIL PUMP . . . . . . . . . . . . . . . 9-47
DISASSEMBLY, OIL PUMP . . . . . . . 21-167,21-337
DISASSEMBLY, OVERDRIVE UNIT . 21-173,21-346
DISASSEMBLY, OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON RETAINER . . . . 21-192,
21-364
DISASSEMBLY, PLANETARY GEARTRAIN/
OUTPUT SHAFT . . . . . . . . . . . . . . . 21-198,21-369
DISASSEMBLY, REAR CLUTCH . . . 21-204,21-376
DISASSEMBLY, REAR SERVO . . . . 21-207,21-378
DISASSEMBLY, REMOVAL . . . . . . . . . . . . . . . 5-11
DISASSEMBLY, SINGLE CARDAN
UNIVERSAL JOINTS . . . . . . . . . . . . . . . . . . . . 3-8
DISASSEMBLY, STANDARD PROCEDURE . . . 7-80
DISASSEMBLY, TRANSFER CASE NV241HD . . . . . . . . . . . . . . . . . . . . . . . . . . 21-469
DISASSEMBLY, TRANSFER CASE NV241LD . . . . . . . . . . . . . . . . . . . . . . . . . . 21-432
DISASSEMBLY, VALVE BODY . . . . . 21-237,21-409
DISC - INSTALLATION, CLUTCH . . . . . . . . . . . 6-8
DISC - REMOVAL, CLUTCH . . . . . . . . . . . . . . . 6-7
DISC BRAKE CALIPERS - DESCRIPTION . . . . 5-10
DISC BRAKE CALIPERS - OPERATION . . . . . 5-10
DISC BRAKE ROTOR, DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
DISCHARGE (ESD) SENSITIVE DEVICES STANDARD PROCEDURE,
ELECTROSTATIC . . . . . . . . . . . . . . . . . . . 8W-01-8
DISCHARGE LINE - INSTALLATION,
SUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-52
DISCHARGE LINE - REMOVAL, SUCTION . . 24-51
DISPLAY TEST MODE - DESCRIPTION,
STATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1
DISTRIBUTION - DESCRIPTION, POWER . 8W-97-1
DISTRIBUTION - OPERATION, POWER . . 8W-97-1
DISTRIBUTION CENTER - DESCRIPTION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-8
DISTRIBUTION CENTER - INSTALLATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-10
DISTRIBUTION CENTER - OPERATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-8
DISTRIBUTION CENTER - REMOVAL,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-8
DISTRIBUTION SYSTEMS, SPECIAL
TOOLS - POWER . . . . . . . . . . . . . . . . . . . 8W-97-2
DISTRIBUTOR - DESCRIPTION . . . . . . . . . . 8I-11
Description
Group-Page
DISTRIBUTOR - INSTALLATION . . . . . . . . . . 8I-13
DISTRIBUTOR - OPERATION . . . . . . . . . . . . 8I-12
DISTRIBUTOR - REMOVAL . . . . . . . . . . . . . . 8I-12
DISTRIBUTOR BUSHING - INSTALLATION . . 9-35
DISTRIBUTOR BUSHING - REMOVAL . . . . . . 9-35
DISTRIBUTOR CAP - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-14
DISTRIBUTOR ROTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-14
DOME LAMP - INSTALLATION . . . . . . . . . . 8L-34
DOME LAMP - REMOVAL . . . . . . . . . . . . . . 8L-34
DOOR - ADJUSTMENT, CARGO . . . . . . . . . . 23-78
DOOR - INSTALLATION . . . . . . . . . . . 23-69,23-78
DOOR - INSTALLATION, BLEND . . . . . . . . . 24-37
DOOR - INSTALLATION, FUEL FILL . . . . . . . 23-95
DOOR - INSTALLATION, HEAT/DEFROST . . . 24-38
DOOR - INSTALLATION, PANEL/DEFROST . . 24-38
DOOR - INSTALLATION, RECIRCULATION . . 24-39
DOOR - REMOVAL . . . . . . . . . . . . . . . 23-69,23-78
DOOR - REMOVAL, BLEND . . . . . . . . . . . . . 24-37
DOOR - REMOVAL, FUEL FILL . . . . . . . . . . 23-95
DOOR - REMOVAL, HEAT/DEFROST . . . . . . 24-37
DOOR - REMOVAL, PANEL/DEFROST . . . . . 24-38
DOOR - REMOVAL, RECIRCULATION . . . . . 24-38
DOOR ACTUATOR - INSTALLATION,
BLEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-25
DOOR ACTUATOR - INSTALLATION,
HEAT/DEFROST . . . . . . . . . . . . . . . . . . . . . . 24-27
DOOR ACTUATOR - INSTALLATION,
PANEL/DEFROST . . . . . . . . . . . . . . . . . . . . . 24-27
DOOR ACTUATOR - INSTALLATION,
RECIRCULATION . . . . . . . . . . . . . . . . . . . . . 24-28
DOOR ACTUATOR - REMOVAL, BLEND . . . . 24-25
DOOR ACTUATOR - REMOVAL,
HEAT/DEFROST . . . . . . . . . . . . . . . . . . . . . . 24-26
DOOR ACTUATOR - REMOVAL,
PANEL/DEFROST . . . . . . . . . . . . . . . . . . . . . 24-26
DOOR ACTUATOR - REMOVAL,
RECIRCULATION . . . . . . . . . . . . . . . . . . . . . 24-27
DOOR AJAR SWITCH - DESCRIPTION . . . . 8L-34
DOOR AJAR SWITCH - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-34
DOOR AJAR SWITCH - INSTALLATION . . . . 8L-35
DOOR AJAR SWITCH - REMOVAL . . . . . . . . 8L-35
DOOR CYLINDER LOCK SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
DOOR CYLINDER LOCK SWITCH DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 8N-6
DOOR CYLINDER LOCK SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8N-6
DOOR CYLINDER LOCK SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
DOOR CYLINDER LOCK SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-6
DOOR FORE/AFT - ADJUSTMENT, FRONT . . 23-69
DOOR GLASS - INSTALLATION . . . . . . . . . . 23-70
DOOR GLASS - REMOVAL . . . . . . . . . . . . . 23-70
DOOR GLASS RUN WEATHERSTRIP INSTALLATION, FRONT . . . . . . . . . . . . . . . 23-153
DOOR GLASS RUN WEATHERSTRIP REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . 23-152
DOOR INNER BELT WEATHERSTRIP INSTALLATION, FRONT . . . . . . . . . . . . . . . 23-153
DOOR INNER BELT WEATHERSTRIP REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . 23-153
DOOR IN/OUT - ADJUSTMENT, FRONT . . . . 23-70
DOOR LATCH - ADJUSTMENT, FRONT . . . . 23-73
DOOR OPENING SEAL - INSTALLATION . . 23-152
DOOR OPENING SEAL - REMOVAL . . . . . . 23-152
DOOR OUTER BELT WEATHERSTRIP INSTALLATION, FRONT . . . . . . . . . . . . . . . 23-153
DOOR OUTER BELT WEATHERSTRIP REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . 23-153
DOOR SEAL - INSTALLATION, B-PILLAR . 23-151
DOOR SEAL - REMOVAL, B-PILLAR . . . . . 23-151
DOOR SECOND WEATHERSTRIP INSTALLATION, FRONT . . . . . . . . . . . . . . . 23-154
DOOR SECOND WEATHERSTRIP REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . 23-154
DOOR SILL TRIM - INSTALLATION . . . . . . 23-121
DOOR SILL TRIM - REMOVAL . . . . . . . . . 23-121
DOOR SPEAKER - INSTALLATION, FRONT . 8A-19
DOOR SPEAKER - INSTALLATION, REAR . . 8A-21
DOOR SPEAKER - REMOVAL, FRONT . . . . . 8A-19
DOOR SPEAKER - REMOVAL, REAR . . . . . . 8A-20
DOOR UP/DOWN - ADJUSTMENT, FRONT . 23-70
DOOR UPPER CORNER SEAL INSTALLATION, FRONT . . . . . . . . . . . . . . . 23-154
INDEX
BR/BE
Description
Group-Page
DOOR UPPER CORNER SEAL REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . 23-153
DOUBLE CARDAN UNIVERSAL JOINTS ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
DOUBLE CARDAN UNIVERSAL JOINTS DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 3-10
DOUBLE INVERTED FLARING STANDARD PROCEDURE . . . . . . . . . . . . . . . . . 5-8
DRAIN AND REFILL - STANDARD
PROCEDURE, FLUID . . . . . . . . . . . . . . . . . 21-460
DRAIN MANIFOLD - DESCRIPTION, FUEL . . 14-89
DRAIN MANIFOLD - INSTALLATION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-90
DRAIN MANIFOLD - OPERATION, FUEL . . . 14-89
DRAIN MANIFOLD - REMOVAL, FUEL . . . . . 14-90
DRAINBACK VALVE - DESCRIPTION,
TORQUE CONVERTER . . . . . . . . . . 21-217,21-390
DRAINBACK VALVE - OPERATION,
TORQUE CONVERTER . . . . . . . . . . 21-217,21-390
DRAINBACK VALVE - STANDARD
PROCEDURE, TORQUE CONVERTER . . . . 21-217,
21-390
DRAINING AT FUEL FILTER - STANDARD
PROCEDURES, WATER . . . . . . . . . . . . . . . . 14-61
DRAINING COOLING SYSTEM 5.9L
DIESEL ENGINE - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
DRAINING COOLING SYSTEM 5.9L/8.0L
ENGINES - STANDARD PROCEDURE . . . . . . 7-15
DRAIN/REFILL - STANDARD
PROCEDURE, FLUID . . . . . . . . . . . . . . . . . 21-497
DRAW TEST - STANDARD PROCEDURE,
IGNITION-OFF . . . . . . . . . . . . . . . . . . . . . . . 8F-13
DRIVE - DIAGNOSIS AND TESTING,
VISCOUS FAN . . . . . . . . . . . . . . . . . . . . 7-55,7-57
DRIVE BELT - DIAGNOSIS AND TESTING,
ACCESSORY . . . . . . . . . . . . . . . . . 7-24,7-27,7-30
DRIVE BELTS - 5.9L - INSTALLATION . . . . . . 7-26
DRIVE BELTS - 5.9L - REMOVAL . . . . . . . . . 7-26
DRIVE BELTS - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-32
DRIVE BELTS - 5.9L DIESEL - REMOVAL . . . 7-32
DRIVE BELTS - 8.0L - INSTALLATION . . . . . . 7-29
DRIVE BELTS - 8.0L - REMOVAL . . . . . . . . . 7-29
DRIVE INDICATOR - DIAGNOSIS AND
TESTING, FOUR-WHEEL . . . . . . . . . . . . . . . 8J-29
DRIVE VISCOUS CLUTCH - 5.9L DIESEL
- DESCRIPTION, FAN . . . . . . . . . . . . . . . . . . . 7-56
DRIVE VISCOUS CLUTCH - 5.9L DIESEL
- OPERATION, FAN . . . . . . . . . . . . . . . . . . . . 7-56
DRIVE VISCOUS CLUTCH - 5.9L/8.0L DESCRIPTION, FAN . . . . . . . . . . . . . . . . . . . . 7-55
DRIVE VISCOUS CLUTCH - 5.9L/8.0L OPERATION, FAN . . . . . . . . . . . . . . . . . . . . . . 7-55
DRIVER AIRBAG - ASSEMBLY . . . . . . . . . . 8O-16
DRIVER AIRBAG - DESCRIPTION . . . . . . . . 8O-14
DRIVER AIRBAG - DISASSEMBLY . . . . . . . . 8O-15
DRIVER AIRBAG - INSTALLATION . . . . . . . 8O-17
DRIVER AIRBAG - OPERATION . . . . . . . . . . 8O-14
DRIVER AIRBAG - REMOVAL . . . . . . . . . . . 8O-14
DRIVER POWER SEAT SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8N-17
DRIVER POWER SEAT SWITCH DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8N-17
DRIVER POWER SEAT SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8N-18
DRIVER POWER SEAT SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8N-17
DRIVER POWER SEAT SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
DRIVER SEAT HEATER SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8G-7
DRIVER SEAT HEATER SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8G-10
DRIVER SEAT HEATER SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-8
DRIVER SEAT HEATER SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-9
DROP - STANDARD PROCEDURE,
TESTING FOR A VOLTAGE . . . . . . . . . . . . 8W-01-9
DUAL REAR WHEEL INSTALLATION STANDARD PROCEDURE . . . . . . . . . . . . . . . 22-11
DUCT ADAPTER - INSTALLATION,
DEFROSTER AND DEMISTER . . . . . . . . . . . 24-33
DUCT ADAPTER - REMOVAL,
DEFROSTER AND DEMISTER . . . . . . . . . . . 24-33
DUCTS - INSTALLATION, DEFROSTER
AND DEMISTER . . . . . . . . . . . . . . . . . . . . . . 24-33
Description
Group-Page
DUCTS - INSTALLATION, INSTRUMENT
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-37
DUCTS - INSTALLATION, INSTRUMENT
PANEL DEMISTER . . . . . . . . . . . . . . . . . . . . 24-36
DUCTS - REMOVAL, DEFROSTER AND
DEMISTER . . . . . . . . . . . . . . . . . . . . . . . . . . 24-33
DUCTS - REMOVAL, INSTRUMENT
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-37
DUCTS - REMOVAL, INSTRUMENT
PANEL DEMISTER . . . . . . . . . . . . . . . . . . . . 24-36
EASY ENTRY SEAT TRACK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-143
EASY ENTRY SEAT TRACK - REMOVAL . . 23-143
ECM - DESCRIPTION . . . . . . . . . . . . . . . . . . 8E-13
ECM - OPERATION . . . . . . . . . . . . . . . . . . . 8E-13
EFFECTS OF INCORRECT FLUID LEVEL DIAGNOSIS AND TESTING . . . . . . 21-157,21-327
ELECTRICAL CONTROLS - DIAGNOSIS
AND TESTING, OVERDRIVE . . . . . . 21-191,21-344
ELECTRICAL TESTER - STANDARD
PROCEDURE, USING MIDTRONICS . . . . . . . 8F-15
ELECTRONIC GOVERNOR DESCRIPTION . . . . . . . . . . . . . . . . 21-152,21-322
ELECTRONIC GOVERNOR INSTALLATION . . . . . . . . . . . . . . . . 21-154,21-324
ELECTRONIC GOVERNOR - OPERATION . 21-153,
21-323
ELECTRONIC GOVERNOR - REMOVAL . . . 21-154,
21-324
ELECTROSTATIC DISCHARGE (ESD)
SENSITIVE DEVICES - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . 8W-01-8
ELEMENT - DESCRIPTION, HEATED SEAT . . . 8G-10
ELEMENT - INSTALLATION, AIR
CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-130
ELEMENT - INSTALLATION, HEATED
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-13
ELEMENT - OPERATION, HEATED SEAT . . . 8G-11
ELEMENT - REMOVAL, AIR CLEANER . . . . . 9-129
ELEMENT - REMOVAL, HEATED SEAT . . . . 8G-13
ELEMENT AND SENSOR - DIAGNOSIS
AND TESTING, HEATED SEAT . . . . . . . . . . . 8G-11
EMISSION CONTROL INFORMATION
(VECI) - DESCRIPTION, VEHICLE . . . . . . . Intro.-3
END SPLASH SHIELDS - INSTALLATION,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
END SPLASH SHIELDS - REMOVAL,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
ENGINE - DESCRIPTION, COOLING
SYSTEM FLOW - 5.9L . . . . . . . . . . . . . . . . . . . 7-1
ENGINE - DESCRIPTION, FUEL
REQUIREMENTS - DIESEL . . . . . . . . . . . . . . . 0-3
ENGINE - DIAGNOSIS AND TESTING,
COOLING SYSTEM DIESEL . . . . . . . . . . . . . . 7-13
ENGINE - DIAGNOSIS AND TESTING,
COOLING SYSTEM GAS . . . . . . . . . . . . . . . . . 7-7
ENGINE - DIAGNOSIS AND TESTING,
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
ENGINE - DIAGNOSIS AND TESTING,
GAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
ENGINE - IGNITION COIL RESISTANCE,
8.0L V-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-4
ENGINE - INSTALLATION . . . . . . . . . . . . . . . 9-125
ENGINE - INSTALLATION, DIESEL . . . . . . . . 19-37
ENGINE - INSTALLATION, GASOLINE . . . . . 19-37
ENGINE - NEGATIVE CABLE
INSTALLATION, GASOLINE . . . . . . . . . . . . . 8F-22
ENGINE - NEGATIVE CABLE REMOVAL,
GASOLINE . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-22
ENGINE - POSITIVE CABLE
INSTALLATION, GASOLINE . . . . . . . . . . . . . 8F-22
ENGINE - POSITIVE CABLE REMOVAL,
GASOLINE . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-21
ENGINE - REMOVAL . . . . . . . . . . . . . . . . . . 9-123
ENGINE - REMOVAL, DIESEL . . . . . . . . . . . 19-36
ENGINE - REMOVAL, GASOLINE . . . . . . . . . 19-35
ENGINE - SPARK PLUG CABLE ORDER,
8.0L V-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
ENGINE - STANDARD PROCEDURE,
DRAINING COOLING SYSTEM 5.9L
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
ENGINE - STANDARD PROCEDURE,
REFILLING COOLING SYSTEM 5.9L
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
ENGINE - TORQUE, DIESEL . . . . . . . . . . . . . 14-94
ENGINE - VISUAL INSPECTION, 8.0L . . . . . 14-32
ENGINE 5.9L - DESCRIPTION . . . . . . . . . . . . . 9-3
ENGINE 5.9L DIESEL - DESCRIPTION . . . . . 9-115
Description
11
Group-Page
ENGINE 8.0L - DESCRIPTION . . . . . . . . . . . . 9-58
ENGINE BLOCK - CLEANING . . . . . . . . . 9-27,9-85
ENGINE BLOCK - INSPECTION . . . . . . . 9-27,9-85
ENGINE BLOCK HEATER - 5.9L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-44
ENGINE BLOCK HEATER - 5.9L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-44
ENGINE BLOCK HEATER - 5.9L OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
ENGINE BLOCK HEATER - 5.9L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
ENGINE BLOCK HEATER - 5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-46
ENGINE BLOCK HEATER - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-46
ENGINE BLOCK HEATER - 5.9L DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
ENGINE BLOCK HEATER - 5.9L DIESEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
ENGINE BLOCK HEATER - 8.0L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-45
ENGINE BLOCK HEATER - 8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-45
ENGINE BLOCK HEATER - 8.0L OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
ENGINE BLOCK HEATER - 8.0L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
ENGINE CONTROL MODULE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8E-14
ENGINE CONTROL MODULE - REMOVAL . . 8E-14
ENGINE COOLANT - DESCRIPTION . . . . . . . . 7-39
ENGINE COOLANT - DESCRIPTION . . . . . . . . . . 0-3
ENGINE COOLANT TEMP SENSOR - 5.9L
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 7-47
ENGINE COOLANT TEMP SENSOR - 5.9L
- INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 7-47
ENGINE COOLANT TEMP SENSOR - 5.9L
- OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
ENGINE COOLANT TEMP SENSOR - 5.9L
- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
ENGINE COOLANT THERMOSTAT - 5.9L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-48
ENGINE COOLANT THERMOSTAT - 5.9L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-49
ENGINE COOLANT THERMOSTAT - 5.9L OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
ENGINE COOLANT THERMOSTAT - 5.9L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
ENGINE COOLANT THERMOSTAT - 5.9L
DIESEL - DESCRIPTION . . . . . . . . . . . . . . . . 7-53
ENGINE COOLANT THERMOSTAT - 5.9L
DIESEL - INSTALLATION . . . . . . . . . . . . . . . . 7-54
ENGINE COOLANT THERMOSTAT - 5.9L
DIESEL - OPERATION . . . . . . . . . . . . . . . . . . 7-53
ENGINE COOLANT THERMOSTAT - 5.9L
DIESEL - REMOVAL . . . . . . . . . . . . . . . . . . . . 7-54
ENGINE COOLANT THERMOSTAT - 8.0L DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-51
ENGINE COOLANT THERMOSTAT - 8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-52
ENGINE COOLANT THERMOSTAT - 8.0L OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
ENGINE COOLANT THERMOSTAT - 8.0L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
ENGINE DATA PLATE - DESCRIPTION . . . . . 9-129
ENGINE DIAGNOSIS - INTRODUCTION DIAGNOSIS AND TESTING . . . . . . . . . . . 9-3,9-58
ENGINE DIAGNOSIS - LUBRICATION DIAGNOSIS AND TESTING . . . . . . . . . . . 9-63,9-8
ENGINE DIAGNOSIS - MECHANICAL DIAGNOSIS AND TESTING . . . . . . 9-116,9-6,9-61
ENGINE DIAGNOSIS - PERFORMANCE DIAGNOSIS AND TESTING . . . . . . . . . . . 9-4,9-59
ENGINE FIRING ORDER, 5.9L V-8
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
ENGINE OIL - DESCRIPTION . . . . . . . . . . . 0-4,0-5
ENGINE OIL - STANDARD PROCEDURE . . . 9-101,
9-45
ENGINE OIL LEAKS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . 9-43,9-99
ENGINE OIL LEVEL - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-178
ENGINE OIL PRESSURE - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . 9-101,9-178,9-45
ENGINE OIL SERVICE - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-178
ENGINE, SPECIAL TOOLS - 5.9L . . . . . . . . . . 9-18
ENGINE, SPECIAL TOOLS - 5.9L DIESEL . . 9-128
12
INDEX
Description
BR/BE
Group-Page
ENGINE, SPECIAL TOOLS - 8.0L . . . . . . . . . . 9-72
ENGINE, SPECIFICATIONS - 5.9L . . . . . . . . . 9-13
ENGINE, SPECIFICATIONS - 8.OL . . . . . . . . . 9-68
ENGINE TEMPERATURE GAUGE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-18
ENGINE TEMPERATURE GAUGE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-19
ENGINES - DESCRIPTION, COMPONENT
MONITORS - DIESEL . . . . . . . . . . . . . . . . . . 25-20
ENGINES - DESCRIPTION, COMPONENT
MONITORS - GAS . . . . . . . . . . . . . . . . . . . . 25-19
ENGINES - DESCRIPTION, FUEL
REQUIREMENTS - GAS . . . . . . . . . . . . . . . . . . 0-2
ENGINES - DESCRIPTION, V-8 . . . . . . . . . . 25-35
ENGINES - ENGINE FIRING ORDER, 5.9L
V-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
ENGINES - FUEL SYSTEM PRESSURES,
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
ENGINES - IGNITION COIL RESISTANCE,
5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
ENGINES - INSTALLATION, GAS . . . . . . . . . . 8P-5
ENGINES - OPERATION, GAS . . . . . . . . . . . 25-20
ENGINES - OPERATION, NONMONITORED CIRCUITS - GAS . . . . . . . . . . . 25-24
ENGINES - OPERATION, PCM - GAS . . . . . . 8E-18
ENGINES - OPERATION, V-8 . . . . . . . . . . . . 25-35
ENGINES - REMOVAL, GAS . . . . . . . . . . . . . . 8P-4
ENGINES - SPECIFICATIONS, FUEL
SYSTEM PRESSURE - GAS . . . . . . . . . . . . . . 14-3
ENGINES - STANDARD PROCEDURE,
DRAINING COOLING SYSTEM
5.9L/8.0L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
ENGINES - STANDARD PROCEDURE,
REFILLING COOLING SYSTEM
5.9L/8.0L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
ENGINES - VISUAL INSPECTION, 5.9L . . . . 14-29
ENGINE-TO-BODY GROUND STRAP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-13
ENGINE-TO-BODY GROUND STRAP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-12
ENTRY SEAT TRACK - INSTALLATION,
EASY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-143
ENTRY SEAT TRACK - REMOVAL, EASY . . 23-143
ENTRY SYSTEM - DESCRIPTION,
REMOTE KEYLESS . . . . . . . . . . . . . . . . . . . . 8N-2
ENTRY SYSTEM - DIAGNOSIS AND
TESTING, POWER LOCK & REMOTE
KEYLESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
ENTRY SYSTEM - OPERATION, REMOTE
KEYLESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-4
ENTRY TRANSMITTER - DESCRIPTION,
REMOTE KEYLESS . . . . . . . . . . . . . . . . . . . . 8N-7
ENTRY TRANSMITTER - DIAGNOSIS AND
TESTING, REMOTE KEYLESS . . . . . . . . . . . . 8N-8
ENTRY TRANSMITTER - OPERATION,
REMOTE KEYLESS . . . . . . . . . . . . . . . . . . . . 8N-8
ENTRY TRANSMITTER BATTERIES STANDARD PROCEDURE, REMOTE
KEYLESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-8
EQUIPMENT - STANDARD PROCEDURE,
REFRIGERANT SYSTEM SERVICE . . . . . . . . 24-45
EQUIPMENT IDENTIFICATION PLATE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . Intro.-3
ESCUTCHEON - INSTALLATION, HANDLE . . 23-64
ESCUTCHEON - REMOVAL, HANDLE . . . . . . 23-64
EVACUATE - STANDARD PROCEDURE,
REFRIGERANT SYSTEM . . . . . . . . . . . . . . . 24-46
EVAP SYSTEM - DESCRIPTION . . . . . . . . . . 25-32
EVAP SYSTEM - TORQUE . . . . . . . . . . . . . . 25-32
EVAPORATOR - DESCRIPTION, A/C . . . . . . . 24-53
EVAPORATOR - INSTALLATION, A/C . . . . . . 24-53
EVAPORATOR - OPERATION, A/C . . . . . . . . 24-53
EVAPORATOR - REMOVAL, A/C . . . . . . . . . . 24-53
EVAP/PURGE SOLENOID - DESCRIPTION . . 25-33
EVAP/PURGE SOLENOID - INSTALLATION . 25-34
EVAP/PURGE SOLENOID - OPERATION . . . . 25-33
EVAP/PURGE SOLENOID - REMOVAL . . . . . 25-33
EXHAUST MANIFOLD - CLEANING . . 9-109,9-185,
9-53
EXHAUST MANIFOLD - DESCRIPTION . . . . 9-109,
9-53
EXHAUST MANIFOLD - INSPECTION . . . . . 9-109,
9-186,9-53
EXHAUST MANIFOLD - INSTALLATION . . . 9-109,
9-186,9-53
EXHAUST MANIFOLD - OPERATION . . 9-109,9-53
EXHAUST MANIFOLD - REMOVAL . . 9-109,9-185,
9-53
Description
Group-Page
EXHAUST PIPE - 3.9L/5.2L/5.9L INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
EXHAUST PIPE - 3.9L/5.2L/5.9L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 11-7
EXHAUST PIPE - 3.9L/5.2L/5.9L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
EXHAUST PIPE - 5.9L DIESEL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
EXHAUST PIPE - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 11-9
EXHAUST PIPE - 5.9L DIESEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
EXHAUST PIPE - 5.9L HD/8.0L INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
EXHAUST PIPE - 5.9L HD/8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 11-8
EXHAUST PIPE - 5.9L HD/8.0L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
EXHAUST VENT - INSTALLATION . . . . . . . . 23-79
EXHAUST VENT - REMOVAL . . . . . . . . . . . . 23-79
EXHAUSTER - INSTALLATION, AIR . . . . . . . 23-77
EXHAUSTER - REMOVAL, AIR . . . . . . . . . . . 23-77
EXTENSION HOUSING BUSHING INSTALLATION . . . . . . . . . . . . . . . . 21-156,21-326
EXTENSION HOUSING BUSHING REMOVAL . . . . . . . . . . . . . . . . . . . 21-156,21-326
EXTENSION HOUSING BUSHING AND
SEAL - INSTALLATION . . . . . . . . . . 21-460,21-497
EXTENSION HOUSING BUSHING AND
SEAL - REMOVAL . . . . . . . . . . . . . 21-460,21-497
EXTENSION HOUSING SEAL INSTALLATION . . . . . . . . . . . . . . . . 21-156,21-327
EXTENSION HOUSING SEAL - NV4500 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 21-42
EXTENSION HOUSING SEAL - NV4500 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
EXTENSION HOUSING SEAL - NV5600 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 21-85
EXTENSION HOUSING SEAL - NV5600 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-85
EXTENSION HOUSING SEAL - REMOVAL . 21-156,
21-326
EXTERIOR - DESCRIPTION . . . . . . . . . . . . . 23-86
EXTERIOR - OPERATION . . . . . . . . . . . . . . . 23-86
EXTERIOR HANDLE - INSTALLATION . . . . . 23-71
EXTERIOR HANDLE - REMOVAL . . . . . . . . . 23-71
EXTERIOR LAMPS, SPECIFICATIONS . . . . . . 8L-4
EXTERIOR NAME PLATES INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-89
EXTERIOR NAME PLATES - REMOVAL . . . . 23-89
FAILURE - DIAGNOSIS AND TESTING,
CYLINDER HEAD GASKET . . . . . . . . . . . 9-21,9-76
FAN - 5.9L DIESEL - CLEANING,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
FAN - 5.9L DIESEL - INSPECTION,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
FAN - 5.9L DIESEL - INSTALLATION,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
FAN - 5.9L DIESEL - REMOVAL,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
FAN - 5.9L/8.0L - CLEANING, RADIATOR . . . 7-42
FAN - 5.9L/8.0L - INSPECTION,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
FAN - 5.9L/8.0L - INSTALLATION,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
FAN - 5.9L/8.0L - REMOVAL, RADIATOR . . . 7-41
FAN DRIVE - DIAGNOSIS AND TESTING,
VISCOUS . . . . . . . . . . . . . . . . . . . . . . . . 7-55,7-57
FAN DRIVE VISCOUS CLUTCH - 5.9L
DIESEL - DESCRIPTION . . . . . . . . . . . . . . . . 7-56
FAN DRIVE VISCOUS CLUTCH - 5.9L
DIESEL - OPERATION . . . . . . . . . . . . . . . . . . 7-56
FAN DRIVE VISCOUS CLUTCH 5.9L/8.0L - DESCRIPTION . . . . . . . . . . . . . . . 7-55
FAN DRIVE VISCOUS CLUTCH 5.9L/8.0L - OPERATION . . . . . . . . . . . . . . . . . 7-55
FASCIA - INSTALLATION, FRONT . . . . . . . . . 13-2
FASCIA - INSTALLATION, FRONT LOWER . . . 13-3
FASCIA - REMOVAL, FRONT . . . . . . . . . . . . . 13-2
FASCIA - REMOVAL, FRONT LOWER . . . . . . 13-3
FASCIA - SPORT - INSTALLATION,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
FASCIA - SPORT - REMOVAL, FRONT . . . . . . 13-3
FASTENER IDENTIFICATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . Intro.-6
FASTENER USAGE - DESCRIPTION . . . . . . Intro.-9
FENDER - INSTALLATION, LEFT FRONT . . . 23-93
FENDER - INSTALLATION, REAR . . . . . . . . . 23-95
Description
Group-Page
FENDER - INSTALLATION, RIGHT FRONT . . 23-94
FENDER - REMOVAL, LEFT FRONT . . . . . . . 23-93
FENDER - REMOVAL, REAR . . . . . . . . . . . . 23-95
FENDER - REMOVAL, RIGHT FRONT . . . . . . 23-94
FILL - STANDARD PROCEDURE,
TRANSMISSION . . . . . . . . . . . . . . . 21-160,21-330
FILL DOOR - INSTALLATION, FUEL . . . . . . . 23-95
FILL DOOR - REMOVAL, FUEL . . . . . . . . . . 23-95
FILLER CAP - DESCRIPTION, FUEL . . . . . . . 25-34
FILLER CAP - OPERATION, FUEL . . . . . . . . 25-34
FILLER CAP - REMOVAL/INSTALLATION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-34
FILTER - INSTALLATION, AIR PUMP . . . . . . 25-30
FILTER - INSTALLATION, INLET . . . . . . . . . . 14-23
FILTER - INSTALLATION, OIL . . 9-102,9-179,9-46
FILTER - REMOVAL, AIR PUMP . . . . . . . . . 25-30
FILTER - REMOVAL, INLET . . . . . . . . . . . . . 14-23
FILTER - REMOVAL, OIL . . . . . . 9-102,9-179,9-46
FILTER - STANDARD PROCEDURES,
WATER DRAINING AT FUEL . . . . . . . . . . . . 14-61
FILTER / WATER SEPARATOR DESCRIPTION, FUEL . . . . . . . . . . . . . . . . . . 14-63
FILTER / WATER SEPARATOR INSTALLATION, FUEL . . . . . . . . . . . . . . . . . 14-65
FILTER / WATER SEPARATOR OPERATION, FUEL . . . . . . . . . . . . . . . . . . . . 14-63
FILTER / WATER SEPARATOR REMOVAL, FUEL . . . . . . . . . . . . . . . . . . . . . 14-64
FILTER REPLACEMENT - STANDARD
PROCEDURE, FLUID . . . . . . . . . . . 21-158,21-329
FILTER/PRESSURE REGULATOR DESCRIPTION, FUEL . . . . . . . . . . . . . . . . . . . 14-5
FILTER/PRESSURE REGULATOR INSTALLATION, FUEL . . . . . . . . . . . . . . . . . . 14-7
FILTER/PRESSURE REGULATOR OPERATION, FUEL . . . . . . . . . . . . . . . . . . . . . 14-5
FILTER/PRESSURE REGULATOR REMOVAL, FUEL . . . . . . . . . . . . . . . . . . . . . . 14-5
FINISH - DESCRIPTION, BASE
COAT/CLEAR COAT . . . . . . . . . . . . . . . . . . 23-129
FINISH - OPERATION, BASE COAT/CLEAR
COAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-129
FIRING ORDER, 5.9L V-8 ENGINES ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
FIRING ORDER, DIESEL - FUEL
INJECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
FITTING - DESCRIPTION, QUICK
CONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
FITTING - STANDARD PROCEDURE,
CONNECTING ROD BEARING . . . . . . . . 9-29,9-87
FITTING - STANDARD PROCEDURE,
CRANKSHAFT MAIN BEARING . . . . . . . . . . . 9-31
FITTING - STANDARD PROCEDURE,
PISTON . . . . . . . . . . . . . . . . . . . . . . . . . 9-38,9-93
FITTING - STANDARD PROCEDURE,
PISTON RING . . . . . . . . . . . . . . . . . . . 9-171,9-39
FITTING CRANKSHAFT MAIN BEARINGS
- STANDARD PROCEDURE . . . . . . . . . . . . . . 9-88
FITTING PISTON RINGS - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-95
FITTINGS - STANDARD PROCEDURE,
QUICK-CONNECT . . . . . . . . . . . . . . . . . . . . . 14-24
FIXED ORIFICE TUBE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-54
FLAG - INSTALLATION, SIDE VIEW
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-75
FLAG - REMOVAL, SIDE VIEW MIRROR . . . 23-74
FLARING - STANDARD PROCEDURE,
DOUBLE INVERTED . . . . . . . . . . . . . . . . . . . . . 5-8
FLARING - STANDARD PROCEDURE, ISO . . . . 5-8
FLASHER - DESCRIPTION, COMBINATION . . 8L-7
FLASHER - INSTALLATION,
COMBINATION . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
FLASHER - OPERATION, COMBINATION . . . . 8L-7
FLASHER - REMOVAL, COMBINATION . . . . . 8L-8
FLOOR MATS - INSTALLATION, CARPETS . 23-123
FLOOR MATS - REMOVAL, CARPETS . . . . 23-123
FLOOR SHIFT BOOT - INSTALLATION,
4WD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-122
FLOOR SHIFT BOOT - REMOVAL, 4WD . . . 23-122
FLOOR STOWAGE TRAY INSTALLATION, REAR . . . . . . . . . . . . . . . . 23-121
FLOOR STOWAGE TRAY - REMOVAL,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
FLOW - 5.9L DIESEL - DESCRIPTION,
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 7-2
FLOW - 5.9L ENGINE - DESCRIPTION,
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 7-1
INDEX
BR/BE
Description
Group-Page
FLOW - DIAGNOSIS AND TESTING,
RADIATOR COOLANT . . . . . . . . . . 7-58,7-60,7-62
FLOW AND PRESSURE - DIAGNOSIS
AND TESTING, POWER STEERING . . . . . . . . 19-4
FLUID - DESCRIPTION, AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . 0-6
FLUID - DIAGNOSIS AND TESTING,
CAUSES OF BURNT . . . . . . . . . . . . 21-157,21-327
FLUID - OPERATION, AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . 0-6
FLUID AND FILTER REPLACEMENT STANDARD PROCEDURE . . . . . . . . 21-158,21-329
FLUID CAPACITIES, SPECIFICATIONS . . . . . . . 0-6
FLUID CONTAMINATION - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . 21-157,21-327
FLUID CONTAMINATION - DIAGNOSIS
AND TESTING, BRAKE . . . . . . . . . . . . . . . . . . 5-15
FLUID DRAIN AND REFILL - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . 21-460
FLUID DRAIN/REFILL - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . 21-497
FLUID INDICATOR - DESCRIPTION,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-35
FLUID INDICATOR - DIAGNOSIS AND
TESTING, WASHER . . . . . . . . . . . . . . . . . . . 8J-35
FLUID INDICATOR - OPERATION,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-35
FLUID LEAK - DIAGNOSIS AND TESTING,
CONVERTER HOUSING . . . . . . . . . 21-101,21-273
FLUID LEVEL - DIAGNOSIS AND
TESTING, EFFECTS OF INCORRECT . . . . . 21-157,
21-327
FLUID LEVEL - STANDARD PROCEDURE,
BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
FLUID LEVEL CHECK - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . 21-157,21-328
FLUID LEVEL SWITCH - DESCRIPTION,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
FLUID LEVEL SWITCH - INSTALLATION,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-8
FLUID LEVEL SWITCH - OPERATION,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
FLUID LEVEL SWITCH - REMOVAL,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-8
FLUID RESERVOIR - INSTALLATION . . . . . . . 5-15
FLUID RESERVOIR - REMOVAL . . . . . . . . . . 5-15
FLUID, SPECIFICATIONS - BRAKE . . . . . . . . . 5-15
FLUSH MEASUREMENTS,
SPECIFICATIONS - BODY GAP . . . . . . . . . . 23-56
FLUSHING - STANDARD PROCEDURE,
COOLING SYSTEM CLEANING/
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
FLUSHING COOLERS AND TUBES - WITH
RADIATOR IN-TANK TRANSMISSION
OIL COOLER - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . 7-78,7-82,7-84
FLUSHING COOLERS AND TUBES WITHOUT RADIATOR IN-TANK
TRANSMISSION OIL COOLER STANDARD PROCEDURE . . . . . . . 7-79,7-82,7-85
FLUSHING POWER STEERING SYSTEM STANDARD PROCEDURE . . . . . . . . . . . . . . . 19-34
FLYWHEEL - ASSEMBLY . . . . . . . . . . . . . . . . 6-14
FLYWHEEL - DIAGNOSIS AND TESTING . . . . 6-13
FLYWHEEL - DISASSEMBLY . . . . . . . . . . . . . 6-13
FOG LAMP - DIAGNOSIS AND TESTING . . . 8L-10
FOG LAMP - INSTALLATION . . . . . . . . . . . . 8L-11
FOG LAMP - REMOVAL . . . . . . . . . . . . . . . . 8L-11
FOG LAMP UNIT - ADJUSTMENTS . . . . . . . 8L-13
FOG LAMP UNIT - INSTALLATION . . . . . . . . 8L-12
FOG LAMP UNIT - REMOVAL . . . . . . . . . . . 8L-12
FORE/AFT - ADJUSTMENT, FRONT DOOR . . 23-69
FORM-IN-PLACE GASKETS AND
SEALERS - STANDARD PROCEDURE . 9-10,9-122,
9-66
FOUR-WHEEL DRIVE INDICATOR DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 8J-29
FRAME - INSTALLATION, GRILLE . . . . . . . . 23-92
FRAME - REMOVAL, GRILLE . . . . . . . . . . . . 23-91
FRAME DIMENSION, SPECIFICATIONS . . . . . 13-8
FRAME SERVICE, DESCRIPTION . . . . . . . . . . 13-7
FRONT - 2500 - INSTALLATION . . . . . . . . . . 5-23
FRONT - 2500 - REMOVAL . . . . . . . . . . . . . . 5-22
FRONT - 3500 - INSTALLATION . . . . . . . . . . 5-23
FRONT - 3500 - REMOVAL . . . . . . . . . . . . . . 5-22
FRONT - DESCRIPTION, CRANKSHAFT
OIL SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
FRONT - INSTALLATION . . . . . . . . . . . . 5-14,5-26
Description
Group-Page
FRONT - INSTALLATION . . . . . . . . . . . . . . . 22-12
FRONT - INSTALLATION, CRANKSHAFT
OIL SEAL . . . . . . . . . . . . . . . . . . . . . . . 9-160,9-32
FRONT - INSTALLATION, PROPELLER
SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
FRONT - OPERATION, CRANKSHAFT OIL
SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
FRONT - REMOVAL . . . . . . . . . . . . . . . . 5-11,5-24
FRONT - REMOVAL, CRANKSHAFT OIL
SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . 9-160,9-32
FRONT - REMOVAL, PROPELLER SHAFT . . . . 3-6
FRONT AIR DAM - INSTALLATION . . . . . . . . 13-2
FRONT AIR DAM - REMOVAL . . . . . . . . . . . . 13-2
FRONT AXLE - 248FBI - ADJUSTMENTS . . . . 3-19
FRONT AXLE - 248FBI - DESCRIPTION . . . . . 3-14
FRONT AXLE - 248FBI - INSTALLATION . . . . 3-18
FRONT AXLE - 248FBI - OPERATION . . . . . . 3-14
FRONT AXLE - 248FBI - REMOVAL . . . . . . . . 3-18
FRONT AXLE, 248FBI . . . . . . . . . . . . . . . . . . 3-27
FRONT AXLE, SPECIAL TOOLS . . . . . . . . . . . 3-27
FRONT BEARING - INSTALLATION,
OUTPUT SHAFT . . . . . . . . . . . . . . . 21-171,21-342
FRONT BEARING - REMOVAL, OUTPUT
SHAFT . . . . . . . . . . . . . . . . . . . . . . 21-171,21-342
FRONT BUMPER - INSTALLATION . . . . . . . . . 13-4
FRONT BUMPER - REMOVAL . . . . . . . . . . . . 13-4
FRONT BUMPER - SPORT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 13-5
FRONT BUMPER - SPORT - REMOVAL . . . . . . 13-5
FRONT CLUTCH - ASSEMBLY . . . . 21-162,21-333
FRONT CLUTCH - DESCRIPTION . . 21-160,21-330
FRONT CLUTCH - DISASSEMBLY . 21-161,21-331
FRONT CLUTCH - INSPECTION . . . 21-162,21-332
FRONT CLUTCH - OPERATION . . . 21-160,21-330
FRONT COVER INSTALLED INSTALLATION, FRONT OIL SEAL . . . . . . . . . 9-89
FRONT COVER INSTALLED - REMOVAL,
FRONT OIL SEAL . . . . . . . . . . . . . . . . . . . . . . 9-89
FRONT COVER REMOVED INSTALLATION, FRONT OIL SEAL . . . . . . . . . 9-90
FRONT COVER REMOVED - REMOVAL,
FRONT OIL SEAL . . . . . . . . . . . . . . . . . . . . . . 9-89
FRONT DOOR FORE/AFT - ADJUSTMENT . . 23-69
FRONT DOOR GLASS RUN
WEATHERSTRIP - INSTALLATION . . . . . . . 23-153
FRONT DOOR GLASS RUN
WEATHERSTRIP - REMOVAL . . . . . . . . . . . 23-152
FRONT DOOR INNER BELT
WEATHERSTRIP - INSTALLATION . . . . . . . 23-153
FRONT DOOR INNER BELT
WEATHERSTRIP - REMOVAL . . . . . . . . . . . 23-153
FRONT DOOR IN/OUT - ADJUSTMENT . . . . 23-70
FRONT DOOR LATCH - ADJUSTMENT . . . . . 23-73
FRONT DOOR OUTER BELT
WEATHERSTRIP - INSTALLATION . . . . . . . 23-153
FRONT DOOR OUTER BELT
WEATHERSTRIP - REMOVAL . . . . . . . . . . . 23-153
FRONT DOOR SECOND WEATHERSTRIP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-154
FRONT DOOR SECOND WEATHERSTRIP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-154
FRONT DOOR SPEAKER - INSTALLATION . . 8A-19
FRONT DOOR SPEAKER - REMOVAL . . . . . 8A-19
FRONT DOOR UP/DOWN - ADJUSTMENT . . 23-70
FRONT DOOR UPPER CORNER SEAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-154
FRONT DOOR UPPER CORNER SEAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-153
FRONT END SPLASH SHIELDS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-92
FRONT END SPLASH SHIELDS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
FRONT FASCIA - INSTALLATION . . . . . . . . . . 13-2
FRONT FASCIA - REMOVAL . . . . . . . . . . . . . . 13-2
FRONT FASCIA - SPORT - INSTALLATION . . 13-3
FRONT FASCIA - SPORT - REMOVAL . . . . . . 13-3
FRONT FENDER - INSTALLATION, LEFT . . . 23-93
FRONT FENDER - INSTALLATION, RIGHT . . 23-94
FRONT FENDER - REMOVAL, LEFT . . . . . . . 23-93
FRONT FENDER - REMOVAL, RIGHT . . . . . . 23-94
FRONT LOWER FASCIA - INSTALLATION . . . 13-3
FRONT LOWER FASCIA - REMOVAL . . . . . . . 13-3
FRONT MOUNT - INSTALLATION . . . . 9-174,9-42,
9-98
FRONT MOUNT - REMOVAL . . . . 9-173,9-41,9-97
FRONT OIL SEAL - FRONT COVER
INSTALLED - INSTALLATION . . . . . . . . . . . . . 9-89
Description
13
Group-Page
FRONT OIL SEAL - FRONT COVER
INSTALLED - REMOVAL . . . . . . . . . . . . . . . . 9-89
FRONT OIL SEAL - FRONT COVER
REMOVED - INSTALLATION . . . . . . . . . . . . . . 9-90
FRONT OIL SEAL - FRONT COVER
REMOVED - REMOVAL . . . . . . . . . . . . . . . . . 9-89
FRONT OUTPUT SHAFT SEAL INSTALLATION . . . . . . . . . . . . . . . . 21-461,21-498
FRONT OUTPUT SHAFT SEAL REMOVAL . . . . . . . . . . . . . . . . . . . 21-461,21-498
FRONT PARKING BRAKE CABLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-30
FRONT PARKING BRAKE CABLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
FRONT SEAT BELT BUCKLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-20
FRONT SEAT BELT BUCKLE - REMOVAL . . 8O-20
FRONT SERVO - ASSEMBLY . . . . . 21-164,21-335
FRONT SERVO - CLEANING . . . . . 21-164,21-334
FRONT SERVO - DESCRIPTION . . . 21-164,21-334
FRONT SERVO - DISASSEMBLY . . 21-164,21-334
FRONT SERVO - INSPECTION . . . . 21-164,21-335
FRONT SERVO - OPERATION . . . . 21-164,21-334
FRONT SUSPENSION, SPECIAL TOOLS INDEPENDENT . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
FRONT TOW HOOK - INSTALLATION . . . . . . 13-10
FRONT TOW HOOK - REMOVAL . . . . . . . . . 13-10
FRONT WHEEL SPEED SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 5-38
FRONT WHEEL SPEED SENSOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
FUEL DELIVERY - SPECIFICATIONS,
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
FUEL DELIVERY SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 14-2
FUEL DELIVERY SYSTEM DESCRIPTION, DIESEL . . . . . . . . . . . . . . . . 14-55
FUEL DELIVERY SYSTEM - OPERATION . . . . 14-2
FUEL DRAIN MANIFOLD - DESCRIPTION . . 14-89
FUEL DRAIN MANIFOLD - INSTALLATION . . 14-90
FUEL DRAIN MANIFOLD - OPERATION . . . . 14-89
FUEL DRAIN MANIFOLD - REMOVAL . . . . . 14-90
FUEL FILL DOOR - INSTALLATION . . . . . . . 23-95
FUEL FILL DOOR - REMOVAL . . . . . . . . . . . 23-95
FUEL FILLER CAP - DESCRIPTION . . . . . . . 25-34
FUEL FILLER CAP - OPERATION . . . . . . . . . 25-34
FUEL FILLER CAP - REMOVAL/
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 25-34
FUEL FILTER - STANDARD
PROCEDURES, WATER DRAINING AT . . . . . 14-61
FUEL FILTER / WATER SEPARATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-63
FUEL FILTER / WATER SEPARATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 14-65
FUEL FILTER / WATER SEPARATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 14-63
FUEL FILTER / WATER SEPARATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-64
FUEL FILTER/PRESSURE REGULATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 14-5
FUEL FILTER/PRESSURE REGULATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 14-7
FUEL FILTER/PRESSURE REGULATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
FUEL FILTER/PRESSURE REGULATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
FUEL GAUGE - DESCRIPTION . . . . . . . . . . . 8J-19
FUEL GAUGE - OPERATION . . . . . . . . . . . . . 8J-20
FUEL GAUGE SENDING UNIT DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 14-7
FUEL HEATER - DESCRIPTION . . . . . . . . . . 14-66
FUEL HEATER - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-66
FUEL HEATER - OPERATION . . . . . . . . . . . . 14-66
FUEL HEATER - REMOVAL/INSTALLATION . 14-67
FUEL HEATER RELAY - DESCRIPTION . . . . 14-67
FUEL HEATER RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-68
FUEL HEATER RELAY - INSTALLATION . . . . 14-69
FUEL HEATER RELAY - OPERATION . . . . . . 14-67
FUEL HEATER RELAY - REMOVAL . . . . . . . . 14-69
FUEL INDICATOR - DESCRIPTION, LOW . . . 8J-22
FUEL INDICATOR - OPERATION, LOW . . . . . 8J-22
FUEL INJECTION - SPECIFICATIONS,
TORQUE - GAS . . . . . . . . . . . . . . . . . . . . . . 14-35
FUEL INJECTION PUMP DATA PLATE,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 14-77
14
INDEX
Description
BR/BE
Group-Page
FUEL INJECTION PUMP RELAY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 14-103
FUEL INJECTION PUMP RELAY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 14-103
FUEL INJECTION PUMP TIMING DIAGNOSIS AND TESTING . . . . . . . . . . . . . 14-70
FUEL INJECTION SYSTEM DESCRIPTION, DIESEL . . . . . . . . . . . . . . . . 14-91
FUEL INJECTOR - DESCRIPTION . . . . 14-52,14-97
FUEL INJECTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-53
FUEL INJECTOR - INSTALLATION . . . . . . . 14-102
FUEL INJECTOR - OPERATION . . . . . . . . . . 14-98
FUEL INJECTOR - REMOVAL . . . . . . . . . . . 14-101
FUEL INJECTOR FIRING ORDER, DIESEL . . 14-62
FUEL INJECTOR TEST - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-99
FUEL LEVEL SENDING UNIT / SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . 14-7,14-77
FUEL LEVEL SENDING UNIT / SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 14-8
FUEL LEVEL SENDING UNIT / SENSOR OPERATION . . . . . . . . . . . . . . . . . . . . . 14-7,14-77
FUEL LEVEL SENDING UNIT / SENSOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
FUEL LINE LEAKS - DIAGNOSIS AND
TESTING, HIGH-PRESSURE . . . . . . . . . . . . . 14-78
FUEL LINES - DESCRIPTION . . . . . . . . . . . . . 14-8
FUEL LINES - DESCRIPTION, HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
FUEL LINES - OPERATION, HIGH
PRESSURE. . . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
FUEL PRESSURE LEAK DOWN TEST DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 14-2
FUEL PUMP - DESCRIPTION . . . . . . . . . . . . . 14-9
FUEL PUMP - OPERATION . . . . . . . . . . . . . . 14-9
FUEL PUMP 235 H.P. - DESCRIPTION . . . . 14-69
FUEL PUMP 245 H.P. - DESCRIPTION . . . . 14-69
FUEL PUMP AMPERAGE TEST DIAGNOSIS AND TESTING . . . . . . . . . . . . . 14-10
FUEL PUMP CAPACITY TEST DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 14-9
FUEL PUMP MODULE - DESCRIPTION . . . . 14-12
FUEL PUMP MODULE - INSTALLATION . . . 14-13
FUEL PUMP MODULE - OPERATION . . . . . . 14-13
FUEL PUMP MODULE - REMOVAL . . . . . . . 14-13
FUEL PUMP PRESSURE TEST DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 14-9
FUEL PUMP RELAY - DESCRIPTION . . . . . . 14-40
FUEL PUMP RELAY - INSTALLATION . . . . . 14-40
FUEL PUMP RELAY - OPERATION . . . . . . . . 14-40
FUEL PUMP RELAY - REMOVAL . . . . . . . . . 14-40
FUEL PUMP RELAYS - DIAGNOSIS AND
TESTING, ASD . . . . . . . . . . . . . . . . . . . . . . . . 8I-4
FUEL REQUIREMENTS - DIESEL ENGINE
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 0-3
FUEL REQUIREMENTS - GAS ENGINES DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
FUEL SENSOR - DESCRIPTION, WATER
IN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-89
FUEL SENSOR - OPERATION, WATER IN . . 14-89
FUEL SENSOR - REMOVAL, WATER IN . . . . 14-89
FUEL SUPPLY RESTRICTIONS DIAGNOSIS AND TESTING . . . . . . . . . . . . . 14-60
FUEL SYSTEM - DIAGNOSIS AND
TESTING, AIR IN . . . . . . . . . . . . . . . . . . . . . 14-60
FUEL SYSTEM AIR LEAK VACUUM TEST
- DIAGNOSIS AND TESTING . . . . . . . . . . . . 14-57
FUEL SYSTEM PARTS - STANDARD
PROCEDURES, CLEANING . . . . . . . . . . . . . . 14-61
FUEL SYSTEM PRESSURE - GAS
ENGINES - SPECIFICATIONS . . . . . . . . . . . . . 14-3
FUEL SYSTEM PRESSURE RELEASE STANDARD PROCEDURE . . . . . . . . . . . . . . . . 14-3
FUEL SYSTEM PRESSURES, DIESEL
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
FUEL SYSTEM, SPECIAL TOOLS . . . . . 14-35,14-4
FUEL SYSTEM, SPECIAL TOOLS DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-63
FUEL TANK - DESCRIPTION . . . . . . . . . . . . 14-18
FUEL TANK - DESCRIPTION, DIESEL . . . . . 14-82
FUEL TANK - INSTALLATION . . . . . . . . . . . . 14-20
FUEL TANK - OPERATION . . . . . . . . . . . . . . 14-18
FUEL TANK - REMOVAL . . . . . . . . . . . . . . . 14-18
FUEL TANK CHECK VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-21
FUEL TANK CHECK VALVE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 14-23
Description
Group-Page
FUEL TANK CHECK VALVE - REMOVAL . . . . 14-22
FUEL TANK MODULE - DESCRIPTION . . . . . 14-82
FUEL TANK MODULE - INSTALLATION . . . . 14-83
FUEL TANK MODULE - OPERATION . . . . . . 14-82
FUEL TANK MODULE - REMOVAL . . . . . . . . 14-83
FUEL TEMPERATURE SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 14-104
FUEL TEMPERATURE SENSOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 14-104
FUEL TRANSFER PUMP - DESCRIPTION . . 14-83
FUEL TRANSFER PUMP - INSTALLATION . . 14-87
FUEL TRANSFER PUMP - OPERATION . . . . 14-83
FUEL TRANSFER PUMP - REMOVAL . . . . . . 14-86
FUEL TRANSFER PUMP PRESSURE DIAGNOSIS AND TESTING . . . . . . . . . . . . . 14-84
FUSE - DESCRIPTION, GENERATOR
CARTRIDGE . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
FUSE - DESCRIPTION, IOD . . . . . . . . . . . 8W-97-5
FUSE - INSTALLATION, GENERATOR
CARTRIDGE . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
FUSE - INSTALLATION, IOD . . . . . . . . . . 8W-97-6
FUSE - OPERATION, GENERATOR
CARTRIDGE . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
FUSE - OPERATION, IOD . . . . . . . . . . . . . 8W-97-5
FUSE - REMOVAL, GENERATOR
CARTRIDGE . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
FUSE - REMOVAL, IOD . . . . . . . . . . . . . . 8W-97-6
FUSES POWERING SEVERAL LOADS STANDARD PROCEDURE, TESTING
FOR A SHORT TO GROUND ON
. . . . . . . . . 8W-01-9
GAP AND FLUSH MEASUREMENTS,
SPECIFICATIONS - BODY . . . . . . . . . . . . . . . 23-56
GASKET - DESCRIPTION, CYLINDER
HEAD COVER . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
GASKET - OPERATION, CYLINDER HEAD
COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
GASKET FAILURE - DIAGNOSIS AND
TESTING, CYLINDER HEAD . . . . . . . . . . 9-21,9-76
GASKETS AND SEALERS - STANDARD
PROCEDURE, FORM-IN-PLACE . . 9-10,9-122,9-66
GASOLINE ENGINE - INSTALLATION . . . . . . 19-37
GASOLINE ENGINE - NEGATIVE CABLE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8F-22
GASOLINE ENGINE - NEGATIVE CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-22
GASOLINE ENGINE - POSITIVE CABLE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8F-22
GASOLINE ENGINE - POSITIVE CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-21
GASOLINE ENGINE - REMOVAL . . . . . . . . . 19-35
GAUGE - DESCRIPTION, ENGINE
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 8J-18
GAUGE - DESCRIPTION, FUEL . . . . . . . . . . . 8J-19
GAUGE - DESCRIPTION, OIL PRESSURE . . 8J-25
GAUGE - DESCRIPTION, VOLTAGE . . . . . . . 8J-33
GAUGE - OPERATION, ENGINE
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 8J-19
GAUGE - OPERATION, FUEL . . . . . . . . . . . . 8J-20
GAUGE - OPERATION, OIL PRESSURE . . . . 8J-25
GAUGE - OPERATION, VOLTAGE . . . . . . . . . 8J-33
GAUGE SENDING UNIT - DIAGNOSIS
AND TESTING, FUEL . . . . . . . . . . . . . . . . . . . 14-7
GAUGES - DIAGNOSIS AND TESTING,
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 22-8
GAUGES INDICATOR - DESCRIPTION,
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-17
GAUGES INDICATOR - OPERATION,
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-17
GEAR - ADJUSTMENTS . . . . . . . . . . . . . . . . 19-18
GEAR - DESCRIPTION . . . . . . . . . . . . . . . . . 19-16
GEAR - INSTALLATION . . . . . . . . . . . . . . . . 19-18
GEAR - INSTALLATION, PINION
GEAR/RING . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
GEAR - OPERATION . . . . . . . . . . . . . . . . . . . 19-16
GEAR - REMOVAL . . . . . . . . . . . . . . . . . . . . 19-18
GEAR - REMOVAL, PINION GEAR/RING . . . . 3-41
GEAR HOUSING - INSTALLATION . . . . . . . . 9-188
GEAR HOUSING - REMOVAL . . . . . . . . . . . . 9-187
GEAR HOUSING COVER - INSTALLATION . . 9-190
GEAR HOUSING COVER - REMOVAL . . . . . 9-189
GEAR HOUSING PLUG - INSTALLATION,
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-30
GEAR HOUSING PLUG - REMOVAL,
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
GEAR LEAKAGE - DIAGNOSIS AND
TESTING, POWER STEERING . . . . . . . . . . . 19-16
GEAR SELECTOR INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-20
Description
Group-Page
GEAR SELECTOR INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-21
GEAR SHIFT LEVER - INSTALLATION . . . . . 19-15
GEAR SHIFT LEVER - REMOVAL . . . . . . . . . 19-14
GEAR, SPECIAL TOOLS - POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
GEAR, SPECIFICATIONS - POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-21
GEAR/RING GEAR - INSTALLATION,
PINION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
GEAR/RING GEAR - REMOVAL, PINION . . . . 3-41
GEAR/RING GEAR/TONE RING INSTALLATION, PINION . . . . . . . 3-104,3-132,3-75
GEAR/RING GEAR/TONE RING REMOVAL, PINION . . . . . . . . . . 3-103,3-131,3-73
GEAR/TONE RING - INSTALLATION,
PINION GEAR/RING . . . . . . . . . . 3-104,3-132,3-75
GEAR/TONE RING - REMOVAL, PINION
GEAR/RING . . . . . . . . . . . . . . . . 3-103,3-131,3-73
GEARTRAIN/OUTPUT SHAFT ASSEMBLY, PLANETARY . . . . . . . . 21-199,21-371
GEARTRAIN/OUTPUT SHAFT DESCRIPTION, PLANETARY . . . . . . 21-197,21-369
GEARTRAIN/OUTPUT SHAFT DISASSEMBLY, PLANETARY . . . . . 21-198,21-369
GEARTRAIN/OUTPUT SHAFT INSPECTION, PLANETARY . . . . . . . 21-199,21-371
GEARTRAIN/OUTPUT SHAFT OPERATION, PLANETARY . . . . . . . 21-197,21-369
GENERAL - WARNINGS . . . . . . . . . . . . . 8W-01-7
GENERATOR - DESCRIPTION . . . . . . . . . . . 8F-28
GENERATOR - INSTALLATION . . . . . . . . . . . . 8F-30
GENERATOR - OPERATION . . . . . . . . . . . . . 8F-28
GENERATOR - REMOVAL . . . . . . . . . . . . . . . 8F-28
GENERATOR CARTRIDGE FUSE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 8W-97-4
GENERATOR CARTRIDGE FUSE INSTALLATION . . . . . . . . . . . . . . . . . . . . 8W-97-4
GENERATOR CARTRIDGE FUSE OPERATION . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
GENERATOR CARTRIDGE FUSE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
GENERATOR RATINGS, SPECIFICATIONS . . 8F-26
GENERATOR/CHARGING SYSTEM SPECIFICATIONS, TORQUE . . . . . . . . . . . . . 8F-27
GLASS - DESCRIPTION, STATIONARY . . . . 23-145
GLASS - INSTALLATION, BACKLITE VENT . 23-146
GLASS - INSTALLATION, DOOR . . . . . . . . . 23-70
GLASS - INSTALLATION, SIDE VIEW
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98
GLASS - OPERATION, STATIONARY . . . . . 23-145
GLASS - REMOVAL, BACKLITE VENT . . . . 23-146
GLASS - REMOVAL, DOOR . . . . . . . . . . . . . 23-70
GLASS - REMOVAL, SIDE VIEW MIRROR . . 23-98
GLASS RUN CHANNEL - INSTALLATION . . . 23-71
GLASS RUN CHANNEL - REMOVAL . . . . . . 23-71
GLASS RUN WEATHERSTRIP INSTALLATION, FRONT DOOR . . . . . . . . . . 23-153
GLASS RUN WEATHERSTRIP REMOVAL, FRONT DOOR . . . . . . . . . . . . . 23-152
GLOVE BOX - ASSEMBLY . . . . . . . . . . . . . 23-111
GLOVE BOX - DISASSEMBLY . . . . . . . . . . 23-110
GLOVE BOX LAMP AND SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-36
GLOVE BOX LAMP AND SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-35
GLOVE BOX LATCH STRIKER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-112
GLOVE BOX LATCH STRIKER - REMOVAL . 23-111
GLOVE BOX OPENING UPPER TRIM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-112
GLOVE BOX OPENING UPPER TRIM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-112
GOVERNOR - DESCRIPTION,
ELECTRONIC . . . . . . . . . . . . . . . . . 21-152,21-322
GOVERNOR - INSTALLATION,
ELECTRONIC . . . . . . . . . . . . . . . . . 21-154,21-324
GOVERNOR - OPERATION, ELECTRONIC . 21-153,
21-323
GOVERNOR - REMOVAL, ELECTRONIC . . 21-154,
21-324
GRAB HANDLE - INSTALLATION,
A-PILLAR . . . . . . . . . . . . . . . . . . . . . . . . . . 23-119
GRAB HANDLE - REMOVAL, A-PILLAR . . . 23-119
GRADING - STANDARD PROCEDURE,
PISTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-166
GRID - DESCRIPTION, HEATED MIRROR . . . 8G-4
INDEX
BR/BE
Description
Group-Page
GRID - DIAGNOSIS AND TESTING,
HEATED MIRROR . . . . . . . . . . . . . . . . . . . . . 8G-4
GRID - OPERATION, HEATED MIRROR . . . . . 8G-4
GRILLE - INSTALLATION . . . . . . . . . . . . . . . 23-91
GRILLE - INSTALLATION, COWL . . . . . . . . . 23-90
GRILLE - REMOVAL . . . . . . . . . . . . . . . . . . 23-91
GRILLE - REMOVAL, COWL . . . . . . . . . . . . 23-90
GRILLE FRAME - INSTALLATION . . . . . . . . . 23-92
GRILLE FRAME - REMOVAL . . . . . . . . . . . . 23-91
GRILLES - INSTALLATION, DEMISTER . . . . 24-31
GRILLES - REMOVAL, DEMISTER . . . . . . . . 24-31
GROUND STRAP - INSTALLATION,
CAB-TO-BED . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
GROUND STRAP - INSTALLATION,
ENGINE-TO-BODY . . . . . . . . . . . . . . . . . . . . 8A-13
GROUND STRAP - INSTALLATION,
HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . 8A-14
GROUND STRAP - REMOVAL,
CAB-TO-BED . . . . . . . . . . . . . . . . . . . . . . . . 8A-13
GROUND STRAP - REMOVAL,
ENGINE-TO-BODY . . . . . . . . . . . . . . . . . . . . 8A-12
GROUND STRAP - REMOVAL, HEATER
CORE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
GUIDES AND SPRINGS - STANDARD
PROCEDURE, VALVES . . . . . . . . . . . . . . . . . . 9-23
HANDLE - INSTALLATION, A-PILLAR
GRAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-119
HANDLE - INSTALLATION, ASSIST . . . . . . 23-124
HANDLE - INSTALLATION, EXTERIOR . . . . . 23-71
HANDLE - INSTALLATION, LATCH . . . . . . . . . 23-66
HANDLE - INSTALLATION, RELEASE . . . . . . . 5-32
HANDLE - INSTALLATION, SHUTFACE . . . . . 23-83
HANDLE - REMOVAL, A-PILLAR GRAB . . . 23-119
HANDLE - REMOVAL, ASSIST . . . . . . . . . . 23-124
HANDLE - REMOVAL, EXTERIOR . . . . . . . . 23-71
HANDLE - REMOVAL, LATCH . . . . . . . . . . . 23-66
HANDLE - REMOVAL, RELEASE . . . . . . . . . . 5-31
HANDLE - REMOVAL, SHUTFACE . . . . . . . . 23-83
HANDLE ACTUATOR - INSTALLATION,
INSIDE . . . . . . . . . . . . . . . . . . . . . . . . 23-72,23-80
HANDLE ACTUATOR - REMOVAL, INSIDE . 23-72,
23-80
HANDLE ESCUTCHEON - INSTALLATION . . 23-64
HANDLE ESCUTCHEON - REMOVAL . . . . . . 23-64
HANDLING NON-DEPLOYED AIRBAGS STANDARD PROCEDURE . . . . . . . . . . . . . . . 8O-4
HARNESS - DIAGNOSIS AND TESTING,
WIRING . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-7
HAZARD WARNING SYSTEM DESCRIPTION, TURN SIGNAL . . . . . . . . . . . . 8L-2
HAZARD WARNING SYSTEM DIAGNOSIS AND TESTING, TURN
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-3
HAZARD WARNING SYSTEM OPERATION, TURN SIGNAL . . . . . . . . . . . . . 8L-2
HCU (HYDRAULIC CONTROL UNIT) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 5-40
HCU (HYDRAULIC CONTROL UNIT) INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-41
HCU (HYDRAULIC CONTROL UNIT) OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
HCU (HYDRAULIC CONTROL UNIT) REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41
HD/8.0L - DESCRIPTION, CATALYTIC
CONVERTER - 5.9L . . . . . . . . . . . . . . . . . . . . 11-6
HD/8.0L - INSPECTION, CATALYTIC
CONVERTER - 5.9L . . . . . . . . . . . . . . . . . . . . 11-6
HD/8.0L - INSPECTION, EXHAUST PIPE 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
HD/8.0L - INSPECTION, TAILPIPE - 5.9L . . 11-12
HD/8.0L - INSTALLATION, CATALYTIC
CONVERTER - 5.9L . . . . . . . . . . . . . . . . . . . . 11-7
HD/8.0L - INSTALLATION, EXHAUST PIPE
- 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
HD/8.0L - INSTALLATION, TAILPIPE 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
HD/8.0L - OPERATION, CATALYTIC
CONVERTER - 5.9L . . . . . . . . . . . . . . . . . . . . 11-6
HD/8.0L - REMOVAL, CATALYTIC
CONVERTER - 5.9L . . . . . . . . . . . . . . . . . . . . 11-6
HD/8.0L - REMOVAL, EXHAUST PIPE 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
HD/8.0L - REMOVAL, TAILPIPE - 5.9L . . . . 11-12
HEAD - CLEANING, CYLINDER . . . . . . 9-134,9-77
HEAD - DESCRIPTION, CYLINDER . . . 9-130,9-20,
9-76
HEAD - INSPECTION, CYLINDER . . . . . 9-134,9-77
HEAD - INSTALLATION, CYLINDER . . . . . . . . 9-77
Description
Group-Page
HEAD - OPERATION, CYLINDER . . . . . . . . . . 9-21
HEAD - REMOVAL, CYLINDER . . . . . . 9-130,9-76
HEAD COVER GASKET - DESCRIPTION,
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
HEAD COVER GASKET - OPERATION,
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
HEAD COVER(S) - CLEANING, CYLINDER . 9-137,
9-23,9-79
HEAD COVER(S) - DESCRIPTION,
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-78
HEAD COVER(S) - INSPECTION,
CYLINDER . . . . . . . . . . . . . . . . . . 9-138,9-23,9-79
HEAD COVER(S) - INSTALLATION,
CYLINDER . . . . . . . . . . . . . . . . . . 9-138,9-23,9-79
HEAD COVER(S) - REMOVAL, CYLINDER . 9-137,
9-23,9-78
HEAD GASKET FAILURE - DIAGNOSIS
AND TESTING, CYLINDER . . . . . . . . . . . 9-21,9-76
HEADLAMP - DESCRIPTION . . . . . . . . . . . . 8L-13
HEADLAMP - DIAGNOSIS AND TESTING . . 8L-14
HEADLAMP - INSTALLATION . . . . . . . . . . . . 8L-16
HEADLAMP - OPERATION . . . . . . . . . . . . . . 8L-13
HEADLAMP - REMOVAL . . . . . . . . . . . . . . . 8L-16
HEADLAMP ALIGNMENT, SPECIAL
TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-4
HEADLAMP RELAY - DESCRIPTION . . . 8W-97-13
HEADLAMP RELAY - DESCRIPTION . . . . . . 8L-17
HEADLAMP RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-17
HEADLAMP RELAY - INSTALLATION . . . 8W-97-13
HEADLAMP RELAY - INSTALLATION . . . . . . 8L-18
HEADLAMP RELAY - OPERATION . . . . . . . . 8L-17
HEADLAMP RELAY - REMOVAL . . . . . . 8W-97-13
HEADLAMP RELAY - REMOVAL . . . . . . . . . 8L-18
HEADLAMP SWITCH - DESCRIPTION . . . . . 8L-18
HEADLAMP SWITCH - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-19
HEADLAMP SWITCH - INSTALLATION . . . . 8L-20
HEADLAMP SWITCH - OPERATION . . . . . . . 8L-18
HEADLAMP SWITCH - REMOVAL . . . . . . . . 8L-19
HEADLAMP UNIT - ADJUSTMENTS . . . . . . 8L-21
HEADLAMP UNIT - INSTALLATION . . . . . . . 8L-21
HEADLAMP UNIT - REMOVAL . . . . . . . . . . . 8L-20
HEADLINER - INSTALLATION . . . . . . . . . . 23-125
HEADLINER - REMOVAL . . . . . . . . . . . . . . 23-125
HEAT SHIELDS - DESCRIPTION . . . . . . . . . 11-10
HEAT SHIELDS - INSTALLATION . . . . . . . . . 11-10
HEAT SHIELDS - REMOVAL . . . . . . . . . . . . . 11-10
HEAT/DEFROST DOOR - INSTALLATION . . . 24-38
HEAT/DEFROST DOOR - REMOVAL . . . . . . . 24-37
HEAT/DEFROST DOOR ACTUATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-27
HEAT/DEFROST DOOR ACTUATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-26
HEATED MIRROR GRID - DESCRIPTION . . . 8G-4
HEATED MIRROR GRID - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8G-4
HEATED MIRROR GRID - OPERATION . . . . . 8G-4
HEATED MIRROR SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8G-3
HEATED MIRROR SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8G-1
HEATED MIRROR SYSTEM - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8G-2
HEATED MIRROR SYSTEM - OPERATION . . . 8G-2
HEATED SEAT ELEMENT - DESCRIPTION . . 8G-10
HEATED SEAT ELEMENT - INSTALLATION . 8G-13
HEATED SEAT ELEMENT - OPERATION . . . . 8G-11
HEATED SEAT ELEMENT - REMOVAL . . . . . 8G-13
HEATED SEAT ELEMENT AND SENSOR DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8G-11
HEATED SEAT MODULE - DESCRIPTION . . . 8E-20
HEATED SEAT MODULE - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 8E-21
HEATED SEAT MODULE - INSTALLATION . . 8E-23
HEATED SEAT MODULE - OPERATION . . . . 8E-20
HEATED SEAT MODULE - REMOVAL . . . . . . 8E-23
HEATED SEAT RELAY - DESCRIPTION . . . . 8G-14
HEATED SEAT RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-15
HEATED SEAT RELAY - INSTALLATION . . . . 8G-16
HEATED SEAT RELAY - OPERATION . . . . . . 8G-15
HEATED SEAT RELAY - REMOVAL . . . . . . . 8G-16
HEATED SEAT SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . 8G-17,8G-8
HEATED SEAT SYSTEM - DESCRIPTION . . . . 8G-5
HEATED SEAT SYSTEM - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8G-6
Description
15
Group-Page
HEATED SEAT SYSTEM - OPERATION . . . . . 8G-6
HEATER - 5.9L - DESCRIPTION, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
HEATER - 5.9L - INSTALLATION, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
HEATER - 5.9L - OPERATION, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
HEATER - 5.9L - REMOVAL, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
HEATER - 5.9L DIESEL - DESCRIPTION,
ENGINE BLOCK . . . . . . . . . . . . . . . . . . . . . . . 7-46
HEATER - 5.9L DIESEL - INSTALLATION,
ENGINE BLOCK . . . . . . . . . . . . . . . . . . . . . . . 7-46
HEATER - 5.9L DIESEL - OPERATION,
ENGINE BLOCK . . . . . . . . . . . . . . . . . . . . . . . 7-46
HEATER - 5.9L DIESEL - REMOVAL,
ENGINE BLOCK . . . . . . . . . . . . . . . . . . . . . . . 7-46
HEATER - 8.0L - DESCRIPTION, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
HEATER - 8.0L - INSTALLATION, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
HEATER - 8.0L - OPERATION, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
HEATER - 8.0L - REMOVAL, ENGINE
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
HEATER - DESCRIPTION, FUEL . . . . . . . . . . 14-66
HEATER - DESCRIPTION, INTAKE AIR . . . . 14-104
HEATER - DIAGNOSIS AND TESTING,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-66
HEATER - INSTALLATION, INTAKE AIR . . . 14-105
HEATER - OPERATION, FUEL . . . . . . . . . . . . 14-66
HEATER - OPERATION, INTAKE AIR . . . . . . . 14-104
HEATER - REMOVAL, INTAKE AIR . . . . . . . 14-104
HEATER - REMOVAL/INSTALLATION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-67
HEATER AND AIR CONDITIONER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 24-1
HEATER AND AIR CONDITIONER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
HEATER CONTROL - DIAGNOSIS AND
TESTING, A/C . . . . . . . . . . . . . . . . . . . . . . . 24-18
HEATER CORE - DESCRIPTION . . . . . . . . . . 24-56
HEATER CORE - INSTALLATION . . . . . . . . . 24-56
HEATER CORE - OPERATION . . . . . . . . . . . . 24-56
HEATER CORE - REMOVAL . . . . . . . . . . . . . 24-56
HEATER CORE GROUND STRAP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-14
HEATER CORE GROUND STRAP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
HEATER PERFORMANCE - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 24-6
HEATER RELAY - DESCRIPTION, FUEL . . . . 14-67
HEATER RELAY - DESCRIPTION, INTAKE
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-105
HEATER RELAY - DIAGNOSIS AND
TESTING, FUEL . . . . . . . . . . . . . . . . . . . . . . 14-68
HEATER RELAY - INSTALLATION, FUEL . . . 14-69
HEATER RELAY - INSTALLATION, INTAKE
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-106
HEATER RELAY - OPERATION, FUEL . . . . . . 14-67
HEATER RELAY - OPERATION, INTAKE
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-105
HEATER RELAY - REMOVAL, FUEL . . . . . . . 14-69
HEATER RELAY - REMOVAL, INTAKE AIR . 14-106
HEATER SWITCH - DESCRIPTION,
DRIVER SEAT . . . . . . . . . . . . . . . . . . . . . . . . 8G-7
HEATER SWITCH - DESCRIPTION,
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . 8G-16
HEATER SWITCH - INSTALLATION,
DRIVER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8G-10
HEATER SWITCH - INSTALLATION,
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . 8G-19
HEATER SWITCH - OPERATION, DRIVER
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-8
HEATER SWITCH - OPERATION,
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . 8G-17
HEATER SWITCH - REMOVAL, DRIVER
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-9
HEATER SWITCH - REMOVAL,
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . 8G-18
HGT ADJUSTER KNOB - INSTALLATION,
TURNING LOOP . . . . . . . . . . . . . . . . . . . . . 8O-30
HGT ADJUSTER KNOB - REMOVAL,
TURNING LOOP . . . . . . . . . . . . . . . . . . . . . 8O-30
HIGH BEAM INDICATOR - DESCRIPTION . . 8J-21
HIGH BEAM INDICATOR - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 8J-21
HIGH BEAM INDICATOR - OPERATION . . . . 8J-21
16
INDEX
Description
BR/BE
Group-Page
HIGH MOUNTED STOP LAMP INSTALLATION, CENTER . . . . . . . . . . . . . . . . 8L-6
HIGH MOUNTED STOP LAMP REMOVAL, CENTER . . . . . . . . . . . . . . . . . . . . 8L-6
HIGH MOUNTED STOP LAMP UNIT INSTALLATION, CENTER . . . . . . . . . . . . . . . . 8L-6
HIGH MOUNTED STOP LAMP UNIT REMOVAL, CENTER . . . . . . . . . . . . . . . . . . . . 8L-6
HIGH PRESSURE FUEL LINES DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-78
HIGH PRESSURE FUEL LINES OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
HIGH PRESSURE RELIEF VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 24-46
HIGH PRESSURE RELIEF VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 24-47
HIGH PRESSURE SWITCH DESCRIPTION, A/C . . . . . . . . . . . . . . . . . . . 24-20
HIGH PRESSURE SWITCH - DIAGNOSIS
AND TESTING, A/C . . . . . . . . . . . . . . . . . . . 24-20
HIGH PRESSURE SWITCH INSTALLATION, A/C . . . . . . . . . . . . . . . . . . . 24-20
HIGH PRESSURE SWITCH - OPERATION,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
HIGH PRESSURE SWITCH - REMOVAL,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
HIGH SPEEDS - DESCRIPTION, TIRE
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 22-7
HIGH-PRESSURE FUEL LINE LEAKS DIAGNOSIS AND TESTING . . . . . . . . . . . . . 14-78
HINGE - INSTALLATION . . . . . 23-100,23-72,23-80
HINGE - REMOVAL . . . . . . . . 23-100,23-72,23-79
HITCH - INSTALLATION, TRAILER . . . . . . . . . 13-11
HITCH - REMOVAL, TRAILER . . . . . . . . . . . 13-11
HOISTING - STANDARD PROCEDURE . . . . . . . 0-9
HOLDDOWN - DESCRIPTION, BATTERY . . . 8F-17
HOLDDOWN - INSTALLATION, BATTERY . . . 8F-18
HOLDDOWN - OPERATION, BATTERY . . . . . 8F-17
HOLDDOWN - REMOVAL, BATTERY . . . . . . 8F-17
HOLDER - INSTALLATION, CUP . . . . . . . . 23-110
HOLDER - REMOVAL, CUP . . . . . . . . . . . . 23-109
HOLE REPAIR - DESCRIPTION,
THREADED . . . . . . . . . . . . . . . . . . . . . . . . Intro.-9
HONING - STANDARD PROCEDURE,
CYLINDER BORE . . . . . . . . . . . . . . . . . . 9-11,9-65
HOOD - INSTALLATION . . . . . . . . . . . . . . . 23-101
HOOD - REMOVAL . . . . . . . . . . . . . . . . . . . 23-101
HOOK - INSTALLATION, COAT . . . . . . . . . . 23-125
HOOK - INSTALLATION, FRONT TOW . . . . . 13-10
HOOK - REMOVAL, COAT . . . . . . . . . . . . . 23-124
HOOK - REMOVAL, FRONT TOW . . . . . . . . . 13-10
HORN - DESCRIPTION . . . . . . . . . . . . . 8H-1,8H-2
HORN - DIAGNOSIS AND TESTING . . . . . . . 8H-2
HORN - INSTALLATION . . . . . . . . . . . . . . . . . 8H-3
HORN - OPERATION . . . . . . . . . . . . . . . 8H-1,8H-2
HORN - REMOVAL . . . . . . . . . . . . . . . . . . . . 8H-2
HORN RELAY - DESCRIPTION . . . . . . . 8W-97-12
HORN RELAY - DESCRIPTION . . . . . . . . . . . 8H-3
HORN RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-12
HORN RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-3
HORN RELAY - INSTALLATION . . . . . . . 8W-97-12
HORN RELAY - INSTALLATION . . . . . . . . . . . 8H-4
HORN RELAY - OPERATION . . . . . . . . . . . . . 8H-3
HORN RELAY - REMOVAL . . . . . . . . . . 8W-97-12
HORN RELAY - REMOVAL . . . . . . . . . . . . . . 8H-4
HORN SWITCH - DESCRIPTION . . . . . . . . . . 8H-4
HORN SWITCH - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-5
HORN SWITCH - OPERATION . . . . . . . . . . . . 8H-5
HORN SWITCH - REMOVAL . . . . . . . . . . . . . 8H-5
HOSE CLAMPS - DESCRIPTION . . . . . . . . . . . 7-4
HOSE CLAMPS - OPERATION . . . . . . . . . . . . . 7-4
HOSE WITH AIR CONDITIONING INSTALLATION, WATER PUMP BYPASS . . . . 7-76
HOSE WITH AIR CONDITIONING REMOVAL, WATER PUMP BYPASS . . . . . . . . 7-73
HOSE WITHOUT AIR CONDITIONING INSTALLATION, WATER PUMP BYPASS . . . . 7-77
HOSE WITHOUT AIR CONDITIONING REMOVAL, WATER PUMP BYPASS . . . . . . . . 7-76
HOSES - PRESSURE - DESCRIPTION . . . . . 19-39
HOSES - PRESSURE - OPERATION . . . . . . . 19-39
HOSES - RETURN - DESCRIPTION . . . . . . . 19-39
HOSES - RETURN - OPERATION . . . . . . . . . 19-39
HOSES/LINES/TUBES PRECAUTIONS CAUTION, REFRIGERANT . . . . . . . . . . . . . . 24-43
Description
Group-Page
HOSES/TUBES - DESCRIPTION, WASHER . . 8R-8
HOSES/TUBES - OPERATION, WASHER . . . . 8R-8
HOUSING - ASSEMBLY, HVAC . . . . . . . . . . . 24-36
HOUSING - DIAGNOSIS AND TESTING,
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
HOUSING - DISASSEMBLY, HVAC . . . . . . . . 24-35
HOUSING - INSTALLATION, CLUTCH . . . . . . 6-11
HOUSING - INSTALLATION, GEAR . . . . . . . . 9-188
HOUSING - INSTALLATION, HVAC . . . . . . . . 24-36
HOUSING - REMOVAL, CLUTCH . . . . . . . . . . 6-11
HOUSING - REMOVAL, GEAR . . . . . . . . . . . 9-187
HOUSING - REMOVAL, HVAC . . . . . . . . . . . 24-34
HOUSING BUSHING - INSTALLATION,
EXTENSION . . . . . . . . . . . . . . . . . . 21-156,21-326
HOUSING BUSHING - REMOVAL,
EXTENSION . . . . . . . . . . . . . . . . . . 21-156,21-326
HOUSING BUSHING AND SEAL INSTALLATION, EXTENSION . . . . . 21-460,21-497
HOUSING BUSHING AND SEAL REMOVAL, EXTENSION . . . . . . . . . 21-460,21-497
HOUSING COVER - INSTALLATION, GEAR . 9-190
HOUSING COVER - REMOVAL, GEAR . . . . . 9-189
HOUSING FLUID LEAK - DIAGNOSIS AND
TESTING, CONVERTER . . . . . . . . . 21-101,21-273
HOUSING INLET BAFFLE INSTALLATION, HVAC . . . . . . . . . . . . . . . . . 24-36
HOUSING INLET BAFFLE - REMOVAL,
HVAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-35
HOUSING PLUG - INSTALLATION,
STEERING GEAR
. . . . . . . . . . . . . . . . . . . . . . . 19-30
HOUSING PLUG - REMOVAL, STEERING
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
HOUSING SEAL - INSTALLATION,
EXTENSION . . . . . . . . . . . . . . . . . . 21-156,21-327
HOUSING SEAL - NV4500 INSTALLATION, ADAPTER . . . . . . . . . . . . . . 21-42
HOUSING SEAL - NV4500 INSTALLATION, EXTENSION . . . . . . . . . . . . 21-42
HOUSING SEAL - NV4500 - REMOVAL,
ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
HOUSING SEAL - NV4500 - REMOVAL,
EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
HOUSING SEAL - NV5600 INSTALLATION, ADAPTER . . . . . . . . . . . . . . 21-85
HOUSING SEAL - NV5600 INSTALLATION, EXTENSION . . . . . . . . . . . . 21-85
HOUSING SEAL - NV5600 - REMOVAL,
ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-85
HOUSING SEAL - NV5600 - REMOVAL,
EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . 21-85
HOUSING SEAL - REMOVAL,
EXTENSION . . . . . . . . . . . . . . . . . . 21-156,21-326
HUB / BEARING - INSTALLATION . . . . . . 2-17,2-9
HUB / BEARING - REMOVAL . . . . . . . . . . 2-16,2-9
HVAC HOUSING - ASSEMBLY . . . . . . . . . . . 24-36
HVAC HOUSING - DISASSEMBLY . . . . . . . . 24-35
HVAC HOUSING - INSTALLATION . . . . . . . . 24-36
HVAC HOUSING - REMOVAL . . . . . . . . . . . . 24-34
HVAC HOUSING INLET BAFFLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-36
HVAC HOUSING INLET BAFFLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-35
HVAC SYSTEM AIRFLOW - DESCRIPTION . 24-30
HYDRAULIC BOOSTER - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 5-18
HYDRAULIC LIFTERS - CLEANING . . . . 9-37,9-92
HYDRAULIC LIFTERS - INSTALLATION . 9-37,9-92
HYDRAULIC LIFTERS - REMOVAL . . . . 9-37,9-92
HYDRAULIC PRESSURE TEST DIAGNOSIS AND TESTING . . . . . . . 21-270,21-98
HYDRAULIC SCHEMATICS, SCHEMATICS
AND DIAGRAMS . . . . . . . . . . . . . . 21-132,21-302
HYDRAULIC TAPPETS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . 9-36,9-91
HYDRAULIC/MECHANICAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
HYDRAULIC/MECHANICAL - WARNING . . . . . 5-4
HYDROMETER TEST - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 8F-11
HYDROSTATIC LOCK - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . 9-11,9-122,9-66
IDENTIFICATION - DESCRIPTION,
FASTENER . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-6
IDENTIFICATION AND INFORMATION DESCRIPTION, SECTION . . . . . . . . . . . . . 8W-01-6
IDENTIFICATION LAMP - INSTALLATION,
OUTBOARD . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
Description
Group-Page
IDENTIFICATION LAMP - REMOVAL,
OUTBOARD . . . . . . . . . . . . . . . . . . . . . . . . . 8L-28
IDENTIFICATION NUMBER DESCRIPTION, VEHICLE . . . . . . . . . . . . . . Intro.-1
IDENTIFICATION PLATE - DESCRIPTION,
EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . Intro.-3
IDLE AIR CONTROL MOTOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-40
IDLE AIR CONTROL MOTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
IGNITION - SPECIFICATIONS, TORQUE . . . . . 8I-2
IGNITION CIRCUIT SENSE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8E-17
IGNITION CIRCUIT SENSE - OPERATION . . 8E-19
IGNITION COIL RESISTANCE, 5.9L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
IGNITION COIL RESISTANCE, 8.0L V-10
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-4
IGNITION SWITCH - DESCRIPTION . . . . . . . 19-11
IGNITION SWITCH - DESCRIPTION,
KEY-IN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-9
IGNITION SWITCH - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11
IGNITION SWITCH - INSTALLATION . . . . . . 19-12
IGNITION SWITCH - OPERATION . . . . . . . . 19-11
IGNITION SWITCH - REMOVAL . . . . . . . . . . 19-12
IGNITION SWITCH AND KEY LOCK
CYLINDER - DIAGNOSIS AND TESTING . . . . 19-9
IGNITION TIMING, SPECIFICATIONS . . . . . . . 8I-4
IGNITION-OFF DRAW TEST - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 8F-13
INDEPENDENT FRONT SUSPENSION,
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 2-9
INDICATOR - DESCRIPTION, ABS . . . . . . . . 8J-14
INDICATOR - DESCRIPTION, AIRBAG . . . . . 8J-15
INDICATOR - DESCRIPTION, BRAKE/
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . 8J-15
INDICATOR - DESCRIPTION, CHECK
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-17
INDICATOR - DESCRIPTION, CRUISE . . . . . 8J-18
INDICATOR - DESCRIPTION, GEAR
SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-20
INDICATOR - DESCRIPTION, HIGH BEAM . . 8J-21
INDICATOR - DESCRIPTION, LOW FUEL . . . 8J-22
INDICATOR - DESCRIPTION, OVERDRIVE
OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-26
INDICATOR - DESCRIPTION, SEATBELT . . . 8J-27
INDICATOR - DESCRIPTION, SERVICE
REMINDER . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-27
INDICATOR - DESCRIPTION, TRANS
OVERTEMP . . . . . . . . . . . . . . . . . . . . . . . . . 8J-31
INDICATOR - DESCRIPTION, TURN
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-32
INDICATOR - DESCRIPTION, UPSHIFT . . . . 8J-32
INDICATOR - DESCRIPTION, VTSS . . . . . . . . 8Q-3
INDICATOR - DESCRIPTION, WAIT-TOSTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-34
INDICATOR - DESCRIPTION, WASHER
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-35
INDICATOR - DESCRIPTION, WATER-INFUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-36
INDICATOR - DIAGNOSIS AND TESTING,
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-16
INDICATOR - DIAGNOSIS AND TESTING,
FOUR-WHEEL DRIVE . . . . . . . . . . . . . . . . . . 8J-29
INDICATOR - DIAGNOSIS AND TESTING,
HIGH BEAM . . . . . . . . . . . . . . . . . . . . . . . . . 8J-21
INDICATOR - DIAGNOSIS AND TESTING,
TURN SIGNAL . . . . . . . . . . . . . . . . . . . . . . . 8J-32
INDICATOR - DIAGNOSIS AND TESTING,
VTSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Q-4
INDICATOR - DIAGNOSIS AND TESTING,
WASHER FLUID . . . . . . . . . . . . . . . . . . . . . . 8J-35
INDICATOR - OPERATION, ABS . . . . . . . . . . 8J-14
INDICATOR - OPERATION, AIRBAG . . . . . . . 8J-15
INDICATOR - OPERATION, BRAKE/PARK
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-15
INDICATOR - OPERATION, CHECK
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-17
INDICATOR - OPERATION, CRUISE . . . . . . . 8J-18
INDICATOR - OPERATION, GEAR
SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-21
INDICATOR - OPERATION, HIGH BEAM . . . . 8J-21
INDICATOR - OPERATION, LOW FUEL . . . . . 8J-22
INDICATOR - OPERATION, OVERDRIVE
OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-26
INDICATOR - OPERATION, SEATBELT . . . . . 8J-27
INDEX
BR/BE
Description
Group-Page
INDICATOR - OPERATION, SERVICE
REMINDER . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-28
INDICATOR - OPERATION, TRANS
OVERTEMP . . . . . . . . . . . . . . . . . . . . . . . . . 8J-31
INDICATOR - OPERATION, TURN SIGNAL . . 8J-32
INDICATOR - OPERATION, UPSHIFT . . . . . . 8J-33
INDICATOR - OPERATION, VTSS . . . . . . . . . 8Q-3
INDICATOR - OPERATION, WAIT-TOSTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-34
INDICATOR - OPERATION, WASHER
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-35
INDICATOR - OPERATION, WATER-INFUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-36
INDICATOR LAMP MIL - DESCRIPTION,
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . 8J-23
INDICATOR LAMP MIL - OPERATION,
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . 8J-23
INDICATOR TEST - STANDARD
PROCEDURE, BUILT-IN . . . . . . . . . . . . . . . . 8F-10
INDICATOR (TRANSFER CASE) DESCRIPTION, SHIFT . . . . . . . . . . . . . . . . . 8J-28
INDICATOR (TRANSFER CASE) OPERATION, SHIFT . . . . . . . . . . . . . . . . . . . 8J-28
INDICATORS - DIAGNOSIS AND
TESTING, TREAD WEAR . . . . . . . . . . . . . . . . 22-8
INFLATION PRESSURES - DESCRIPTION,
TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-7
INITIAL OPERATION - STANDARD
PROCEDURE, POWER STEERING
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-33
INJECTION - SPECIFICATIONS, TORQUE GAS FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-35
INJECTION PUMP - DESCRIPTION, AIR . . . . . 25-29
INJECTION PUMP - DIAGNOSIS AND
TESTING, AIR . . . . . . . . . . . . . . . . . . . . . . . 25-29
INJECTION PUMP - INSTALLATION, AIR . . . 25-30
INJECTION PUMP - OPERATION, AIR . . . . . 25-29
INJECTION PUMP - REMOVAL, AIR . . . . . . 25-30
INJECTION PUMP DATA PLATE,
SPECIFICATIONS - FUEL . . . . . . . . . . . . . . . 14-77
INJECTION PUMP RELAY DESCRIPTION, FUEL . . . . . . . . . . . . . . . . . 14-103
INJECTION PUMP RELAY - OPERATION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-103
INJECTION PUMP TIMING - DIAGNOSIS
AND TESTING, FUEL . . . . . . . . . . . . . . . . . . 14-70
INJECTION SYSTEM - DESCRIPTION, AIR . 25-26
INJECTION SYSTEM - DESCRIPTION,
DIESEL FUEL . . . . . . . . . . . . . . . . . . . . . . . . 14-91
INJECTION SYSTEM - OPERATION, AIR . . . 25-28
INJECTION SYSTEM - TORQUE, AIR . . . . . . 25-29
INJECTOR - DESCRIPTION, FUEL . . . 14-52,14-97
INJECTOR - DIAGNOSIS AND TESTING,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-53
INJECTOR - INSTALLATION, FUEL . . . . . . . 14-102
INJECTOR - OPERATION, FUEL . . . . . . . . . . 14-98
INJECTOR - REMOVAL, FUEL . . . . . . . . . . 14-101
INJECTOR FIRING ORDER, DIESEL FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
INJECTOR TEST - DIAGNOSIS AND
TESTING, FUEL . . . . . . . . . . . . . . . . . . . . . . 14-99
INLET BAFFLE - INSTALLATION, HVAC
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-36
INLET BAFFLE - REMOVAL, HVAC
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-35
INLET FILTER - INSTALLATION . . . . . . . . . . 14-23
INLET FILTER - REMOVAL . . . . . . . . . . . . . . 14-23
INNER BELT WEATHERSTRIP INSTALLATION, FRONT DOOR . . . . . . . . . . 23-153
INNER BELT WEATHERSTRIP REMOVAL, FRONT DOOR . . . . . . . . . . . . . 23-153
IN/OUT - ADJUSTMENT, FRONT DOOR . . . . 23-70
INPUT - DESCRIPTION, VEHICLE SPEED . . . 8P-2
INPUT - OPERATION, ASD SENSE - PCM . . . 8I-4
INSIDE HANDLE ACTUATOR INSTALLATION . . . . . . . . . . . . . . . . . . 23-72,23-80
INSIDE HANDLE ACTUATOR - REMOVAL . . 23-72,
23-80
INSPECTION - CONNECTING RODS . . . . . . 9-169
INSPECTION - INSPECTION . . . . . . . . . . . . . 9-169
INSPECTION - INSTALLATION . . . . . . 9-136,9-170
INSPECTION, 5.9L ENGINES - VISUAL . . . . 14-29
INSPECTION, 8.0L ENGINE - VISUAL . . . . . 14-32
INSPECTION, A/C COMPRESSOR
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-15
INSPECTION, ACCUMULATOR . . . . 21-150,21-320
INSPECTION, BATTERY SYSTEM . . . . . . . . . . 8F-6
Description
Group-Page
INSPECTION, CATALYTIC CONVERTER 3.9L/5.2L/5.9L . . . . . . . . . . . . . . . . . . . . . . . . 11-6
INSPECTION, CATALYTIC CONVERTER 5.9L HD/8.0L . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
INSPECTION, CHARGE AIR COOLER AND
PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
INSPECTION, CROSSHEADS . . . . . . . . . . . . 9-135
INSPECTION, CYLINDER HEAD . . . . . . 9-134,9-77
INSPECTION, CYLINDER HEAD COVER(S) . 9-138,
9-23,9-79
INSPECTION, DIAGNOSIS AND TESTING . . . 7-66
INSPECTION, DIAGNOSIS AND TESTING . 21-122,
21-293
INSPECTION, DIAGNOSIS AND TESTING
- WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11
INSPECTION, ENGINE BLOCK . . . . . . . . 9-27,9-85
INSPECTION, EXHAUST MANIFOLD . 9-109,9-186,
9-53
INSPECTION, EXHAUST PIPE 3.9L/5.2L/5.9L . . . . . . . . . . . . . . . . . . . . . . . . 11-7
INSPECTION, EXHAUST PIPE - 5.9L
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
INSPECTION, EXHAUST PIPE - 5.9L
HD/8.0L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
INSPECTION, FRONT CLUTCH . . . . 21-162,21-332
INSPECTION, FRONT SERVO . . . . . 21-164,21-335
INSPECTION, INSPECTION . . . . . . . . . . . . . 9-169
INSPECTION, INTAKE MANIFOLD . . . 9-108,9-184,
9-51
INSPECTION, INTAKE/EXHAUST VALVES
& SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
INSPECTION, MANUAL - NV4500 . . . . . . . . 21-20
INSPECTION, MANUAL - NV5600 . . . . . . . . 21-63
INSPECTION, MEASURING TIMING
CHAIN STRETCH . . . . . . . . . . . . . . . . . 9-111,9-54
INSPECTION, OIL COOLER & LINES CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 9-179
INSPECTION, OIL PAN . . . . . . . 9-103,9-179,9-46
INSPECTION, OIL PRESSURE RELIEF
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
INSPECTION, OIL PUMP . . . . . . 9-104,9-181,9-47
INSPECTION, OIL PUMP . . . . . . . . 21-168,21-339
INSPECTION, OPERATION . . . . . . . . . . . . . . . 9-22
INSPECTION, OVERDRIVE UNIT . . 21-180,21-353
INSPECTION, OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON RETAINER . . . . 21-193,
21-364
INSPECTION, PISTON & CONNECTING
ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39,9-94
INSPECTION, PLANETARY GEARTRAIN/
OUTPUT SHAFT . . . . . . . . . . . . . . . 21-199,21-371
INSPECTION, PUSHRODS . . . . . . . . . . . . . . 9-135
INSPECTION, RADIATOR - 5.9L . . . . . . . . . . 7-60
INSPECTION, RADIATOR - 5.9L DIESEL . . . . 7-64
INSPECTION, RADIATOR - 8.0L . . . . . . . . . . 7-61
INSPECTION, RADIATOR FAN - 5.9L
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
INSPECTION, RADIATOR FAN - 5.9L/8.0L . . . 7-42
INSPECTION, REAR CLUTCH . . . . . 21-204,21-377
INSPECTION, REMOVAL . . . . . . . . . . . . . . . . 5-12
INSPECTION, REMOVAL . . . . . . . . . . . 9-155,9-83
INSPECTION, ROCKER ARM / ADJUSTER
ASSY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
INSPECTION, SOLID LIFTERS/TAPPETS . . . 9-165
INSPECTION, STANDARD PROCEDURE . . . . 9-151
INSPECTION, TAILPIPE - 3.9L/5.2L/5.9L . . . 11-11
INSPECTION, TAILPIPE - 5.9L DIESEL . . . . 11-12
INSPECTION, TAILPIPE - 5.9L HD/8.0L . . . . 11-12
INSPECTION, TRANSFER CASE NV241HD . . . . . . . . . . . . . . . . . . . . . . . . . . 21-476
INSPECTION, TRANSFER CASE NV241LD . . . . . . . . . . . . . . . . . . . . . . . . . . 21-442
INSPECTION, TURBOCHARGER . . . . . . . . . . 11-16
INSPECTION, VALVE BODY . . . . . . 21-244,21-419
INSPECTION, VIBRATION DAMPER . . . . . . . 9-172
INSPECTION, WATER PUMP - 5.9L . . . . . . . . 7-68
INSPECTION, WATER PUMP - 5.9L
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
INSPECTION, WATER PUMP - 8.0L . . . . . . . . 7-71
INSPECTION, WIPER & WASHER
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-6
INSTRUMENT CLUSTER - ASSEMBLY . . . . . 8J-12
INSTRUMENT CLUSTER - DESCRIPTION . . . 8J-2
INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8J-6
INSTRUMENT CLUSTER - DISASSEMBLY . . 8J-10
INSTRUMENT CLUSTER - INSTALLATION . . 8J-13
INSTRUMENT CLUSTER - OPERATION . . . . . 8J-3
Description
17
Group-Page
INSTRUMENT CLUSTER - REMOVAL . . . . . 8J-10
INSTRUMENT PANEL ANTENNA CABLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-9
INSTRUMENT PANEL ANTENNA CABLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-9
INSTRUMENT PANEL ASSEMBLY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-117
INSTRUMENT PANEL ASSEMBLY REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-115
INSTRUMENT PANEL DEMISTER DUCTS
- INSTALLATION . . . . . . . . . . . . . . . . . . . . . 24-36
INSTRUMENT PANEL DEMISTER DUCTS
- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 24-36
INSTRUMENT PANEL DUCTS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-37
INSTRUMENT PANEL DUCTS - REMOVAL . 24-37
INSTRUMENT PANEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 23-105
INSTRUMENT PANEL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 23-106
INSTRUMENT PANEL TOP COVER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-113
INSTRUMENT PANEL TOP COVER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-113
INTAKE AIR HEATER - DESCRIPTION . . . . 14-104
INTAKE AIR HEATER - INSTALLATION . . . . 14-105
INTAKE AIR HEATER - OPERATION . . . . . . 14-104
INTAKE AIR HEATER - REMOVAL . . . . . . . 14-104
INTAKE AIR HEATER RELAY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 14-105
INTAKE AIR HEATER RELAY INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . 14-106
INTAKE AIR HEATER RELAY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 14-105
INTAKE AIR HEATER RELAY - REMOVAL . 14-106
INTAKE MANIFOLD - CLEANING . . . . 9-107,9-184,
9-51
INTAKE MANIFOLD - DESCRIPTION . . 9-106,9-50
INTAKE MANIFOLD - INSPECTION . . 9-108,9-184,
9-51
INTAKE MANIFOLD - INSTALLATION . . . . . 9-108,
9-184,9-51
INTAKE MANIFOLD - OPERATION . . . . . . . . . 9-50
INTAKE MANIFOLD - REMOVAL . . . . 9-107,9-184,
9-50
INTAKE MANIFOLD LEAKAGE DIAGNOSIS AND TESTING . . . . . . . . . 9-106,9-50
INTAKE/EXHAUST VALVES & SEATS CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
INTAKE/EXHAUST VALVES & SEATS DESCRIPTION . . . . . . . . . . . . . . . 9-138,9-23,9-80
INTAKE/EXHAUST VALVES & SEATS INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
INTAKE/EXHAUST VALVES & SEATS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 9-26
INTAKE/EXHAUST VALVES & SEATS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
IN-TANK TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS AND TUBES - WITH
RADIATOR . . . . . . . . . . . . . . . . . . . 7-78,7-82,7-84
IN-TANK TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS AND TUBES - WITHOUT
RADIATOR . . . . . . . . . . . . . . . . . . . 7-79,7-82,7-85
INTERIOR - CAUTION . . . . . . . . . . . . . . . . 23-118
INTERIOR LAMPS, SPECIFICATIONS . . . . . . 8L-33
INTERMEDIATE - REMOVAL, AXLE
SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
INTERMEDIATE AXLE - INSTALLATION . . . . . 3-30
INTERNATIONAL SYMBOLS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . Intro.-5
INTERNATIONAL SYMBOLS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
INTRODUCTION - DIAGNOSIS AND
TESTING, ENGINE DIAGNOSIS . . . . . . . . 9-3,9-58
INVERTED FLARING - STANDARD
PROCEDURE, DOUBLE . . . . . . . . . . . . . . . . . . 5-8
IOD FUSE - DESCRIPTION . . . . . . . . . . . 8W-97-5
IOD FUSE - INSTALLATION . . . . . . . . . . . 8W-97-6
IOD FUSE - OPERATION . . . . . . . . . . . . . 8W-97-5
IOD FUSE - REMOVAL . . . . . . . . . . . . . . 8W-97-6
ISO FLARING - STANDARD PROCEDURE . . . . 5-8
JOINT - DIAGNOSIS AND TESTING,
LOWER BALL . . . . . . . . . . . . . . . . . . . . . . . . 2-10
JOINT - DIAGNOSIS AND TESTING,
UPPER BALL . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
JOINT MOLDING - INSTALLATION, ROOF . . 23-91
18
INDEX
Description
BR/BE
Group-Page
JOINT MOLDING - REMOVAL, ROOF . . . . . . 23-91
JOINTS - ASSEMBLY, DOUBLE CARDAN
UNIVERSAL . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
JOINTS - ASSEMBLY, SINGLE CARDAN
UNIVERSAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
JOINTS - DISASSEMBLY, DOUBLE
CARDAN UNIVERSAL . . . . . . . . . . . . . . . . . . 3-10
JOINTS - DISASSEMBLY, SINGLE
CARDAN UNIVERSAL . . . . . . . . . . . . . . . . . . . 3-8
JOINTS - INSTALLATION, SINGLE
CARDAN UNIVERSAL . . . . . . . . . . . . . . . . . . 3-35
JOINTS - REMOVAL, SINGLE CARDAN
UNIVERSAL . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
JOURNAL CLEARANCE - STANDARD
PROCEDURE, CONNECTING ROD
BEARING AND CRANKSHAFT . . . . . . . . . . . 9-158
JUMP STARTING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 0-7
JUNCTION BLOCK - DESCRIPTION . . . . . 8W-97-6
JUNCTION BLOCK - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-7
JUNCTION BLOCK - INSTALLATION . . . . 8W-97-8
JUNCTION BLOCK - OPERATION . . . . . . 8W-97-7
JUNCTION BLOCK - REMOVAL . . . . . . . . 8W-97-7
KEEPER - INSTALLATION, BACKLITE
LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-146
KEEPER - REMOVAL, BACKLITE LATCH . . 23-146
KEY LOCK CYLINDER - DIAGNOSIS AND
TESTING, IGNITION SWITCH . . . . . . . . . . . . . 19-9
KEY-IN IGNITION SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 19-9
KEYLESS ENTRY SYSTEM DESCRIPTION, REMOTE . . . . . . . . . . . . . . . . 8N-2
KEYLESS ENTRY SYSTEM - DIAGNOSIS
AND TESTING, POWER LOCK &
REMOTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
KEYLESS ENTRY SYSTEM - OPERATION,
REMOTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-4
KEYLESS ENTRY TRANSMITTER DESCRIPTION, REMOTE . . . . . . . . . . . . . . . . 8N-7
KEYLESS ENTRY TRANSMITTER DIAGNOSIS AND TESTING, REMOTE . . . . . . 8N-8
KEYLESS ENTRY TRANSMITTER OPERATION, REMOTE . . . . . . . . . . . . . . . . . . 8N-8
KEYLESS ENTRY TRANSMITTER
BATTERIES - STANDARD PROCEDURE,
REMOTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-8
KNOB - INSTALLATION, TURNING LOOP
HGT ADJUSTER . . . . . . . . . . . . . . . . . . . . . 8O-30
KNOB - REMOVAL, TURNING LOOP HGT
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . 8O-30
KNUCKLE - INSTALLATION . . . . . . . . . . 2-10,2-19
KNUCKLE - REMOVAL . . . . . . . . . . . . . . 2-10,2-19
LABEL - DESCRIPTION, VEHICLE SAFETY
CERTIFICATION . . . . . . . . . . . . . . . . . . . . . Intro.-1
LAMP - DESCRIPTION, READING . . . . . . . . 8L-36
LAMP - DESCRIPTION, TAIL . . . . . . . . . . . . 8L-29
LAMP - DIAGNOSIS AND TESTING, FOG . . 8L-10
LAMP - INSTALLATION, CENTER HIGH
MOUNTED STOP . . . . . . . . . . . . . . . . . . . . . . 8L-6
LAMP - INSTALLATION, CLEARANCE . . . . . . 8L-7
LAMP - INSTALLATION, DOME . . . . . . . . . . 8L-34
LAMP - INSTALLATION, FOG . . . . . . . . . . . . 8L-11
LAMP - INSTALLATION, LICENSE PLATE . . 8L-22
LAMP - INSTALLATION, MARKER . . . . . . . . 8L-23
LAMP - INSTALLATION, OUTBOARD
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . 8L-29
LAMP - INSTALLATION, PARK/TURN
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
LAMP - INSTALLATION, READING . . . . . . . . 8L-37
LAMP - INSTALLATION, TAIL . . . . . . . . . . . 8L-30
LAMP - INSTALLATION, UNDERHOOD . . . . 8L-32
LAMP - INSTALLATION, VANITY . . . . . . . . . 8L-37
LAMP - OPERATION, READING . . . . . . . . . . 8L-36
LAMP - OPERATION, TAIL . . . . . . . . . . . . . . 8L-29
LAMP - REMOVAL, CENTER HIGH
MOUNTED STOP . . . . . . . . . . . . . . . . . . . . . . 8L-6
LAMP - REMOVAL, CLEARANCE . . . . . . . . . . 8L-7
LAMP - REMOVAL, DOME . . . . . . . . . . . . . . 8L-34
LAMP - REMOVAL, FOG . . . . . . . . . . . . . . . 8L-11
LAMP - REMOVAL, LICENSE PLATE . . . . . . 8L-22
LAMP - REMOVAL, MARKER . . . . . . . . . . . 8L-23
LAMP - REMOVAL, OUTBOARD
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . 8L-28
LAMP - REMOVAL, PARK/TURN SIGNAL . . 8L-29
LAMP - REMOVAL, READING . . . . . . . . . . . 8L-36
LAMP - REMOVAL, TAIL . . . . . . . . . . . . . . . 8L-29
LAMP - REMOVAL, UNDERHOOD . . . . . . . . 8L-31
Description
Group-Page
LAMP - REMOVAL, VANITY . . . . . . . . . . . . . 8L-37
LAMP AND SWITCH - INSTALLATION,
GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . 8L-36
LAMP AND SWITCH - REMOVAL, GLOVE
BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-35
LAMP MIL - DESCRIPTION,
MALFUNCTION INDICATOR . . . . . . . . . . . . . 8J-23
LAMP MIL - OPERATION, MALFUNCTION
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . 8J-23
LAMP MODULE - DESCRIPTION,
DAYTIME RUNNING . . . . . . . . . . . . . . . . . . . . 8L-9
LAMP MODULE - INSTALLATION,
DAYTIME RUNNING . . . . . . . . . . . . . . . . . . . . 8L-9
LAMP MODULE - OPERATION, DAYTIME
RUNNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
LAMP MODULE - REMOVAL, DAYTIME
RUNNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
LAMP SWITCH - DESCRIPTION, BRAKE . . . . 8L-4
LAMP SWITCH - DIAGNOSIS AND
TESTING, BRAKE . . . . . . . . . . . . . . . . . . . . . . 8L-5
LAMP SWITCH - INSTALLATION, BRAKE . . . 8L-6
LAMP SWITCH - OPERATION, BRAKE . . . . . . 8L-4
LAMP SWITCH - REMOVAL, BRAKE . . . . . . . 8L-5
LAMP UNIT - ADJUSTMENTS, FOG . . . . . . . 8L-13
LAMP UNIT - INSTALLATION, CENTER
HIGH MOUNTED STOP . . . . . . . . . . . . . . . . . 8L-6
LAMP UNIT - INSTALLATION, FOG . . . . . . . 8L-12
LAMP UNIT - INSTALLATION, LICENSE
PLATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-22
LAMP UNIT - INSTALLATION, PARK/
TURN SIGNAL . . . . . . . . . . . . . . . . . . . . . . . 8L-29
LAMP UNIT - INSTALLATION, TAIL . . . . . . . 8L-30
LAMP UNIT - INSTALLATION,
UNDERHOOD . . . . . . . . . . . . . . . . . . . . . . . . 8L-32
LAMP UNIT - REMOVAL, CENTER HIGH
MOUNTED STOP . . . . . . . . . . . . . . . . . . . . . . 8L-6
LAMP UNIT - REMOVAL, FOG . . . . . . . . . . . 8L-12
LAMP UNIT - REMOVAL, LICENSE PLATE . . 8L-22
LAMP UNIT - REMOVAL, PARK/TURN
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
LAMP UNIT - REMOVAL, TAIL . . . . . . . . . . . 8L-30
LAMP UNIT - REMOVAL, UNDERHOOD . . . 8L-32
LAMPS, SPECIFICATIONS - EXTERIOR . . . . . 8L-4
LAMPS, SPECIFICATIONS - INTERIOR . . . . 8L-33
LASH ADJUSTMENT AND VERIFICATION
- STANDARD PROCEDURE, VALVE . . . . . . . 9-141
LATCH - ADJUSTMENT, FRONT DOOR . . . . 23-73
LATCH - INSTALLATION . . . . 23-102,23-65,23-73
LATCH - INSTALLATION, SAFETY . . . . . . . 23-104
LATCH - LOWER - INSTALLATION . . . . . . . . 23-80
LATCH - LOWER - REMOVAL . . . . . . . . . . . 23-80
LATCH - REMOVAL . . . . . . . . 23-102,23-65,23-72
LATCH - REMOVAL, SAFETY . . . . . . . . . . . 23-104
LATCH - UPPER - INSTALLATION . . . . . . . . 23-81
LATCH - UPPER - REMOVAL . . . . . . . . . . . . 23-81
LATCH AND KEEPER - INSTALLATION,
BACKLITE . . . . . . . . . . . . . . . . . . . . . . . . . 23-146
LATCH AND KEEPER - REMOVAL,
BACKLITE . . . . . . . . . . . . . . . . . . . . . . . . . 23-146
LATCH HANDLE - INSTALLATION . . . . . . . . 23-66
LATCH HANDLE - REMOVAL . . . . . . . . . . . . 23-66
LATCH RELEASE CABLE - INSTALLATION . 23-103
LATCH RELEASE CABLE - REMOVAL . . . . 23-103
LATCH STRIKER - INSTALLATION . 23-103,23-66,
23-73
LATCH STRIKER - INSTALLATION, GLOVE
BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-112
LATCH STRIKER - LOWER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-82
LATCH STRIKER - LOWER - REMOVAL . . . . 23-82
LATCH STRIKER - REMOVAL . . . . . 23-103,23-66,
23-73
LATCH STRIKER - REMOVAL, GLOVE
BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-111
LATCH STRIKER - UPPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-82
LATCH STRIKER - UPPER - REMOVAL . . . . 23-82
LEAK - DIAGNOSIS AND TESTING,
CONVERTER HOUSING FLUID . . . . 21-101,21-273
LEAK DETECTION PUMP - DESCRIPTION . . 25-34
LEAK DETECTION PUMP - INSTALLATION . 25-34
LEAK DETECTION PUMP - OPERATION . . . . 25-34
LEAK DETECTION PUMP - REMOVAL . . . . . 25-34
LEAK DOWN TEST - DIAGNOSIS AND
TESTING, FUEL PRESSURE . . . . . . . . . . . . . . 14-2
LEAK VACUUM TEST - DIAGNOSIS AND
TESTING, FUEL SYSTEM AIR . . . . . . . . . . . 14-57
Description
Group-Page
LEAKAGE - DIAGNOSIS AND TESTING,
CYLINDER COMBUSTION PRESSURE . . . 9-64,9-9
LEAKAGE - DIAGNOSIS AND TESTING,
INTAKE MANIFOLD . . . . . . . . . . . . . . . 9-106,9-50
LEAKAGE - DIAGNOSIS AND TESTING,
POWER STEERING GEAR . . . . . . . . . . . . . . 19-16
LEAKAGE - DIAGNOSIS AND TESTING,
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-33
LEAKS - DIAGNOSIS AND TESTING,
CHARGE AIR COOLER SYSTEM . . . . . . . . . 11-18
LEAKS - DIAGNOSIS AND TESTING,
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 7-5
LEAKS - DIAGNOSIS AND TESTING,
ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . 9-43,9-99
LEAKS - DIAGNOSIS AND TESTING,
HIGH-PRESSURE FUEL LINE . . . . . . . . . . . . 14-78
LEAKS - DIAGNOSIS AND TESTING,
REFRIGERANT SYSTEM . . . . . . . . . . . . . . . 24-43
LEAKS - DIAGNOSIS AND TESTING,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2
LEAKS - STANDARD PROCEDURE,
REPAIRING . . . . . . . . . . . . . . . . . . . . . . . . . . 22-9
LEFT FRONT FENDER - INSTALLATION . . . . 23-93
LEFT FRONT FENDER - REMOVAL . . . . . . . 23-93
LEVEL - DIAGNOSIS AND TESTING,
EFFECTS OF INCORRECT FLUID . . 21-157,21-327
LEVEL - STANDARD PROCEDURE,
BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . 5-15
LEVEL - STANDARD PROCEDURE,
ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . . . 9-178
LEVEL - STANDARD PROCEDURE,
REFRIGERANT OIL . . . . . . . . . . . . . . . . . . . 24-57
LEVEL CHECK - STANDARD
PROCEDURE, COOLANT . . . . . . . . . . . . . . . . 7-16
LEVEL CHECK - STANDARD
PROCEDURE, FLUID . . . . . . . . . . . 21-157,21-328
LEVEL SENDING UNIT / SENSOR DESCRIPTION, FUEL . . . . . . . . . . . . . . 14-7,14-77
LEVEL SENDING UNIT / SENSOR INSTALLATION, FUEL . . . . . . . . . . . . . . . . . . 14-8
LEVEL SENDING UNIT / SENSOR OPERATION, FUEL . . . . . . . . . . . . . . . . 14-7,14-77
LEVEL SENDING UNIT / SENSOR REMOVAL, FUEL . . . . . . . . . . . . . . . . . . . . . . 14-7
LEVEL SWITCH - DESCRIPTION,
WASHER FLUID . . . . . . . . . . . . . . . . . . . . . . 8R-7
LEVEL SWITCH - INSTALLATION,
WASHER FLUID . . . . . . . . . . . . . . . . . . . . . . 8R-8
LEVEL SWITCH - OPERATION, WASHER
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
LEVEL SWITCH - REMOVAL, WASHER
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-8
LEVER - ADJUSTMENT, SHIFT . . . 21-463,21-500
LEVER - INSTALLATION, GEAR SHIFT . . . . . 19-15
LEVER - INSTALLATION, SHIFT . . . 21-462,21-500
LEVER - REMOVAL, GEAR SHIFT . . . . . . . . 19-14
LEVER - REMOVAL, SHIFT . . . . . . 21-462,21-499
LICENSE PLATE LAMP - INSTALLATION . . . 8L-22
LICENSE PLATE LAMP - REMOVAL . . . . . . . 8L-22
LICENSE PLATE LAMP UNIT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-22
LICENSE PLATE LAMP UNIT - REMOVAL . . 8L-22
LID - INSTALLATION, CENTER CONSOLE . 23-132
LID - REMOVAL, CENTER CONSOLE . . . . . 23-131
LIFTERS - CLEANING, HYDRAULIC . . . . 9-37,9-92
LIFTERS - INSTALLATION, HYDRAULIC . . . . 9-37,
9-92
LIFTERS - REMOVAL, HYDRAULIC . . . . 9-37,9-92
LIFTERS/TAPPETS - CLEANING, SOLID . . . . 9-164
LIFTERS/TAPPETS - INSPECTION, SOLID . . 9-165
LIFTERS/TAPPETS - INSTALLATION,
SOLID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-165
LIFTERS/TAPPETS - REMOVAL, SOLID . . . . 9-164
LIGHTER OUTLET - DESCRIPTION,
CIGAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-2
LIGHTER OUTLET - DIAGNOSIS AND
TESTING, CIGAR . . . . . . . . . . . . . . . . . . . 8W-97-2
LIGHTER OUTLET - INSTALLATION,
CIGAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
LIGHTER OUTLET - OPERATION, CIGAR . 8W-97-2
LIGHTER OUTLET - REMOVAL, CIGAR . . 8W-97-3
LINE - INSTALLATION, LIQUID . . . . . . . . . . 24-52
LINE - INSTALLATION, SUCTION AND
DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . 24-52
LINE - REMOVAL, LIQUID . . . . . . . . . . . . . . 24-52
LINE - REMOVAL, SUCTION AND
DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . 24-51
LINE COUPLERS - DESCRIPTION, A/C . . . . 24-40
INDEX
BR/BE
Description
Group-Page
LINE COUPLERS - OPERATION, A/C . . . . . . 24-41
LINE COUPLERS - STANDARD
PROCEDURE, A/C . . . . . . . . . . . . . . . . . . . . 24-44
LINE LEAKS - DIAGNOSIS AND TESTING,
HIGH-PRESSURE FUEL . . . . . . . . . . . . . . . . 14-78
LINER - INSTALLATION, REAR
WHEELHOUSE . . . . . . . . . . . . . . . . . . . . . . . 23-96
LINER - REMOVAL, REAR WHEELHOUSE . . 23-96
LINES - CLEANING AND INSPECTION,
OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . 9-179
LINES - DESCRIPTION, FUEL . . . . . . . . . . . . 14-8
LINES - DESCRIPTION, HIGH PRESSURE
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
LINES - DESCRIPTION, REFRIGERANT . . . . 24-40
LINES - DESCRIPTION, VACUUM . . . . . . . . 25-37
LINES - OPERATION, HIGH PRESSURE
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
LINES - OPERATION, REFRIGERANT . . . . . . 24-41
LINK CONNECTOR - DESCRIPTION, DATA . 8E-12
LINK CONNECTOR - OPERATION, DATA . . . 8E-12
LINKAGE - 2WD - DESCRIPTION . . . . . . . . 19-40
LINKAGE - 2WD - INSTALLATION . . . . . . . . 19-41
LINKAGE - 2WD - REMOVAL . . . . . . . . . . . . 19-40
LINKAGE - 4WD - DESCRIPTION . . . . . . . . 19-42
LINKAGE - 4WD - INSTALLATION . . . . . . . . 19-43
LINKAGE - 4WD - REMOVAL . . . . . . . . . . . . 19-42
LINKAGE - INSTALLATION . . . . . . . . . . . . . . . 6-16
LINKAGE - REMOVAL . . . . . . . . . . . . . . . . . . 6-15
LINKAGE, SPECIAL TOOLS - STEERING . . . 19-41,
19-44
LINK/COIL SUSPENSION - STANDARD
PROCEDURE, ALIGNMENT . . . . . . . . . . . . . . . 2-5
LINK/COIL SUSPENSION, SPECIAL
TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
LIQUID LINE - INSTALLATION . . . . . . . . . . . 24-52
LIQUID LINE - REMOVAL . . . . . . . . . . . . . . 24-52
LOAD TEST - STANDARD PROCEDURE . . . . 8F-12
LOADS - STANDARD PROCEDURE,
TESTING FOR A SHORT TO GROUND
ON FUSES POWERING SEVERAL . . . . . . 8W-01-9
LOCATION - DESCRIPTION, CONNECTOR/
GROUND/SPLICE . . . . . . . . . . . . . . . . . . . 8W-91-1
LOCATIONS, SPECIFICATIONS - BODY
SEALER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-47
LOCATIONS, SPECIFICATIONS STRUCTURAL ADHESIVE . . . . . . . . . . . . . . . 23-44
LOCATIONS, SPECIFICATIONS - WELD . . . . . 23-4
LOCK & REMOTE KEYLESS ENTRY
SYSTEM - DIAGNOSIS AND TESTING,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
LOCK - STANDARD PROCEDURE,
HYDROSTATIC . . . . . . . . . . . . . . . 9-11,9-122,9-66
LOCK CYLINDER - DIAGNOSIS AND
TESTING, IGNITION SWITCH AND KEY . . . . . 19-9
LOCK CYLINDER - INSTALLATION . . . . . . . 23-74
LOCK CYLINDER - INSTALLATION . . . . . . . 19-10
LOCK CYLINDER - REMOVAL . . . . . . . . . . . 23-74
LOCK CYLINDER - REMOVAL . . . . . . . . . . . 19-10
LOCK MOTOR - DESCRIPTION, POWER . . . . 8N-7
LOCK MOTOR - DIAGNOSIS AND
TESTING, POWER . . . . . . . . . . . . . . . . . . . . . 8N-7
LOCK MOTOR - OPERATION, POWER . . . . . 8N-7
LOCK SWITCH - DESCRIPTION, DOOR
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
LOCK SWITCH - DESCRIPTION, POWER . . . 8N-8
LOCK SWITCH - DIAGNOSIS AND
TESTING, DOOR CYLINDER . . . . . . . . . . . . . 8N-6
LOCK SWITCH - DIAGNOSIS AND
TESTING, POWER . . . . . . . . . . . . . . . . . . . . . 8N-9
LOCK SWITCH - INSTALLATION, DOOR
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-6
LOCK SWITCH - OPERATION, DOOR
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
LOCK SWITCH - OPERATION, POWER . . . . . 8N-8
LOCK SWITCH - REMOVAL, DOOR
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-6
LOCKS - DESCRIPTION, POWER . . . . . . . . . 8N-1
LOCKS - DIAGNOSIS AND TESTING,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-4
LOCKS - OPERATION, POWER . . . . . . . . . . . 8N-3
LOOP ADJUSTER - INSTALLATION, SEAT
BELT TURNING . . . . . . . . . . . . . . . . . . . . . . 8O-29
LOOP ADJUSTER - REMOVAL, SEAT
BELT TURNING . . . . . . . . . . . . . . . . . . . . . . 8O-29
LOOP HGT ADJUSTER KNOB INSTALLATION, TURNING . . . . . . . . . . . . . . 8O-30
LOOP HGT ADJUSTER KNOB REMOVAL, TURNING . . . . . . . . . . . . . . . . . 8O-30
Description
Group-Page
LOW FUEL INDICATOR - DESCRIPTION . . . 8J-22
LOW FUEL INDICATOR - OPERATION . . . . . 8J-22
LOW MOUNTED - INSTALLATION, SIDE
VIEW MIRROR . . . . . . . . . . . . . . . . . . . . . . . 23-98
LOW MOUNTED - REMOVAL, SIDE VIEW
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98
LOW PRESSURE SWITCH DESCRIPTION, A/C . . . . . . . . . . . . . . . . . . . 24-21
LOW PRESSURE SWITCH - DIAGNOSIS
AND TESTING, A/C . . . . . . . . . . . . . . . . . . . 24-21
LOW PRESSURE SWITCH INSTALLATION, A/C . . . . . . . . . . . . . . . . . . . 24-21
LOW PRESSURE SWITCH - OPERATION,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
LOW PRESSURE SWITCH - REMOVAL,
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
LOWER - INSTALLATION, LATCH . . . . . . . . 23-80
LOWER - INSTALLATION, LATCH
STRIKER . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-82
LOWER - REMOVAL, LATCH . . . . . . . . . . . . 23-80
LOWER - REMOVAL, LATCH STRIKER . . . . 23-82
LOWER BALL JOINT - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
LOWER CONTROL ARM - INSTALLATION . . 2-10,
2-20
LOWER CONTROL ARM - REMOVAL . . 2-10,2-20
LOWER FASCIA - INSTALLATION, FRONT . . . 13-3
LOWER FASCIA - REMOVAL, FRONT . . . . . . 13-3
LUBRICANTS - STANDARD PROCEDURE,
CLASSIFICATION OF . . . . . . . . . . . . . . . . . . . . 0-1
LUBRICATION - DESCRIPTION . . . . 9-174,9-42,9-98
LUBRICATION - DESCRIPTION, AXLE . . . . . . . 0-5
LUBRICATION - DIAGNOSIS AND
TESTING, ENGINE DIAGNOSIS . . . . . . . . 9-63,9-8
LUBRICATION - OPERATION . . . . 9-174,9-42,9-98
LUBRICATION - STANDARD PROCEDURE . 19-40,
19-42
LUMBAR CONTROL SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8N-18
LUMBAR CONTROL SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
LUMBAR CONTROL SWITCH - REMOVAL . 8N-19
LUMBAR MOTOR - DESCRIPTION . . . . . . . 8N-19
LUMBAR MOTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
LUMBAR MOTOR - OPERATION . . . . . . . . . 8N-19
LUMBAR SUPPORT - INSTALLATION . . . . 23-133
LUMBAR SUPPORT - REMOVAL . . . . . . . . 23-132
MAIN BEARING CLEARANCE STANDARD PROCEDURE . . . . . . . . . . . . . . . 9-159
MAIN BEARING FITTING - STANDARD
PROCEDURE, CRANKSHAFT . . . . . . . . . . . . . 9-31
MAIN BEARINGS - DESCRIPTION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-31
MAIN BEARINGS - INSTALLATION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . 9-32,9-88
MAIN BEARINGS - OPERATION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-31
MAIN BEARINGS - REMOVAL,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . 9-31,9-88
MAIN BEARINGS - STANDARD
PROCEDURE, FITTING CRANKSHAFT . . . . . . 9-88
MAINTENANCE SCHEDULES DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-7
MALFUNCTION INDICATOR LAMP MIL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-23
MALFUNCTION INDICATOR LAMP MIL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-23
MANAGER - DESCRIPTION, TASK . . . . . . . . 25-17
MANAGER - OPERATION, TASK . . . . . . . . . 25-21
MANIFOLD - CLEANING, EXHAUST . 9-109,9-185,
9-53
MANIFOLD - CLEANING, INTAKE . . . 9-107,9-184,
9-51
MANIFOLD - DESCRIPTION, EXHAUST . . . 9-109,
9-53
MANIFOLD - DESCRIPTION, FUEL DRAIN . . 14-89
MANIFOLD - DESCRIPTION, INTAKE . . 9-106,9-50
MANIFOLD - INSPECTION, EXHAUST . . . . . 9-109,
9-186,9-53
MANIFOLD - INSPECTION, INTAKE . 9-108,9-184,
9-51
MANIFOLD - INSTALLATION, EXHAUST . . . 9-109,
9-186,9-53
MANIFOLD - INSTALLATION, FUEL
DRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-90
MANIFOLD - INSTALLATION, INTAKE . . . . . 9-108,
9-184,9-51
Description
MANIFOLD
MANIFOLD
MANIFOLD
MANIFOLD
-
19
Group-Page
OPERATION, EXHAUST . . 9-109,9-53
OPERATION, FUEL DRAIN . . . 14-89
OPERATION, INTAKE . . . . . . . . 9-50
REMOVAL, EXHAUST . . 9-109,9-185,
9-53
MANIFOLD - REMOVAL, FUEL DRAIN . . . . . 14-90
MANIFOLD - REMOVAL, INTAKE . . . 9-107,9-184,
9-50
MANIFOLD LEAKAGE - DIAGNOSIS AND
TESTING, INTAKE . . . . . . . . . . . . . . . . 9-106,9-50
MANUAL - NV4500 - ASSEMBLY . . . . . . . . 21-21
MANUAL - NV4500 - CLEANING . . . . . . . . . 21-20
MANUAL - NV4500 - DESCRIPTION . . . . . . . 21-1
MANUAL - NV4500 - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-3
MANUAL - NV4500 - DISASSEMBLY . . . . . . . 21-5
MANUAL - NV4500 - INSPECTION . . . . . . . 21-20
MANUAL - NV4500 - INSTALLATION . . . . . . 21-37
MANUAL - NV4500 - OPERATION . . . . . . . . . 21-3
MANUAL - NV4500 - REMOVAL . . . . . . . . . . 21-4
MANUAL - NV4500 - SPECIFICATIONS . . . . 21-38
MANUAL - NV5600 - ASSEMBLY . . . . . . . . 21-64
MANUAL - NV5600 - CLEANING . . . . . . . . . 21-63
MANUAL - NV5600 - DESCRIPTION . . . . . . 21-46
MANUAL - NV5600 - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-48
MANUAL - NV5600 - DISASSEMBLY . . . . . . 21-49
MANUAL - NV5600 - INSPECTION . . . . . . . . . 21-63
MANUAL - NV5600 - INSTALLATION . . . . . . 21-78
MANUAL - NV5600 - OPERATION . . . . . . . . 21-48
MANUAL - NV5600 - REMOVAL . . . . . . . . . 21-49
MANUAL - NV5600 - SPECIFICATIONS . . . . 21-79
MANUAL BLEEDING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
MANUAL TRANSMISSION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
MANUAL TRANSMISSION INSTALLATION, SHIFT BOOT . . . . . . . . . . . 23-122
MANUAL TRANSMISSION - REMOVAL,
SHIFT BOOT . . . . . . . . . . . . . . . . . . . . . . . . 23-122
MAP SENSOR - INSTALLATION . . . . . . . . . 14-108
MARKER LAMP - INSTALLATION . . . . . . . . 8L-23
MARKER LAMP - REMOVAL . . . . . . . . . . . . 8L-23
MASTER CYLINDER - DESCRIPTION . . . . . . 5-26
MASTER CYLINDER - INSTALLATION . . . . . . 5-28
MASTER CYLINDER - OPERATION . . . . . . . . 5-26
MASTER CYLINDER - REMOVAL . . . . . . . . . . 5-27
MASTER CYLINDER BLEEDING STANDARD PROCEDURE . . . . . . . . . . . . . . . . 5-27
MASTER CYLINDER/POWER BOOSTER DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 5-26
MATCH MOUNTING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 22-3
MATS - INSTALLATION, CARPETS AND
FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-123
MATS - REMOVAL, CARPETS AND
FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-123
MEASUREMENT - STANDARD
PROCEDURE, CASTER CORRECTION . . . . . . . 2-3
MEASUREMENTS, SPECIFICATIONS BODY GAP AND FLUSH . . . . . . . . . . . . . . . . 23-56
MEASURING TIMING CHAIN STRETCH INSPECTION . . . . . . . . . . . . . . . . . . . . 9-111,9-54
MECHANICAL - DIAGNOSIS AND
TESTING, ENGINE DIAGNOSIS . . . 9-116,9-6,9-61
MECHANISM - DESCRIPTION, SHIFT . . . . 21-208,
21-379
MECHANISM - NV4500 - INSTALLATION,
SHIFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-44
MECHANISM - NV4500 - REMOVAL,
SHIFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-43
MECHANISM - OPERATION, SHIFT . . . . . . 21-208,
21-379
METRIC SYSTEM - DESCRIPTION . . . . . . Intro.-9
MICRO-RELAY - DESCRIPTION . . . . . . . 8W-97-13
MICRO-RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-14
MICRO-RELAY - INSTALLATION . . . . . . 8W-97-14
MICRO-RELAY - OPERATION . . . . . . . . 8W-97-14
MICRO-RELAY - REMOVAL . . . . . . . . . . 8W-97-14
MIDTRONICS ELECTRICAL TESTER STANDARD PROCEDURE, USING . . . . . . . . 8F-15
MIL - DESCRIPTION, MALFUNCTION
INDICATOR LAMP . . . . . . . . . . . . . . . . . . . . 8J-23
MIL - OPERATION, MALFUNCTION
INDICATOR LAMP . . . . . . . . . . . . . . . . . . . . 8J-23
MILE, SPECIFICATIONS - TIRE
REVOLUTIONS PER . . . . . . . . . . . . . . . . . . . . 22-9
20
INDEX
Description
BR/BE
Group-Page
MINI-TRIP COMPUTER - DIAGNOSIS
AND TESTING, COMPASS . . . . . . . . . . . . . 8M-10
MIRROR - DESCRIPTION, AUTOMATIC
DAY / NIGHT . . . . . . . . . . . . . . . . . . . . . . . . 8N-11
MIRROR - DESCRIPTION, SIDEVIEW . . . . . 8N-14
MIRROR - DIAGNOSIS AND TESTING,
AUTOMATIC DAY/NIGHT . . . . . . . . . . . . . . . 8N-12
MIRROR - DIAGNOSIS AND TESTING,
SIDEVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-14
MIRROR - INSTALLATION, AUTOMATIC
DAY / NIGHT . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
MIRROR - INSTALLATION, SIDE VIEW . . . . 23-98
MIRROR - LOW MOUNTED INSTALLATION, SIDE VIEW . . . . . . . . . . . . . 23-98
MIRROR - LOW MOUNTED - REMOVAL,
SIDE VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98
MIRROR - OPERATION, AUTOMATIC DAY
/ NIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-12
MIRROR - OPERATION, SIDEVIEW . . . . . . . 8N-14
MIRROR - REMOVAL, AUTOMATIC DAY /
NIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
MIRROR - REMOVAL, REAR VIEW . . . . . . 23-126
MIRROR - REMOVAL, SIDE VIEW . . . . . . . . 23-97
MIRROR - REMOVAL, SIDEVIEW . . . . . . . . 8N-15
MIRROR FLAG - INSTALLATION, SIDE
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-75
MIRROR FLAG - REMOVAL, SIDE VIEW . . . 23-74
MIRROR GLASS - INSTALLATION, SIDE
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98
MIRROR GLASS - REMOVAL, SIDE VIEW . . 23-98
MIRROR GRID - DESCRIPTION, HEATED . . . . 8G-4
MIRROR GRID - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . . . . . . . 8G-4
MIRROR GRID - OPERATION, HEATED . . . . . 8G-4
MIRROR SUPPORT BRACKET INSTALLATION, REARVIEW . . . . . . . . . . . . 23-126
MIRROR SWITCH - DESCRIPTION . . . . . . . . 8G-2
MIRROR SWITCH - DESCRIPTION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
MIRROR SWITCH - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . . . . . . . 8G-3
MIRROR SWITCH - INSTALLATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-14
MIRROR SWITCH - OPERATION . . . . . . . . . . 8G-3
MIRROR SWITCH - OPERATION, POWER . . 8N-13
MIRROR SWITCH - REMOVAL, POWER . . . 8N-13
MIRROR SYSTEM - DESCRIPTION,
HEATED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-1
MIRROR SYSTEM - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . . . . . . . 8G-2
MIRROR SYSTEM - OPERATION, HEATED . . 8G-2
MIRRORS - DESCRIPTION, POWER . . . . . . 8N-11
MIRRORS - OPERATION, POWER . . . . . . . . 8N-11
MODE - DESCRIPTION, CIRCUIT
ACTUATION TEST . . . . . . . . . . . . . . . . . . . . . 25-2
MODE - DESCRIPTION, STATE DISPLAY
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1
MODES OF OPERATION - DESCRIPTION . . . 8E-15
MODULE - DESCRIPTION, AIRBAG
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-6
MODULE - DESCRIPTION, CENTRAL
TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-1
MODULE - DESCRIPTION, DAYTIME
RUNNING LAMP . . . . . . . . . . . . . . . . . . . . . . 8L-9
MODULE - DESCRIPTION, FUEL PUMP . . . . 14-12
MODULE - DESCRIPTION, FUEL TANK . . . . 14-82
MODULE - DESCRIPTION, HEATED SEAT . . 8E-20
MODULE - DESCRIPTION, WIPER . . . . . . . 8R-13
MODULE - DIAGNOSIS AND TESTING,
CENTRAL TIMER . . . . . . . . . . . . . . . . . . . . . . 8E-4
MODULE - DIAGNOSIS AND TESTING,
HEATED SEAT . . . . . . . . . . . . . . . . . . . . . . . 8E-21
MODULE - INSTALLATION, AIRBAG
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-8
MODULE - INSTALLATION, CENTRAL
TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-6
MODULE - INSTALLATION, DAYTIME
RUNNING LAMP . . . . . . . . . . . . . . . . . . . . . . 8L-9
MODULE - INSTALLATION, ENGINE
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-14
MODULE - INSTALLATION, FUEL PUMP . . . 14-13
MODULE - INSTALLATION, FUEL TANK . . . . 14-83
MODULE - INSTALLATION, HEATED SEAT . . 8E-23
MODULE - INSTALLATION, WIPER . . . . . . . 8R-14
MODULE - OPERATION, AIRBAG
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-6
MODULE - OPERATION, CENTRAL TIMER . . 8E-3
Description
Group-Page
MODULE - OPERATION, DAYTIME
RUNNING LAMP . . . . . . . . . . . . . . . . . . . . . . 8L-9
MODULE - OPERATION, FUEL PUMP . . . . . 14-13
MODULE - OPERATION, FUEL TANK . . . . . . 14-82
MODULE - OPERATION, HEATED SEAT . . . . 8E-20
MODULE - OPERATION, WIPER . . . . . . . . . 8R-14
MODULE - REMOVAL, AIRBAG CONTROL . . 8O-7
MODULE - REMOVAL, CENTRAL TIMER . . . . 8E-5
MODULE - REMOVAL, DAYTIME
RUNNING LAMP . . . . . . . . . . . . . . . . . . . . . . 8L-9
MODULE - REMOVAL, ENGINE CONTROL . . 8E-14
MODULE - REMOVAL, FUEL PUMP . . . . . . . 14-13
MODULE - REMOVAL, FUEL TANK . . . . . . . 14-83
MODULE - REMOVAL, HEATED SEAT . . . . . 8E-23
MODULE - REMOVAL, WIPER . . . . . . . . . . . 8R-14
MOLDING - INSTALLATION, ROOF JOINT . . 23-91
MOLDING - REMOVAL, ROOF JOINT . . . . . . 23-91
MOLDINGS - INSTALLATION, BODY SIDE . . 23-87
MOLDINGS - REMOVAL, BODY SIDE . . . . . 23-86
MONITORED SYSTEMS - DESCRIPTION . . . 25-17
MONITORS - DIESEL ENGINES DESCRIPTION, COMPONENT . . . . . . . . . . . . 25-20
MONITORS - GAS ENGINES DESCRIPTION, COMPONENT . . . . . . . . . . . . 25-19
MOTOR - ASSEMBLY, AXLE VACUUM . . . . . . 3-34
MOTOR - DESCRIPTION, AXLE VACUUM . . . 3-31
MOTOR - DESCRIPTION, BLOWER . . . . . . . 24-31
MOTOR - DESCRIPTION, IDLE AIR
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
MOTOR - DESCRIPTION, LUMBAR . . . . . . . 8N-19
MOTOR - DESCRIPTION, POWER LOCK . . . . 8N-7
MOTOR - DESCRIPTION, STARTER . . . . . . . 8F-37
MOTOR - DESCRIPTION, WINDOW . . . . . . 8N-26
MOTOR - DIAGNOSIS AND TESTING,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-32
MOTOR - DIAGNOSIS AND TESTING,
LUMBAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
MOTOR - DIAGNOSIS AND TESTING,
POWER LOCK . . . . . . . . . . . . . . . . . . . . . . . . 8N-7
MOTOR - DIAGNOSIS AND TESTING,
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-38
MOTOR - DIAGNOSIS AND TESTING,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
MOTOR - DIAGNOSIS AND TESTING,
WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-26
MOTOR - DISASSEMBLY, AXLE VACUUM . . . 3-34
MOTOR - INSTALLATION, AXLE VACUUM . . . 3-34
MOTOR - INSTALLATION, BLOWER . . . . . . 24-32
MOTOR - INSTALLATION, STARTER . . . . . . 8F-40
MOTOR - OPERATION, AXLE VACUUM . . . . . 3-31
MOTOR - OPERATION, BLOWER . . . . . . . . . 24-31
MOTOR - OPERATION, IDLE AIR
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
MOTOR - OPERATION, LUMBAR . . . . . . . . 8N-19
MOTOR - OPERATION, POWER LOCK . . . . . 8N-7
MOTOR - OPERATION, STARTER . . . . . . . . . 8F-37
MOTOR - REMOVAL, AXLE VACUUM . . . . . . 3-34
MOTOR - REMOVAL, BLOWER . . . . . . . . . . 24-32
MOTOR - REMOVAL, STARTER . . . . . . . . . . 8F-38
MOTOR - REMOVAL, WINDOW . . . . . . . . . . 8N-26
MOTOR RELAY - DESCRIPTION,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-22
MOTOR RELAY - DESCRIPTION,
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-41
MOTOR RELAY - DIAGNOSIS AND
TESTING, BLOWER . . . . . . . . . . . . . . . . . . . 24-22
MOTOR RELAY - INSTALLATION,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
MOTOR RELAY - INSTALLATION,
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-42
MOTOR RELAY - OPERATION, BLOWER . . . 24-22
MOTOR RELAY - OPERATION, STARTER . . . 8F-41
MOTOR RELAY - REMOVAL, BLOWER . . . . 24-23
MOTOR RELAY - REMOVAL, STARTER . . . . 8F-42
MOTOR RESISTOR BLOCK DESCRIPTION, BLOWER . . . . . . . . . . . . . . . 24-23
MOTOR RESISTOR BLOCK - DIAGNOSIS
AND TESTING, BLOWER . . . . . . . . . . . . . . . 24-23
MOTOR RESISTOR BLOCK INSTALLATION, BLOWER . . . . . . . . . . . . . . 24-24
MOTOR RESISTOR BLOCK - OPERATION,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
MOTOR RESISTOR BLOCK - REMOVAL,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-24
MOTOR SWITCH - DESCRIPTION,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-24
MOTOR SWITCH - DIAGNOSIS AND
TESTING, BLOWER . . . . . . . . . . . . . . . . . . . 24-25
Description
Group-Page
MOTOR SWITCH - OPERATION, BLOWER . . 24-24
MOTOR SWITCH - REMOVAL, BLOWER . . . 24-25
MOUNT - INSTALLATION, FRONT . . . . 9-174,9-42,
9-98
MOUNT - INSTALLATION, REAR . 9-174,9-42,9-98
MOUNT - REMOVAL, FRONT . . . . 9-173,9-41,9-97
MOUNT - REMOVAL, REAR . . . . . 9-174,9-42,9-98
MOUNTED - INSTALLATION, SIDE VIEW
MIRROR - LOW . . . . . . . . . . . . . . . . . . . . . . 23-98
MOUNTED - REMOVAL, SIDE VIEW
MIRROR - LOW . . . . . . . . . . . . . . . . . . . . . . 23-98
MOUNTED STOP LAMP - INSTALLATION,
CENTER HIGH . . . . . . . . . . . . . . . . . . . . . . . . 8L-6
MOUNTED STOP LAMP - REMOVAL,
CENTER HIGH . . . . . . . . . . . . . . . . . . . . . . . . 8L-6
MOUNTED STOP LAMP UNIT INSTALLATION, CENTER HIGH . . . . . . . . . . . 8L-6
MOUNTED STOP LAMP UNIT REMOVAL, CENTER HIGH . . . . . . . . . . . . . . . 8L-6
MOUNTING - STANDARD PROCEDURE,
MATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-3
MUFFLER - 3.9L/5.2L/5.9L/8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 11-10
MUFFLER - 3.9L/5.2L/5.9L/8.0L REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
MUFFLER - 5.9L DIESEL - INSTALLATION . 11-11
MUFFLER - 5.9L DIESEL - REMOVAL . . . . . 11-11
MULTI-FUNCTION SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8L-23
MULTI-FUNCTION SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 8L-25
MULTI-FUNCTION SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-28
MULTI-FUNCTION SWITCH - OPERATION . . 8L-24
MULTI-FUNCTION SWITCH - REMOVAL . . . 8L-27
NAME PLATES - INSTALLATION,
EXTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . 23-89
NAME PLATES - REMOVAL, EXTERIOR . . . . 23-89
NECK SEAL - DIAGNOSIS AND TESTING,
RADIATOR CAP-TO-FILLER . . . . . . . . . . . . . . 7-65
NEGATIVE CABLE INSTALLATION,
GASOLINE ENGINE . . . . . . . . . . . . . . . . . . . 8F-22
NEGATIVE CABLE REMOVAL, GASOLINE
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-22
NIGHT MIRROR - DESCRIPTION,
AUTOMATIC DAY . . . . . . . . . . . . . . . . . . . . . 8N-11
NIGHT MIRROR - INSTALLATION,
AUTOMATIC DAY . . . . . . . . . . . . . . . . . . . . . 8N-13
NIGHT MIRROR - OPERATION,
AUTOMATIC DAY . . . . . . . . . . . . . . . . . . . . . 8N-12
NIGHT MIRROR - REMOVAL,
AUTOMATIC DAY . . . . . . . . . . . . . . . . . . . . . 8N-13
NOISE - DIAGNOSIS AND TESTING,
WIND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3
NOISE OR VIBRATION - DIAGNOSIS AND
TESTING, TIRE . . . . . . . . . . . . . . . . . . . . . . . 22-9
NOISE SUPPRESSION COMPONENTS DESCRIPTION, RADIO . . . . . . . . . . . . . . . . . 8A-12
NOISE SUPPRESSION COMPONENTS DIAGNOSIS AND TESTING, RADIO . . . . . . . 8A-12
NON-DEPLOYED AIRBAGS - STANDARD
PROCEDURE, HANDLING . . . . . . . . . . . . . . . 8O-4
NON-MONITORED CIRCUITS - DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 25-24
NON-MONITORED CIRCUITS - GAS
ENGINES - OPERATION . . . . . . . . . . . . . . . . 25-24
NOZZLE - DESCRIPTION, WASHER . . . . . . . 8R-9
NOZZLE - INSTALLATION, WASHER . . . . . . . 8R-9
NOZZLE - OPERATION, WASHER . . . . . . . . . 8R-9
NOZZLE - REMOVAL, WASHER . . . . . . . . . . . 8R-9
NUMBER - DESCRIPTION, VEHICLE
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . Intro.-1
NV241 - DESCRIPTION, TRANSFER CASE . . . 0-5
NV241HD - ASSEMBLY, TRANSFER CASE . 21-480
NV241HD - CLEANING, TRANSFER CASE . 21-476
NV241HD - DESCRIPTION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-465
NV241HD - DISASSEMBLY, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-469
NV241HD - INSPECTION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-476
NV241HD - INSTALLATION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-494
NV241HD - OPERATION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-467
NV241HD - REMOVAL, TRANSFER CASE . 21-469
NV241HD - TRANSFER CASE . . . . . . . . . . 21-495
NV241LD - ASSEMBLY, TRANSFER CASE . 21-445
INDEX
BR/BE
Description
Group-Page
NV241LD - CLEANING, TRANSFER CASE . 21-441
NV241LD - DESCRIPTION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-430
NV241LD - DISASSEMBLY, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-432
NV241LD - INSPECTION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-442
NV241LD - INSTALLATION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-458
NV241LD - OPERATION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-430
NV241LD - REMOVAL, TRANSFER CASE . 21-432
NV241LD - TRANSFER CASE . . . . . . . . . . . 21-459
NV4500 - ASSEMBLY, MANUAL . . . . . . . . . 21-21
NV4500 - CLEANING, MANUAL . . . . . . . . . . 21-20
NV4500 - DESCRIPTION, MANUAL . . . . . . . . 21-1
NV4500 - DIAGNOSIS AND TESTING,
MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-3
NV4500 - DISASSEMBLY, MANUAL . . . . . . . . 21-5
NV4500 - INSPECTION, MANUAL . . . . . . . . 21-20
NV4500 - INSTALLATION, ADAPTER
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-42
NV4500 - INSTALLATION, EXTENSION
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-42
NV4500 - INSTALLATION, MANUAL . . . . . . 21-37
NV4500 - INSTALLATION, SHIFT COVER . . . 21-45
NV4500 - INSTALLATION, SHIFT
MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . 21-44
NV4500 - OPERATION, MANUAL . . . . . . . . . . 21-3
NV4500 - REMOVAL, ADAPTER
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-42
NV4500 - REMOVAL, EXTENSION
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-42
NV4500 - REMOVAL, MANUAL . . . . . . . . . . . 21-4
NV4500 - REMOVAL, SHIFT COVER . . . . . . 21-45
NV4500 - REMOVAL, SHIFT MECHANISM . . 21-43
NV4500 - SPECIFICATIONS, MANUAL . . . . . 21-38
NV5600 - ASSEMBLY, MANUAL . . . . . . . . . 21-64
NV5600 - CLEANING, MANUAL . . . . . . . . . . 21-63
NV5600 - DESCRIPTION, MANUAL . . . . . . . 21-46
NV5600 - DIAGNOSIS AND TESTING,
MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-48
NV5600 - DISASSEMBLY, MANUAL . . . . . . . 21-49
NV5600 - INSPECTION, MANUAL . . . . . . . . 21-63
NV5600 - INSTALLATION, ADAPTER
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-85
NV5600 - INSTALLATION, EXTENSION
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-85
NV5600 - INSTALLATION, MANUAL . . . . . . 21-78
NV5600 - INSTALLATION, SHIFT COVER . . . 21-86
NV5600 - OPERATION, MANUAL . . . . . . . . . 21-48
NV5600 - REMOVAL, ADAPTER
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-85
NV5600 - REMOVAL, EXTENSION
HOUSING SEAL . . . . . . . . . . . . . . . . . . . . . . 21-85
NV5600 - REMOVAL, MANUAL . . . . . . . . . . 21-49
NV5600 - REMOVAL, SHIFT COVER . . . . . . 21-86
NV5600 - SPECIFICATIONS, MANUAL . . . . . 21-79
O2 SENSOR - DESCRIPTION . . . . . . . . . . . . 14-45
O2 SENSOR - INSTALLATION . . . . . . . . . . . 14-47
O2 SENSOR - OPERATION . . . . . . . . . . . . . 14-45
O2 SENSOR - REMOVAL . . . . . . . . . . . . . . . 14-46
ODOMETER - DESCRIPTION . . . . . . . . . . . . 8J-24
ODOMETER - OPERATION . . . . . . . . . . . . . . 8J-24
OFF INDICATOR - DESCRIPTION,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . . 8J-26
OFF INDICATOR - OPERATION,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . . 8J-26
OIL - DESCRIPTION, ENGINE . . . . . . . . . . 0-4,0-5
OIL - DESCRIPTION, REFRIGERANT . . . . . . 24-57
OIL - OPERATION, REFRIGERANT . . . . . . . . 24-57
OIL - STANDARD PROCEDURE, ENGINE . . 9-101,
9-45
OIL COOLER - INSTALLATION, AIR TO . . . . . 7-87
OIL COOLER & LINES - CLEANING AND
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 9-179
OIL COOLER - REMOVAL, AIR TO . . . . . . . . . 7-86
OIL COOLER - REMOVAL, WATER TO . . . . . . 7-86
OIL FILTER - INSTALLATION . . . 9-102,9-179,9-46
OIL FILTER - REMOVAL . . . . . . 9-102,9-179,9-46
OIL LEAKS - DIAGNOSIS AND TESTING,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 9-43,9-99
OIL LEVEL - STANDARD PROCEDURE,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-178
OIL LEVEL - STANDARD PROCEDURE,
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . 24-57
OIL PAN - CLEANING . . . . . . . . 9-103,9-179,9-46
OIL PAN - INSPECTION . . . . . . . 9-103,9-179,9-46
Description
Group-Page
OIL PAN - INSTALLATION . . . . . 9-103,9-180,9-46
OIL PAN - REMOVAL . . . . . . . . . 9-102,9-179,9-46
OIL PRESSURE - DIAGNOSIS AND
TESTING, ENGINE . . . . . . . . . . . 9-101,9-178,9-45
OIL PRESSURE GAUGE - DESCRIPTION . . . 8J-25
OIL PRESSURE GAUGE - OPERATION . . . . . 8J-25
OIL PRESSURE RELIEF VALVE CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
OIL PRESSURE RELIEF VALVE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 9-180
OIL PRESSURE RELIEF VALVE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 9-180
OIL PRESSURE RELIEF VALVE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
OIL PRESSURE SENSOR/SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 9-181
OIL PRESSURE SENSOR/SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 9-181
OIL PUMP - ASSEMBLY . . . . . . . . . . . . . . . . 9-49
OIL PUMP - ASSEMBLY . . . . . . . . 21-169,21-340
OIL PUMP - CLEANING . . . . . . . . . . . 9-104,9-181
OIL PUMP - CLEANING . . . . . . . . . 21-168,21-338
OIL PUMP - DESCRIPTION . . . . . . 21-166,21-336
OIL PUMP - DISASSEMBLY . . . . . . . . . . . . . 9-47
OIL PUMP - DISASSEMBLY . . . . . . 21-167,21-337
OIL PUMP - INSPECTION . . . . . 9-104,9-181,9-47
OIL PUMP - INSPECTION . . . . . . . 21-168,21-339
OIL PUMP - INSTALLATION . . . 9-106,9-182,9-50
OIL PUMP - OPERATION . . . . . . . . . 21-166,21-336
OIL PUMP - REMOVAL . . . . . . . 9-104,9-181,9-47
OIL PUMP VOLUME CHECK - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . 21-166,21-336
OIL SEAL - FRONT - DESCRIPTION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-32
OIL SEAL - FRONT - INSTALLATION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . 9-160,9-32
OIL SEAL - FRONT - OPERATION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-32
OIL SEAL - FRONT - REMOVAL,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . 9-160,9-32
OIL SEAL - FRONT COVER INSTALLED INSTALLATION, FRONT . . . . . . . . . . . . . . . . . 9-89
OIL SEAL - FRONT COVER INSTALLED REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . . . 9-89
OIL SEAL - FRONT COVER REMOVED INSTALLATION, FRONT . . . . . . . . . . . . . . . . . 9-90
OIL SEAL - FRONT COVER REMOVED REMOVAL, FRONT . . . . . . . . . . . . . . . . . . . . . 9-89
OIL SEAL - REAR - DESCRIPTION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-33
OIL SEAL - REAR - INSTALLATION,
CRANKSHAFT . . . . . . . . . . . . . . . 9-162,9-34,9-90
OIL SEAL - REAR - OPERATION,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-33
OIL SEAL - REAR - REMOVAL,
CRANKSHAFT . . . . . . . . . . . . . . . 9-161,9-33,9-90
OIL SEAL RETAINER - INSTALLATION,
CRANKSHAFT REAR . . . . . . . . . . . . . . 9-163,9-90
OIL SEAL RETAINER - REMOVAL,
CRANKSHAFT REAR . . . . . . . . . . . . . . 9-162,9-90
OIL SERVICE - STANDARD PROCEDURE,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-178
ON-BOARD DIAGNOSTICS (OBD) DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 7-5
ONE WAY CHECK VALVE - DESCRIPTION . . 25-31
ONE WAY CHECK VALVE - INSTALLATION . 25-31
ONE WAY CHECK VALVE - OPERATION . . . . 25-31
ONE WAY CHECK VALVE - REMOVAL . . . . . 25-31
ONE-WAY CHECK VALVE - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 25-31
ON/OFF SWITCH - DESCRIPTION,
PASSENGER AIRBAG . . . . . . . . . . . . . . . . . 8O-23
ON/OFF SWITCH - INSTALLATION,
PASSENGER AIRBAG . . . . . . . . . . . . . . . . . 8O-25
ON/OFF SWITCH - OPERATION,
PASSENGER AIRBAG . . . . . . . . . . . . . . . . . 8O-24
ON/OFF SWITCH - REMOVAL,
PASSENGER AIRBAG . . . . . . . . . . . . . . . . . 8O-24
OPEN-CIRCUIT VOLTAGE TEST STANDARD PROCEDURE . . . . . . . . . . . . . . . 8F-12
OPENING COVER - INSTALLATION,
STEERING COLUMN . . . . . . . . . . . . . . . . . 23-114
OPENING COVER - REMOVAL, STEERING
COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . 23-113
OPENING DIMENSIONS, SPECIFICATIONS
- BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60
OPENING SEAL - INSTALLATION, DOOR . . 23-152
OPENING SEAL - REMOVAL, DOOR . . . . . 23-152
Description
21
Group-Page
OPENING UPPER TRIM - INSTALLATION,
GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . 23-112
OPENING UPPER TRIM - REMOVAL,
GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . 23-112
ORIFICE TUBE - DESCRIPTION, A/C . . . . . . 24-54
ORIFICE TUBE - DIAGNOSIS AND
TESTING, FIXED . . . . . . . . . . . . . . . . . . . . . 24-54
ORIFICE TUBE - INSTALLATION, A/C . . . . . . 24-54
ORIFICE TUBE - OPERATION, A/C . . . . . . . . 24-54
ORIFICE TUBE - REMOVAL, A/C . . . . . . . . . 24-54
OUTBOARD IDENTIFICATION LAMP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-29
OUTBOARD IDENTIFICATION LAMP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-28
OUTER BELT WEATHERSTRIP INSTALLATION, FRONT DOOR . . . . . . . . . . 23-153
OUTER BELT WEATHERSTRIP REMOVAL, FRONT DOOR . . . . . . . . . . . . . 23-153
OUTLET - DESCRIPTION, CIGAR
LIGHTER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-2
OUTLET - DESCRIPTION, POWER . . . . . 8W-97-10
OUTLET - DIAGNOSIS AND TESTING,
CIGAR LIGHTER . . . . . . . . . . . . . . . . . . . 8W-97-2
OUTLET - DIAGNOSIS AND TESTING,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-10
OUTLET - INSTALLATION, CIGAR
LIGHTER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4
OUTLET - INSTALLATION, POWER . . . . 8W-97-11
OUTLET - OPERATION, CIGAR LIGHTER . 8W-97-2
OUTLET - OPERATION, POWER . . . . . . 8W-97-10
OUTLET - REMOVAL, CIGAR LIGHTER . . . 8W-97-3
OUTLET - REMOVAL, POWER . . . . . . . . 8W-97-11
OUTLET BARRELS - INSTALLATION,
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31
OUTLET BARRELS - REMOVAL, PANEL . . . 24-31
OUTPUT - DESCRIPTION, PCM . . . . . . . . . . . 8I-4
OUTPUT - DIAGNOSIS AND TESTING,
VACUUM PUMP . . . . . . . . . . . . . . . . . . . . . . . 7-34
OUTPUT - OPERATION, PCM . . . . . . . . . . . . 14-52
OUTPUT - OPERATION, PCM . . . . . . . . . . . . . 8I-4
OUTPUT SHAFT FRONT BEARING INSTALLATION . . . . . . . . . . . . . . . . 21-171,21-342
OUTPUT SHAFT FRONT BEARING REMOVAL . . . . . . . . . . . . . . . . . . . 21-171,21-342
OUTPUT SHAFT REAR BEARING INSTALLATION . . . . . . . . . . . . . . . . 21-172,21-343
OUTPUT SHAFT REAR BEARING REMOVAL . . . . . . . . . . . . . . . . . . . 21-171,21-343
OUTPUT SHAFT SEAL - INSTALLATION,
FRONT . . . . . . . . . . . . . . . . . . . . . . 21-461,21-498
OUTPUT SHAFT SEAL - REMOVAL,
FRONT . . . . . . . . . . . . . . . . . . . . . . 21-461,21-498
OVERDRIVE CLUTCH - DESCRIPTION . . . 21-172,
21-343
OVERDRIVE CLUTCH - OPERATION . . . . . 21-172,
21-343
OVERDRIVE ELECTRICAL CONTROLS DIAGNOSIS AND TESTING . . . . . . 21-191,21-344
OVERDRIVE OFF INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-26
OVERDRIVE OFF INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-26
OVERDRIVE SWITCH - DESCRIPTION . . . 21-190,
21-344
OVERDRIVE SWITCH - INSTALLATION . . . 21-191,
21-345
OVERDRIVE SWITCH - OPERATION . . . . . 21-190,
21-344
OVERDRIVE SWITCH - REMOVAL . 21-191,21-344
OVERDRIVE UNIT - ASSEMBLY . . . 21-180,21-354
OVERDRIVE UNIT - CLEANING . . . 21-179,21-353
OVERDRIVE UNIT - DISASSEMBLY . . . . . 21-173,
21-346
OVERDRIVE UNIT - INSPECTION . 21-180,21-353
OVERDRIVE UNIT - INSTALLATION . . . . . 21-189,
21-362
OVERDRIVE UNIT - REMOVAL . . . 21-173,21-345
OVERFLOW VALVE - DESCRIPTION . . . . . . 14-87
OVERFLOW VALVE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-87
OVERFLOW VALVE - INSTALLATION . . . . . . 14-88
OVERFLOW VALVE - OPERATION . . . . . . . . 14-87
OVERFLOW VALVE - REMOVAL . . . . . . . . . . 14-88
OVERHEAD CONSOLE - DESCRIPTION . . . . 8M-1
OVERHEAD CONSOLE ASSEMBLY,
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-8
OVERHEAD CONSOLE DISASSEMBLY,
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 8M-7
22
INDEX
Description
BR/BE
Group-Page
OVERHEAD CONSOLE INSTALLATION,
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8M-8
OVERHEAD CONSOLE REMOVAL,
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-6
OVERHEAD CONSOLE SPECIAL TOOL,
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . 8M-9
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON RETAINER ASSEMBLY . . . . . . . . . . . . . . . . . . . 21-193,21-364
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON RETAINER CLEANING . . . . . . . . . . . . . . . . . . . 21-192,21-364
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON RETAINER DESCRIPTION . . . . . . . . . . . . . . . . 21-192,21-363
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON RETAINER DISASSEMBLY . . . . . . . . . . . . . . . . 21-192,21-364
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON RETAINER INSPECTION . . . . . . . . . . . . . . . . . 21-193,21-364
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON RETAINER OPERATION . . . . . . . . . . . . . . . . . . 21-192,21-363
OVERTEMP INDICATOR - DESCRIPTION,
TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-31
OVERTEMP INDICATOR - OPERATION,
TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-31
PAD - INSTALLATION, SILENCER . . . . . . . 23-104
PAD - REMOVAL, SILENCER . . . . . . . . . . . 23-104
PAINT CODE - DESCRIPTION . . . . . . . . . . 23-129
PAINT COLOR CODES, SPECIFICATIONS 2002 BR/BE . . . . . . . . . . . . . . . . . . . . . . . . 23-129
PAINT TOUCH-UP - DESCRIPTION . . . . . . 23-130
PAN - CLEANING, OIL . . . . . . . . 9-103,9-179,9-46
PAN - INSPECTION, OIL . . . . . . 9-103,9-179,9-46
PAN - INSTALLATION, OIL . . . . 9-103,9-180,9-46
PAN - REMOVAL, OIL . . . . . . . . 9-102,9-179,9-46
PANEL - INSTALLATION, QUARTER TRIM . 23-128
PANEL - INSTALLATION, TRIM . . . . . 23-75,23-84
PANEL - REMOVAL, QUARTER TRIM . . . . 23-128
PANEL - REMOVAL, TRIM . . . . . . . . . 23-75,23-83
PANEL ANTENNA CABLE INSTALLATION, INSTRUMENT . . . . . . . . . . . . 8A-9
PANEL ANTENNA CABLE - REMOVAL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . 8A-9
PANEL ASSEMBLY - INSTALLATION,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . 23-117
PANEL ASSEMBLY - REMOVAL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . 23-115
PANEL DEMISTER DUCTS INSTALLATION, INSTRUMENT . . . . . . . . . . . 24-36
PANEL DEMISTER DUCTS - REMOVAL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . 24-36
PANEL DUCTS - INSTALLATION,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . 24-37
PANEL DUCTS - REMOVAL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . 24-37
PANEL OUTLET BARRELS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-31
PANEL OUTLET BARRELS - REMOVAL . . . . 24-31
PANEL SPEAKER - INSTALLATION, REAR
CAB SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
PANEL SPEAKER - REMOVAL, REAR CAB
SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
PANEL SYSTEM - DESCRIPTION,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . 23-105
PANEL SYSTEM - OPERATION,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . 23-106
PANEL TOP COVER - INSTALLATION,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . 23-113
PANEL TOP COVER - REMOVAL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . 23-113
PANEL TRIM - INSTALLATION, REAR
CLOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
PANEL TRIM - REMOVAL, REAR
CLOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 23-120
PANEL/DEFROST DOOR - INSTALLATION . . 24-38
PANEL/DEFROST DOOR - REMOVAL . . . . . . 24-38
PANEL/DEFROST DOOR ACTUATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-27
PANEL/DEFROST DOOR ACTUATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-26
PARK BRAKE CABLE - INSTALLATION,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
PARK BRAKE CABLE - REMOVAL, REAR . . . 5-29
PARKING BRAKE - DESCRIPTION . . . . . . . . . 5-28
PARKING BRAKE - OPERATION . . . . . . . . . . . 5-28
Description
Group-Page
PARKING BRAKE CABLE INSTALLATION, FRONT . . . . . . . . . . . . . . . . . 5-30
PARKING BRAKE CABLE - REMOVAL,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
PARKING BRAKE SHOES - ADJUSTMENT . . . 5-33
PARK/NEUTRAL POSITION SWITCH DIAGNOSIS AND TESTING . . . . . . 21-195,21-367
PARK/NEUTRAL POSITION SWITCH INSTALLATION . . . . . . . . . . . . . . . . 21-195,21-367
PARK/NEUTRAL POSITION SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . 21-195,21-367
PARK/TURN SIGNAL LAMP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-29
PARK/TURN SIGNAL LAMP - REMOVAL . . . 8L-29
PARK/TURN SIGNAL LAMP UNIT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-29
PARK/TURN SIGNAL LAMP UNIT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
PARTS - STANDARD PROCEDURES,
CLEANING FUEL SYSTEM . . . . . . . . . . . . . . 14-61
PASSENGER AIRBAG - DESCRIPTION . . . . 8O-21
PASSENGER AIRBAG - INSTALLATION . . . . 8O-23
PASSENGER AIRBAG - OPERATION . . . . . . 8O-21
PASSENGER AIRBAG - REMOVAL . . . . . . . . 8O-21
PASSENGER AIRBAG ON/OFF SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8O-23
PASSENGER AIRBAG ON/OFF SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-25
PASSENGER AIRBAG ON/OFF SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8O-24
PASSENGER AIRBAG ON/OFF SWITCH REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-24
PASSENGER POWER SEAT SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8N-20
PASSENGER POWER SEAT SWITCH DIAGNOSIS AND TESTING . . . . . . . . . . . . . 8N-20
PASSENGER POWER SEAT SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8N-21
PASSENGER POWER SEAT SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8N-20
PASSENGER POWER SEAT SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-21
PASSENGER SEAT HEATER SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8G-16
PASSENGER SEAT HEATER SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8G-19
PASSENGER SEAT HEATER SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8G-17
PASSENGER SEAT HEATER SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-18
PATTERNS - DIAGNOSIS AND TESTING,
TIRE WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . 22-8
PCM - DESCRIPTION . . . . . . . . . . . . . . . . . . 8E-15
PCM - GAS ENGINES - OPERATION . . . . . . 8E-18
PCM INPUT - OPERATION, ASD SENSE . . . . . 8I-4
PCM OUTPUT - DESCRIPTION . . . . . . . . . . . . 8I-4
PCM OUTPUT - OPERATION . . . . . . . . . . . . 14-52
PCM OUTPUT - OPERATION . . . . . . . . . . . . . 8I-4
PCV VALVE - 5.9L - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-36
PEDAL - DESCRIPTION . . . . . . . . . . . . . . . . . 5-17
PEDAL - INSTALLATION . . . . . . . . . . . . 5-17,5-29
PEDAL - INSTALLATION, ACCELERATOR . . . 14-37
PEDAL - INSTALLATION, CLUTCH . . . . . . . . . 6-15
PEDAL - OPERATION . . . . . . . . . . . . . . . . . . . 5-17
PEDAL - REMOVAL . . . . . . . . . . . . . . . . 5-17,5-28
PEDAL - REMOVAL, ACCELERATOR . . . . . . 14-36
PEDAL - REMOVAL, CLUTCH . . . . . . . . . . . . 6-15
PEDAL POSITION SENSOR DESCRIPTION, ACCELERATOR . . . . . . . . . . 14-95
PEDAL POSITION SENSOR INSTALLATION, ACCELERATOR . . . . . . . . . . 14-97
PEDAL POSITION SENSOR - OPERATION,
ACCELERATOR . . . . . . . . . . . . . . . . . . . . . . . 14-95
PEDAL POSITION SENSOR - REMOVAL,
ACCELERATOR . . . . . . . . . . . . . . . . . . . . . . . 14-95
PEDAL POSITION SWITCH DESCRIPTION, CLUTCH . . . . . . . . . . . . . . . . . 6-17
PEDAL POSITION SWITCH - OPERATION,
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
PER MILE, SPECIFICATIONS - TIRE
REVOLUTIONS . . . . . . . . . . . . . . . . . . . . . . . . 22-9
PERFORMANCE - DIAGNOSIS AND
TESTING, A/C . . . . . . . . . . . . . . . . . . . . . . . . 24-2
PERFORMANCE - DIAGNOSIS AND
TESTING, ENGINE DIAGNOSIS . . . . . . . . 9-4,9-59
PERFORMANCE - DIAGNOSIS AND
TESTING, HEATER . . . . . . . . . . . . . . . . . . . . . 24-6
Description
Group-Page
PILOT BEARING - INSTALLATION . . . . . . . . . 6-14
PILOT BEARING - REMOVAL . . . . . . . . . . . . . 6-14
PINION GEAR/RING GEAR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 3-43
PINION GEAR/RING GEAR - REMOVAL . . . . . 3-41
PINION GEAR/RING GEAR/TONE RING INSTALLATION . . . . . . . . . . . . . . 3-104,3-132,3-75
PINION GEAR/RING GEAR/TONE RING REMOVAL . . . . . . . . . . . . . . . . . 3-103,3-131,3-73
PINION SEAL - INSTALLATION . . 3-124,3-35,3-63,
3-95
PINION SEAL - REMOVAL . . 3-123,3-35,3-63,3-94
PIPE - 3.9L/5.2L/5.9L - INSPECTION,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
PIPE - 3.9L/5.2L/5.9L - INSTALLATION,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
PIPE - 3.9L/5.2L/5.9L - REMOVAL,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
PIPE - 5.9L DIESEL - INSPECTION,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
PIPE - 5.9L DIESEL - INSTALLATION,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
PIPE - 5.9L DIESEL - REMOVAL,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
PIPE - 5.9L HD/8.0L - INSPECTION,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
PIPE - 5.9L HD/8.0L - INSTALLATION,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
PIPE - 5.9L HD/8.0L - REMOVAL,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
PISTON & CONNECTING ROD CLEANING . . . . . . . . . . . . . . . . . . 9-169,9-39,9-94
PISTON & CONNECTING ROD DESCRIPTION . . . . . . . . . . . . . . . 9-165,9-38,9-93
PISTON & CONNECTING ROD INSPECTION . . . . . . . . . . . . . . . . . . . . . 9-39,9-94
PISTON & CONNECTING ROD INSTALLATION . . . . . . . . . . . . . . . . . . . . 9-39,9-94
PISTON & CONNECTING ROD REMOVAL . . . . . . . . . . . . . . . . . . 9-168,9-38,9-94
PISTON FITTING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . 9-38,9-93
PISTON GRADING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-166
PISTON RETAINER - ASSEMBLY,
OVERRUNNING CLUTCH CAM/
OVERDRIVE . . . . . . . . . . . . . . . . . . 21-193,21-364
PISTON RETAINER - CLEANING,
OVERRUNNING CLUTCH CAM/
OVERDRIVE . . . . . . . . . . . . . . . . . . 21-192,21-364
PISTON RETAINER - DESCRIPTION,
OVERRUNNING CLUTCH CAM/
OVERDRIVE . . . . . . . . . . . . . . . . . . 21-192,21-363
PISTON RETAINER - DISASSEMBLY,
OVERRUNNING CLUTCH CAM/
OVERDRIVE . . . . . . . . . . . . . . . . . . 21-192,21-364
PISTON RETAINER - INSPECTION,
OVERRUNNING CLUTCH CAM/
OVERDRIVE . . . . . . . . . . . . . . . . . . 21-193,21-364
PISTON RETAINER - OPERATION,
OVERRUNNING CLUTCH CAM/
OVERDRIVE . . . . . . . . . . . . . . . . . . 21-192,21-363
PISTON RING FITTING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . 9-171,9-39
PISTON RINGS - STANDARD
PROCEDURE, FITTING . . . . . . . . . . . . . . . . . . 9-95
PISTONS - DESCRIPTION . . . . . . . 21-195,21-367
PISTONS - OPERATION . . . . . . . . . 21-196,21-367
PITMAN BEARING - INSTALLATION . . . . . . 19-23
PITMAN BEARING - REMOVAL . . . . . . . . . . 19-22
PITMAN SHAFT - INSTALLATION . . . . . . . . 19-25
PITMAN SHAFT - REMOVAL . . . . . . . . . . . . 19-24
PITMAN SHAFT SEAL - INSTALLATION . . . . 19-26
PITMAN SHAFT SEAL - REMOVAL . . . . . . . 19-25
PLANETARY GEARTRAIN/OUTPUT SHAFT
- ASSEMBLY . . . . . . . . . . . . . . . . . 21-199,21-371
PLANETARY GEARTRAIN/OUTPUT SHAFT
- DESCRIPTION . . . . . . . . . . . . . . . 21-197,21-369
PLANETARY GEARTRAIN/OUTPUT SHAFT
- DISASSEMBLY . . . . . . . . . . . . . . 21-198,21-369
PLANETARY GEARTRAIN/OUTPUT SHAFT
- INSPECTION . . . . . . . . . . . . . . . . 21-199,21-371
PLANETARY GEARTRAIN/OUTPUT SHAFT
- OPERATION . . . . . . . . . . . . . . . . . 21-197,21-369
PLATE - DESCRIPTION, BODY CODE . . . . Intro.-4
PLATE - DESCRIPTION, ENGINE DATA . . . . 9-129
PLATE - DESCRIPTION, EQUIPMENT
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . Intro.-3
INDEX
BR/BE
Description
Group-Page
PLATE - INSTALLATION, TRANSFER
CASE SKID . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
PLATE - REMOVAL, TRANSFER CASE
SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
PLATE LAMP - INSTALLATION, LICENSE . . 8L-22
PLATE LAMP - REMOVAL, LICENSE . . . . . . 8L-22
PLATE LAMP UNIT - INSTALLATION,
LICENSE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-22
PLATE LAMP UNIT - REMOVAL, LICENSE . . 8L-22
PLATE, SPECIFICATIONS - FUEL
INJECTION PUMP DATA . . . . . . . . . . . . . . . 14-77
PLATES - INSTALLATION, EXTERIOR
NAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-89
PLATES - REMOVAL, EXTERIOR NAME . . . . 23-89
PLUG - CLEANING, SPARK . . . . . . . . . . . . . 8I-20
PLUG - DESCRIPTION, SPARK . . . . . . . . . . . 8I-16
PLUG - INSTALLATION, SPARK . . . . . . . . . . 8I-20
PLUG - INSTALLATION, STEERING GEAR
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-30
PLUG - OPERATION, SPARK . . . . . . . . . . . . 8I-16
PLUG - REMOVAL, SPARK . . . . . . . . . . . . . . 8I-19
PLUG - REMOVAL, STEERING GEAR
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
PLUG CABLE - DESCRIPTION, SPARK . . . . . 8I-20
PLUG CABLE - INSTALLATION, SPARK . . . . 8I-21
PLUG CABLE - OPERATION, SPARK . . . . . . . 8I-20
PLUG CABLE - REMOVAL, SPARK . . . . . . . . 8I-21
PLUG CABLE ORDER, 8.0L V-10 ENGINE
- SPARK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
PLUG CABLE RESISTANCE,
SPECIFICATIONS - SPARK . . . . . . . . . . . . . . . 8I-3
PLUG CABLES - DIAGNOSIS AND
TESTING, SPARK . . . . . . . . . . . . . . . . . . . . . 8I-20
PLUG CONDITIONS - DIAGNOSIS AND
TESTING, SPARK . . . . . . . . . . . . . . . . . . . . . 8I-17
PLUGS, SPECIFICATIONS - SPARK . . . . . . . . 8I-3
PLUMBING - CLEANING, CHARGE AIR
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
PLUMBING - DESCRIPTION, CHARGE
AIR COOLER . . . . . . . . . . . . . . . . . . . . . . . . 11-18
PLUMBING - INSPECTION, CHARGE AIR
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
PLUMBING - INSTALLATION, CHARGE
AIR COOLER . . . . . . . . . . . . . . . . . . . . . . . . 11-20
PLUMBING - OPERATION, CHARGE AIR
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
PLUMBING - REMOVAL, CHARGE AIR
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
PLUMBING - SERVICE CAUTIONS . . . . . . . . 24-42
PLUMBING - SERVICE WARNINGS . . . . . . . 24-42
POLISHING - DESCRIPTION, WET
SANDING/BUFFING . . . . . . . . . . . . . . . . . . 23-130
PORT - DESCRIPTION, REFRIGERANT
SYSTEM SERVICE . . . . . . . . . . . . . . . . . . . . . 24-1
PORT - OPERATION, REFRIGERANT
SYSTEM SERVICE . . . . . . . . . . . . . . . . . . . . . 24-2
POSITION SENSOR - DESCRIPTION,
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . 14-95
POSITION SENSOR - DESCRIPTION,
THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
POSITION SENSOR - INSTALLATION,
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . 14-97
POSITION SENSOR - OPERATION,
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . 14-95
POSITION SENSOR - OPERATION,
THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
POSITION SENSOR - REMOVAL,
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . 14-95
POSITION SWITCH - DESCRIPTION,
CLUTCH PEDAL . . . . . . . . . . . . . . . . . . . . . . . 6-17
POSITION SWITCH - DIAGNOSIS AND
TESTING, PARK/NEUTRAL . . . . . . . 21-195,21-367
POSITION SWITCH - INSTALLATION,
PARK/NEUTRAL . . . . . . . . . . . . . . . 21-195,21-367
POSITION SWITCH - OPERATION,
CLUTCH PEDAL . . . . . . . . . . . . . . . . . . . . . . . 6-17
POSITION SWITCH - REMOVAL,
PARK/NEUTRAL . . . . . . . . . . . . . . . 21-195,21-367
POSITIVE CABLE INSTALLATION,
GASOLINE ENGINE . . . . . . . . . . . . . . . . . . . 8F-22
POSITIVE CABLE REMOVAL, GASOLINE
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-21
POTENTIAL - STANDARD PROCEDURE,
TESTING OF VOLTAGE . . . . . . . . . . . . . . 8W-01-8
POWER BRAKE BOOSTER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-19
POWER BRAKE BOOSTER - REMOVAL . . . . . 5-19
POWER DISTRIBUTION - DESCRIPTION . 8W-97-1
Description
Group-Page
POWER DISTRIBUTION - OPERATION . . 8W-97-1
POWER DISTRIBUTION CENTER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 8W-97-8
POWER DISTRIBUTION CENTER INSTALLATION . . . . . . . . . . . . . . . . . . . 8W-97-10
POWER DISTRIBUTION CENTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . 8W-97-8
POWER DISTRIBUTION CENTER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-8
POWER DISTRIBUTION SYSTEMS,
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . 8W-97-2
POWER GROUNDS - DESCRIPTION . . . . . . 8E-17
POWER LOCK & REMOTE KEYLESS
ENTRY SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
POWER LOCK MOTOR - DESCRIPTION . . . . 8N-7
POWER LOCK MOTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-7
POWER LOCK MOTOR - OPERATION . . . . . . 8N-7
POWER LOCK SWITCH - DESCRIPTION . . . . 8N-8
POWER LOCK SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8N-9
POWER LOCK SWITCH - OPERATION . . . . . . 8N-8
POWER LOCKS - DESCRIPTION . . . . . . . . . . 8N-1
POWER LOCKS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-4
POWER LOCKS - OPERATION . . . . . . . . . . . . 8N-3
POWER MIRROR SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8N-13
POWER MIRROR SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8N-14
POWER MIRROR SWITCH - OPERATION . . 8N-13
POWER MIRROR SWITCH - REMOVAL . . . 8N-13
POWER MIRRORS - DESCRIPTION . . . . . . 8N-11
POWER MIRRORS - OPERATION . . . . . . . . 8N-11
POWER OUTLET - DESCRIPTION . . . . . 8W-97-10
POWER OUTLET - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-10
POWER OUTLET - INSTALLATION . . . . 8W-97-11
POWER OUTLET - OPERATION . . . . . . . 8W-97-10
POWER OUTLET - REMOVAL . . . . . . . . 8W-97-11
POWER SEAT SWITCH - DESCRIPTION,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-17
POWER SEAT SWITCH - DESCRIPTION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8N-20
POWER SEAT SWITCH - DIAGNOSIS
AND TESTING, DRIVER . . . . . . . . . . . . . . . . 8N-17
POWER SEAT SWITCH - DIAGNOSIS
AND TESTING, PASSENGER . . . . . . . . . . . . 8N-20
POWER SEAT SWITCH - INSTALLATION,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
POWER SEAT SWITCH - INSTALLATION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8N-21
POWER SEAT SWITCH - OPERATION,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-17
POWER SEAT SWITCH - OPERATION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8N-20
POWER SEAT SWITCH - REMOVAL,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
POWER SEAT SWITCH - REMOVAL,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8N-21
POWER SEAT SYSTEM - DESCRIPTION . . . 8N-16
POWER SEAT SYSTEM - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 8N-16
POWER SEAT SYSTEM - OPERATION . . . . . 8N-16
POWER SEAT TRACK - DESCRIPTION . . . . 8N-21
POWER SEAT TRACK - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-22
POWER SEAT TRACK - INSTALLATION . . . . 8N-22
POWER SEAT TRACK - OPERATION . . . . . . 8N-22
POWER SEAT TRACK - REMOVAL . . . . . . . 8N-22
POWER STEERING FLOW AND
PRESSURE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-4
POWER STEERING GEAR LEAKAGE DIAGNOSIS AND TESTING . . . . . . . . . . . . . 19-16
POWER STEERING GEAR, SPECIAL
TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
POWER STEERING GEAR,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 19-21
POWER STEERING PUMP - INITIAL
OPERATION - STANDARD PROCEDURE . . . 19-33
POWER STEERING PUMP, SPECIAL
TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-38
POWER STEERING SYSTEM DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 19-2
POWER STEERING SYSTEM STANDARD PROCEDURE, FLUSHING . . . . . 19-34
Description
23
Group-Page
POWER WINDOW SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8N-24
POWER WINDOW SWITCH - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 8N-24
POWER WINDOW SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8N-26
POWER WINDOW SWITCH - OPERATION . . 8N-24
POWER WINDOW SWITCH - REMOVAL . . . 8N-25
POWER WINDOWS - DESCRIPTION . . . . . . 8N-23
POWER WINDOWS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-23
POWER WINDOWS - OPERATION . . . . . . . . 8N-23
POWERING SEVERAL LOADS STANDARD PROCEDURE, TESTING
FOR A SHORT TO GROUND ON FUSES . 8W-01-9
POWR-LOK - ASSEMBLY, DIFFERENTIAL . . . 3-99
POWR-LOK - DISASSEMBLY,
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . 3-99
POWR-LOK - DIAGNOSIS AND TESTING . . . 3-99
PRELIMINARY CHECKS - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
PRESSURE - DESCRIPTION, HOSES . . . . . . 19-39
PRESSURE - DIAGNOSIS AND TESTING,
BOOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-93
PRESSURE - DIAGNOSIS AND TESTING,
CYLINDER COMPRESSION . . . . . . . . . . . 9-64,9-9
PRESSURE - DIAGNOSIS AND TESTING,
ENGINE OIL . . . . . . . . . . . . . . . . 9-101,9-178,9-45
PRESSURE - DIAGNOSIS AND TESTING,
FUEL TRANSFER PUMP . . . . . . . . . . . . . . . 14-84
PRESSURE - DIAGNOSIS AND TESTING,
POWER STEERING FLOW
. . . . . . . . . . . . . . . . . 19-4
PRESSURE - DIAGNOSIS AND TESTING,
TURBOCHARGER BOOST . . . . . . . . . . . . . . . 11-13
PRESSURE - GAS ENGINES SPECIFICATIONS, FUEL SYSTEM . . . . . . . . . 14-3
PRESSURE - OPERATION, HOSES . . . . . . . . 19-39
PRESSURE BLEEDING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
PRESSURE CAP - DESCRIPTION,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
PRESSURE CAP - OPERATION,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
PRESSURE FOR HIGH SPEEDS DESCRIPTION, TIRE . . . . . . . . . . . . . . . . . . . 22-7
PRESSURE FUEL LINES - DESCRIPTION,
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
PRESSURE FUEL LINES - OPERATION,
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-78
PRESSURE GAUGE - DESCRIPTION, OIL . . 8J-25
PRESSURE GAUGE - OPERATION, OIL . . . . 8J-25
PRESSURE GAUGES - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-8
PRESSURE LEAK DOWN TEST DIAGNOSIS AND TESTING, FUEL . . . . . . . . . 14-2
PRESSURE LEAKAGE - DIAGNOSIS AND
TESTING, CYLINDER COMBUSTION . . . . 9-64,9-9
PRESSURE RELEASE - STANDARD
PROCEDURE, FUEL SYSTEM . . . . . . . . . . . . . 14-3
PRESSURE RELIEF VALVE - CLEANING,
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
PRESSURE RELIEF VALVE DESCRIPTION, HIGH . . . . . . . . . . . . . . . . . . 24-46
PRESSURE RELIEF VALVE - INSPECTION,
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
PRESSURE RELIEF VALVE INSTALLATION, OIL . . . . . . . . . . . . . . . . . . . 9-180
PRESSURE RELIEF VALVE - OPERATION,
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-47
PRESSURE RELIEF VALVE - REMOVAL,
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
PRESSURE SENSOR/SWITCH INSTALLATION, OIL . . . . . . . . . . . . . . . . . . . 9-181
PRESSURE SENSOR/SWITCH REMOVAL, OIL . . . . . . . . . . . . . . . . . . . . . . 9-181
PRESSURE SWITCH - DESCRIPTION, A/C
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
PRESSURE SWITCH - DESCRIPTION, A/C
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
PRESSURE SWITCH - DIAGNOSIS AND
TESTING, A/C HIGH . . . . . . . . . . . . . . . . . . . 24-20
PRESSURE SWITCH - DIAGNOSIS AND
TESTING, A/C LOW . . . . . . . . . . . . . . . . . . . 24-21
PRESSURE SWITCH - INSTALLATION,
A/C HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
PRESSURE SWITCH - INSTALLATION,
A/C LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
24
INDEX
Description
BR/BE
Group-Page
PRESSURE SWITCH - OPERATION, A/C
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
PRESSURE SWITCH - OPERATION, A/C
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
PRESSURE SWITCH - REMOVAL, A/C
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
PRESSURE SWITCH - REMOVAL, A/C
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
PRESSURE TEST - DIAGNOSIS AND
TESTING, FUEL PUMP . . . . . . . . . . . . . . . . . . 14-9
PRESSURE TEST - DIAGNOSIS AND
TESTING, HYDRAULIC . . . . . . . . . . . 21-270,21-98
PRESSURES - DESCRIPTION, TIRE
INFLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-7
PRESSURES, DIESEL ENGINES - FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
PROGRAMMING - STANDARD
PROCEDURE, RKE TRANSMITTER . . . . . . . . 8N-8
PROPELLER SHAFT - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
PROPELLER SHAFT - FRONT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
PROPELLER SHAFT - FRONT - REMOVAL . . . 3-6
PROPELLER SHAFT - REAR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
PROPELLER SHAFT - REAR - REMOVAL . . . . 3-7
PROPELLER SHAFT - STANDARD
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
PROPELLER SHAFT, SPECIAL TOOLS . . . . . . . 3-6
PROPELLER SHAFT, SPECIFICATIONS . . . . . . . 3-6
PTO SWITCH - DESCRIPTION . . . . . . . . . . . 14-47
PTO SWITCH - OPERATION . . . . . . . . . . . . . . 14-47
PULLEY - INSTALLATION . . . . . . . . . . . . . . 19-39
PULLEY - REMOVAL . . . . . . . . . . . . . . . . . . 19-38
PUMP - 5.9L - CLEANING, WATER . . . . . . . . 7-68
PUMP - 5.9L - DESCRIPTION, WATER . . . . . 7-66
PUMP - 5.9L - INSPECTION, WATER . . . . . . 7-68
PUMP - 5.9L - INSTALLATION, WATER . . . . . 7-68
PUMP - 5.9L - OPERATION, WATER . . . . . . . 7-66
PUMP - 5.9L - REMOVAL, WATER . . . . . . . . 7-66
PUMP - 5.9L DIESEL - CLEANING,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
PUMP - 5.9L DIESEL - DESCRIPTION,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
PUMP - 5.9L DIESEL - DESCRIPTION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
PUMP - 5.9L DIESEL - INSPECTION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
PUMP - 5.9L DIESEL - INSTALLATION,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
PUMP - 5.9L DIESEL - INSTALLATION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
PUMP - 5.9L DIESEL - OPERATION,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
PUMP - 5.9L DIESEL - OPERATION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
PUMP - 5.9L DIESEL - REMOVAL,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
PUMP - 5.9L DIESEL - REMOVAL,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
PUMP - 8.0L - CLEANING, WATER . . . . . . . . 7-71
PUMP - 8.0L - INSPECTION, WATER . . . . . . 7-71
PUMP - 8.0L - INSTALLATION, WATER . . . . . 7-71
PUMP - 8.0L - REMOVAL, WATER . . . . . . . . 7-69
PUMP - ASSEMBLY, OIL . . . . . . . . . . . . . . . . 9-49
PUMP - ASSEMBLY, OIL . . . . . . . . 21-169,21-340
PUMP - CLEANING, OIL . . . . . . . . . . 9-104,9-181
PUMP - CLEANING, OIL . . . . . . . . 21-168,21-338
PUMP - DESCRIPTION . . . . . . . . . . . . . . . . 19-33
PUMP - DESCRIPTION, AIR INJECTION . . . 25-29
PUMP - DESCRIPTION, FUEL . . . . . . . . . . . . 14-9
PUMP - DESCRIPTION, FUEL TRANSFER . . 14-83
PUMP - DESCRIPTION, LEAK DETECTION . 25-34
PUMP - DESCRIPTION, OIL . . . . . . 21-166,21-336
PUMP - DIAGNOSIS AND TESTING, AIR
INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 25-29
PUMP - DIAGNOSIS AND TESTING,
WATER . . . . . . . . . . . . . . . . . . . . . 7-66,7-69,7-72
PUMP - DISASSEMBLY, OIL . . . . . . . . . . . . . 9-47
PUMP - DISASSEMBLY, OIL . . . . . 21-167,21-337
PUMP - INITIAL OPERATION STANDARD PROCEDURE, POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-33
PUMP - INSPECTION, OIL . . . . . 9-104,9-181,9-47
PUMP - INSPECTION, OIL . . . . . . . 21-168,21-339
PUMP - INSTALLATION, AIR INJECTION . . . 25-30
PUMP - INSTALLATION, FUEL TRANSFER . 14-87
Description
Group-Page
PUMP - INSTALLATION, LEAK
DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . 25-34
PUMP - INSTALLATION, OIL . . . 9-106,9-182,9-50
PUMP - OPERATION . . . . . . . . . . . . . . . . . . 19-33
PUMP - OPERATION, AIR INJECTION . . . . . 25-29
PUMP - OPERATION, FUEL . . . . . . . . . . . . . . 14-9
PUMP - OPERATION, FUEL TRANSFER . . . . 14-83
PUMP - OPERATION, LEAK DETECTION . . . 25-34
PUMP - OPERATION, OIL . . . . . . . 21-166,21-336
PUMP - REMOVAL, AIR INJECTION . . . . . . 25-30
PUMP - REMOVAL, FUEL TRANSFER . . . . . 14-86
PUMP - REMOVAL, LEAK DETECTION . . . . 25-34
PUMP - REMOVAL, OIL . . . . . . . 9-104,9-181,9-47
PUMP 235 H.P. - DESCRIPTION, FUEL . . . . 14-69
PUMP 245 H.P. - DESCRIPTION, FUEL . . . . 14-69
PUMP AMPERAGE TEST - DIAGNOSIS
AND TESTING, FUEL . . . . . . . . . . . . . . . . . . 14-10
PUMP BYPASS HOSE WITH AIR
CONDITIONING - INSTALLATION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
PUMP BYPASS HOSE WITH AIR
CONDITIONING - REMOVAL, WATER . . . . . . 7-73
PUMP BYPASS HOSE WITHOUT AIR
CONDITIONING - INSTALLATION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77
PUMP BYPASS HOSE WITHOUT AIR
CONDITIONING - REMOVAL, WATER . . . . . . 7-76
PUMP CAPACITY TEST - DIAGNOSIS
AND TESTING, FUEL . . . . . . . . . . . . . . . . . . . 14-9
PUMP DATA PLATE, SPECIFICATIONS FUEL INJECTION . . . . . . . . . . . . . . . . . . . . . 14-77
PUMP FILTER - INSTALLATION, AIR . . . . . . 25-30
PUMP FILTER - REMOVAL, AIR . . . . . . . . . 25-30
PUMP LEAKAGE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-33
PUMP MODULE - DESCRIPTION, FUEL . . . . 14-12
PUMP MODULE - INSTALLATION, FUEL . . . 14-13
PUMP MODULE - OPERATION, FUEL . . . . . 14-13
PUMP MODULE - REMOVAL, FUEL . . . . . . . 14-13
PUMP OUTPUT - DIAGNOSIS AND
TESTING, VACUUM . . . . . . . . . . . . . . . . . . . . 7-34
PUMP PRESSURE - DIAGNOSIS AND
TESTING, FUEL TRANSFER . . . . . . . . . . . . . 14-84
PUMP PRESSURE TEST - DIAGNOSIS
AND TESTING, FUEL . . . . . . . . . . . . . . . . . . . 14-9
PUMP RELAY - DESCRIPTION, FUEL . . . . . 14-40
PUMP RELAY - DESCRIPTION, FUEL
INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . 14-103
PUMP RELAY - INSTALLATION, FUEL . . . . . 14-40
PUMP RELAY - OPERATION, FUEL . . . . . . . 14-40
PUMP RELAY - OPERATION, FUEL
INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . 14-103
PUMP RELAY - REMOVAL, FUEL . . . . . . . . 14-40
PUMP RELAYS - DIAGNOSIS AND
TESTING, ASD AND FUEL . . . . . . . . . . . . . . . 8I-4
PUMP, SPECIAL TOOLS - POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-38
PUMP TIMING - DIAGNOSIS AND
TESTING, FUEL INJECTION . . . . . . . . . . . . . 14-70
PUMP VOLUME CHECK - STANDARD
PROCEDURE, OIL . . . . . . . . . . . . . 21-166,21-336
PUMP/MOTOR - DESCRIPTION, WASHER . . 8R-9
PUMP/MOTOR - INSTALLATION,
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-10
PUMP/MOTOR - OPERATION, WASHER . . . . 8R-9
PUMP/MOTOR - REMOVAL, WASHER . . . . 8R-10
PUSHRODS - CLEANING . . . . . . . . . . . . . . . 9-134
PUSHRODS - INSPECTION . . . . . . . . . . . . . 9-135
QUARTER TRIM PANEL - INSTALLATION . 23-128
QUARTER TRIM PANEL - REMOVAL . . . . . 23-128
QUARTER WINDOW - INSTALLATION . . . . 23-150
QUARTER WINDOW - REMOVAL . . . . . . . . 23-150
QUICK CONNECT FITTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-24
QUICK-CONNECT FITTINGS - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 14-24
RADIAL-PLY TIRES - DESCRIPTION . . . . . . . 22-6
RADIATOR - 5.9L - CLEANING . . . . . . . . . . . 7-59
RADIATOR - 5.9L - DESCRIPTION . . . . . . . . 7-58
RADIATOR - 5.9L - INSPECTION . . . . . . . . . . 7-60
RADIATOR - 5.9L - INSTALLATION . . . . . . . . 7-60
RADIATOR - 5.9L - OPERATION . . . . . . . . . . 7-58
RADIATOR - 5.9L - REMOVAL . . . . . . . . . . . . 7-58
RADIATOR - 5.9L DIESEL - CLEANING . . . . . 7-64
RADIATOR - 5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-62
RADIATOR - 5.9L DIESEL - INSPECTION . . . 7-64
Description
Group-Page
RADIATOR - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-64
RADIATOR - 5.9L DIESEL - OPERATION . . . . 7-62
RADIATOR - 5.9L DIESEL - REMOVAL . . . . . 7-62
RADIATOR - 8.0L - CLEANING . . . . . . . . . . . 7-61
RADIATOR - 8.0L - DESCRIPTION . . . . . . . . 7-60
RADIATOR - 8.0L - INSPECTION . . . . . . . . . . 7-61
RADIATOR - 8.0L - INSTALLATION . . . . . . . . 7-61
RADIATOR - 8.0L - OPERATION . . . . . . . . . . 7-60
RADIATOR - 8.0L - REMOVAL . . . . . . . . . . . . 7-60
RADIATOR CAP - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
RADIATOR CAP-TO-FILLER NECK SEAL DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 7-65
RADIATOR COOLANT FLOW DIAGNOSIS AND TESTING . . . . . . 7-58,7-60,7-62
RADIATOR FAN - 5.9L DIESEL CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
RADIATOR FAN - 5.9L DIESEL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
RADIATOR FAN - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-44
RADIATOR FAN - 5.9L DIESEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
RADIATOR FAN - 5.9L/8.0L - CLEANING . . . . 7-42
RADIATOR FAN - 5.9L/8.0L INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
RADIATOR FAN - 5.9L/8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-42
RADIATOR FAN - 5.9L/8.0L - REMOVAL . . . . 7-41
RADIATOR PRESSURE CAP DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-64
RADIATOR PRESSURE CAP - OPERATION . . 7-64
RADIO - DESCRIPTION . . . . . . . . . . . . . . . . 8A-10
RADIO - DIAGNOSIS AND TESTING . . . . . . 8A-10
RADIO - INSTALLATION . . . . . . . . . . . . . . . 8A-11
RADIO - OPERATION . . . . . . . . . . . . . . . . . . 8A-10
RADIO - REMOVAL . . . . . . . . . . . . . . . . . . . 8A-11
RADIO CHOKE RELAY - DESCRIPTION . . . . . 8A-7
RADIO CHOKE RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-8
RADIO CHOKE RELAY - INSTALLATION . . . . 8A-9
RADIO CHOKE RELAY - OPERATION . . . . . . . 8A-8
RADIO CHOKE RELAY - REMOVAL . . . . . . . . 8A-8
RADIO NOISE SUPPRESSION
COMPONENTS - DESCRIPTION . . . . . . . . . . 8A-12
RADIO NOISE SUPPRESSION
COMPONENTS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-12
RATINGS, SPECIFICATIONS GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . 8F-26
RBI - REAR AXLE, 286 . . . . . . . . . . . . . . . . 3-120
RE TRANSMISSION, SPECIAL TOOLS . . . 21-146,
21-316
READING LAMP - DESCRIPTION . . . . . . . . . 8L-36
READING LAMP - INSTALLATION . . . . . . . . 8L-37
READING LAMP - OPERATION . . . . . . . . . . 8L-36
READING LAMP - REMOVAL . . . . . . . . . . . . 8L-36
REAR - DESCRIPTION . . . . . . . . . . . . . . . . . . 2-25
REAR - DESCRIPTION, CRANKSHAFT OIL
SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
REAR - INSTALLATION . . . . . . . . . 5-14,5-22,5-25
REAR - INSTALLATION . . . . . . . . . . . . . . . . 22-12
REAR - INSTALLATION, CRANKSHAFT
OIL SEAL . . . . . . . . . . . . . . . . . . . 9-162,9-34,9-90
REAR - INSTALLATION, PROPELLER
SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
REAR - OPERATION, CRANKSHAFT OIL
SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
REAR - REMOVAL . . . . . . . . . . . . . 5-10,5-21,5-23
REAR - REMOVAL, CRANKSHAFT OIL
SEAL . . . . . . . . . . . . . . . . . . . . . . 9-161,9-33,9-90
REAR - REMOVAL, PROPELLER SHAFT . . . . . 3-7
REAR AXLE - 248RBI - ADJUSTMENTS . . . . 3-51
REAR AXLE - 248RBI - DESCRIPTION . . . . . 3-46
REAR AXLE - 248RBI - INSTALLATION . . . . . 3-51
REAR AXLE - 248RBI - OPERATION . . . . . . . 3-46
REAR AXLE - 248RBI - REMOVAL . . . . . . . . 3-51
REAR AXLE - 267RBI - ADJUSTMENTS . . . . 3-83
REAR AXLE - 267RBI - DESCRIPTION . . . . . 3-78
REAR AXLE - 267RBI - INSTALLATION . . . . . 3-82
REAR AXLE - 267RBI - OPERATION . . . . . . . 3-78
REAR AXLE - 267RBI - REMOVAL . . . . . . . . 3-82
REAR AXLE - 286RBI - ADJUSTMENTS . . . 3-112
REAR AXLE - 286RBI - DESCRIPTION . . . . 3-107
REAR AXLE - 286RBI - INSTALLATION . . . . 3-112
REAR AXLE - 286RBI - OPERATION . . . . . . 3-108
REAR AXLE - 286RBI - REMOVAL . . . . . . . 3-112
INDEX
BR/BE
Description
Group-Page
REAR AXLE, 248RBI . . . . . . . . . . . . . . . . . . . 3-59
REAR AXLE, 267RBI . . . . . . . . . . . . . . . . . . . 3-91
REAR AXLE, 286 RBI . . . . . . . . . . . . . . . . . 3-120
REAR AXLE, 286RBI . . . . . . . . . . . . . . . . . . 3-120
REAR BEARING - INSTALLATION,
OUTPUT SHAFT . . . . . . . . . . . . . . . 21-172,21-343
REAR BEARING - REMOVAL, OUTPUT
SHAFT . . . . . . . . . . . . . . . . . . . . . . 21-171,21-343
REAR BUMPER - INSTALLATION . . . . . . . . . . 13-6
REAR BUMPER - REMOVAL . . . . . . . . . . . . . 13-6
REAR CAB SIDE PANEL SPEAKER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8A-20
REAR CAB SIDE PANEL SPEAKER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
REAR CLOSURE PANEL TRIM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-121
REAR CLOSURE PANEL TRIM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-120
REAR CLUTCH - ASSEMBLY . . . . . 21-205,21-377
REAR CLUTCH - CLEANING . . . . . 21-204,21-377
REAR CLUTCH - DESCRIPTION . . . 21-203,21-375
REAR CLUTCH - DISASSEMBLY . . 21-204,21-376
REAR CLUTCH - INSPECTION . . . . 21-204,21-377
REAR CLUTCH - OPERATION . . . . 21-203,21-375
REAR DOOR SPEAKER - INSTALLATION . . . 8A-21
REAR DOOR SPEAKER - REMOVAL . . . . . . 8A-20
REAR FENDER - INSTALLATION . . . . . . . . . 23-95
REAR FENDER - REMOVAL . . . . . . . . . . . . . 23-95
REAR FLOOR STOWAGE TRAY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-121
REAR FLOOR STOWAGE TRAY REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
REAR MOUNT - INSTALLATION . 9-174,9-42,9-98
REAR MOUNT - REMOVAL . . . . . 9-174,9-42,9-98
REAR OIL SEAL RETAINER INSTALLATION, CRANKSHAFT . . . . . . . 9-163,9-90
REAR OIL SEAL RETAINER - REMOVAL,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . 9-162,9-90
REAR PARK BRAKE CABLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-30
REAR PARK BRAKE CABLE - REMOVAL . . . . 5-29
REAR SEAT - INSTALLATION . . . . . . . . . . . 23-144
REAR SEAT - REMOVAL . . . . . . . . . . . . . . 23-144
REAR SEAT BELT & RETRACTOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-26
REAR SEAT BELT & RETRACTOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-26
REAR SEAT BELT BUCKLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-27
REAR SEAT BELT BUCKLE - REMOVAL . . . 8O-27
REAR SERVO - ASSEMBLY . . . . . . 21-207,21-379
REAR SERVO - CLEANING . . . . . . 21-207,21-379
REAR SERVO - DESCRIPTION . . . . 21-207,21-378
REAR SERVO - DISASSEMBLY . . . 21-207,21-378
REAR SERVO - OPERATION . . . . . 21-207,21-378
REAR SPLASH SHIELD - INSTALLATION . . 23-96
REAR SPLASH SHIELD - REMOVAL . . . . . . 23-96
REAR VIEW MIRROR - REMOVAL . . . . . . . 23-126
REAR WHEEL INSTALLATION STANDARD PROCEDURE, DUAL . . . . . . . . . 22-11
REAR WHEEL SPEED SENSOR DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 5-40
REAR WHEEL SPEED SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-40
REAR WHEEL SPEED SENSOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
REAR WHEELHOUSE LINER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-96
REAR WHEELHOUSE LINER - REMOVAL . . 23-96
REARVIEW MIRROR SUPPORT BRACKET
- INSTALLATION . . . . . . . . . . . . . . . . . . . . 23-126
RECEIVER - INSTALLATION, ASH . . . . . . . 23-107
RECEIVER - REMOVAL, ASH . . . . . . . . . . . 23-107
RECIRCULATION DOOR - INSTALLATION . . 24-39
RECIRCULATION DOOR - REMOVAL . . . . . . 24-38
RECIRCULATION DOOR ACTUATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-28
RECIRCULATION DOOR ACTUATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-27
RECLINER - INSTALLATION, SEAT BACK . 23-138
RECLINER - REMOVAL, SEAT BACK . . . . . 23-138
RECOVERY - STANDARD PROCEDURE,
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . 24-45
RECOVERY CONTAINER - 3.9L/5.2L/5.9L/
5.9L DIESEL - DESCRIPTION,
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Description
Group-Page
RECOVERY CONTAINER - 3.9L/5.2L/5.9L/
5.9L DIESEL - INSTALLATION,
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
RECOVERY CONTAINER - 3.9L/5.2L/5.9L/
5.9L DIESEL - OPERATION, COOLANT . . . . . 7-40
RECOVERY CONTAINER - 3.9L/5.2L/5.9L/
5.9L DIESEL - REMOVAL, COOLANT . . . . . . . 7-40
RECOVERY CONTAINER - 8.0L DESCRIPTION, COOLANT . . . . . . . . . . . . . . . 7-41
RECOVERY CONTAINER - 8.0L OPERATION, COOLANT . . . . . . . . . . . . . . . . . 7-41
REFACING - STANDARD PROCEDURE,
CYLINDER BLOCK . . . . . . . . . . . . . . . . . . . . 9-148
REFERENCES - DESCRIPTION, TORQUE . Intro.-11
REFILL - STANDARD PROCEDURE, FLUID
DRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-460
REFILLING COOLING SYSTEM 5.9L
DIESEL ENGINE - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
REFILLING COOLING SYSTEM 5.9L/8.0L
ENGINES - STANDARD PROCEDURE . . . . . . 7-16
REFRIGERANT - DESCRIPTION . . . . . . . . . . 24-56
REFRIGERANT - OPERATION . . . . . . . . . . . . 24-57
REFRIGERANT HOSES/LINES/TUBES
PRECAUTIONS - CAUTION . . . . . . . . . . . . . 24-43
REFRIGERANT LINES - DESCRIPTION . . . . 24-40
REFRIGERANT LINES - OPERATION . . . . . . 24-41
REFRIGERANT OIL - DESCRIPTION . . . . . . 24-57
REFRIGERANT OIL - OPERATION . . . . . . . . 24-57
REFRIGERANT OIL LEVEL - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 24-57
REFRIGERANT RECOVERY - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 24-45
REFRIGERANT SYSTEM CHARGE STANDARD PROCEDURE . . . . . . . . . . . . . . . 24-46
REFRIGERANT SYSTEM EVACUATE STANDARD PROCEDURE . . . . . . . . . . . . . . . 24-46
REFRIGERANT SYSTEM LEAKS DIAGNOSIS AND TESTING . . . . . . . . . . . . . 24-43
REFRIGERANT SYSTEM SERVICE
EQUIPMENT - STANDARD PROCEDURE . . . 24-45
REFRIGERANT SYSTEM SERVICE PORT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 24-1
REFRIGERANT SYSTEM SERVICE PORT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 24-2
REGULATOR - DESCRIPTION, FUEL
FILTER/PRESSURE . . . . . . . . . . . . . . . . . . . . . 14-5
REGULATOR - DESCRIPTION, VOLTAGE . . . 8F-30
REGULATOR - INSTALLATION, FUEL
FILTER/PRESSURE . . . . . . . . . . . . . . . . . . . . . 14-7
REGULATOR - INSTALLATION, WINDOW . . 23-76
REGULATOR - OPERATION, FUEL
FILTER/PRESSURE . . . . . . . . . . . . . . . . . . . . . 14-5
REGULATOR - OPERATION, VOLTAGE . . . . . 8F-30
REGULATOR - REMOVAL, FUEL
FILTER/PRESSURE . . . . . . . . . . . . . . . . . . . . . 14-5
REGULATOR - REMOVAL, WINDOW . . . . . . 23-76
RELAY - DESCRIPTION . . . . . . . . . . . . . 8W-97-14
RELAY - DESCRIPTION, A/C
COMPRESSOR CLUTCH . . . . . . . . . . . . . . . 24-17
RELAY - DESCRIPTION, BLOWER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-22
RELAY - DESCRIPTION, FUEL HEATER . . . . 14-67
RELAY - DESCRIPTION, FUEL INJECTION
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-103
RELAY - DESCRIPTION, FUEL PUMP . . . . . 14-40
RELAY - DESCRIPTION, HEADLAMP . . . 8W-97-13
RELAY - DESCRIPTION, HEADLAMP . . . . . . 8L-17
RELAY - DESCRIPTION, HEATED SEAT . . . . 8G-14
RELAY - DESCRIPTION, HORN . . . . . . . 8W-97-12
RELAY - DESCRIPTION, HORN . . . . . . . . . . . 8H-3
RELAY - DESCRIPTION, INTAKE AIR
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-105
RELAY - DESCRIPTION, RADIO CHOKE . . . . 8A-7
RELAY - DESCRIPTION, STARTER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-41
RELAY - DESCRIPTION, WIPER . . . . . . . . . 8R-15
RELAY - DIAGNOSIS AND TESTING . . . 8W-97-15
RELAY - DIAGNOSIS AND TESTING, A/C
COMPRESSOR CLUTCH . . . . . . . . . . . . . . . 24-17
RELAY - DIAGNOSIS AND TESTING,
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . 24-22
RELAY - DIAGNOSIS AND TESTING,
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . 14-68
RELAY - DIAGNOSIS AND TESTING,
HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . 8L-17
RELAY - DIAGNOSIS AND TESTING,
HEATED SEAT . . . . . . . . . . . . . . . . . . . . . . . 8G-15
Description
25
Group-Page
RELAY - DIAGNOSIS AND TESTING,
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-12
RELAY - DIAGNOSIS AND TESTING,
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-3
RELAY - DIAGNOSIS AND TESTING,
RADIO CHOKE . . . . . . . . . . . . . . . . . . . . . . . . 8A-8
RELAY - DIAGNOSIS AND TESTING,
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-41
RELAY - DIAGNOSIS AND TESTING,
WIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-16
RELAY - INSTALLATION . . . . . . . . . . . . 8W-97-15
RELAY - INSTALLATION, A/C
COMPRESSOR CLUTCH . . . . . . . . . . . . . . . 24-18
RELAY - INSTALLATION, BLOWER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
RELAY - INSTALLATION, FUEL HEATER . . . 14-69
RELAY - INSTALLATION, FUEL PUMP . . . . . 14-40
RELAY - INSTALLATION, HEADLAMP . . 8W-97-13
RELAY - INSTALLATION, HEADLAMP . . . . . 8L-18
RELAY - INSTALLATION, HEATED SEAT . . . 8G-16
RELAY - INSTALLATION, HORN . . . . . . 8W-97-12
RELAY - INSTALLATION, HORN . . . . . . . . . . 8H-4
RELAY - INSTALLATION, INTAKE AIR
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-106
RELAY - INSTALLATION, RADIO CHOKE . . . . 8A-9
RELAY - INSTALLATION, STARTER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-42
RELAY - INSTALLATION, WIPER . . . . . . . . . 8R-17
RELAY - OPERATION . . . . . . . . . . . . . . . 8W-97-14
RELAY - OPERATION, A/C COMPRESSOR
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-17
RELAY - OPERATION, BLOWER MOTOR . . . 24-22
RELAY - OPERATION, FUEL HEATER . . . . . . 14-67
RELAY - OPERATION, FUEL INJECTION
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-103
RELAY - OPERATION, FUEL PUMP . . . . . . . 14-40
RELAY - OPERATION, HEADLAMP . . . . . . . . 8L-17
RELAY - OPERATION, HEATED SEAT . . . . . 8G-15
RELAY - OPERATION, HORN . . . . . . . . . . . . . 8H-3
RELAY - OPERATION, INTAKE AIR
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-105
RELAY - OPERATION, RADIO CHOKE . . . . . . 8A-8
RELAY - OPERATION, STARTER MOTOR . . . 8F-41
RELAY - OPERATION, WIPER . . . . . . . . . . . 8R-15
RELAY - REMOVAL . . . . . . . . . . . . . . . . 8W-97-15
RELAY - REMOVAL, A/C COMPRESSOR
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-18
RELAY - REMOVAL, BLOWER MOTOR . . . . 24-23
RELAY - REMOVAL, FUEL HEATER . . . . . . . 14-69
RELAY - REMOVAL, FUEL PUMP . . . . . . . . 14-40
RELAY - REMOVAL, HEADLAMP . . . . . . 8W-97-13
RELAY - REMOVAL, HEADLAMP . . . . . . . . . 8L-18
RELAY - REMOVAL, HEATED SEAT . . . . . . . 8G-16
RELAY - REMOVAL, HORN . . . . . . . . . . 8W-97-12
RELAY - REMOVAL, HORN . . . . . . . . . . . . . . 8H-4
RELAY - REMOVAL, INTAKE AIR HEATER . 14-106
RELAY - REMOVAL, RADIO CHOKE . . . . . . . 8A-8
RELAY - REMOVAL, STARTER MOTOR . . . . 8F-42
RELAY - REMOVAL, WIPER . . . . . . . . . . . . 8R-17
RELAYS - DIAGNOSIS AND TESTING,
ASD AND FUEL PUMP . . . . . . . . . . . . . . . . . . 8I-4
RELEASE - STANDARD PROCEDURE,
FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . 14-3
RELEASE BEARING - INSTALLATION,
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
RELEASE BEARING - REMOVAL, CLUTCH . . . 6-12
RELEASE CABLE - INSTALLATION . . . . . . . . 23-82
RELEASE CABLE - INSTALLATION, LATCH . 23-103
RELEASE CABLE - REMOVAL . . . . . . . . . . . 23-82
RELEASE CABLE - REMOVAL, LATCH . . . . 23-103
RELEASE HANDLE - INSTALLATION . . . . . . . 5-32
RELEASE HANDLE - REMOVAL . . . . . . . . . . . 5-31
RELIEF VALVE - CLEANING, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
RELIEF VALVE - DESCRIPTION, HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-46
RELIEF VALVE - INSPECTION, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
RELIEF VALVE - INSTALLATION, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
RELIEF VALVE - OPERATION, HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-47
RELIEF VALVE - REMOVAL, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
REMINDER INDICATOR - DESCRIPTION,
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-27
REMINDER INDICATOR - OPERATION,
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-28
26
INDEX
Description
BR/BE
Group-Page
REMOTE KEYLESS ENTRY SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8N-2
REMOTE KEYLESS ENTRY SYSTEM DIAGNOSIS AND TESTING, POWER
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
REMOTE KEYLESS ENTRY SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-4
REMOTE KEYLESS ENTRY
TRANSMITTER - DESCRIPTION . . . . . . . . . . 8N-7
REMOTE KEYLESS ENTRY
TRANSMITTER - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-8
REMOTE KEYLESS ENTRY
TRANSMITTER - OPERATION . . . . . . . . . . . . 8N-8
REMOTE KEYLESS ENTRY
TRANSMITTER BATTERIES STANDARD PROCEDURE . . . . . . . . . . . . . . . 8N-8
REMOTE SWITCHES - DESCRIPTION . . . . . 8A-14
REMOTE SWITCHES - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-15
REMOTE SWITCHES - INSTALLATION . . . . . 8A-16
REMOTE SWITCHES - OPERATION . . . . . . . 8A-15
REMOTE SWITCHES - REMOVAL . . . . . . . . 8A-16
REPAIR - STANDARD PROCEDURE,
ALUMINUM THREAD . . . . . . . . . . . 21-114,21-286
REPAIR - STANDARD PROCEDURE, CAM
BORE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-151
REPAIR - STANDARD PROCEDURE,
CYLINDER BORE . . . . . . . . . . . . . . . . . . . . . 9-149
REPAIR DAMAGED OR WORN THREADS
- STANDARD PROCEDURE . . . . . 9-11,9-122,9-66
REPAIRING LEAKS - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 22-9
REQUIREMENTS - DESCRIPTION,
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . 24-1
REQUIREMENTS - DIESEL ENGINE DESCRIPTION, FUEL . . . . . . . . . . . . . . . . . . . . 0-3
REQUIREMENTS - GAS ENGINES DESCRIPTION, FUEL . . . . . . . . . . . . . . . . . . . . 0-2
RESERVOIR - DESCRIPTION, VACUUM . . . 8P-14
RESERVOIR - DESCRIPTION, WASHER . . . 8R-10
RESERVOIR - INSTALLATION, FLUID . . . . . . 5-15
RESERVOIR - INSTALLATION, VACUUM . . . 8P-15
RESERVOIR - INSTALLATION, WASHER . . . 8R-11
RESERVOIR - OPERATION, WASHER . . . . . 8R-10
RESERVOIR - REMOVAL, FLUID . . . . . . . . . . 5-15
RESERVOIR - REMOVAL, VACUUM . . . . . . . 8P-14
RESERVOIR - REMOVAL, WASHER . . . . . . 8R-10
RESISTANCE, 5.9L ENGINES - IGNITION
COIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
RESISTANCE, 8.0L V-10 ENGINE IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . 8I-4
RESISTANCE, SPECIFICATIONS - SPARK
PLUG CABLE . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
RESISTOR BLOCK - DESCRIPTION,
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . 24-23
RESISTOR BLOCK - DIAGNOSIS AND
TESTING, BLOWER MOTOR . . . . . . . . . . . . 24-23
RESISTOR BLOCK - INSTALLATION,
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . 24-24
RESISTOR BLOCK - OPERATION,
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . 24-23
RESISTOR BLOCK - REMOVAL, BLOWER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-24
RESONATOR - INSTALLATION . . . . . . . . . . . 11-13
RESONATOR - REMOVAL . . . . . . . . . . . . . . 11-13
RESTRAINTS - DESCRIPTION . . . . . . . . . . . . 8O-1
RESTRAINTS - OPERATION . . . . . . . . . . . . . 8O-2
RESTRAINTS - WARNING . . . . . . . . . . . . . . . 8O-3
RESTRICTIONS - DIAGNOSIS AND
TESTING, FUEL SUPPLY . . . . . . . . . . . . . . . 14-60
RETAINER - ASSEMBLY, OVERRUNNING
CLUTCH CAM/OVERDRIVE PISTON . . . . . 21-193,
21-364
RETAINER - CLEANING, OVERRUNNING
CLUTCH CAM/OVERDRIVE PISTON . . . . . 21-192,
21-364
RETAINER - DESCRIPTION,
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON . . . . . . . . . . . 21-192,21-363
RETAINER - DISASSEMBLY,
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON . . . . . . . . . . . 21-192,21-364
RETAINER - INSPECTION,
OVERRUNNING CLUTCH CAM/
OVERDRIVE PISTON . . . . . . . . . . . 21-193,21-364
RETAINER - INSTALLATION,
CRANKSHAFT REAR OIL SEAL . . . . . . 9-163,9-90
Description
Group-Page
RETAINER - OPERATION, OVERRUNNING
CLUTCH CAM/OVERDRIVE PISTON . . . . . 21-192,
21-363
RETAINER - REMOVAL, CRANKSHAFT
REAR OIL SEAL . . . . . . . . . . . . . . . . . . 9-162,9-90
RETRACTOR - INSTALLATION, REAR
SEAT BELT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-26
RETRACTOR - REMOVAL, REAR SEAT
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-26
RETURN - DESCRIPTION, HOSES . . . . . . . . 19-39
RETURN - DESCRIPTION, SENSOR . . . . . . . 8E-17
RETURN - OPERATION, HOSES . . . . . . . . . . 19-39
REVOLUTIONS PER MILE,
SPECIFICATIONS - TIRE . . . . . . . . . . . . . . . . 22-9
RIGHT FRONT FENDER - INSTALLATION . . 23-94
RIGHT FRONT FENDER - REMOVAL . . . . . . 23-94
RING - INSTALLATION, PINION
GEAR/RING GEAR/TONE . . . . . . 3-104,3-132,3-75
RING - REMOVAL, PINION GEAR/RING
GEAR/TONE . . . . . . . . . . . . . . . . 3-103,3-131,3-73
RING FITTING - STANDARD
PROCEDURE, PISTON . . . . . . . . . . . . . 9-171,9-39
RINGS - STANDARD PROCEDURE,
FITTING PISTON . . . . . . . . . . . . . . . . . . . . . . 9-95
RISER - INSTALLATION, SEAT . . . . . . . . . . 23-141
RISER - REMOVAL, SEAT . . . . . . . . . . . . . 23-141
RKE TRANSMITTER PROGRAMMING STANDARD PROCEDURE . . . . . . . . . . . . . . . 8N-8
ROAD TEST - DIAGNOSIS AND TESTING . . . 8P-4
ROAD TESTING - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . 21-269,21-97
ROCKER ARM / ADJUSTER ASSEMBLY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 9-26
ROCKER ARM / ADJUSTER ASSEMBLY REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
ROCKER ARM / ADJUSTER ASSY CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ROCKER ARM / ADJUSTER ASSY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 9-145
ROCKER ARM / ADJUSTER ASSY INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 9-146
ROCKER ARM / ADJUSTER ASSY INSTALLATION . . . . . . . . . . . . . . . . . . . 9-148,9-84
ROCKER ARM / ADJUSTER ASSY REMOVAL . . . . . . . . . . . . . . . . . . . . . . 9-145,9-84
ROD - CLEANING, PISTON &
CONNECTING . . . . . . . . . . . . . . . 9-169,9-39,9-94
ROD - DESCRIPTION, PISTON &
CONNECTING . . . . . . . . . . . . . . . 9-165,9-38,9-93
ROD - INSPECTION, PISTON &
CONNECTING . . . . . . . . . . . . . . . . . . . . . 9-39,9-94
ROD - INSTALLATION, PISTON &
CONNECTING . . . . . . . . . . . . . . . . . . . . . 9-39,9-94
ROD - REMOVAL, PISTON &
CONNECTING . . . . . . . . . . . . . . . 9-168,9-38,9-94
ROD BEARING AND CRANKSHAFT
JOURNAL CLEARANCE - STANDARD
PROCEDURE, CONNECTING . . . . . . . . . . . . 9-158
ROD BEARING FITTING - STANDARD
PROCEDURE, CONNECTING . . . . . . . . . 9-29,9-87
RODS, INSPECTION - CONNECTING . . . . . . 9-169
ROOF JOINT MOLDING - INSTALLATION . . 23-91
ROOF JOINT MOLDING - REMOVAL . . . . . . 23-91
ROTATION - STANDARD PROCEDURE,
TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-2
ROTOR - DIAGNOSIS AND TESTING,
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . 8I-14
ROTOR, DIAGNOSIS AND TESTING DISC BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
RUN CHANNEL - INSTALLATION, GLASS . . 23-71
RUN CHANNEL - REMOVAL, GLASS . . . . . . 23-71
RUN WEATHERSTRIP - INSTALLATION,
FRONT DOOR GLASS . . . . . . . . . . . . . . . . 23-153
RUN WEATHERSTRIP - REMOVAL,
FRONT DOOR GLASS . . . . . . . . . . . . . . . . 23-152
RUNNING LAMP MODULE DESCRIPTION, DAYTIME . . . . . . . . . . . . . . . . 8L-9
RUNNING LAMP MODULE INSTALLATION, DAYTIME . . . . . . . . . . . . . . . 8L-9
RUNNING LAMP MODULE - OPERATION,
DAYTIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
RUNNING LAMP MODULE - REMOVAL,
DAYTIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9
RUNOUT - DIAGNOSIS AND TESTING,
TIRE AND WHEEL . . . . . . . . . . . . . . . . . . . . . 22-1
RWAL SERVICE PRECAUTIONS STANDARD PROCEDURE . . . . . . . . . . . . . . . . 5-36
Description
Group-Page
SAFETY CERTIFICATION LABEL DESCRIPTION, VEHICLE . . . . . . . . . . . . . . Intro.-1
SAFETY LATCH - INSTALLATION . . . . . . . . 23-104
SAFETY LATCH - REMOVAL . . . . . . . . . . . 23-104
SAFETY PRECAUTIONS AND WARNINGS,
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1
SANDING/BUFFING & POLISHING DESCRIPTION, WET . . . . . . . . . . . . . . . . . 23-130
SCHEDULES - DESCRIPTION,
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . 0-7
SCHEMATICS AND DIAGRAMS HYDRAULIC SCHEMATICS . . . . . . . 21-132,21-302
SCHEMATICS, SCHEMATICS AND
DIAGRAMS - HYDRAULIC . . . . . . . 21-132,21-302
SEAL - DIAGNOSIS AND TESTING,
RADIATOR CAP-TO-FILLER NECK . . . . . . . . . 7-65
SEAL - FRONT - DESCRIPTION,
CRANKSHAFT OIL . . . . . . . . . . . . . . . . . . . . . 9-32
SEAL - FRONT - INSTALLATION,
CRANKSHAFT OIL . . . . . . . . . . . . . . . . 9-160,9-32
SEAL - FRONT - OPERATION,
CRANKSHAFT OIL . . . . . . . . . . . . . . . . . . . . . 9-32
SEAL - FRONT - REMOVAL,
CRANKSHAFT OIL . . . . . . . . . . . . . . . . 9-160,9-32
SEAL - FRONT COVER INSTALLED INSTALLATION, FRONT OIL . . . . . . . . . . . . . . 9-89
SEAL - FRONT COVER INSTALLED REMOVAL, FRONT OIL . . . . . . . . . . . . . . . . . 9-89
SEAL - FRONT COVER REMOVED INSTALLATION, FRONT OIL . . . . . . . . . . . . . . 9-90
SEAL - FRONT COVER REMOVED REMOVAL, FRONT OIL . . . . . . . . . . . . . . . . . 9-89
SEAL - INSTALLATION, B-PILLAR DOOR . . . 23-151
SEAL - INSTALLATION, DOOR OPENING . . 23-152
SEAL - INSTALLATION, EXTENSION
HOUSING . . . . . . . . . . . . . . . . . . . . 21-156,21-327
SEAL - INSTALLATION, EXTENSION
HOUSING BUSHING . . . . . . . . . . . . 21-460,21-497
SEAL - INSTALLATION, FRONT DOOR
UPPER CORNER . . . . . . . . . . . . . . . . . . . . 23-154
SEAL - INSTALLATION, FRONT OUTPUT
SHAFT . . . . . . . . . . . . . . . . . . . . . . 21-461,21-498
SEAL - INSTALLATION, PINION . 3-124,3-35,3-63,
3-95
SEAL - INSTALLATION, PITMAN SHAFT . . . 19-26
SEAL - INSTALLATION, VALVE STEM . . . . . . 9-83
SEAL - NV4500 - INSTALLATION,
ADAPTER HOUSING . . . . . . . . . . . . . . . . . . 21-42
SEAL - NV4500 - INSTALLATION,
EXTENSION HOUSING . . . . . . . . . . . . . . . . . 21-42
SEAL - NV4500 - REMOVAL, ADAPTER
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
SEAL - NV4500 - REMOVAL, EXTENSION
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
SEAL - NV5600 - INSTALLATION,
ADAPTER HOUSING . . . . . . . . . . . . . . . . . . 21-85
SEAL - NV5600 - INSTALLATION,
EXTENSION HOUSING . . . . . . . . . . . . . . . . . 21-85
SEAL - NV5600 - REMOVAL, ADAPTER
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-85
SEAL - NV5600 - REMOVAL, EXTENSION
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-85
SEAL - REAR - DESCRIPTION,
CRANKSHAFT OIL . . . . . . . . . . . . . . . . . . . . . 9-33
SEAL - REAR - INSTALLATION,
CRANKSHAFT OIL . . . . . . . . . . . . 9-162,9-34,9-90
SEAL - REAR - OPERATION,
CRANKSHAFT OIL . . . . . . . . . . . . . . . . . . . . . 9-33
SEAL - REAR - REMOVAL, CRANKSHAFT
OIL . . . . . . . . . . . . . . . . . . . . . . . 9-161,9-33,9-90
SEAL - REMOVAL, B-PILLAR DOOR . . . . . 23-151
SEAL - REMOVAL, DOOR OPENING . . . . . 23-152
SEAL - REMOVAL, EXTENSION
HOUSING . . . . . . . . . . . . . . . . . . . . 21-156,21-326
SEAL - REMOVAL, EXTENSION HOUSING
BUSHING . . . . . . . . . . . . . . . . . . . . 21-460,21-497
SEAL - REMOVAL, FRONT DOOR UPPER
CORNER . . . . . . . . . . . . . . . . . . . . . . . . . . 23-153
SEAL - REMOVAL, FRONT OUTPUT
SHAFT . . . . . . . . . . . . . . . . . . . . . . 21-461,21-498
SEAL - REMOVAL, PINION . 3-123,3-35,3-63,3-94
SEAL - REMOVAL, PITMAN SHAFT . . . . . . . 19-25
SEAL RETAINER - INSTALLATION,
CRANKSHAFT REAR OIL . . . . . . . . . . . 9-163,9-90
SEAL RETAINER - REMOVAL,
CRANKSHAFT REAR OIL . . . . . . . . . . . 9-162,9-90
SEALER LOCATIONS, SPECIFICATIONS BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-47
INDEX
BR/BE
Description
Group-Page
SEALERS - STANDARD PROCEDURE,
FORM-IN-PLACE GASKETS . . . . . 9-10,9-122,9-66
SEALS - INSTALLATION, AXLE SHAFT . . . . . 3-31
SEALS - REMOVAL, AXLE SHAFT . . . . . . . . . 3-31
SEALS - REMOVAL, VALVE STEM . . . . . . . . . 9-82
SEAT - BENCH SEAT - INSTALLATION . . . . 23-133
SEAT - BENCH SEAT - REMOVAL . . . . . . . 23-133
SEAT - INSTALLATION, REAR . . . . . . . . . . 23-144
SEAT - INSTALLATION, SEAT - BENCH . . . 23-133
SEAT - INSTALLATION, SEAT BACK BENCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-135
SEAT - REMOVAL, REAR . . . . . . . . . . . . . . 23-144
SEAT - REMOVAL, SEAT - BENCH . . . . . . . 23-133
SEAT - REMOVAL, SEAT BACK - BENCH . . 23-135
SEAT - SPLIT BENCH - INSTALLATION . . . 23-134
SEAT - SPLIT BENCH - REMOVAL . . . . . . . 23-133
SEAT ARMREST/CONSOLE INSTALLATION, CENTER . . . . . . . . . . . . . . 23-132
SEAT ARMREST/CONSOLE - REMOVAL,
CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-132
SEAT ARMREST/LATCH COVER INSTALLATION, CENTER . . . . . . . . . . . . . . 23-132
SEAT ARMREST/LATCH COVER REMOVAL, CENTER . . . . . . . . . . . . . . . . . . 23-132
SEAT BACK - BENCH SEAT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-135
SEAT BACK - BENCH SEAT - REMOVAL . . 23-135
SEAT BACK - SPLIT BENCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-136
SEAT BACK - SPLIT BENCH - REMOVAL . . 23-135
SEAT BACK COVER - INSTALLATION . . . . . 23-137
SEAT BACK COVER - REMOVAL . . . . . . . . 23-137
SEAT BACK COVER - SPLIT BENCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-137
SEAT BACK COVER - SPLIT BENCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-137
SEAT BACK RECLINER - INSTALLATION . . 23-138
SEAT BACK RECLINER - REMOVAL . . . . . . 23-138
SEAT BELT & RETRACTOR INSTALLATION, REAR . . . . . . . . . . . . . . . . . 8O-26
SEAT BELT & RETRACTOR - REMOVAL,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-26
SEAT BELT BUCKLE - INSTALLATION,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-20
SEAT BELT BUCKLE - INSTALLATION,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-27
SEAT BELT BUCKLE - REMOVAL, FRONT . . 8O-20
SEAT BELT BUCKLE - REMOVAL, REAR . . . 8O-27
SEAT BELT SWITCH - DESCRIPTION . . . . . 8O-28
SEAT BELT SWITCH - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-28
SEAT BELT SWITCH - OPERATION . . . . . . . 8O-28
SEAT BELT TURNING LOOP ADJUSTER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-29
SEAT BELT TURNING LOOP ADJUSTER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-29
SEAT CUSHION - INSTALLATION . . . . . . . . 23-138
SEAT CUSHION - REMOVAL . . . . . . . . . . . 23-138
SEAT CUSHION COVER - INSTALLATION . 23-139
SEAT CUSHION COVER - REMOVAL . . . . . 23-139
SEAT CUSHION COVER - SPLIT BENCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-140
SEAT CUSHION COVER - SPLIT BENCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-139
SEAT ELEMENT - DESCRIPTION, HEATED . 8G-10
SEAT ELEMENT - INSTALLATION,
HEATED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-13
SEAT ELEMENT - OPERATION, HEATED . . . 8G-11
SEAT ELEMENT - REMOVAL, HEATED . . . . 8G-13
SEAT ELEMENT AND SENSOR DIAGNOSIS AND TESTING, HEATED . . . . . . 8G-11
SEAT HEATER SWITCH - DESCRIPTION,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-7
SEAT HEATER SWITCH - DESCRIPTION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8G-16
SEAT HEATER SWITCH - INSTALLATION,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-10
SEAT HEATER SWITCH - INSTALLATION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8G-19
SEAT HEATER SWITCH - OPERATION,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-8
SEAT HEATER SWITCH - OPERATION,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8G-17
SEAT HEATER SWITCH - REMOVAL,
DRIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-9
SEAT HEATER SWITCH - REMOVAL,
PASSENGER . . . . . . . . . . . . . . . . . . . . . . . . 8G-18
SEAT MODULE - DESCRIPTION, HEATED . . 8E-20
Description
Group-Page
SEAT MODULE - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . . . . . . 8E-21
SEAT MODULE - INSTALLATION, HEATED . . 8E-23
SEAT MODULE - OPERATION, HEATED . . . . 8E-20
SEAT MODULE - REMOVAL, HEATED . . . . . 8E-23
SEAT RELAY - DESCRIPTION, HEATED . . . . 8G-14
SEAT RELAY - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . . . . . . 8G-15
SEAT RELAY - INSTALLATION, HEATED . . . 8G-16
SEAT RELAY - OPERATION, HEATED . . . . . 8G-15
SEAT RELAY - REMOVAL, HEATED . . . . . . . 8G-16
SEAT RISER - INSTALLATION . . . . . . . . . . 23-141
SEAT RISER - REMOVAL . . . . . . . . . . . . . . 23-141
SEAT SWITCH - DESCRIPTION, DRIVER
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-17
SEAT SWITCH - DESCRIPTION,
PASSENGER POWER . . . . . . . . . . . . . . . . . . 8N-20
SEAT SWITCH - DIAGNOSIS AND
TESTING, DRIVER POWER . . . . . . . . . . . . . 8N-17
SEAT SWITCH - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . 8G-17,8G-8
SEAT SWITCH - DIAGNOSIS AND
TESTING, PASSENGER POWER . . . . . . . . . 8N-20
SEAT SWITCH - INSTALLATION, DRIVER
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
SEAT SWITCH - INSTALLATION,
PASSENGER POWER . . . . . . . . . . . . . . . . . . 8N-21
SEAT SWITCH - OPERATION, DRIVER
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-17
SEAT SWITCH - OPERATION,
PASSENGER POWER. . . . . . . . . . . . . . . . . . . 8N-20
SEAT SWITCH - REMOVAL, DRIVER
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
SEAT SWITCH - REMOVAL, PASSENGER
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-21
SEAT SYSTEM - DESCRIPTION, HEATED . . . 8G-5
SEAT SYSTEM - DESCRIPTION, POWER . . 8N-16
SEAT SYSTEM - DIAGNOSIS AND
TESTING, HEATED . . . . . . . . . . . . . . . . . . . . . 8G-6
SEAT SYSTEM - DIAGNOSIS AND
TESTING, POWER . . . . . . . . . . . . . . . . . . . . 8N-16
SEAT SYSTEM - OPERATION, HEATED . . . . . 8G-6
SEAT SYSTEM - OPERATION, POWER . . . . 8N-16
SEAT TRACK - DESCRIPTION, POWER . . . . 8N-21
SEAT TRACK - DIAGNOSIS AND
TESTING, POWER . . . . . . . . . . . . . . . . . . . . 8N-22
SEAT TRACK - INSTALLATION . . . . . . . . . . 23-141
SEAT TRACK - INSTALLATION, EASY
ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-143
SEAT TRACK - INSTALLATION, POWER . . . 8N-22
SEAT TRACK - OPERATION, POWER . . . . . 8N-22
SEAT TRACK - REMOVAL . . . . . . . . . . . . . 23-141
SEAT TRACK - REMOVAL, EASY ENTRY . . 23-143
SEAT TRACK - REMOVAL, POWER . . . . . . . 8N-22
SEAT TRACK - SPLIT BENCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-142
SEAT TRACK - SPLIT BENCH - REMOVAL . 23-142
SEAT TRACK ADJUSTER - INSTALLATION . 23-143
SEAT TRACK ADJUSTER - REMOVAL . . . . 23-143
SEATBELT INDICATOR - DESCRIPTION . . . . 8J-27
SEATBELT INDICATOR - OPERATION . . . . . . 8J-27
SEATS - CLEANING, INTAKE/EXHAUST
VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
SEATS - DESCRIPTION . . . . . . . . . . . . . . . 23-131
SEATS - DESCRIPTION, INTAKE/
EXHAUST VALVES . . . . . . . . . . . . 9-138,9-23,9-80
SEATS - INSPECTION, INTAKE/EXHAUST
VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
SEATS - INSTALLATION, INTAKE/
EXHAUST VALVES . . . . . . . . . . . . . . . . . . . . . 9-26
SEATS - OPERATION . . . . . . . . . . . . . . . . . 23-131
SEATS - REMOVAL, INTAKE/EXHAUST
VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
SECOND WEATHERSTRIP INSTALLATION, FRONT DOOR . . . . . . . . . . 23-154
SECOND WEATHERSTRIP - REMOVAL,
FRONT DOOR . . . . . . . . . . . . . . . . . . . . . . 23-154
SECTION IDENTIFICATION AND
INFORMATION - DESCRIPTION . . . . . . . . 8W-01-6
SECURITY - DESCRIPTION, VEHICLE
THEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Q-1
SECURITY - OPERATION, VEHICLE THEFT . . 8Q-2
SECURITY SYSTEM - DIAGNOSIS AND
TESTING, VEHICLE THEFT . . . . . . . . . . . . . . 8Q-3
SELECTION - ADDITIVES - STANDARD
PROCEDURE, COOLANT . . . . . . . . . . . . . . . . 7-17
SELECTOR INDICATOR - DESCRIPTION,
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-20
Description
27
Group-Page
SELECTOR INDICATOR - OPERATION,
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-21
SENDING UNIT - DIAGNOSIS AND
TESTING, FUEL GAUGE . . . . . . . . . . . . . . . . . 14-7
SENDING UNIT / SENSOR DESCRIPTION, FUEL LEVEL . . . . . . . . 14-7,14-77
SENDING UNIT / SENSOR INSTALLATION, FUEL LEVEL . . . . . . . . . . . . . 14-8
SENDING UNIT / SENSOR - OPERATION,
FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . 14-7,14-77
SENDING UNIT / SENSOR - REMOVAL,
FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
SENSE - DESCRIPTION, IGNITION
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-17
SENSE - OPERATION, IGNITION CIRCUIT . . 8E-19
SENSE - PCM INPUT - OPERATION, ASD . . . 8I-4
SENSITIVE DEVICES - STANDARD
PROCEDURE, ELECTROSTATIC
DISCHARGE (ESD) . . . . . . . . . . . . . . . . . 8W-01-8
SENSOR - 5.9L - DESCRIPTION, ENGINE
COOLANT TEMP . . . . . . . . . . . . . . . . . . . . . . 7-47
SENSOR - 5.9L - INSTALLATION, ENGINE
COOLANT TEMP . . . . . . . . . . . . . . . . . . . . . . 7-47
SENSOR - 5.9L - OPERATION, ENGINE
COOLANT TEMP . . . . . . . . . . . . . . . . . . . . . . 7-47
SENSOR - 5.9L - REMOVAL, ENGINE
COOLANT TEMP . . . . . . . . . . . . . . . . . . . . . . 7-47
SENSOR - DESCRIPTION, ACCELERATOR
PEDAL POSITION . . . . . . . . . . . . . . . . . . . . 14-95
SENSOR - DESCRIPTION, AMBIENT
TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-12
SENSOR - DESCRIPTION, BATTERY
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 8F-27
SENSOR - DESCRIPTION, FRONT WHEEL
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
SENSOR - DESCRIPTION, FUEL LEVEL
SENDING UNIT . . . . . . . . . . . . . . . . . . 14-7,14-77
SENSOR - DESCRIPTION, FUEL
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . 14-104
SENSOR - DESCRIPTION, O2 . . . . . . . . . . . 14-45
SENSOR - DESCRIPTION, SPEED . 21-209,21-381
SENSOR - DESCRIPTION, THROTTLE
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
SENSOR - DESCRIPTION,
TRANSMISSION TEMPERATURE . . 21-218,21-390
SENSOR - DESCRIPTION, WATER IN
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-89
SENSOR - DIAGNOSIS AND TESTING,
AMBIENT TEMPERATURE . . . . . . . . . . . . . . 8M-12
SENSOR - DIAGNOSIS AND TESTING,
HEATED SEAT ELEMENT . . . . . . . . . . . . . . . 8G-11
SENSOR - DIAGNOSIS AND TESTING,
REAR WHEEL SPEED . . . . . . . . . . . . . . . . . . 5-40
SENSOR - INSTALLATION,
ACCELERATOR PEDAL POSITION . . . . . . . . 14-97
SENSOR - INSTALLATION, AMBIENT
TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-13
SENSOR - INSTALLATION, BATTERY
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 8F-28
SENSOR - INSTALLATION, FUEL LEVEL
SENDING UNIT . . . . . . . . . . . . . . . . . . . . . . . 14-8
SENSOR - INSTALLATION, MAP . . . . . . . . 14-108
SENSOR - INSTALLATION, O2 . . . . . . . . . . . 14-47
SENSOR - INSTALLATION, REAR WHEEL
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
SENSOR - OPERATION, ACCELERATOR
PEDAL POSITION . . . . . . . . . . . . . . . . . . . . 14-95
SENSOR - OPERATION, AMBIENT TEMP . . 8M-12
SENSOR - OPERATION, BATTERY
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 8F-27
SENSOR - OPERATION, FRONT WHEEL
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
SENSOR - OPERATION, FUEL LEVEL
SENDING UNIT . . . . . . . . . . . . . . . . . . 14-7,14-77
SENSOR - OPERATION, FUEL
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . 14-104
SENSOR - OPERATION, O2 . . . . . . . . . . . . . 14-45
SENSOR - OPERATION, SPEED . . . 21-209,21-381
SENSOR - OPERATION, THROTTLE
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
SENSOR - OPERATION, TRANSMISSION
TEMPERATURE . . . . . . . . . . . . . . . 21-218,21-390
SENSOR - OPERATION, WATER IN FUEL . . 14-89
SENSOR - REMOVAL, ACCELERATOR
PEDAL POSITION . . . . . . . . . . . . . . . . . . . . 14-95
SENSOR - REMOVAL, AMBIENT TEMP . . . 8M-12
SENSOR - REMOVAL, BATTERY
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 8F-27
28
INDEX
Description
BR/BE
Group-Page
SENSOR - REMOVAL, FUEL LEVEL
SENDING UNIT . . . . . . . . . . . . . . . . . . . . . . . 14-7
SENSOR - REMOVAL, O2 . . . . . . . . . . . . . . 14-46
SENSOR - REMOVAL, REAR WHEEL
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
SENSOR - REMOVAL, WATER IN FUEL . . . . 14-89
SENSOR RETURN - DESCRIPTION . . . . . . . 8E-17
SENSOR/SWITCH - INSTALLATION, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-181
SENSOR/SWITCH - REMOVAL, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-181
SEPARATOR - DESCRIPTION, FUEL
FILTER / WATER . . . . . . . . . . . . . . . . . . . . . 14-63
SEPARATOR - INSTALLATION, FUEL
FILTER / WATER . . . . . . . . . . . . . . . . . . . . . 14-65
SEPARATOR - OPERATION, FUEL FILTER
/ WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-63
SEPARATOR - REMOVAL, FUEL FILTER /
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-64
SERVO - ASSEMBLY, FRONT . . . . . 21-164,21-335
SERVO - ASSEMBLY, REAR . . . . . . 21-207,21-379
SERVO - CLEANING, FRONT . . . . . 21-164,21-334
SERVO - CLEANING, REAR . . . . . . 21-207,21-379
SERVO - DESCRIPTION, FRONT . . 21-164,21-334
SERVO - DESCRIPTION, REAR . . . 21-207,21-378
SERVO - DESCRIPTION, SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-6
SERVO - DISASSEMBLY, FRONT . . 21-164,21-334
SERVO - DISASSEMBLY, REAR . . . 21-207,21-378
SERVO - INSPECTION, FRONT . . . . . 21-164,21-335
SERVO - OPERATION, FRONT . . . . 21-164,21-334
SERVO - OPERATION, REAR . . . . . 21-207,21-378
SERVO - OPERATION, SPEED CONTROL . . . 8P-6
SEVERAL LOADS - STANDARD
PROCEDURE, TESTING FOR A SHORT
TO GROUND ON FUSES POWERING . . . 8W-01-9
SHAFT - ASSEMBLY, PLANETARY
GEARTRAIN/OUTPUT . . . . . . . . . . . 21-199,21-371
SHAFT - DESCRIPTION, PLANETARY
GEARTRAIN/OUTPUT . . . . . . . . . . . 21-197,21-369
SHAFT - DIAGNOSIS AND TESTING,
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SHAFT - DISASSEMBLY, PLANETARY
GEARTRAIN/OUTPUT . . . . . . . . . . . 21-198,21-369
SHAFT - FRONT - INSTALLATION,
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
SHAFT - FRONT - REMOVAL,
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
SHAFT - INSPECTION, PLANETARY
GEARTRAIN/OUTPUT . . . . . . . . . . . 21-199,21-371
SHAFT - INSTALLATION, PITMAN . . . . . . . . 19-25
SHAFT - INSTALLATION, WORM . . . . . . . . . 19-31
SHAFT - OPERATION, PLANETARY
GEARTRAIN/OUTPUT . . . . . . . . . . . 21-197,21-369
SHAFT - REAR - INSTALLATION,
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
SHAFT - REAR - REMOVAL, PROPELLER . . . . 3-7
SHAFT - REMOVAL, PITMAN . . . . . . . . . . . . 19-24
SHAFT - REMOVAL, WORM . . . . . . . . . . . . 19-30
SHAFT - STANDARD PROCEDURES,
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
SHAFT FRONT BEARING INSTALLATION, OUTPUT . . . . . . . . 21-171,21-342
SHAFT FRONT BEARING - REMOVAL,
OUTPUT . . . . . . . . . . . . . . . . . . . . . 21-171,21-342
SHAFT REAR BEARING - INSTALLATION,
OUTPUT . . . . . . . . . . . . . . . . . . . . . 21-172,21-343
SHAFT REAR BEARING - REMOVAL,
OUTPUT . . . . . . . . . . . . . . . . . . . . . 21-171,21-343
SHAFT SEAL - INSTALLATION, FRONT
OUTPUT . . . . . . . . . . . . . . . . . . . . . 21-461,21-498
SHAFT SEAL - INSTALLATION, PITMAN . . . 19-26
SHAFT SEAL - REMOVAL, FRONT
OUTPUT . . . . . . . . . . . . . . . . . . . . . 21-461,21-498
SHAFT SEAL - REMOVAL, PITMAN . . . . . . . 19-25
SHAFT SEALS - INSTALLATION, AXLE . . . . . 3-31
SHAFT SEALS - REMOVAL, AXLE . . . . . . . . . 3-31
SHAFT, SPECIAL TOOLS - PROPELLER . . . . . . 3-6
SHAFT, SPECIFICATIONS - PROPELLER . . . . . 3-6
SHAFTS - INSTALLATION,
AXLE . . . . . . . . . . . . . . . . . . 3-123,3-29,3-62,3-94
SHAFTS - INTERMEDIATE - REMOVAL,
AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
SHAFTS - REMOVAL, AXLE . 3-123,3-29,3-62,3-94
SHIELD - INSTALLATION, REAR SPLASH . . 23-96
SHIELD - REMOVAL, REAR SPLASH . . . . . . 23-96
SHIELDS - DESCRIPTION, HEAT . . . . . . . . . 11-10
Description
Group-Page
SHIELDS - INSTALLATION, FRONT END
SPLASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
SHIELDS - INSTALLATION, HEAT . . . . . . . . 11-10
SHIELDS - REMOVAL, FRONT END
SPLASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
SHIELDS - REMOVAL, HEAT . . . . . . . . . . . . 11-10
SHIFT BOOT - INSTALLATION, 4WD
FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-122
SHIFT BOOT - MANUAL TRANSMISSION
- INSTALLATION . . . . . . . . . . . . . . . . . . . . 23-122
SHIFT BOOT - MANUAL TRANSMISSION
- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . 23-122
SHIFT BOOT - REMOVAL, 4WD FLOOR . . . 23-122
SHIFT COVER - NV4500 - INSTALLATION . . 21-45
SHIFT COVER - NV4500 - REMOVAL . . . . . 21-45
SHIFT COVER - NV5600 - INSTALLATION . . 21-86
SHIFT COVER - NV5600 - REMOVAL . . . . . 21-86
SHIFT INDICATOR (TRANSFER CASE) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-28
SHIFT INDICATOR (TRANSFER CASE) OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-28
SHIFT LEVER - ADJUSTMENT . . . . 21-463,21-500
SHIFT LEVER - INSTALLATION . . . 21-462,21-500
SHIFT LEVER - INSTALLATION, GEAR . . . . . 19-15
SHIFT LEVER - REMOVAL . . . . . . . 21-462,21-499
SHIFT LEVER - REMOVAL, GEAR . . . . . . . . 19-14
SHIFT MECHANISM - DESCRIPTION . . . . 21-208,
21-379
SHIFT MECHANISM - NV4500 INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . 21-44
SHIFT MECHANISM - NV4500 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-43
SHIFT MECHANISM - OPERATION . . . . . . 21-208,
21-379
SHOCK - DIAGNOSIS AND TESTING . . . 2-11,2-22
SHOCK - DIAGNOSIS AND TESTING,
SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
SHOCK - INSTALLATION . . . . . . . . 2-11,2-22,2-27
SHOCK - REMOVAL . . . . . . . . . . . . 2-11,2-22,2-27
SHOES - ADJUSTMENT, PARKING BRAKE . . 5-33
SHOES - INSTALLATION . . . . . . . . . . . . . . . . 5-32
SHOES - REMOVAL . . . . . . . . . . . . . . . . . . . . 5-32
SHORT TO GROUND - STANDARD
PROCEDURE, TESTING FOR A . . . . . . . . 8W-01-9
SHORT TO GROUND ON FUSES
POWERING SEVERAL LOADS STANDARD PROCEDURE, TESTING
FOR A . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-9
SHUTFACE HANDLE - INSTALLATION . . . . . 23-83
SHUTFACE HANDLE - REMOVAL . . . . . . . . . 23-83
SIDE MOLDINGS - INSTALLATION, BODY . . 23-87
SIDE MOLDINGS - REMOVAL, BODY . . . . . 23-86
SIDE PANEL SPEAKER - INSTALLATION,
REAR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
SIDE PANEL SPEAKER - REMOVAL,
REAR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
SIDE VIEW MIRROR - INSTALLATION . . . . . 23-98
SIDE VIEW MIRROR - LOW MOUNTED INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-98
SIDE VIEW MIRROR - LOW MOUNTED REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98
SIDE VIEW MIRROR - REMOVAL . . . . . . . . 23-97
SIDE VIEW MIRROR FLAG INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-75
SIDE VIEW MIRROR FLAG - REMOVAL . . . 23-74
SIDE VIEW MIRROR GLASS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23-98
SIDE VIEW MIRROR GLASS - REMOVAL . . 23-98
SIDEVIEW MIRROR - DESCRIPTION . . . . . . 8N-14
SIDEVIEW MIRROR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-14
SIDEVIEW MIRROR - OPERATION . . . . . . . 8N-14
SIDEVIEW MIRROR - REMOVAL . . . . . . . . . 8N-15
SIGNAL & HAZARD WARNING SYSTEM DESCRIPTION, TURN . . . . . . . . . . . . . . . . . . 8L-2
SIGNAL & HAZARD WARNING SYSTEM DIAGNOSIS AND TESTING, TURN . . . . . . . . . 8L-3
SIGNAL & HAZARD WARNING SYSTEM OPERATION, TURN . . . . . . . . . . . . . . . . . . . . 8L-2
SIGNAL CANCEL CAM - DESCRIPTION,
TURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
SIGNAL CANCEL CAM - OPERATION,
TURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
SIGNAL GROUND - DESCRIPTION . . . . . . . 8E-17
SIGNAL INDICATOR - DESCRIPTION,
TURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-32
SIGNAL INDICATOR - DIAGNOSIS AND
TESTING, TURN . . . . . . . . . . . . . . . . . . . . . . 8J-32
Description
Group-Page
SIGNAL INDICATOR - OPERATION, TURN . . 8J-32
SIGNAL LAMP - INSTALLATION,
PARK/TURN . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
SIGNAL LAMP - REMOVAL, PARK/TURN . . 8L-29
SIGNAL LAMP UNIT - INSTALLATION,
PARK/TURN . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
SIGNAL LAMP UNIT - REMOVAL,
PARK/TURN . . . . . . . . . . . . . . . . . . . . . . . . . 8L-29
SILENCER PAD - INSTALLATION . . . . . . . . 23-104
SILENCER PAD - REMOVAL . . . . . . . . . . . 23-104
SILL TRIM - INSTALLATION, DOOR . . . . . 23-121
SILL TRIM - REMOVAL, DOOR . . . . . . . . . 23-121
SINGLE CARDAN UNIVERSAL JOINTS ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
SINGLE CARDAN UNIVERSAL JOINTS DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
SINGLE CARDAN UNIVERSAL JOINTS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 3-35
SINGLE CARDAN UNIVERSAL JOINTS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
SKID PLATE - INSTALLATION, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
SKID PLATE - REMOVAL, TRANSFER
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
SLAM BUMPER - INSTALLATION . . . . . . . . 23-67
SLAM BUMPER - REMOVAL . . . . . . . . . . . . 23-67
SMOKE DIAGNOSIS CHARTS DIAGNOSIS AND TESTING . . . . . . . . . . . . . 9-118
SOLENOID - DESCRIPTION . . . . . . 21-208,21-380
SOLENOID - DESCRIPTION, EVAP/PURGE . 25-33
SOLENOID - INSTALLATION, EVAP/
PURGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-34
SOLENOID - OPERATION . . . . . . . . 21-209,21-381
SOLENOID - OPERATION, EVAP/PURGE . . . 25-33
SOLENOID - REMOVAL, EVAP/PURGE . . . . . 25-33
SOLID LIFTERS/TAPPETS - CLEANING . . . . 9-164
SOLID LIFTERS/TAPPETS - INSPECTION . . 9-165
SOLID LIFTERS/TAPPETS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 9-165
SOLID LIFTERS/TAPPETS - REMOVAL . . . . 9-164
SPARE TIRE - DESCRIPTION . . . . . . . . . . . . 22-10
SPARE TIRE - TEMPORARY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 22-6
SPARK PLUG - CLEANING . . . . . . . . . . . . . . 8I-20
SPARK PLUG - DESCRIPTION . . . . . . . . . . . 8I-16
SPARK PLUG - INSTALLATION . . . . . . . . . . . 8I-20
SPARK PLUG - OPERATION . . . . . . . . . . . . . 8I-16
SPARK PLUG - REMOVAL . . . . . . . . . . . . . . 8I-19
SPARK PLUG CABLE - DESCRIPTION . . . . . 8I-20
SPARK PLUG CABLE - INSTALLATION . . . . . 8I-21
SPARK PLUG CABLE - OPERATION . . . . . . . 8I-20
SPARK PLUG CABLE - REMOVAL . . . . . . . . 8I-21
SPARK PLUG CABLE ORDER, 8.0L V-10
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
SPARK PLUG CABLE RESISTANCE,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 8I-3
SPARK PLUG CABLES - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-20
SPARK PLUG CONDITIONS - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8I-17
SPARK PLUGS, SPECIFICATIONS . . . . . . . . . . 8I-3
SPEAKER - DESCRIPTION . . . . . . . . . . . . . . 8A-17
SPEAKER - DIAGNOSIS AND TESTING . . . . 8A-17
SPEAKER - INSTALLATION, A-PILLAR
TWEETER . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-19
SPEAKER - INSTALLATION, FRONT DOOR . 8A-19
SPEAKER - INSTALLATION, REAR CAB
SIDE PANEL . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
SPEAKER - INSTALLATION, REAR DOOR . . 8A-21
SPEAKER - OPERATION . . . . . . . . . . . . . . . 8A-17
SPEAKER - REMOVAL, A-PILLAR
TWEETER . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-18
SPEAKER - REMOVAL, FRONT DOOR . . . . . 8A-19
SPEAKER - REMOVAL, REAR CAB SIDE
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-20
SPEAKER - REMOVAL, REAR DOOR . . . . . . 8A-20
SPECIAL TOOL, SPECIAL TOOLS OVERHEAD CONSOLE . . . . . . . . . . . . . . . . . 8M-9
SPECIFICATIONS - 2002 BR/BE PAINT
COLOR CODES . . . . . . . . . . . . . . . . . . . . . 23-129
SPECIFICATIONS - 5.9L DIESEL . . . . . . . . . 9-127
SPECIFICATIONS - 5.9L ENGINE . . . . . . . . . . 9-13
SPECIFICATIONS - 8.OL ENGINE . . . . . . . . . . 9-68
SPECIFICATIONS - A/C APPLICATION
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-7
SPECIFICATIONS - ALIGNMENT . . . . . . . . . . . 2-6
SPECIFICATIONS - BASE BRAKE . . . . . . . . . . . 5-2
SPECIFICATIONS - BATTERY . . . . . . . . . . . . . 8F-6
INDEX
BR/BE
Description
Group-Page
SPECIFICATIONS - BODY GAP AND
FLUSH MEASUREMENTS . . . . . . . . . . . . . . . 23-56
SPECIFICATIONS - BODY OPENING
DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . 23-60
SPECIFICATIONS - BODY SEALER
LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 23-47
SPECIFICATIONS - BRAKE FLUID . . . . . . . . . 5-15
SPECIFICATIONS - EXTERIOR LAMPS . . . . . . 8L-4
SPECIFICATIONS - FLUID CAPACITIES . . . . . . 0-6
SPECIFICATIONS - FRAME DIMENSION . . . . 13-8
SPECIFICATIONS - FUEL INJECTION
PUMP DATA PLATE . . . . . . . . . . . . . . . . . . . 14-77
SPECIFICATIONS - GENERATOR RATINGS . . 8F-26
SPECIFICATIONS - IGNITION TIMING . . . . . . 8I-4
SPECIFICATIONS - INTERIOR LAMPS . . . . . 8L-33
SPECIFICATIONS - POWER STEERING
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-21
SPECIFICATIONS - PROPELLER SHAFT . . . . . . 3-6
SPECIFICATIONS - SPARK PLUG CABLE
RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
SPECIFICATIONS - SPARK PLUGS . . . . . . . . . 8I-3
SPECIFICATIONS - SPECIAL TOOLS . . . . . . . 8F-7
SPECIFICATIONS - SPECIFICATIONS . . . . . . 24-46
SPECIFICATIONS - STARTING SYSTEM . . . . 8F-36
SPECIFICATIONS - STRUCTURAL
ADHESIVE LOCATIONS . . . . . . . . . . . . . . . . 23-44
SPECIFICATIONS - TIRE REVOLUTIONS
PER MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-9
SPECIFICATIONS - TORQUE . . . . . . . . . . . . . 7-18
SPECIFICATIONS - TORQUE . . . . 9-127,9-17,9-71
SPECIFICATIONS - TORQUE . . . . . . . . . . . . . 11-5
SPECIFICATIONS - TORQUE CHART . . . . 5-3,5-37
SPECIFICATIONS - TORQUE CHART . 19-21,19-41,
19-43,19-9
SPECIFICATIONS - TORQUE CHART . . . 2-15,2-26,
2-8
SPECIFICATIONS - TORQUE CHART . . . . . . 22-11
SPECIFICATIONS - TORQUE
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 23-61
SPECIFICATIONS - TORQUE
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 24-8
SPECIFICATIONS - TRANSFER CASE . . . . 21-458,
21-495
SPECIFICATIONS - TRANSMISSION . . . . . 21-144,
21-314
SPECIFICATIONS - WELD LOCATIONS . . . . . 23-4
SPECIFICATIONS, CLUTCH . . . . . . . . . . . . . . . 6-7
SPECIFICATIONS, FUEL SYSTEM
PRESSURE - GAS ENGINES . . . . . . . . . . . . . 14-3
SPECIFICATIONS, MANUAL - NV4500 . . . . . 21-38
SPECIFICATIONS, MANUAL - NV5600 . . . . . 21-79
SPECIFICATIONS, SPECIFICATIONS . . . . . . . 24-46
SPECIFICATIONS, SPECIFICATIONS TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-61
SPECIFICATIONS, SPECIFICATIONS TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-8
SPECIFICATIONS, TORQUE . . . . . . . . . . . . . . 13-1
SPECIFICATIONS, TORQUE - FUEL
DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
SPECIFICATIONS, TORQUE - GAS FUEL
INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-35
SPECIFICATIONS, TORQUE GENERATOR/CHARGING SYSTEM . . . . . . . . 8F-27
SPECIFICATIONS, TORQUE - IGNITION . . . . . 8I-2
SPECIFICATIONS, TORQUE - STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-37
SPEED CONTROL SERVO - DESCRIPTION . . 8P-6
SPEED CONTROL SERVO - OPERATION . . . . 8P-6
SPEED CONTROL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8P-1
SPEED CONTROL SYSTEM - OPERATION . . . 8P-2
SPEED CONTROL SYSTEM - TORQUE . . . . . 8P-4
SPEED INPUT - DESCRIPTION, VEHICLE . . . 8P-2
SPEED SENSOR - DESCRIPTION . . 21-209,21-381
SPEED SENSOR - DESCRIPTION, FRONT
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
SPEED SENSOR - DIAGNOSIS AND
TESTING, REAR WHEEL . . . . . . . . . . . . . . . . 5-40
SPEED SENSOR - INSTALLATION, REAR
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
SPEED SENSOR - OPERATION . . . 21-209,21-381
SPEED SENSOR - OPERATION, FRONT
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
SPEED SENSOR - REMOVAL, REAR
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
SPEEDOMETER - DESCRIPTION . . . . . . . . . 8J-29
SPEEDOMETER - OPERATION . . . . . . . . . . . 8J-30
Description
Group-Page
SPEEDS - DESCRIPTION, TIRE
PRESSURE FOR HIGH . . . . . . . . . . . . . . . . . . 22-7
SPLASH SHIELD - INSTALLATION, REAR . . 23-96
SPLASH SHIELD - REMOVAL, REAR . . . . . . 23-96
SPLASH SHIELDS - INSTALLATION,
FRONT END . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
SPLASH SHIELDS - REMOVAL, FRONT
END . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-92
SPLICE INFORMATION - DESCRIPTION,
CONNECTOR, GROUND . . . . . . . . . . . . . . 8W-01-6
SPLICING - STANDARD PROCEDURE,
WIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-13
SPLIT BENCH - INSTALLATION, SEAT . . . . 23-134
SPLIT BENCH - INSTALLATION, SEAT
BACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-136
SPLIT BENCH - INSTALLATION, SEAT
BACK COVER . . . . . . . . . . . . . . . . . . . . . . . 23-137
SPLIT BENCH - INSTALLATION, SEAT
CUSHION COVER . . . . . . . . . . . . . . . . . . . . 23-140
SPLIT BENCH - INSTALLATION, SEAT
TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-142
SPLIT BENCH - REMOVAL, SEAT . . . . . . . 23-133
SPLIT BENCH - REMOVAL, SEAT BACK . . 23-135
SPLIT BENCH - REMOVAL, SEAT BACK
COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-137
SPLIT BENCH - REMOVAL, SEAT
CUSHION COVER . . . . . . . . . . . . . . . . . . . . 23-139
SPLIT BENCH - REMOVAL, SEAT TRACK . 23-142
SPOOL VALVE - INSTALLATION . . . . . . . . . . 19-28
SPOOL VALVE - REMOVAL . . . . . . . . . . . . . 19-26
SPORT - INSTALLATION, FRONT
BUMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
SPORT - INSTALLATION, FRONT FASCIA . . . 13-3
SPORT - REMOVAL, FRONT BUMPER . . . . . . 13-5
SPORT - REMOVAL, FRONT FASCIA . . . . . . . 13-3
SPRING - INSTALLATION . . . . . . . 2-12,2-23,2-28
SPRING - REMOVAL . . . . . . . . . . . 2-11,2-23,2-27
SPRING AND SHOCK - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
SPRINGS - INSTALLATION, VALVES AND
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-84
SPRINGS - REMOVAL, VALVES AND
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-82
SPRINGS - STANDARD PROCEDURE,
VALVES, GUIDES . . . . . . . . . . . . . . . . . . . . . . 9-23
SPRINGS - STANDARD PROCEDURE,
VALVES,GUIDES . . . . . . . . . . . . . . . . . . . . . 9-138
SPROCKETS - INSTALLATION, TIMING
BELT/CHAIN . . . . . . . . . . . . . . . . . . . . . 9-111,9-55
SPROCKETS - REMOVAL, TIMING
BELT/CHAIN . . . . . . . . . . . . . . . . . . . . . 9-111,9-54
STABILIZER BAR - INSTALLATION . . . . 2-12,2-23,
2-29
STABILIZER BAR - REMOVAL . . . . 2-12,2-23,2-29
STANCHION COVER - INSTALLATION . . . . 23-143
STANCHION COVER - REMOVAL . . . . . . . . 23-143
STANDARD CAB - INSTALLATION . . . . . . . . 8O-19
STANDARD CAB - REMOVAL . . . . . . . . . . . 8O-18
STARTER MOTOR - DESCRIPTION . . . . . . . 8F-37
STARTER MOTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-38
STARTER MOTOR - INSTALLATION . . . . . . . 8F-40
STARTER MOTOR - OPERATION . . . . . . . . . 8F-37
STARTER MOTOR - REMOVAL . . . . . . . . . . 8F-38
STARTER MOTOR RELAY - DESCRIPTION . 8F-41
STARTER MOTOR RELAY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8F-42
STARTER MOTOR RELAY - OPERATION . . . 8F-41
STARTER MOTOR RELAY - REMOVAL . . . . . 8F-42
STARTER RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-41
STARTING - DESCRIPTION . . . . . . . . . . . . . 8F-31
STARTING - OPERATION . . . . . . . . . . . . . . . 8F-31
STARTING - STANDARD PROCEDURE,
JUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-7
STARTING SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-32
STARTING SYSTEM - SPECIFICATIONS,
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-37
STARTING SYSTEM, SPECIFICATIONS . . . . . 8F-36
STATE DISPLAY TEST MODE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 25-1
STATIONARY GLASS - DESCRIPTION . . . . 23-145
STATIONARY GLASS - OPERATION . . . . . . 23-145
STEERING - DESCRIPTION . . . . . . . . . . . . . . 19-1
STEERING - OPERATION . . . . . . . . . . . . . . . . 19-1
STEERING COLUMN OPENING COVER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 23-114
Description
29
Group-Page
STEERING COLUMN OPENING COVER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 23-113
STEERING FLOW AND PRESSURE DIAGNOSIS AND TESTING, POWER . . . . . . . 19-4
STEERING GEAR HOUSING PLUG INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 19-30
STEERING GEAR HOUSING PLUG REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
STEERING GEAR LEAKAGE - DIAGNOSIS
AND TESTING, POWER . . . . . . . . . . . . . . . . 19-16
STEERING GEAR, SPECIAL TOOLS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
STEERING GEAR, SPECIFICATIONS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-21
STEERING LINKAGE, SPECIAL TOOLS . . . . 19-41,
19-44
STEERING PUMP - INITIAL OPERATION STANDARD PROCEDURE, POWER . . . . . . . 19-33
STEERING PUMP, SPECIAL TOOLS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-38
STEERING SYSTEM - DIAGNOSIS AND
TESTING, POWER . . . . . . . . . . . . . . . . . . . . . 19-2
STEERING SYSTEM - STANDARD
PROCEDURE, FLUSHING POWER . . . . . . . . 19-34
STEERING WHEEL - INSTALLATION . . . . . . 19-15
STEERING WHEEL - REMOVAL . . . . . . . . . . 19-15
STEM SEAL - INSTALLATION, VALVE . . . . . . 9-83
STEM SEALS - REMOVAL, VALVE . . . . . . . . . 9-82
STOP LAMP - INSTALLATION, CENTER
HIGH MOUNTED . . . . . . . . . . . . . . . . . . . . . . 8L-6
STOP LAMP - REMOVAL, CENTER HIGH
MOUNTED . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-6
STOP LAMP UNIT - INSTALLATION,
CENTER HIGH MOUNTED . . . . . . . . . . . . . . . 8L-6
STOP LAMP UNIT - REMOVAL, CENTER
HIGH MOUNTED . . . . . . . . . . . . . . . . . . . . . . 8L-6
STORAGE BIN - INSTALLATION . . . . . . . . . 23-114
STORAGE BIN - REMOVAL . . . . . . . . . . . . 23-114
STOWAGE TRAY - INSTALLATION, REAR
FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
STOWAGE TRAY - REMOVAL, REAR
FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
STRAP - INSTALLATION, CAB-TO-BED
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
STRAP - INSTALLATION, ENGINE-TOBODY GROUND . . . . . . . . . . . . . . . . . . . . . . 8A-13
STRAP - INSTALLATION, HEATER CORE
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
STRAP - REMOVAL, CAB-TO-BED
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-13
STRAP - REMOVAL, ENGINE-TO-BODY
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-12
STRAP - REMOVAL, HEATER CORE
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-14
STRETCH - INSPECTION, MEASURING
TIMING CHAIN . . . . . . . . . . . . . . . . . . 9-111,9-54
STRIKER - INSTALLATION, GLOVE BOX
LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-112
STRIKER - INSTALLATION, LATCH . 23-103,23-66,
23-73
STRIKER - LOWER - INSTALLATION,
LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-82
STRIKER - LOWER - REMOVAL, LATCH . . . 23-82
STRIKER - REMOVAL, GLOVE BOX
LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-111
STRIKER - REMOVAL, LATCH . . . . 23-103,23-66,
23-73
STRIKER - UPPER - INSTALLATION,
LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-82
STRIKER - UPPER - REMOVAL, LATCH . . . 23-82
STRIPE - INSTALLATION, TAPE . . . . . . . . . . 23-89
STRIPE - REMOVAL, TAPE . . . . . . . . . . . . . 23-88
STRIPES AND DECALS - INSTALLATION,
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-87
STRIPES AND DECALS - REMOVAL,
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-87
STRUCTURAL ADHESIVE LOCATIONS,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 23-44
STUDS - INSTALLATION . . . . . . . . . . . . . . . 22-12
STUDS - REMOVAL . . . . . . . . . . . . . . . . . . . 22-12
SUCTION AND DISCHARGE LINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 24-52
SUCTION AND DISCHARGE LINE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-51
SUN VISOR - INSTALLATION . . . . . . . . . . 23-127
SUN VISOR - REMOVAL . . . . . . . . . . . . . . 23-127
SUPPLIES - DESCRIPTION, 5 VOLT . . . . . . 8E-17
SUPPLIES - OPERATION, 5 VOLT . . . . . . . . 8E-19
30
INDEX
Description
BR/BE
Group-Page
SUPPLY RESTRICTIONS - DIAGNOSIS
AND TESTING, FUEL . . . . . . . . . . . . . . . . . . 14-60
SUPPLY TEST - DIAGNOSIS AND
TESTING, VACUUM . . . . . . . . . . . . . . . . . . . . 8P-3
SUPPORT - INSTALLATION, LUMBAR . . . . 23-133
SUPPORT - REMOVAL, LUMBAR . . . . . . . 23-132
SUPPORT BRACKET - INSTALLATION,
REARVIEW MIRROR . . . . . . . . . . . . . . . . . 23-126
SUPPRESSION COMPONENTS DESCRIPTION, RADIO NOISE . . . . . . . . . . . 8A-12
SUPPRESSION COMPONENTS DIAGNOSIS AND TESTING, RADIO
NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-12
SUSPENSION - STANDARD PROCEDURE,
ALIGNMENT LINK/COIL . . . . . . . . . . . . . . . . . . 2-5
SUSPENSION, SPECIAL TOOLS INDEPENDENT FRONT . . . . . . . . . . . . . . . . . . . 2-9
SUSPENSION, SPECIAL TOOLS LINK/COIL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
SUSPENSION-REAR, SPECIAL TOOLS . . . . . 2-27
SWITCH - DESCRIPTION . . . . . . . . . . . . . . . 8P-12
SWITCH - DESCRIPTION, A/C HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
SWITCH - DESCRIPTION, A/C LOW
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
SWITCH - DESCRIPTION, BLOWER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-24
SWITCH - DESCRIPTION, BRAKE LAMP . . . . 8L-4
SWITCH - DESCRIPTION, CLUTCH
PEDAL POSITION . . . . . . . . . . . . . . . . . . . . . 6-17
SWITCH - DESCRIPTION, DOOR AJAR . . . . 8L-34
SWITCH - DESCRIPTION, DOOR
CYLINDER LOCK . . . . . . . . . . . . . . . . . . . . . . 8N-5
SWITCH - DESCRIPTION, DRIVER
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-17
SWITCH - DESCRIPTION, DRIVER SEAT
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-7
SWITCH - DESCRIPTION, HEADLAMP . . . . 8L-18
SWITCH - DESCRIPTION, HORN . . . . . . . . . . 8H-4
SWITCH - DESCRIPTION, IGNITION . . . . . . 19-11
SWITCH - DESCRIPTION, KEY-IN
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-9
SWITCH - DESCRIPTION, LUMBAR
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
SWITCH - DESCRIPTION, MIRROR . . . . . . . . 8G-2
SWITCH - DESCRIPTION, MULTIFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-23
SWITCH - DESCRIPTION, OVERDRIVE . . . 21-190,
21-344
SWITCH - DESCRIPTION, PASSENGER
AIRBAG ON/OFF . . . . . . . . . . . . . . . . . . . . . 8O-23
SWITCH - DESCRIPTION, PASSENGER
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-20
SWITCH - DESCRIPTION, PASSENGER
SEAT HEATER . . . . . . . . . . . . . . . . . . . . . . . 8G-16
SWITCH - DESCRIPTION, POWER LOCK . . . 8N-8
SWITCH - DESCRIPTION, POWER
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-13
SWITCH - DESCRIPTION, POWER
WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-24
SWITCH - DESCRIPTION, PTO . . . . . . . . . . 14-47
SWITCH - DESCRIPTION, SEAT BELT . . . . . 8O-28
SWITCH - DESCRIPTION, WASHER
FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
SWITCH - DIAGNOSIS AND TESTING,
A/C HIGH PRESSURE . . . . . . . . . . . . . . . . . 24-20
SWITCH - DIAGNOSIS AND TESTING,
A/C LOW PRESSURE . . . . . . . . . . . . . . . . . . 24-21
SWITCH - DIAGNOSIS AND TESTING,
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . 24-25
SWITCH - DIAGNOSIS AND TESTING,
BRAKE LAMP . . . . . . . . . . . . . . . . . . . . . . . . 8L-5
SWITCH - DIAGNOSIS AND TESTING,
DOOR AJAR . . . . . . . . . . . . . . . . . . . . . . . . . 8L-34
SWITCH - DIAGNOSIS AND TESTING,
DOOR CYLINDER LOCK . . . . . . . . . . . . . . . . 8N-6
SWITCH - DIAGNOSIS AND TESTING,
DRIVER POWER SEAT . . . . . . . . . . . . . . . . 8N-17
SWITCH - DIAGNOSIS AND TESTING,
HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . 8L-19
SWITCH - DIAGNOSIS AND TESTING,
HEATED MIRROR . . . . . . . . . . . . . . . . . . . . . 8G-3
SWITCH - DIAGNOSIS AND TESTING,
HEATED SEAT . . . . . . . . . . . . . . . . . . . 8G-17,8G-8
SWITCH - DIAGNOSIS AND TESTING,
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-5
SWITCH - DIAGNOSIS AND TESTING,
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11
Description
Group-Page
SWITCH - DIAGNOSIS AND TESTING,
MULTI-FUNCTION . . . . . . . . . . . . . . . . . . . . 8L-25
SWITCH - DIAGNOSIS AND TESTING,
PARK/NEUTRAL POSITION . . . . . . 21-195,21-367
SWITCH - DIAGNOSIS AND TESTING,
PASSENGER POWER SEAT . . . . . . . . . . . . . 8N-20
SWITCH - DIAGNOSIS AND TESTING,
POWER LOCK . . . . . . . . . . . . . . . . . . . . . . . . 8N-9
SWITCH - DIAGNOSIS AND TESTING,
POWER WINDOW . . . . . . . . . . . . . . . . . . . . 8N-24
SWITCH - DIAGNOSIS AND TESTING,
SEAT BELT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-28
SWITCH - INSTALLATION . . . . . . . . . . . . . . 8P-14
SWITCH - INSTALLATION, A/C HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
SWITCH - INSTALLATION, A/C LOW
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
SWITCH - INSTALLATION, BRAKE LAMP . . . 8L-6
SWITCH - INSTALLATION, DOOR AJAR . . . 8L-35
SWITCH - INSTALLATION, DOOR
CYLINDER LOCK . . . . . . . . . . . . . . . . . . . . . . 8N-6
SWITCH - INSTALLATION, DRIVER
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-18
SWITCH - INSTALLATION, DRIVER SEAT
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-10
SWITCH - INSTALLATION, GLOVE BOX
LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-36
SWITCH - INSTALLATION, HEADLAMP . . . . 8L-20
SWITCH - INSTALLATION, IGNITION . . . . . . 19-12
SWITCH - INSTALLATION, MULTIFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-28
SWITCH - INSTALLATION, OVERDRIVE . . . . 21-191,
21-345
SWITCH - INSTALLATION, PARK/
NEUTRAL POSITION . . . . . . . . . . . 21-195,21-367
SWITCH - INSTALLATION, PASSENGER
AIRBAG ON/OFF . . . . . . . . . . . . . . . . . . . . . 8O-25
SWITCH - INSTALLATION, PASSENGER
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-21
SWITCH - INSTALLATION, PASSENGER
SEAT HEATER . . . . . . . . . . . . . . . . . . . . . . . 8G-19
SWITCH - INSTALLATION, POWER
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-14
SWITCH - INSTALLATION, POWER
WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-26
SWITCH - INSTALLATION, WASHER
FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . 8R-8
SWITCH - OPERATION . . . . . . . . . . . . . . . . 8P-12
SWITCH - OPERATION, A/C HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
SWITCH - OPERATION, A/C LOW
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
SWITCH - OPERATION, BLOWER MOTOR . . 24-24
SWITCH - OPERATION, BRAKE LAMP . . . . . . 8L-4
SWITCH - OPERATION, CLUTCH PEDAL
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
SWITCH - OPERATION, DOOR CYLINDER
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
SWITCH - OPERATION, DRIVER POWER
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-17
SWITCH - OPERATION, DRIVER SEAT
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-8
SWITCH - OPERATION, HEADLAMP . . . . . . 8L-18
SWITCH - OPERATION, HORN . . . . . . . . . . . 8H-5
SWITCH - OPERATION, IGNITION . . . . . . . . 19-11
SWITCH - OPERATION, LUMBAR
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
SWITCH - OPERATION, MIRROR . . . . . . . . . 8G-3
SWITCH - OPERATION, MULTI-FUNCTION . 8L-24
SWITCH - OPERATION, OVERDRIVE . . . . 21-190,
21-344
SWITCH - OPERATION, PASSENGER
AIRBAG ON/OFF . . . . . . . . . . . . . . . . . . . . . 8O-24
SWITCH - OPERATION, PASSENGER
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-20
SWITCH - OPERATION, PASSENGER
SEAT HEATER . . . . . . . . . . . . . . . . . . . . . . . 8G-17
SWITCH - OPERATION, POWER LOCK . . . . . 8N-8
SWITCH - OPERATION, POWER MIRROR . . 8N-13
SWITCH - OPERATION, POWER WINDOW . 8N-24
SWITCH - OPERATION, PTO . . . . . . . . . . . . 14-47
SWITCH - OPERATION, SEAT BELT . . . . . . . 8O-28
SWITCH - OPERATION, WASHER FLUID
LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
SWITCH - REMOVAL . . . . . . . . . . . . . . . . . . 8P-13
SWITCH - REMOVAL, A/C HIGH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
Description
Group-Page
SWITCH - REMOVAL, A/C LOW
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 24-21
SWITCH - REMOVAL, BLOWER MOTOR . . . 24-25
SWITCH - REMOVAL, BRAKE LAMP . . . . . . . 8L-5
SWITCH - REMOVAL, DOOR AJAR . . . . . . . 8L-35
SWITCH - REMOVAL, DOOR CYLINDER
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-6
SWITCH - REMOVAL, DRIVER POWER
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-18
SWITCH - REMOVAL, DRIVER SEAT
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-9
SWITCH - REMOVAL, GLOVE BOX LAMP . . 8L-35
SWITCH - REMOVAL, HEADLAMP . . . . . . . . 8L-19
SWITCH - REMOVAL, HORN . . . . . . . . . . . . . 8H-5
SWITCH - REMOVAL, IGNITION . . . . . . . . . 19-12
SWITCH - REMOVAL, LUMBAR
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-19
SWITCH - REMOVAL, MULTI-FUNCTION . . . 8L-27
SWITCH - REMOVAL, OVERDRIVE . . . . . . 21-191,
21-344
SWITCH - REMOVAL, PARK/NEUTRAL
POSITION . . . . . . . . . . . . . . . . . . . 21-195,21-367
SWITCH - REMOVAL, PASSENGER
AIRBAG ON/OFF . . . . . . . . . . . . . . . . . . . . . 8O-24
SWITCH - REMOVAL, PASSENGER
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-21
SWITCH - REMOVAL, PASSENGER SEAT
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-18
SWITCH - REMOVAL, POWER MIRROR . . . 8N-13
SWITCH - REMOVAL, POWER WINDOW . . 8N-25
SWITCH - REMOVAL, WASHER FLUID
LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-8
SWITCH AND KEY LOCK CYLINDER DIAGNOSIS AND TESTING, IGNITION . . . . . . 19-9
SWITCHES - DESCRIPTION, REMOTE . . . . . 8A-14
SWITCHES - DIAGNOSIS AND TESTING,
REMOTE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-15
SWITCHES - INSTALLATION, REMOTE . . . . 8A-16
SWITCHES - OPERATION, REMOTE . . . . . . 8A-15
SWITCHES - REMOVAL, REMOTE . . . . . . . . 8A-16
SYMBOLS - DESCRIPTION,
INTERNATIONAL . . . . . . . . . . . . . . . . . . . . Intro.-5
SYMBOLS - DESCRIPTION,
INTERNATIONAL . . . . . . . . . . . . . . . . . . . . . . . 0-1
SYSTEM - CLEANING, BATTERY . . . . . . . . . . 8F-5
SYSTEM - CLEANING, WIPER &
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-6
SYSTEM - DESCRIPTION, AIR INJECTION . 25-26
SYSTEM - DESCRIPTION, BATTERY . . . . . . . 8F-1
SYSTEM - DESCRIPTION, CHIME
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-1
SYSTEM - DESCRIPTION, DIESEL FUEL
DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . 14-55
SYSTEM - DESCRIPTION, DIESEL FUEL
INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-91
SYSTEM - DESCRIPTION, EVAP . . . . . . . . . 25-32
SYSTEM - DESCRIPTION, FUEL
DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
SYSTEM - DESCRIPTION, HEATED
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-1
SYSTEM - DESCRIPTION, HEATED SEAT . . . 8G-5
SYSTEM - DESCRIPTION, INSTRUMENT
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-105
SYSTEM - DESCRIPTION, METRIC . . . . . . Intro.-9
SYSTEM - DESCRIPTION, POWER SEAT . . 8N-16
SYSTEM - DESCRIPTION, REMOTE
KEYLESS ENTRY . . . . . . . . . . . . . . . . . . . . . . 8N-2
SYSTEM - DESCRIPTION, SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-1
SYSTEM - DESCRIPTION, TURN SIGNAL
& HAZARD WARNING . . . . . . . . . . . . . . . . . . 8L-2
SYSTEM - DIAGNOSIS AND TESTING,
AIR IN FUEL . . . . . . . . . . . . . . . . . . . . . . . . 14-60
SYSTEM - DIAGNOSIS AND TESTING,
AIRBAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-4
SYSTEM - DIAGNOSIS AND TESTING,
BASE BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
SYSTEM - DIAGNOSIS AND TESTING,
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-2
SYSTEM - DIAGNOSIS AND TESTING,
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-25
SYSTEM - DIAGNOSIS AND TESTING,
CHIME WARNING . . . . . . . . . . . . . . . . . . . . . 8B-2
SYSTEM - DIAGNOSIS AND TESTING,
HEATED MIRROR . . . . . . . . . . . . . . . . . . . . . 8G-2
SYSTEM - DIAGNOSIS AND TESTING,
HEATED SEAT . . . . . . . . . . . . . . . . . . . . . . . . 8G-6
INDEX
BR/BE
Description
Group-Page
SYSTEM - DIAGNOSIS AND TESTING,
POWER LOCK & REMOTE KEYLESS
ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-5
SYSTEM - DIAGNOSIS AND TESTING,
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-16
SYSTEM - DIAGNOSIS AND TESTING,
POWER STEERING . . . . . . . . . . . . . . . . . . . . 19-2
SYSTEM - DIAGNOSIS AND TESTING,
STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-32
SYSTEM - DIAGNOSIS AND TESTING,
TURN SIGNAL & HAZARD WARNING . . . . . . 8L-3
SYSTEM - DIAGNOSIS AND TESTING,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-10
SYSTEM - DIAGNOSIS AND TESTING,
VEHICLE THEFT SECURITY . . . . . . . . . . . . . . 8Q-3
SYSTEM - DIAGNOSIS AND TESTING,
WIPER & WASHER . . . . . . . . . . . . . . . . . . . . 8R-3
SYSTEM - INSPECTION, BATTERY . . . . . . . . 8F-6
SYSTEM - INSPECTION, WIPER &
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-6
SYSTEM - LEAKS - DIAGNOSIS AND
TESTING, CHARGE AIR COOLER . . . . . . . . . 11-18
SYSTEM - OPERATION, AIR INJECTION . . . 25-28
SYSTEM - OPERATION, BATTERY . . . . . . . . . 8F-2
SYSTEM - OPERATION, CHIME
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-1
SYSTEM - OPERATION, COOLING . . . . . . . . . . 7-4
SYSTEM - OPERATION, FUEL DELIVERY . . . 14-2
SYSTEM - OPERATION, HEATED MIRROR . . 8G-2
SYSTEM - OPERATION, HEATED SEAT . . . . . 8G-6
SYSTEM - OPERATION, INSTRUMENT
PANEL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-106
SYSTEM - OPERATION, POWER SEAT . . . . 8N-16
SYSTEM - OPERATION, REMOTE
KEYLESS ENTRY . . . . . . . . . . . . . . . . . . . . . . 8N-4
SYSTEM - OPERATION, SPEED CONTROL . . 8P-2
SYSTEM - OPERATION, TURN SIGNAL &
HAZARD WARNING . . . . . . . . . . . . . . . . . . . . 8L-2
SYSTEM - SPECIAL TOOLS, AIRBAG . . . . . . 8O-6
SYSTEM - SPECIFICATIONS, TORQUE GENERATOR/CHARGING . . . . . . . . . . . . . . . 8F-27
SYSTEM - SPECIFICATIONS, TORQUE STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-37
SYSTEM - STANDARD PROCEDURE,
BLEEDING ABS BRAKE . . . . . . . . . . . . . . . . . 5-36
SYSTEM - STANDARD PROCEDURE,
FLUSHING POWER STEERING . . . . . . . . . . . 19-34
SYSTEM - TORQUE, AIR INJECTION . . . . . . 25-29
SYSTEM - TORQUE, EVAP . . . . . . . . . . . . . . 25-32
SYSTEM - TORQUE, SPEED CONTROL . . . . . 8P-4
SYSTEM 5.9L DIESEL ENGINE STANDARD PROCEDURE, DRAINING
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
SYSTEM 5.9L DIESEL ENGINE STANDARD PROCEDURE, REFILLING
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
SYSTEM 5.9L/8.0L ENGINES STANDARD PROCEDURE, DRAINING
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
SYSTEM 5.9L/8.0L ENGINES STANDARD PROCEDURE, REFILLING
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
SYSTEM AIR LEAK VACUUM TEST DIAGNOSIS AND TESTING, FUEL . . . . . . . . 14-57
SYSTEM AIRFLOW - DESCRIPTION,
HVAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30
SYSTEM CHARGE - STANDARD
PROCEDURE, REFRIGERANT . . . . . . . . . . . . 24-46
SYSTEM CLEANING/REVERSE FLUSHING
- STANDARD PROCEDURE, COOLING . . . . . . 7-17
SYSTEM DIESEL ENGINE - DIAGNOSIS
AND TESTING, COOLING . . . . . . . . . . . . . . . . 7-13
SYSTEM EVACUATE - STANDARD
PROCEDURE, REFRIGERANT . . . . . . . . . . . . 24-46
SYSTEM FLOW - 5.9L DIESEL DESCRIPTION, COOLING . . . . . . . . . . . . . . . . . 7-2
SYSTEM FLOW - 5.9L ENGINE DESCRIPTION, COOLING . . . . . . . . . . . . . . . . . 7-1
SYSTEM GAS ENGINE - DIAGNOSIS AND
TESTING, COOLING . . . . . . . . . . . . . . . . . . . . . 7-7
SYSTEM LEAKS - DIAGNOSIS AND
TESTING, COOLING . . . . . . . . . . . . . . . . . . . . . 7-5
SYSTEM LEAKS - DIAGNOSIS AND
TESTING, REFRIGERANT . . . . . . . . . . . . . . . 24-43
SYSTEM PARTS - STANDARD
PROCEDURES, CLEANING FUEL . . . . . . . . . 14-61
SYSTEM PRESSURE - GAS ENGINES SPECIFICATIONS, FUEL . . . . . . . . . . . . . . . . . 14-3
Description
Group-Page
SYSTEM PRESSURE RELEASE STANDARD PROCEDURE, FUEL . . . . . . . . . . 14-3
SYSTEM PRESSURES, DIESEL ENGINES
- FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
SYSTEM REQUIREMENTS DESCRIPTION, COOLING . . . . . . . . . . . . . . . . 24-1
SYSTEM SERVICE EQUIPMENT STANDARD PROCEDURE,
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . 24-45
SYSTEM SERVICE PORT - DESCRIPTION,
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . 24-1
SYSTEM SERVICE PORT - OPERATION,
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . 24-2
SYSTEM, SPECIAL TOOLS - DIESEL
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-63
SYSTEM, SPECIAL TOOLS - FUEL . . . 14-35,14-4
SYSTEM, SPECIFICATIONS - STARTING . . . 8F-36
SYSTEMS - DESCRIPTION, MONITORED . . 25-17
SYSTEMS, SPECIAL TOOLS - AUDIO . . . . . . 8A-4
SYSTEMS, SPECIAL TOOLS - POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-97-2
TABLE, SPECIFICATIONS - A/C
APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . 24-7
TACHOMETER - DESCRIPTION . . . . . . . . . . 8J-30
TACHOMETER - OPERATION . . . . . . . . . . . . 8J-30
TAIL LAMP - DESCRIPTION . . . . . . . . . . . . 8L-29
TAIL LAMP - INSTALLATION . . . . . . . . . . . . 8L-30
TAIL LAMP - OPERATION . . . . . . . . . . . . . . 8L-29
TAIL LAMP - REMOVAL . . . . . . . . . . . . . . . . 8L-29
TAIL LAMP UNIT - INSTALLATION . . . . . . . 8L-30
TAIL LAMP UNIT - REMOVAL . . . . . . . . . . . 8L-30
TAILGATE - INSTALLATION . . . . . . . . . . . . . 23-67
TAILGATE - REMOVAL . . . . . . . . . . . . . . . . . 23-67
TAILPIPE - 3.9L/5.2L/5.9L - INSPECTION . . 11-11
TAILPIPE - 3.9L/5.2L/5.9L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 11-11
TAILPIPE - 3.9L/5.2L/5.9L - REMOVAL . . . . 11-11
TAILPIPE - 5.9L DIESEL - INSPECTION . . . . 11-12
TAILPIPE - 5.9L DIESEL - INSTALLATION . . 11-13
TAILPIPE - 5.9L DIESEL - REMOVAL . . . . . 11-12
TAILPIPE - 5.9L HD/8.0L - INSPECTION . . . 11-12
TAILPIPE - 5.9L HD/8.0L INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 11-12
TAILPIPE - 5.9L HD/8.0L - REMOVAL . . . . . 11-12
TANK - DESCRIPTION, DIESEL FUEL . . . . . 14-82
TANK - DESCRIPTION, FUEL . . . . . . . . . . . . 14-18
TANK - INSTALLATION, FUEL . . . . . . . . . . . 14-20
TANK - OPERATION, FUEL . . . . . . . . . . . . . . 14-18
TANK - REMOVAL, FUEL . . . . . . . . . . . . . . . 14-18
TANK CHECK VALVE - DESCRIPTION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21
TANK CHECK VALVE - INSTALLATION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
TANK CHECK VALVE - REMOVAL, FUEL . . . 14-22
TANK MODULE - DESCRIPTION, FUEL . . . . 14-82
TANK MODULE - INSTALLATION, FUEL . . . . 14-83
TANK MODULE - OPERATION, FUEL . . . . . . 14-82
TANK MODULE - REMOVAL, FUEL . . . . . . . 14-83
TAPE STRIPE - INSTALLATION . . . . . . . . . . 23-89
TAPE STRIPE - REMOVAL . . . . . . . . . . . . . . 23-88
TAPPETS - DIAGNOSIS AND TESTING,
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . 9-36,9-91
TASK MANAGER - DESCRIPTION . . . . . . . . 25-17
TASK MANAGER - OPERATION . . . . . . . . . . 25-21
TEMP SENSOR - 5.9L - DESCRIPTION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-47
TEMP SENSOR - 5.9L - INSTALLATION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-47
TEMP SENSOR - 5.9L - OPERATION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-47
TEMP SENSOR - 5.9L - REMOVAL,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-47
TEMP SENSOR - DESCRIPTION,
AMBIENT . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-12
TEMP SENSOR - INSTALLATION,
AMBIENT . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-13
TEMP SENSOR - OPERATION, AMBIENT . . 8M-12
TEMP SENSOR - REMOVAL, AMBIENT . . . 8M-12
TEMPERATURE GAUGE - DESCRIPTION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-18
TEMPERATURE GAUGE - OPERATION,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-19
TEMPERATURE SENSOR - DESCRIPTION,
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-27
TEMPERATURE SENSOR - DESCRIPTION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-104
TEMPERATURE SENSOR - DESCRIPTION,
TRANSMISSION . . . . . . . . . . . . . . . 21-218,21-390
Description
31
Group-Page
TEMPERATURE SENSOR - DIAGNOSIS
AND TESTING, AMBIENT . . . . . . . . . . . . . . 8M-12
TEMPERATURE SENSOR INSTALLATION, BATTERY . . . . . . . . . . . . . . 8F-28
TEMPERATURE SENSOR - OPERATION,
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-27
TEMPERATURE SENSOR - OPERATION,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-104
TEMPERATURE SENSOR - OPERATION,
TRANSMISSION . . . . . . . . . . . . . . . 21-218,21-390
TEMPERATURE SENSOR - REMOVAL,
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-27
TEMPORARY - DESCRIPTION, SPARE
TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-6
TENSIONERS - 5.9L - DESCRIPTION,
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
TENSIONERS - 5.9L - INSTALLATION,
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
TENSIONERS - 5.9L - OPERATION, BELT . . . 7-19
TENSIONERS - 5.9L - REMOVAL, BELT . . . . . 7-19
TENSIONERS - 5.9L DIESEL DESCRIPTION, BELT . . . . . . . . . . . . . . . . . . . 7-23
TENSIONERS - 5.9L DIESEL INSTALLATION, BELT . . . . . . . . . . . . . . . . . . . 7-23
TENSIONERS - 5.9L DIESEL OPERATION, BELT . . . . . . . . . . . . . . . . . . . . . 7-23
TENSIONERS - 5.9L DIESEL - REMOVAL,
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
TENSIONERS - 8.0L - DESCRIPTION,
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
TENSIONERS - 8.0L - INSTALLATION,
BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
TENSIONERS - 8.0L - OPERATION, BELT . . . . . 7-21
TENSIONERS - 8.0L - REMOVAL, BELT . . . . . 7-21
TERMINAL - INSTALLATION . . . . . . . . . 8W-01-13
TERMINAL - REMOVAL . . . . . . . . . . . . . 8W-01-13
TEST - DIAGNOSIS AND TESTING, FUEL
INJECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 14-99
TEST - DIAGNOSIS AND TESTING, FUEL
PRESSURE LEAK DOWN . . . . . . . . . . . . . . . . 14-2
TEST - DIAGNOSIS AND TESTING, FUEL
PUMP AMPERAGE . . . . . . . . . . . . . . . . . . . . 14-10
TEST - DIAGNOSIS AND TESTING, FUEL
PUMP CAPACITY . . . . . . . . . . . . . . . . . . . . . . 14-9
TEST - DIAGNOSIS AND TESTING, FUEL
PUMP PRESSURE . . . . . . . . . . . . . . . . . . . . . 14-9
TEST - DIAGNOSIS AND TESTING, FUEL
SYSTEM AIR LEAK VACUUM . . . . . . . . . . . . 14-57
TEST - DIAGNOSIS AND TESTING,
HYDRAULIC PRESSURE . . . . . . . . . 21-270,21-98
TEST - DIAGNOSIS AND TESTING, ROAD . . . 8P-4
TEST - DIAGNOSIS AND TESTING,
VACUUM SUPPLY . . . . . . . . . . . . . . . . . . . . . 8P-3
TEST - STANDARD PROCEDURE,
BUILT-IN INDICATOR . . . . . . . . . . . . . . . . . . 8F-10
TEST - STANDARD PROCEDURE,
HYDROMETER . . . . . . . . . . . . . . . . . . . . . . . 8F-11
TEST - STANDARD PROCEDURE,
IGNITION-OFF DRAW . . . . . . . . . . . . . . . . . . 8F-13
TEST - STANDARD PROCEDURE, LOAD . . . 8F-12
TEST - STANDARD PROCEDURE,
OPEN-CIRCUIT VOLTAGE . . . . . . . . . . . . . . . 8F-12
TEST - STANDARD PROCEDURE,
VERIFICATION . . . . . . . . . . . . . . . . . . . . . . . . 8O-5
TEST MODE - DESCRIPTION, CIRCUIT
ACTUATION . . . . . . . . . . . . . . . . . . . . . . . . . . 25-2
TEST MODE - DESCRIPTION, STATE
DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1
TETHER - INSTALLATION, CHILD . . . . . . . . . 8O-9
TETHER - REMOVAL, CHILD . . . . . . . . . . . . . 8O-9
THEFT SECURITY - DESCRIPTION,
VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Q-1
THEFT SECURITY - OPERATION, VEHICLE . . 8Q-2
THEFT SECURITY SYSTEM - DIAGNOSIS
AND TESTING, VEHICLE . . . . . . . . . . . . . . . . 8Q-3
THERMOSTAT - 5.9L - DESCRIPTION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-48
THERMOSTAT - 5.9L - INSTALLATION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-49
THERMOSTAT - 5.9L - OPERATION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-48
THERMOSTAT - 5.9L - REMOVAL,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-48
THERMOSTAT - 5.9L DIESEL DESCRIPTION, ENGINE COOLANT . . . . . . . . . 7-53
THERMOSTAT - 5.9L DIESEL INSTALLATION, ENGINE COOLANT . . . . . . . . 7-54
32
INDEX
Description
BR/BE
Group-Page
THERMOSTAT - 5.9L DIESEL OPERATION, ENGINE COOLANT . . . . . . . . . . 7-53
THERMOSTAT - 5.9L DIESEL REMOVAL, ENGINE COOLANT . . . . . . . . . . . . 7-54
THERMOSTAT - 8.0L - DESCRIPTION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-51
THERMOSTAT - 8.0L - INSTALLATION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-52
THERMOSTAT - 8.0L - OPERATION,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-51
THERMOSTAT - 8.0L - REMOVAL,
ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . 7-51
THERMOSTAT - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . 7-48,7-51,7-53
THREAD REPAIR - STANDARD
PROCEDURE, ALUMINUM . . . . . . . 21-114,21-286
THREADED HOLE REPAIR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . Intro.-9
THREADS - STANDARD PROCEDURE,
REPAIR DAMAGED OR WORN . . 9-11,9-122,9-66
THROTTLE BODY - DESCRIPTION . . . . . . . . 14-47
THROTTLE BODY - OPERATION . . . . . . . . . 14-47
THROTTLE CONTROL CABLE INSTALLATION . . . . . . . . . . . . . . . . . 14-110,14-50
THROTTLE CONTROL CABLE REMOVAL . . . . . . . . . . . . . . . . . . . . 14-109,14-49
THROTTLE POSITION SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-50
THROTTLE POSITION SENSOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
THROTTLE VALVE CABLE ADJUSTMENTS, TRANSMISSION . 21-210,21-382
THROTTLE VALVE CABLE DESCRIPTION . . . . . . . . . . . . . . . . 21-209,21-381
TIMER MODULE - DESCRIPTION,
CENTRAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-1
TIMER MODULE - DIAGNOSIS AND
TESTING, CENTRAL . . . . . . . . . . . . . . . . . . . . 8E-4
TIMER MODULE - INSTALLATION,
CENTRAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-6
TIMER MODULE - OPERATION, CENTRAL . . 8E-3
TIMER MODULE - REMOVAL, CENTRAL . . . . 8E-5
TIMING - DIAGNOSIS AND TESTING,
FUEL INJECTION PUMP . . . . . . . . . . . . . . . 14-70
TIMING BELT / CHAIN COVER(S) INSTALLATION . . . . . . . . . . . . . . . . . . . 9-110,9-54
TIMING BELT / CHAIN COVER(S) REMOVAL . . . . . . . . . . . . . . . . . . . . . . 9-110,9-53
TIMING BELT/CHAIN AND SPROCKETS INSTALLATION . . . . . . . . . . . . . . . . . . . 9-111,9-55
TIMING BELT/CHAIN AND SPROCKETS REMOVAL . . . . . . . . . . . . . . . . . . . . . . 9-111,9-54
TIMING CHAIN STRETCH - INSPECTION,
MEASURING . . . . . . . . . . . . . . . . . . . . 9-111,9-54
TIMING, SPECIFICATIONS - IGNITION . . . . . . 8I-4
TIMING VERIFICATION - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-187
TIRE - DESCRIPTION, SPARE . . . . . . . . . . . 22-10
TIRE - TEMPORARY - DESCRIPTION,
SPARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-6
TIRE AND WHEEL BALANCE STANDARD PROCEDURE . . . . . . . . . . . . . . . . 22-4
TIRE AND WHEEL RUNOUT - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 22-1
TIRE INFLATION PRESSURES DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 22-7
TIRE NOISE OR VIBRATION - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 22-9
TIRE PRESSURE FOR HIGH SPEEDS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 22-7
TIRE REVOLUTIONS PER MILE,
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 22-9
TIRE ROTATION - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 22-2
TIRE WEAR PATTERNS - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 22-8
TIRES - DESCRIPTION . . . . . . . . . . . . . . . . . 22-6
TIRES - DESCRIPTION, RADIAL-PLY . . . . . . . 22-6
TIRES - DESCRIPTION, REPLACEMENT . . . . 22-7
TOOL, SPECIAL TOOLS - OVERHEAD
CONSOLE SPECIAL . . . . . . . . . . . . . . . . . . . 8M-9
TOOLS - 5.9L DIESEL ENGINE, SPECIAL . . 9-128
TOOLS - 5.9L ENGINE, SPECIAL . . . . . . . . . . 9-18
TOOLS - 8.0L ENGINE, SPECIAL . . . . . . . . . . 9-72
TOOLS - AUDIO SYSTEMS, SPECIAL . . . . . . 8A-4
TOOLS - BASE BRAKES, SPECIAL . . . . . . . . . 5-4
TOOLS - COOLING, SPECIAL . . . . . . . . . . . . . 7-18
Description
Group-Page
TOOLS - DIESEL FUEL SYSTEM,
SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-63
TOOLS - FRONT AXLE, SPECIAL . . . . . . . . . . 3-27
TOOLS - FUEL SYSTEM, SPECIAL . . . 14-35,14-4
TOOLS - HEADLAMP ALIGNMENT,
SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-4
TOOLS - INDEPENDENT FRONT
SUSPENSION, SPECIAL . . . . . . . . . . . . . . . . . . 2-9
TOOLS - LINK/COIL SUSPENSION,
SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
TOOLS - OVERHEAD CONSOLE SPECIAL
TOOL, SPECIAL . . . . . . . . . . . . . . . . . . . . . . 8M-9
TOOLS - POWER DISTRIBUTION
SYSTEMS, SPECIAL . . . . . . . . . . . . . . . . 8W-97-2
TOOLS - POWER STEERING GEAR,
SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
TOOLS - POWER STEERING PUMP,
SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-38
TOOLS - PROPELLER SHAFT, SPECIAL . . . . . . 3-6
TOOLS - RE TRANSMISSION, SPECIAL . . 21-146,
21-316
TOOLS - STEERING LINKAGE, SPECIAL . . . 19-41,
19-44
TOOLS - SUSPENSION-REAR, SPECIAL . . . . 2-27
TOOLS - WIRING/TERMINAL, SPECIAL . 8W-01-9
TOOLS, AIRBAG SYSTEM - SPECIAL . . . . . . 8O-6
TOOLS, SPECIFICATIONS - SPECIAL . . . . . . . 8F-7
TOP COVER - INSTALLATION,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . 23-113
TOP COVER - REMOVAL, INSTRUMENT
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-113
TOW HOOK - INSTALLATION, FRONT . . . . . 13-10
TOW HOOK - REMOVAL, FRONT . . . . . . . . . 13-10
TOWING - STANDARD PROCEDURE . . . . . . . 0-10
TRACK - DESCRIPTION, POWER SEAT . . . . 8N-21
TRACK - DIAGNOSIS AND TESTING,
POWER SEAT . . . . . . . . . . . . . . . . . . . . . . . 8N-22
TRACK - INSTALLATION, EASY ENTRY
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-143
TRACK - INSTALLATION, POWER SEAT . . . 8N-22
TRACK - INSTALLATION, SEAT . . . . . . . . . 23-141
TRACK - OPERATION, POWER SEAT . . . . . 8N-22
TRACK - REMOVAL, EASY ENTRY SEAT . . 23-143
TRACK - REMOVAL, POWER SEAT . . . . . . . 8N-22
TRACK - REMOVAL, SEAT . . . . . . . . . . . . . 23-141
TRACK - SPLIT BENCH - INSTALLATION,
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-142
TRACK - SPLIT BENCH - REMOVAL,
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-142
TRACK ADJUSTER - INSTALLATION,
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-143
TRACK ADJUSTER - REMOVAL, SEAT . . . . 23-143
TRACK BAR - DIAGNOSIS AND TESTING . . . 2-24
TRACK BAR - INSTALLATION . . . . . . . . . . . . 2-24
TRACK BAR - REMOVAL . . . . . . . . . . . . . . . . 2-24
TRAC-LOK - ASSEMBLY, DIFFERENTIAL . . . 3-129,
3-70
TRAC-LOK - DISASSEMBLY,
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . 3-128,3-68
TRAC-LOKT - DIAGNOSIS AND TESTING . . 3-128,
3-67
TRAILER HITCH - INSTALLATION . . . . . . . . 13-11
TRAILER HITCH - REMOVAL . . . . . . . . . . . . 13-11
TRANS. - INSTALLATION, DIESEL WITH
AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-12,8P-6
TRANS. - REMOVAL, DIESEL WITH AUTO . . 8P-5,
8P-9
TRANS COOLER - 5.9L - DESCRIPTION . . . . 7-78
TRANS COOLER - 5.9L - OPERATION . . . . . . 7-78
TRANS COOLER - 5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-84
TRANS COOLER - 5.9L DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
TRANS COOLER - 8.0L - DESCRIPTION . . . . 7-81
TRANS COOLER - 8.0L - OPERATION . . . . . . 7-81
TRANS OVERTEMP INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-31
TRANS OVERTEMP INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-31
TRANSFER CASE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . 21-431,21-467
TRANSFER CASE - NV241 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
TRANSFER CASE - NV241HD ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 21-480
TRANSFER CASE - NV241HD CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . 21-476
Description
Group-Page
TRANSFER CASE - NV241HD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 21-465
TRANSFER CASE - NV241HD DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . 21-469
TRANSFER CASE - NV241HD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . 21-476
TRANSFER CASE - NV241HD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 21-494
TRANSFER CASE - NV241HD OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 21-467
TRANSFER CASE - NV241HD - REMOVAL . 21-469
TRANSFER CASE - NV241LD ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 21-445
TRANSFER CASE - NV241LD - CLEANING . 21-441
TRANSFER CASE - NV241LD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 21-430
TRANSFER CASE - NV241LD DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . 21-432
TRANSFER CASE - NV241LD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . 21-442
TRANSFER CASE - NV241LD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 21-458
TRANSFER CASE - NV241LD OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 21-430
TRANSFER CASE - NV241LD - REMOVAL . 21-432
TRANSFER CASE, NV241HD . . . . . . . . . . . 21-495
TRANSFER CASE, NV241LD . . . . . . . . . . . 21-459
TRANSFER CASE SKID PLATE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 13-11
TRANSFER CASE SKID PLATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
TRANSFER CASE, SPECIFICATIONS . 21-458,21-495
TRANSFER PUMP - DESCRIPTION, FUEL . . 14-83
TRANSFER PUMP - INSTALLATION, FUEL . 14-87
TRANSFER PUMP - OPERATION, FUEL . . . . 14-83
TRANSFER PUMP - REMOVAL, FUEL . . . . . 14-86
TRANSFER PUMP PRESSURE DIAGNOSIS AND TESTING, FUEL . . . . . . . . 14-84
TRANSMISSION - 46RE - DESCRIPTION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 21-89
TRANSMISSION - 46RE - OPERATION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 21-91
TRANSMISSION - 47RE - DESCRIPTION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . 21-261
TRANSMISSION - 47RE - OPERATION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . 21-263
TRANSMISSION - DESCRIPTION,
MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
TRANSMISSION - DIAGNOSIS AND
TESTING, AUTOMATIC . . . . . . . . . . . 21-268,21-96
TRANSMISSION - INSTALLATION, SHIFT
BOOT - MANUAL . . . . . . . . . . . . . . . . . . . . 23-122
TRANSMISSION - REMOVAL, SHIFT
BOOT - MANUAL . . . . . . . . . . . . . . . . . . . . 23-122
TRANSMISSION CLUTCH AND BAND
OPERATION - DIAGNOSIS AND
TESTING, AIR TESTING . . . . . . . . . 21-100,21-272
TRANSMISSION FILL - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . 21-160,21-330
TRANSMISSION FLUID - DESCRIPTION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
TRANSMISSION FLUID - OPERATION,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS AND TUBES - WITH
RADIATOR IN-TANK . . . . . . . . . . . 7-78,7-82,7-84
TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS AND TUBES - WITHOUT
RADIATOR IN-TANK . . . . . . . . . . . 7-79,7-82,7-85
TRANSMISSION, SPECIAL TOOLS - RE . . 21-146,
21-316
TRANSMISSION, SPECIFICATIONS . . . . . . 21-144,
21-314
TRANSMISSION TEMPERATURE SENSOR
- DESCRIPTION . . . . . . . . . . . . . . . 21-218,21-390
TRANSMISSION TEMPERATURE SENSOR
- OPERATION . . . . . . . . . . . . . . . . . 21-218,21-390
TRANSMISSION THROTTLE VALVE
CABLE - ADJUSTMENTS . . . . . . . . 21-210,21-382
TRANSMITTER - DESCRIPTION, REMOTE
KEYLESS ENTRY . . . . . . . . . . . . . . . . . . . . . . 8N-7
TRANSMITTER - DIAGNOSIS AND
TESTING, REMOTE KEYLESS ENTRY . . . . . . 8N-8
TRANSMITTER - OPERATION, REMOTE
KEYLESS ENTRY . . . . . . . . . . . . . . . . . . . . . . 8N-8
INDEX
BR/BE
Description
Group-Page
TRANSMITTER BATTERIES - STANDARD
PROCEDURE, REMOTE KEYLESS
ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-8
TRANSMITTER PROGRAMMING STANDARD PROCEDURE, RKE . . . . . . . . . . . 8N-8
TRAY - DESCRIPTION, BATTERY . . . . . . . . . 8F-23
TRAY - INSTALLATION, BATTERY . . . . . . . . 8F-24
TRAY - INSTALLATION, REAR FLOOR
STOWAGE . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
TRAY - OPERATION, BATTERY . . . . . . . . . . 8F-23
TRAY - REMOVAL, BATTERY . . . . . . . . . . . . 8F-23
TRAY - REMOVAL, REAR FLOOR
STOWAGE . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
TREAD WEAR INDICATORS - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 22-8
TRIM - INSTALLATION, A-PILLAR . . . . . . . 23-119
TRIM - INSTALLATION, B-PILLAR . . . . . . . 23-120
TRIM - INSTALLATION, C-PILLAR . . . . . . . 23-128
TRIM - INSTALLATION, DOOR SILL . . . . . 23-121
TRIM - INSTALLATION, GLOVE BOX
OPENING UPPER . . . . . . . . . . . . . . . . . . . . 23-112
TRIM - INSTALLATION, REAR CLOSURE
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-121
TRIM - REMOVAL, A-PILLAR . . . . . . . . . . 23-119
TRIM - REMOVAL, B-PILLAR . . . . . . . . . . 23-120
TRIM - REMOVAL, C-PILLAR . . . . . . . . . . 23-128
TRIM - REMOVAL, DOOR SILL . . . . . . . . . 23-121
TRIM - REMOVAL, GLOVE BOX OPENING
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-112
TRIM - REMOVAL, REAR CLOSURE
PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-120
TRIM COVER - INSTALLATION, COWL . . . 23-120
TRIM COVER - REMOVAL, COWL . . . . . . . 23-119
TRIM PANEL - INSTALLATION . . . . . . 23-75,23-84
TRIM PANEL - INSTALLATION, QUARTER . 23-128
TRIM PANEL - REMOVAL . . . . . . . . . 23-75,23-83
TRIM PANEL - REMOVAL, QUARTER . . . . 23-128
TRIP DEFINITION - DESCRIPTION . . . . . . . . 25-19
TROUBLE CODES - DESCRIPTION,
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . 25-2
TUBE - DESCRIPTION, A/C ORIFICE . . . . . . 24-54
TUBE - DIAGNOSIS AND TESTING, FIXED
ORIFICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-54
TUBE - INSTALLATION, A/C ORIFICE . . . . . . 24-54
TUBE - OPERATION, A/C ORIFICE . . . . . . . . 24-54
TUBE - REMOVAL, A/C ORIFICE . . . . . . . . . 24-54
TUBES - WITH RADIATOR IN-TANK
TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS . . . . . . . . . . . . . . . . . . . 7-78,7-82,7-84
TUBES - WITHOUT RADIATOR IN-TANK
TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS . . . . . . . . . . . . . . . . . . . 7-79,7-82,7-85
TURBOCHARGER - CLEANING . . . . . . . . . . 11-16
TURBOCHARGER - DESCRIPTION . . . . . . . . 11-14
TURBOCHARGER - INSPECTION . . . . . . . . . 11-16
TURBOCHARGER - INSTALLATION . . . . . . . 11-17
TURBOCHARGER - OPERATION . . . . . . . . . 11-14
TURBOCHARGER - REMOVAL . . . . . . . . . . . 11-15
TURBOCHARGER BOOST PRESSURE DIAGNOSIS AND TESTING . . . . . . . . . . . . . 11-13
TURN SIGNAL & HAZARD WARNING
SYSTEM - DESCRIPTION . . . . . . . . . . . . . . . 8L-2
TURN SIGNAL & HAZARD WARNING
SYSTEM - DIAGNOSIS AND TESTING . . . . . . 8L-3
TURN SIGNAL & HAZARD WARNING
SYSTEM - OPERATION . . . . . . . . . . . . . . . . . 8L-2
TURN SIGNAL CANCEL CAM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8L-31
TURN SIGNAL CANCEL CAM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8L-31
TURN SIGNAL INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-32
TURN SIGNAL INDICATOR - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 8J-32
TURN SIGNAL INDICATOR - OPERATION . . 8J-32
TURNING LOOP ADJUSTER INSTALLATION, SEAT BELT . . . . . . . . . . . . . 8O-29
TURNING LOOP ADJUSTER - REMOVAL,
SEAT BELT . . . . . . . . . . . . . . . . . . . . . . . . . 8O-29
TURNING LOOP HGT ADJUSTER KNOB INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 8O-30
TURNING LOOP HGT ADJUSTER KNOB REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . 8O-30
TWEETER SPEAKER - INSTALLATION,
A-PILLAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-19
Description
Group-Page
TWEETER SPEAKER - REMOVAL,
A-PILLAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-18
UNDERHOOD LAMP - INSTALLATION . . . . . 8L-32
UNDERHOOD LAMP - REMOVAL . . . . . . . . . 8L-31
UNDERHOOD LAMP UNIT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8L-32
UNDERHOOD LAMP UNIT - REMOVAL . . . . 8L-32
UNIVERSAL JOINTS - ASSEMBLY,
DOUBLE CARDAN . . . . . . . . . . . . . . . . . . . . . 3-11
UNIVERSAL JOINTS - ASSEMBLY,
SINGLE CARDAN . . . . . . . . . . . . . . . . . . . . . . . 3-9
UNIVERSAL JOINTS - DISASSEMBLY,
DOUBLE CARDAN . . . . . . . . . . . . . . . . . . . . . 3-10
UNIVERSAL JOINTS - DISASSEMBLY,
SINGLE CARDAN . . . . . . . . . . . . . . . . . . . . . . . 3-8
UNIVERSAL JOINTS - INSTALLATION,
SINGLE CARDAN . . . . . . . . . . . . . . . . . . . . . . 3-35
UNIVERSAL JOINTS - REMOVAL, SINGLE
CARDAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
UP/DOWN - ADJUSTMENT, FRONT DOOR . 23-70
UPPER - INSTALLATION, LATCH . . . . . . . . . 23-81
UPPER - INSTALLATION, LATCH
STRIKER . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-82
UPPER - REMOVAL, LATCH . . . . . . . . . . . . 23-81
UPPER - REMOVAL, LATCH STRIKER . . . . . 23-82
UPPER BALL JOINT - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
UPPER CONTROL ARM - INSTALLATION . . . 2-13,
2-19
UPPER CONTROL ARM - REMOVAL . . . 2-13,2-19
UPSHIFT INDICATOR - DESCRIPTION . . . . . . 8J-32
UPSHIFT INDICATOR - OPERATION . . . . . . . 8J-33
USAGE - DESCRIPTION, FASTENER . . . . . Intro.-9
USE WIRING DIAGRAMS DESCRIPTION, HOW TO . . . . . . . . . . . . . 8W-01-1
USING MIDTRONICS ELECTRICAL
TESTER - STANDARD PROCEDURE . . . . . . . 8F-15
V-10 - DESCRIPTION, 8.0L . . . . . . . . . . . . . . 8I-2
V-10 - OPERATION, 8.0L . . . . . . . . . . . . . . . . 8I-2
V-10 ENGINE - IGNITION COIL
RESISTANCE, 8.0L . . . . . . . . . . . . . . . . . . . . . 8I-4
V-10 ENGINE - SPARK PLUG CABLE
ORDER, 8.0L . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
V-8 - OPERATION . . . . . . . . . . . . . . . . . . . . . . 8I-2
V-8 ENGINES - DESCRIPTION . . . . . . . . . . . 25-35
V-8 ENGINES - ENGINE FIRING ORDER,
5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-3
V-8 ENGINES - OPERATION . . . . . . . . . . . . 25-35
VACUUM CHECK VALVE - DESCRIPTION . . 24-28
VACUUM CHECK VALVE - INSTALLATION . . 24-29
VACUUM CHECK VALVE - OPERATION . . . . 24-28
VACUUM CHECK VALVE - REMOVAL . . . . . . 24-29
VACUUM LINES - DESCRIPTION . . . . . . . . . 25-37
VACUUM MOTOR - ASSEMBLY, AXLE . . . . . . 3-34
VACUUM MOTOR - DESCRIPTION, AXLE . . . 3-31
VACUUM MOTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
VACUUM MOTOR - DISASSEMBLY, AXLE . . . 3-34
VACUUM MOTOR - INSTALLATION, AXLE . . . 3-34
VACUUM MOTOR - OPERATION, AXLE . . . . . 3-31
VACUUM MOTOR - REMOVAL, AXLE . . . . . . 3-34
VACUUM PUMP - 5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-33
VACUUM PUMP - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-36
VACUUM PUMP - 5.9L DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
VACUUM PUMP - 5.9L DIESEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
VACUUM PUMP OUTPUT - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 7-34
VACUUM RESERVOIR - DESCRIPTION . . . . 8P-14
VACUUM RESERVOIR - INSTALLATION . . . 8P-15
VACUUM RESERVOIR - REMOVAL . . . . . . . 8P-14
VACUUM SUPPLY TEST - DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . 8P-3
VACUUM SYSTEM - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-10
VACUUM TEST - DIAGNOSIS AND
TESTING, FUEL SYSTEM AIR LEAK . . . . . . . 14-57
VALVE - 5.9L - DIAGNOSIS AND
TESTING, PCV . . . . . . . . . . . . . . . . . . . . . . . 25-36
VALVE - CLEANING, OIL PRESSURE
RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
VALVE - DESCRIPTION, COMBINATION . . . . . . 5-8
VALVE - DESCRIPTION, FUEL TANK
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21
Description
33
Group-Page
VALVE - DESCRIPTION, HIGH PRESSURE
RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-46
VALVE - DESCRIPTION, ONE WAY CHECK . 25-31
VALVE - DESCRIPTION, OVERFLOW . . . . . . 14-87
VALVE - DESCRIPTION, TORQUE
CONVERTER DRAINBACK . . . . . . . 21-217,21-390
VALVE - DESCRIPTION, VACUUM CHECK . . 24-28
VALVE - DIAGNOSIS AND TESTING,
COMBINATION . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
VALVE - DIAGNOSIS AND TESTING,
ONE-WAY CHECK . . . . . . . . . . . . . . . . . . . . . 25-31
VALVE - DIAGNOSIS AND TESTING,
OVERFLOW . . . . . . . . . . . . . . . . . . . . . . . . . 14-87
VALVE - INSPECTION, OIL PRESSURE
RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
VALVE - INSTALLATION, COMBINATION . . . . . 5-9
VALVE - INSTALLATION, FUEL TANK
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
VALVE - INSTALLATION, OIL PRESSURE
RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
VALVE - INSTALLATION, ONE WAY
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-31
VALVE - INSTALLATION, OVERFLOW . . . . . 14-88
VALVE - INSTALLATION, SPOOL . . . . . . . . . 19-28
VALVE - INSTALLATION, VACUUM CHECK . 24-29
VALVE - OPERATION, COMBINATION . . . . . . . 5-9
VALVE - OPERATION, HIGH PRESSURE
RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-47
VALVE - OPERATION, ONE WAY CHECK . . . 25-31
VALVE - OPERATION, OVERFLOW . . . . . . . . 14-87
VALVE - OPERATION, TORQUE
CONVERTER DRAINBACK . . . . . . . 21-217,21-390
VALVE - OPERATION, VACUUM CHECK . . . . 24-28
VALVE - REMOVAL, COMBINATION . . . . . . . . . 5-9
VALVE - REMOVAL, FUEL TANK CHECK . . . 14-22
VALVE - REMOVAL, OIL PRESSURE
RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-180
VALVE - REMOVAL, ONE WAY CHECK . . . . 25-31
VALVE - REMOVAL, OVERFLOW . . . . . . . . . 14-88
VALVE - REMOVAL, SPOOL . . . . . . . . . . . . . 19-26
VALVE - REMOVAL, VACUUM CHECK . . . . . 24-29
VALVE - STANDARD PROCEDURE,
TORQUE CONVERTER DRAINBACK . . . . . 21-217,
21-390
VALVE BODY - ADJUSTMENTS . . . 21-257,21-428
VALVE BODY - ASSEMBLY . . . . . . 21-248,21-420
VALVE BODY - CLEANING . . . . . . . 21-244,21-418
VALVE BODY - DESCRIPTION . . . . 21-218,21-391
VALVE BODY - DISASSEMBLY . . . . 21-237,21-409
VALVE BODY - INSPECTION . . . . . 21-244,21-419
VALVE BODY - INSTALLATION . . . . 21-256,21-428
VALVE BODY - OPERATION . . . . . . 21-223,21-394
VALVE BODY - REMOVAL . . . . . . . 21-236,21-407
VALVE CABLE - ADJUSTMENTS,
TRANSMISSION THROTTLE . . . . . 21-210,21-382
VALVE CABLE - DESCRIPTION,
THROTTLE . . . . . . . . . . . . . . . . . . . 21-209,21-381
VALVE LASH ADJUSTMENT AND
VERIFICATION - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 9-141
VALVE SERVICE, STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-80
VALVE SPRINGS - INSTALLATION,
VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-84
VALVE SPRINGS - REMOVAL, VALVES . . . . . 9-82
VALVE STEM SEAL - INSTALLATION . . . . . . . 9-83
VALVE STEM SEALS - REMOVAL . . . . . . . . . 9-82
VALVES & SEATS - CLEANING,
INTAKE/EXHAUST . . . . . . . . . . . . . . . . . . . . . 9-26
VALVES & SEATS - DESCRIPTION,
INTAKE/EXHAUST . . . . . . . . . . . . 9-138,9-23,9-80
VALVES & SEATS - INSPECTION,
INTAKE/EXHAUST . . . . . . . . . . . . . . . . . . . . . 9-26
VALVES & SEATS - INSTALLATION,
INTAKE/EXHAUST . . . . . . . . . . . . . . . . . . . . . 9-26
VALVES & SEATS - REMOVAL,
INTAKE/EXHAUST . . . . . . . . . . . . . . . . . . . . . 9-25
VALVES AND VALVE SPRINGS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 9-84
VALVES AND VALVE SPRINGS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-82
VALVES, GUIDES AND SPRINGS STANDARD PROCEDURE . . . . . . . . . . . . . . . . 9-23
VALVES,GUIDES AND SPRINGS STANDARD PROCEDURE . . . . . . . . . . . . . . . 9-138
VANITY LAMP - INSTALLATION . . . . . . . . . 8L-37
VANITY LAMP - REMOVAL . . . . . . . . . . . . . 8L-37
VAPOR CANISTER - DESCRIPTION . . . . . . . 25-37
34
INDEX
Description
BR/BE
Group-Page
VAPOR CANISTER - INSTALLATION . . . . . . 25-38
VAPOR CANISTER - INSTALLATION,
CRANKCASE BREATHER . . . . . . . . . . . . . . . 9-126
VAPOR CANISTER - OPERATION . . . . . . . . . 25-37
VAPOR CANISTER - REMOVAL . . . . . . . . . . 25-38
VAPOR CANISTER - REMOVAL,
CRANKCASE BREATHER . . . . . . . . . . . . . . . 9-125
VARIATION ADJUSTMENT - STANDARD
PROCEDURE, COMPASS . . . . . . . . . . . . . . . 8M-4
VEHICLE EMISSION CONTROL
INFORMATION (VECI) - DESCRIPTION . . . Intro.-3
VEHICLE IDENTIFICATION NUMBER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . Intro.-1
VEHICLE SAFETY CERTIFICATION LABEL
- DESCRIPTION . . . . . . . . . . . . . . . . . . . . . Intro.-1
VEHICLE SPEED INPUT - DESCRIPTION . . . . 8P-2
VEHICLE THEFT SECURITY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8Q-1
VEHICLE THEFT SECURITY - OPERATION . . 8Q-2
VEHICLE THEFT SECURITY SYSTEM DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 8Q-3
VENT - INSTALLATION, BODY . . . . . . . . . . 23-126
VENT - INSTALLATION, EXHAUST . . . . . . . . 23-79
VENT - REMOVAL, BODY . . . . . . . . . . . . . 23-126
VENT - REMOVAL, EXHAUST . . . . . . . . . . . 23-79
VENT GLASS - INSTALLATION, BACKLITE . 23-146
VENT GLASS - REMOVAL, BACKLITE . . . . 23-146
VENT WINDOW - INSTALLATION . . . . . . . . 23-85
VENT WINDOW - REMOVAL . . . . . . . . . . . . 23-85
VIBRATION - DIAGNOSIS AND TESTING,
TIRE NOISE OR . . . . . . . . . . . . . . . . . . . . . . . 22-9
VIBRATION DAMPER - INSPECTION . . . . . . 9-172
VIBRATION DAMPER - INSTALLATION . . . . 9-173,
9-40,9-97
VIBRATION DAMPER - REMOVAL . . . 9-172,9-40,
9-96
VIEW MIRROR - INSTALLATION, SIDE . . . . 23-98
VIEW MIRROR - LOW MOUNTED INSTALLATION, SIDE . . . . . . . . . . . . . . . . . . 23-98
VIEW MIRROR - LOW MOUNTED REMOVAL, SIDE . . . . . . . . . . . . . . . . . . . . . 23-98
VIEW MIRROR - REMOVAL, REAR . . . . . . 23-126
VIEW MIRROR - REMOVAL, SIDE . . . . . . . . 23-97
VIEW MIRROR FLAG - INSTALLATION,
SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-75
VIEW MIRROR FLAG - REMOVAL, SIDE . . . 23-74
VIEW MIRROR GLASS - INSTALLATION,
SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98
VIEW MIRROR GLASS - REMOVAL, SIDE . . 23-98
VISCOUS CLUTCH - 5.9L DIESEL DESCRIPTION, FAN DRIVE . . . . . . . . . . . . . . 7-56
VISCOUS CLUTCH - 5.9L DIESEL OPERATION, FAN DRIVE . . . . . . . . . . . . . . . . 7-56
VISCOUS CLUTCH - 5.9L/8.0L DESCRIPTION, FAN DRIVE . . . . . . . . . . . . . . 7-55
VISCOUS CLUTCH - 5.9L/8.0L OPERATION, FAN DRIVE . . . . . . . . . . . . . . . . 7-55
VISCOUS FAN DRIVE - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . 7-55,7-57
VISOR - INSTALLATION, SUN . . . . . . . . . . 23-127
VISOR - REMOVAL, SUN . . . . . . . . . . . . . . 23-127
VISUAL INSPECTION, 5.9L ENGINES . . . . . 14-29
VISUAL INSPECTION, 8.0L ENGINE . . . . . . 14-32
VOLT SUPPLIES - DESCRIPTION, 5 . . . . . . 8E-17
VOLT SUPPLIES - OPERATION, 5 . . . . . . . . 8E-19
VOLTAGE DROP - STANDARD
PROCEDURE, TESTING FOR A . . . . . . . . 8W-01-9
VOLTAGE GAUGE - DESCRIPTION . . . . . . . . 8J-33
VOLTAGE GAUGE - OPERATION . . . . . . . . . . 8J-33
VOLTAGE POTENTIAL - STANDARD
PROCEDURE, TESTING OF . . . . . . . . . . . 8W-01-8
VOLTAGE REGULATOR - DESCRIPTION . . . . 8F-30
VOLTAGE REGULATOR - OPERATION . . . . . 8F-30
VOLTAGE TEST - STANDARD
PROCEDURE, OPEN-CIRCUIT . . . . . . . . . . . 8F-12
VOLUME CHECK - STANDARD
PROCEDURE, OIL PUMP . . . . . . . . 21-166,21-336
VTSS INDICATOR - DESCRIPTION . . . . . . . . 8Q-3
VTSS INDICATOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Q-4
VTSS INDICATOR - OPERATION . . . . . . . . . . 8Q-3
WAIT-TO-START INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-34
WAIT-TO-START INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-34
WARNING - SAFETY PRECAUTIONS AND
WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1
WARNING, CLUTCH . . . . . . . . . . . . . . . . . . . . . 6-2
Description
Group-Page
WARNING, HYDRAULIC/MECHANICAL . . . . . . 5-4
WARNING, RESTRAINTS . . . . . . . . . . . . . . . . 8O-3
WARNING SYSTEM - DESCRIPTION,
CHIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-1
WARNING SYSTEM - DESCRIPTION,
TURN SIGNAL & HAZARD . . . . . . . . . . . . . . . 8L-2
WARNING SYSTEM - DIAGNOSIS AND
TESTING, CHIME . . . . . . . . . . . . . . . . . . . . . . 8B-2
WARNING SYSTEM - DIAGNOSIS AND
TESTING, TURN SIGNAL & HAZARD . . . . . . . 8L-3
WARNING SYSTEM - OPERATION,
CHIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-1
WARNING SYSTEM - OPERATION, TURN
SIGNAL & HAZARD . . . . . . . . . . . . . . . . . . . . 8L-2
WARNINGS, GENERAL . . . . . . . . . . . . . . 8W-01-7
WARNINGS, PLUMBING - SERVICE . . . . . . 24-42
WARNINGS, WARNING - SAFETY
PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . 23-1
WASHER FLUID INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-35
WASHER FLUID INDICATOR DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 8J-35
WASHER FLUID INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-35
WASHER FLUID LEVEL SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
WASHER FLUID LEVEL SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 8R-8
WASHER FLUID LEVEL SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-7
WASHER FLUID LEVEL SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-8
WASHER HOSES/TUBES - DESCRIPTION . . . 8R-8
WASHER HOSES/TUBES - OPERATION . . . . . 8R-8
WASHER NOZZLE - DESCRIPTION . . . . . . . . 8R-9
WASHER NOZZLE - INSTALLATION . . . . . . . 8R-9
WASHER NOZZLE - OPERATION . . . . . . . . . . 8R-9
WASHER NOZZLE - REMOVAL . . . . . . . . . . . 8R-9
WASHER PUMP/MOTOR - DESCRIPTION . . . 8R-9
WASHER PUMP/MOTOR - INSTALLATION . 8R-10
WASHER PUMP/MOTOR - OPERATION . . . . 8R-9
WASHER PUMP/MOTOR - REMOVAL . . . . . 8R-10
WASHER RESERVOIR - DESCRIPTION . . . . 8R-10
WASHER RESERVOIR - INSTALLATION . . . 8R-11
WASHER RESERVOIR - OPERATION . . . . . . 8R-10
WASHER RESERVOIR - REMOVAL . . . . . . . 8R-10
WASHER SYSTEM - CLEANING, WIPER . . . . 8R-6
WASHER SYSTEM - DIAGNOSIS AND
TESTING, WIPER . . . . . . . . . . . . . . . . . . . . . 8R-3
WASHER SYSTEM - INSPECTION, WIPER . . 8R-6
WATER DRAINING AT FUEL FILTER STANDARD PROCEDURES . . . . . . . . . . . . . . 14-61
WATER IN FUEL SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 14-89
WATER IN FUEL SENSOR - OPERATION . . . 14-89
WATER IN FUEL SENSOR - REMOVAL . . . . 14-89
WATER LEAKS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2
WATER PUMP - 5.9L - CLEANING . . . . . . . . 7-68
WATER PUMP - 5.9L - DESCRIPTION . . . . . . 7-66
WATER PUMP - 5.9L - INSPECTION . . . . . . . 7-68
WATER PUMP - 5.9L - INSTALLATION . . . . . 7-68
WATER PUMP - 5.9L - OPERATION . . . . . . . 7-66
WATER PUMP - 5.9L - REMOVAL . . . . . . . . . 7-66
WATER PUMP - 5.9L DIESEL CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
WATER PUMP - 5.9L DIESEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-72
WATER PUMP - 5.9L DIESEL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
WATER PUMP - 5.9L DIESEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-72
WATER PUMP - 5.9L DIESEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
WATER PUMP - 5.9L DIESEL - REMOVAL . . 7-72
WATER PUMP - 8.0L - CLEANING . . . . . . . . 7-71
WATER PUMP - 8.0L - INSPECTION . . . . . . . 7-71
WATER PUMP - 8.0L - INSTALLATION . . . . . 7-71
WATER PUMP - 8.0L - REMOVAL . . . . . . . . . 7-69
WATER PUMP - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . 7-66,7-69,7-72
WATER PUMP BYPASS HOSE WITH AIR
CONDITIONING - INSTALLATION . . . . . . . . . . 7-76
WATER PUMP BYPASS HOSE WITH AIR
CONDITIONING - REMOVAL . . . . . . . . . . . . . 7-73
WATER PUMP BYPASS HOSE WITHOUT
AIR CONDITIONING - INSTALLATION . . . . . . 7-77
Description
Group-Page
WATER PUMP BYPASS HOSE WITHOUT
AIR CONDITIONING - REMOVAL . . . . . . . . . . 7-76
WATER SEPARATOR - DESCRIPTION,
FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . 14-63
WATER SEPARATOR - INSTALLATION,
FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . 14-65
WATER SEPARATOR - OPERATION, FUEL
FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-63
WATER SEPARATOR - REMOVAL, FUEL
FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-64
WATER TO OIL COOLER - REMOVAL . . . . . . 7-86
WATERDAM - INSTALLATION . . . . . . 23-76,23-85
WATERDAM - REMOVAL . . . . . . . . . . 23-76,23-85
WATER-IN-FUEL INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8J-36
WATER-IN-FUEL INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 8J-36
WEAR INDICATORS - DIAGNOSIS AND
TESTING, TREAD . . . . . . . . . . . . . . . . . . . . . . 22-8
WEAR PATTERNS - DIAGNOSIS AND
TESTING, TIRE . . . . . . . . . . . . . . . . . . . . . . . 22-8
WEATHERSTRIP - INSTALLATION, COWL . 23-152
WEATHERSTRIP - INSTALLATION, FRONT
DOOR GLASS RUN . . . . . . . . . . . . . . . . . . 23-153
WEATHERSTRIP - INSTALLATION, FRONT
DOOR INNER BELT . . . . . . . . . . . . . . . . . . 23-153
WEATHERSTRIP - INSTALLATION, FRONT
DOOR OUTER BELT . . . . . . . . . . . . . . . . . . 23-153
WEATHERSTRIP - INSTALLATION, FRONT
DOOR SECOND . . . . . . . . . . . . . . . . . . . . . 23-154
WEATHERSTRIP - REMOVAL, COWL . . . . . 23-152
WEATHERSTRIP - REMOVAL, FRONT
DOOR GLASS RUN . . . . . . . . . . . . . . . . . . 23-152
WEATHERSTRIP - REMOVAL, FRONT
DOOR INNER BELT . . . . . . . . . . . . . . . . . . 23-153
WEATHERSTRIP - REMOVAL, FRONT
DOOR OUTER BELT . . . . . . . . . . . . . . . . . . 23-153
WEATHERSTRIP - REMOVAL, FRONT
DOOR SECOND . . . . . . . . . . . . . . . . . . . . . 23-154
WELD LOCATIONS, SPECIFICATIONS . . . . . . 23-4
WET SANDING/BUFFING & POLISHING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 23-130
WHEEL - INSTALLATION, STEERING . . . . . . 19-15
WHEEL - REMOVAL, STEERING . . . . . . . . . 19-15
WHEEL ALIGNMENT - DESCRIPTION . . . . . . . 2-1
WHEEL ALIGNMENT - OPERATION . . . . . . . . . 2-2
WHEEL BALANCE - STANDARD
PROCEDURE, TIRE . . . . . . . . . . . . . . . . . . . . 22-4
WHEEL COVER - REMOVAL . . . . . . . . . . . . 22-12
WHEEL INSPECTION, DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11
WHEEL INSTALLATION - STANDARD
PROCEDURE, DUAL REAR . . . . . . . . . . . . . 22-11
WHEEL RUNOUT - DIAGNOSIS AND
TESTING, TIRE . . . . . . . . . . . . . . . . . . . . . . . 22-1
WHEEL SPEED SENSOR - DESCRIPTION,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
WHEEL SPEED SENSOR - DIAGNOSIS
AND TESTING, REAR . . . . . . . . . . . . . . . . . . . 5-40
WHEEL SPEED SENSOR INSTALLATION, REAR . . . . . . . . . . . . . . . . . . 5-40
WHEEL SPEED SENSOR - OPERATION,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
WHEEL SPEED SENSOR - REMOVAL,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
WHEELHOUSE LINER - INSTALLATION,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-96
WHEELHOUSE LINER - REMOVAL, REAR . . 23-96
WHEELS - DESCRIPTION . . . . . . . . . . . . . . 22-10
WHEELS - OPERATION . . . . . . . . . . . . . . . . 22-10
WIND NOISE - DIAGNOSIS AND TESTING . . 23-3
WINDOW - INSTALLATION, QUARTER . . . 23-150
WINDOW - INSTALLATION, VENT . . . . . . . . 23-85
WINDOW - REMOVAL, QUARTER . . . . . . . 23-150
WINDOW - REMOVAL, VENT . . . . . . . . . . . . 23-85
WINDOW MOTOR - DESCRIPTION . . . . . . . 8N-26
WINDOW MOTOR - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-26
WINDOW MOTOR - REMOVAL . . . . . . . . . . 8N-26
WINDOW REGULATOR - INSTALLATION . . . 23-76
WINDOW REGULATOR - REMOVAL . . . . . . 23-76
WINDOW SWITCH - DESCRIPTION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-24
WINDOW SWITCH - DIAGNOSIS AND
TESTING, POWER . . . . . . . . . . . . . . . . . . . . 8N-24
WINDOW SWITCH - INSTALLATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-26
WINDOW SWITCH - OPERATION, POWER . 8N-24
INDEX
BR/BE
Description
Group-Page
WINDOW SWITCH - REMOVAL, POWER . . 8N-25
WINDOWS - DESCRIPTION, POWER . . . . . 8N-23
WINDOWS - DIAGNOSIS AND TESTING,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8N-23
WINDOWS - OPERATION, POWER . . . . . . . 8N-23
WINDSHIELD - DESCRIPTION . . . . . . . . . . 23-147
WINDSHIELD - INSTALLATION . . . . . . . . . 23-148
WINDSHIELD - REMOVAL . . . . . . . . . . . . . 23-147
WIPER & WASHER SYSTEM - CLEANING . . 8R-6
WIPER & WASHER SYSTEM DIAGNOSIS AND TESTING . . . . . . . . . . . . . . 8R-3
WIPER & WASHER SYSTEM INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 8R-6
WIPER ARM - DESCRIPTION . . . . . . . . . . . 8R-11
WIPER ARM - INSTALLATION . . . . . . . . . . . 8R-12
WIPER ARM - OPERATION . . . . . . . . . . . . . 8R-11
WIPER ARM - REMOVAL . . . . . . . . . . . . . . 8R-12
WIPER BLADE - DESCRIPTION . . . . . . . . . . 8R-12
WIPER BLADE - INSTALLATION . . . . . . . . . 8R-13
Description
Group-Page
WIPER BLADE - OPERATION . . . . . . . . . . . 8R-13
WIPER BLADE - REMOVAL . . . . . . . . . . . . . 8R-13
WIPER MODULE - DESCRIPTION . . . . . . . . 8R-13
WIPER MODULE - INSTALLATION . . . . . . . 8R-14
WIPER MODULE - OPERATION . . . . . . . . . . 8R-14
WIPER MODULE - REMOVAL . . . . . . . . . . . 8R-14
WIPER RELAY - DESCRIPTION . . . . . . . . . . 8R-15
WIPER RELAY - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8R-16
WIPER RELAY - INSTALLATION . . . . . . . . . 8R-17
WIPER RELAY - OPERATION . . . . . . . . . . . 8R-15
WIPER RELAY - REMOVAL . . . . . . . . . . . . . 8R-17
WIPERS/WASHERS - DESCRIPTION . . . . . . . 8R-1
WIPERS/WASHERS - OPERATION . . . . . . . . 8R-2
WIRE SPLICING - STANDARD
PROCEDURE . . . . . . . . . . . . . . . . . . . . . 8W-01-13
WIRING DIAGRAMS - DESCRIPTION,
HOW TO USE . . . . . . . . . . . . . . . . . . . . . 8W-01-1
Description
35
Group-Page
WIRING HARNESS - DIAGNOSIS AND
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-7
WIRING/TERMINAL, SPECIAL TOOLS . . . 8W-01-9
WITHOUT AIR CONDITIONING INSTALLATION, WATER PUMP BYPASS
HOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77
WITHOUT AIR CONDITIONING REMOVAL, WATER PUMP BYPASS
HOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
WITHOUT RADIATOR IN-TANK
TRANSMISSION OIL COOLER STANDARD PROCEDURE, FLUSHING
COOLERS AND TUBES . . . . . . . . . 7-79,7-82,7-85
WORM SHAFT - INSTALLATION . . . . . . . . . 19-31
WORM SHAFT - REMOVAL . . . . . . . . . . . . . 19-30
WORN THREADS - STANDARD
PROCEDURE, REPAIR
DAMAGED OR . . . . . . . . . . . . . . . 9-11,9-122,9-66
SERVICE MANUAL COMMENTS
What features do you find most useful?
What errors have you found? Please include page number.
What topics are hard to locate, confusing, or not covered completely?
What comments or suggestions do you have?
Your Name:
Dealership:
Address:
Manual Name, Year and Number:
All comments become property of DaimlerChrysler Corporation and may be used without compensation.
Dealer Technical Operations
800 Chrysler Drive
CIMS 486-02-76
Auburn Hills, MI 48326-2757
Source Exif Data:
File Type : PDF File Type Extension : pdf MIME Type : application/pdf PDF Version : 1.3 Linearized : Yes Create Date : 2001:05:17 12:30:08 Producer : Acrobat Distiller Command 3.01 for AIX 4.1.1 and later (RS6000) Creator : dps_bitmap Title : /usr/graphics2/image/logo/lbp-cx/rec-3 Modify Date : 2001:05:21 11:54:34-04:00 Page Count : 2255 Page Mode : UseOutlines Has XFA : NoEXIF Metadata provided by EXIF.tools