Daimler Chrysler Dodge 2003 RAM Manual

User Manual: Dodge 2003 RAM Manual

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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)

INTRODUCTION

INTRODUCTION
TABLE OF CONTENTS
page
VEHICLE SAFETY CERTIFICATION LABEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
VEHICLE EMISSION CONTROL INFORMATION
(VECI)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
BODY CODE PLATE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
INTERNATIONAL VEHICLE CONTROL &
DISPLAY SYMBOLS
DESCRIPTION - INTERNATIONAL SYMBOLS

...1
...2

...3
...4

page
FASTENER IDENTIFICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FASTENER USAGE
DESCRIPTION - FASTENER USAGE . . . . . . . . . 9
THREADED HOLE REPAIR
DESCRIPTION - THREADED HOLE REPAIR . . . . 9
METRIC SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
TORQUE REFERENCES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11

...6

VEHICLE SAFETY
CERTIFICATION LABEL
DESCRIPTION
A vehicle safety certification label (Fig. 1) is
attached to every DaimlerChrysler 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 TYPICAL

INTRODUCTION

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 VIN is also imprinted on the:
• Body Code Plate.
• Equipment Identification Plate.
• Vehicle Safety Certification Label.
• Frame rail.
To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the VIN. The
check digit is used by the manufacturer and government agencies to verify the authenticity of the vehi-

Fig. 2 VIN LOCATION
1 - DASH PANEL
2 - VIN CODE PLATE

cle and official documentation. The formula to use
the check digit is not released to the general public.

POSITION

INTERPRETATION

CODE = DESCRIPTION

Country of Origin

1 = Manufactured By DaimlerChrysler Corporation
3 = Manufactured By DaimlerChrysler De Mexico

Make

D = Dodge

Vehicle Type

2 = Incomplete with Side Airbag
3 = Truck with Side Airbag
6 = Incomplete Less Side Airbag
7 = Truck Less Side Airbag

Gross Vehicle Weight Rating

G = 5,001-6000 lbs.
H = 6,001-7,000 lbs.
J = 7,001-8,000 lbs.
K = 8,001-9,000 lbs.
L = 9,001-10,000 lbs.
M = 10,001-14,000 lbs.
W = Buses/Incomplete Vehicles with Hydraulic Brakes

Vehicle Line

A = Ram Pickup 4X2
U = Ram Pickup 4X4

Series

1 = 1500
2 = 2500
3 = 3500 Less Dual Rear Wheels
4 = 3500 With Dual Rear Wheels

Body Style

6 = Conventional Cab
8 = Quad Cab Full Rear Doors

INTRODUCTION

DR
VEHICLE IDENTIFICATION NUMBER (Continued)
POSITION

INTERPRETATION

CODE = DESCRIPTION

Engine

K = 3.7L 6 cyl. MPI Gasoline
N = 4.7L 8 cyl. MPI Gasoline
D = 5.7L 8 cyl. SMPI Gasoline
6 = 5.9L 6 cyl. Turbo Diesel
C = 5.9L 6 cyl. Turbo Diesel High Output
W = 8.0L 10 cyl. MPI Gasoline
Z = 5.9L 8 cyl. SMPI Gasoline Light Duty

Check Digit

0 through 9 or X

Model Year

3 = 2003

Plant Location

S = Dodge City
G = Saltillo
J = St. Louis (North)

12 thru 17

Vehicle Build Sequence

VEHICLE EMISSION CONTROL
INFORMATION (VECI)
DESCRIPTION
All models have a Vehicle Emission Control Information (VECI) Label. DaimlerChrysler permanently
attaches the label in the engine compartment (Fig.
3). The label cannot be removed without defacing
label information and destroying label.
The label contains the vehicle’s emission specifications and vacuum hose routings. All hoses must be
connected and routed according to the label.
The label also contains an engine vacuum schematic. There are unique labels for vehicles built for
sale in the state of California and the country of
Canada. Canadian labels are written in both the
English and French languages.
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

Fig. 3 VEHICLE EMISSIONS CERTIFICATION
INFORMATION LABEL
1 - VECI LABEL LOCATION
2 - RADIATOR SUPPORT

INTRODUCTION

BODY CODE PLATE
DESCRIPTION
The Body Code Plate (Fig. 5) is located on the right
front hydroform fender rail just behind the headlight
assembly (Fig. 4). 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.

Fig. 5 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

BODY CODE PLATE—LINE 4
DIGITS 1 THROUGH 12
Vehicle Order Number

Fig. 4 BODY CODE PLATE LOCATION
1
2
3
4
5

FENDER
RADIATOR CROSSMEMBER
HYDROFORM FENDER RAIL
RIVOT (2)
BODY CODE PLATE

DIGITS 13, 14, AND 15
Transmission Codes
• DGT = 4–speed Automatic (46RE)
• DG4 = 4–speed Automatic (45RFE)
• DGP = 4–speed Automatic (47RE)
• DG8 = 4–speed Automatic (48RE)
• DDC = 5–speed Manual (NV3500)
• DDP = 5–speed Manual (NV4500)
• DEE = 6–speed Manual (NV5600)
DIGITS 16, 17, AND 18
Car Line Shell
• DR1 = 1500 4 X
• DR6 = 1500 4 X
• DR2 = 2500 4 X
• DR7 = 2500 4 X
• DR3 = 3500 4 X
• DR8 = 3500 4 X

2
4
2
4
2
4

INTRODUCTION

BODY CODE PLATE (Continued)

BODY CODE PLATE—LINE 2

DIGIT 19
Price Class
• L = Low
• H = Highline
DIGITS 20 AND 21
Body Type
• 41 = Ram Truck
• 42 = Ram Truck
• 61 = Ram Truck
• 62 = Ram Truck

DIGIT 1 Open Space
DIGITS 2 AND 3 Species Code. (Used for Manufacturing)

Quad Cab, Short Box
Quad Cab, Long Box
Standard Cab, Short Box
Standard Cab, Long Box

BODY CODE PLATE—LINE 3
DIGITS 1,2, AND 3
Paint Procedure
• APA = Monotone
• AP9 = Special
• APD = Two-tone (Lower break)
DIGIT 4
Open Space
DIGITS 5 THROUGH 8
Primary Paint
(Refer to 23 - BODY/PAINT - SPECIFICATIONS)
for color codes.
DIGIT 9
Open Space

DIGIT 4
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 DATA/VEHICLE INFORMATION/VEHICLE IDENTIFICATION NUMBER DESCRIPTION) for proper breakdown of VIN code.

BODY CODE PLATE—LINE 1
DIGITS 1 THROUGH 6 Body-in-white assembly sequence.
DIGIT 7
Open Space

DIGITS 10 THROUGH 13
Secondary Paint

DIGIT 8 Tailgate trim code.

DIGIT 14
Open Space

DIGIT 9
Open Space

DIGITS 15 THROUGH 18
Interior Trim Code

DIGITS 10 THROUGH 12 Cargo box code

DIGIT 19
Open Space
DIGITS 20, 21, AND 22
Engine Code
• EKG = 3.7 L 6 cyl. MPI Gasoline
• EVA = 4.7 L 8 cyl. MPI Gasoline
• EZA = 5.7 L 8 cyl. SMPI Gasoline
• EML = 5.9 L 8 cyl. SMPI Gasoline
• ETC = 5.9 L 6 cyl. Cummins Turbo Diesel
• ETH = 5.9 L 6 cyl. Cummins Turbo Diesel High
Output
• EWA = 8.0 L 10 cyl. MPI Gasoline

DIGIT 13
Open Space
DIGITS 14 THROUGH 16 Tailgate code

INTRODUCTION

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.

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. 6) and (Fig. 7).

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

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

DR
FASTENER IDENTIFICATION (Continued)

Fig. 6 FASTENER IDENTIFICATION

INTRODUCTION

FASTENER IDENTIFICATION (Continued)

Fig. 7 FASTENER STRENGTH

INTRODUCTION

FASTENER USAGE

THREADED HOLE REPAIR

DESCRIPTION - FASTENER USAGE

DESCRIPTION - THREADED HOLE REPAIR

WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PERSONAL INJURY.
Fasteners and torque specifications 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

TO GET

MULTIPLY

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)

x 0.03937

= Inches

Feet

x 0.3048

= Meters (M)

x 3.281

= Feet

Yards

x 0.9144

= Meters

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.) (Fig. 8).

INTRODUCTION

METRIC SYSTEM (Continued)

Fig. 8 METRIC CONVERSION CHART

INTRODUCTION

TORQUE REFERENCES

tions Chart for torque references not listed in the
individual torque charts (Fig. 9).

DESCRIPTION
Individual Torque Charts appear within many or
the Groups. Refer to the Standard Torque Specifica-

Fig. 9 TORQUE SPECIFICATIONS

LUBRICATION & MAINTENANCE

0-1

LUBRICATION & MAINTENANCE
TABLE OF CONTENTS
page
INTERNATIONAL SYMBOLS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
FLUID TYPES
DESCRIPTION
DESCRIPTION - FUEL REQUIREMENTS DIESEL ENGINE . . . . . . . . . . . . . . . . . . . .
DESCRIPTION - ENGINE OIL AND
LUBRICANTS . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION - POWER STEERING FLUID
DESCRIPTION - ENGINE COOLANT . . . . .
DESCRIPTION - TRANSFER CASE - NV241
GENII . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION - TRANSFER CASE - NV271
DESCRIPTION - TRANSFER CASE - NV243
DESCRIPTION - TRANSFER CASE - NV273
DESCRIPTION - AXLE . . . . . . . . . . . . . . . .

...1

...1
...2
..3
...3
..
.
.
.
..

.4
.4
.4
.4
.4

INTERNATIONAL SYMBOLS
DESCRIPTION
DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1).

page
DESCRIPTION - MANUAL TRANSMISSION . . . 4
DESCRIPTION - AUTOMATIC
TRANSMISSION FLUID . . . . . . . . . . . . . . . . . . 4
OPERATION - AUTOMATIC TRANSMISSION
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
FLUID CAPACITIES
SPECIFICATIONS
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . 5
MAINTENANCE SCHEDULES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
JUMP STARTING
STANDARD PROCEDURE - JUMP STARTING . . . 13
HOISTING
STANDARD PROCEDURE - HOISTING . . . . . . . 14
TOWING
STANDARD PROCEDURE - TOWING . . . . . . . . 15

FLUID TYPES
DESCRIPTION
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.

Fig. 1 INTERNATIONAL SYMBOLS

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.

0-2

LUBRICATION & MAINTENANCE

FLUID TYPES (Continued)
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 OIL AND LUBRICANTS
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.
When service is required, DaimlerChrysler Corporation recommends that only Mopart brand parts,
lubricants and chemicals be used. Mopart provides
the best engineered products for servicing
DaimlerChrysler Corporation vehicles.
Only lubricants bearing designations defined by
the following organization should be used.
• Society of Automotive Engineers (SAE)
• American Petroleum Institute (API)
• National Lubricating Grease Institute (NLGI)

API SERVICE GRADE CERTIFIED
Use an engine oil that is API Certified. MOPARt
provides engine oils, that meet or exceed this
requirement.

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 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. 2).

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.

Fig. 2 TEMPERATURE/ENGINE OIL VISCOSITY

CONTAINER IDENTIFICATION
Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the front
label of engine oil plastic bottles and the top of
engine oil cans (Fig. 3).
This symbol means that the oil has been certified
by the American Petroleum Institute (API). DiamlerChrysler only recommend API Certified engine oils.
Use Mopart engine oil or equivalent.

Fig. 3 API SYMBOL

GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubricants. In addition, API classification defines the
lubricants usage. Such as API GL-5 and SAE 75W90.

LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 4) on the label. At the bottom of the
NLGI symbol is the usage and quality identification
letters. Wheel bearing lubricant is identified by the
letter “G”. Chassis lubricant is identified by the letter
“L”. The letter following the usage letter indicates
the quality of the lubricant. The following symbols
indicate the highest quality.

LUBRICATION & MAINTENANCE

0-3

FLUID TYPES (Continued)
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.

Fig. 4 NLGI SYMBOL
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS

SPECIALIZED LUBRICANTS AND OILS
Some maintenance or repair procedures may
require the use of specialized lubricants or oils. Consult the appropriate sections in this manual for the
correct application of these lubricants.

DESCRIPTION - POWER STEERING FLUID
Mopart ATF +4, Automatic Transmission Fluid is
required in the power steering system. Substitute
fluids can induce power steering system failure.
Mopart ATF +4, Automatic Transmission Fluid
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal. ATF+4 also has a unique odor that
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition or the
need for a fluid change.

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

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

FLUID TYPES (Continued)
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: 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.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.

DESCRIPTION - TRANSFER CASE - NV241
GENII
Recommended lubricant for the NV241 GENII
transfer case is Mopart ATF +4, Automatic Transmission Fluid.

DESCRIPTION - TRANSFER CASE - NV271
Recommended lubricant for the NV271 transfer
case is Mopart ATF +4, Automatic Transmission
Fluid.

DESCRIPTION - TRANSFER CASE - NV243
Recommended lubricant for the NV243 transfer case
is Mopart ATF +4, Automatic Transmission Fluid.

DESCRIPTION - TRANSFER CASE - NV273
Recommended lubricant for the NV273 transfer case
is Mopart ATF +4, Automatic Transmission Fluid.

DESCRIPTION - AXLE
NOTE: DaimlerChrysler recommends using MoparT
lubricants or lubricants of equal quality.

FRONT AXLE
• C205F - Mopart Gear Lubricant 75W-90
• 9 1/4 AA - Mopart Synthetic Gear Lubricant
75W-90
REAR AXLE
• 9 1/4 - Mopart Synthetic Gear Lubricant 75W-140
• 10 1/2 AA - Mopart Synthetic Gear Lubricant
75W-90
• 11 1/2 AA - Mopart Synthetic Gear Lubricant
75W-90
NOTE: Trac-LokT differentials require Limited Slip
Additive in the lubricant. Trac-Rite™ differentials
DO NOT require Limited Slip Additive.

DESCRIPTION - MANUAL TRANSMISSION
NOTE: DaimlerChrysler recommends using MoparT
lubricants or lubricants of equal quality.
• NV3500 - Mopart Manual Transmission Lubricant
• NV4500 - Mopart Synthetic 75W85 Manual
Transmission Lubricant
• NV5600 - Mopart Manual Transmission Lubricant

DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
Mopart ATF +4, 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, Automatic Transmission Fluid
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal. ATF+4 also has a unique odor that
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition or the
need for a fluid change.

LUBRICATION & MAINTENANCE

0-5

FLUID TYPES (Continued)

FLUID ADDITIVES

2DESCRIPTION

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,
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

SPECIFICATION

COOLING SYSTEM
3.7L

15.4 L (16.2 qts.)**

4.7L

15.4 L (16.2 qts.)**

5.7L

15.4L (16.2 qts.)**

5.9L

15.5 L (16.3 qts.)**

8.0L

24L (24.3 qts.)**

5.9L Diesel Engine

28L (29.5 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.) L

Service Fill - 45RFE/
545RFE

4X2 - 5.2 L (11.0 pts.)
4X4 - 6.2 L (13.0 pts.)

O-haul - 45RFE/545RFE

14-16 L (29-33 pts.) L

L 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
NV3500 4X2

2.3 L (4.8 pts.)

NV3500 4X4

2.0 L (4.2 pts.)

NV4500

3.8 L (8.0 pts.)

NV5600

4.5 L (9.5 pts.)
TRANSFER CASE

SPECIFICATIONS
FLUID CAPACITIES
2DESCRIPTION

SPECIFICATION
FUEL TANK

Short Box (Lt. Duty)

98 L (26 gal.)*

Long Box (Lt. Duty)

132 L (35 gal.)*

ENGINE OIL WITH FILTER
3.7L

4.7 L (5.0 qts.)

4.7L

5.6 L (6.0 qts.)

NV241 GENII

1.6 L (3.4 pts.)

NV243

1.6 L (3.4 pts.)

NV271

1.89 L (4.0 pts.)

NV273

1.89 L (4.0 pts.)

FRONT AXLE ± .03 L (1 oz)
C205F

1.66 L (3.5 pts.)

9 1/4 AA

2.25 L (4.75 pts.)

REAR AXLE ± .03 L (1 oz)
9 1/4

2.32 L (4.9 pts.)***

10 1/2 AA

2.25 L (4.75 pts.)

11 1/2 AA

3.62 L (7.65 pts)

5.7L

6.6 L (7.0 qts.)

*** With Trac-Lok add 118 ml (4 oz.) of Limited Slip Additive.

5.9L

4.7 L (5.0 qts.)

** Includes 0.9L (1.0 qts.) for coolant reservoir.

8.0L

6.6 L (7.0 qts.)

5.9L DIESEL

10.4 L (11.0 qts.)

*Nominal refill capacities are shown. A variation may be
observed from vehicle to vehicle due to manufacturing
tolerance and refill procedure.

0-6

LUBRICATION & MAINTENANCE

MAINTENANCE SCHEDULES
DESCRIPTION
Maintenance Schedule Information not included in
this section, is located in the appropriate Owner’s
Manual.
There are two maintenance schedules that show
the required service for your vehicle.
First is Schedule “B”. It is for vehicles that are
operated under the conditions that are listed below
and at the beginning of the schedule.
• Day or night temperatures are below 0° C (32°
F).
• Stop and go driving.
• Extensive engine idling.
• Driving in dusty conditions.
• Short trips of less than 16 km (10 miles).
• More than 50% of your driving is at sustained
high speeds during hot weather, above 32° C (90° F).
• Trailer towing.
• Taxi, police, or delivery service (commercial service).
• Off-road or desert operation.
• If equipped for and operating with E-85
(ethanol) fuel.
NOTE: Most vehicles are operated under the conditions listed for Schedule (B(.
Second is Schedule “A”. It is for vehicles that are
not operated under any of the conditions listed under
Schedule 9B9.
Use the schedule that best describes your driving
conditions. Where time and mileage are listed, follow
the interval that occurs first.
CAUTION: Failure to perform the required maintenance items may result in damage to the vehicle.

At Each Stop for Fuel
• Check the engine oil level about 5 minutes after
a fully warmed engine is shut off. Checking the oil
level while the vehicle is on level ground will
improve the accuracy of the oil level reading. Add oil
only when the level is at or below the ADD or MIN
mark.
• Check the windshield washer solvent and add if
required.

Once a Month
• Check tire pressure and look for unusual wear
or damage.
• Inspect the battery and clean and tighten the
terminals as required.
• Check the fluid levels of coolant reservoir, brake
master cylinder, power steering and transmission
and add as needed.
• Check all lights and all other electrical items for
correct operation.
At Each Oil Change
• Change the engine oil filter.
• Inspect the exhaust system.
• Inspect the brake hoses.
• Inspect the CV joints (if equipped) and front suspension components.
• Check the automatic transmission fluid level.
• Check the manual transmission fluid level.
• Check the coolant level, hoses, and clamps.
• Rotate the tires at each oil change interval
shown on Schedule “A” 10 000 km (6,000 miles) or
every other interval shown on Schedule “B” 10 000
km (6,000 miles).

Schedule “B”
Follow schedule “B” if you usually operate your
vehicle under one or more of the following conditions.
• Day or night temperatures are below 0° C (32°
F).
• Stop and go driving.
• Extensive engine idling.
• Driving in dusty conditions.
• Short trips of less than 16 km (10 miles).
• More than 50% of your driving is at sustained
high speeds during hot weather, above 32° C (90° F).
• Trailer towing.
• Taxi, police, or delivery service (commercial service).
• Off-road or desert operation.
• If equipped for and operating with E-85
(ethanol) fuel.

LUBRICATION & MAINTENANCE

0-7

MAINTENANCE SCHEDULES (Continued)
Miles
(Kilometers)
Change engine oil and engine oil filter.

3,000

6,000

9,000

12,000

15,000

(5 000)

(10 000)

(14 000)

(19 000)

(24 000)

Lubricate outer tie rod ends 2500/3500
(4X4) models only.

Change rear axle fluid.

Change front axle fluid (4X4).

Inspect brake linings.

Inspect engine air cleaner filter, replace
if necessary.
Miles

18,000

21,000

24,000

27,000

30,000

(29 000)

(34 000)

(38 000)

(43 000)

(48 000)

Change engine oil and engine oil filter.

Lubricate outer tie rod ends 2500/3500
(4X4) models only.

(Kilometers)

Change rear axle fluid.

Change front axle fluid (4X4).

Inspect brake linings.

Inspect engine air cleaner filter, replace
if necessary.

Replace spark plugs.

Inspect PCV valve, replace as necessary.

Drain and refill automatic tranmission fluid,
change filter and adjust bands (46RE/47RE/
48RE).‡

Drain and refill automatic tranmission fluid
and change main sump filter (45RFE/
545RFE only).‡

Miles
(Kilometers)
Change engine oil and engine oil filter.
Lubricate outer tie rod ends 2500/3500
(4X4) models only.

33,000

36,000

39, 000

42,000

45,000

(53 000)

(58 000)

(62 000)

(67 000)

(72 000)

Change rear axle fluid.

Change front axle fluid (4X4).
Inspect brake linings.
Inspect engine air cleaner filter, replace
if necessary.

X
X
X

0-8

LUBRICATION & MAINTENANCE

MAINTENANCE SCHEDULES (Continued)
Miles

48,000

51,000

54,000

57,000

60,000

(77 000)

(82 000)

(86 000)

(91 000)

(96 000)

Change engine oil and engine oil filter.

Lubricate outer tie rod ends 2500/3500
(4X4) models only.

(Kilometers)

Drain and refill transfer case fluid.

Change rear axle fluid.

Change front axle fluid (4X4).

Inspect brake linings.

Inspect engine air cleaner filter, replace
if necessary.

Replace spark plugs.

Replace ignition cables (5.7L/5.9L/8.0L).

Inspect PCV valve, replace as necessary.

Drain and refill automatic tranmission fluid,
change filter and adjust bands (46RE/47RE/
48RE).

Drain and refill automatic tranmission fluid
and change main sump filter (45RFE/
545RFE only).

Miles
(Kilometers)
Change engine oil and engine oil filter.
Lubricate outer tie rod ends 2500/3500
(4X4) models only.

63,000

66,000

69,000

72,000

75,000

(101 000)

(106 000)

(110 000)

(115 000)

(120 000)

Inspect engine air cleaner filter.

Change rear axle fluid.

Change front axle fluid (4X4).
Inspect brake linings.
Inspect auto tension drive belt and replace
if required (3.7L/4.7L/5.7L/5.9L/8.0L).

X
X
X

LUBRICATION & MAINTENANCE

0-9

MAINTENANCE SCHEDULES (Continued)
Miles

78,000

81,000

84,000

87,000

90,000

(125 000)

(130 000)

(134 000)

(139 000)

(144 000)

Change engine oil and engine oil filter.

Lubricate outer tie rod ends 2500/3500
(4X4) models only.

(Kilometers)

Change rear axle fluid.

Change front axle fluid (4X4).

Inspect brake linings.

Inspect engine air cleaner filter, replace
if necessary.

Replace spark plugs.

Inspect PCV valve, replace as necessary.

Inspect auto tension drive belt and replace
if required (3.7L/4.7L/5.7L/5.9L/8.0L).

X‡

Drain and refill automatic tranmission fluid,
change filter and adjust bands (46RE/47RE/
48RE).

Drain and refill automatic tranmission fluid
and change main sump and spin-on cooler
return filter (if equipped) [45RFE/545RFE
only].

Miles
(Kilometers)
Change engine oil and engine oil filter.
Lubricate outer tie rod ends 2500/3500
(4X4) models only.

93,000

96,000

99,000

100,000

102,000

(149 000)

(154 000)

(158 000)

(160 000)

(163 000)

X
X

Flush and replace engine coolant.

Flush and replace Power Steering Fluid.

Inspect brake linings.

0 - 10

LUBRICATION & MAINTENANCE

MAINTENANCE SCHEDULES (Continued)
Miles
(Kilometers)
Change engine oil and engine
oil filter.

105,000

108,000

111,000

114,000

117,000

120,000

(168 000)

(173 000)

(178 000)

(182 000)

(187 000)

(192 000)

Lubricate outer tie rod ends
2500/3500 (4X4) models only.

Drain and refill transfer case
fluid.

X
X

Change rear axle fluid.

Change front axle fluid (4X4).

Inspect brake linings.
Inspect engine air cleaner
filter, replace if necessary.

X
X

Replace spark plugs.

Replace ignition cables
(5.7L/5.9L/8.0L).

Inspect PCV valve, replace
as necessary.

Inspect auto tension drive belt
and replace if required
(3.7L/4.7L/5.7L/5.9L/8.0L).

X‡

Drain and refill automatic
tranmission fluid, change filter
and adjust bands (46RE/
47RE/48RE).

Drain and refill automatic
tranmission fluid and change
main sump filter (45RFE/
545RFE only).

* This maintenance is recommended by the manufacture to the owner but is not required to maintain
the emissions warranty.
‡ This maintenance is not required if previously
replaced.
Inspection and service should also be performed
anytime a malfunction is observed or suspected.
Retain all receipts.

LUBRICATION & MAINTENANCE

0 - 11

MAINTENANCE SCHEDULES (Continued)

Schedule “A”
Miles

6,000

12,000

18,000

24,000

30,000

(10 000)

(19 000)

(29 000)

(38 000)

(48 000)

[Months]

[6]

[12]

[18]

[24]

[30]

Change engine oil and engine oil filter.

(Kilometers)

Check transfer case fluid level.

Lubricate outer tie rod ends 2500/3500
(4X4) models only.

Inspect brake linings.

Replace engine air cleaner filter.

Replace spark plugs.

Miles
(Kilometers)
[Months]
Change engine oil and engine
oil filter.

36,000

42,000

48,000

54,000

60,000

66,000

(58 000)

(67 000)

(77 000)

(84 000)

(96 000)

(106 000)

[36]

[42]

[48]

[54]

[60]

[66]

Check transfer case fluid
level.
Lubricate outer tie rod ends
2500/3500 (4X4) models only.

X
X

Flush and replace engine
coolant at 60 months,
regardless of mileage.
Inspect brake linings.

X
X

Replace engine air cleaner
filter.

Replace spark plugs.

Inspect PCV valve, replace
as necessary.

Replace ignition cables
(5.7L/5.9L/8.0L).

0 - 12

LUBRICATION & MAINTENANCE

MAINTENANCE SCHEDULES (Continued)
Miles

72,000

78,000

84,000

90,000

96,000

100,000

(115 000)

(125 000)

(134 000)

(144 000)

(154 000)

(160 000)

[72]

[78]

[84]

[90]

[96]

Change engine oil and engine oil filter.

Lubricate outer tie rod ends 2500/3500
(4X4) models only.

(Kilometers)
[Months]

Drain and refill transfer case fluid.

Flush and replace engine coolant, if not
done at 60 mos.

Flush and replace Power Steering Fluid.

Inspect brake linings.

Replace engine air cleaner filter.

Replace spark plugs.

Replace ignition cables (5.7L/5.9L/
8.0L).

Inspect PCV valve, replace as
necessary.

Inspect auto tension drive belt and
replace if required (3.7L/4.7L/5.7L/5.9L/
8.0L).

Drain and refill automatic tranmission
fluid, change filter and adjust bands
(46RE/47RE/48RE).

Drain and refill automatic tranmission
fluid and change main sump filter and
spin-on cooler return filter (if equipped)
[45RFE/545RFE only].

Miles
(Kilometers)
[Months]
Change engine oil and engine oil filter.

102,000

108,000

114,000

120,000

(163 000)

(173 000)

(182 000)

(192 000)

[102]

[108]

[114]

[120]

Check transfer case fluid level.
Lubricate outer tie rod ends 2500/3500 (4X4) models only.

X
X

Inspect brake linings.
Inspect auto tension drive belt and replace if required
(3.7L/4.7L/5.7L/5.9L/8.0L).

X
X‡

X‡

Replace engine air cleaner filter.

Replace spark plugs.

WARNING: You can be badly injured working on or
around a motor vehicle. Do only that service work
for which you have the knowledge and the right
equipment. If you have any doubt about your ability
to perform a service job, take your vehicle to a
competent mechanic.

JUMP STARTING
STANDARD PROCEDURE - JUMP STARTING
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN THE BATTERY SYSTEM SECTION OF THE SERVICE MANUAL. (Refer to 8 ELECTRICAL/BATTERY SYSTEM/BATTERY - STANDARD PROCEDURE)
• DO NOT JUMP START A FROZEN BATTERY,
PERSONAL INJURY CAN RESULT.
• IF EQUIPPED, 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.
CAUTION: When using another vehicle as a
booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.

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.

LUBRICATION & MAINTENANCE

0 - 13

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.
(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.
• 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.

0 - 14

LUBRICATION & MAINTENANCE

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. 5) OR SECURE VEHICLE TO HOISTING DEVICE WHEN THESE CONDITIONS EXIST.

DR
•
•
•
•

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. 7) and (Fig. 8).

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. 6). The forward lifting pads should be positioned against the forward flange of the transmission crossmember brackets at the bottom of the
frame rail (Fig. 7). The real lifting pads should be
wedged between the forward flange of the leaf
spring bracket and the frame rail (Fig. 8). Safety
stands should be placed under the frame rails at
the front and rear ends (Fig. 5).

Fig. 5 Safety Stands
1 - SAFETY STANDS

FLOOR JACK
When properly positioned, a floor jack can be used
to lift a vehicle (Fig. 6). Support the vehicle in the
raised position with jack stands at the front and rear
ends of the frame rails (Fig. 5).
CAUTION: Do not lift vehicle with a floor jack positioned under:
• An axle tube.
• A body side sill.
• A steering linkage component.

Fig. 6 Vehicle Lifting Locations

LUBRICATION & MAINTENANCE

0 - 15

HOISTING (Continued)

Fig. 7 FRONT LIFT PAD LOCATION
1
2
3
4

BODY MOUNT BRACKET
FRONT LIFT PAD
TRANSMISSION CROSSMEMBER BRACKET
FRAME RAIL

Fig. 9 Tow Vehicles With Approved Equipment
1 - SLING TYPE
2 - WHEEL LIFT
3 - FLAT BED

SAFETY PRECAUTIONS
CAUTION: The following safety precautions must be
observed when towing a vehicle:

Fig. 8 REAR LIFT PAD LOCATION
1
2
3
4

FRAME RAIL
REAR LIFT PAD
LEAF SPRING MOUNTING BRACKET
BOX MOUNTING BRACKET

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. 9).
A wooden crossbeam may be required for proper
connection when using the sling-type, front-end towing method.

• 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.
• 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.

0 - 16

LUBRICATION & MAINTENANCE

TOWING (Continued)
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.

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

2-1

SUSPENSION
TABLE OF CONTENTS
page

page

WHEEL ALIGNMENT
......................1
FRONT - INDEPENDENT FRONT SUSPENSION . . 8

FRONT - LINK/COIL . . . . . . . . . . . . . . . . . . . . . . 28
REAR
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

WHEEL ALIGNMENT
TABLE OF CONTENTS
page
WHEEL ALIGNMENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PRE-ALIGNMENT
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - HEIGHT
MEASUREMENT - 4WD (LD) . . . . . . . . . . . .
STANDARD PROCEDURE - HEIGHT
ADJUSTMENT - 4WD (LD) . . . . . . . . . . . . . .
STANDARD PROCEDURE - CAMBER AND
CASTER ADJUSTMENT . . . . . . . . . . . . . . . .

page
STANDARD PROCEDURE - TOE
ADJUSTMENT . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - CAMBER,
CASTER AND TOE ADJUSTMENT . . . . .
STANDARD PROCEDURE - ALIGNMENT
LINK/COIL SUSPENSION . . . . . . . . . . . .
SPECIFICATIONS
ALIGNMENT . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
WHEEL ALIGNMENT . . . . . . . . . . . . . . .

..1
..2
..2

..3
..3

.....4
.....4
.....5
.....6
.....7

..4

WHEEL ALIGNMENT
DESCRIPTION
NOTE: Suspension components with rubber/urethane bushings 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.
Wheel alignment involves the correct positioning of
the wheels in relation to the vehicle. The positioning
is accomplished through suspension and steering
linkage adjustments. An alignment is considered
essential for efficient steering, good directional stability and to minimize tire wear. The most important
measurements of an alignment are caster, camber
and toe (Fig. 1).
CAUTION: Never attempt to modify suspension or
steering components by heating or bending.

Fig. 1 Wheel Alignment Measurements
1
2
3
4

FRONT OF VEHICLE
STEERING AXIS INCLINATION
PIVOT POINT
TOE-IN

2-2

WHEEL ALIGNMENT

WHEEL ALIGNMENT (Continued)

OPERATION
• CASTER is the forward or rearward tilt of the
steering knuckle from vertical. Tilting the top of the
knuckle forward provides less positive caster. Tilting
the top of the knuckle rearward provides more positive caster. Positive caster promotes directional stability. This angle enables the front wheels to return
to a straight ahead position after turns (Fig. 1)
• 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 (Fig. 1)
• TOE is the difference between the leading inside
edges and trailing inside edges of the front tires.
Wheel toe position out of specification cause’s unstable steering, uneven tire wear and steering wheel offcenter. The wheel toe position is the final front
wheel alignment adjustment (Fig. 1)
• THRUST ANGLE is the angle of the rear axle
relative to the centerline of the vehicle. Incorrect
thrust angle can cause off-center steering and exces-

sive tire wear. This angle is not adjustable, damaged
component(s) must be replaced to correct the thrust
angle (Fig. 1)

DIAGNOSIS AND TESTING - PRE-ALIGNMENT
INSPECTION
Before starting wheel alignment, the following
inspection and necessary corrections must be completed. Refer to Suspension and Steering System
Diagnosis Chart below for additional information.
(1) Inspect tires for size, air pressure and tread
wear.
(2) Inspect front wheel bearings for wear.
(3) Inspect front wheels for excessive radial or lateral runout and balance.
(4) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness or binding.
(5) Inspect suspension components for wear and
noise.
(6) On 4x4 vehicles check suspension height (LD
only).
(7) Road test the vehicle.

SUSPENSION AND STEERING SYSTEM DIAGNOSIS
CONDITION
FRONT END NOISE

EXCESSIVE PLAY IN
STEERING

FRONT WHEELS SHIMMY

VEHICLE INSTABILITY

POSSIBLE CAUSES

CORRECTION

1. Loose or worn wheel bearing.

1. Replace wheel bearing.

2. Loose or worn steering or
suspension components.

2. Tighten or replace components as
necessary.

3. Loose or worn steering or
suspension components.

3. Tighten or replace components as
necessary.

1. Loose or worn wheel bearing.

1. Replace wheel bearing.

2. Loose or worn steering or
suspension components.

2. Tighten or replace components as
necessary.

3. Loose or worn steering gear.

3. Replace steering gear.

1. Loose or worn wheel bearing.

1. Replace wheel bearing.

2. Loose or worn steering or
suspension components.

2. Tighten or replace components as
necessary.

3. Tires worn or out of balance.

3. Replace or balance tires.

4. Alignment.

4. Align vehicle to specifications.

1. Loose or worn wheel bearing.

1. Replace wheel bearing.

2. Loose or worn steering or
suspension components.

2. Tighten or replace components as
necessary.

3. Tire pressure.

3. Adjust tire pressure.

4. Alignment.

4. Align vehicle to specifications.

WHEEL ALIGNMENT

2-3

WHEEL ALIGNMENT (Continued)
CONDITION
EXCESSIVE STEERING
EFFORT

VEHICLE PULLS TO ONE
SIDE

POSSIBLE CAUSES

CORRECTION

1. Loose or worn steering gear.

1. Replace steering gear.

2. Column coupler binding.

2. Replace coupler.

3. Tire pressure.

3. Adjust tire pressure.

4. Alignment.

4. Align vehicle to specifications.

1. Tire pressure.

1. Adjust tire pressure.

2. Tire.

2. Criss-Cross Front Tires.

3. Alignment.

3. Align vehicle to specifications.

4. Loose or worn steering or
suspension components.

4. Tighten or replace components as
necessary.

5. Radial tire lead.

5. Rotate or replace tire as necessary.

6. Brake pull.

6. Repair brake as necessary.

7. Weak or broken spring.

7. Replace spring.

8. Ride height (LD) 4WD only.

8. Measure and adjust ride height. (LD
only)

STANDARD PROCEDURE
STANDARD PROCEDURE - HEIGHT
MEASUREMENT - 4WD (LD)
The vehicle suspension height MUST be measured
and adjusted before performing wheel alignment procedure. Also when front suspension components have
been replaced. This measure must be performed with
the vehicle supporting it’s own weight and taken on
both sides of the vehicle.
(1) Inspect tires and set to correct pressure.
(2) Jounce the front of the vehicle.
(3) Measure and record the height from the ground
at the centerline of the rear lower control arm bolt
front tip (Fig. 2).
(4) Measure and record the height from the ground
at the front spindle centerline (Static Load Radius)
(Fig. 2).
(5) Subtract the first measurement from the second measurement. The difference between the two
measurement should be 58 mm (2.3 inches) ± 3 mm
(0.12 inches).
(6) If value is greater than 61 mm (2.4 inches),
tighten the torsion bar bolt until the specification is
achieved (Refer to 2 - SUSPENSION/WHEEL
ALIGNMENT - STANDARD PROCEDURE).
(7) If value is less than 55 mm (2.1 inches), loosen
the torsion bar bolt until the specification is achieved,(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT
- STANDARD PROCEDURE).
(8) Repeat the previous steps until the ride height
is within specifications.

Fig. 2 HEIGHT MESUREMENT
1 - HEIGHT FROM THE GROUND AT THE FRONT SPINDLE
CENTERLINE (STATIC LOAD RADIUS)
2 - CENTERLINE OF THE REAR LOWER CONTROL ARM BOLT
FRONT TIP
3 - GROUND LINE

STANDARD PROCEDURE - HEIGHT
ADJUSTMENT - 4WD (LD)
The vehicle suspension height MUST be measured
and adjusted before performing wheel alignment procedure (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE). Also when
front suspension components have been replaced.
This measurement must be performed with the vehicle supporting it’s own weight and taken on both
sides of the vehicle.

2-4

WHEEL ALIGNMENT

WHEEL ALIGNMENT (Continued)
To adjust the vehicle height turn the torsion bar
adjustment bolt CLOCKWISE to raise the vehicle
and COUNTER CLOCKWISE to lower the vehicle.
CAUTION: ALWAYS raise the vehicle to the correct
suspension height, NEVER lower the vehicle to
obtain the correct suspension height. If the vehicle
suspension height is too high, lower the vehicle
below the height specification. Then raise the vehicle to the correct suspension height specification.
This will insure the vehicle maintains the proper
suspension height.
NOTE: If a height adjustment has been made, perform height measurement again on both sides of
the vehicle.

STANDARD PROCEDURE - CAMBER AND
CASTER ADJUSTMENT
NOTE: 4X4 (LD) SUSPENSION HEIGHT MEASUREMENT MUST BE PERFORMED BEFORE AN ALIGNMENT.
NOTE: When the upper control arm pivot bolts are
loosened the upper control arm will normally go
inwards toward the frame automatically with the
weight of the vehicle.
Camber and caster angle adjustments involve
changing the position of the upper control arm inconjunction with the slotted holes in the frame brackets,
Install special tool 8876 between the top of the upper
control arm bracket and the upper control arm (on
1500 series 4X2 & 4X4). Install special tool 8876
between the bottom of the upper control arm bracket
pressing the tool against the frame and the upper
control arm (on 2500/3500 series 4X2) in order to
move the upper control arm outwards for proper
adjustment with the vehicle at normal ride height
(Fig. 3).

STANDARD PROCEDURE - TOE ADJUSTMENT
4X4 SUSPENSION HEIGHT MESUREMENT
MUST BE PERFORMED BEFORE AN ALIGNMENT.
The wheel toe position adjustment is the final
adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the tie rod jam nuts.

Fig. 3 CASTER & CAMBER ADJUSTMENT
1 - FRONT PIVOT BOLT
2 - REAR PIVOT BOLT
3 - SLOTTED HOLES FOR ADJUSTMENT OF CASTER &
CAMBER
4 - UPPER CONTROL ARM

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
inner tie rod as necessary (Fig. 4).
(4) Tighten the tie rod jam nut to 75 N·m (55 ft.
lbs.).
(5) Verify the specifications
(6) Turn off engine.

STANDARD PROCEDURE - CAMBER, CASTER
AND TOE ADJUSTMENT
NOTE: 4X4 (LD) SUSPENSION HEIGHT MEASUREMENT MUST BE PERFORMED BEFORE AN ALIGNMENT.
Camber and caster angle adjustments involve
changing the position of the upper control arm with
the slots in the frame brackets using special tool
8876 to move the upper control arm outwards for
proper adjustment. (Fig. 3)
NOTE: When the upper control arm pivot bolts are
loosened the upper control arm will normally go
inwards toward the frame automatically with the
weight of the vehicle.

CASTER
Moving the front or rear position of the upper control arm in or out, will change the caster angle and
camber angle significantly. To maintain the camber

WHEEL ALIGNMENT

2-5

WHEEL ALIGNMENT (Continued)
angle while adjusting caster, move one pivot bolt of
the upper control arm in or out. Then move the other
pivot bolt of the upper control arm in the opposite
direction. Install special tool 8876 between the top of
the upper control arm bracket and the upper control
arm (on 1500 series 4X2 & 4X4). Install special tool
8876 between the bottom of the upper control arm
bracket pressing the tool against the frame and the
upper control arm (on 2500/3500 series 4X2) in order
to move the upper control arm outwards for proper
adjustment with the vehicle at normal ride height
(Fig. 3).
To increase positive caster angle, move the rear
position of the upper control arm inward (toward the
engine). Move the front of the upper control arm outward (away from the engine) slightly until the original camber angle is obtained using special tool 8876
to move the upper control arm for proper adjustment.
(Fig. 3)

CAMBER
Move both pivot bolts of the upper control arm
together in or out. This will change the camber angle
significantly and little effect on the caster angle
using special tool 8876 to move the upper control
arm for proper adjustment. (Fig. 3)
After adjustment is made tighten the upper control
arm nuts to proper torque specification.

TOE ADJUSTMENT
The wheel toe position adjustment is the final
adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the tie rod jam nuts.

Fig. 4 TIE ROD END
1 - JAM NUT
2 - TIE ROD - INNER
3 - TIE ROD END - OUTER

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).

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

Fig. 5 ALIGNMENT ADJUSTMENT CAM
1 - BRACKET REINFORCEMENT
2 - ADJUSTING BOLT
3 - ADJUSTMENT CAM

TOE POSITION: The wheel toe position adjustment should be the final adjustment.

2-6

WHEEL ALIGNMENT

WHEEL ALIGNMENT (Continued)
(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 and a straight steering wheel.
(6) Road test the vehicle.

SPECIFICATIONS
ALIGNMENT
NOTE: All alignment specifications are in degrees.

SPECIFICATIONS
DESCRIPTION
VEHICLE
1500

TOTAL
TOE-IN
(± .10°)

4X2

120.5
in

4.0°

.0°

.10°

4X2

140.5
in

4.2°

.0°

.10°

4X2

160.5
in

4.4°

.0°

.10°

VEHICLE
1500

WHEEL CASTER CAMBER
BASE
(3.0°
(±.50°)
Max,
+.75°
Target)

TOTAL
TOE-IN
(±.10°)

4X4

120.5
in

4.2°

.0°

.10°

4X4

140.5
in

4.4°

.0°

.10°

4X4

160.5
in

4.6°

.0°

.10°

SPECIFICATION

MAX RT/LT
DIFFERENCE
4X2
1500

—

.40°

.50°

0.06°

MAX RT/LT
DIFFERENCE
4X4
1500

—

.40°

.60°

0.06°

VEHICLE
4X2
2500 &
3500

WHEEL CASTER CAMBER
(±.50°)
BASE
(3.25°
Max,
+.75°
Target)

TOTAL
TOE-IN
(0.20°
±.10°)

4X2
2500&3500

140

4.0°

0.0°

.10° ±
.05°

4X2
2500&3500

160

4.3°

0.0°

.10° ±
.05°

MAX RT/LT
DIFFERENCE
4X2
2500&3500

—

±0.4°

±0.6°

0.1°

VEHICLE
4X4
2500&3500

SPECIFICATION
WHEEL CASTER CAMBER
BASE
(3.0°
(± .50°)
Max,
+.75°
Target)

DESCRIPTION

WHEEL CASTER CAMBER
BASE
(4.0°
(.25°
Min,
±.5°)
+.75°
Target)

TOTAL
TOE-IN
(0.20°
±.10°)

4X4
2500&3500

140

4.5°

.25°

.10° ±
.05°

4X4
2500&3500

160

4.7°

.25°

.10° ±
.05°

MAX RT/LT
DIFFERENCE
4X4
2500&3500

—

±.5°

DESCRIPTION

±.5°

0.1°

REAR SPECIFICATION

CAMBER
(-.10° ± 0.35°)

TOTAL TOE-IN
(0.30° ± 0.35°)

THRUST ANGLE 0° ± 0.4°
4X2
4X4
1500
THRUST ANGLE -0.2° ± 0.2°
4X2
4X4
2500&3500

DR
WHEEL ALIGNMENT (Continued)

SPECIAL TOOLS
WHEEL ALIGNMENT

8876 - CAMBER/CASTER ADJUSTMENT TOOL

WHEEL ALIGNMENT

2-7

2-8

FRONT - INDEPENDENT FRONT SUSPENSION

FRONT - INDEPENDENT FRONT SUSPENSION
TABLE OF CONTENTS
page
FRONT - INDEPENDENT FRONT SUSPENSION
DESCRIPTION
DESCRIPTION
........................9
DESCRIPTION
........................9
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 10
SPECIAL TOOLS
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . 11
BUSHINGS
REMOVAL
REMOVAL - LOWER CONTROL ARM
BUSHINGS - 4WD (LD) . . . . . . . . . . . . . . . . . 12
REMOVAL - TORSION BAR
CROSSMEMBER BUSHING . . . . . . . . . . . . . . 12
REMOVAL - LOWER CONTROL ARM
BUSHINGS - 2WD (LD) . . . . . . . . . . . . . . . . . 12
INSTALLATION
INSTALLATION - LOWER CONTROL ARM
BUSHINGS - 4WD (LD) . . . . . . . . . . . . . . . . . 13
INSTALLATION - TORSION BAR CROSS
MEMBER BUSHING . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION - LOWER CONTROL ARM
BUSHINGS - 2WD (LD) . . . . . . . . . . . . . . . . . 14
HUB / BEARING
REMOVAL
REMOVAL - 4X4 . . . . . . . . . . . . . . . . . . . . . . 15
REMOVAL - 4X2 . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION
INSTALLATION - 4X4 . . . . . . . . . . . . . . . . . . . 16
INSTALLATION - 4X2 . . . . . . . . . . . . . . . . . . . 17
KNUCKLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
LOWER BALL JOINT
DIAGNOSIS AND TESTING - LOWER BALL
JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

page
LOWER CONTROL ARM
REMOVAL
REMOVAL - 4X4 (LD) . . . . . . . . . . . . . .
REMOVAL - 4X2 . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 4X4 (LD) . . . . . . . . . .
INSTALLATION - 4X2 . . . . . . . . . . . . . .
SPRING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
SHOCK
DIAGNOSIS AND TESTING - SHOCK . . .
REMOVAL
REMOVAL - 4X2 . . . . . . . . . . . . . . . . .
REMOVAL - 4X4 . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 4X2 . . . . . . . . . . . . . .
INSTALLATION - 4X4 . . . . . . . . . . . . . .
STABILIZER BAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
STABILIZER LINK
REMOVAL
REMOVAL - 4X4 . . . . . . . . . . . . . . . . .
REMOVAL - 4X2 . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - 4X4 . . . . . . . . . . . . . .
INSTALLATION - 4X2 . . . . . . . . . . . . . .
TORSION BAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
UPPER BALL JOINT
DIAGNOSIS AND TESTING - UPPER BALL
JOINT . . . . . . . . . . . . . . . . . . . . . . . . .
UPPER CONTROL ARM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .

. . . . . 20
. . . . . 20
. . . . . 21
. . . . . 21
. . . . . 21
. . . . . 22
. . . . . 23
. . . . . 23
. . . . . 23
. . . . . 23
. . . . . 23
.
.
.
.

.
.
.
.

. 24
. 24
. 24
. 24

. . . . . 24
. . . . . 24
. . . . . 25
. . . . . 25
.
.
.
.

.
.
.
.

. 25
. 25
. 25
. 26

. . . . . 26
. . . . . 27
. . . . . 27

FRONT - INDEPENDENT FRONT SUSPENSION

2-9

FRONT - INDEPENDENT
FRONT SUSPENSION
DESCRIPTION
DESCRIPTION
The front suspension is designed to allow each
wheel to adapt to different road surfaces independently. The wheels are mounted to hub/bearings
units bolted to the steering knuckle. The double-row
hub bearings are sealed and lubricated for life. The
steering knuckles turn (pivot) on ball joints.
The front suspension is comprised of (Fig. 1) (Fig. 2):
• Shock absorbers
• Torsion bar - 4X4 (LD only)
• Coil Spring - 4X2
• Control arms
• Steering knuckles
• Stabilizer bar
• Stabilizer link
• Tie Rod Ends
• Hub/Bearing
• Rack & Pinion
• Ball Joints

Fig. 2 FRONT SUSPENSION - 4X4 (LD ONLY)
1 - STABILIZER BAR
2 - UPPER CONTROL ARM
3 - STEERING KNUCKLE
4 - ROTOR
5 - OUTER TIE ROD END
6 - SHOCK ABSORBER
7 - STABILIZER LINK
8 - LOWER CONTROL ARM
9 - INNER TIE ROD
10 - RACK & PINION

NOTE: Components attached with a nut must be
torqued to specification.
NOTE: Suspension components with rubber/urethane bushings 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. 1 FRONT SUSPENSION - 4X2
1 - STABILIZER BAR
2 - UPPER CONTROL ARM
3 - STEERING KNUCKLE
4 - ROTOR
5 - CALIPER ADAPTER
6 - OUTER TIE ROD END
7 - STABILIZER LINK
8 - LOWER CONTROL ARM
9 - RACK & PINION
10 - COIL SPRING
11 - SHOCK ABSORBER

The upper control arm bolts on frame brackets.
The frame brackets have slotted holes which allow
the arms to be adjusted for caster and camber.
The lower control arms bolt to the lower frame
brackets and pivots through bushings.
The control arms have lube for life ball studs. The
control arm travel (jounce) is limited through the use
of rubber/urethane bumpers. Rebound travel is limited by the shock absorber.

2 - 10

FRONT - INDEPENDENT FRONT SUSPENSION

FRONT - INDEPENDENT FRONT SUSPENSION (Continued)

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
Shock Absorber
Upper Nut
4X4
Shock Absorber
Lower Bolt
4X4
Shock Absorber
Upper Nut
4X2
Shock Absorber
Lower Bolt
4X2
Lower Suspension Arm
Frame Nuts
Lower Suspension Arm
Frame Nuts
Lower Suspension Arm
Ball Joint Nut
1500 series only
Lower Suspension Arm
Ball Joint Nut
(HD 4X2 only
Upper Suspension Arm
Frame Nuts
(LD)
Upper Suspension Arm
Frame Nuts
(HD 4X2 only)
Upper Suspension Arm
Ball Joint Nut
1500 series only
Stabilizer Bar
Frame Bolt
Stabilizer Link
Lower Control Arm Nut
Stabilizer Link
Stabilizer Bar Nut
Hub/Bearing
Bolts
(LD)
Hub/Bearing
Bolts
(HD 4X2)
Tie Rod End
Nut

N·m
54

Ft. Lbs.
40

In. Lbs.
—

135

100

—

204

150

—

285

210

—

52
Then an additional 90°

38
Then an additional 90°

—

135

100

—

132

—

170

125

—

54
Then an additional 90°

40
Then an additional 90°

—

102

—

163

120

—

176

130

—

61
Then an additional 90°

45
Then an additional 90°

—

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 11

FRONT - INDEPENDENT FRONT SUSPENSION (Continued)

SPECIAL TOOLS
FRONT SUSPENSION

TORSION BAR BUSHING REMOVAL/INSTALL - 8835

PULLER - 8677

RECEIVER/ DRIVER BALLJOINT - 8698

4WD BUSHING REMOVAL/INSTALL KIT - 8682

BALL JOINT PRESS - C-4212F

TORSION BAR LOADER/UNLOADER - 8686

2WD - LOWER CONTROL ARM BUSHING
REMOVAL/INSTALL - 8836

2 - 12

FRONT - INDEPENDENT FRONT SUSPENSION

BUSHINGS
REMOVAL
REMOVAL - LOWER CONTROL ARM
BUSHINGS - 4WD (LD)
(1) Remove the lower control arm (Refer to 2 SUSPENSION/FRONT/LOWER CONTROL ARM REMOVAL).
(2) Secure the control arm in a vise.
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.

FRAME MOUNTED BUSHING
(1) Install the bushing tool 8682-3 (receiver) and
8682-4 (driver) with the threaded rod and the two
bearings as shown for the replacement of the frame
bushing (Fig. 3)

Fig. 4 CONTROL ARM BUSHING REMOVAL
1
2
3
4
5
6
7

8682-4 (DRIVER)
BUSHING
LOWER CONTROL ARM
8682-2 (ADAPTER)
8682-3 (RECEIVER)
BEARING
THREADED ROD

REMOVAL - TORSION BAR CROSSMEMBER
BUSHING
(1) Remove the torsion bar cross member (Refer to
13 - FRAME & BUMPERS/FRAME/REAR CROSSMEMBER - REMOVAL).
(2) Secure the cross member in a vise.
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.
(3) Install special tools 8838 threaded rod, 8835-1,
8835-4 and 8835-3 as shown in the graphic below
(Fig. 5).
(4) Press out the bushing.

Fig. 3 FRAME BUSHING REMOVAL
1
2
3
4
5
6
7

THREADED ROD
BEARINGS
8682-3 (RECEIVER)
FRAME
8682-4 (DRIVER)
NUT
BUSHING

CONTROL ARM BUSHING
(1) Install bushing remover tools 8682-2 (adapter),
8682-3 (receiver) and 8682-4 (driver) with the
threaded rod and the two bearings as shown (Fig. 4)

REMOVAL - LOWER CONTROL ARM
BUSHINGS - 2WD (LD)
NOTE: HD 4X2 bushings are not servicable.
(1) Remove the lower control arm (Refer to 2 SUSPENSION/FRONT/LOWER CONTROL ARM REMOVAL).
(2) Secure the control arm in a vise.
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 13

BUSHINGS (Continued)

Fig. 5 TORSION BAR CROSS MEMBER BUSHING REMOVAL
1
2
3
4

8838
8835-1
8835-4
8835-3

Fig. 7 SMALL LOWER CONTROL ARM BUSHING REMOVAL
1
2
3
4

8839 (THREADED ROD)
8836-6 (DRIVER)
8836-3 (SPACER)
8836-2 (RECEIVER)

LARGE BUSHING

INSTALLATION

(1) Install bushing remover tools 8836-2 (receiver),
8836-4 (spacer) and 8836-5 (driver) with the threaded
rod 8839 and the bearing as shown (Fig. 6) for
replacement of the large bushing.

INSTALLATION - LOWER CONTROL ARM
BUSHINGS - 4WD (LD)
NOTE: Be careful to properly orient the bushing
voids in the correct position to within ± 10°. The
correct position places the long narrow void outboard of the bushing and the short wide void
inboard of the bushing (Fig. 8).

Fig. 6 LARGE LOWER CONTROL ARM BUSHING REMOVAL
1
2
3
4

8836-4 (SPACER)
8836-5 (DRIVER)
8839 (THREADED ROD)
8836-2 (RECEIVER)

Fig. 8 REAR LOWER CONTROL ARM BUSHING

SMALL BUSHING
(1) Install the bushing tool 8836-6 (driver), 8836-3
(spacer) and 8836-2 (receiver) with the threaded rod
8839 and the bearing as shown for the replacement
of the small bushing (Fig. 7)

1 - SHORT - WIDE VOID
2 - INWARD TOWARD VEHICLE
3 - LONG - THIN VOID

2 - 14

FRONT - INDEPENDENT FRONT SUSPENSION

BUSHINGS (Continued)

FRAME MOUNTED BUSHING
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.
(1) Install the new bushing into the frame using
special tools 8682-3 (receiver), 8682-1 (driver) with
the two bearings and the threaded rod (Fig. 9)making sure to properly orient the bushing as shown
(Fig. 8).

Fig. 10 CONTROL ARM BUSHING INSTALL
1
2
3
4
5
6
7

THREADED ROD
BEARINGS
8682-1 (DRIVER)
BUSHING
CONTROL ARM
8682-5 (RECEIVER)
NUT

INSTALLATION - TORSION BAR CROSS
MEMBER BUSHING

Fig. 9 FRAME BUSHING INSTALL
1
2
3
4
5

THREADED ROD
BEARINGS
8682-3 (RECEIVER)
BUSHING
8682-1 (DRIVER)

CONTROL ARM BUSHING
(1) Install the new lower control arm bushings into
the lower control arm using tools 8682-1 (driver),
8682-5 (receiver) and the two bearings with the
threaded rod (Fig. 10) making sure to properly orient
the bushing in the control (Fig. 8).
(1) Remove the control arm from the vise.
(2) Install the lower control arm (Refer to 2 - SUSPENSION/FRONT/LOWER CONTROL ARM INSTALLATION).
(3) Reset the vehicle ride height (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(4) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.
(1) Install the new bushing into the cross member
using special tools 8835-2, 8835-4 and 8835-3 with
the bearing and the threaded rod 8838 (Fig. 11) making sure to properly orient the bushing.
(2) Remove the cross member from the vise.
(3) Install the torsion bar cross member (Refer to
13 - FRAME & BUMPERS/FRAME/REAR CROSSMEMBER - INSTALLATION).
(4) Reset the vehicle ride height (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(5) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

INSTALLATION - LOWER CONTROL ARM
BUSHINGS - 2WD (LD)
NOTE: HD 4X2 bushings are not servicable.

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 15

BUSHINGS (Continued)

SMALL BUSHING
(1) Install the small bushings into the lower control arm using tools 8836-7 (driver), 8836-2 (receiver),
8836–3 (spacer) and the bearing with the threaded
rod (8839) (Fig. 13).

Fig. 11 TORSION BAR CROSS MEMBER BUSHING INSTALLATION
1
2
3
4

8835-2
8835-4
8835-3
8838

LARGE BUSHING
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.
(1) Install the new bushing into the lower control
arm using special tools 8836-2 (receiver), 8836-1
(driver), 8836-4 (spacer) with the bearing and the
threaded rod (8839) (Fig. 12).

Fig. 13 SMALL LOWER CONTROL ARM BUSHING INSTALL
1
2
3
4

8836-2 (RECEIVER)
8839 (THREADED ROD)
8836-3 (SPACER)
8836-7 (DRIVER)

(1) Remove the control arm from the vise.
(2) Install the lower control arm (Refer to 2 - SUSPENSION/FRONT/LOWER CONTROL ARM INSTALLATION).
(3) Reset the vehicle ride height (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(4) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

HUB / BEARING
REMOVAL
REMOVAL - 4X4

Fig. 12 LARGE LOWER CONTROL ARM BUSHING INSTALL
1
2
3
4

8836-1 (DRIVER)
8839 (THREADED ROD)
8836-2 (RECEIVER)
8836-4 (SPACER)

(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/ROTORS REMOVAL).
(4) Remove the ABS wheel speed sensor if
equipped, (Refer to 5 - BRAKES/ELECTRICAL/
FRONT WHEEL SPEED SENSOR - REMOVAL).
(5) Remove the halfshaft nut.

2 - 16

FRONT - INDEPENDENT FRONT SUSPENSION

HUB / BEARING (Continued)
NOTE: Do not strike the knuckle with a hammer to
remove the tie rod end or the ball joint. Damage to
the steering knuckle will occur.
(6) Remove the tie rod end nut and separate the
tie rod from the knuckle using special tool 8677.
(7) Remove the upper ball joint nut and separate
the upper ball joint from the knuckle using special
tool 8677.
(8) Pull down on the steering knuckle to separate
the halfshaft from the hub/bearing.

Fig. 15 HUB/BEARING 4X2
1
2
3
4
5

HUB/BEARING
DUST SHIELD
STEERING KNUCKLE
WHEEL SPEED SENSOR WIRE
HUB/BEARING MOUNTING NUT

INSTALLATION
INSTALLATION - 4X4
Fig. 14 HALFSHAFT / HUB/BEARING
1 - HUB/BEARING MOUNTING NUTS
2 - HALF SHAFT

(1) Install the brake dust shield (Fig. 16).
(2) Install the hub/bearing into the steering
knuckle and tighten the bolts to 163 N·m (120 ft.
lbs.) (Fig. 16).

(9) Remove the three hub/bearing mounting bolts
from the steering knuckle (Fig. 14).
(10) Slide the hub/bearing out of the steering
knuckle (Fig. 14).
(11) Remove the brake dust shield.

REMOVAL - 4X2
(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/ROTORS REMOVAL).
(4) Remove the ABS wheel speed sensor if
equipped, (Refer to 5 - BRAKES/ELECTRICAL/
FRONT WHEEL SPEED SENSOR - REMOVAL)
(Fig. 15)
(5) Remove the three hub/bearing mounting bolts
from the steering knuckle (Fig. 15).
(6) Slide the hub/bearing out of the steering
knuckle (Fig. 15).
(7) Remove the brake dust shield (Fig. 15).

Fig. 16 HUB/BEARING 4X4
1 - HUB/BEARING
2 - DUST SHIELD
3 - STEERING KNUCKLE
4- WHEEL SPEED SENSOR WIRE
5 - HUB/BEARING MOUNTING NUT

(3) Install the brake rotor and caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
INSTALLATION).

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 17

HUB / BEARING (Continued)
(4) Install the ABS wheel speed sensor if equipped
(Refer to 5 - BRAKES/ELECTRICAL/FRONT
WHEEL SPEED SENSOR - INSTALLATION).
(5) Install the upper ball joint nut to the steering
knuckle and tighten to 54 N·m (40 ft. lbs.) (on 1500
series only an additional 90° turn).
(6) Install the tie rod end nut to the steering
knuckle and tighten to 61 N·m (45 ft. lbs.) then an
additional 90°.
(7) Install the halfshaft nut and tighten to 251
N·m (185 ft. lbs.).
(8) Install the wheel and tire assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(9) Remove the support and lower vehicle.

(5) Remove the tie rod end nut. Separate the tie
rod from the knuckle with Remover 8677.
CAUTION: When installing Remover 8677 to separate the ball joint, be careful not to damage the ball
joint seal.
(6) Remove the upper ball joint nut. Separate the
ball joint from the knuckle with Remover 8677 (Fig.
17)

INSTALLATION - 4X2
(1) Install the brake dust shield (Fig. 15).
(2) Install the hub/bearing into the steering
knuckle and tighten the bolts to 163 N·m (120 ft.
lbs.) (Fig. 15).
(3) Install the brake rotor and caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
INSTALLATION).
(4) Install the ABS wheel speed sensor if equipped
(Refer to 5 - BRAKES/ELECTRICAL/FRONT
WHEEL SPEED SENSOR - INSTALLATION) (Fig.
15).
(5) Install the wheel and tire assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(6) Remove the support and lower vehicle.

KNUCKLE

Fig. 17 STEERING KNUCKLE
1
2
3
4
5

STEERING KNUCKLE
SHOCK
HALFSHAFT
DISC BRAKE CALIPER
HUB/BEARING

(7) Remove the lower ball joint nut. Separate the
ball joint from the knuckle with Remover 8677 (Fig.
18) and remove the knuckle.

DESCRIPTION
The knuckle is a single casting with legs machined
for the upper and lower ball joints. The knuckle also
has machined mounting locations for the front brake
calipers and hub bearing.

OPERATION
The steering knuckle pivot between the upper and
lower ball joint. Steering linkage attached to the
knuckle allows the vehicle to be steered.

REMOVAL
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the brake caliper, rotor (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
REMOVAL), shield and ABS wheel speed sensor if
equipped (Refer to 5 - BRAKES/ELECTRICAL/
FRONT WHEEL SPEED SENSOR - REMOVAL).
(4) Remove the front halfshaft nut (if equipped).

Fig. 18 LOWER BALL JOINT SEPARATION
1 - STEERING KNUCKLE
2 - SPECIAL TOOL 8677

2 - 18

FRONT - INDEPENDENT FRONT SUSPENSION

KNUCKLE (Continued)
(8) Remove the hub/bearing from the steering
knuckle (Refer to 2 - SUSPENSION/FRONT/HUB /
BEARING - REMOVAL).

INSTALLATION
CAUTION: The ball joint stud tapers must be
CLEAN and DRY before installing the knuckle.
Clean the stud tapers with mineral spirits to remove
dirt and grease.
NOTE: When installing hub/bearing with ABS
brakes, position the speed sensor opening towards
the front of the vehicle.
(1) Install the hub/bearing to the steering knuckle
and tighten the bolts to 163 N·m (120 ft. lbs.)(LD) or
176 N·m (130 ft. lbs.)(HD 4X2) (Fig. 19).
(2) Install the knuckle onto the upper and lower
ball joints (Fig. 19).

(8) Install the ABS wheel speed sensor if equipped
(Refer to 5 - BRAKES/ELECTRICAL/FRONT WHEEL
SPEED SENSOR - INSTALLATION) and brake shield,
rotor and caliper (Refer to 5 - BRAKES/HYDRAULIC/
MECHANICAL/ROTORS - INSTALLATION).
(9) Install the wheel and tire assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(10) Remove the support and lower the vehicle.
(11) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

LOWER BALL JOINT
DIAGNOSIS AND TESTING - LOWER BALL
JOINT
NOTE: If the ball joint is equipped with a lubrication
fitting, grease the joint then road test the vehicle
before performing test.
(1) Raise the front of the vehicle. Place safety floor
stands under both lower control arms as far outboard
as possible. Lower the vehicle to allow the stands to
support some or all of the vehicle weight.
(2) Mount a dial indicator solidly to the topside of
the lower control arm and then zero the dial indicator.
(3) Position the indicator plunger against the bottom surface of the steering knuckle.
NOTE: The dial indicator plunger must be perpendicular to the machined surface of the steering
knuckle.

Fig. 19 STEERING KNUCKLE
1 - STEERING KNUCKLE
2 - LOWER CONTROL ARM
3 - LOWER BALL JOINT NUT

(3) Install the upper and lower ball joint nuts.
Tighten the upper ball joint nut to 54 N·m (40 ft.
lbs.) (on 1500 series only an additional 90° turn is
required) and the lower ball joint nut to 52 N·m (38
ft. lbs.)(on 1500 series only an additional 90° turn is
required)(LD) or 135 N·m (100 ft. lbs.)(HD 4X2).
(4) Remove the hydraulic jack from the lower suspension arm.
(5) Install the tie rod end and tighten the nut to
61 N·m (45 ft. lbs.).
(6) Install the front halfshaft into the hub/bearing
(if equipped).
(7) Install the the halfshaft nut and tighten to 251
N·m (185 ft. lbs.) (if equipped).

(4) Position a pry bar under the tire assembly. Pry
upwards on the tire assembly.
(5) If the travel exceeds 0.5 mm (0.020 in.), replace
the lower ball joint (Refer to 2 - SUSPENSION/
FRONT/LOWER BALL JOINT - REMOVAL).

REMOVAL
(1) Remove the tire and wheel assembly.
(2) Remove the brake caliper and rotor (Refer to 5
- BRAKES/HYDRAULIC/MECHANICAL/ROTORS REMOVAL).
(3) Disconnect the tie rod from the steering
knuckle (Refer to 19 - STEERING/LINKAGE/TIE
ROD END - REMOVAL).
(4) Remove the steering knuckle (Fig. 20)(Refer to
2 - SUSPENSION/FRONT/KNUCKLE - REMOVAL).
(5) Move the halfshaft to the side and support the
halfshaft out of the way (If Equipped).
(6) Remove the snap ring, from the lower control
arm (HD 4X2 only)

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 19

LOWER BALL JOINT (Continued)
(1) Install the ball joint into the control arm and
press in using special tools C-4212–F (press), 8698-1
(driver) and 8698-3 (receiver) (Fig. 22).

Fig. 20 LOWER BALL JOINT SEPARATION
1 - STEERING KNUCKLE
2 - SPECIAL TOOL 8677

NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation process.
(7) Press the ball joint from the lower control arm
using special tools C-4212–F (PRESS), 8698-2
(RECEIVER) and 8698-3 (DRIVER) (Fig. 21).

Fig. 21 REMOVAL LOWER BALL JOINT
1
2
3
4

PRESS - C-4212-F
DRIVER - 8698-3
BALL JOINT
RECEIVER - 8698-2

INSTALLATION
NOTE: Extreme pressure lubrication must be used on
the threaded portions of the tool. This will increase
the longevity of the tool and insure proper operation
during the removal and installation process.

Fig. 22 INSTALL LOWER BALL JOINT
1
2
3
4
5

PRESS - C-4212-F
DRIVER - 8698-1
BALL JOINT
LOWER CONTROL ARM
RECEIVER - 8698-3

(2) Install the ball joint boot.
(3) Stake the ball joint flange in four evenly
spaced places around the ball joint flange, using a
chisel and hammer (LD only).
(4) Replace the snap ring (HD 4X2 only)
(5) Remove the support for the halfshaft and
install into position (If Equipped).
(6) Install the steering knuckle (Refer to 2 - SUSPENSION/FRONT/KNUCKLE - INSTALLATION).
(7) Install the tie rod end into the steering knuckle
(Refer to 19 - STEERING/LINKAGE/TIE ROD END INSTALLATION).
(8) Install and tighten the halfshaft nut to 251
N·m (185 ft. lbs.). (If Equipped).
(9) Install the brake caliper and rotor (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
INSTALLATION).
(10) Install the tire and wheel assembly (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(11) Check the vehicle ride height (Refer to 2 SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(12) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

2 - 20

FRONT - INDEPENDENT FRONT SUSPENSION

LOWER CONTROL ARM
REMOVAL
REMOVAL - 4X4 (LD)
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the upper ball joint nut. Separate ball
joint from the steering knuckle with Remover 8677.
(4) Remove the front halfshaft, (Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF SHAFT REMOVAL).
(5) Remove the torsion bar, (Refer to 2 - SUSPENSION/FRONT/TRACK BAR - REMOVAL).
(6) Remove the shock absorber lower bolt.
(7) Remove the stabilizer bar link (Refer to 2 SUSPENSION/FRONT/STABILIZER
LINK
REMOVAL).
(8) Remove the lower ball joint nut. Separate ball
joint from the steering knuckle with Remover 8677.
(9) Remove the control arm pivot bolts and suspension arm from frame rail brackets (Fig. 23).

in the frame. The bell-shaped adapter goes against
the lower suspension arm. Install the nut on top of
the tool at the shock hole.
(6) Tighten the spring compressor nut against bellshaped adapter finger tight then loosen 1/2 turn.
NOTE: This will hold the spring in place until the
lower suspension arm is separated from the steering knuckle.
(7) Remove the stabilizer link (Refer to 2 - SUSPENSION/FRONT/STABILIZER LINK - REMOVAL).
(8) Remove the lower ball joint nut at the steering
knuckle.
(9) Install Ball Joint Remover tool 8677 on the
lower ball joint and separate the ball joint from the
knuckle.
NOTE: Do not allow the upper control arm and
steering knuckle to rebound downwards they must
be supported.
(10) Support the upper control arm and steering
knuckle out of the way.
(11) Remove the lower control arm support.
(12) Tighten the spring compressor tool to allow
clearance for the lower ball joint to be removed out of
the knuckle.
(13) Loosen the tension on the spring compressor
tool slowly allowing the lower suspension arm to
pivot downward.
(14) Remove the spring compressor tool.
(15) Remove coil spring and isolator pad from the
vehicle (Fig. 26).
(16) Remove the front and rear pivot bolts (Fig.
24).
(17) Remove the lower control arm.

Fig. 23 LOWER CONTROL ARM
1
2
3
4
5

LOWER CONTROL ARM
UPPER CONTROL ARM
FRONT BOLT
NUTS
REAR BOLT

REMOVAL - 4X2
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Support the lower control arm at the outboard
side of the lower control arm to support vehicle
weight.
(4) Remove the shock (Refer to 2 - SUSPENSION/
FRONT/SHOCK - REMOVAL).
(5) Install Spring Compressor DD-1278 up through
the lower suspension arm, coil spring and shock hole

Fig. 24 LOWER CONTROL ARM - 4X2
1 - FRONT PIVOT BOLT
2 - REAR PIVOT BOLT
3 - LOWER CONTROL ARM

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 21

LOWER CONTROL ARM (Continued)

INSTALLATION
INSTALLATION - 4X4 (LD)
(1) Position the lower control arm at the frame rail
brackets. Install the pivot bolts and nuts. Tighten the
nuts finger-tight.
CAUTION: The ball joint stud taper must be CLEAN
and DRY before installing the knuckle. Clean the
stud taper with mineral spirits to remove dirt and
grease.
(2) Insert the lower ball joint into the steering
knuckle. Install and tighten the retaining nut to 52
N·m (38 ft. lbs.)(on 1500 series only an additional 90°
turn is required).
(3) Install the torsion bar, (Refer to 2 - SUSPENSION/FRONT/TRACK BAR - INSTALLATION).
(4) Install shock absorber lower bolt and tighten to
135 N·m (100 ft. lbs.).
(5) Install the front halfshaft, (Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF SHAFT INSTALLATION).
(6) Insert the upper ball joint into the steering
knuckle. Install and tighten the retaining nut to 54
N·m (40 ft. lbs.)(on 1500 series only an additional 90°
turn is required).
(7) Install the stabilizer bar link (Refer to 2 - SUSPENSION/FRONT/STABILIZER LINK - INSTALLATION).
(8) Tighten the lower control arm front pivot nut
to 204 N·m (150 ft. lbs.). Tighten rear pivot bolt to
204 N·m (150 ft. lbs.).
(9) Install the wheel and tire assembly,(Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(10) Remove the support and lower the vehicle.
(11) Adjust the front suspension height and perform a wheel alignment (Refer to 2 - SUSPENSION/
WHEEL ALIGNMENT - STANDARD PROCEDURE).

INSTALLATION - 4X2
(1) Install the lower control arm into place on the
vehicle.
(2) Install the front and rear control arm pivot
bolts finger tight.
(3) Install the coil spring into the frame pocket(Refer to 2 - SUSPENSION/FRONT/SPRING - INSTALLATION).
(4) Install the Spring Compressor DD-1278 up
through the lower suspension arm, coil spring and
shock hole in the frame.
(5) Tighten the tool nut to compress the coil
spring.
(6) Remove the support from the upper control
arm and steering knuckle.

(7) Position the lower ball joint into the steering
knuckle.
(8) Install the retaining nut on the lower ball joint
and tighten to 52 N·m (38 ft. lbs.)(on 1500 series only
an additional 90° turn is required) or 135 N·m (100
ft. lbs.)(HD 4X2 only).
(9) Support the lower control arm at the outboard
side of the lower control arm to support vehicle
weight.
(10) Remove the spring compressor tool.
(11) Install the shock absorber. (Refer to 2 - SUSPENSION/FRONT/SHOCK - INSTALLATION).
(12) Install the stabilizer link (Refer to 2 - SUSPENSION/FRONT/STABILIZER LINK - INSTALLATION).
(13) Remove the lower control arm support.
(14) Install the wheel and tire assembly and lower
the vehicle. (Refer to 22 - TIRES/WHEELS/WHEELS
- STANDARD PROCEDURE).
(15) Lower the vehicle to the floor with vehicle
weight and Tighten the front and rear control arm
pivot bolts to 204 N·m (150 ft. lbs.)(LD) or 285 N·m
(210 ft. lbs.)(HD 4X2 only).
(16) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

SPRING
REMOVAL
(1) Raise and support vehicle.
(2) Remove the front wheel and tire assembly.
(3) Support the lower control arm at the outboard
side of the lower control arm to support vehicle weight.
(4) Remove the shock absorber (Refer to 2 - SUSPENSION/FRONT/SHOCK - REMOVAL).
(5) Install Spring Compressor DD-1278 up through
the lower suspension arm, coil spring and shock hole
in the frame. The bell-shaped adapter goes against
the lower suspension arm. Install the nut on top of
the tool at the shock hole (Fig. 25).
(6) Tighten the spring compressor nut against bellshaped adapter finger tight then loosen 1/2 turn.
NOTE: This will hold the spring in place until the
lower suspension arm is separated from the steering knuckle.
(7) Remove the stabilizer link (Refer to 2 - SUSPENSION/FRONT/STABILIZER LINK - REMOVAL).
(8) Remove the lower ball joint nut at the steering
knuckle.
(9) Install Ball Joint Remover tool 8677 on the
lower ball joint and separate the ball joint from the
knuckle.
(10)

2 - 22

FRONT - INDEPENDENT FRONT SUSPENSION

SPRING (Continued)

Fig. 25 SPRING COMPRESSOR TOOL
1 - SPECIAL TOOL DD-1278
2 - BELL-SHAPED ADAPTER

NOTE: Do not allow the upper control arm and
steering knuckle to rebound downwards they must
be supported.Support the upper control arm and
steering knuckle out of the way.
(11) Remove the lower control arm support.
(12) Tighten the spring compressor tool to allow
clearance for the lower ball joint to be removed out of
the knuckle.
NOTE: It may necessary to loosen the control arm
pivot bolt to allow downward swing.
(13) Loosen the tension on the spring compressor
tool slowly allowing the lower suspension arm to
pivot downward.
(14) Remove the spring compressor tool.
(15) Remove coil spring and isolator pad from the
vehicle (Fig. 26).

INSTALLATION
(1) Tape the isolator pad to the top of the coil
spring. Position the spring in the lower suspension
arm well. Be sure that the coil spring is seated in the
well.
(2) Install Spring Compressor DD-1278 up through
the lower suspension arm, coil spring and shock hole
in the frame.
(3) Tighten the tool nut to compress the coil
spring.

Fig. 26 COIL SPRING
1
2
3
4
5

COIL SPRING
STEERING KNUCKLE
OUTER TIE ROD END
LOWER CONTROL ARM
SHOCK

(4) Remove the support from the upper control
arm and steering knuckle.
(5) Position the lower ball joint into the steering
knuckle.
(6) Install the retaining nut on the lower ball joint
and tighten to 52 N·m (38 ft. lbs.)(on 1500 series only
an additional 90° turn is required) or 135 N·m (100
ft. lbs.)(HD 4X2 only).
(7) Remove the spring compressor tool.
(8) Support the lower control arm at the outboard
side of the lower control arm to support vehicle
weight.
(9) Install the shock absorber. (Refer to 2 - SUSPENSION/FRONT/SHOCK - INSTALLATION).
(10) Install the stabilizer link (Refer to 2 - SUSPENSION/FRONT/STABILIZER LINK - INSTALLATION).
(11) Remove the lower control arm support.
(12) Install the wheel and tire assembly and lower
the vehicle. (Refer to 22 - TIRES/WHEELS/WHEELS
- STANDARD PROCEDURE).
(13) Lower the vehicle to the floor with vehicle
weight and Tighten the front and rear control arm
pivot bolts if loosened to 204 N·m (150 ft. lbs.)(LD) or
285 N·m (210 ft. lbs.)(HD 4X2 only).
(14) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 23

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.

INSULATOR & RETAINER
NUT
SHOCK ABSORBER
BOLT

vehicle.
control arm outboard end.
shock absorber nut, retainer
nuts and remove the shock

INSTALLATION - 4X4

REMOVAL - 4X2

REMOVAL - 4X4
(1)
(2)
(3)
(4)
lator
(5)
(6)

(1) Install the lower retainer and grommet on the
shock absorber stud. Insert the shock absorber
through the frame bracket hole.
(2) Install the lower nuts and tighten the nuts to
34 N·m (25 ft. lbs.).
(3) Install the upper grommet, retainer and new
nut or use Mopar Lock ’N Seal or Loctitet 242 on
existing nut, on the shock absorber stud. Tighten nut
to 54 N·m (40 ft. lbs.).
(4) Remove the support from the lower control arm
outboard end.
(5) Lower the vehicle.

REMOVAL
(1) Raise and support
(2) Support the lower
(3) Remove the upper
and grommet.
(4) Remove the lower
absorber.

Fig. 27 SHOCK 4X4
1
2
3
4

Raise and support the vehicle.
Remove the tire and wheel assembly.
Support the lower control arm outboard end.
Remove the upper shock nut and with the insuand retainer (Fig. 27).
Remove the lower shock bolt (Fig. 27).
Remove the shock

INSTALLATION
INSTALLATION - 4X2
NOTE: Upper shock nut must be replaced or use
Mopar Lock ’N Seal or LoctiteT 242 on existing nut.

(1) Install the upper part of the shock into the
frame bracket with the insulators and retainers (Fig.
27).
(2) Install the nut and Tighten to 54 N·m (40 ft.
lbs.).
(3) Install the lower part of the shock into the
lower control arm and Tighten the bolt to 135 N·m
(100 ft. lbs.) (Fig. 27).
(4) Remove the support from the lower control arm
outboard end.
(5) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(6) Remove the support and lower the vehicle.

2 - 24

FRONT - INDEPENDENT FRONT SUSPENSION

(2) Position the stabilizer bar on the frame crossmember brackets and install the bracket and bolts
finger-tight (Fig. 29).

STABILIZER BAR
DESCRIPTION
The bar extends across the front underside of the
chassis and connects to the frame crossmember. The
ends of the bar mount to the lower suspension arm.
All mounting points of the stabilizer bar are isolated
by bushings (Fig. 28).

NOTE: Check the alignment of the bar to ensure
there is no interference with the either frame rail or
chassis component. Spacing should be equal on
both sides.
(3) Install the stabilizer bar to the stabilizer link
and install the grommets and retainers.
(4) Install the nuts to the stabilizer link and
tighten to 38 N·m (27 ft. lbs.).
(5) Tighten the brackets to the frame to 61 N·m
(45 ft. lbs.).

STABILIZER LINK
REMOVAL
REMOVAL - 4X4

Fig. 28 STABILIZER BAR

OPERATION
The stabilizer bar is used to minimize vehicle front
sway during turns. The bar helps to maintain a flat
attitude to the road surface.

REMOVAL
NOTE: To service the stabilizer bar the vehicle
should be on a drive on hoist. The vehicle suspension must be at curb height for stabilizer bar installation.
(1) Remove the stabilizer bar link upper nuts
remove the retainers and grommets (Fig. 29).
(2) Remove the stabilizer bar retainer, bolts
retainers from the frame crossmember (Fig. 29)
remove the bar.
(3) If necessary, remove the bushings from the
bilizer bar.

(1)
(2)
(3)
(Fig.
(4)
(Fig.

Raise and support the vehicle.
Remove the lower nut (Fig. 29).
Remove the upper nut, retainers and grommets
29).
Remove the stabilizer link from the vehicle
29).

REMOVAL - 4X2
(1)
(2)
(3)
(Fig.
(4)
(Fig.

Raise and support the vehicle.
Remove the lower nut (Fig. 29).
Remove the upper nut, retainer and grommets
29).
Remove the stabilizer link from the vehicle
29).

and
and
and
sta-

INSTALLATION
NOTE: To service the stabilizer bar the vehicle must
be on a drive on hoist. The vehicle suspension
must be at curb height for stabilizer bar installation.
(1) If removed, install the bushings on the stabilizer bar.

Fig. 29 STABILIZER LINK
1 - STABILIZER LINK
2 - SWAY BAR BRACKET

FRONT - INDEPENDENT FRONT SUSPENSION

2 - 25

STABILIZER LINK (Continued)

INSTALLATION
INSTALLATION - 4X4
(1) Install the stabilizer link to the vehicle.
(2) Install the lower nut and Tighten to 102 N·m
(75 ft. lbs.).
(3) Install the retainers, grommets and upper nut
and Tighten to 38 N·m (27 ft. lbs.).
(4) Remove the support and lower the vehicle.

(5) Increase the tension on the anchor arm tool
until the load is removed from the adjustment bolt
and the adjuster nut (Fig. 30).
(6) Turn the adjustment bolt counterclockwise to
remove the bolt and the adjuster nut..
(7) Remove the Special Tool - 8686, allowing the
torsion bar to unload (Fig. 30).

INSTALLATION - 4X2
(1) Install the stabilizer link to the vehicle (Fig.
29).
(2) Install the lower nut and Tighten to 102 N·m
(75 ft. lbs.).
(3) Install the retainers, grommets and upper nut
and Tighten to 38 N·m (27 ft. lbs.).
(4) Remove the support and lower the vehicle.

TORSION BAR
DESCRIPTION
The front of the bar connects to the back side of
the lower suspension arm. The rear end of the bar is
mounted in a anchor that rests in the frame crossmember.

OPERATION
The torsion bars are used to control ride height
and ride quality. The vehicle height is adjusted
through an anchor adjustment bolt that increases or
decreases the wind up of the torsion bar. Increasing
or decreasing the bar angle changes the wind up of
the suspension arms.

Fig. 30 LOADING/UNLOADING TORSION BAR
1 - SPECIAL TOOL – 8686
2 - CROSSMEMBER

(8) Remove torsion bar and anchor. Remove anchor
from torsion bar (Fig. 31).
(9) Remove all foreign material from torsion bar
mounting in anchor and suspension arm.
(10) Inspect adjustment bolt, bearing and swivel
for damage.

REMOVAL
CAUTION: The left and right side torsion bars are
NOT interchangeable. The bars are identified and
stamped R or L, for right or left. The bars do not
have a front or rear end and can be installed with
either end facing forward.
(1) Raise and support the vehicle with the front
suspension hanging.
(2) Remove the transfer case skid plate (Refer to
13 - FRAME & BUMPERS/FRAME/TRANSFER
CASE SKID PLATE - REMOVAL).
NOTE: Count and record the number of turns for
installation reference.
(3) Mark the adjustment bolt setting.
(4) Install Special Tool - 8686 to the anchor arm
and the cross member (Fig. 30).

Fig. 31 TORSION BAR
1
2
3
4

- ANCHOR
- SWIVEL
- TORSION BAR
- LOWER CONTROL ARM

2 - 26

FRONT - INDEPENDENT FRONT SUSPENSION

TORSION BAR (Continued)

INSTALLATION
CAUTION: The left and right side torsion bars are
NOT interchangeable. The bars are identified and
stamped R or L, for right or left. The bars do not
have a front or rear end and can be installed with
either end facing forward.
(1) Insert torsion bar ends into anchor and suspension arm.
(2) Position the anchor in the frame crossmember.
(3) Install Special Tool - 8686 to the anchor and
the crossmember (Fig. 30).
(4) Increase the tension on the anchor in order to
load the torsion bar.
(5) Install the adjustment bolt and the adjuster
nut.
(6) Turn adjustment bolt clockwise the recorded
amount of turns.
(7) Remove tool - 8686 from the torsion bar crossmember (Fig. 30).
(8) Install the transfer case skid plate (Refer to 13
- FRAME & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - INSTALLATION).
(9) Lower vehicle and adjust the front suspension
height (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE).
(10) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

(3) Mount a dial indicator solidly to the frame and
then zero the dial indicator.
(4) Position dial indicator plunger on the topside of
the upper ball joint (Fig. 32).
NOTE: The dial indicator plunger must be perpendicular to the machined surface of the ball joint
(Fig. 32).
NOTE: Use care not to pry or tear the ball joint
boot, when checking the free play.
(5) Position a pry bar between the steering
knuckle and the upper control arm. Pry upwards on
the upper control arm (Fig. 32).
(6) If the travel exceeds 0.5 mm (0.020 in.), replace
the upper control arm since the upper ball joint is
integral to the arm (Refer to 2 - SUSPENSION/
FRONT/UPPER CONTROL ARM - REMOVAL).
(7) If the upper ball joint is within specs reinstall
the front tires (Refer to 22 - TIRES/WHEELS/
WHEELS - STANDARD PROCEDURE).

UPPER BALL JOINT
DIAGNOSIS AND TESTING - UPPER BALL
JOINT
NOTE: If the ball joint is equipped with a lubrication
fitting, grease the joint then road test the vehicle
before performing test.
(1) Raise the front of the vehicle. Place safety floor
stands under both lower control arms as far outboard
as possible. Lower the vehicle to allow the stands to
support some or all of the vehicle weight.
(2) Remove the front tires.

Fig. 32 UPPER BALL JOINT PLAY
1
2
3
4
5

DIAL INDICATOR
UPPER CONTROL ARM
PRY BAR
KNUCKLE
BALL JOINT BOOT

FRONT - INDEPENDENT FRONT SUSPENSION

UPPER CONTROL ARM

2 - 27

(5) Remove the control arm pivot bolts and remove
control arm (Fig. 34).

REMOVAL
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove the nut from upper ball joint.
(4) Separate upper ball joint from the steering
knuckle with Remover 8677 (Fig. 33)
CAUTION: When installing Remover 8677 to separate the ball joint, be careful not to damage the ball
joint seal.

Fig. 34 UPPER CONTROL ARM
1 - REAR PIVOT BOLT
2 - FRONT PIVOT BOLT
3 - UPPER CONTROL ARM

INSTALLATION

Fig. 33 UPPER BALL JOINT SEPARATION
1 - UPPER CONTROL ARM
2 - REMOVER
3 - STEERING KNUCKLE

(1) Position the control arm into the frame brackets. Install bolts and tighten to 132 N·m (97 ft.
lbs.)(LD) or 170 N·m (125 ft. lbs.)(HD 4X2 only).
(2) Insert the ball joint in steering knuckle and
tighten the upper ball joint nut to 54 N·m (40 ft.
lbs.)(on 1500 series only an additional 90° turn is
required).
(3) Install the wheel and tire assembly,(Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(4) Remove the support and lower vehicle.
(5) Perform a wheel alignment, (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

2 - 28

FRONT - LINK/COIL

FRONT - LINK/COIL
TABLE OF CONTENTS
page
FRONT - LINK/COIL
SPECIFICATIONS
TORQUE CHART . . . .
SPECIAL TOOLS
9 1/4 AA
..........
HUB / BEARING
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
LOWER BALL JOINT
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
UPPER BALL JOINT
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
KNUCKLE
REMOVAL . . . . . . . . . . .
INSTALLATION . . . . . . .
UPPER SUSPENSION ARM
REMOVAL
REMOVAL - LEFT . . .

. . . . . . . . . . . . . . . . . . 28
. . . . . . . . . . . . . . . . . . 29
. . . . . . . . . . . . . . . . . . 30
. . . . . . . . . . . . . . . . . . 31
. . . . . . . . . . . . . . . . . . 32
. . . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . . 34
. . . . . . . . . . . . . . . . . . 34

page
REMOVAL - RIGHT . . . . . . . . . . .
INSTALLATION
INSTALLATION - LEFT . . . . . . . . .
INSTALLATION - RIGHT
.......
LOWER SUSPENSION ARM
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SHOCK
DIAGNOSIS AND TESTING - SHOCK
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
SPRING
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
STABILIZER BAR
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .

. . . . . . . . . 34
. . . . . . . . . 34
. . . . . . . . . 34
. . . . . . . . . 35
. . . . . . . . . 35
. . . . . . . . 35
. . . . . . . . . 35
. . . . . . . . . 35
. . . . . . . . . 36
. . . . . . . . . 36
. . . . . . . . . 37
. . . . . . . . . 37

. . . . . . . . . . . . . . . . . . 34

FRONT - LINK/COIL
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION
Shock Absorber
Upper Nut
Shock Absorber
Lower Bolt
Lower Suspension Arm
Frame Nuts
Lower Suspension Arm
Axle Nut
Upper Suspension Arm
Frame Nuts
Upper Suspension Arm
Axle Nut
Stabilizer Bar
Frame Bolt
Stabilizer Link
Lower Control Arm Nut

N·m
54

Ft. Lbs.
40

In. Lbs.
—

121

—

217

160

—

217

160

—

149

110

—

149

110

—

102

—

FRONT - LINK/COIL

2 - 29

FRONT - LINK/COIL (Continued)
DESCRIPTION
Stabilizer Link
Stabilizer Bar Nut
Hub/Bearing
Bolts
Axle Nut

Tie Rod End
Nut

N·m
38

Ft. Lbs.
27

In. Lbs.
—

202

149

—

179 Beginning Torque, Then
Rotate 5 to 10 Times With a
Final Torque of 356
75

132 Beginning Torque, Then
Rotate 5 to 10 Times With a
Final Torque of 263
55

—

NOTE: Suspension components with rubber/urethane bushings 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.

SPECIAL TOOLS
9 1/4 AA

REMOVER / INSTALLER BALLJOINT - 8445

Puller C-3894–A

RECEIVER CUP - 6761

Remover, Wheel Stud C-4150A

BALL JOINT PRESS - C-4212F

BALLJOINT RECIEVER/INSTALLER KIT- 8975

2 - 30

FRONT - LINK/COIL

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.
1).

(7) Back off the hub/bearing mounting bolts 1/4
inch each (Fig. 3). 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. 3 Hub/Bearing Mounting Bolts
1 - SOCKET AND EXTENSION
2 - ROTOR AND HUB
3 - STEERING KNUCKLE

Fig. 1 Hub Extension
1 - HUB EXTENSION
2 - HUB

(9) Remove the rotor assembly (Fig. 4), brake
shield and spacer from the steering knuckle.

(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. 2).

Fig. 4 Rotor Hub/Bearing Assembly
Fig. 2 Hub Nut Cotter Pin
1 - HUB NUT
2 - COTTER PIN

(6) Disconnect the ABS wheel speed sensor wire
from under the hood. Remove the sensor wire from
the frame and steering knuckle if equipped.

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. 5).
(11) Remove the wheel speed sensor (Fig. 6) from
the hub bearing if equipped.

FRONT - LINK/COIL

2 - 31

HUB / BEARING (Continued)

Fig. 5 ROTOR AND HUB/BEARING
1 - HUB BEARING
2 - ROTOR

Fig. 7 Rotor, Hub/Bearing And Stud
1 - HUB BEARING
2 - ROTOR
3 - STUD

NOTE: If the vehicle is equipped with a wheel speed
sensor the brake shield must be positioned on the
hub bearing (Fig. 10).

Fig. 6 Wheel Speed Sensor
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. 7).
(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. 8) and brake
shield (Fig. 9) on bolts just installed in knuckle.

Fig. 8 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.

2 - 32

FRONT - LINK/COIL

HUB / BEARING (Continued)

Fig. 9 Brake Shield
1 - BRAKE SHIELD
2 - HUB BEARING BOLTS
3 - STEERING KNUCKLE

(9) Install the remaining bolts. Tighten the hub/
bearing bolts to 202 N·m (149 ft. lbs.
(10) Install the washer and axle nut and tighten a
beginning torque of 179 N·m (132 ft. lbs.).
(11) Rotate the axle 5 to 10 times to seat the hub
bearing.
(12) Tighten to a final torque of 356 N·m (263 ft.
lbs.).
(13) Align the axle nut to the next forward cotter
pin hole and install a new cotter pin in the axle nut.
(14) Install the brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(15) Install the sensor wire to the steering knuckle
and frame and if equipped. Connect the wheel speed
sensor wire under the hood.
(16) Install the wheel and tire assemblies, (Refer
to 22 - TIRES/WHEELS/WHEELS - STANDARD
PROCEDURE).
(17) Remove the support and lower the vehicle.
(18) 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.

LOWER BALL JOINT
REMOVAL
(1) Remove lower snap ring from the lower ball
joint (Fig. 11).

Fig. 10 Brake Shield With Wheel Speed Sensor
1 - WHEEL SPEED SENSOR
2 - HUB BEARING
3 - SHIELD

(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.

Fig. 11 LOWER SNAP RING
(2) Position special tool 8975–2 (RECEIVER) and
8975–4 (DRIVER) with tool C4212–F as shown to
remove lower ball stud (Fig. 12).

FRONT - LINK/COIL

2 - 33

LOWER BALL JOINT (Continued)

UPPER BALL JOINT
REMOVAL
(1) Position special tool 6761 (RECEIVER) and
8445–3 (DRIVER) with C-4212–F as shown to
remove upper ball stud (Fig. 14).

Fig. 12 LOWER BALL JOINT REMOVAL
1
2
3
4

SPECIAL TOOL C4212-F
SPECIAL TOOL 8975-2
KNUCKLE
SPECIAL TOOL 8975-4

INSTALLATION
(1) Position special tool 8975–1 (DRIVER) and
8975–3 (RECEIVER) with C4212–F as shown to
install lower ball stud (Fig. 13).

Fig. 14 UPPER BALL JOINT REMOVAL
1
2
3
4

SPECIAL TOOL C4212-F
SPECIAL TOOL 6761
KNUCKLE
SPECIAL TOOL 8445-3

INSTALLATION
(1) Position special tool 8445–2 (DRIVER) and
8975–5 (RECEIVER) with C-42121–F as shown to
install upper ball stud (Fig. 15).

Fig. 13 LOWER BALL JOINT INSTALLATION
1
2
3
4
5

SPECIAL TOOL C4212-F
SPECIAL TOOL 8975-1
BALL JOINT
KNUCKLE
SPECIAL TOOL 8975-3

Fig. 15 UPPER BALL JOINT INSTALLATION
1
2
3
4
5

SPECIAL TOOL C4212-F
SPECIAL TOOL 8445-2
BALL JOINT
KNUCKLE
SPECIAL TOOL 8975-5

2 - 34

FRONT - LINK/COIL

KNUCKLE
REMOVAL
(1) Remove the hub bearing (Refer to 2 - SUSPENSION/FRONT/HUB / BEARING - REMOVAL).
(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 (Refer to 2 - SUSPENSION/FRONT/HUB / BEARING - INSTALLATION).
(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.

UPPER SUSPENSION ARM
REMOVAL
REMOVAL - LEFT
(1) Raise and support the vehicle.
(2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 16).
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.

REMOVAL - RIGHT
(1) Raise and support the vehicle.
(2) Disconnect the exhaust system at the manifolds.
(3) Disconnect the rubber exhaust mounts at the
muffler.
(4) Support the transmission.
(5) Remove the transmission cross member.
(6) Lower the exhaust system down in order to
gain access to the removal of the upper bolt.

Fig. 16 Link/Coil Suspension
1
2
3
4
5
6

STABILIZER BAR
SHOCK ABSORBER
COIL SPRING
UPPER SUSPENSION ARM
LOWER SUSPENSION ARM
TRACK BAR

(7) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.
(8) Remove the upper suspension arm nut and bolt
at the axle bracket.
(9) Remove the suspension arm from the vehicle.

INSTALLATION
INSTALLATION - LEFT
(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.).

INSTALLATION - RIGHT
(1) Position the upper suspension arm at the axle
and frame rail.
(2) Install the bolts, then finger tighten the nuts.
(3) Reconnect the rubber exhaust mounts at the
muffler.
(4) Reconnect the exhaust at the manifolds.
(5) Install the transmission crossmember.
(6) Remove the supports and lower the vehicle.
(7) 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.).

FRONT - LINK/COIL

2 - 35

LOWER SUSPENSION ARM

SHOCK

REMOVAL

DIAGNOSIS AND TESTING - SHOCK

(1) Raise and support the vehicle.
(2) Paint or scribe alignment marks on the cam
adjusters and suspension arm for installation reference (Fig. 17).

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
Fig. 17 Adjustment Cam
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.
17).

INSTALLATION
(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 217
N·m (160 ft. lbs.). Tighten rear nut at the frame
bracket to 217 N·m (160 ft. lbs.).

(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. 18).
(3) Remove the lower bolt from the axle bracket
(Fig. 19). 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).

2 - 36

FRONT - LINK/COIL

SHOCK (Continued)

SPRING
REMOVAL
(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.

Fig. 18 Shock Absorber and Bracket
1
2
3
4
5
6

GROMMET
RETAINER
BRACKET
RETAINER
SHOCK
GROMMET

Fig. 19 Shock Absorber Axle Mount
1
2
3
4

SHOCK
SPRING
FLAG NUT
SHOCK BOLT

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.
(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.

FRONT - LINK/COIL

STABILIZER BAR
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. 20).
(6) Remove the stabilizer bar clamps from the
frame rails and remove the stabilizer bar.

Fig. 20 Stabilizer Link
1 - PULLER
2 - LINK

2 - 37

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 61 N·m (45 ft. lbs.).
(3) Install links to the axle bracket and tighten
nut to 47 N·m (35 ft. lbs.).
(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.

2 - 38

REAR

REAR
TABLE OF CONTENTS
page
REAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SPRING AND
SHOCK . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . .
BUSHINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
JOUNCE BUMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
AUXILIARY SPRING BUMPERS (3500)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . 38
. . . . . 38
. . . . . 39
. . . . . 39
. . . . . 39
. . . . . 40
. . . . . 40

page
INSTALLATION . . .
SHOCK
REMOVAL . . . . . . .
INSTALLATION . . .
SPRING
DESCRIPTION . . .
OPERATION . . . . .
REMOVAL . . . . . . .
INSTALLATION . . .
SPRING TIP INSERTS
REMOVAL . . . . . . .
INSTALLATION . . .

. . . . . . . . . . . . . . . . . . . . . . 40
. . . . . . . . . . . . . . . . . . . . . . 40
. . . . . . . . . . . . . . . . . . . . . . 40
.
.
.
.

.
.
.
.

. 41
. 41
. 41
. 41

. . . . . . . . . . . . . . . . . . . . . . 41
. . . . . . . . . . . . . . . . . . . . . . 42

. . . . . 40

REAR
DESCRIPTION
The rear suspension is comprised of:
• Shock Absorbers
• Jounce Bumpers
• Stabilizer Bar (optional)
• Leaf Springs
• Auxiliary Leaf Spring (3500 series)
• Auxiliary Spring Bumpers (3500 series)
• 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.

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.

REAR

2 - 39

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

135

100

—

Shock Absorber
Upper Nut

135

100

—

Spring Clamp U-Bolts
Nuts

149

110

—

Spring
Front & Rear Bolt & Nut

163

120

—

Spring
Spring Rear Shackle Nuts

163

120

—

Jounce Bumper
Bolts

—

Auxialiary Spring Bumpers

—

BUSHINGS
REMOVAL
(1) Remove the spring from the vehicle.
(2) Make small relief cuts in the flared up end of
the bushing metal being careful not to cut the spring.
Use a punch to bend the flared bushing metal down
for push out.
(3) Position the spring eye in a press.
(4) Press the bushing out with an appropriate size
driver.

INSTALLATION
(1) Press new bushing into the spring eye with an
appropriate size driver. The bushing should be centered in the spring eye.
(2) Stake the outermetal of the bushing in a minimum of six points to retain the bushing.
(3) Install the spring on the vehicle.

2 - 40

REAR

JOUNCE BUMPER
REMOVAL
(1) Remove the two bolts securing the jounce
bumper to the bracket (Fig. 1).
(2) Remove the jounce bumper.

Fig. 2 AUXILIARY SPRING BUMPER (3500)
1 - NUTS
2 - AUXILIARY SPRING BUMPERS

SHOCK
Fig. 1 JOUNCE BUMPER
1 - MOUNTING BOLTS
2 - JOUNCE BUMPER

INSTALLATION

REMOVAL
(1)
(2)
(3)
(4)

Raise vehicle and support the axle.
Remove the upper shock bolt and nut (Fig. 3).
Remove the lower shock bolt and nut.
Remove the rear shock absorber from the vehicle.

(1) Install the jounce bumper.
(2) Install the two bolts securing the jounce
bumper to the bracket. Tighten the bolts to 40 N·m
(30 ft. lbs.).

AUXILIARY SPRING BUMPERS
(3500)
REMOVAL
(1) Remove the nut securing the auxiliary spring
bumper to the bracket (Fig. 2).
(2) Remove the auxiliary spring bumper.

INSTALLATION
(1) Install the auxiliary spring bumper.
(2) Install the nut securing the auxiliary spring
bumper to the bracket (Fig. 2). Tighten the nut to 61
N·m (45 ft. lbs.).

Fig. 3 SHOCK ABSORBER
1 - NUT
2 - AXLE
3 - SHOCK ABSORBER

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 135 N.m (100 ft. lbs.)
(4) Remove the support and lower the vehicle.

REAR

INSTALLATION

SPRING
DESCRIPTION
The rear suspension system uses a multi-leaf
springs and a solid drive axle. The forward end of the
springs are mounted to the body rail hangers
through rubber bushings. The rearward end of the
springs are attached to the body by the use of shackles. The spring and shackles use rubber bushings.

OPERATION
The springs control ride quality and maintain vehicle ride height. The shackles allow the springs to
change their length as the vehicle moves over various
road conditions.

REMOVAL
(1)
(2)
ture.
(3)
plate
(4)
front
(5)

2 - 41

Raise and support the vehicle.
Support the axle with a suitable holding fixRemove the nuts, spring clamp bolts and the
that attach the spring to the axle (Fig. 4).
Remove the nuts and bolts from the spring
and rear shackle (Fig. 4).
Remove the spring from the vehicle.

(1) Position spring on axle shaft tube so spring
center bolt is inserted into the locating hole in the
axle tube.
(2) Align the front of the spring with the bolt hole in
the front bracket. Install the eye pivot bolt and nut.
(3) Align the rear of the spring into the shackle
and install the bolt and nut.
(4) Tighten the spring front and rear eye pivot bolt
snug do not torque.
(5) Install the spring clamp bolts, plate and the
retaining nuts.
(6) Remove the holding fixture for the rear axle.
(7) Remove the supports and lower the vehicle so
that the weight is being supported by the tires.
(8) Tighten the spring clamp retaining nuts to 149
N·m (110 ft. lbs.).
(9) Tighten the spring front and rear pivot bolt
nuts to 163 N·m (120 ft. lbs.).

SPRING TIP INSERTS
REMOVAL
(1) Raise and support the vehicle.
(2) Remove both rear tireand wheel assemblies
(3) Position a large C-Clamp adjacent to the spring
clinch clip and clamp the leaves of the spring together
CAUTION: When working on the front leaf spring
clinch clamps finish the front before starting on the
rear to prevent personal injury.
(4) Use an appropriate pry bar to bend open the
spring clinch clip (Fig. 5). If necessary, remove the
existing spring clinch clip isolators.

Fig. 4 REAR SPRING
1
2
3
4
5
6

LEAF SPRING
PLATE
NUTS
FRONT NUT & BOLT
SPRING CLAMP BOLTS
SHACKLES

Fig. 5 C-CLAMP AND PRY BAR
1 - REAR LEAF SPRING CLINCH CLAMP
2 - PRY BAR
3 - C-CLAMP

2 - 42

REAR

SPRING TIP INSERTS (Continued)
(5) Use the pry bar to spread apart the leaf (Fig.
6). The clearance between the leaves should be
enough to remove the old liner (if necessary) and
install the replacement liner.

NOTE: THE SPRING TIP LINER IS PROPERLY
INSTALLED WHEN THE RETAINING PIN IS POINTING TOWARD THE PAVEMENT AND THE WEAR PAD
IS CONTACTING THE LEAF SPRING.

Fig. 6 SPRING SEPARATION

Fig. 8 CLINCH CLIP

1 - REAR LEAF SPRING
2 - PRY BAR

(6) If necessary, remove the old spring tip liner
(Fig. 7).

1 - C-CLAMP
2 - SPRING CLINCH CLAMP

(3) Apply a small amount of lubricant oil onto the
tip liner wear pad.
(4) Install all the spring tip liners.
(5) Place one spring clinch clip isolator onto the
outboard side of the spring clinch clip (Fig. 9) and
one isolator on the inboard side of the spring clinch
clip.

Fig. 7 SPRING TIP LINER REMOVAL
1 - SPRING TIP LINER
2 - RUBBER MALLET

INSTALLATION
(1) With the prybar still inserted between the
leaves, install a new spring tip liner onto the leaf.
(2) Firmly seat the spring tip liner onto the leaf. A
C-Clamp can be used to compress the adjacent leaves
together (Fig. 8) which will seat the liner retaining
pin into the hole.

Fig. 9 CLINCH CLIP ISOLATOR
1 - SPRING CLINCH CLIP ISOLATOR
2 - C-CLAMP

REAR

DR
SPRING TIP INSERTS (Continued)
(6) Using large adjustable pliers, close the spring
clinch clip until the isolator contacts the leaf spring
(Fig. 10).
CAUTION: DO NOT USE A HAMMER TO CLOSE THE
SPRING CLINCH CLIP. DAMAGE TO THE ISOLATOR
MAY RESULT.
(7) Use an appropriate pry bar to bend open the
spring clinch clip. If necessary, remove the existing
spring clinch clip isolators.
(8) Repeat procedure for the other side of the vehicle.
(9) Iinstall the tire wheel assemblies.
(10) Lower the vehicle.

Fig. 10 CLINCH CLIP REASSEMBLY
1 - SPRING CLINCH CLIP
2 - ADJUSTABLE PLIERS
3 - C-CLAMP

2 - 43

DIFFERENTIAL & DRIVELINE

3-1

DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page

page

PROPELLER SHAFT
......................1
HALF SHAFT
. . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FRONT AXLE - C205F
. . . . . . . . . . . . . . . . . . . . 18
FRONT AXLE - 9 1/4 AA . . . . . . . . . . . . . . . . . . . 45

REAR AXLE - 9 1/4 . . . . . . . . . . . . . . . . . . . . . . . 69
REAR AXLE - 10 1/2 AA . . . . . . . . . . . . . . . . . . 100
REAR AXLE - 11 1/2 AA . . . . . . . . . . . . . . . . . . 127

PROPELLER SHAFT
TABLE OF CONTENTS
page
PROPELLER SHAFT
DIAGNOSIS AND TESTING
STANDARD PROCEDURE
SPECIFICATIONS . . . . . .
SPECIAL TOOLS
......
FRONT PROPELLER SHAFT
REMOVAL
...........
INSTALLATION . . . . . . . .
REAR PROPELLER SHAFT
REMOVAL
...........

.
..
...
...

.
.
.
.

.1
.3
.6
.6

..................6
..................7

page
INSTALLATION . . . . . . . . . . . . . . . . .
CENTER BEARING
REMOVAL
....................
INSTALLATION . . . . . . . . . . . . . . . . .
ADJUSTMENTS . . . . . . . . . . . . . . . .
SINGLE CARDAN UNIVERSAL JOINTS
DISASSEMBLY . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . .

.........8
.........8
.........8
.........8
.........9
.........9

..................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.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration.

Driveline vibration can also result from loose or
damaged engine mounts.
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a 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

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.

PROPELLER SHAFT 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, are properly installed, and are 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

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.

PROPELLER SHAFT RUNOUT

Fig. 1 CLAMP SCREW AT POSITION 1
1 - CLAMP
2 - SCREWDRIVER

Fig. 2 TWO CLAMP SCREWS

(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 the 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 the 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 PROCEDURE
PROPELLER SHAFT ANGLE

Fig. 3 CLAMP SCREWS SEPARATED
1 - ⁄ INCH
12

This procedure applies to both the front/rear propeller shafts. To obtain the front output angle (A) on
the front propeller shaft, place the inclinometer the
machined surface of the C/V joint.
(1) To check driveline alignment, raise and support
the vehicle at the axles as level as possible. Allow the
wheels and propeller shaft to turn.
(2) Remove any external bearing snap rings, if
equipped from universal joint so protractor base sits
flat.

3-4

PROPELLER SHAFT

PROPELLER SHAFT (Continued)
(3) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
NOTE: Always make measurements from front to
rear and from the same side of the vehicle.
(4) 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 yoke Output Angle (A).

Fig. 5 PROPELLER SHAFT ANGLE (C)

Fig. 4 OUTPUT ANGLE (A)
(5) 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).
(6) Rotate propeller shaft 90 degrees and place
Inclinometer on companion flange yoke bearing parallel to the shaft (Fig. 6). Center bubble in sight glass
and record measurement.
This measurement will give you the pinion
Companion Flange Input Angle (B).
(7) Subtract smaller figure from larger (C minus
A) to obtain Transmission/Transfer Case Output
Operating Angle.
(8) Subtract smaller figure from larger (C minus
B) to obtain axle Input Operating Angle.

Fig. 6 INPUT ANGLE (B)
Refer to rules given below and the example in (Fig.
7) for additional information.
• Good cancellation of U-joint operating angles
should be within 1°.
• Operating angles should be less than 3°.
• At least 1/2 of one degree continuous operating
(propeller shaft) angle.

PROPELLER SHAFT

DR
PROPELLER SHAFT (Continued)

Fig. 7 UNIVERSAL JOINT ANGLE EXAMPLE
4 - 3.0° Angle (A)
5 - Output Yoke

1 - 4.9° Angle (C)
2 - 3.2° Angle (B)
3 - Input Yoke

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.

Fig. 8 UNIVERSAL JOINT ANGLE
1 - YOKES MUST BE IN SAME PLANE

3-5

3-6

PROPELLER SHAFT

PROPELLER SHAFT (Continued)

SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Center Bearing Bolts

Front Pinion Flange Bolts

115

Rear Pinion Flange Bolts

115

SPECIAL TOOLS

FRONT PROPELLER SHAFT
REMOVAL

INCLINOMETER 7663

(1) Position transmission and transfer case into
neutral.
(2) Raise and support vehicle.
(3) Remove exhaust crossover pipe.
(4) Mark a line across the axle companion flange
and propeller shaft flange yoke (Fig. 9) for installation reference.

Bearing Splitter 1130

INSTALLER 6052
Fig. 9 COMPANION FLANGE
1
2
3
4

COMPANION FLANGE
PROPELLER SHAFT
FLANGE YOKE
REFERENCE MARK

(5)
(6)
jonit
(7)

Remove companion flange bolts.
Remove dust boot clamp (Fig. 10) from the C/V
end of the shaft.
Remove propeller shaft.

PROPELLER SHAFT

DR
FRONT PROPELLER SHAFT (Continued)

Fig. 10 DUST BOOT
1
2
3
4

C/V JOINT
TRANSFER CASE
BOOT CLAMP
PROPELLER SHAFT

Fig. 11 COMPANION FLANGE
1
2
3
4

PROPELLER SHAFT
COMPANION FLANGE
REFERENCE MARK
SHAFT FLANGE YOKE

INSTALLATION
(1) Install propeller shaft with with all reference
marks aligned.
(2) Install transfer case companion flange bolts
and tighten to 30.5 N·m (22.5 ft. lbs.).
(3) Install axle companion flange bolts and tighten
to 108 N·m (80 ft. lbs.).
(4) Install skid plate, if equipped.
(5) Lower vehicle and road test to verify repair.

REAR PROPELLER SHAFT
REMOVAL
(1) Shift transmission into Neutral.
(2) Raise and support vehicle.
(3) Mark a line across the pinion companion flange
and propeller shaft flange yoke (Fig. 11) for installation reference.
(4) Mark the outline of the center bearing (Fig. 12)
on the crossmember for installation reference, if
equipped.
(5) Remove center bearing mounting nuts, if
equipped.
(6) Remove pinion yoke companion flange bolts.
(7) Slide slip yoke off of the transmission or transfer case output shaft and remove propeller shaft.

Fig. 12 CENTER BEARING
1 - CENTER BEARING
2 - DUST BOOT
3 - MOUNTING NUTS

3-7

3-8

PROPELLER SHAFT

REAR PROPELLER SHAFT (Continued)

INSTALLATION
(1) Slide the slip yoke onto the transmission/transfer case output shaft.
(2) Align and install center bearing on crossmember, if necessary and tighten nutts to 54 N·m (40 ft.
lbs.).
(3) Align reference marks on the propeller shaft
yoke and pinion companion flange (Fig. 13).
(4) Tighten pinion companion flange bolts to 115
N·m (85 ft. lbs.).

Fig. 14 REFERENCE MARKS
1
2
3
4

REFERENCE MARK
CENTER BEARING
BOOT CLAMP
DUST BOOT

INSTALLATION
NOTE: Two types of center bearings are used and
are not interchangeable. Install the same type as
the vehicle was built with.

Fig. 13 REAR PROPELLER SHAFT
1 - COMPANION FLANGE
2 - PROPELLER SHAFT

(5) Lower the vehicle.

CENTER BEARING
REMOVAL
(1) Remove rear propeller shaft.
(2) Mark the two shafts (Fig. 14) for installation
reference.
(3) Remove slip joint boot clamp and separate the
two shafts.
(4) Use hammer and punch to tap slinger away
from shaft to provide room for bearing splitter.
(5) Position Bearing Splitter Tool 1130 between
slinger and shaft.
CAUTION: Do not damage shaft spline during
removal of center bearing.
(6) Set shaft in press and press bearing off the
shaft.

(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.

ADJUSTMENTS
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 twopiece 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.

PROPELLER SHAFT

3-9

SINGLE CARDAN UNIVERSAL
JOINTS
DISASSEMBLY
NOTE: The following procedure is described for a
propeller shaft equipped with only a cardan joint in
the tube yoke. If the propeller shaft is equipped
with a companion yoke, simply repeat the following
steps to remove the cardan joint from the companion yoke after removing the cardan joint from the
tube yoke.
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) Using 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. 15).

Fig. 16 Press Out Bearing
1 - PRESS
2 - SOCKET

(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) To remove the opposite bearing cap, turn the
yoke over and straighten the cross in the open hole.
Then, carefully press the end of the cross until the
remaining bearing cap can be removed (Fig. 17).
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.

Fig. 15 Snap Ring
1 - SNAP RING

(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. 16).

ASSEMBLY
NOTE: The following procedure is described for a
propeller shaft equipped with only a cardan joint in
the tube yoke. If the propeller shaft is equipped
with a companion yoke, simply repeat the following
steps to remove the cardan joint from the companion yoke after removing the cardan joint from the
tube yoke.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installation.

3 - 10

PROPELLER SHAFT

SINGLE CARDAN UNIVERSAL JOINTS (Continued)
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 19). Keep the
needle bearings upright in the bearing assembly. A
needle bearing lying at the bottom of the cap will
prevent proper assembly.

Fig. 17 Press Out Remaining Bearing
1 - CROSS
2 - BEARING CAP

(2) Position the cross in the yoke with its lube fitting, if equipped, pointing up (Fig. 18).

Fig. 19 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.

Fig. 18 Cross In Yoke
1 - CROSS
2 - YOKE

HALF SHAFT

3 - 11

HALF SHAFT
TABLE OF CONTENTS
page

page

HALF SHAFT
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIAL TOOLS
. . . . . . . . . . . . . . . . . . . . . . . 12

CV JOINT-OUTER
REMOVAL . . . .
INSTALLATION
CV JOINT-INNER
REMOVAL . . . .
INSTALLATION

HALF SHAFT

VIBRATION AT HIGHWAY SPEEDS

CAUTION

This problem could be a result of out of balance
front tires or tire/wheel runout. Foreign material
(mud, etc.) packed on the backside of the wheel(s)
will also cause a vibration.

CAUTION:: Never grasp half shaft assembly by the
boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints
when handling the half shaft.
Half shafts exposed to battery acid, transmission
fluid, brake fluid, differential fluid or gasoline may
cause the boots to deteriorate.

DIAGNOSIS AND TESTING
Check for grease at the inboard and outboard C/V
joint. This is a sign of boot or boot clamp damage.

. . . . . . . . . . . . . . . . . . . . . . . . . 13
. . . . . . . . . . . . . . . . . . . . . . . . . 13
. . . . . . . . . . . . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . . . . . . . . . . . 16

REMOVAL
(1) Loosen lug nuts and hub nut while the with
the vehicle brakes applied.
(2) Raise and support the vehicle.
(3) Remove wheel and tire assembly
(4) Remove half shaft hub nut.
(5) Remove brake caliper and rotor.
(6) Position hydraulic jack under lower suspension
arm and raise jack to unload rebound bumper.
(7) Remove lower shock absorber bolt.
(8) Remove upper ball joint nut and seperate ball
with Remover 8677 (Fig. 1).

NOISE/VIBRATION IN TURNS
A clicking noise or a vibration in turns could be
caused by a damaged outer C/V or inner tripod joint
seal boot or seal boot clamps. This will result in the
loss/contamination of the joint grease, resulting in
inadequate lubrication of the joint. Noise could also
be caused by another component of the vehicle coming in contact with the half shafts.

CLUNKING NOISE DURING ACCELERATION
This noise may be a result of a damaged or worn
C/V joint. A torn boot or loose/missing clamp on the
inner/outer joint which has allowed the grease to be
lost will damage the C/V joint.

SHUDDER/VIBRATION DURING ACCELERATION
This problem could be a result of a worn/damaged
inner tripod joint or a sticking tripod joint. Improper
wheel alignment may also cause a shudder or vibration.

Fig. 1 UPPER BALL JOINT SEPARATION
1 - UPPER CONTROL ARM
2 - REMOVER
3 - STEERING KNUCKLE

3 - 12

HALF SHAFT

HALF SHAFT (Continued)
(9) Disengage inner C/V joint from the axle shaft
snap-ring by apply pressure with two pry bars
between the C/V housing and axle housing.
(10) Tilt the knuckle out and push the half shaft
out of the knuckle (Fig. 2).

(2) Apply a light coating of grease to the front axle
shaft output splines.
(3) Install half shaft into the knuckle (Fig. 3).

CAUTION: Do not damage outer C/V threads while
removing half shaft.

Fig. 3 HALF SHAFT AND HUB/BEARING
1 - HUB/BEARING MOUNTING NUTS
2 - HALF SHAFT

Fig. 2 STEERING KNUCKLE
1
2
3
4
5

STEERING KNUCKLE
SHOCK
HALFSHAFT
DISC BRAKE CALIPER
HUB/BEARING

(11) Remove the half shaft from the vehicle.

INSTALLATION
(1) Clean hub bearing bore, hub bearing mating
surface and half shaft splines.

(4) Install half shaft on the axle output shaft.
Push firmly to engage the axle output shaft snap
ring into the inner C/V housing.
(5) Install upper ball joint into the knuckle.
(6) Install upper ball joint nut and tighten to specification.
(7) Install lower shock absorber bolt and tighten to
specification.
(8) Install brake rotor and caliper.
(9) Install half shaft hub nut and tighten to 251
N·m (185 ft. lbs.).
(10) Install the wheel and tire assembly.

SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Half Shaft Nut

251

185

SPECIAL TOOLS

CLAMP INSTALLER C-4975A

HALF SHAFT

3 - 13

CV JOINT-OUTER
REMOVAL
(1) Clamp shaft in a vise (with soft jaws) and support C/V joint.
(2) Remove clamps with a cut-off wheel or grinder
(Fig. 4).
CAUTION: Do not damage C/V housing or half
shaft.

Fig. 5 OUTER C/V JOINT
1 - SNAP RING
2 - SNAP RING GROVE
3 - SNAP RING PLIERS

Fig. 4 BOOT CLAMP LOCATIONS
1
2
3
4
5

C/V HOUSING
CLAMP
HALF SHAFT
CLAMP
C/V BOOT

(3) Slide the boot down the shaft.
(4) Remove lubricant to expose the C/V joint snap
ring.
(5) Spread snap ring and slide the joint off the
shaft (Fig. 5).
(6) Slide boot off the shaft and discard old boot.
(7) Mark alignment marks on the inner race/hub,
bearing cage and housing with dabs of paint (Fig. 6).
(8) Clamp C/V joint in a vertical position in a soft
jawed vise.
(9) Press down one side of the bearing cage to gain
access to the ball at the opposite side.
NOTE: If joint is tight, use a hammer and brass drift
to loosen the bearing hub. Do not contact the bearing cage with the drift.
(10) Remove ball from the bearing cage (Fig. 7).
(11) Repeat step above until all six balls are
removed from the bearing cage.
(12) Lift cage and inner race upward and out from
the housing (Fig. 8).
(13) Turn inner race 90° in the cage and rotate the
inner race/hub out of the cage (Fig. 9).

Fig. 6 BEARING ACCESS
1
2
3
4

- ALIGNMENT MARKS
- BEARING HUB
- BEARING CAGE
- HOUSING

INSTALLATION
NOTE: If C/V joint is worn, replace entire C/V joint
and boot.
(1) Clean all C/V joint components and shaft.
(2) Apply a light coat of grease supplied with the
joint/boot to the C/V joint components before assembling them.
(3) Align the inner race, cage and housing according to the alignment reference marks.
(4) Insert the inner race into the cage (Fig. 10) and
rotate race into the cage.
(5) Rotate the inner race/hub in the cage (Fig. 11).

3 - 14

HALF SHAFT

CV JOINT-OUTER (Continued)

Fig. 7 BEARING
1
2
3
4

Fig. 9 INNER RACE/HUB

HOUSING
INNER RACE/HUB
BEARING CAGE
BALL

Fig. 10 INNER RACE/HUB
1 - INNER RACE/HUB
2 - BEARING CAGE

Fig. 8 CAGE AND INNER RACE/HUB
1 - HOUSING
2 - INNER RACE
3 - CAGE WINDOW

(6) Insert cage into the housing (Fig. 12). Rotate
the cage 90° into the housing so the large bearing
hub counterbore is facing outwards.
(7) Apply the grease supplied with the joint/boot to
the ball races. Spread the grease equally between all
the races.
(8) Tilt inner race/hub and cage and install the
balls (Fig. 13).
(9) Place new clamps onto new boot and slide boot
onto the shaft to it’s original position.
(10) Apply the rest of grease to the C/V joint and
boot.

Fig. 11 CAGE AND INNER RACE/HUB
1 - CAGE WINDOWS
2 - SNAP RING

HALF SHAFT

3 - 15

CV JOINT-OUTER (Continued)

Fig. 12 BEARING CAGE AND HOUSING
1 - OUTER RACE
2 - BEARING CAGE WINDOW
3 - CV JOINT HOUSING

Fig. 14 OUTER C/V JOINT
1
2
3
4

SNAP RING
SHAFT TAPER
SNAP RING GROVE
BEARING HUB

NOTE: Verify boot is not twisted and remove any
excess air.
(13) Secure both boot clamps (Fig. 15) with Clamp
Installer C-4975A. Place tool on clamp bridge and
tighten tool until jaws of the tool are closed.

Fig. 13 BALL BEARING
1
2
3
4

C/V HOUSING
INNER RACE/HUB
BEARING CAGE
BEARING

(11) Install the joint onto the shaft. Push the joint
onto the shaft until the snap ring seats in the groove
(Fig. 14).
NOTE: Pull on the joint to verify the span ring has
engaged.
(12) Position the boot on the joint in it’s original
position.

Fig. 15 BOOT CLAMP LOCATIONS
1
2
3
4
5

C/V HOUSING
CLAMP
HALF SHAFT
CLAMP
C/V BOOT

3 - 16

HALF SHAFT

CV JOINT-INNER
REMOVAL
(1) Clamp shaft in a vise (with soft jaws) and support C/V joint.
(2) Remove clamps with a cut-off wheel or grinder
(Fig. 16).
CAUTION: Do not damage C/V housing or half shaft
with cut-off wheel or grinder.

Fig. 18 TRIPOD SNAP RING
1 - SNAP RING
2 - TRIPOD
3 - PLIERS

(6) Remove tripod and boot from the half shaft.
(7) Clean and inspect C/V components for excessive wear and damage. Replace the tripod as a unit
only if necessary.

INSTALLATION
Fig. 16 BOOT CLAMP LOCATION
1
2
3
4

C/V HOUSING
CLAMP
BOOT
CLAMP

(1)
(2)
(3)
shaft

Clean all C/V joint components and shaft.
Slide new boot down the half shaft.
Install tripod and tripod snap ring on the half
(Fig. 19).

(3) Remove housing from the half shaft (Fig. 17)
and slide boot down shaft.

Fig. 19 C/V TRIPOD
1 - BOOT
2 - TRIPOD

Fig. 17 C/V HOUSING
1 - BOOT
2 - HOUSING

(4) Remove housing bushing from the housing.
(5) Remove tripod snap ring (Fig. 18).

(4) Pack grease supplied with the joint/boot into
the housing and boot.
(5) Coat tripod with supplied grease.
(6) Install new bushing (Fig. 20) onto the housing.
(7) Insert the tripod and shaft in the housing.

HALF SHAFT

3 - 17

CV JOINT-INNER (Continued)

Fig. 20 HOUSING BUSHING
1 - BUSHING
2 - HOUSING

(8) Position the boot on the joint and shaft in it’s
original position (Fig. 21).
NOTE: Verify boot is not twisted and remove any
excess air.
(9) Measure the distance from the end of the housing to the end of the boot on the shaft. This measurement should be 260 mm (10.25 in.).

Fig. 21 INNER C/V BOOT
1
2
3
4
5

CLAMP
BOOT
CLAMP
SHAFT
HOUSING

NOTE: If measurement is not correct, allow more or
less air into the boot.
(10) Secure both boot clamps with Clamp Installer
C-4975A. Place tool on clamp bridge and tighten tool
until the jaws of the tool are closed.

3 - 18

FRONT AXLE - C205F

FRONT AXLE - C205F
TABLE OF CONTENTS
page
FRONT AXLE - C205F
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . .
DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
ADJUSTMENTS . . . . . . .
SPECIFICATIONS . . . . . .
SPECIAL TOOLS
......
AXLE SHAFTS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
AXLE SHAFT SEALS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
AXLE BEARINGS
REMOVAL . . . . . . . . . . . .

...
...
..
...
...
...
...
...

.
.
.
.
.
.
.
.

. 18
. 18
. 18
. 21
. 21
. 21
. 29
. 30

. . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . 33
. . . . . . . . . . . . . . . . . 33

FRONT AXLE - C205F
DESCRIPTION
The axle consists of an alumunum center section
with an axle tube extending from one side. The tube
is pressed into the differential housing. The power is
transferred from the axle through two constant velocity (C/V) drive shafts to the wheel hubs. The drive
shafts are identical and interchangeable.

OPERATION
The axle receives power from the propeller shaft.
The propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.

DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient 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.

page
INSTALLATION . . . . . . . . . . . .
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
DIFFERENTIAL
DESCRIPTION . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
PINION GEAR/RING GEAR
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .

. . . . . . . . . . . . . 34
. . . . . . . . . . . . . 34
. . . . . . . . . . . . . 35
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.
.
.
.

.
.
.
.
.
.

. 36
. 36
. 36
. 37
. 38
. 38

. . . . . . . . . . . . . 39
. . . . . . . . . . . . . 39
. . . . . . . . . . . . . 40
. . . . . . . . . . . . . 42

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.

FRONT AXLE - C205F

3 - 19

FRONT AXLE - C205F (Continued)
tial 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.

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.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)

LOW SPEED KNOCK

DRIVELINE SNAP

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.

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.

VIBRATION
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).

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.

3 - 20

FRONT AXLE - C205F

FRONT AXLE - C205F (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.

FRONT AXLE - C205F

3 - 21

FRONT AXLE - C205F (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

INSTALLATION

(1) Place transmission in netural.
(2) Raise and support the vehicle.
(3) Remove tire and wheel assemblies.
(4) Remove axle half shafts.
(5) Remove exhaust crossover.
(6) Mark front propeller shaft and remove shaft.
(7) Remove suspension crossmember mounting
bolts (Fig. 1) and remove crossmember.
(8) Support axle with hydraulic jack.
(9) Remove axle housing pinion mounting bolts
(Fig. 2).
(10) Remove axle shaft tube mounting bolts (Fig.
3).
(11) Remove differential housing mounting bolts
(Fig. 4).
(12) Lower axle from the vehicle.

(1) Raise axle into position.
(2) Install axle mounting bolts and tighten nuts to
95 N·m (70 ft. lbs.).
(3) Install suspension crossmember and bolts.
Tighten crossmember nuts to 102 N·m (75 ft. lbs.).
(4) Install front propeller shaft with reference
marks aligned (Fig. 5) and tighten bolts to 115 N·m
(85 ft. lbs.).
(5) Install exhaust crossover.
(6) Install axle half shafts.
(7) Check the differential fluid level and add fluid
if necessary.
(8) Install tire and wheel assemblies.
(9) Remove support lower the vehicle.

ADJUSTMENTS
Ring gear and pinion are supplied as matched sets
only. The identifying numbers for the ring gear and

3 - 22

FRONT AXLE - C205F

FRONT AXLE - C205F (Continued)

Fig. 1 SUSPENSION CROSSMEMBER
1 - PINION FLANGE
2 - AXLE TUBE MOUNTING BRACKET
3 - CROSSMEMBER BOLTS

Fig. 3 AXLE TUBE MOUNT
1 - MOUNTING BOLTS
2 - BOLTS

Fig. 2 HOUSING PINION MOUNTING BOLTS
1 - MOUNTING BOLTS
2 - PINION FLANGE

pinion are painted onto the pinion gear shaft and the
side of the ring gear. A plus (+) number, minus (–)
number or zero (0) along with the gear set sequence
number (01 to 99) is on each gear. This first number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
marked with a (0). The next two numbers are the
sequence number of the gear set. The standard setting from the center line of the ring gear to the back

Fig. 4 DIFFERENTIAL MOUNT
1 - DIFFERENTIAL MOUNT
2 - DIFFERENTIAL HOUSING
3 - MOUNTING BOLTS

face of the pinion is 99.690 mm (3.925 in.). The standard depth provides the best teeth contact pattern.
Compensation for pinion depth variance is
achieved with select shims. The shims are placed

FRONT AXLE - C205F

3 - 23

FRONT AXLE - C205F (Continued)

Fig. 6 ADJUSTMENT SHIM
1
2
3
4
5

PINION GEAR DEPTH SHIM
DIFFERENTIAL BEARING PRELOAD SHIM
RING GEAR
DIFFERENTIAL BEARING PRELOAD SHIM
COLLAPSIBLE SPACER

Depth Variance charts. Note where Old and New
Pinion Marking columns intersect. Intersecting figure
represents plus or minus amount needed.
Note the painted number on the shaft of the drive
pinion (–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 shim(s). If the number is positive, subtract that value from the thickness
of the depth shim(s). If the number is 0 no change is
necessary.

Fig. 5 COMPANION FLANGE
1
2
3
4

COMPANION FLANGE
PROPELLER SHAFT
FLANGE YOKE
REFERENCE MARK

between the rear pinion bearing cone and the pinion
gear head. (Fig. 6).
If a new gear set is being installed, note the depth
variance marked on both the original and replacement pinion. Add or subtract the thickness of the
original depth shims to compensate for the difference
in the depth variances. Refer to the Pinion Gear

PINION GEAR DEPTH VARIANCE
Original Pinion
Gear Depth
Variance

+0.008

+0.007

+0.006

+0.005

+0.004

+0.003

+0.002

+0.001

+0.007

+0.006

+0.005

+0.004

+0.003

+0.002

+0.001

20.001

+0.006

+0.005

+0.004

+0.003

+0.002

+0.001

20.001

20.002

+0.005

+0.004

+0.003

+0.002

+0.001

20.001

20.002

20.003

+0.004

+0.003

+0.002

+0.001

20.001

20.002

20.003

20.004

+0.003

+0.002

+0.001

20.001

20.002

20.003

20.004

20.005

+0.002

+0.001

20.001

20.002

20.003

20.004

20.005

20.006

+0.001

20.001

20.002

20.003

20.004

20.005

20.006

20.007

20.001

20.002

20.003

20.004

20.005

20.006

20.007

20.008

New Pinion Gear Depth Variance

3 - 24

FRONT AXLE - C205F

FRONT AXLE - C205F (Continued)

PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion cups and pinion bearings installed in housing. Take measurements with a Pinion Gauge Set, Pinion Block 8177,
Arbor Discs 8541 and Dial Indicator C-3339 (Fig. 7).

Fig. 8 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK

Fig. 7 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

(1) Assemble Pinion Height Block 6739, Pinion
Block 8177 and rear pinion bearing onto Screw 6741
(Fig. 7).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through the
pinion bearing cups (Fig. 8).
(3) Install front pinion bearing and Cone 6740 onto
the screw hand tight (Fig. 7).
(4) Place Arbor Discs 8541 on Arbor D-115-3 in
position in the housing side bearing cradles (Fig. 9).
Install differential bearing caps on arbor discs and
tighten cap bolts to specification.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Place Scooter Block/Dial Indicator in position
in the housing so dial probe and scooter block are
flush against the surface of the pinion height block.
Hold scooter block in place and zero the dial indicator. Tighten dial indicator face lock screw.
(7) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar

Fig. 9 PINION GAUGE TOOLS
1
2
3
4

- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK

with the scooter block against the pinion height block
(Fig. 10). Slide the dial probe to the crest of the arbor
bar and record the highest reading.
(8) Select a shim equal to the dial indicator reading plus the drive pinion gear depth variance number
marked on the shaft of the pinion gear 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.

FRONT AXLE - C205F

3 - 25

FRONT AXLE - C205F (Continued)

Fig. 10 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR

(9) Remove the pinion depth gauge components
from the housing

DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims inserted between the
bearing cup and the housing. The proper shim thickness can be determined using slip-fit Dummy Bearings 8398 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, starting point shim thicknesses, 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 side of the differential (Fig.
11).

Fig. 11 ADJUSTMENT SHIM
1
2
3
4
5

PINION GEAR DEPTH SHIM
DIFFERENTIAL BEARING PRELOAD SHIM
RING GEAR
DIFFERENTIAL BEARING PRELOAD SHIM
COLLAPSIBLE SPACER

(2) Install ring gear if necessary, on differential
case and tighten bolts to specification.
(3) Install Dummy Bearings 8398 on differential
case.
(4) Install differential case in the housing.
(5) Insert Dummy Shims 8107 3.0 mm (0.118 in.)
starting point shims between both dummy bearings
and the housing (Fig. 12).

SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove side bearings from differential case.

Fig. 12 DUMMY SHIM
1
2
3
4

DUMMY SHIM
DIFFERENTIAL HOUSING
DIFFERENTIAL CASE
DUMMY BEARINGS

3 - 26

FRONT AXLE - C205F

FRONT AXLE - C205F (Continued)
(6) Install the marked bearing caps in their correct
positions. Install and snug the bolts.
(7) Using a dead-blow hammer to seat the differential dummy bearings to each side of the differential
housing (Fig. 13) and (Fig. 14).

Fig. 14 SEAT RING GEAR SIDE
1 - HOUSING
2 - DEAD-BLOW HAMMER
3 - RING GEAR SIDE

Fig. 13 SEAT PINION GEAR SIDE
1 - DEAD-BLOW HAMMER
2 - HOUSING
3 - PINION GEAR SIDE

(8) Install Pilot Stud C-3288-B in cover bolt hole
below ring gear.
(9) Attach Dial Indicator C-3339 to post and position dial indicator plunger on a flat surface on a ring
gear bolt head (Fig. 15).
(10) Push and hold differential to the pinion gear
side of the housing (Fig. 16) and zero dial indicator.
(11) Push and hold differential case to the ring
gear side and record dial indicator reading (Fig. 17).
(12) Add the dial indicator reading to the starting
point shim thicknesses to determine the total shim
thickness necessary to achieve zero differential end
play.
(13) Add 0.2 mm (0.008 in) to the zero end play
total. This new total represents the shims needed to
preload the new differential case bearings.
(14) Rotate dial indicator out of the way on pilot
stud.
(15) Remove differential case, dummy bearings
and dummy shims from the housing.
(16) Install the pinion gear in the housing. Install
the companion flange and establish the correct pinion
rotating torque.

Fig. 15 DIFFERENTIAL SIDE PLAY
1
2
3
4

DIFFERENTIAL
PILOT STUD
DIAL INDICATOR
HOUSING

(17) Install differential case and Dummy Bearings
in the housing with a single dummy shim on the ring
gear side of the axle and tighten retaining cap bolts.

FRONT AXLE - C205F

3 - 27

FRONT AXLE - C205F (Continued)

Fig. 16 ZERO DIAL INDICATOR
1 - PINION GEAR SIDE
2 - PILOT STUD
3 - DIAL INDICATOR

(20) Zero dial indicator face to pointer.
(21) Push and hold differential case to ring gear
side of the housing.
(22) Record dial indicator reading.
(23) Subtract 0.05 mm (0.002 in.) from the dial
indicator reading to compensate for backlash between
ring and pinion gears. Add the resulting measurement to the thickness of the single dummy shim.
This is the thickness of shim required to achieve
proper backlash.
(24) 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.
(25) Rotate dial indicator out of the way on pilot
stud.
(26) Remove differential case, dummy bearings
and dummy shim from the housing.
(27) Install new side bearing cones and cups on
differential case.
(28) Install Spreader W-129-B and Adapter Plates
8142-A on the housing and spread open enough to
receive differential case.
CAUTION: Never spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
(29) Place the side bearing shims in the differential housing against the housing shoulder.
(30) Install the differential case in the housing.
(31) Rotate the differential case several times to
seat the side bearings.
(32) Position the dial indicator plunger against a
ring gear tooth (Fig. 18).

Fig. 17 RECORD DIAL INDICATOR
1 - DIAL INDICATOR
2 - HOUSING
3 - RING GEAR SIDE

(18) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads (Fig. 15).
(19) Push and hold differential case toward pinion.

Fig. 18 RING GEAR BACKLASH
1 - RING GEAR
2 - DIAL INDICATOR

(33) Push and hold ring gear upward while not
allowing the pinion gear to rotate.

3 - 28

FRONT AXLE - C205F

FRONT AXLE - C205F (Continued)
(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 differential housing to the
other (Fig. 19).
(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 the
Gear Contact Pattern procedure.

• Gear contact pattern correct (Fig. 20). Backlash
and pinion depth is correct.

Fig. 20 CORRECT CONTACT PATTERN
• Ring gear too far away from pinion gear (Fig.
21). Decrease backlash by moving the ring closer to
the pinion gear.

Fig. 21 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL

Fig. 19 BACKLASH SHIM ADJUSTMENT

• Ring gear too close to pinion gear (Fig. 22).
Increase backlash, by moving the ring away from the
pinion gear.

GEAR CONTACT PATTERN
Gear tooth contact pattern is used to verify the correct running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specification.
(4) Apply the brakes lightly to create at 14 N·m
(10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:

Fig. 22 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL

FRONT AXLE - C205F

3 - 29

FRONT AXLE - C205F (Continued)
• Ring gear too far away from pinion gear (Fig.
23). Decrease backlash, by moving the ring closer to
the pinion gear.

• Pinion gear set too low (Fig. 25). Increase pinion
gear height, by increasing the pinion depth shim
thickness.

Fig. 23 INCORRECT BACKLASH

Fig. 25 LOW PINION HEIGHT

1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL

• Ring gear too close to pinion gear (Fig. 24).
Increase backlash, by moving the ring away from the
pinion gear.

• Pinion gear set too high (Fig. 26). Decrease pinion depth, by decreasing the pinion depth shim thickness.

Fig. 26 HIGH PINION HEIGHT
Fig. 24 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE

SPECIFICATIONS
AXLE SPECIFICATIONS
DESCRIPTION

SPECIFICATION

Axle Ratio

3.55, 3.92

Differential Case Flange Runout

0.076 mm (0.003 in.)

Differential Side Gear Clearance

0-0.15 mm (0-0.006 in.)

Ring Gear Diameter

205 mm (8.0 in.)

Ring Gear Backlash

0.12-0.20 mm (0.005-0.008 in.)

Ring Gear Runout

0.12 mm (0.005 in.)

Pinion Bearing Preload - New Bearings

2.0-2.8 N·m (18-25 in. lbs.)

Pinion Bearing Preload - Original Bearings

1-2 N·m (10-20 in. lbs.)

3 - 30

FRONT AXLE - C205F

FRONT AXLE - C205F (Continued)
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Mounting Nuts

Differential Fill Hole Plug

Differential Cover Bolts

Bearing Cap Bolts

Ring Gear Bolts

108

Pinion Nut

271-475

200-350

SPECIAL TOOLS

PULLER C-452
PULLER C-293-PA

HOLDER 6719A
ADAPTER C-293-42

ADAPTER C-293-48

HANDLE C-4171

PLUG C-293-3

FRONT AXLE - C205F

DR
FRONT AXLE - C205F (Continued)

REMOVER 8401
INSTALLER 8693

REMOVER 8831

INSTALLER 8692

INSTALLER 8695
INSTALLER 6448

REMOVER C-4660-A

INSTALLER 8694

CUP 8150

3 - 31

3 - 32

FRONT AXLE - C205F

FRONT AXLE - C205F (Continued)

INSTALLER 5063

DIAL INDICATOR C-3339

DUMMY SHIM 8107
PINION BLOCK 8177

DUMMY BEARING 8398
PINION DEPTH SET 6775

INSTALLER C-3718
SPREADER W-129-B

PILOTS C-3288-B

ADAPTER PLATES 8142A

FRONT AXLE - C205F

3 - 33

INSTALLATION

AXLE SHAFTS
REMOVAL
(1) Remove half shaft from vehicle.
(2) Remove skid plate, if equipped.
(3) Clean axle seal area.
(4) Remove snap ring from the axle shaft.
(5) Remove axle with Remove 8420A Collar 8420-3
and Slide Hammer C-3752 (Fig. 27).

(1) Clean axle shaft bore clean.
(2) Install a new axle shaft seal with Installer
8694 and Handle C-4171.
(3) Lubricate seal lip with gear lubricant.
(4) Insert axle shaft through seal, bearing, and
engage it into side gear splines. Push firmly on the
axle shaft to engage the snap-ring.
NOTE: Use care to prevent shaft splines from damaging axle shaft seal lip.
(5) Install axle shaft O-ring.
(6) Check the differential fluid level and add fluid
if necessary.
(7) Install skid plate, if necessary.
(8) Install half shaft.

AXLE BEARINGS
REMOVAL

Fig. 27 AXLE SHAFT PULLER
1
2
3
4

SNAP RING GROVE
SLID HAMMER THREADS
REMOVER BLOCKS
REMOVER COLLAR

(1) Remove half shaft from vehicle.
(2) Remove skid plate, if equipped.
(3) Clean axle seal area.
(4) Remove axle shaft O-ring.
(5) Remove axle shaft.
(6) Remove axle shaft seal.
(7) Install axle shaft bearing Remover C-4660-A in
the bearing (Fig. 28). Then tighten the nut to spread
the remover in the bearing.

INSTALLATION
NOTE: Use care to prevent shaft splines from damaging axle shaft seal lip.
(1) Lubricate bearing bore and seal
lubricant.
(2) Insert axle shaft through seal,
engage it into side gear splines. Push
axle shaft to engage the snap-ring.
(3) Check the differential fluid level
if necessary.
(4) Install skid plate, if necessary.
(5) Install half shaft.

lip with gear
bearing, and
firmly on the
and add fluid

AXLE SHAFT SEALS
REMOVAL
(1)
(2)
(3)
(4)
(5)
(6)

Remove half shaft from vehicle.
Remove skid plate, if equipped.
Clean axle seal area.
Remove axle shaft O-ring.
Remove axle shaft.
Remove axle shaft seal with a small pry bar.

Fig. 28 BEARING REMOVER
1 - AXLE BEARING
2 - NUT
3 - REMOVER

(8) Install the bearing remove cup, bearing and
nut (Fig. 29). Then tighten the nut to draw the bearing out.

3 - 34

FRONT AXLE - C205F

AXLE BEARINGS (Continued)
(6) Install axle shaft O-ring.
(7) Check the differential fluid level and add fluid
if necessary.
(8) Install skid plate, if necessary.
(9) Install half shaft.

PINION SEAL
REMOVAL
(1) Remove skid plate, if equipped.
(2) Remove both half shafts.
(3) Mark the propeller shaft and pinion companion
flange (Fig. 31) for installation reference.

Fig. 29 BEARING REMOVER CUP
1 - REMOVER CUP
2 - BEARING
3 - NUT

(9) Inspect the axle shaft tube bore for roughness
and burrs. Remove as necessary.

INSTALLATION
(1) Wipe the axle shaft tube bore clean.
(2) Install axle shaft bearing with Installer 5063
and Handle C-4171 (Fig. 30).

Fig. 31 COMPANION FLANGE
1
2
3
4

Fig. 30 BEARING INSTALLER
1 - INSTALLER
2 - HANDLE

(3) Install a new axle shaft seal with Installer
8694 and Handle C-4171.
(4) Lubricate seal lip with gear lubricant.
(5) Insert axle shaft through seal, bearing and
engage it into side gear splines. Push firmly on the
axle shaft to engage the snap-ring.
NOTE: Use care to prevent shaft splines from damaging axle shaft seal lip.

COMPANION FLANGE
PROPELLER SHAFT
FLANGE YOKE
REFERENCE MARK

(4) Remove the front propeller shaft.
(5) Rotate the pinion gear three or four times and
verify pinion rotates smoothly.
(6) Record pinion rotating torque with an inch
pound torque wrench, for installation reference (Fig.
32).
(7) Position Holder 6719 against the companion
flange and install a four bolts and washers into the
threaded holes and tighten the bolts.
(8) Remove the pinion nut.
(9) Remove the companion flange with Remover
C-452 (Fig. 33).
(10) Remove pinion seal with a pry tool or a slide
hammer mounted screw.

FRONT AXLE - C205F

3 - 35

PINION SEAL (Continued)

Fig. 34 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

Fig. 32 PINION ROTATING TORQUE
1 - COMPANION FLANGE
2 - INCH POUND TORQUE WRENCH

(4) Position holder against the companion flange
and install four bolts and washers into the threaded
holes. Tighten the bolt and washer so that the holder
is held to the flange.
(5) Install a new pinion nut onto the pinion shaft
and tighten the pinion nut until there is zero bearing
end-play (Fig. 35).
CAUTION: Do not exceed 271 N·m (200 ft. lbs.) the
minimum tightening torque when installing the
companion flange at this point. Damage to the collapsible spacer or bearings may result.

Fig. 33 COMPANION FLANGE REMOVER
1 - COMPANION FLANGE
2 - PULLER TOOL

INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal.
(2) Install seal with Installer 8695 and Handle
C-4171 (Fig. 34).
(3) Install companion flange onto the pinion with
Installer C-3718 and Holder 6719A.

Fig. 35 COMPANION FLANGE HOLDER
1 - DIFFERENTIAL HOUSING
2 - COMPANION FLANGE HOLDER
3 - TORQUE WRENCH

3 - 36

FRONT AXLE - C205F

PINION SEAL (Continued)
CAUTION: Never loosen pinion nut to decrease pinion bearing rotating torque and never exceed specified preload torque. If preload torque or rotating
torque is exceeded a new collapsible spacer must
be installed.
(6) Record pinion rotating torque using an inch
pound torque wrench. The rotating torque should be
equal to the reading recorded during removal plus an
additional 0.56 N·m (5 in. lbs.) (Fig. 36).

DIFFERENTIAL
DESCRIPTION
The differential case is a one-piece design. The differential pinion shaft is retained with a snap ring.
Differential bearing preload and ring gear backlash
is adjusted by the use of adjusters. The adjuster are
between the differential bearings and the differential
housing. Pinion bearing preload 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
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.
37).

Fig. 36 PINION ROTATION TORQUE
1 - COMPANION FLANGE
2 - INCH POUND TORQUE WRENCH

(7) If rotating torque is low, tighten the pinion nut
in 6.8 N·m (5 ft. lbs.) increments until the proper
rotating torque is achieved.
CAUTION: If maximum tightening torque 475 N·m
(350 ft. lbs.) is reached prior to reaching the
required rotating torque, the collapsible spacer may
have been damaged. Replace the collapsible
spacer.
(8) Install propeller shaft with reference marks
aligned.
(9) Add gear lubricant to differential housing if
necessary.
(10) Install half shafts and skid plate if equipped.

Fig. 37 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. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
38). 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.

REMOVAL
(1) Remove differential housing cover and drain
fluid.

FRONT AXLE - C205F

3 - 37

DIFFERENTIAL (Continued)
(6) Install a Pilot Stud L-4438 at the left side of
the differential housing. Attach Dial Indicator C-3339
to pilot stud. Load the indicator plunger against the
opposite side of the housing and zero the indicator.
(7) Spread the housing to remove the differential
case from the housing (Fig. 40). Measure the distance
with the dial indicator.
CAUTION: Never spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.

Fig. 38 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT

(2) Remove axle shafts.
(3) Loosen bearing cap bolts.
NOTE: Differential bearing cap reference numbers
are stamped on caps and machined flat on the
housing. If reference numbers cannot be found,
make new marks for later reference.
(4) Install Adapter Plates 8142-A onto the housing.
(5) Install Spreader W-129-B onto the adapter
plates (Fig. 39) and tighten the turnbuckle fingertight.

Fig. 40 DIAL INDICATOR LOCATION
1 - DIAL INDICATOR
2 - SPREADER

(8) Remove dial indicator.
(9) While holding the differential case in position,
remove bearing cap bolts and caps.
(10) Remove differential from the housing (Fig.
41). Ensure differential bearing cups and shims
remain in position on the differential bearings.
(11) Tag differential bearing cups and shims to
indicate their location.
(12) Remove spreader from housing.

DISASSEMBLY

Fig. 39 ADAPTER PLATES AND SPREADER
1 - ADAPTER PLATE
2 - SPREADER

(1) Remove ring gear.
(2) Remove roll-pin holding mate shaft in housing.
(3) Remove pinion gear mate shaft.
(4) Rotate differential side gears and remove the
pinion mate gears and thrust washers (Fig. 42).
(5) Remove the differential side gears and thrust
washers.

3 - 38

FRONT AXLE - C205F

DIFFERENTIAL (Continued)

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 the hole in the pinion gear mate shaft
with the hole in the differential case.
(5) Install the roll-pin in the differential case a
punch and hammer (Fig. 43). Peen the edge of the
roll-pin hole in the differential case in two places
180° apart.
(6) Lubricate all differential components with
hypoid gear lubricant.
(7) Install ring gear.

Fig. 41 DIFFERENTIAL
1 - HOUSING
2 - DIFFERENTIAL
3 - BEARING CUPS

Fig. 43 PINION MATE SHAFT ROLL-PIN
1 - PUNCH
2 - PINION MATE SHAFT
3 - MATE SHAFT LOCKPIN

INSTALLATION
NOTE: If replacement differential bearings or differential case are replaced, Refer to adjustments for
Differential Bearing Preload and Gear Backlash procedures.

Fig. 42 PINION MATE GEAR
1 - THRUST WASHER
2 - SIDE GEAR
3 - PINION MATE GEAR

(1) Install Spreader W-129-B with the Adapter
Plates 8142-A and install the safety holddown
clamps. Tighten the tool turnbuckle finger-tight.
(2) Install a Pilot Stud L-4438 at the left side of
the differential housing. Attach Dial Indicator C-3339
to pilot stud. Load indicator plunger against the
opposite side of the housing and zero the indicator.

FRONT AXLE - C205F

3 - 39

DIFFERENTIAL (Continued)
(3) Spread housing and measure the distance with
the dial indicator.
CAUTION: Never spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
(4) Remove dial indicator.
(5) Install differential case in the housing. Ensure
differential bearing cups remain in position on the
bearings and the differential preload shims are
seated in the housing. Tap differential case to ensure
bearings cups are seated in the housing.
(6) Install bearing caps to their original locations
and loosely install cap bolts.
(7) Remove housing spreader.
(8) Tighten the bearing cap bolts to 61 N·m (45 ft.
lbs.).
(9) Install axle shafts.
(10) Apply a bead of red Mopar Silicone Sealant or
equivalent to the housing cover.
CAUTION: If 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 cover and tighten bolts in a criss-cross
pattern to 22 N·m (15 ft. lbs.).
(12) Fill differential with lubricant.

DIFFERENTIAL CASE
BEARINGS

Fig. 44 DIFFERENTIAL CASE BEARING PULLER
1
2
3
4
5

- PULLER
- ADAPTERS
- BEARING
- DIFFERENTIAL
- PLUG

1
2
3
4

REMOVAL
(1)
(2)
with
Plug

Remove differential from housing.
Remove bearings from the differential case
Puller/Press C-293-PA, Adapters C-293-48 and
C-293-3 (Fig. 44).

INSTALLATION
(1) Install differential case bearings with Installer
C-3716-A and Handle C-4171 (Fig. 45).
(2) Install differential into the housing.

Fig. 45 DIFFERENTIAL CASE BEARINGS
HANDLE
DIFFERENTIAL
BEARING
INSTALLER

3 - 40

FRONT AXLE - C205F

PINION GEAR/RING GEAR
REMOVAL
NOTE: The ring gear and pinion are serviced in a
matched set. Never replace one without replacing
the other.
(1) Remove differential from housing.
(2) Place differential case in a vise with soft jaw
(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 ROTATING TORQUE
1 - PINION COMPANION FLANGE
2 - TORQUE WRENCH

Fig. 46 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - RAWHIDE HAMMER

(5) Mark the companion yoke and companion
flange for installation reference.
(6) Remove companion flange bolts and tie the propeller shaft to the vehicle underbody.
(7) Rotate companion flange three or four times
and verify flange rotates smoothly.
(8) Record pinion rotating torque an inch pound
torque wrench for installation reference (Fig. 47).
(9) Install bolts into two of the threaded holes in
the companion flange 180° apart.
(10) Position Holder 6719 against the companion
flange and install a bolt and washer into one of the
remaining threaded holes. Tighten the bolts so that
the Holder 6719 is held to the flange.
(11) Remove the pinion nut.
(12) Remove the companion flange with Remover
C-452 (Fig. 48).
(13) Remove pinion from differential housing.
(14) Remove pinion seal with a pry tool or a slide
hammer mounted screw.

Fig. 48 COMPANION FLANGE REMOVER
1 - COMPANION FLANGE
2 - PULLER TOOL

(15) Remove oil slinger, if equipped and front pinion bearing.
(16) Remove front pinion bearing cup with
Remover 8831 and Handle C-4171 (Fig. 49).
(17) Remove rear pinion bearing cup from housing
(Fig. 50) with Remover 8401 and Handle C-4171.

FRONT AXLE - C205F

3 - 41

PINION GEAR/RING GEAR (Continued)

Fig. 49 FRONT PINION BEARING CUP
1 - HOUSING
2 - REMOVER
3 - HANDLE

Fig. 51 COLLAPSIBLE SPACER
1 - COLLAPSIBLE SPACER
2 - REAR PINION BEARING
3 - PINION DEPTH SHIM

Fig. 52 REAR PINION BEARING
Fig. 50 REAR PINION BEARING CUP
1 - HOUSING
2 - REMOVER
3 - HANDLE

(18) Remove collapsible preload spacer (Fig. 51).
(19) Remove rear pinion bearing with Puller/Press
C-293-PA and Adapters C-293-42 (Fig. 52).

1
2
3
4

- PULLER
- VISE
- ADAPTERS
- DRIVE PINION GEAR SHAFT

(20) Remove depth shims from the pinion shaft
and record thickness of shims.

3 - 42

FRONT AXLE - C205F

PINION GEAR/RING GEAR (Continued)

INSTALLATION
NOTE: The ring gear and pinion are serviced in a
matched set. Never replace one gear without replacing the other matching gear. If ring and pinion
gears or bearings are replaced, Refer to Adjustments for Pinion Gear Depth Setting.

(3) Install front pinion bearing cup with Installer
8693 and Handle C-4171 (Fig. 54) and verify cup is
seated.

(1) Apply Mopar Door Ease or equivalent lubricant
to outside surface of the bearing cups.
(2) Install rear pinion bearing cup with Installer
8692 and Driver Handle C-4171 (Fig. 53) and verify
cup is seated.

Fig. 54 FRONT PINION BEARING CUP
1 - HOUSING
2 - INSTALLER
3 - HANDLE

Fig. 53 REAR PINION BEARING CUP

(4) Lubricate front pinion bearing and install bearing in the housing.
(5) Apply a light coating of gear lubricant on the
lip of pinion seal.
(6) Install pinion seal with Installer 8695 and
Handle C-4171 (Fig. 55).

1 - HOUSING
2 - INSTALLER
3 - HANDLE

Fig. 55 PINION SEAL
1 - HANDLE
2 - INSTALLER

FRONT AXLE - C205F

3 - 43

PINION GEAR/RING GEAR (Continued)
(7) Place pinion depth shim (Fig. 56) on the pinion
shaft.

Fig. 56 PINION DEPTH SHIM
1 - PINION DEPTH SHIM
2 - PINION GEAR

(8) Install rear pinion bearing onto the pinion
shaft with Installer 6448 and a press (Fig. 57).

(9) Install new collapsible spacer onto the pinion
shaft (Fig. 58).

Fig. 58 COLLAPSIBLE SPACER
1 - COLLAPSIBLE SPACER
2 - REAR PINION BEARING
3 - PINION DEPTH SHIM

(10) Lubricate rear pinion bearing and install the
pinion gear in the housing.
(11) Install companion flange with Installer
C-3718 and Holder 6719.
(12) Install new pinion nut and tighten to 271
N·m (200 ft. lbs.) (Fig. 59).
(13) Using Holder 6719 and a torque wrench set at
475 N·m (350 ft. lbs.). Tighten pinion nut until bearing end play is taken up.
(14) Slowly tighten the nut in 6.8 N·m (5 ft. lbs.)
increments until desired rotating torque is achieved.
Measure rotating torque frequently to avoid overcrushing the collapsible spacer (Fig. 60). The pinion
rotating torque should be:
• Original Bearings: 1 to 2.5 N·m (10 to 20 in.
lbs.)
• New Bearings: 2.0 to 2.8 N·m (18 to 25 in. lbs.)
CAUTION: Never loosen pinion nut to decrease pinion bearing rotating torque and never exceed specified preload torque. If preload torque or rotating
torque is exceeded a new collapsible spacer must
be installed.

Fig. 57 REAR PINION BEARING
1
2
3
4

PRESS
INSTALLER
PINION GEAR
REAR PINION BEARING

(15) Invert differential case and start two ring
gear bolts to provide ring gear bolt hole alignment.
(16) Invert differential case in the vise.

3 - 44

FRONT AXLE - C205F

PINION GEAR/RING GEAR (Continued)
(17) Install new ring gear bolts and alternately
tighten to 108 N·m (80 ft. lbs.) (Fig. 61).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.

Fig. 59 PINION NUT
1 - DIFFERENTIAL HOUSING
2 - COMPANION FLANGE HOLDER
3 - TORQUE WRENCH

Fig. 61 RING GEAR BOLTS
1
2
3
4

TORQUE WRENCH
BOLTS
RING GEAR
DIFFERENTIAL CASE

(18) Install differential in housing and verify gear
mesh, backlash and contact pattern.
(19) Install differential cover and fill with gear
lubricant.

Fig. 60 PINION ROTATING TORQUE
1 - PINION COMPANION FLANGE
2 - TORQUE WRENCH

FRONT AXLE - 9 1/4 AA

3 - 45

FRONT AXLE - 9 1/4 AA
TABLE OF CONTENTS
page
FRONT AXLE - 9 1/4 AA
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . .
DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
ADJUSTMENTS . . . . . . .
SPECIFICATIONS . . . . . .
SPECIAL TOOLS
......
AXLE SHAFTS
REMOVAL . . . . . . . . . . . .
DISASSEMBLY . . . . . . . .
ASSEMBLY . . . . . . . . . . .
INSTALLATION . . . . . . . .
AXLE SHAFT SEALS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .

...
...
..
...
...
...
...
...

.
.
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. 45
. 45
. 45
. 48
. 48
. 49
. 53
. 53

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.

. 56
. 56
. 58
. 58

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.
.

. . . . . . . . . . . . . . . . . 58
. . . . . . . . . . . . . . . . . 58

FRONT AXLE - 9 1/4 AA
DESCRIPTION
The 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 design has the centerline of the pinion set above the centerline of the
ring gear. The axle has full-floating axle shafts,
meaning the shaft are supported by the hub bearings. The axle has a vent used to relieve internal
pressure caused by lubricant vaporization and internal expansion.

OPERATION
The axle receives power from the front propeller
shaft. The propeller shaft is connected to the pinion
gear which rotates the differential through the gear
mesh with the ring gear bolted to the differential
case. The engine power is transmitted to the axle
shafts through the pinion mate and side gears. The
side gears are splined to the axle shafts.

page
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
DIFFERENTIAL
DESCRIPTION . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .
PINION GEAR/RING GEAR
REMOVAL . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . .

. . . . . . . . . . . . . 60
. . . . . . . . . . . . . 60
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.

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. 61
. 61
. 61
. 62
. 63
. 63

. . . . . . . . . . . . . 64
. . . . . . . . . . . . . 65
. . . . . . . . . . . . . 65
. . . . . . . . . . . . . 66

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.

3 - 46

FRONT AXLE - 9 1/4 AA

FRONT AXLE - 9 1/4 AA (Continued)
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 front/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 vibration. Do
not overlook engine accessories, brackets and drive
belts.

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.

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 - 9 1/4 AA

3 - 47

FRONT AXLE - 9 1/4 AA (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 - 48

FRONT AXLE - 9 1/4 AA

FRONT AXLE - 9 1/4 AA (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) Remove wheels and tires.
(2) Remove brake calipers and rotors.
(3) Disconnect ABS wheel speed sensors.
(4) Disconnect axle vent hose.
(5) Remove front propeller shaft.
(6) Disconnect stabilizer bar links at the axle
brackets.
(7) Disconnect shock absorbers from axle brackets.
(8) Disconnect track bar from the axle bracket.
(9) Disconnect tie rod and drag link from the steering knuckles.
(10) Position suitable lifting device under the axle
assembly.
(11) Secure axle to lifting device.
(12) Mark suspension alignment cams for installation reference.
(13) Disconnect upper and lower suspension arms
from the axle bracket.

(14) Lower the axle. The coil springs will drop
with the axle.
(15) 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)
(2)
(3)
(4)
(5)

Support the axle on a suitable lifting device.
Secure axle to lifting device.
Position the axle under the vehicle.
Install springs, retainer clip and bolts.
Raise axle and align it with the spring pads.

FRONT AXLE - 9 1/4 AA

3 - 49

FRONT AXLE - 9 1/4 AA (Continued)
(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 68 N·m (50 ft. lbs.).
(10) Install drag link and tie rod to the steering
knuckles and tighten the nuts to 108 N·m (80 ft.
lbs.).
(11) Install ABS wheel speed sensors.
(12) Install rotors and brake calipers.
(13) Connect the axle vent hose.
(14) Install front propeller shaft.
(15) Check and add differential lubricant, if necessary.
(16) Install wheel and tire assemblies.
(17) Remove lower the vehicle.
(18) Tighten upper suspension arm nuts at axle to
149 N·m (110 ft. lbs.). Tighten upper suspension arm
nuts at frame to 149 N·m (110 ft. lbs.).
(19) Tighten lower suspension arm nuts at axle to
190 N·m (140 ft. lbs.). Tighten the lower suspension
arm nuts at frame to 190 N·m (140 ft. lbs.).
(20) Tighten track bar bolt at the axle bracket to
176 N·m (130 ft. lbs.).
(21) Check front wheel alignment.

Fig. 1 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

ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. Compensation for pinion depth variance is
achieved with a select shim. The shim is located
between the rear pinion bearing and the pinion gear
head.

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. 1).
(1) Assemble Pinion Height Block 6739, Pinion
Block 8878 and rear pinion bearing onto Screw 6741
(Fig. 1).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 2).
(3) Install front pinion bearing and install the
Cone-nut 6740 hand tight. Then check tool rotating
torque with an inch pound torque wrench. The rotating torque should be 1.7-2.26 N·m (15-20 in. lbs.)
(4) Place Arbor Disc 8289 on Arbor D-115-3 in position in the housing side bearing cradles (Fig. 3).

Fig. 2 PINION HEIGHT BLOCK
1. PINION HEIGHT BLOCK
2. PINION BLOCK

(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 85 N·m (63 ft. lbs.).

3 - 50

FRONT AXLE - 9 1/4 AA

FRONT AXLE - 9 1/4 AA (Continued)
NOTE: Arbor should rotate freely in the arbor disc.

Fig. 4 PINION DEPTH MEASUREMENT
Fig. 3 GAUGE TOOLS IN HOUSING
1. PINION HEIGHT BLOCK
2. PINION BLOCK
3. ARBOR
4. ARBOR DISCS

1. DIAL INDICATOR
2. ARBOR
3. SCOOTER 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. 4). Move the
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim equal to the dial indicator reading.
(10) Install the select shim between the rear pinion bearing and the pinion gear head.

Fig. 5 ADJUSTER LOCK BOLT
1
2
3
4

- DIFFERENTIAL CASE
- ADJUSTER LOCK
- ADJUSTER LOCK BOLT
- BEARING CAP BOLT

8883 until they make contact with the differential
bearings/cups.
(5) Back off the ring gear side adjuster 4 holes, to
obtain initial ring gear backlash.

FRONT AXLE - 9 1/4 AA

3 - 51

FRONT AXLE - 9 1/4 AA (Continued)
(6) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(7) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(8) Rotate the pinion several times to seat the differential bearings.
(9) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup, then tighten
it until it makes contact.
(10) Tighten pinion gear side adjuster an additional:
• New Bearings: 6 Adjuster Holes
• Original Bearings: 4 Adjuster Holes
(11) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(12) Tighten bearing cap bolts to 85 N·m (63 ft.
lbs.).
(13) Tighten adjuster lock bolts to 25 N·m (18 ft.
lbs.).
(14) Measure ring gear backlash with a Dial Indicator C-3339 and Dial Indicator Stud L-4438 at eight
points around the drive side of the ring gear (Fig. 6).
The backlash should be 0.08-0.25 mm (0.003-0.010
in) with a preferred backlash of 0.13-0.18 mm (0.0050.007 in).

GEAR TOOTH CONTACT PATTERN
Gear tooth contact pattern is used to verify the correct running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shortened gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque to specification.
(4) Apply the brakes lightly to create a 14 N·m (10
ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
• Gear contact pattern is correct (Fig. 7). Backlash
and pinion depth is correct.

NOTE: Backlash measurement should not vary
more than 0.05 mm (0.002 in) between measuring
points. If measurement does vary inspect the gears
for burrs, the differential case flange and ring gear
mounting.

Fig. 7 CORRECT CONTACT PATTERN
• Ring gear too far away from pinion gear (Fig. 8).
Decrease backlash, by moving the ring closer to the
pinion gear using the adjusters.

Fig. 6 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR

Fig. 8 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL

3 - 52

FRONT AXLE - 9 1/4 AA

FRONT AXLE - 9 1/4 AA (Continued)
• Ring gear too close to pinion gear (Fig. 9).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.

Fig. 11 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE

Fig. 9 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL

• Ring gear too far away from pinion gear (Fig.
10). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.

Fig. 12 LOW PINION HEIGHT

Fig. 10 INCORRECT BACKLASH
1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL

• Ring gear too close to pinion gear (Fig. 11).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.
• Pinion gear set too low (Fig. 12). Increase pinion
gear height, by increasing the pinion depth shim
thickness.
• Pinion gear set too high (Fig. 13). Decrease pinion depth, by decreasing the pinion depth shim thickness.

Fig. 13 HIGH PINION HEIGHT

FRONT AXLE - 9 1/4 AA

DR
FRONT AXLE - 9 1/4 AA (Continued)

SPECIFICATIONS
AXLE SPECIFICATIONS
DESCRIPTION

SPECIFICATION

Axle Ratio

3.73, 4.10

Ring Gear Diameter

235 mm (9.25 in.)

Ring Gear Backlash

0.13-0.18 mm (0.005-0.007 in.)

Pinion Bearing Preload - New Bearing

1.7-2.8 N·m (15-25 in. lbs.)

Pinion Bearing Preload - Original Bearing

1.1-2.2 N·m (10-20 in. lbs.)

Pinion Bearing Preload + Differential Case Bearing
Preload - New Bearing

3.4-5.6 N·m (30-50 in. lbs.)

Pinion Bearing Preload + Differential Case Bearing
Preload - Original Bearing

2.8-5.1 N·m (25-45 in. lbs.)

TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Fill Hole Plug

Differential Cover Bolts

Bearing Cap Bolts

Ring Gear Bolts

140

103

Axle Nut

356

263

Pinion Shaft Lock Bolt

Adjuster Lock Bolt

SPECIAL TOOLS

INSTALLER C-3095-A
DIAL INDICATOR STUD L-4438

DIAL INDICATOR SET C-3339

HANDLE C-4171

3 - 53

3 - 54

FRONT AXLE - 9 1/4 AA

FRONT AXLE - 9 1/4 AA (Continued)

PINION DEPTH SET 6730

SEAL INSTALLER 8882

INSTALLER D-146
ARBOR DISCS 8289

SPLITTER 1130

PINION BLOCK 8878

BRIDGE 938

BEARING INSTALLER 8881

FRONT AXLE - 9 1/4 AA

DR
FRONT AXLE - 9 1/4 AA (Continued)

PINION INSTALLER 8982
SEAL INSTALLER 8885

REMOVER/EXTRACTOR 6310

CUP INSTALLER 8886

RECEIVER 8498
PINION DRIVER 8976

PULLER C-293-PA

PLUG 8888

3 - 55

3 - 56

FRONT AXLE - 9 1/4 AA

FRONT AXLE - 9 1/4 AA (Continued)

AXLE SHAFTS
REMOVAL
(1) Remove wheel and tire assembly.
(2) Remove brake caliper, rotor and ABS wheel
speed sensor if equipped.
(3) Remove axle shaft cotter pin, hub nut and
washer (Fig. 14).

ADAPTERS 8879

ADJUSTER WRENCH 8883
Fig. 14 AXLE NUT
1 - AXLE NUT
2 - AXLE
3 - COTTER PIN

(4) Remove the four hub bearing bolts (Fig. 15)
from the back of the steering knuckle.
(5) Remove hub bearing from the steering knuckle.
(6) Remove axle shaft (Fig. 16) from steering
knuckle and axle housing.

DISASSEMBLY
FLANGE WRENCH 8979

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 the bearing cap retaining snap rings
(Fig. 17).
NOTE: Saturate the bearing caps with penetrating
oil prior to removal.

FLANGE PULLER 8992

(2) Locate a socket with an inside diameter that is
larger than the bearing cap. Place the socket (receiver) against the yoke and around the perimeter of the
bearing cap to be removed.

FRONT AXLE - 9 1/4 AA

3 - 57

AXLE SHAFTS (Continued)

Fig. 15 HUB BEARING BOLTS
1 - STUB SHAFT
2 - BEARING BOLTS
3 - AXLE SHAFT

Fig. 17 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

Fig. 16 STEERING KNUCKLE
1 - KNUCKLE
2 - AXLE SHAFT

(3) Locate a socket with an outside diameter that
is smaller than the bearing cap. Place the socket
(driver) against the opposite bearing cap.
(4) Position the yoke with the sockets in a vise
(Fig. 18).
(5) Tighten the vise jaws to force the bearing cap
into the larger socket (receiver).
(6) Release the vise jaws. Remove the sockets and
bearing cap that was partially forced out of the yoke.

Fig. 18 YOKE BEARING CAP
1 - LARGE-DIAMETER SOCKET WRENCH
2 - VISE
3 - SMALL-DIAMETER SOCKET WRENCH

(7) Repeat the above procedure for the remaining
bearing cap and remove spider from the propeller
shaft yoke.

3 - 58

FRONT AXLE - 9 1/4 AA

AXLE SHAFTS (Continued)

ASSEMBLY
(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.

(7) Rotate axle several 5 to 10 times to seat the
wheel bearing.
(8) Tighten axle nut to final torque of 356 N·m
(263 ft. lbs.).
(9) Align nut to next cotter pin hole and install
new cotter pin.
(10) Install wheel and tire assembly.

AXLE SHAFT SEALS
REMOVAL
(1) Remove hub bearings and axle shafts.
(2) Remove differential from differential housing.
(3) Remove differential bearing adjusters (Fig. 20).

INSTALLATION
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease to the shaft splines
and hub bore.
(2) Install axle shaft through the steering knuckle
and into the differential side gears (Fig. 19).
CAUTION: Do not damage axle shaft seal during
axle installtion.

Fig. 20 ADJUSTERS
1 - DIFFERENTIAL CASE BEARING ADJUSTERS
2 - DIFFERENTIAL HOUSING

Fig. 19 AXLE SHAFT
1 - AXLE YOKE
2 - AXLE SHAFT
3 - KNUCKLE

(3) Install hub bearing in the knuckle.
(4) Install hub bearing bolts and tighten to 202
N·m (149 ft. lbs.).
(5) Install ABS wheel speed sensor, brake rotor
and caliper.
(6) Install axle washer and nut. Tighten axle nut
to 179 N·m (132 ft. lbs.).

(4) Remove axle seals (Fig. 21) located behind
adjusters with Receiver 8498 and Extractor 6310.
(5) Install Receiver 8498 into the adjuster bore.
(6) Install Extractor Rod 6310 with Extractor Foot
6310-9 through the receiver and the axle seal (Fig.
22).
(7) Install Extractor Plate 6310-2 and Nut 6310-7
on the extractor rod.
(8) Tighten nut on the extractor rod (Fig. 23) and
pull the seal out and into the receiver.

INSTALLATION
(1) Install axle seal on Installer Cups 8885-2 and
position cups with seals into the housing.
NOTE: Seal are installed with the axle guide facing
outward.

FRONT AXLE - 9 1/4 AA

DR
AXLE SHAFT SEALS (Continued)

Fig. 21 AXLE SHAFT SEAL
1 - ADJUSTER THREADS
2 - SEAL

Fig. 22 SEAL RECEIVER
1 - RECEIVER
2 - EXTRACTOR FOOT

(2) Install Turnbuckle 8885-1 (Fig. 24) into the
installer cups and expand the turnbuckle until the
seal bottom out in the housing.
(3) Install differential into the axle housing.
(4) Install axle shaft and hub bearings

Fig. 23 SEAL EXTRACTOR
1 - EXTRACTOR ROD
2 - EXTRACTOR NUT

Fig. 24 AXLE SEAL INSTALLER
1 - INSTALLER CUP
2 - INSTALLER TURNBUCKLE
3 - INSTALLER CUP

3 - 59

3 - 60

FRONT AXLE - 9 1/4 AA

PINION SEAL

(7) Remove pinion flange with Pinion Flange
Puller 8992 (Fig. 27).

REMOVAL
(1) Mark the propeller shaft and pinion flange for
installation reference.
(2) Remove propeller shaft.
(3) Remove hub bearings and axle shafts.
(4) Rotate pinion gear three or four times.
(5) Measure and record the torque necessary to
rotate (Fig. 25) the pinion gear with an inch pound
torque wrench.

Fig. 27 PINION FLANGE PULLER
1 - PINION FLANGE
2 - PULLER

(8) Remove pinion shaft seal with a pry tool or
slide hammer mounted screw.

INSTALLATION
(1) Install new pinion seal with Installer 8882 and
Handle C-4171 (Fig. 28).

Fig. 25 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH

(6) Hold pinion flange with Flange Wrench 8979
(Fig. 26) and remove pinion flange nut and washer.

Fig. 28 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

Fig. 26 FLANGE WRENCH
1 - PINION FLANGE
2 - WRENCH

(2) Apply a light coat of teflon thread sealant to
the pinion flange splines.
(3) Lightly tap the pinion flange onto the pinion
until a few threads are showing.
(4) Install flange washer and new pinion nut.
(5) Hold flange with Flange Wrench 8979 and
tighten pinion nut until pinion end play is taken up.
(6) Rotate pinion several times to seat bearings.
(7) Measure pinion rotating torque with an inch
pound torque wrench and compare it to recorded
measurement. Tighten pinion nut in small incre-

FRONT AXLE - 9 1/4 AA

3 - 61

PINION SEAL (Continued)
ments, until pinion rotating torque is 0.40-0.57 N·m
(3-5 in. lbs.) greater than recorded measurement.
(8) Rotate pinion several times then verify pinion
rotating torque again.
(9) Install axle shafts and hub bearings.
(10) Install propeller shaft with reference marks
aligned.

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. 30 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT

REMOVAL
(1) Remove differential housing cover and drain
lubricant from the housing.
(2) Remove hub bearings and axle shafts.
(3) Remove adjuster lock bolts and adjuster locks
(Fig. 31).

Fig. 29 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

Fig. 31 ADJUSTERS AND LOCKS
1
2
3
4

- ADJUSTER LOCK BOLT
- ADJUSTER LOCK
- ADJUSTER
- BEARING CAP

3 - 62

FRONT AXLE - 9 1/4 AA

DIFFERENTIAL (Continued)
(4) Mark bearing caps left and right for installation reference.
(5) Remove bearing cap bolts and remove bearing
caps.
(6) Loosen differential bearing adjusters (Fig. 32)
with Spanner Wrench 8883.

(3) Rotate differential pinion gears to differential
window and remove pinion gears and thrust washers
(Fig. 34).

Fig. 34 PINION GEAR
Fig. 32 ADJUSTERS
1
2
3
4

- BEARING CUP
- ADJUSTER
- BEARING CUP
- ADJUSTER

1 - DIFFERENTIAL WINDOW
2 - PINION GEAR
3 - THRUST GEAR

(4) Remove differential side gears and thrust
washers (Fig. 35).

(7) Remove differential case from the housing.
(8) Remove bearing cups and tag them left and
right for installation reference.

DISASSEMBLY
(1) Remove pinion shaft lock bolt.
(2) Remove pinion shaft (Fig. 33).

Fig. 35 SIDE GEARS
1 - SIDE GEAR
2 - SIDE GEAR
3 - PINION GEARS

Fig. 33 PINION SHAFT
1
2
3
4

PINION SHAFT
PUNCH
PINION GEAR
SIDE GEAR

FRONT AXLE - 9 1/4 AA

3 - 63

DIFFERENTIAL (Continued)

ASSEMBLY
NOTE: If the same gears and thrust washers are
being used, install them into their orignial locations.
(1) Lubricate all differential components with axle
lubricant.
(2) Install differential side gears and thrust washers (Fig. 36).

(4) Align hole in the pinion gears with hole in the
differential case.
(5) Install pinion shaft.
(6) Install new pinion shaft lock bolt and tighten
to 52 N·m (38 ft. lbs.).

INSTALLATION
(1) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.
CAUTION: Do not use water, steam, kerosene or
gasoline for cleaning.
(2) Lubricate differential case bearing.
(3) Install differential case with bearings cups into
the housing.
(4) Install bearing caps and bolts (Fig. 38). Tighten
the bearing cap bolts finger-tight.
NOTE: Do not torque bearing cap and bolts at this
time.

Fig. 36 SIDE GEARS
1 - DIFFERENTIAL WINDOW
2 - SIDE GEAR

(3) Rotate the one pinion gear with thrust washer
into the differential case (Fig. 37). Then rotate the
other pinion gear with thrust washer into the differential case.

Fig. 38 CASE BEARING CAP
1 - DIFFERENTIAL HOUSING
2 - BEARING CAP
3 - ADJUSTER

Fig. 37 PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - SIDE GEARS
3 - PINION GEAR

(5) Slide differential case toward the pinion gear
until the gears make contact/zero backlash. If zero
backlash cannot be obtained, turn the pinion side
adjuster until zero backlash is obtained.
(6) Holding the differential case toward the pinion
gear, turn bearing adjusters with Spanner Wrench
8883 until they make contact with the differential
bearings/cups.

3 - 64

FRONT AXLE - 9 1/4 AA

DIFFERENTIAL (Continued)
(7) Back off the ring gear side adjuster 4 holes, to
obtain initial ring gear backlash.
(8) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(9) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(10) Rotate the pinion several times to seat the differential bearings.
(11) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup.
(12) Tighten pinion gear side adjuster until it just
makes contact with the bearing cup.
(13) Tighten pinion gear side adjuster an additional:
• New Bearings: 6 Adjuster Holes
• Original Bearings: 4 Adjuster Holes
(14) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(15) Tighten bearing cap bolts to 85 N·m (63 ft.
lbs.).
(16) Tighten adjuster lock bolts to 25 N·m (18 ft.
lbs.) (Fig. 39).

Fig. 39 ADJUSTER LOCK BOLT
1
2
3
4

- DIFFERENTIAL CASE
- ADJUSTER LOCK
- ADJUSTER LOCK BOLT
- BEARING CAP BOLT

(17) Measure ring gear backlash and check gear
tooth contact pattern. Refer to Adjustments for procedure.
(18) Install axle shafts and hub bearings.
(19) Install differential housing gasket and cover.
Tighten cover bolts to 40 N·m (30 ft. lbs.).
(20) Fill differential with lubricant, refer to Lubrication & Maintenance for capacity and lubricant
type.
(21) Install fill plug and tighten to 32 N·m (24 ft.
lbs.).

DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove the differential case from the housing.
(2) Install Plug 8888 into the end of the case.
(3) Remove differental case bearings with Bearing
Splitter 1130 and Bridge 938 (Fig. 40).

Fig. 40 DIFFERENTIAL CASE BEARING
1
2
3
4

BRIDGE
SPLITTER
BEARING
PLUG

FRONT AXLE - 9 1/4 AA

3 - 65

DIFFERENTIAL CASE BEARINGS (Continued)

INSTALLATION
(1) Set differential case on Plug 8888.
(2) Install differenial case bearings with Installer
8881 and Handle C-4171 (Fig. 41).

Fig. 42 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - HAMMER

Fig. 41 DIFFERENTIAL CASE BEARINGS
1
2
3
4

HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER

(3) Install differentail case into housing.

PINION GEAR/RING GEAR
REMOVAL
NOTE: The ring and pinion gears are service in a
matched set. Never replace the ring gear/pinion
gear without replacing the other matching gear.
(1) Mark pinion flange and propeller shaft for
installation alignment.
(2) Disconnect propeller shaft from pinion flange
and remove propeller shaft.
(3) Remove axle shafts.
(4) Remove differential from housing.
(5) Place differential case in a vise with soft metal
jaw protectors
(6) Remove bolts holding ring gear to differential
case.
(7) Drive ring gear from differential case with a
soft hammer (Fig. 42).
(8) Hold pinion flange with Flange Wrench 8979
(Fig. 43) and remove pinion flange nut and washer.

Fig. 43 FLANGE WRENCH
1 - PINION FLANGE
2 - WRENCH

(9) Remove pinion flange from pinion with Pinion
Flange Puller 8992 (Fig. 44).
(10) Remove pinion gear from housing with Pinion
Driver 8976 and a hammer (Fig. 45).
NOTE: Thread drive on shaft until it bottoms out.
(11) Remove pinion seal with a slide hammer or
pry bar.
(12) Remove and discard front pinion bearing
CAUTION: Do not reuse front pinion bearing/cup.
(13) Remove collapsible spacer from the pinion
shaft.

3 - 66

FRONT AXLE - 9 1/4 AA

PINION GEAR/RING GEAR (Continued)

Fig. 44 PINION FLANGE PULLER
1 - PINION FLANGE
2 - PULLER

Fig. 46 REAR PINION BEARING
1
2
3
4

- PULLER
- VISE
- PINION SHAFT
- ADAPTER BLOCKS

INSTALLATION
(1) Install front pinion bearing cup (Fig. 47) with
Installer D-146 and Handle C-4171.

Fig. 45 PINION DRIVER
1 - PINION SHAFT
2 - PINION DRIVER

(14) Remove rear pinion bearing with Puller
C-293-PA and Adapters 8879 (Fig. 46).
(15) Remove pinion depth shim from the pinion
gear shaft and record thickness of the shims.
(16) Remove front pinion bearing cup from the
housing with a punch and hammer and discard.
CAUTION: Do not reuse front pinion bearing/cup.
(17) Remove rear pinion bearing cup from the
housing with a punch and hammer, if bearing is
replaced.

Fig. 47 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE

FRONT AXLE - 9 1/4 AA

3 - 67

PINION GEAR/RING GEAR (Continued)
(2) Install rear pinion bearing cup (Fig. 48) with
Installer 8886 and Handle C-4171, if bearing is
replaced.

(4) Install rear pinion bearing (Fig. 50) with
Installer C-3095-A and a press.

Fig. 50 REAR PINION BEARING
Fig. 48 REAR PINION BEARING CUP
1 - INSTALLER
2 - HANDLE

(3) Install pinion depth shim (Fig. 49) on the pinion gear shaft.

1
2
3
4

PRESS
INSTALLER
PINION GEAR
REAR PINION BEARING

(5) Install new collapsible spacer (Fig. 51).

Fig. 51 COLAPSIBLE SPACER
1 - COLAPSIBLE SPACER
2 - PINION GEAR
3 - REAR PINION BEARING

Fig. 49 PINION DEPTH SHIM
1 - PINION DEPTH SHIM
2 - PINION GEAR

(6) Lubricate pinion and bearings.

3 - 68

FRONT AXLE - 9 1/4 AA

PINION GEAR/RING GEAR (Continued)
(7) Install pinion into the housing and place front
pinion bearing onto the pinion shaft. Draw the pinion
shaft into the front bearing with Installer 8982 (Fig.
52).

• New Pinion Bearings: 1.7-2.8 N·m (15-25 in.
lbs.)
• Original Pinion Bearings: 1.1-2.2 N·m (10-20
in. lbs.)

Fig. 52 PINION GEAR INSTALLER
1 - INSTALLER
2 - DIFFERENTIAL HOUSING

(8) Install new pinion seal (Fig. 53) with Installer
8882 and Handle C-4171.

Fig. 53 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

(9) Apply a light coat of teflon sealant to the pinion flange splines.
(10) Hold pinion and lightly tap the pinion flange
onto the pinion shaft, until a few threads are showing.
(11) Install pinion flange washer and new pinion
nut.
(12) Hold pinion flange with Flange Wrench 8979
and tighten pinion nut until end play is taken up.
(13) Rotate pinion several times to seat bearings.
(14) Measure pinion rotating torque with an inch
pound torque wrench (Fig. 54). Tighten pinion nut in
small increments until pinion rotating torque is:

Fig. 54 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH

(15) Rotate pinion several times then verify pinion
rotating torque again.
(16) Position the ring gear on differential case and
start two new ring gear bolts.
(17) Install the rest of the new ring gear bolts and
tighten them alternately to seat the ring gear.
(18) Torque ring gear bolts to 140 N·m (103 ft.
lbs.).
(19) Install differential in housing.
(20) Measure final rotating torque with an inch
pound torque wrench. The final pinion rotating
torque plus differential case bearing preload is:
• New Bearings: 3.4-5.6 N·m (30-50 in. lbs.)
• Original Bearings: 2.8-5.1 N·m (25-45 in. lbs.)
(21) Install axle shafts.
(22) Verify ring gear backlash and gear contact
pattern.
(23) Install the propeller shaft with the reference
marks aligned.
(24) Install differential cover with gasket and
tighten to 40 N·m (30 ft. lbs.).
(25) Fill differential with fluid and tighten fill plug
to 32 N·m (24 ft. lbs.).

REAR AXLE - 9 1/4

3 - 69

REAR AXLE - 9 1/4
TABLE OF CONTENTS
page
REAR AXLE - 9 1/4
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . .
DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
ADJUSTMENTS . . . . . . .
SPECIFICATIONS . . . . . .
SPECIAL TOOLS
......
AXLE SHAFTS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
AXLE SHAFT SEALS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
AXLE BEARINGS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
PINION SEAL
REMOVAL . . . . . . . . . . . .

...
...
..
...
...
...
...
...

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.

. 69
. 69
. 69
. 74
. 74
. 74
. 79
. 80

. . . . . . . . . . . . . . . . . 83
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. . . . . . . . . . . . . . . . . 84
. . . . . . . . . . . . . . . . . 84
. . . . . . . . . . . . . . . . . 84
. . . . . . . . . . . . . . . . . 84
. . . . . . . . . . . . . . . . . 85

page
INSTALLATION . . . . . . . . . . . . . . . . .
DIFFERENTIAL
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
DIFFERENTIAL-TRAC-LOK
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
PINION GEAR/RING GEAR/TONE RING
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .

. . . . . . . . 85
.
.
.
.
.
.

.
.
.
.
.
.

. 86
. 86
. 86
. 88
. 88
. 88

.
.
.
.
.

. 89
. 89
. 89
. 90
. 92

. . . . . . . . 93
. . . . . . . . 94
. . . . . . . . 94
. . . . . . . . 96

The axle receives power from the propeller shaft.
The propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.

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.

DIAGNOSIS AND TESTING

BEARING NOISE

REAR AXLE - 9 1/4
DESCRIPTION
The axle consist of a cast iron center section with
axle tubes extending from either side. The tubes are
pressed into and welded to the differential housing to
form a one-piece axle housing (Fig. 1). The axles are
equipped with semi-floating axle shafts, meaning
vehicle loads are supported by the axle shaft and
bearings. The axle shafts are retained by C-locks in
the differential side gears.

OPERATION

GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, incorrect pinion depth, tooth

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

3 - 70

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)

Fig. 1 9 1/4 AXLE

REAR AXLE - 9 1/4

3 - 71

REAR AXLE - 9 1/4 (Continued)
1 - HUB
2 - AXLE SHAFT
3 - VENT FITTING
4 - DIFFERENTIAL HOUSING
5 - CUP
6 - FRONT PINION BEARING CONE
7 - NUT
8 - WASHER
9 - COMPANION FLANGE
10 - SEAL
11 - AXLE SHAFT
12 - HUB
13 - STUD
14 - BEARING CUP
15 - REAR PINION BEARING CONE
16 - DIFFERENTIAL BEARING
17 - ADJUSTER
18 - LOCK
19 - BOLT
20 - BEARING CAP
21 - CAP BOLT
22 - BEARING CUP
23 - THRUST WASHER
24 - SIDE GEAR
25 - C-LOCK
26 - DIFFERENTIAL POSITIONS
27 - THRUST WASHER
28 - COVER

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).

29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56

- PLUG
- COVER BOLT
- WASHER
- CLIP
- SIDE GEAR
- THRUST WASHER
- DIFFERENTIAL BEARING CONE
- C-LOCK
- BOLT
- LOCK
- BEARING CUP
- ADJUSTER
- BEARING CUP
- BOLT
- PINION MATE SHAFT
- EXCITER RING
- DIFFERENTIAL CASE
- RING GEAR BOLT
- RING GEAR
- PINION
- PINION GEAR DEPTH SHIM
- PRELOAD COLLAPSIBLE SPACER
- SEAL
- AXLE SHAFT BEARING
- AXLE SHAFT TUBE
- AXLE TUBE
- AXLE SHAFT BEARING
- SEAL

• 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 - 72

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (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 - 9 1/4

3 - 73

REAR AXLE - 9 1/4 (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 - 74

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)

REMOVAL
(1) Raise and support the vehicle.
(2) Position a lifting device under the axle.
(3) Secure axle to device.
(4) Remove wheels and tires assemblies.
(5) Remove RWAL sensor from the differential
housing.
(6) Remove brake hose at the axle junction block.
(7) Disconnect parking brake cables and cable
brackets.
(8) Remove brake calipers and rotors.
(9) Remove axle vent hose.
(10) Mark propeller shaft and companion flange
for installation alignment reference.
(11) Remove propeller shaft.
(12) Remove shock absorbers from axle.
(13) Remove U-bolets from axle.
(14) Separate the axle from the vehicle.

INSTALLATION
(1) Raise axle with lifting device and align to the
leaf spring centering bolts.
(2) Install axle U-bolts and tighten to 149 N·m
(110 ft. lbs.).
(3) Install shock absorbers to axle and tighten to
specification.
(4) Install the RWAL sensor to the differential
housing.
(5) Connect the parking brake cables and cable
brackets.
(6) Install brake rotors and calipers.
(7) Connect brake hose to the axle junction block.
(8) Install axle vent hose.
(9) Align propeller shaft and pinion companion
flange reference marks and tighten companion flange
bolts to 115 N·m (85 ft. lbs.).
(10) Install the wheels and tires.
(11) Fill differential to specifications.
(12) Remove lifting device from axle and lower the
vehicle.

ADJUSTMENTS
Ring gear and pinion are supplied as matched sets
only. The identifying numbers for the ring gear and
pinion are painted onto the pinion gear shaft (Fig. 2)
and the side of the ring gear. A plus (+) number,
minus (–) number or zero (0) along with the gear set
sequence number (01 to 99) is on each gear. This first
number is the amount (in thousandths of an inch)
the depth varies from the standard depth setting of a
pinion marked with a (0). The next two numbers are
the sequence number of the gear set. The standard
depth provides the best teeth contact pattern. Refer
to Backlash and Contact Pattern for additional information.

Fig. 2 PINION ID NUMBER
1 - VARIANCE NUMBER
2 - SEQUENCE NUMBER

Compensation for pinion depth variance is
achieved with select shims. The shims are placed
behind the rear pinion bearing. (Fig. 3).

Fig. 3 ADJUSTMENT SHIM LOCATIONS
1
2
3
4
5
6

DIFFERENTIAL HOUSING
COLLAPSIBLE SPACER
PINION BEARING
PINION DEPTH SHIM
PINION GEAR
BEARING CUP

If a new gear set is being installed, note the depth
variance painted onto both the original and replacement pinion. Add or subtract the thickness of the
original depth shims 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 painted number on the shaft of the drive
pinion (–1, –2, 0, +1, +2, etc.). The numbers repre-

REAR AXLE - 9 1/4

3 - 75

REAR AXLE - 9 1/4 (Continued)
sent 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

+0.008

+0.007

+0.006

+0.005

+0.004

+0.003

+0.002

+0.001

+0.007

+0.006

+0.005

+0.004

+0.003

+0.002

+0.001

20.001

+0.006

+0.005

+0.004

+0.003

+0.002

+0.001

20.001

20.002

+0.005

+0.004

+0.003

+0.002

+0.001

20.001

20.002

20.003

+0.004

+0.003

+0.002

+0.001

20.001

20.002

20.003

20.004

+0.003

+0.002

+0.001

20.001

20.002

20.003

20.004

20.005

+0.002

+0.001

20.001

20.002

20.003

20.004

20.005

20.006

+0.001

20.001

20.002

20.003

20.004

20.005

20.006

20.007

20.001

20.002

20.003

20.004

20.005

20.006

20.007

20.008

Replacement Pinion Gear Depth Variance

PINION DEPTH MEASUREMENT
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. 4).
(1) Assemble Pinion Height Block 6739, Pinion
Block 8542 and rear pinion bearing onto Screw 6741
(Fig. 4).
(2) Insert assembled height gauge components,
rear bearing, and screw into the housing through
pinion bearing cups (Fig. 5).
(3) Install front pinion bearing and Cone-Nut 6740
hand tight (Fig. 4).
(4) Place Arbor Disc 8541 on Arbor D-115-3 in position in the housing side bearing cradles (Fig. 6).
Install differential bearing caps on arbor discs and
tighten cap bolts to 41 N·m (30 ft. lbs.).
NOTE: Arbor Discs 8541 has different step diameters to fit other axles. Choose proper step for axle
being serviced.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Place Scooter Block/Dial Indicator in position
in axle housing so dial probe and scooter block are
flush against the rearward surface of the pinion
height block (Fig. 4). Hold scooter block in place and
zero the dial indicator. Tighten dial indicator face
lock screw.

Fig. 4 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

3 - 76

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)

Fig. 5 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK

Fig. 7 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR

• The maximum ring gear backlash variation is
0.076 mm (0.003 in.).
• Mark the gears so the same teeth are meshed
during all backlash measurements.
• Maintain the torque while adjusting the bearing
preload and ring gear backlash.
• Excessive adjuster torque will introduce a high
bearing load and cause premature bearing failure.
Insufficient adjuster torque can result in excessive
differential case free-play and ring gear noise.
• Insufficient adjuster torque will not support the
ring gear correctly and can cause excessive differential case free-play and ring gear noise.

Fig. 6 PINION DEPTH TOOLS
1
2
3
4

- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK

(7) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar
with the scooter block against the pinion height block
(Fig. 7). Continue moving the dial probe to the crest
of the arbor bar and record the highest reading.
(8) Select a shim equal to the dial indicator reading plus the drive pinion gear depth variance number
marked on the shaft of the pinion. For example, if
the depth variance is –2, add +0.002 in. to the dial
indicator reading.

DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
The following must be considered when adjusting
bearing preload and gear backlash:

NOTE: The differential bearing cups will not always
immediately follow the threaded adjusters as they
are moved during adjustment. To ensure accurate
bearing cup responses to the adjustments:
• Maintain the gear teeth engaged (meshed) as
marked.
• The bearings must be seated by rapidly rotating the pinion gear a half turn back and forth.
• Do this five to ten times each time the threaded
adjusters are adjusted.
(1) Throught the axle tube use Wrench C-4164 to
adjust each threaded adjuster inward until the differential bearing free-play is eliminated. Allow some
ring gear backlash approximately 0.25 mm (0.01 in.)
between the ring and pinion gear. Seat the bearing
cups with the procedure described above.
(2) Install dial indicator and position the plunger
against the drive side of a ring gear tooth (Fig. 8).
Measure the backlash at 4 positions, 90 degrees
apart around the ring gear. Locate and mark the
area of minimum backlash.

REAR AXLE - 9 1/4

3 - 77

REAR AXLE - 9 1/4 (Continued)
(3) Rotate the ring gear to the position of the least
backlash. Mark the gear so that all future backlash
measurements will be taken with the same gear
teeth meshed.

GEAR CONTACT PATTERN
Gear tooth contact pattern is used to verify the correct running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specification.
(4) Apply parking brakes lightly to create at 14
N·m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
• Gear contact pattern is correct (Fig. 9). Backlash
and pinion depth is correct.

Fig. 8 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
3 - EXCITER RING

(4) Loosen the right-side, tighten the left-side
threaded adjuster. Obtain backlash of 0.076 to 0.102
mm (0.003-0.004 in.) with each adjuster tightened to
14 N·m (10 ft. lbs.). Seat the bearing cups with the
procedure described above.
(5) Tighten the differential bearing cap bolts 136
N·m (100 ft. lbs.).
(6) Tighten the right-side threaded adjuster to 102
N·m (75 ft. lbs.). Seat the bearing cups with the procedure described above. Continue to tighten the
right-side adjuster and seat bearing cups until the
torque remains constant at 102 N·m (75 ft. lbs.)
(7) Measure the ring gear backlash. The range of
backlash is 0.15 to 0.203 mm (0.006 to 0.008 in.).
(8) Continue increasing the torque at the rightside threaded adjuster until the specified backlash is
obtained.

Fig. 9 CORRECT CONTACT PATTERN
• Ring gear too far away from pinion gear (Fig.
10). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.

NOTE: The left-side threaded adjuster torque
should have approximately 102 N·m (75 ft. lbs.). If
the torque is considerably less, the complete
adjustment procedure must be repeated.
(9) Tighten the left-side threaded adjuster until
102 N·m (75 ft. lbs.) torque is indicated. Seat the
bearing rollers with the procedure described above.
Do this until the torque remains constant.
(10) Install the threaded adjuster locks and
tighten the lock screws to 10 N·m (90 in. lbs.).

Fig. 10 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL

3 - 78

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)
• Ring gear too close to pinion gear (Fig. 11).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.

Fig. 13 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE

Fig. 11 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL

• Ring gear too far away from pinion gear (Fig.
12). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.

Fig. 14 LOW PINION HEIGHT

Fig. 12 INCORRECT BACKLASH
1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL

• Ring gear too close to pinion gear (Fig. 13).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.
• Pinion gear set too low (Fig. 14). Increase pinion
gear height, by increasing the pinion depth shim
thickness.
• Pinion gear set too high (Fig. 15). Decrease pinion depth, by decreasing the pinion depth shim thickness.

SIDE GEAR CLEARANCE
When measuring side gear clearance, check each
gear independently. If it necessary to replace a side
gear, replace both gears as a matched set.
(1) Install the axle shafts and C-locks and pinion
mate shaft.

Fig. 15 HIGH PINION HEIGHT
(2) Measure each side gear clearance. Insert a
matched pair of feeler gauge blades between the gear
and differential housing on opposite sides of the hub
(Fig. 16).
(3) If side gear clearances is no more than 0.005
inch. Determine if the axle shaft is contacting the
pinion mate shaft. Do not remove the feeler
gauges, inspect the axle shaft with the feeler
gauge inserted behind the side gear. If the end of

REAR AXLE - 9 1/4

3 - 79

REAR AXLE - 9 1/4 (Continued)

Fig. 17 SIDE GEAR CALCULATIONS

Fig. 16 SIDE GEAR CLEARANCE
1 - FEELER GAUGE
2 - SIDE GEAR

the axle shaft is not contacting the pinion mate
shaft, the side gear clearance is acceptable.
(4) If clearance is more than 0.005 inch (axle shaft
not contacting mate shaft), record the side gear clearance. Remove the thrust washer and measure its
thickness with a micrometer. Add the washer thickness to the recorded side gear clearance. The sum of
gear clearance and washer thickness will determine
required thickness of replacement thrust washer
(Fig. 17).

In some cases, the end of the axle shaft will move
and contact the mate shaft when the feeler gauge is
inserted. The C-lock is preventing the side gear from
sliding on the axle shaft.
(5) If there is no side gear clearance, remove the
C-lock from the axle shaft. Use a micrometer to measure the thrust washer thickness. Record the thickness and re-install the thrust washer. Assemble the
differential case without the C-lock installed and remeasure the side gear clearance.
(6) Compare both clearance measurements. If the
difference is less than 0.012 inch (0.305 mm), add
clearance recorded when the C-lock was installed to
thrust washer thickness measured. The sum will
determine the required thickness of the replacement
thrust washer.
(7) If clearance is 0.012 inch (0.305 mm) or
greater, both side gears must be replaced (matched
set) and the clearance measurements repeated.
(8) If clearance (above) continues to be 0.012 inch
(0.305 mm) or greater, the case must be replaced.

SPECIFICATIONS
AXLE SPECIFICATIONS
DESCRIPTION

SPECIFICATION

Axle Ratio

3.21, 3.55, 3.92

Differential Case Flange Runout

0.076 mm (0.003 in.)

Differential Case Clearance

0.12 mm (0.005 in.)

Ring Gear Diameter

235 mm (9.25 in.)

Ring Gear Backlash

0.12-0.20 mm (0.005-0.008 in.)

Ring Gear Runout

0.12 mm (0.005 in.)

Pinion Bearing Preload - New Bearings

1.7-4 N·m (15-35 in. lbs.)

Pinion Bearing Preload - Original Bearings

1-2 N·m (10-20 in. lbs.)

3 - 80

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Differential Cover Bolts

Bearing Cap Bolts

136

100

Ring Gear Bolts

157

115

Pinion Nut Minimum

285

210

Adjuster Lock Screw

7.5

Backing Plate Bolts

Pinion Mate Shaft Lock
Screw

Axle U-Bolt Nuts

149

110

SPECIAL TOOLS

PULLER 6790

HANDLE C-4171

REMOVER 6310

INSTALLER C-4076-B

INSTALLER C-4198

HANDLE C-4735-1

REAR AXLE - 9 1/4

DR
REAR AXLE - 9 1/4 (Continued)

HOLDER 6719

ADAPTERS C-293-37

PULLER C-452
PLUG SP-3289

INSTALLER C-3718
ADAPTERS C-293-47

WRENCH C-4164
INSTALLER C-4340

PULLER C-293-PA

FIXTURE 8138

3 - 81

3 - 82

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)

TRAC-LOK TOOLS 8140
INSTALLER C-4345

TRAC-LOK TOOLS 6960
REMOVER C-4307

INSTALLER C-4308

PINION BLOCK 8540

INSTALLER D-130
ARBOR DISCS 8541

INSTALLER C-3095-A
PINION GAUGE SET 6775

REAR AXLE - 9 1/4

3 - 83

AXLE SHAFTS
REMOVAL
(1)
(2)
(3)
(4)
18).

Place transmission in neutral.
Raise and support the vehicle.
Remove wheel and tire assembly.
Remove brake caliper, adapter and rotor (Fig.

Fig. 20 AXLE SHAFT C-LOCK
1 - C-LOCK
2 - AXLE SHAFT
3 - SIDE GEAR

(8) Remove axle shaft (Fig. 21) carefully to prevent
damage to the shaft bearing and seal in the axle
tube.

Fig. 18 REAR ROTOR
1 - ROTOR
2 - CALIPER ADAPTER
3 - CALIPER

(5) Remove differential housing cover and drain
lubricant.
(6) Rotate differential case so pinion mate shaft
lock screw is accessible. Remove lock screw and pinion mate shaft from differential case (Fig. 19).

Fig. 21 AXLE SHAFT
1
2
3
4

- AXLE SHAFT
- SUPPORT PLATE
- CALIPER
- PARK BRAKE SHOE ASSEMBLY

INSTALLATION
(1) Lubricate bearing bore and seal lip with gear
lubricant.
(2) Insall axle shaft and engage into side gear
splines.

Fig. 19 PINION MATE SHAFT LOCK SCREW
1 - LOCK SCREW
2 - PINION MATE SHAFT

(7) Push axle shaft inward and remove axle shaft
C-lock from the axle shaft (Fig. 20).

NOTE: Use care to prevent shaft splines from damaging axle shaft seal.
(3) Insert C-lock in end of axle shaft then push
axle shaft outward to seat C-lock in side gear.

3 - 84

REAR AXLE - 9 1/4

AXLE SHAFTS (Continued)
(4) Install differential cover and fill with gear
lubricant to the bottom of the fill plug hole.

(4) Insert pinion shaft into differential case and
through thrust washers and differential pinions.
(5) Align hole in shaft with hole in the differential
case and install lock screw with Loctitet on the
threads. Tighten lock screw to 11 N·m (8 ft. lbs.).
(6) Install differential cover and fill with gear
lubricant to the bottom of the fill plug hole.
(7) Install brake rotor, caliper adapter and caliper.
(8) Install wheel and tire.
(9) Remove support and lower vehicle.

(1) Remove axle shaft.
(2) Remove axle shaft seal from axle tube with a
small pry bar.

AXLE SHAFT SEALS

NOTE: The seal and bearing can be removed at the
same time with the bearing removal tool.

REMOVAL

(3) Remove axle shaft bearing with
Remover 6310 and Foot 6310-9 (Fig. 23).

(1) Remove axle shaft.
(2) Remove axle shaft seal (Fig. 22) from the axle
tube with a small pry bar.

AXLE BEARINGS
REMOVAL

Bearing

Fig. 23 AXLE SHAFT BEARING REMOVER

Fig. 22 AXLE SHAFT SEAL
1 - AXLE SEAL
2 - AXLE BEARING

INSTALLATION
(1) Wipe the axle tube bore clean. Remove any old
sealer or burrs from the tube.
(2) Coat the lip of the new seal with axle lubricant
and install a seal with Installer C-4076-B and Handle C-4735-1.
NOTE: When tool contacts the axle tube, the seal is
installed to the correct depth.
(3) Install the axle shaft.

1
2
3
4
5
6
7

- AXLE SHAFT TUBE
- NUT
- GUIDE PLATE
- GUIDE
- THREADED ROD
- ADAPTER
- FOOT

INSTALLATION
(1) Wipe the axle tube bore clean. Remove any old
sealer or burrs from the tube.
(2) Install axle shaft bearing with Installer C-4198
and Handle C-4171. Drive bearing in until tool contacts the axle tube.
NOTE: Bearing is installed with the bearing part
number against the installer.

REAR AXLE - 9 1/4

3 - 85

AXLE BEARINGS (Continued)
(3) Coat the lip of the new axle seal with axle
lubricant and install with Installer C-4076-B and
Handle C-4735-1.

(8) Remove pinion seal with pry tool or slide-hammer mounted screw.

INSTALLATION
NOTE: When tool contacts the axle tube, the seal is
installed to the correct depth.
(4) Install the axle shaft.
(5) Install differential cover and fill with gear
lubricant to the bottom of the fill plug hole.

(1) Apply a light coating of gear lubricant on the
lip of pinion seal.
(2) Install new pinion seal with Installer C-3860-A
and Handle C-4171 (Fig. 25)

PINION SEAL
REMOVAL
(1) Mark universal joint, companion flange and
pinion shaft for installation reference.
(2) Remove propeller shaft from the companion
flange.
(3) Remove the brake rotors to prevent any drag.
(4) Rotate companion flange three or four times
and record pinion rotating torque with an inch pound
torque wrench.
(5) Install two bolts into the companion flange
threaded holes, 180° apart. Position Holder 6719A
against the companion flange and install and tighten
two bolts and washers into the remaining holes.
(6) Hold the companion flange with Holder 6719A
and remove pinion nut and washer.
(7) Remove companion flange with Remover C-452
(Fig. 24).

Fig. 25 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
3 - HOUSING

(3) Install companion flange on the end of the
shaft with the reference marks aligned.
(4) Install two bolts into the threaded holes in the
companion flange, 180° apart.
(5) Position Holder 6719 against the companion
flange and install a bolt and washer into one of the
remaining threaded holes. Tighten the bolts so holder
is held to the flange.
(6) Install companion flange on pinion shaft with
Installer C-3718 and Holder 6719.
(7) Install pinion washer and a new pinion nut.
The convex side of the washer must face outward.
CAUTION: Never exceed the minimum tightening
torque 285 N·m (210 ft. lbs.) when installing the
companion flange retaining nut at this point. Damage to collapsible spacer or bearings may result.

Fig. 24 COMPANION FLANGE
1 - COMPANION FLANGE
2 - PULLER

(8) Hold companion flange with Holder 6719 and
tighten the pinion nut with a torque set to 285 N·m
(210 ft. lbs.) (Fig. 26). Rotate pinion several revolutions to ensure the bearing rollers are seated.
(9) Rotate pinion with 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. 27).

3 - 86

REAR AXLE - 9 1/4

PINION SEAL (Continued)
(10) If rotating torque is low, use Holder 6719 to
hold the companion flange and tighten pinion 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.
NOTE: The seal replacement is unacceptable if the
final pinion nut torque is less than 285 N·m (210 ft.
lbs.).
(11) Install propeller shaft with the installation
reference marks aligned.
(12) Tighten the companion flange bolts to 108
N·m (80 ft. lbs.).
(13) Install brake rotors.
(14) Check the differential lubricant level.

Fig. 26 TIGHTENING PINION NUT
1 - DIFFERENTIAL HOUSING
2 - COMPANION FLANGE HOLDER
3 - TORQUE WRENCH

DIFFERENTIAL
DESCRIPTION
The differential case is a one-piece design. The differential pinion mate shaft is retained with a
threaded pin. Differential bearing preload and ring
gear backlash are set and maintained by threaded
adjusters at the outside of the differential housing.
Pinion bearing preload is set and maintained by the
use of a collapsible spacer. The removable differential
cover provides a means for inspection and service.

OPERATION

Fig. 27 PINION ROTATION TORQUE
1 - COMPANION FLANGE
2 - TORQUE WRENCH

CAUTION: Never loosen pinion nut to decrease pinion bearing rotating torque and never exceed specified preload torque. If rotating torque is exceeded,
a new collapsible spacer must be installed.

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.
28).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
29). 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.

REMOVAL
(1) Remove filler plug from the differential cover.

REAR AXLE - 9 1/4

3 - 87

DIFFERENTIAL (Continued)

Fig. 28 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

Fig. 30 REFERENCE MARKS
1 - REFERENCE MARKS
2 - REFERENCE MARK
3 - BEARING CAPS

(7) Remove bearing threaded adjuster lock from
each bearing cap.
(8) Loosen differential bearing cap bolts.
(9) Loosen differential bearing adjusters through
the axle tubes with Wrench C-4164 (Fig. 31).

Fig. 29 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT

(2) Remove differential cover and drain the lubricant.
(3) Clean housing cavity with flushing oil, light
engine oil or a lint free cloth.
NOTE: Do not use steam, kerosene or gasoline to
clean the housing.
(4) Remove axle shafts.
(5) Remove RWAL/ABS sensor from housing.
NOTE: Side play resulting from bearing races being
loose on case hubs requires replacement of the differential case.
(6) Mark differential housing and bearing caps for
installation reference (Fig. 30).

Fig. 31 THREADED ADJUSTER TOOL
1 - AXLE TUBE
2 - BACKING PLATE
3 - THREAD ADJUSTER WRENCH

(10) Hold differential case while removing bearing
caps and adjusters.
(11) Remove differential case.
NOTE: Tag the differential bearing cups
threaded adjusters to indicate their location.

and

3 - 88

REAR AXLE - 9 1/4

DIFFERENTIAL (Continued)

DISASSEMBLY
(1) Remove pinion shaft lock screw (Fig. 32).

ASSEMBLY
(1) Install differential side gears and thrust washers.
(2) Install differential pinion and thrust washers.
(3) Install the pinion shaft.
(4) Align the hole in the pinion shaft with the hole
in the differential case and install the pinion shaft
lock screw.
(5) Lubricate all differential components with
hypoid gear lubricant.

INSTALLATION

Fig. 32 SHAFT LOCK SCREW

(1) Apply a coating of hypoid gear lubricant to the
differential bearings, bearing cups, and threaded
adjusters. A dab of grease can be used to keep the
adjusters in position.
(2) Install differential assembly into the housing.
(3) Install differential bearing caps in their original locations (Fig. 34).

1 - LOCK SCREW
2 - PINION SHAFT

(2) Remove pinion shaft.
(3) Rotate differential side gears and remove differential pinions and thrust washers (Fig. 33).

Fig. 34 BEARING CAPS
1
2
3
4

- REFERENCE MARKS
- REFERENCE MARKS
- ADJUSTER LOCK
- BEARING CAP

(4) Install bearing cap bolts and tighten the upper
bolts to 14 N·m (10 ft. lbs.). Tighten the lower bolts
finger-tight until the bolt head is seated.
(5) Perform the differential bearing preload and
adjustment procedure.

Fig. 33 DIFFERENTIAL GEARS
1 - THRUST WASHER
2 - SIDE GEAR
3 - DIFFERENTIAL PINION

(4) Remove differential side gears and thrust
washers.

NOTE: Be sure that all bearing cap bolts are tightened to their final torque of 136 N·m (100 ft.lbs.)
before proceeding.
(6) Install axle shafts.
(7) Apply a 1/4 inch bead of red Mopar Silicone
Rubber Sealant or equivalent to the housing cover
(Fig. 35).

REAR AXLE - 9 1/4

3 - 89

DIFFERENTIAL (Continued)
erated by the side gears as torque is applied through
the ring gear (Fig. 36).

Fig. 35 COVER SEALANT
1 - SEALANT
2 - DIFFERENTIAL COVER

CAUTION: If cover is not installed within 3 to 5 minutes, the cover must be cleaned and new RTV
applied or adhesion quality will be compromised.
(8) Install the cover and any identification tag and
tighten cover bolts to 41 N·m (30 ft. lbs.).
(9) Fill differential with lubricant to bottom of the
fill plug hole. Refer to the Lubricant Specifications
for the correct quantity and type.
NOTE: Trac-lok™ differential equipped vehicles
should be road tested by making 10 to 12 slow figure-eight turns. This maneuver will pump the lubricant through the clutch discs to eliminate a
possible chatter noise complaint.

DIFFERENTIAL-TRAC-LOK
DESCRIPTION
The optional Trac-Lokt differential case has a onepiece design and the similar internal components as
a standard differential, plus two clutch disc packs.The differential pinion mate shaft is retained with
a threaded pin. Differential bearing preload and ring
gear backlash are set and maintained by threaded
adjusters at the outside of the differential housing.
Pinion bearing preload is set and maintained by the
use of a collapsible spacer. The removable differential
cover provides a means for inspection and service.

OPERATION
This 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 gen-

Fig. 36 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

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. This
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
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

3 - 90

REAR AXLE - 9 1/4

DIFFERENTIAL-TRAC-LOK (Continued)
(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) 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. 37).

Fig. 38 DIFFERENTIAL CASE FIXTURE
1 - HOLDING FIXTURE
2 - VISE
3 - DIFFERENTIAL

(5) Install and lubricate Step Plate C-6960-3 (Fig.
39).

Fig. 37 ROTATING TORQUE TEST
1 - SPECIAL TOOL WITH BOLT IN CENTER HOLE
2 - TORQUE WRENCH

(6) If rotating torque is less than 41 N·m (30 ft.
lbs.) or more than 271 N·m (200 ft. lbs.) on either
wheel the unit should be serviced.

DISASSEMBLY
(1) Clamp Fixture 6965 in a vise and position the
differential case on the fixture (Fig. 38).
(2) Remove ring gear if the ring gear is to be
replaced.
(3) Remove pinion gear mate shaft lock screw.
(4) Remove pinion gear mate shaft with a drift and
hammer.

Fig. 39 STEP PLATE
1 - LOWER SIDE GEAR
2 - DIFFERENTIAL CASE
3 - DISC

(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.

REAR AXLE - 9 1/4

3 - 91

DIFFERENTIAL-TRAC-LOK (Continued)
(7) Position a small screw driver in slot of
Threaded Adapter Disc C-6960-1 (Fig. 40) to prevent
adapter from turning.

(9) With a feeler gauge remove thrust washers
from behind the pinion gears (Fig. 42).

Fig. 42 PINION GEAR THRUST WASHER
Fig. 40 THREAD ADAPTER DISC
1
2
3
4
5
6

SOCKET
SLOT IN DISC
SCREWDRIVER
LOWER DISC
THREADED ROD
UPPER DISC

1 - THRUST WASHER
2 - FEELER GAUGE

(10) Insert Turning Bar C-6960-2 into the pinion
mate shaft hole in the case.
(11) Loosen Forcing Screw in small increments
until clutch pack tension is relieved. Then turn the
case with the turning bar (Fig. 43).

(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. 41).

Fig. 43 TURNING BAR
1 - PINION GEARS
2 - TURNING BAR

Fig. 41 COMPRESS BELLEVILLE SPRING
1 - TORQUE WRENCH
2 - FORCING SCREW
3 - DIFFERENTIAL CASE

(12) Rotate differential case until the pinion gears
can be removed.
(13) Remove pinion gears from differential case.

3 - 92

REAR AXLE - 9 1/4

DIFFERENTIAL-TRAC-LOK (Continued)
(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. 44).

Fig. 45 CLUTCH DISC PACK
1
2
3
4

CLUTCH PACK
RETAINER
SIDE GEAR
RETAINER

Fig. 44 SIDE GEARS AND CLUTCH DISCS
1 - DIFFERENTIAL CASE
2 - RETAINER
3 - SIDE GEAR AND CLUTCH DISC PACK

(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
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.
(1) Lubricate each component with gear lubricant
before assembly.
(2) Assemble the clutch discs into packs and
secure disc packs with retaining clips (Fig. 45).
(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. 46).
NOTE: Verify clutch pack retaining clips are in position and seated in the case pockets.
(5) Position case on the Fixture 6965.

Fig. 46 CLUTCH PACK AND LOWER SIDE GEAR
1 - DIFFERENTIAL CASE
2 - LOWER SIDE GEAR AND CLUTCH PACK

REAR AXLE - 9 1/4

3 - 93

DIFFERENTIAL-TRAC-LOK (Continued)
(6) Install lubricated Step Plate C-6960-3 in lower
side gear.
(7) Install upper side gear and clutch disc pack
(Fig. 47).

(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 lock screw finger
tight to hold shaft during differential installation.
(17) Lubricate all differential components with
hypoid gear lubricant.

DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove differential bearings from the case
with Puller/Press C-293-PA and Adapters C-293-47
and Plug C-293-3 (Fig. 48).

Fig. 47 CLUTCH PACK AND UPPER SIDE GEAR
1 - SIDE GEAR AND CLUTCH PACK
2 - DIFFERENTIAL CASE
3 - LOWER DISC

(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 side gears and verify
pinion mate shaft hole is aligned.
(11) Rotate case with Turning Bar C-6960-2 until
pinion mate shaft holes in pinion gears align with
holes in case.
NOTE: If necessary, 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.

Fig. 48 DIFFERENTIAL BEARING PULLER
1
2
3
4
5

- PULLER
- ADAPTERS
- BEARING
- DIFFERENTIAL
- PLUG

3 - 94

REAR AXLE - 9 1/4

DIFFERENTIAL CASE BEARINGS (Continued)

INSTALLATION
(1) Install differential side bearings with Installer
C-4213 and Handle C-4171 (Fig. 49).

Fig. 50 RING GEAR
1 - CASE
2 - RING GEAR
3 - RAWHIDE HAMMER

Fig. 49 DIFFERENTIAL CASE BEARING
1
2
3
4

HANDLE
DIFFERENTIAL
BEARING
INSTALLER

(8) Install bolts into two of the threaded holes in
the companion flange 180° apart.
(9) Position Holder 6719 against the companion
flange and install a bolt and washer into one of the
remaining threaded holes. Tighten the bolts so the
Holder 6719 is held to the flange.
(10) Use Holder 6719 to hold companion flange
and remove the companion flange nut and washer.
(11) Remove companion flange with Remover
C-452 (Fig. 51).

(2) Install differential case into housing.

PINION GEAR/RING GEAR/
TONE RING
REMOVAL
NOTE: The ring gear and pinion are serviced in a
matched set. Never replace one gear without replacing the other matching gear.
(1) Mark companion flange and propeller shaft for
installation reference.
(2) Disconnect propeller shaft from the companion
flange and tie propeller shaft to underbody.
(3) Remove axle shafts.
(4) Remove differential from the differential housing.
(5) Place differential case in a vise with soft metal
jaw protectors..
(6) Remove ring gear bolts from the differential
case.
(7) Drive ring gear off the differential case with a
rawhide hammer (Fig. 50).

Fig. 51 COMPANION FLANGE
1 - COMPANION FLANGE
2 - REMOVER

(12) Remove pinion gear from the housing (Fig.
52).

REAR AXLE - 9 1/4

3 - 95

PINION GEAR/RING GEAR/TONE RING (Continued)
(16) Remove rear pinion bearing cup from housing
(Fig. 54) with Remover C-4307 and Handle C-4171.

Fig. 52 PINION GEAR
1 - RAWHIDE HAMMER

(13) Remove pinion seal with a pry tool or slidehammer mounted screw.
(14) Remove front pinion bearing and oil slinger if
equipped.
(15) Remove front pinion bearing cup with
Remover C-4345 and Handle C-4171 (Fig. 53).

Fig. 54 REAR PINION BEARING CUP
1 - DRIVER
2 - HANDLE

(17) Remove collapsible spacer from the pinion
shaft (Fig. 55).

Fig. 55 COLLAPSIBLE SPACER
Fig. 53 FRONT PINION BEARING CUP
1 - REMOVER
2 - HANDLE

1 - COLLAPSIBLE SPACER
2 - REAR PINION BEARING
3 - PINION DEPTH SHIM

3 - 96

REAR AXLE - 9 1/4

PINION GEAR/RING GEAR/TONE RING (Continued)
(18) Remove rear pinion bearing (Fig. 56) from the
pinion shaft with Puller C-293-PA and Adapters
C-293-37.

INSTALLATION
NOTE: The ring gear and pinion are serviced in a
matched set. Do not replace one gear without
replacing the other matching gear. If ring and pinion
gears or bearings are replaced, Refer to Adjustments for Pinion Gear Depth Setting.
(1) Apply Mopar Door Ease or equivalent stick
lubricant to outside surface of the pinion bearing
cups.
(2) Install rear pinion bearing cup (Fig. 58) with
Installer C-4308 and Driver Handle C-4171 and verify cup is seated.

Fig. 56 REAR PINION BEARING
1
2
3
4

- PULLER
- VISE
- ADAPTERS
- PINION SHAFT

(19) Remove pinion depth shim (Fig. 57) from the
pinion shaft and record shim thickness.

Fig. 58 REAR PINION BEARING CUP
1 - INSTALLER
2 - HANDLE

(3) Install front pinion bearing cup (Fig. 59) with
Installer D-129 and Handle C-4171 and verify cup is
seated.
(4) Lubricate and install front pinion bearing into
the housing.
(5) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with Installer C-4076-B
and Handle C-4735-1 (Fig. 60).

Fig. 57 PINION DEPTH SHIM
1 - PINION DEPTH SHIM
2 - PINION GEAR

REAR AXLE - 9 1/4

DR
PINION GEAR/RING GEAR/TONE RING (Continued)

Fig. 59 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE

Fig. 61 PINION DEPTH SHIM
1 - PINION DEPTH SHIM
2 - PINION GEAR

Fig. 60 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
3 - HOUSING

(6) Install pinion depth shim (Fig. 61) on the pinion gear shaft.
(7) Install rear bearing on the pinion (Fig. 62) with
Installer C-3095-A and a press.

Fig. 62 REAR PINION BEARING
1
2
3
4

PRESS
INSTALLER
PINION GEAR
REAR PINION BEARING

3 - 97

3 - 98

REAR AXLE - 9 1/4

PINION GEAR/RING GEAR/TONE RING (Continued)
(8) Install a new collapsible spacer on the pinion
shaft (Fig. 63).

Fig. 64 PINION NUT
Fig. 63 COLLAPSIBLE SPACER
1 - COLLAPSIBLE SPACER
2 - REAR PINION BEARING
3 - PINION DEPTH SHIM

(9) Lubricate rear pinion bearing and install pinion gear into the housing.
(10) Install companion flange with Installer
C-3718 and Holder 6719.
(11) Install bolts into two of the threaded holes in
the companion flange 180° apart.
(12) Position Holder 6719 against the companion
flange and install a bolt and washer into one of the
remaining threaded holes. Tighten the bolts so the
Holder 6719 is held to the flange.
(13) Install companion flange washer and a new
nut on the pinion and tighten the nut until there is
zero bearing end-play.
(14) With a torque wrench tighten the nut to 285
N·m (210 ft. lbs.) (Fig. 64).

1 - DIFFERENTIAL HOUSING
2 - HOLDER
3 - TORQUE WRENCH

(16) Check pinion rotating torque with an inch
pound torque wrench (Fig. 65). The pinion rotating
torque should be:
• Original Bearings: 1 to 3 N·m (10 to 20 in. lbs.).
• New Bearings: 2 to 5 N·m (15 to 35 in. lbs.).

CAUTION: Never loosen pinion nut to decrease pinion rotating torque and never exceed specified preload torque. If preload torque or rotating torque is
exceeded a new collapsible spacer must be
installed.
(15) Slowly tighten the nut in 6.8 N·m (5 ft. lbs.)
increments until the desired rotating torque is
achieved. Measure pinion rotating torque frequently
to avoid over crushing the collapsible spacer.

Fig. 65 PINION ROTATION TORQUE
1 - COMPANION FLANGE
2 - TORQUE WRENCH

REAR AXLE - 9 1/4

DR
PINION GEAR/RING GEAR/TONE RING (Continued)
(17) Position exciter ring on differential case. With
a brass drift, slowly and evenly tap the exciter ring
into position.
(18) Position ring gear on the differential case and
start two ring gear bolts. This will provide case-toring gear bolt hole alignment.
(19) Invert the differential case in the vise.
(20) Install new ring gear bolts and alternately
tighten to 156 N·m (115 ft. lbs.) (Fig. 66).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.
(21) Install differential in housing and verify gear
mesh, backlash and contact pattern.
(22) Install axle shafts.
(23) Install differential cover and fill with gear
lubricant.
(24) Install propeller shaft with reference marks
aligned.

Fig. 66 RING GEAR BOLTS
1
2
3
4

TORQUE WRENCH
RING GEAR BOLTS
RING GEAR
DIFFERENTIAL CASE

3 - 99

3 - 100

REAR AXLE - 10 1/2 AA

REAR AXLE - 10 1/2 AA
TABLE OF CONTENTS
page

page

REAR AXLE - 10 1/2 AA
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 100
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 100
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 100
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 103
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . 104
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 108
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 108
AXLE SHAFTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 111
AXLE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 112
PINION SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 113
DIFFERENTIAL
DESCRIPTION
. . . . . . . . . . . . . . . . . . . . . . . . 114

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 114
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 115
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 117
DIFFERENTIAL TRAC-RITE
DESCRIPTION
. . . . . . . . . . . . . . . . . . . . . . . . 118
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 118
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 118
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 119
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 121
PINION GEAR/RING GEAR/TONE RING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 123

REAR AXLE - 10 1/2 AA

DIAGNOSIS AND TESTING

DESCRIPTION

GEAR NOISE

The 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 design has the centerline of the pinion set below the centerline of the
ring gear. The axle is a full floating axle where the
loads are supported by the axle housing tubes. The
axle has a vent used to relieve internal pressure
caused by lubricant vaporization and internal expansion.

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.

REAR AXLE - 10 1/2 AA

3 - 101

REAR AXLE - 10 1/2 AA (Continued)

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.

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 - 102

REAR AXLE - 10 1/2 AA

REAR AXLE - 10 1/2 AA (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.

REAR AXLE - 10 1/2 AA

3 - 103

REAR AXLE - 10 1/2 AA (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. 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

INSTALLATION

(1) Raise and support the vehicle.
(2) Position a lifting device under the axle.
(3) Secure axle to device.
(4) Remove wheels and tires assemblies.
(5) Remove RWAL sensor from the differential
housing.
(6) Remove brake hose at the axle junction block
and axle vent hose.
(7) Disconnect parking brake cables and cable
brackets.
(8) Remove brake calipers and rotors.
(9) Mark propeller shaft and companion flange for
installation alignment reference.
(10) Remove propeller shaft.
(11) Remove shock absorbers from axle.
(12) Remove U-bolts from axle.
(13) Separate the axle from the vehicle.

(1) Raise axle with lifting device and align to the
leaf spring centering bolts.
(2) Install axle U-bolts and tighten to 149 N·m
(110 ft. lbs.).
(3) Install shock absorbers to axle and tighten to
specification.
(4) Install the RWAL sensor to the differential
housing.
(5) Connect the parking brake cables and cable
brackets.
(6) Install brake calipers.
(7) Connect brake hose to the axle junction block
and axle vent hose.
(8) Align propeller shaft and pinion companion
flange reference marks and tighten companion flange
bolts to 115 N·m (85 ft. lbs.).
(9) Install the wheels and tires.

3 - 104

REAR AXLE - 10 1/2 AA

REAR AXLE - 10 1/2 AA (Continued)
(10) Fill differential to specifications.
(11) Remove lifting device from axle and lower the
vehicle.

ing torque should be 1.7-2.26 N·m (15-20 in. lbs.)
(Fig. 1).

Fig. 2 PINION HEIGHT BLOCK
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. 3).
(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 165 N·m (122 ft. lbs.).
NOTE: Arbor should rotate freely in the arbor discs.

Fig. 1 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 8899 and rear pinion bearing onto Screw 6741
(Fig. 1).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 2).
(3) Install front pinion bearing and install the
Cone-nut 6740 hand tight. Then check tool rotating
torque with an inch pound torque wrench. The rotat-

Fig. 3 GAUGE TOOLS IN HOUSING
1
2
3
4

- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK

REAR AXLE - 10 1/2 AA

3 - 105

REAR AXLE - 10 1/2 AA (Continued)
(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 4). Move the
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim equal to the dial indicator reading.
(10) Install the select shim between the rear pinion bearing and the pinion gear head.

Fig. 5 ADJUSTER LOCK BOLT
Fig. 4 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR

1
2
3
4

- DIFFERENTIAL CASE
- ADJUSTER LOCK
- ADJUSTER LOCK BOLT
- BEARING CAP BOLT

DIFFERENTIAL CASE BEARING PRELOAD AND
GEAR BACKLASH
Backlash is adjusted by moving the adjusters in
and out or both. By moving the adjusters the case/
ring gear will move closer or further away from the
pinion. In most cases this adjustment can be used to
achieve the correct gear tooth pattern and set the
case bearing preload.
(1) Remove adjuster lock bolts and adjuster locks
(Fig. 5).
(2) Loosen the differential bearing caps.
(3) Slide differential case toward the pinion gear
until the gears make contact/zero backlash. If zero
backlash cannot be obtained, turn the pinion side
adjuster until zero backlash is obtained.
(4) Holding the differential case toward the pinion
gear, turn bearing adjusters with Spanner Wrench
8883 (Fig. 6) until they make contact with the differential bearings/cups.
(5) Back off the ring gear side adjuster 4 holes, to
obtain initial ring gear backlash.
(6) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(7) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(8) Rotate the pinion several times to seat the deferential bearings.

Fig. 6 ADJUSTER SPANNER WRENCH
1 - WRENCH
2 - DIFFERENTIAL

(9) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup, then tighten
it until it makes contact.
(10) Tighten pinion gear side adjuster an additional:
• New Bearings: 6 Adjuster Holes
• Original Bearings: 4 Adjuster Holes
(11) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.

3 - 106

REAR AXLE - 10 1/2 AA

REAR AXLE - 10 1/2 AA (Continued)
(12) Tighten bearing cap bolts to 115 N·m (85 ft.
lbs.).
(13) Tighten adjuster lock bolts to 33 N·m (24 ft.
lbs.).
(14) Measure ring gear backlash with a Dial Indicator C-3339 and Dial Indicator Stud L-4438 at eight
points around the drive side of the ring gear (Fig. 7).
The backlash should be 0.08-0.25 mm (0.003-0.010
in) with a preferred backlash of 0.13-0.18 mm (0.0050.007 in).
NOTE: Backlash measurement should not vary
more than 0.05 mm (0.002 in) between measuring
points. If measurement does vary inspect the gears
for burrs, the differential case flange and ring gear
mounting.

• Gear contact pattern correct (Fig. 8). Backlash
and pinion depth is correct.

Fig. 8 CORRECT CONTACT PATTERN
• Ring gear too far away from pinion gear (Fig. 9).
Decrease the backlash, by moving the ring closer to
the pinion gear using the adjusters.

Fig. 9 INCORRECT BACKLASH
Fig. 7 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR

GEAR TOOTH CONTACT PATTERN
Gear tooth contact pattern is used to verify the correct running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specification.
(4) Apply parking brakes lightly to create at 14
N·m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:

1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL

• Ring gear too close to pinion gear (Fig. 10).
Increase the backlash, by moving the ring away from
the pinion gear using the adjusters.

Fig. 10 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL

REAR AXLE - 10 1/2 AA

3 - 107

REAR AXLE - 10 1/2 AA (Continued)
• Ring gear too far away from pinion gear (Fig.
11). Decrease the backlash, by moving the ring closer
to the pinion gear using the adjusters.

• Pinion gear is set too low (Fig. 13). Increase the
pinion gear height, by increasing the pinion depth
shim thickness.

Fig. 11 INCORRECT BACKLASH

Fig. 13 LOW PINION HEIGHT

1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL

• Ring gear too close to pinion gear (Fig. 12).
Increase the backlash, by moving the ring away from
the pinion gear using the adjusters.

• Pinion gear is set too high (Fig. 14). Decrease
the pinion depth, by decreasing the pinion depth
shim thickness.

Fig. 14 HIGH PINION HEIGHT
Fig. 12 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE

3 - 108

REAR AXLE - 10 1/2 AA

REAR AXLE - 10 1/2 AA (Continued)

SPECIFICATIONS
AXLE SPECIFICATIONS
DESCRIPTION

SPECIFICATION

Axle Ratio

3.73, 4.10

Ring Gear Diameter

266 mm (10.5 in.)

Ring Gear Backlash

0.13-0.18 mm (0.005-0.007 in.)

Pinion Bearing Preload - New Bearings

1.69-2.82 N·m (15-25 in. lbs.)

Pinion Bearing Preload - Original Bearings

1-2 N·m (10-20 in. lbs.)

Pinion Bearing Preload + Diff Case Bearing Preload New Bearings

3.4-5.6 N·m (30-50 in. lbs.)

Pinion Bearing Preload + Diff Case Bearing Preload Original Bearings

2.8-5.1 N·m (25-45 in. lbs.)

TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Fill Hole Plug

Differential Cover Bolts

Bearing Cap Bolts

165

122

Ring Gear Bolts

237

175

Axle Flange Bolts

129

Adjuster Lock Bolt

SPECIAL TOOLS

DIAL INDICATOR SET C-3339

HANDLE C-4171

DIAL INDICATOR STUD L-4438

SPLITTER 1130

REAR AXLE - 10 1/2 AA

DR
REAR AXLE - 10 1/2 AA (Continued)

PULLER C-293-PA

BRIDGE 938

ADAPTERS 8879
PINION DEPTH GAUGE 6730

ADJUSTER WRENCH 8883
GAUGE BLOCK 8899

BEARING INSTALLER 8956
ARBOR DISCS 6732

3 - 109

3 - 110

REAR AXLE - 10 1/2 AA

REAR AXLE - 10 1/2 AA (Continued)

PINION INSTALLER 8981

CUP INSTALLER 8959

CUP INSTALLER 8960

CUP INSTALLER 8961

FLANGE PULLER 8992

FLANGE WRENCH 8979

PINION DRIVER 8977

PLUG 8888

REAR AXLE - 10 1/2 AA

3 - 111

REAR AXLE - 10 1/2 AA (Continued)

SEAL INSTALLER 8896

SOCKET 8954

AXLE SHAFTS
REMOVAL
(1) Remove axle shaft flange bolts (Fig. 15).

SEAL INSTALLER 8963

Fig. 15 AXLE FLANGE BOLTS
1 - AXLE FLANGE
2 - FLANGE BOLT

CUP INSTALLER 8962

(2) Slide axle shaft out of the axle tube.
(3) Remove axle shaft gasket.

INSTALLATION
NOTE: Axle flange bolts must be replaced or use
Mopar Lock N’ Seal or LoctiteT 242 on cleaned
existing bolts.
(1) Clean axle flange and hub.
(2) Install new axle shaft gasket.
(3) Slide axle shaft into the axle tube.
(4) Install axle shaft flange bolts and tighten to
129 N·m ( 95 ft. lbs.).

BEARING INSTALLER MD-998805

3 - 112

REAR AXLE - 10 1/2 AA

AXLE BEARINGS
REMOVAL
(1) Remove axle shaft flange bolts and remove axle
shaft.
(2) Remove retianer ring (Fig. 16) from the axle
shaft tube.

(4) Remove hub bearing nut with Socket 8954.
(5) Remove hub and bearings from the axle.
(6) Pry out hub bearing seal from the back of the
hub.
NOTE: The inner part of the seal may stay on the
axle tube (Fig. 18). This part must also be removed.

Fig. 18 INNER PART OF SEAL
1 - PRY BAR
2 - AXLE TUBE
3 - REMAINING SEAL

Fig. 16 RETAINER RING
1 - RETAINER RING
2 - LOCKING KEY
3 - BEARING NUT

(3) Remove hub bearing nut locking key (Fig. 17).

(7) Remove rear bearing.
(8) Remove hub bearing cups with a hammer and
drift.

INSTALLATION
(1) Install outer hub bearing cup with Installer
8961 and Handle C-4171.
(2) Install inner hub bearing cup with Installer
8962 and Handle C-4171.
(3) Pack bearings with the appropriate grease.
(4) Install rear bearing and install new grease
seal with Installer 8963 and Handle C-4171.
(5) Slide hub on the axle tube and install front
bearing into the hub.
(6) Install hub bearing nut with Socket 8954 and
tighten to 30 N·m (22 ft. lbs.) while rotating the hub
(Fig. 19).
(7) Back off nut about 30° and align next hub nut
key slot with axle tube key slot and install locking
key.
NOTE: End play
(0.001-0.010 in.).

Fig. 17 LOCKING KEY
1 - BEARING NUT
2 - LOCKING KEY
3 - AXLE TUBE

should

0.025-0.25

(8) Install retainer ring with ring end in the key
slot.
(9) Install new axle shaft gasket and install axle
shaft.

REAR AXLE - 10 1/2 AA

3 - 113

AXLE BEARINGS (Continued)

Fig. 19 HUB NUT SOCKET
1 - SOCKET
2 - TORQUE WRENCH

PINION SEAL

Fig. 21 FLANGE WRENCH
1 - PINION FLANGE
2 - FLANGE WRENCH

(6) Remove pinion flange with Pinion Flange
Puller 8992 (Fig. 22).

REMOVAL
(1) Remove axle shafts.
(2) Mark propeller shaft and pinion flange for
installation reference and remove shaft.
(3) Rotate pinion gear three or four times.
(4) Measure and record the amount of torque necessary to rotate the pinion gear with an inch pound
torque wrench (Fig. 20).

Fig. 22 PINION FLANGE PULLER
1 - PINION FLANGE
2 - PULLER

(7) Remove pinion shaft seal with a pry tool or
slide hammer mounted screw.

INSTALLATION

Fig. 20 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH

(5) Hold pinion flange with Flange Wrench 8979
(Fig. 21) and remove pinion flange nut and washer.

(1) Install new pinion seal with Installer 8896 and
Handle C-4171 (Fig. 23).
(2) Apply a light coat of teflon sealant to the pinion flange splines.
(3) Lightly tap the pinion flange onto the pinion
until a few threads are showing.
(4) Install flange washer and new pinion nut.
(5) Hold flange with Flange Wrench 8979 (Fig. 24)
and tighten pinion nut until pinion end play is taken
up.

3 - 114

REAR AXLE - 10 1/2 AA

PINION SEAL (Continued)

Fig. 23 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

Fig. 24 FLANGE WRENCH
1 - FLANGE WRENCH
2 - PINION FLANGE

(6) Rotate pinion several times to seat bearings.
(7) Measure pinion rotating torque with an inch
pound torque wrench and compare it to recorded
measurement.
(8) Tighten pinion nut in small increments, until
pinion rotating torque is 0.40-0.57 N·m (3-5 in. lbs.)
greater than recorded measurement.
(9) Rotate pinion several times then verify pinion
rotating torque again.
(10) Install axle shafts.
(11) Install propeller shaft with reference marks
aligned.
(12) Check and fill differential if necessary.

Fig. 25 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. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
26). 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.

REAR AXLE - 10 1/2 AA

3 - 115

DIFFERENTIAL (Continued)
(7) Loosen differential bearing adjusters (Fig. 28)
with Spanner Wrench 8883.

Fig. 26 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT

REMOVAL
(1) Remove lubricant fill hole plug from the differential housing cover.
(2) Remove differential housing cover and drain
the lubricant from housing.
(3) Remove axle shafts.
(4) Remove adjuster lock bolts and adjuster locks
(Fig. 27).

Fig. 28 BEARING ADJUSTERS
1
2
3
4

- BEARING CUP
- ADJUSTER
- BEARING CUP
- ADJUSTER

(8) Remove differential case from the housing.
(9) Remove bearing cups and tag them left and
right for installation reference.

DISASSEMBLY
(1) Remove pinion shaft with a hammer and punch
from the side with the hole in the pinion shaft (Fig. 29).

Fig. 27 ADJUSTER LOCKS
1
2
3
4

- LOCK BOLT
- ADJUSTER LOCK
- ADJUSTER
- BEARING CAP

(5) Mark bearing caps left and right for installation reference.
(6) Remove bearing cap bolts and remove bearing
caps.

Fig. 29 PINION SHAFT
1
2
3
4

PINION GEAR
PINION SHAFT
RING GEAR
EXCITER RING

3 - 116

REAR AXLE - 10 1/2 AA

DIFFERENTIAL (Continued)
(2) Rotate one pinion gear with thrust washer
(Fig. 30) to the differential window and remove the
gear.

Fig. 32 SIDE GEARS
1 - SIDE GEAR
2 - SIDE GEAR
3 - PINION GEARS

ASSEMBLY
Fig. 30 FRIST PINION GEAR
1 - DIFFERNTIAL CASE WINDOW
2 - PINION GEAR
3 - THRUST WASHER

(3) Rotate the other pinion gear with thrust
washer (Fig. 31) to the differential window and
remove the gear.

Fig. 31 SECOND PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - THRUST WASHER
3 - PINION GEAR

(4) Remove differential side gears and thrust
washers (Fig. 32).

NOTE: If the same gears and thrust washers are
being used, install them into their orignial locations.
(1) Lubricate all differential components with axle
lubricant.
(2) Install differential side gears and thrust washers (Fig. 33).

Fig. 33 SIDE GEAR
1 - DIFFERENTIAL WINDOW
2 - SIDE GEAR

(3) Install first pinion gear into the differential
window and side gears. Rotate the pinion gear to the
back of the case (Fig. 34).

REAR AXLE - 10 1/2 AA

3 - 117

DIFFERENTIAL (Continued)

INSTALLATION
(1) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.
CAUTION: Do not use water, steam, kerosene or
gasoline for cleaning.
(2) Lubricate differential case bearing.
(3) Install differential case with bearings cups into
the housing.
NOTE: A light coat of grease on the cups will hold
them in place during installation.
(4) Install bearing caps and bolts (Fig. 36). Tighten
the bearing cap bolts finger-tight.
NOTE: Do not torque bearing cap and bolts at this
time.

Fig. 34 PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - SIDE GEARS
3 - PINION GEAR

(4) Install the other pinion gear and thrust
washer. Rotate the gears to align hole in the pinion
gears with hole in the differential case.
(5) Slide pinion shaft into the case and through
the pinion gears. Tap the shaft to seat the pinion
shaft snap-ring into the case (Fig. 35).

Fig. 36 CASE BEARING CAP
1 - DIFFERENTIAL HOUSING
2 - BEARING CAP
3 - ADJUSTER

Fig. 35 PINION SHAFT INSTALLATION
1
2
3
4

PINION SHAFT SNAP-RING
SIDE GEAR
PINION GEAR
PINION SHAFT

3 - 118

REAR AXLE - 10 1/2 AA

DIFFERENTIAL (Continued)
(8) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(9) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(10) Rotate the pinion several times to seat the differential bearings.
(11) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup.
(12) Tighten pinion gear side adjuster until it just
makes contact with the bearing cup.
(13) Tighten pinion gear side adjuster an additional:
• New Bearings 6 Adjuster Holes
• Original Bearings 4 Adjuster Holes
(14) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(15) Tighten bearing cap bolts to 165 N·m (122 ft.
lbs.).
(16) Tighten adjuster lock bolts to 25 N·m (18 ft.
lbs.) (Fig. 37).

DIFFERENTIAL TRAC-RITE
DESCRIPTION
The Trac-Rite™ differential is a helical gear differential. The differential has two side gears, six pinion
gears and six pinion brake shoes.
NOTE: The differential is seviced as an assembly
only if damaged, but can be disassembled for
cleaning. The assembly should be cleaned every
time a bearing is changed due to damage.

OPERATION
When one wheel begins to spin the pinion gears on
that side are forced toward the pinion brake shoes.
The pinion brake shoes then cause frictional drag on
the opposite pinion gears and the side gear. These
friction forces transfer the power to the opposite
wheel. Once the frictional forces are overcome, differentiation will occur. The torque will be continually
biased by the frictional forces to the high traction
wheel.

DISASSEMBLY
(1) Remove differential ring gear bolts.
(2) Remove differential case cover locating screws
(Fig. 38).

Fig. 37 ADJUSTER LOCK BOLT
1
2
3
4

- DIFFERENTIAL CASE
- ADJUSTER LOCK
- ADJUSTER LOCK BOLT
- BEARING CAP BOLT

(17) Measure ring gear backlash and check gear
tooth contact pattern. Refer to Adjustments for procedure.
(18) Install axle shafts.
(19) Install differential housing gasket and cover.
Tighten cover bolts to 40 N·m (30 ft. lbs.).
(20) Fill axle with lubricant, refer to Lubrication &
Maintenance for capacity and lubricant type.
(21) Install fill plug and tighten to 32 N·m (24 ft.
lbs.).

Fig. 38 LOCATION SCREWS
1 - DIFFERENTIAL COVER
2 - LOCATION SCREWS

(3) Remove differential case cover.
(4) Remove side gear and thrust washer (Fig. 39).

REAR AXLE - 10 1/2 AA

3 - 119

DIFFERENTIAL TRAC-RITE (Continued)
NOTE: Mark all component locations.

(6) Remove six pinion gears (Fig. 41).

Fig. 39 SIDE GEAR AND THRUST WASHER
1 - SIDE GEAR
2 - THRUST WASHER

(5) Remove three pinion brake shoes (Fig. 40).

Fig. 41 PINION GEARS
1 - PINION GEARS
2 - SIDE GEAR

(7) Remove remaining side gear thrust washer and
spacer.
(8) Remove remaining three pinion brake shoes.

CLEANING
Clean the differential case and gears with light oil
or a lint free cloth.
NOTE: Never use water, steam, kerosene or gasoline for cleaning.

INSPECTION
NOTE: Minor corrosion, nicks or scratches can be
smoothed with 400 grit emery cloth and polished
out with crocus cloth.

Fig. 40 PINION BRAKE SHOES
1 - BRAKE SHOES
2 - PINION GEARS

(1) Inspect pinion gears teeth for chips and cracks
(Fig. 42).
(2) Inspect pinion gears shafts and brake shoes for
scratches, flat-spots or worn (Fig. 42).
(3) Inspect side gears teeth for chips and cracks
(Fig. 43).
(4) Inspect pinion and side gear bores for scratches
(Fig. 44).
NOTE: If any damage is found the differential must
be replaced as an assembly. Individual components
can not be replaced separately.

3 - 120

REAR AXLE - 10 1/2 AA

DIFFERENTIAL TRAC-RITE (Continued)

Fig. 42 PINION GEAR AND BRAKE SHOE
1 - BRAKE SHOES
2 - PINION GEAR
3 - PINION SHAFT

Fig. 44 PINION/SIDE GEAR BORE
1 - PINION BORES
2 - SIDE GEAR BORE

Fig. 43 SIDE GEARS
1 - THRUST WASHERS
2 - SPACER
3 - SIDE GEARS

ASSEMBLY
NOTE: Install all component in their original locations.
(1) Lubricate all gears and differential bores with
differential lubricant.
(2) Install one set of pinion brake shoes into the
case bores.
NOTE: Brake shoes can be installed upside down,
but if install wrong pinion gear will not fit.
(3) Install side gear thrust washer, side gear and
spacer (Fig. 45).

Fig. 45 SIDE GEAR AND SPACER
1 - SPACER
2 - SIDE SPACER

(4) Install one set of pinion gears into the bores
next to the brake shoes, with the pinion shaft facing
up.
(5) Install other side gear and thrust washer.

REAR AXLE - 10 1/2 AA

3 - 121

DIFFERENTIAL TRAC-RITE (Continued)
(6) Install
shoes in the
(7) Install
gears shafts

other set of pinion gears into the brake
case.
other set of brake shoes onto the pinion
(Fig. 46).

Fig. 47 DIFFERENTIAL CASE BEARING
1
2
3
4

BRIDGE
SPLITTER
BEARING
PLUG

Fig. 46 PINION BRAKE SHOES
1 - BRAKE SHOES
2 - PINION GEARS

(8) Install differential cover and location screws.
(9) Install new ring gear bolts and tighten to 237
N·m (175 ft. lbs.).

DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential case from the housing.
(2) Install Plug 8888 into the end of the case.
(3) Remove differental case bearings with Bearing
Splitter 1130 and Bridge 938 (Fig. 47).

INSTALLATION
(1) Install differenial case bearings with Installer
8956 and Handle C-4171 (Fig. 48).
(2) Install differentail case into housing.

Fig. 48 DIFFERENTIAL CASE BEARINGS
1
2
3
4

HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER

3 - 122

REAR AXLE - 10 1/2 AA

PINION GEAR/RING GEAR/
TONE RING

(7) Drive ring gear from differential case with a
soft hammer (Fig. 50).

REMOVAL
NOTE: The ring and pinion gears are service in a
matched set. Never replace the ring gear/pinion
gear without replacing the other matching gear.
(1) Mark pinion flange and propeller shaft for
installation alignment.
(2) Disconnect propeller shaft from pinion flange
and remove propeller shaft.
(3) Remove differential from axle housing.
(4) Place differential on Plug 8888 and drive
exciter ring off the differential case with a hammer
and punch (Fig. 49).
NOTE: Do not remove the exciter ring if it is not
being replaced.

Fig. 50 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - HAMMER

(8) Hold pinion flange with Flange Wrench 8979
(Fig. 51) and remove pinion flnage nut and washer.

Fig. 49 EXCITER RING
1
2
3
4

DIFFERENTIAL CASE
RING GEAR
PUNCH
EXCITER RING

(5) Place differential case in a vise with soft metal
jaw protectors
(6) Remove bolts holding ring gear to differential
case.

Fig. 51 FLANGE WRENCH
1 - PINION FLANGE
2 - FLANGE WRENCH

(9) Remove pinion flange from the pinion with Pinion Flange Puller 8992 (Fig. 52).
(10) Remove pinion gear from housing, with Pinion
Driver 8977 (Fig. 53) and a hammer.

REAR AXLE - 10 1/2 AA

3 - 123

PINION GEAR/RING GEAR/TONE RING (Continued)

Fig. 52 PINION FLANGE PULLER
1 - PINION FLANGE
2 - PULLER

NOTE: Thread the driver on the pinion shaft till it
bottoms out.

Fig. 54 REAR PINION BEARING
1
2
3
4

- PULLER
- VISE
- PINION SHAFT
- ADAPTER BLOCKS

CAUTION: Do not reuse front pinion bearing/cup.
(17) Remove rear pinion bearing cup from the
housing with a punch and hammer, if bearing is
going to be replaced.

INSTALLATION
(1) Install new front pinion bearing cup (Fig. 55)
with Installer 8960 and Handle C-4171.

Fig. 53 PINION DRIVER
1 - PINION SHAFT
2 - PINION DRIVER

(11) Remove pinion seal with a slide hammer or
pry bar.
(12) Remove and discard front pinion bearing.
CAUTION: Do not reuse front pinion bearing/cup.
(13) Remove collapsible spacer from the pinion
shaft.
(14) Remove rear pinion bearing with Puller
C-293-PA and Adapter Blocks 8879 (Fig. 54).
(15) Remove pinion depth shim from the pinion
gear shaft and record thickness of the shims.
(16) Remove front pinion bearing cup from the
housing with a punch and hammer and discard cup.

Fig. 55 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE

3 - 124

REAR AXLE - 10 1/2 AA

PINION GEAR/RING GEAR/TONE RING (Continued)
(2) Install new rear pinion bearing cup (Fig. 56)
with Installer 8959 and Handle C-4171.

(4) Install rear pinion bearing (Fig. 58) with
Installer MD-998805 and a press.

Fig. 56 REAR PINION BEARING CUP

Fig. 58 REAR PINION BEARING

1 - INSTALLER
2 - HANDLE

(3) Install pinion depth shim (Fig. 57) on the pinion gear shaft.

1
2
3
4

PRESS
INSTALLER
PINION GEAR
REAR PINION BEARING

(5) Install new collapsible spacer (Fig. 59).

Fig. 59 COLLAPSIBLE SPACER
Fig. 57 PINION DEPTH SHIM
1 - PINION DEPTH SHIM
2 - PINION GEAR

1 - COLAPSIBLE SPACER
2 - PINION GEAR
3 - REAR PINION BEARING

(6) Lubricate pinion and bearings.

REAR AXLE - 10 1/2 AA

3 - 125

PINION GEAR/RING GEAR/TONE RING (Continued)
(7) Install pinion into the housing and place front
pinion bearing onto the pinion shaft. Draw the pinion
shaft into the front bearing with Installer 8981 (Fig.
60).

Fig. 62 FLANGE WRENCH
1 - FLANGE WRENCH
2 - PINION FLANGE

Fig. 60 PINION GEAR INSTALLER
1 - INSTALLER
2 - DIFFERENTIAL HOUSING

(8) Install new pinion seal (Fig. 61) with Installer
8896 and Handle C-4171.

(14) Measure pinion rotating torque with an inch
pound torque wrench (Fig. 63). Tighten pinion nut in
small increments until pinion rotating torque is:
• New Pinion Bearings: 1.7-2.8 N·m (15-25 in.
lbs.)
• Original Pinion Bearings: 1.1-2.2 N·m (10-20
in. lbs.)

Fig. 61 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

(9) Apply a light coat of teflon sealant to the pinion flange splines.
(10) Hold the pinion and lightly tap the pinion
flange onto the pinion, until a few threads are showing.
(11) Install pinion flange washer and new pinion
nut.
(12) Hold pinion flange with Flange Wrench 8979
(Fig. 62) and tighten pinion nut until pinion end play
is taken up.
(13) Rotate pinion several times to seat bearings.

Fig. 63 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH

3 - 126

REAR AXLE - 10 1/2 AA

PINION GEAR/RING GEAR/TONE RING (Continued)
(18) Torque ring gear bolts to 237 N·m (175 ft.
lbs.).
(19) If exciter ring was removed, position differential assembly on differential Plug 8888 (Fig. 64) and
place exciter ring on the differential case.

Fig. 65 EXCITER RING INSTALLATION
1 - EXCITER RING
2 - PUNSH
3 - RING GEAR

Fig. 64 EXCITER RING
1
2
3
4

EXCITER RING
RING GEAR
DIFFERENTIAL PLUG
DIFFERENTIAL CASE

(20) Install the exciter ring on the differential case
evenly with a hammer and brass punch (Fig. 65).
Drive the ring down until it is seated against the
ring gear.
CAUTION: Do not damage exciter ring teeth during
installation.
(21) Install differential into the housing.

(22) Verify ring gear backlash and gear contact
pattern.
(23) Measure final rotating torque with an inch
pound torque wrench. The final pinion rotating
torque plus differential case bearing preload is:
• New Bearings: 3.4-5.6 N·m (30-50 in. lbs.)
• Original Bearings: 2.8-5.1 N·m (25-45 in. lbs.)
(24) Install axle shafts.
(25) Install the propeller shaft with the reference
marks aligned.
(26) Install differential cover with gasket and
tighten bolts to 40 N·m (30 ft. lbs.).
(27) Fill differential with fluid and tighten fill plug
to 32 N·m (24 ft. lbs.).

REAR AXLE - 11 1/2 AA

3 - 127

REAR AXLE - 11 1/2 AA
TABLE OF CONTENTS
page
REAR AXLE - 11 1/2 AA
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . .
DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
ADJUSTMENTS . . . . . . .
SPECIFICATIONS . . . . . .
SPECIAL TOOLS . . . . . . .
AXLE SHAFTS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
AXLE BEARINGS
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
PINION SEAL
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
DIFFERENTIAL
DESCRIPTION . . . . . . . .

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page
OPERATION . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
DIFFERENTIAL TRAC-RITE
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . .
INSPECTION
..................
ASSEMBLY . . . . . . . . . . . . . . . . . . . .
DIFFERENTIAL CASE BEARINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .
PINION GEAR/RING GEAR/TONE RING
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . .

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. 144

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REAR AXLE - 11 1/2 AA

DIAGNOSIS AND TESTING

DESCRIPTION

GEAR NOISE

3 - 128

REAR AXLE - 11 1/2 AA

REAR AXLE - 11 1/2 AA (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.

VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
• Damaged drive shaft.
• Missing drive shaft balance weight(s).

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.

REAR AXLE - 11 1/2 AA

3 - 129

REAR AXLE - 11 1/2 AA (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 - 130

REAR AXLE - 11 1/2 AA

REAR AXLE - 11 1/2 AA (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. 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

INSTALLATION

(1) Raise and support the vehicle.
(2) Position a lifting device under the axle.
(3) Secure axle to device.
(4) Remove wheels and tires assemblies.
(5) Remove RWAL sensor from the differential
housing.
(6) Remove brake hose at the axle junction block
and axle vent hose.
(7) Disconnect parking brake cables and cable
brackets.
(8) Remove brake calipers.
(9) Mark propeller shaft and companion flange for
installation alignment reference.
(10) Remove propeller shaft.
(11) Remove shock absorbers from axle.
(12) Remove U-bolets from axle.
(13) Separate the axle from the vehicle.

(1) Raise axle with lifting device and align to the
leaf spring centering bolts.
(2) Install axle U-bolts and tighten to 149 N·m
(110 ft. lbs.).
(3) Install shock absorbers to axle and tighten to
specification.
(4) Install the RWAL sensor to the differential
housing.
(5) Connect the parking brake cables and cable
brackets.
(6) Connect brake hose to the axle junction block
and axle vent hose.
(7) Align propeller shaft and pinion companion
flange reference marks and tighten companion flange
bolts to 115 N·m (85 ft. lbs.).
(8) Install the wheels and tires.
(9) Fill differential to specifications.

REAR AXLE - 11 1/2 AA

3 - 131

REAR AXLE - 11 1/2 AA (Continued)
(10) Remove lifting device from axle and lower the
vehicle.

Fig. 2 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK

(4) Place Arbor Discs 8289 on Arbor D-115-3 in
position in the housing side bearing cradles (Fig. 3).
(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 281 N·m (207 ft. lbs.).
NOTE: Arbor should rotate freely in the arbor discs.

Fig. 1 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 8897 and rear pinion bearing onto Screw 6741
(Fig. 1).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pinion bearing cups (Fig. 2).
(3) Install front pinion bearing and install the
Cone-nut 6740 hand tight. Then check tool rotating
torque with an inch pound torque wrench. The rotating torque should be 1.7-2.26 N·m (15-20 in. lbs.).
(Fig. 1).

Fig. 3 GAUGE TOOLS IN HOUSING
1
2
3
4

- ARBOR DISC
- PINION BLOCK
- ARBOR
- PINION HEIGHT BLOCK

3 - 132

REAR AXLE - 11 1/2 AA

REAR AXLE - 11 1/2 AA (Continued)
(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 4). Move the
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim equal to the dial indicator reading.
(10) Install the select shim between the rear pinion bearing and the pinion gear head.

Fig. 5 ADJUSTER LOCK BOLT
Fig. 4 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR

1
2
3
4

- DIFFERENTIAL CASE
- ADJUSTER LOCK
- ADJUSTER LOCK BOLT
- BEARING CAP BOLT

Fig. 6 ADJUSTER SPANNER WRENCH
1 - WRENCH
2 - DIFFERENTIAL

REAR AXLE - 11 1/2 AA

3 - 133

REAR AXLE - 11 1/2 AA (Continued)
(12) Tighten bearing cap bolts to 115 N·m (85 ft.
lbs.).
(13) Tighten adjuster lock bolts to 33 N·m (24 ft.
lbs.).
(14) Measure ring gear backlash with a Dial Indicator C-3339 and Dial Indicator Stud L-4438 at eight
points around the drive side of the ring gear (Fig. 7).
The backlash should be 0.08-0.25 mm (0.003-0.010
in) with a preferred backlash of 0.13-0.18 mm (0.0050.007 in).
NOTE: Backlash measurement should not vary
more than 0.05 mm (0.002 in) between measuring
points. If measurement does vary inspect the gears
for burrs, the differential case flange and ring gear
mounting.

• Gear contact pattern correct (Fig. 8). Backlash
and pinion depth is correct.

Fig. 8 CORRECT CONTACT PATTERN
• Ring gear too far away from pinion gear (Fig. 9).
Decrease backlash, by moving the ring closer to the
pinion gear using the adjusters.

Fig. 9 INCORRECT BACKLASH
Fig. 7 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR

GEAR TOOTH CONTACT PATTERN
Gear tooth contact pattern is used to verify the correct running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specification.
(4) Apply parking brakes lightly to create at 14
N·m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:

1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL

• Ring gear too close to pinion gear (Fig. 10).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.

Fig. 10 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL

3 - 134

REAR AXLE - 11 1/2 AA

REAR AXLE - 11 1/2 AA (Continued)
• Ring gear too far away from pinion gear (Fig.
11). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.

• Pinion gear is set too low (Fig. 13). Increase pinion gear height, by increasing the pinion depth shim
thickness.

Fig. 11 INCORRECT BACKLASH

Fig. 13 LOW PINION HEIGHT

1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL

• Ring gear too close to pinion gear (Fig. 12).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.

• Pinion gear is set too high (Fig. 14). Decrease
pinion depth, by decreasing the pinion depth shim
thickness.

Fig. 14 HIGH PINION HEIGHT
Fig. 12 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE

REAR AXLE - 11 1/2 AA

DR
REAR AXLE - 11 1/2 AA (Continued)

SPECIFICATIONS
AXLE SPECIFICATIONS
DESCRIPTION

SPECIFICATION

Axle Ratio

3.73, 4.10

Ring Gear Diameter

292 mm (11.5 in.)

Ring Gear Backlash

0.13-0.18 mm (0.005-0.007 in.)

Pinion Bearing Preload - New Bearings

1.69-2.82 N·m (15-25 in. lbs.)

Pinion Bearing Preload - Original Bearings

1-2 N·m (10-20 in. lbs.)

Pinion Bearing Preload + Differential Case Bearing
Preload - New Bearing

3.4-5.6 N·m (30-50 in. lbs.)

Pinion Bearing Preload + Differential Case Bearing
Preload - Original Bearing

2.8-5.1 N·m (25-45 in. lbs.)

TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Fill Hole Plug

Differential Cover Bolts

Bearing Cap Bolts

281

207

Ring Gear Bolts

237

175

Axle Flange Bolts

129

Adjuster Lock Bolt

SPECIAL TOOLS

DIAL INDICATOR SET C-3339
PINION DEPTH GAUGE 6730

DIAL INDICATOR STUD L-4438
ARBOR DISCS 8289

3 - 135

3 - 136

REAR AXLE - 11 1/2 AA

REAR AXLE - 11 1/2 AA (Continued)

ADJUSTER WRENCH 8883

PINION BLOCK 8897

FLANGE PULLER 8992

FLANGE WRENCH 8979

PINION DRIVER 8977

PINION INSTALLER 8981

SOCKET 8954

BEARING INSTALLER 8965

REAR AXLE - 11 1/2 AA

DR
REAR AXLE - 11 1/2 AA (Continued)

BEARING INSTALLER D-389

CUP INSTALLER 8968

CUP INSTALLER 8153
SEAL INSTALLER 8896

CUP INSTALLER 8960
SEAL INSTALLER 8963

CUP INSTALLER 8961

3 - 137

3 - 138

REAR AXLE - 11 1/2 AA

REAR AXLE - 11 1/2 AA (Continued)

AXLE SHAFTS
REMOVAL
(1) Remove axle shaft flange bolts (Fig. 15).

PLUG 8964

Fig. 15 AXLE FLANGE BOLTS
SPLITTER 1130

1 - AXLE FLANGE
2 - FLANGE BOLT

(2) Slide axle shaft out of the axle tube.
(3) Remove axle shaft gasket.

INSTALLATION
NOTE: Axle flange bolts must be replaced or use
Mopar Lock N’ Seal or LoctiteT 242 on cleaned
existing bolts.

BRIDGE 938

(1) Clean axle flange and hub.
(2) Install new axle shaft gasket.
(3) Slide axle shaft into the axle tube.
(4) Install axle shaft flange bolts and tighten to
129 N·m ( 95 ft. lbs.).

AXLE BEARINGS
REMOVAL
(1) Remove
shaft.
(2) Remove
shaft tube.
(3) Remove
(4) Remove
(5) Remove
(6) Pry out
hub.

HANDLE C-4171

axle shaft flange bolts and remove
retianer ring (Fig. 16) from the axle
hub
hub
hub
hub

bearing nut locking key (Fig. 17).
bearing nut with Socket 8954.
and bearings from the axle.
bearing seal from the back of the

REAR AXLE - 11 1/2 AA

3 - 139

AXLE BEARINGS (Continued)

Fig. 18 INNER PART OF SEAL

Fig. 16 RETAINER RING
1 - RETAINER RING
2 - LOCKING KEY
3 - BEARING NUT

1 - PRY BAR
2 - AXLE TUBE
3 - REMAINING SEAL

INSTALLATION
(1) Install outer hub bearing cup with Installer
8961 and Handle C-4171.
(2) Install inner hub bearing cup with Installer
8153 and Handle C-4171.
(3) Pack bearings with the appropriate wheel bearing grease.
(4) Install rear bearing and install new grease
seal with Installer 8963 and Handle C-4171.
(5) Slide hub on the axle tube and install front
bearing into the hub.
(6) Install hub bearing nut with Socket 8954 and
tighten to 30 N·m (22 ft. lbs.) while rotating the hub
(Fig. 19).

Fig. 17 LOCKING KEY
1 - BEARING NUT
2 - LOCKING KEY
3 - AXLE TUBE

NOTE: The inner part of the seal may stay on the
axle tube (Fig. 18). This part must also be removed.
(7) Remove rear bearing.
(8) Remove hub bearing cups with a hammer and
drift.

Fig. 19 HUB NUT SOCKET
1 - SOCKET
2 - TORQUE WRENCH

3 - 140

REAR AXLE - 11 1/2 AA

AXLE BEARINGS (Continued)
(7) Back off nut about 30° and align next hub nut
key slot with axle tube key slot and install locking
key.
NOTE: End play
(0.01-0.001 in.)

should

0.025-0.25

(8) Install retainer ring with ring end in the key
slot.
(9) Install new axle shaft gasket and install the
axle shaft.

PINION SEAL
REMOVAL
(1) Remove axle shafts.
(2) Mark the propeller shaft and pinion flange for
installation reference.
(3) Remove propeller shaft.
(4) Rotate pinion gear three or four times.
(5) Measure and record the amount of torque necessary to rotate the pinion gear with an inch pound
torque wrench (Fig. 20).

Fig. 21 FLANGE WRENCH
1 - PINION FLANGE
2 - FLANGE WRENCH

Fig. 22 PINION FLANGE PULLER
1 - PINION FLANGE
2 - PULLER

INSTALLATION
Fig. 20 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH

(6) Hold pinion flange with Flange Wrench 8979
(Fig. 21) and remove pinion flange nut.
(7) Remove pinion flange with Pinion Flange
Puller 8992 (Fig. 22).
(8) Remove pinion shaft seal with a pry tool or
slide hammer mounted screw.

(1) Install new pinion seal with Installer 8896
(Fig. 23).
(2) Apply a light coat of teflon sealant to the pinion flange splines.
(3) Lightly tap the pinion flange onto the pinion
until a few threads are showing.
(4) Install flange washer and new pinion nut.
(5) Hold pinion flange with Flange Wrench 8979
(Fig. 24) and tighten pinion nut until pinion end play
is taken up.
(6) Rotate pinion several times to seat bearings.
(7) Measure pinion rotating torque with an inch
pound torque wrench and compare it to recorded
measurement. Tighten pinion nut in small incre-

REAR AXLE - 11 1/2 AA

3 - 141

PINION SEAL (Continued)

Fig. 23 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

Fig. 25 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

Fig. 24 FLANGE WRENCH
1 - FLANGE WRENCH
2 - PINION FLANGE

ments, until pinion rotating torque is 0.40-0.57 N·m
(3-5 in. lbs.) greater than recorded measurement.
(8) Rotate pinion several times then verify pinion
rotating torque again.
(9) Install axle shafts.
(10) Install propeller shaft with reference marks
aligned.
(11) Check differential fluid level.

When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
26). 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. 26 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT

3 - 142

REAR AXLE - 11 1/2 AA

DIFFERENTIAL (Continued)

REMOVAL
(1) Remove fill hole plug from the differential
housing cover.
(2) Remove differential housing cover and drain
the lubricant.
(3) Remove axle shafts.
(4) Remove adjuster lock bolts and adjuster locks
(Fig. 27).

Fig. 28 ADJUSTERS
1
2
3
4

- BEARING CUP
- ADJUSTER
- BEARING CUP
- ADJUSTER

Fig. 27 ADJUSTER LOCKS
1
2
3
4

- LOCK BOLT
- ADJUSTER LOCK
- ADJUSTER
- BEARING CAP

(5) Mark bearing caps left and right for installation reference.
(6) Remove bearing cap bolts and remove bearing
caps.
(7) Loosen differential bearing adjusters (Fig. 28)
with Spanner Wrench 8883.
(8) Remove differential case from the housing.
(9) Remove bearing cups and tag them left and
right for installation reference.

DISASSEMBLY
(1)
(2)
from
29).
(3)
(Fig.
gear.

Remove ring gear.
Remove pinion shaft with a hammer and punch
the side with the hole in the pinion shaft (Fig.
Rotate one pinion gear with thrust washer
30) to the differential window and remove the

Fig. 29 PINION SHAFT
1 - PINION GEAR
2 - PINION SHAFT
3 - EXCITER RING

REAR AXLE - 11 1/2 AA

3 - 143

DIFFERENTIAL (Continued)

Fig. 32 SIDE GEARS

Fig. 30 FIRST PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - PINION GEAR
3 - THRUST WASHER

(4) Rotate the other pinion gear with thrust
washer (Fig. 31) to the differential window and
remove the gear.

1 - SIDE GEAR
2 - SIDE GEAR
3 - PINION GEARS

Fig. 31 SECOND PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - THRUST WASHER
3 - PINION GEAR

(5) Remove differential side gears and thrust
washers (Fig. 32).

Fig. 33 SIDE GEAR
1 - DIFFERENTIAL WINDOW
2 - SIDE GEAR

3 - 144

REAR AXLE - 11 1/2 AA

DIFFERENTIAL (Continued)
(3) Install first pinion gear into the differential
window and side gears. Rotate the pinion gear to the
back of the case (Fig. 34).

INSTALLATION
(1) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.
CAUTION: Do not use water, steam, kerosene or
gasoline for cleaning.
(2) Lubricate differential case bearing.
(3) Install differential case with bearings cups into
the housing.
NOTE: A light coat of grease on the cups will hold
them in place during installation.
(4) Install bearing caps and bolts (Fig. 36). Tighten
the bearing cap bolts finger-tight.
NOTE: Do not torque bearing cap and bolts at this
time.

Fig. 34 PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - SIDE GEARS
3 - PINION GEAR

Fig. 36 CASE BEARING CAP
1 - DIFFERENTIAL HOUSING
2 - BEARING CAP
3 - ADJUSTER

Fig. 35 PINION SHAFT INSTALLATION
1
2
3
4

SNAP RING
SIDE GEAR
PINION GEAR
PINION SHAFT

(6) Install ring gear.

REAR AXLE - 11 1/2 AA

3 - 145

DIFFERENTIAL (Continued)
(8) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(9) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(10) Rotate the pinion several times to seat the differential bearings.
(11) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup.
(12) Tighten pinion gear side adjuster until it just
makes contact with the bearing cup.
(13) Tighten pinion gear side adjuster an additional:
• New Bearings 6 Adjuster Holes
• Original Bearings 4 Adjuster Holes
(14) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(15) Tighten bearing cap bolts to 281 N·m (207 ft.
lbs.).
(16) Tighten adjuster lock bolts to 25 N·m (18 ft.
lbs.) (Fig. 37).

DISASSEMBLY
(1) Remove differential ring gear bolts.
(2) Remove differential case cover locating screws
(Fig. 38).

Fig. 37 ADJUSTER LOCK BOLT
1
2
3
4

- DIFFERENTIAL CASE
- ADJUSTER LOCK
- ADJUSTER LOCK BOLT
- BEARING CAP BOLT

(17) Measure ring gear backlash and check gear
tooth contact pattern. Refer to Adjustments for procedure.
(18) Install axle shaft gasket and install axle
shafts.
(19) Install differential housing gasket and cover.
Tighten cover bolts to 40 N·m (30 ft. lbs.).
(20) Fill axle with lubricant, refer to Lubrication &
Maintenance for capacity and lubricant type.
(21) Install fill plug and tighten to 32 N·m (24 ft.
lbs.).

Fig. 38 LOCATION SCREWS
1 - DIFFERENTIAL COVER
2 - LOCATION SCREWS

(3) Remove differential case cover.
(4) Remove side gear and thrust washer (Fig. 39).

3 - 146

REAR AXLE - 11 1/2 AA

DIFFERENTIAL TRAC-RITE (Continued)
NOTE: Mark all component locations.

Fig. 41 PINION GEARS
Fig. 39 SIDE GEAR AND THRUST WASHER
1 - SIDE GEAR
2 - THRUST WASHER

(5) Remove three pinion brake shoes (Fig. 40).

1 - PINION GEARS
2 - SIDE GEAR

(7) Remove remaining side gear thrust washer and
spacer.
(8) Remove remaining three pinion brake shoes.

CLEANING
Clean the differential case and gears with light oil
or a lint free cloth.
NOTE: Never use water, steam, kerosene or gasoline for cleaning.

INSPECTION
NOTE: Minor corrosion, nicks or scratches can be
smoothed with 400 grit emery cloth and polished
out with crocus cloth.

Fig. 40 PINION BRAKE SHOES
1 - BRAKE SHOES
2 - PINION GEARS

(6) Remove six pinion gears (Fig. 41).

REAR AXLE - 11 1/2 AA

3 - 147

DIFFERENTIAL TRAC-RITE (Continued)

Fig. 42 PINION GEAR AND BRAKE SHOE
1 - BRAKE SHOES
2 - PINION GEAR
3 - PINION SHAFT

Fig. 44 PINION/SIDE GEAR BORE
1 - PINION BORES
2 - SIDE GEAR BORE

(3) Install side gear thrust washer, side gear and
spacer (Fig. 45).

Fig. 43 SIDE GEARS
1 - THRUST WASHERS
2 - SPACER
3 - SIDE GEARS

Fig. 45 SIDE GEAR AND SPACER
1 - SPACER
2 - SIDE SPACER

3 - 148

REAR AXLE - 11 1/2 AA

DIFFERENTIAL TRAC-RITE (Continued)
(4) Install one set of pinion gears into the bores
next to the brake shoes, with the pinion shaft facing
up.
(5) Install other side gear and thrust washer.
(6) Install other set of pinion gears into the brake
shoes in the case.
(7) Install other set of brake shoes onto the pinion
gears shafts (Fig. 46).

Fig. 47 DIFFERENTIAL CASE BEARING
1
2
3
4

BRIDGE
SPLITTER
BEARING
PLUG

Fig. 46 PINION BRAKE SHOES
1 - BRAKE SHOES
2 - PINION GEARS

(8) Install differential cover and location screws.
(9) Install new ring gear bolts and tighten to 237
N·m (175 ft. lbs.).

DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential case from the housing.
(2) Install Plug 8964 into the end of the case.
(3) Remove differental case bearings with Bearing
Splitter 1130 and Bridge 938 (Fig. 47).

INSTALLATION
(1) Install differenial case bearings with Installer
8965 and Handle C-4171 (Fig. 48).
(2) Install differentail case into housing.

Fig. 48 DIFFERENTIAL CASE BEARINGS
1
2
3
4

HANDLE
DIFFERENTIAL CASE
BEARING
INSTALLER

REAR AXLE - 11 1/2 AA

PINION GEAR/RING GEAR/
TONE RING
REMOVAL

3 - 149

(6) Remove bolts holding ring gear to differential
case.
(7) Drive ring gear from differential case with a
soft hammer (Fig. 50).

NOTE: The ring and pinion gears are service in a
matched set. Never replace the ring gear/pinion
gear without replacing the other matching gear.
(1) Mark pinion flange and propeller shaft for
installation alignment.
(2) Disconnect propeller shaft from pinion flange
and remove propeller shaft.
(3) Remove differential from the housing.
(4) Place differential on Plug 8964. Drive exciter
ring off the differential case with a hammer and
punch (Fig. 49).
NOTE: Do not remove the exciter ring if it is not
being replaced.

Fig. 50 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - HAMMER

(8) Hold pinion flange with Flange Wrench 8979
(Fig. 51) and remove pinion flange nut.

Fig. 49 EXCITER RING
1
2
3
4

DIFFERENTIAL CASE
RING GEAR
PUNCH
EXCITER RING

(5) Place differential case in a vise with soft metal
jaw protectors

Fig. 51 FLANGE WRENCH
1 - PINION FLANGE
2 - FLANGE WRENCH

3 - 150

REAR AXLE - 11 1/2 AA

PINION GEAR/RING GEAR/TONE RING (Continued)
(9) Remove pinion flange from pinion with Pinion
Flange Puller 8992 (Fig. 52).

(14) Remove rear pinion bearing with Bearing
Splitter 1130 and a press (Fig. 54).

Fig. 52 PINION FLANGE PULLER

Fig. 54 BEARING SPLITTER

1 - PINION FLANGE
2 - PULLER

(10) Remove pinion gear from housing with Pinion
Driver 8977 and a hammer (Fig. 53).
NOTE: Thread the driver on the pinion shaft till it
bottoms out.

1 - PINION BEARING
2 - SPLITTER

(15) Remove pinion depth shim from the pinion
gear shaft and record thickness of the shims.
(16) Remove front pinion bearing cup from the
housing with a punch and hammer, and discard cup.
CAUTION: Do not reuse front pinion bearing/cup.
(17) Remove rear pinion bearing cup from the
housing with a punch and hammer, if bearing is
going to be replaced.

INSTALLATION
(1) Install new front pinion bearing cup (Fig. 55)
with Installer 8960 and Handle C-4171.

Fig. 53 PINION DRIVER
1 - PINION SHAFT
2 - PINION DRIVER

(11) Remove pinion seal with a slide hammer or
pry bar.
(12) Remove front pinion bearing and discard bearing.
CAUTION: Do not reuse front pinion bearing/cup.
(13) Remove collapsible spacer from the pinion
shaft.

Fig. 55 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE

REAR AXLE - 11 1/2 AA

3 - 151

PINION GEAR/RING GEAR/TONE RING (Continued)
(2) Install new rear pinion bearing cup (Fig. 56)
with Installer 8968 and Handle C-4171.

(4) Install rear pinion bearing (Fig. 58) with
Installer D-389 and a press.

Fig. 56 REAR PINION BEARING CUP

Fig. 58 REAR PINION BEARING

1 - INSTALLER
2 - HANDLE

(3) Install pinion depth shim (Fig. 57) on the pinion gear shaft.

1
2
3
4

PRESS
INSTALLER
PINION GEAR
REAR PINION BEARING

(5) Install new collapsible spacer (Fig. 59).

Fig. 59 COLLAPSIBLE SPACER
Fig. 57 PINION DEPTH SHIM
1 - PINION DEPTH SHIM
2 - PINION GEAR

1 - COLAPSIBLE SPACER
2 - PINION GEAR
3 - REAR PINION BEARING

(6) Lubricate pinion and bearings.

3 - 152

REAR AXLE - 11 1/2 AA

Fig. 62 FLANGE WRENCH
1 - FLANGE WRENCH
2 - PINION FLANGE

Fig. 60 PINION GEAR INSTALLER
1 - INSTALLER
2 - DIFFERENTIAL HOUSING

• New Pinion Bearings: 1.7-2.8 N·m (15-25 in.
lbs.)
• Original Pinion Bearings: 1.1-2.2 N·m (10-20
in. lbs.)

(8) Install new pinion seal (Fig. 61) with Installer
8896 and Handle C-4171.

Fig. 61 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER

(9) Apply a light coat of teflon sealant to the pinion flange splines.
(10) Hold pinion and lightly tap the pinion flange
onto the pinion, until a few threads are showing.
(11) Install pinion flange washer and new pinion
nut.
(12) Hold pinion flange with Flange Wrench 8979
(Fig. 62) and tighten pinion nut until pinion end play
is taken up.
(13) Rotate pinion several times to seat bearings.
(14) Measure pinion rotating torque with an inch
pound torque wrench (Fig. 63). Tighten pinion nut in
small increments until pinion rotating torque is:

Fig. 63 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH

REAR AXLE - 11 1/2 AA

3 - 153

PINION GEAR/RING GEAR/TONE RING (Continued)
(19) If exciter ring was removed, position differential assembly on differential Plug 8965 (Fig. 64) and
place exciter ring on the differential case.

Fig. 65 EXCITER RING INSTALLATION
1 - EXCITER RING
2 - PUNSH
3 - RING GEAR

Fig. 64 EXCITER RING
1
2
3
4

EXCITER RING
RING GEAR
DIFFERENTIAL PLUG
DIFFERENTIAL CASE

(22) Measure final rotating torque with an inch
pound torque wrench. The final pinion rotating
torque plus differential case bearing preload is:
• New Bearings: 3.4-5.6 N·m (30-50 in. lbs.)
• Original Bearings: 2.8-5.1 N·m (25-45 in. lbs.)
(23) Install axle shafts.
(24) Install the propeller shaft with the reference
marks aligned.
(25) Install differential cover with gasket and
tighten bolts to 40 N·m (30 ft. lbs.).
(26) Fill differential with fluid and tighten fill plug
to 32 N·m (24 ft. lbs.).

BRAKES

5-1

BRAKES
TABLE OF CONTENTS
page

page

BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

BRAKES - ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

BRAKES - BASE
TABLE OF CONTENTS
page
BRAKES - BASE
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
STANDARD PROCEDURE
STANDARD PROCEDURE - MANUAL
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
STANDARD PROCEDURE - PRESSURE
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SPECIAL TOOLS
BASE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . 5
ADJUSTABLE PEDAL SWITCH
REMOVAL
.............................6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
HYDRAULIC/MECHANICAL
SPECIFICATIONS
SPECIFICATIONS - TORQUE CHART . . . . . . . 6
BASE BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . 7
BRAKE LINES
STANDARD PROCEDURE
STANDARD PROCEDURE - DOUBLE
INVERTED FLARING . . . . . . . . . . . . . . . . . . . . 7
STANDARD PROCEDURE - ISO FLARING . . . 7
REMOVAL
REMOVAL - REAR BRAKE HOSE . . . . . . . . . . 8
REMOVAL - REAR TUBE / HOSE
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL - FRONT HOSE . . . . . . . . . . . . . . . 9
INSTALLATION
INSTALLATION - REAR BRAKE HOSE
......9
INSTALLATION - REAR TUBE / HOSE
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION - FRONT BRAKE HOSE
.....9
BRAKE PADS/SHOES
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
DISC BRAKE CALIPERS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11

page
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL - REAR . . . . . . . . . . . . . . . . .
REMOVAL - FRONT . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR . . . . . . . . . . . . .
INSTALLATION - FRONT . . . . . . . . . . . .
DISC BRAKE CALIPER ADAPTER
REMOVAL
REMOVAL - REAR . . . . . . . . . . . . . . . . .
REMOVAL - FRONT . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR . . . . . . . . . . . . .
INSTALLATION - FRONT . . . . . . . . . . . .
DISC BRAKE CALIPER ADAPTER MOUNT
REMOVAL - REAR . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FLUID
DIAGNOSIS AND TESTING - BRAKE FLUID
CONTAMINATION . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - BRAKE FLUID
LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
BRAKE FLUID . . . . . . . . . . . . . . . . . . . .
FLUID RESERVOIR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
BRAKE JUNCTION BLOCK
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
MASTER CYLINDER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .

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5-2

BRAKES - BASE

DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER . . . . . . .
STANDARD PROCEDURE - MASTER
CYLINDER BLEEDING . . . . . . . . . . . . . .
REMOVAL
REMOVAL - ALL EXCEPT HYDROBOOST
REMOVAL - HYDROBOOST
.........
INSTALLATION
INSTALLATION - ALL EXCEPT
HYDROBOOST . . . . . . . . . . . . . . . . . . .
INSTALLATION - HYDROBOOST . . . . . .
PEDAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ADJUSTABLE PEDAL MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
POWER BRAKE BOOSTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
HYDRO-BOOST BRAKE BOOSTER
DIAGNOSIS AND TESTING - HYDRAULIC
BOOSTER . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - BLEEDING . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ROTORS
REMOVAL
REMOVAL - REAR . . . . . . . . . . . . . . . . .
REMOVAL - FRONT . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - REAR . . . . . . . . . . . . .
INSTALLATION - FRONT . . . . . . . . . . . .

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. . . . 20
. . . 21
. . . . 21

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. . . . 22
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. . . . 29

BRAKES - BASE
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.

SUPPORT PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
PARKING BRAKE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
CABLES
REMOVAL
REMOVAL - FRONT PARKING BRAKE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL - REAR PARK BRAKE CABLE
REMOVAL - RIGHT REAR CABLE . . . . . .
REMOVAL - LEFT REAR CABLE . . . . . . .
INSTALLATION
INSTALLATION - FRONT PARKING BRAKE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - REAR PARK BRAKE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - RIGHT REAR CABLE . .
INSTALLATION - LEFT REAR CABLE
...
SHOES
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING - REAR DRUM IN HAT BRAKE .
INSPECTION - REAR DRUM IN HAT BRAKE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES
ADJUSTMENT - WITH ADJUSTING TOOL
PEDAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CABLE TENSIONER
ADJUSTMENTS
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . .
RELEASE HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .

. . . 29
. . . 29
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. . . 30

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. . . 36
. . . 36

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. . . 38
. . . 38

(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

BRAKES - BASE

5-3

BRAKES - BASE (Continued)
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.

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.

ROAD TESTING

NOTE: Some pedal pulsation may be felt during
ABS activation.

(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.
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.

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, damaged
tires.

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 corroded bushings or rusted
slide surfaces.
• 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

5-4

BRAKES - BASE

BRAKES - BASE (Continued)
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
• Rusty caliper slide surfaces
• 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
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.
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.
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.

BRAKES - BASE

5-5

BRAKES - BASE (Continued)

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.

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.

SPECIAL TOOLS
BASE BRAKES

INSTALLER, BRAKE CALIPER DUST BOOT C-4340

INSTALLER, BRAKE CALIPER DUST BOOT
C-3716-A

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.

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.
Follow the manufacturers instructions carefully
when using pressure equipment. Do not exceed the

HANDLE C-4171

5-6

BRAKES - BASE

BRAKES - BASE (Continued)

CAP, MASTER CYLINDER PRESSURE BLEED 6921

Fig. 2 LOWER DRIVERS SIDE BEZEL
GAUGE, BRAKE SAFE-SET C-3919

1
2
3
4

ADJUSTABLE PEDAL SWITCH
REMOVAL
(1) Remove the lower drivers side bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL DR SIDE BEZEL - REMOVAL).
(2) Disconnect the electrical connector from the
adjustable pedal switch.
(3) Remove the switch from the lower drivers side
bezel by squeezing the retaining clips together and
pushing the switch outwards (Fig. 2).

INSTALLATION
(1) Install the switch to the lower drivers side
bezel by pushing the switch inwards seating the
retaining clips to the lower drivers side bezel.

- SCREWS (2)
- ADJUSTABLE PEDAL SWITCH
- PEDAL SWITCH ELECTRICAL CONNECTOR
- BEZEL

(2) Reconnect the electrical connector to the
adjustable pedal switch.
(3) Install the lower drivers side bezel (Fig. 2)
(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL DR SIDE BEZEL - INSTALLATION).

HYDRAULIC/MECHANICAL
SPECIFICATIONS
SPECIFICATIONS - TORQUE CHART

TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Brake Booster
Mounting Nuts

—

Master Cylinder
Mounting Nuts

—

160

Caliper
Mounting Pins

—

Caliper
Adapter Mounting Bolts

176

130

—

Junction Block
Bolts To Frame

7.5

—

Brake Pedal Assembly Bracket
Nuts

—

BRAKES - BASE

5-7

HYDRAULIC/MECHANICAL (Continued)
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Support Plate
Mounting Bolts/Nuts

—

Brake Line Fittings
Master Cylinder

170

Brake Line Fittings
Junction Block

170

Caliper
Brake Line Banjo Bolt

245

Brake Hose
Front Bolts To Frame

7.5

—

Brake Hose
Front Fitting

250

Brake Hose
Rear Fitting

250

Parking Brake Pedal Assembly

250

Hub/Bearing
Bolts

163

120

—

BASE BRAKE

BRAKE LINES
SPECIFICATIONS

DESCRIPTION

SPECIFICATION

Front Disc Brake Caliper
Type

Dual Piston Sliding

Rear Disc Brake Caliper
Type

Single Piston Sliding

Front Disc Brake Caliper

54 mm (2.00 in.)

Front Disc Brake Rotor

336×28 mm (13.2×1.1
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.)

Minimum Front Rotor
Thickness

26.4 mm (1.039 in.)

Mininium Rear Rotor
Thickness

28.39 mm (1.117 in)

Rear Disc Brake Caliper

1x54 mm (2.12 in)

Rear Disc Brake Rotor

350x22 mm (.86 in)

Brake Booster
Type
Gasoline Engines

Vacuum Dual Diaphragm

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. 3).
(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.

STANDARD PROCEDURE - ISO FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel

5-8

BRAKES - BASE

BRAKE LINES (Continued)

Fig. 3 Inverted Flare Tools
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. 4). 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. 4).
(8) Turn the yoke screw in until the adaptor is
squarely seated on the tool bar.

Fig. 4 ISO Flaring
1
2
3
4
5
6

- ADAPTER
- LUBRICATE HERE
- PILOT
- FLUSH WITH BAR
- TUBING
- BAR ASSEMBLY

REMOVAL
REMOVAL - REAR BRAKE HOSE
(1) Install prop rod on the brake pedal to keep
pressure on the brake system.
(2) Raise and support the vehicle.
(3) Remove the brake line from the hose at the
frame (Fig. 5).
(4) Remove the brake hose clip at the top of the
hose located at the frame (Fig. 5).
(5) Remove the vent tube (Fig. 6).
(6) Remove the two brake lines at the bottom of
the hose located at the axle (Fig. 6).
(7) Remove the mounting bolt for the brake hose
at the axle (Fig. 6).
(8) Remove the hose.

Fig. 5 BRAKE LINE CLIP
1 - BRAKE HOSE
2 - CLIP
3 - BRAKE LINE

REMOVAL - REAR TUBE / HOSE ASSEMBLY
(1) Install prop rod on the brake pedal to keep
pressure on the brake system.
(2) Raise and support the vehicle.
(3) Remove the brake line located at the axle.
(4) Remove the mounting bolt for the brake hose
at the axle (Fig. 7).

BRAKES - BASE

5-9

BRAKE LINES (Continued)

Fig. 6 REAR HOSE
1 - BRAKE HOSE
2 - VENT HOSE
3 - BRAKE LINES

(5) Remove the banjo bolt at the caliper (Fig. 7).
(6) Remove the hose.

Fig. 8 BRAKE HOSE MOUNTED PASSENGER SIDE
1
2
3
4

MOUNTING BOLT
BRAKE HOSE
BANJO BOLT
WHEEL SPEED SENSOR WIRE

INSTALLATION
INSTALLATION - REAR BRAKE HOSE
(1) Install the hose.
(2) Install the mounting bolt for the brake hose at
the axle (Fig. 6).
(3) Install the two brake lines at the bottom of the
hose located at the axle (Fig. 6).
(4) Install the vent tube (Fig. 6).
(5) Install the brake hose clip at the top of the
hose located at the frame (Fig. 5).
(6) Install the brake line to the hose at the frame
(Fig. 5).
(7) Lower the vehicle and remove the support.
(8) Remove the prop rod.
(9) Bleed the brake system (Refer to 5 - BRAKES STANDARD PROCEDURE).

Fig. 7 BRAKE LINE WITH RUBBER HOSE
1 - BANJO BOLT
2 - MOUNTING BOLT
3 - REAR TUBE / HOSE ASSEMBLY

REMOVAL - FRONT HOSE
(1) Install a prop rod on the brake pedal to keep
pressure on the brake system.
(2) Raise and support vehicle.
(3) Remove the tire and wheel assembly.
(4) Remove the brake hose from the brake line
located at the frame (Fig. 8).
(5) Remove the brake hose banjo bolt at the caliper
(Fig. 8).
(6) Remove the mounting bolt securing the brake
hose to the frame and remove the wheel speed sensor
wire from the brake hose (Fig. 8).
(7) Remove the hose.

INSTALLATION - REAR TUBE / HOSE
ASSEMBLY
(1) Install the hose.
(2) Install the banjo bolt at the caliper (Fig. 7).
(3) Install the mounting bolt for the brake hose at
the axle (Fig. 7).
(4) Install the brake line located at the axle.
(5) Lower the vehicle and remove the support.
(6) Remove the prop rod.
(7) Bleed the brake system (Refer to 5 - BRAKES STANDARD PROCEDURE).

INSTALLATION - FRONT BRAKE HOSE
(1) Install the hose.
(2) Install the mounting bolt for the brake hose at
the frame (Fig. 9).

5 - 10

BRAKES - BASE

BRAKE LINES (Continued)
(3) Install the brake hose banjo bolt at the caliper
(Fig. 8).
(4) Reinstall the wheel speed sensor wire to the
brake hose (Fig. 8).
(5) Remove the support and lower the vehicle.

Fig. 10 Caliper
1 - CALIPER
2 - CALIPER ADAPTER

Fig. 9 BRAKE HOSE MOUNT DRIVERS SIDE
1 - MOUNTING BOLT
2 - WHEEL SPEED SENSOR WIRE
3 - BRAKE HOSE

(6) Remove the prop rod from the brake pedal.
(7) Bleed the brake system (Refer to 5 - BRAKES STANDARD PROCEDURE).

BRAKE PADS/SHOES
REMOVAL
(1) Raise and support vehicle.
(2) Remove the wheel and tire assemblies.
(3) Compress the caliper.
(4) Remove the caliper, (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- REMOVAL).
(5) Remove the caliper by tilting the top up and off
the caliper adapter (Fig. 10).

Fig. 11 DISC BRAKE CALIPER - FRONT
1
2
3
4

STEERING KNUCKLE
DISC BRAKE CALIPER
CALIPER MOUNTING ADAPTER
DISC BRAKE ROTOR

NOTE: Do not allow brake hose to support caliper
assembly.

INSTALLATION

(6) Support and hang the caliper. (Fig. 11)
(7) Remove the inboard brake shoe from the caliper adapter (Fig. 12).
(8) Remove the outboard brake shoe from the caliper adapter (Fig. 13).
(9) Remove the anti-rattle springs from the caliper
adapter (Fig. 14) and (Fig. 15).

(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.

NOTE: Anti-rattle springs are not interchangeable.
(5) Install inboard brake shoe in adapter.

BRAKES - BASE

5 - 11

BRAKE PADS/SHOES (Continued)

Fig. 14 Top Anti-Rattle Spring
1 - CALIPER ADAPTER
2 - ANTI-RATTLE SPRING

Fig. 12 Inboard Brake Shoe
1 - INBOARD SHOE
2 - CALIPER ADAPTER

Fig. 15 Bottom Anti-Rattle Spring
1 - ANTI-RATTLE SPRING
2 - CALIPER ADAPTER

Fig. 13 Outboard Brake Shoe
1 - OUTBOARD SHOE
2 - CALIPER ADAPTER

(6) Install outboard brake shoe in adapter.
(7) Tilt the top of the caliper over rotor and under
adapter. Then push the bottom 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.

DISC BRAKE CALIPERS
DESCRIPTION
The calipers are a single piston type in the rear
and dual piston type in the front. The calipers are
free to slide laterally, this allows continuous compensation for lining wear.

5 - 12

BRAKES - BASE

DISC BRAKE CALIPERS (Continued)

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. 16).

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.
During brake application, the seal is deflected outward by fluid pressure and piston movement (Fig.
17). 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 pad.

Fig. 17 Lining Wear Compensation By Piston Seal
Fig. 16 Brake Caliper Operation
1
2
3
4
5
6

CALIPER
PISTON
PISTON BORE
SEAL
INBOARD SHOE
OUTBOARD SHOE

Fluid pressure applied to the piston is transmitted
directly to the inboard brake pad. This forces the pad
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 pad 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 pads 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

1
2
3
4
5
6

PISTON
CYLINDER BORE
PISTON SEAL BRAKE PRESSURE OFF
CALIPER HOUSING
DUST BOOT
PISTON SEAL BRAKE PRESSURE ON

REMOVAL
REMOVAL - REAR
(1) Install prop rod on the brake pedal to keep
pressure on the brake system.
(2) Raise and support vehicle.
(3) Remove the wheel and tire assembly.
(4) Drain small amount of fluid from master cylinder brake reservoir with suction gun.
(5) Remove the brake hose banjo bolt if replacing
caliper (Fig. 18).
(6) Remove the caliper mounting slide pin bolts
(Fig. 18).
(7) Remove the caliper from vehicle.

REMOVAL - FRONT
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.
(1) Install prop rod on the brake pedal to keep
pressure on the brake system.

BRAKES - BASE

5 - 13

DISC BRAKE CALIPERS (Continued)

Fig. 18 DISC BRAKE CALIPER - REAR
1
2
3
4
5
6
7
8

- CALIPER ADAPTER
- CALIPER ADAPTER MOUNTING BOLTS
- CALIPER SLIDE BOLTS
- BRAKE HOSE
- CABLE
- CALIPER
- ROTOR
- ANTI-RATTLE CLIPS

(2) Raise and support the vehicle.
(3) Remove the tire and wheel assembly.
(4) Compress the disc brake caliper.
(5) Remove the banjo bolt and discard the copper
washer.
(6) Remove the caliper slide pin bolts.
(7) Remove the disc brake caliper (Fig. 19) or (Fig.
20).

Fig. 20 8 LUG ROTOR & CALIPER ASSEMBLY
1
2
3
4
5
6

- ROTOR
- CALIPER ADAPTER
- ANTI-RATTLE CLIPS
- BRAKE HOSE WITH BANJO BOLT
- DISC BRAKE CALIPER
- OUTBOARD BRAKE PAD

DISASSEMBLY
(1) Drain the brake fluid from caliper.
(2) C-clamp a block of wood over one piston (Fig.
21).

Fig. 21 C-Clamp One Piston
1 - BLOCK OF WOOD
2 - C-CLAMP
3 - CALIPER

Fig. 19 DISC BRAKE CALIPER - FRONT
1
2
3
4

STEERING KNUCKLE
DISC BRAKE CALIPER
CALIPER MOUNTING ADAPTER
DISC BRAKE ROTOR

(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. 22).
(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 - 14

BRAKES - BASE

DISC BRAKE CALIPERS (Continued)

Fig. 22 Protect Caliper Piston
1 - CALIPER
2 - PADDED BLOCK OF WOOD
3 - C-CLAMP

Fig. 23 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. 23).
(9) Remove piston seals from caliper (Fig. 24).
CAUTION: Do not scratch piston bore while removing the seals.
(10) Push caliper mounting bolt bushings out of
the boot seals and remove the boot seals from the
caliper (Fig. 25).
(11) Remove caliper bleed screw.

INSPECTION
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.

Fig. 24 Piston Seal
1 - CALIPER
2 - PISTON BORE
3 - PISTON 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. 26). 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).

BRAKES - BASE

5 - 15

DISC BRAKE CALIPERS (Continued)

Fig. 25 Bushings And Boot Seals
1 - CALIPER
2 - BUSHING
3 - BOOT SEAL

Fig. 27 Piston Seal
1 - CALIPER
2 - PISTON BORE
3 - PISTON SEAL

(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. 28).

Fig. 26 Polishing Piston Bore
1 - HONE
2 - CALIPER
3 - PISTON BORE

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.
27).
NOTE: Verify seal is fully seated and not twisted.
(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.

Fig. 28 Caliper Piston Installation
1 - CALIPER
2 - DUST BOOT
3 - PISTON

(6) Seat dust boot in caliper (Fig. 29) 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.

5 - 16

BRAKES - BASE

DISC BRAKE CALIPERS (Continued)

INSTALLATION - FRONT
NOTE: Install a new copper washers on the banjo
bolt when installing
(1) Install the disc brake caliper (Fig. 19) or (Fig.
20).
CAUTION: Verify brake hose is not twisted or
kinked before tightening fitting bolt.

Fig. 29 Seating Dust Boot
1 - HANDLE
2 - CALIPER
3 - DUST BOOT INSTALLER

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.
(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.

INSTALLATION
INSTALLATION - REAR
(1) Install caliper to the caliper adapter.
(2) Coat the caliper mounting slide pin bolts with
silicone grease. Then install and tighten the bolts to
15 N·m (11 ft. lbs.).
(3) Install the brake hose banjo bolt if removed.
(4) Install the brake hose to the caliper with new
seal washers and tighten fitting bolt to 31 N·m (23
ft. lbs.).
CAUTION: Verify brake hose is not twisted or
kinked before tightening fitting bolt.
(5) Remove the prop rod from the vehicle.
(6) Bleed the base brake system,(Refer to 5 BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
(7) Install the wheel and tire assemblies (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(8) Remove the supports and lower the vehicle.
(9) Verify a firm pedal before moving the vehicle.

(2) Install the banjo bolt with new copper washers
to the caliper. Tighten to 27 N·m (20 ft. lbs.)
(3) Install the caliper slide pin bolts. tighten to 32
N·m (24 ft. lbs.)
(4) Remove the prop rod.
(5) Bleed the base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).
(6) Install the tire and wheel assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(7) Lower the vehicle.

DISC BRAKE CALIPER
ADAPTER
REMOVAL
REMOVAL - REAR
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Drain a small amount of fluid from master cylinder brake reservoir with a clean suction gun.
(4) Bottom the caliper pistons into the caliper by
prying the caliper over.
(5) Remove the caliper mounting bolts (Fig. 30).
(6) Remove the disc brake caliper from the mount.
CAUTION: Never allow the disc brake caliper to
hang from the brake hose. Damage to the brake
hose will result. Provide a suitable support to hang
the caliper securely.
(7)
(Fig.
(8)
(9)
(Fig.

Remove the inboard and outboard brake pads
30).
Remove the anti-rattle clips (Fig. 30).
Remove the caliper adapter mounting bolts
30).

REMOVAL - FRONT
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.

BRAKES - BASE

5 - 17

DISC BRAKE CALIPER ADAPTER (Continued)
(2)
(3)
(4)
(5)

Install
Install
Install
Install

the anti-rattle clips (Fig. 30).
the inboard and outboard pads (Fig. 30).
the caliper mounting bolts.
the tire and wheel assembly

INSTALLATION - FRONT

Fig. 30 CALIPER MOUNT
1
2
3
4

- DISC BRAKE PADS
- ANTI-RATTLE CLIPS
- CALIPER ADAPTER
- MOUNTING BOLTS

(3) Remove the disc brake caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(4) Remove the bolts securing the caliper adapter
to the steering knuckle (Fig. 31)

Fig. 31 CALIPER ADAPTER
1 - CALIPER ASSEMBLY
2 - MOUNTING BOLT
3 - DISC BRAKE ROTOR

(5) Remove the caliper adapter.

INSTALLATION
INSTALLATION - REAR
(1) Install the caliper adapter mounting bolts.
Tighten the mounting bolts to 135 N·m (100 ft.lbs)
(Fig. 30).

(1) Install the caliper adapter to the steering
knuckle (Fig. 31).
(2) Install the caliper adapter mounting bolts and
tighten to 176 N·m (130 ft.lbs.) (Fig. 31).
(3) Install the disc brake caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(4) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(5) Remove the support and lower the vehicle.

DISC BRAKE CALIPER
ADAPTER MOUNT
REMOVAL - REAR
(1) Remove wheel and tire assembly.
(2) Remove the disc brake caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(3) Remove the caliper adapter (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - REMOVAL).
(4) Remove the rotor (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - REMOVAL).
(5) Remove the axle shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - REMOVAL).
(6) Remove the park brake shoes (Refer to 5 BRAKES/PARKING BRAKE/SHOES - REMOVAL).
(7) Remove the parking brake cable from the
brake lever.
(8) Remove the bolts attaching the support plate to
the axle and remove the support plate (Fig. 54).
(9) Remove the caliper adapter mount from the
axle housing (Fig. 32).

INSTALLATION
(1) Install the caliper adapter mount on the axle
housing (Fig. 32).
(2) Install support plate on axle flange (Fig. 55).
Tighten attaching bolts to 115 N·m (85 ft. lbs.).
(3) Install parking brake cable in the brake lever.
(4) Install the park brake shoes (Refer to 5 BRAKES/PARKING BRAKE/SHOES - INSTALLATION). (Fig. 55).
(5) Install axle shaft, (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - INSTALLATION).

5 - 18

BRAKES - BASE

DISC BRAKE CALIPER ADAPTER MOUNT (Continued)

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. 33).
The correct fluid level is to the MAX indicator on
the side of the reservoir. If necessary, add fluid to the
proper level.

Fig. 32 CALIPER ADAPTER MOUNT - REAR
1 - CALIPER ADAPTER MOUNT
2 - AXLE TUBE
3 - MOUNTING STUDS

(6) Adjust brake shoes to drum with brake gauge
(Refer to 5 - BRAKES/PARKING BRAKE/SHOES ADJUSTMENTS).
(7) Install the rotor (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - INSTALLATION).
(8) Install the caliper adapter (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - INSTALLATION).
(9) Install the caliper (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION).
(10) Install wheel and tire assembly.

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.

Fig. 33 FLUID LEVEL
1 - FLUID RESERVOIR
2 - MAX LEVEL MARK

SPECIFICATIONS
BRAKE FLUID
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.

BRAKES - BASE

FLUID RESERVOIR

5 - 19

(6) Fill and bleed base brake system,(Refer to 5 BRAKES - STANDARD PROCEDURE).

REMOVAL
(1) Install the prop rod on the brake pedal to keep
pressure on the brake system.
(2) Remove the reservoir cap and siphon fluid into
a drain container (Fig. 34).
(3) Remove the electrical connector from the fluid
level switch in the reservoir (Fig. 34).
(4) Remove the reservoir mounting bolt (Fig. 34).
(5) Remove the reservoir from the master cylinder
by pulling upwards.
(6) Remove old grommets from cylinder body (Fig.
34).

BRAKE JUNCTION BLOCK
REMOVAL
(1) Remove the brake lines from the junction block
(Fig. 35).
(2) Remove the junction block mounting bolt and
remove the junction block from the bracket (Fig. 35).

Fig. 35 JUNCTION BLOCK
1 - BRAKE LINES
2 - JUNCTION BLOCK

Fig. 34 FLUID RESERVOIR
1
2
3
4
5
6

MASTER CYLINDER CAP
FLUID RESERVOIR
FLUID LEVEL SWITCH
MASTER CYLINDER
MOUNTING BOLT
GROMMETS

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.
(1) Lubricate the new grommets with clean brake
fluid and Install new grommets in cylinder body. Use
finger pressure to install and seat grommets.
(2) Start the reservoir in grommets. Then rock the
reservoir back and forth while pressing downward to
seat it into the grommets.
(3) Install the mounting bolt for the reservoir to
the master cylinder.
(4) Reconnect the electrical connector to the fluid
reservoir level switch.
(5) Remove the prop rod from the vehicle.

INSTALLATION
(1) Position the junction block on the bracket and
install the mounting bolt. Tighten the mounting bolt
to 23 N·m (210 in. lbs.) (Fig. 35).
(2) Install the brake lines into the junction block
and tighten to 19-23 N·m (170-200 in. lbs.) (Fig. 35).
(3) Bleed the base brake system, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL
STANDARD PROCEDURE).

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 and has a switch for indicating low fluid levels. 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 cir-

5 - 20

BRAKES - BASE

MASTER CYLINDER (Continued)
cuit separation in the event of a front or rear brake
malfunction. The reservoir compartments will retain
enough fluid to operate the functioning hydraulic circuit.
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.

(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.
(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.

NOTE: If diagnosis indicates that an internal malfunction has occurred, the aluminum body section
must be replaced as an assembly.

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. 36).

Fig. 36 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. 37).
(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.

BRAKES - BASE

5 - 21

MASTER CYLINDER (Continued)
NOTE: Using care remove the master cylinder
directly forward in order not to dislodge the output
rod from its seat inside the booster.

Fig. 37 Vacuum Check Valve And Seal
1 - BOOSTER CHECK VALVE
2 - APPLY TEST VACUUM HERE
3 - VALVE SEAL

(1) Mount master cylinder in vise.
(2) Attach bleed tubes to cylinder outlet ports.
Then position each tube end into reservoir (Fig. 38).
(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. 39 MASTER CYLINDER
1
2
3
4

MASTER CYLINDER RESERVOIR
POWER BRAKE BOOSTER
BRAKE LINES
MASTER CYLINDER

REMOVAL - HYDROBOOST
(1) Remove the brake lines from the master cylinder (Fig. 40).

Fig. 38 Master Cylinder Bleeding–Typical
1 - BLEEDING TUBES
2 - RESERVOIR

REMOVAL
REMOVAL - ALL EXCEPT HYDROBOOST
(1) Remove the brake lines from the master cylinder (Fig. 39).
(2) Disconnect the electrical connector for the low
fluid level.
(3) Remove the mounting nuts from the master
cylinder (Fig. 39).
(4) Remove the master cylinder.

Fig. 40 HYDROBOOST MASTER CYLINDER
1
2
3
4

HYDROBOOST UNIT
MASTER CYLINDER RESERVOIR
MASTER CYLINDER
MOUNTING NUTS

(2) Disconnect the electrical connector for the low
fluid level.
(3) Remove the mounting nuts from the master
cylinder (Fig. 40).
(4) Remove the master cylinder.

5 - 22

BRAKES - BASE

MASTER CYLINDER (Continued)
NOTE: Using care remove the master cylinder
directly forward in order not to dislodge the output
rod from its seat inside the booster.

INSTALLATION
INSTALLATION - ALL EXCEPT HYDROBOOST
NOTE: If master cylinder is replaced bleed cylinder
before installation.
NOTE: Make sure the output rod of the brake
booster is in position before mounting of the master cylinder “This position will enable the output
rod to enter inside of the master cylinder plunger
sleeve during installation”. Proper position is
obtained when the output rod is centered perpendicular to the master cylinder mounting hole (Fig.
41).

(4) Reconnect the elctrical connector for the low
fluid level switch.
(5) Fill and bleed the base brake system. (Refer to
5 - BRAKES - STANDARD PROCEDURE).

INSTALLATION - HYDROBOOST
NOTE: If master cylinder is replaced bleed cylinder
before installation.
NOTE: Make sure the output rod of the brake
booster is in position before mounting of the master cylinder “This position will enable the output
rod to enter inside of the master cylinder plunger
sleeve during installation”. Proper position is
obtained when the output rod is centered perpendicular to the master cylinder mounting hole (Fig.
41).
(1) Install the master cylinder on the booster
mounting studs (Fig. 40).
(2) Install new mounting nuts and tighten to 25
N·m (221 in. lbs.)
(3) Install the brake lines and tighten to 19 N·m
(170 in. lbs.)
(4) Reconnect the elctrical connector for the low
fluid level switch.
(5) Fill and bleed the base brake system. (Refer to
5 - BRAKES - STANDARD PROCEDURE).

PEDAL
DESCRIPTION

Fig. 41 OUTPUT ROD ORIENTATION
1 - MASTER CYLINDER RESERVOIR
2 - CHECK VALVE
3 - BOOSTER
4 - BOOSTER MOUNTING STUDS
5 - INPUT ROD
6 - OUTPUT ROD
7 - MASTER CYLINDER MOUNTING STUDS
8 - MASTER CYLINDER
9- ELECTRICAL CONNECTOR

NOTE: Before installing the master cylinder, pump
the brake pedal several times with the engine off to
remove vacuum from the booster.
(1) Install the master cylinder on the booster
mounting studs.
(2) Install new mounting nuts and tighten to 25
N·m (221 in. lbs.)
(3) Install the brake lines and tighten to 19 N·m
(170 in. lbs.)

NOTE: The brake pedal is serviced as a complete
assembly including accelerator pedal and the
bracket.
A suspended-type brake pedal is used. The pedal is
attached to the pedal support bracket with a pivot
shaft pin and bushings. If the bushings become dry a
spray lubricant can be used to eliminate noises. The
booster push rod is attached to the pedal with a clip.
The pedal, bushings, pivot pin and support bracket
are not serviceable components (Fig. 42).

OPERATION
The brake pedal is attached to the booster push
rod. 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.

BRAKES - BASE

5 - 23

PEDAL (Continued)

Fig. 42 BRAKE PEDAL
1 - CLIP
2 - BUSHINGS
3 - PIVOT SHAFT PIN
4 - PEDAL ASSEMBLY
ADJUSTABLE PEDAL SHOWN
NON ADJUSTABLE PEDAL IS SIMILIAR
5 - PAD

Fig. 43 PEDAL/CABLE
1 - CABLE
2 - BRAKE PEDAL ASSEMBLY

REMOVAL
NOTE: The brake pedal is serviced as a complete
assembly including accelerator pedal and the
bracket.
(1) Disconnect the negative battery cable.
(2) Remove the steering column opening cover(Refer to 23 - BODY/INSTRUMENT PANEL/STEERING
COLUMN OPENING COVER - REMOVAL).
(3) Remove the brake lamp switch and discard(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/BRAKE LAMP SWITCH - REMOVAL).
(4) On vehicles equipped with adjustable pedals. Disconnect the adjuster cable to the pedal (Fig.
43).
(5) Remove the steering column (Refer to 19 STEERING/COLUMN - REMOVAL).
(6) Remove the brake booster (Fig. 44)(Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/POWER
BRAKE BOOSTER - REMOVAL).
(7) Disconnect the electrical connectors.
(8) Remove the module mounting bolts.
(9) Disconnect the accelerator pedal cable.
(10) Remove the pedal assembly mounting nuts/
fasteners (Fig. 44).

INSTALLATION
(1)
44).
(2)
to 28
(3)

Install the pedal assembly to the vehicle (Fig.
Install the mounting bolts (Fig. 44) and tighten
N·m (21 ft. lbs.).
Reconnect the accelerator cable to the pedal.

Fig. 44 PEDAL ASSEMBLY (ADJUSTABLE PEDALS
SHOWN)
1
2
3
4
5

- ADJUSTABLE PEDAL MOTOR
- PEDAL ASSEMBLY BRACKET
- MOUNTING NUT
- BRAKE & ACCELERATOR PEDAL
- BRAKE BOOSTER MOUNTING STUDS

(4) Install the module mounting bolts and tighten
to 38 N·m (28 ft. lbs.).
(5) Reconnect the electrical connectors.
(6) Install the brake booster (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/POWER
BRAKE
BOOSTER - INSTALLATION).
(7) Install the steering column (Refer to 19 STEERING/COLUMN - INSTALLATION).
(8) Install a new brake lamp switch. (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
BRAKE LAMP SWITCH - REMOVAL).
(9) On vehicles equipped with adjustable
brake pedal.Reconnect the electrical connector to
the motor and the adjuster cable at the pedal.

5 - 24

BRAKES - BASE

PEDAL (Continued)
(10) Install the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(11) Reconnect the negative battery cable.

ADJUSTABLE PEDAL MOTOR
DESCRIPTION
The Adjustable Pedals System (APS) is designed to
enable the fore and aft repositioning of the brake and
accelerator pedals. This results in improved ergonomics in relation to the steering wheel for taller and
shorter drivers. Being able to adjust the pedal positions also allows the driver to set steering wheel tilt
and seat position to the most comfortable position.
The position of the brake and accelerator pedals can
be adjusted without compromising safety or comfort
in actuating the pedals.
Change of pedal position is accomplished by means
of a motor driven screw. Operating the adjustable
pedal switch activates the pedal drive motor (Fig.
45). The pedal drive motor turns a screw that
changes the position of the brake and accelerator
pedals. The pedal can be moved rearward (closer to
the driver) or forward (away from driver). The brake
pedal is moved on its drive screw to a position where
the driver feels most comfortable.
The accelerator pedal is moved at the same time
and the same distance as the brake pedal.
Neither the pedal drive motor (Fig. 45) nor drive
mechanism are subject to the mechanical stress of
brake or accelerator application.
• SYSTEM FEATURES:
• Range of Adjustment: The pedals may be
adjusted up to 3 in. (75 mm)
• Pedal Adjustment Speed: 0.5 in./sec (12.5
mm/sec)
• Pedal Adjustment Inhibitors: Pedal adjustment is inhibited when the vehicle is in reverse or
when cruise control is activated.

Fig. 45 ADJUSTABLE PEDAL MOTOR
1 - ADJUSTABLE PEDAL MOTOR
2 - CABLES
3 - ELECTRICAL CONNECTOR

(7) Remove the one mounting bolt for the adjustable pedal motor (Fig. 46).
(8) Remove the adjustable pedal motor with the
cables.
NOTE: Adjustable pedal cables are not serviceable.
If they need service the adjustable pedal motor with
the cables must be installed.

REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove the kneeblocker (Refer to 23 - BODY/
INSTRUMENT
PANEL/STEERING
COLUMN
OPENING COVER - REMOVAL).
(3) Remove the brake light switch and discard
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/BRAKE LAMP SWITCH - REMOVAL).
(4) Disconnect the adjustable pedal cables from the
brake and accelerator pedals.
(5) Disconnect the electrical connector.
(6) Unclip the cable fasteners to the support.

Fig. 46 ADJUSTABLE PEDAL MOTOR
1 - ADJUSTABLE PEDAL MOTOR
2 - MOUNTING BOLT

INSTALLATION
NOTE: Adjustable pedal cables are not serviceable.
If they need service the adjustable pedal motor with
the cables must be installed.
(1) Install the adjustable pedal motor with the
cables.

BRAKES - BASE

5 - 25

ADJUSTABLE PEDAL MOTOR (Continued)
(2) Install the one mounting bolt for the adjustable
pedal motor (Fig. 46).
(3) Clip the cable fasteners to the support.
(4) Reconnect the electrical connector.
(5) Reconnect the adjustable pedal cables to the
brake and accelerator pedals.
(6) Install the new brake light switch (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
BRAKE LAMP SWITCH - REMOVAL).
(7) Install the kneeblocker (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(8) Reconnect the negative battery cable.
(9) Check for proper operation of the pedals.

POWER BRAKE BOOSTER
DESCRIPTION
All models use a tandem diaphragm, power brake
booster.
NOTE: The power brake booster is not a repairable
component. The booster must be replaced as an
assembly if diagnosis indicates a malfunction has
occurred.

OPERATION
The booster unit consists of a single housing
divided into two by a tandem diaphragm. The outer
edge of the diaphragm is secured to the housing. The
booster push rod, which connects the booster to the
brake pedal and master cylinder, is attached to the
center of the diaphragm. A check valve is used in the
booster outlet connected to the engine intake manifold. Power assist is generated by utilizing a combination of vacuum and atmospheric pressure to boost
brake assist.

REMOVAL
(1) Remove master cylinder. (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/MASTER CYLINDER REMOVAL).
(2) Disconnect vacuum line at booster.
(3) Remove clip securing booster push rod to brake
pedal (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/PEDAL - REMOVAL). (Fig. 47).
(4) Remove the nuts from the booster mounting
studs (Fig. 47).
(5) Remove the booster and gasket from front cowl
panel.

INSTALLATION
(1) Guide the booster studs into the cowl panel
holes and seat the booster on the panel (Fig. 47).

Fig. 47 POWER BRAKE BOOSTER
1 - MOUNTING NUT
2 - POWER BRAKE BOOSTER

(2) Install and tighten new booster attaching nuts
to 28 N·m (250 in. lbs.).
(3) Install the booster push rod on brake pedal and
install clip (Fig. 47).
(4) Install the booster check valve if removed and
connect the vacuum hose to the check valve.
(5) Install the master cylinder. (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/MASTER
CYLINDER - INSTALLATION).
(6) Fill and bleed the brake system. (Refer to 5 BRAKES - STANDARD PROCEDURE).

HYDRO-BOOST 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.

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.

5 - 26

BRAKES - BASE

HYDRO-BOOST BRAKE BOOSTER (Continued)
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..

• 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.

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.
(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.

Fig. 48 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

SEAL LEAKAGE
If the booster leaks from any of the seals the
booster assembly must be replaced (Fig. 48).

HYDRAULIC BOOSTER DIAGNOSIS CHART
CONDITION
Slow Brake Pedal Return

Excessive Brake Pedal
Effort.

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.

1. Internal or external seal leakage.

1. Replace booster.

2. Faulty steering pump.

2. Replace pump.

BRAKES - BASE

5 - 27

HYDRO-BOOST BRAKE BOOSTER (Continued)
CONDITION
Brakes Self Apply

Booster Chatter, Pedal
Vibration
Grabbing Brakes

POSSIBLE CAUSES

CORRECTION

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.

1. Slipping pump belt.

1. Replace power steering belt.

2. Low pump fluid level.

2. Fill pump and check for leaks.

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. 49).

(7) Remove the booster push rod clip, washer and
rod remove from the brake pedal.
(8) Remove the mounting nuts from the hydraulic
booster and remove the booster.

Fig. 49 HYDRO-BOOST UNIT
1
2
3
4
5

INLET HOSE
HYDRO-BOOST UNIT
MASTER CYLINDER UNIT
RETURN HOSE
OUTLET HOSE

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 - 28

BRAKES - BASE

HYDRO-BOOST BRAKE BOOSTER (Continued)
(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.
(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: MOPAR (MS-9602) ATF+4 is to be used in
the power steering system. No other power steering
or automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.

Fig. 50 REAR ROTOR
1 - ROTOR
2 - CALIPER ADAPTER
3 - CALIPER

(12) Bleed the hydraulic booster (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/POWER
BRAKE BOOSTER - STANDARD PROCEDURE).

ROTORS
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 (Fig.
50).(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE
CALIPER
ADAPTER
REMOVAL)
(5) Remove the retianing clips and rotor assembly
(Fig. 50).

REMOVAL - FRONT
(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. 51).
NOTE: Do not allow brake hose to support caliper
adapter assembly.

Fig. 51 Caliper Adapter Assembly
1 - KNUCKLE
2 - CALIPER
3 - ROTOR

(4) Remove the rotor from the hub/bearing wheel
studs (Fig. 52) or (Fig. 53).

INSTALLATION
INSTALLATION - REAR
(1) Install the rotor to the axleshaft (Fig. 50).

BRAKES - BASE

5 - 29

ROTORS (Continued)

INSTALLATION - FRONT

Fig. 52 FRONT ROTOR
1 - ROTOR
2 - HUB/BEARING

(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 the 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:
(4) Install the wheel and tire assembly, (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE) and lower the vehicle.
(5) Apply the brakes several times to seat brake
pads. Be sure to obtain firm pedal before moving
vehicle.

SUPPORT PLATE
REMOVAL

Fig. 53 8 LUG ROTOR ASSEMBLY
1
2
3
4
5
6

SPRING
SHOCK
UPPER AND LOWER SUSPENSION ARMS
DISC BRAKE CALIPER
DISC BRAKE CALIPER ADAPTER
ROTOR

(2) Install the caliper adapter (Fig. 50) (Refer to 5
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - INSTALLATION).
(3) Install the caliper adapter bolts (Fig. 50) and
tighten the mounting bolts to 135 N·m (100 ft.lbs).
(4) Install the disc brake caliper, (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(5) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(6) Lower the vehicle.

(1) Remove wheel and tire assembly.
(2) Remove the disc brake caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(3) Remove the caliper adapter (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - REMOVAL).
(4) Remove the rotor (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - REMOVAL).
(5) Remove the axle shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - REMOVAL).
(6) Remove the park brake shoes (Refer to 5 BRAKES/PARKING BRAKE/SHOES - REMOVAL).
(7) Remove the parking brake cable from the
brake lever.
(8) Remove the bolts attaching the support plate to
the axle and remove the support plate (Fig. 54).

INSTALLATION
(1) Install support plate on axle flange (Fig. 55).
Tighten attaching bolts to 115 N·m (85 ft. lbs.).
(2) Install parking brake cable in the brake lever.
(3) Install the park brake shoes (Refer to 5 BRAKES/PARKING BRAKE/SHOES - INSTALLATION). (Fig. 55).
(4) Install axle shaft, (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - INSTALLATION).
(5) Adjust brake shoes to drum with brake gauge
(Refer to 5 - BRAKES/PARKING BRAKE/SHOES ADJUSTMENTS).

5 - 30

BRAKES - BASE

SUPPORT PLATE (Continued)

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. 56).

Fig. 54 SUPPORT PLATE
1 - SUPPORT PLATE
2 - MOUNTING STUDS

(6) Install the rotor (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - INSTALLATION).
(7) Install the caliper adapter (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - INSTALLATION).
(8) Install the caliper (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION).
(9) Install the wheel and tire assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).

Fig. 55 SUPPORT PLATE WITH BRAKES MOUNTED
1 - SUPPORT PLATE
2 - MOUNTING NUTS

Fig. 56 SUPPORT PLATE WITH BRAKES MOUNTED
1 - SUPPORT PLATE
2 - MOUNTING NUTS

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.
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.

BRAKES - BASE

5 - 31

CABLES
REMOVAL
REMOVAL - FRONT PARKING BRAKE CABLE
(1) Raise and support vehicle.
(2) Lockout the parking brake cable (Fig. 58).
(3) Loosen adjusting nut to create slack in front
cable.
(4) Remove the front cable from the cable connector.
(5) Compress cable end fitting at underbody
bracket and remove the cable from the bracket.
(6) Lower vehicle.
(7) Push ball end of cable out of pedal clevis with
small screwdriver.
(8) Compress cable end fitting at the pedal bracket
and remove the cable (Fig. 57).

Fig. 58 LOCK OUT PARKING CABLE
1 - LOCKING PLIERS
2 - PARKING BRAKE 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. 59).

Fig. 57 Parking Brake Pedal
1 - PARK BRAKE PEDAL
2 - FRONT CABLE

(9) Remove the left cowl trim and sill plate.
(10) Pull up the carpet and remove the cable from
the body clip.
(11) Pull up on the cable and remove the cable
with the body grommet.

REMOVAL - REAR PARK BRAKE CABLE
(1) Raise and support the vehicle.
(2) Lockout the parking brake cable (Fig. 58).
(3) Loosen cable adjuster nut.
(4) Remove the rear park brake cable from the
intermediate park brake cable.

Fig. 59 DISENGAGEMENT OF CABLE
1 - LEVER
2 - CABLE END

(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 - RIGHT REAR CABLE
(1) Raise and support the vehicle.
(2) Lockout the parking brake cable (Fig. 58).
(3) Loosen the brake cable at the equalizer and
adjuster nut.
(4) Remove the right cable from the front cable.
(5) Remove the right cable from the equalizer.

5 - 32

BRAKES - BASE

CABLES (Continued)
(6) Remove
(7) Remove
(8) Remove
bracket.
(9) Remove
(Fig. 60)

the cable from the frame bracket.
the cable from the axle bracket.
the cable bracket from the shock
the brake cable from the brake lever.

Fig. 61 REAR DISC BRAKE
1
2
3
4
5

Fig. 60 CABLE MOUNT
1
2
3
4

SUPPORT PLAT
CABLE MOUNT
PARK BRAKE LEVER
CABLE

REMOVAL - LEFT REAR CABLE
(1) Raise and support the vehicle.
(2) Lockout the parking brake cable (Fig. 58).
(3) Loosen the brake cable at the equalizer and
adjuster nut.
(4) Remove the left brake cable from the equalizer.
(5) Remove the brake cable from the frame
bracket.
(6) Remove the brake cable from the brake lever.
(Fig. 61)

INSTALLATION
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 through the floorpan and
install the body grommet.
(5) Place the carpet down and install the left cowl
trim and sill plate.
(6) Raise and support the vehicle.
(7) Route the cable through the underbody bracket
and seat the cable end fitting in the bracket.

DISC BRAKE CALIPER
DISC BRAKE ROTOR
DUST SHIELD
REAR PARKING BRAKE CABLE
DISC BRAKE CALIPER MOUNTING BOLTS

(8) Connect the cable to the cable connector.
(9) Perform the park brake adjustment procedure,
(Refer to 5 - BRAKES/PARKING BRAKE/CABLE
TENSIONER - ADJUSTMENTS).
(10) Lower the vehicle.

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.
(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 - RIGHT REAR CABLE
(1)
62)
(2)
(3)
(4)
(5)

Install the brake cable to the brake lever. (Fig.
Install
Install
Install
Install

the
the
the
the

cable
cable
cable
right

bracket to the shock bracket.
to the axle bracket.
to the frame bracket.
cable to the equalizer.

BRAKES - BASE

5 - 33

CABLES (Continued)
(6) Install the right cable to the front cable.
(7) Adjust the brake cable at the equalizer and
using the adjuster nut.

Fig. 63 LOCK OUT PARKING CABLE
1 - LOCKING PLIERS
2 - PARKING BRAKE CABLE

Fig. 62 PARKING BRAKE CABLE
1 - SUPPORT PLAT
2 - CABLE
3 - LEVER

INSTALLATION - LEFT REAR CABLE
(1) Install the brake cable to the brake lever (Fig.
61).
(2) Install the brake cable to the frame bracket.
(3) Install the left brake cable to the equalizer.
(4) Adjust the brake cable at the equalizer and
adjuster nut.

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. 63).
(6) Disengage the park brake cable from behind
the rotor assembly to allow easier disassembly of the
park brake shoes (Fig. 64).
(7) Remove the axleshaft (Fig. 65) (Refer to 3 DIFFERENTIAL & DRIVELINE/REAR AXLE - 9 1/4/
AXLE SHAFTS - REMOVAL).
(8) Disassemble the rear park brake shoes (Fig.
56).

Fig. 64 DISENGAGEMENT OF CABLE
1 - LEVER
2 - CABLE END

CLEANING - REAR DRUM IN HAT BRAKE
Clean the individual brake components, including
the support plate exterior, with a water dampened
cloth or with brake cleaner. Do not use any other
cleaning agents. Remove light rust and scale from
the brake shoe contact pads on the support plate
with fine sandpaper.

INSPECTION - REAR DRUM IN HAT BRAKE
As a general rule, riveted brake shoes should be
replaced when worn to within 0.78 mm (1/32 in.) of
the rivet heads. Bonded lining should be replaced
when worn to a thickness of 1.6 mm (1/16 in.).
Examine the lining contact pattern to determine if
the shoes are bent or the drum is tapered. The lining
should exhibit contact across its entire width. Shoes
exhibiting contact only on one side should be

5 - 34

BRAKES - BASE

SHOES (Continued)

Fig. 65 AXLE SHAFT
1
2
3
4

- AXLE SHAFT
- SUPPORT PLATE
- CALIPER
- PARK BRAKE SHOE ASSEMBLY

replaced and the drum checked for runout or taper
(Fig. 66).
Inspect the adjuster screw assembly. Replace the
assembly if the star wheel or threads are damaged,
or the components are severely rusted or corroded
(Fig. 66).
Discard the brake springs and retainer components
if worn, distorted or collapsed. Also replace the
springs if a brake drag condition had occurred. Overheating will distort and weaken the springs.
Inspect the brake shoe contact pads on the support
plate, replace the support plate if any of the pads are
worn or rusted through. Also replace the plate if it is
bent or distorted (Fig. 66).

INSTALLATION
NOTE: On a new vehicle or after parking brake lining replacement, it is recommended that the parking brake system be conditioned prior to use. This
is done by making one stop from 25 mph on dry
pavement or concrete using light to moderate force
on the parking brake foot pedal.
(1) Reassemble the rear park brake shoes (Fig.
56).
(2) Install the axleshaft (Fig. 65) (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 9 1/4/
AXLE SHAFTS - INSTALLATION).
(3) Install the park brake cable to the lever behind
the support plate.
(4) Unlock the park brake cable.
(5) Install the disc brake rotor (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS
INSTALLATION).

Fig. 66 PARK BRAKE SHOES
(6) Install the disc brake caliper (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(7) Adjust the rear brake shoes (Refer to 5 BRAKES/PARKING BRAKE/SHOES - ADJUSTMENTS).
(8) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(9) Lower the vehicle.

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.
(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).

BRAKES - BASE

5 - 35

SHOES (Continued)
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.
(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.
67).

Fig. 69 Setting Gauge To Park Brake Shoe
Measurement
1 - RULER
2 - SPECIAL TOOL C-3919

Fig. 67 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. 68).

Fig. 68 Reading Park Brake Drum Diameter
1 - SPECIAL TOOL C-3919
2 - RULER

(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. 69).

(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.

5 - 36

BRAKES - BASE

SHOES (Continued)
NOTE: On a new vehicle or after parking brake lining replacement, it is recommended that the parking brake system be conditioned prior to use. This
is done by making one stop from 25 mph on dry
pavement or concrete using light to moderate force
on the parking brake foot pedal.
(18) Road test the vehicle to ensure proper function of the vehicle’s brake system.

(9) Repeat adjustment at opposite wheel. Be sure
adjustment is equal at both wheels.
(10) Install support plate access hole plugs.
(11) Adjust parking brake cable and lower vehicle.
(12) Depress park brake pedal and make sure park
brakes hold the vehicle staionary.
(13) Release park brake pedal.

PEDAL

ADJUSTMENT - WITH ADJUSTING TOOL
Adjustment can be made with a standard brake
gauge or with adjusting tool. Adjustment is performed with the complete brake assembly installed
on the backing plate.
(1) Be sure parking brake lever is fully released.
(2) Raise vehicle so rear wheels can be rotated
freely.
(3) Remove plug from each access hole in brake
support plates.
(4) Loosen parking brake cable adjustment nut
until there is slack in front cable.
(5) Insert adjusting tool through support plate
access hole and engage tool in teeth of adjusting
screw star wheel (Fig. 70).

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 release rod (Fig. 71) from the
arm on the pedal assembly.
(9) Remove the bolts/nuts from the pedal assembly
and remove the assembly.

Fig. 70 Brake Adjustment
1
2
3
4
5
6

- STAR WHEEL
- LEVER
- BRAKE SHOE WEB
- SCREWDRIVER
- ADJUSTING TOOL
- ADJUSTER SPRING

(6) Rotate adjuster screw star wheel (move tool
handle upward) until slight drag can be felt when
wheel is rotated.
(7) Push and hold adjuster lever away from star
wheel with thin screwdriver.
(8) Back off adjuster screw star wheel until brake
drag is eliminated.

Fig. 71 PARKING BRAKE PEDAL
1 - RELEASE ROD
2 - PEDAL ASSEMBLY

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.) (Fig. 72).
(3) Install the park brake release rod.
(4) Connect the front cable to the arm on the pedal
assembly.

BRAKES - BASE

5 - 37

PEDAL (Continued)
(5) Tighten the front cable grommet to the floorpan and the cable retainer, roll the carpet back.
(6) Connect the wires to the brake lamp switch.
(7) Install the knee bolster, (Refer to 23 - BODY/
INSTRUMENT
PANEL/STEERING
COLUMN
OPENING COVER - INSTALLATION).
(8) Raise the vehicle.
(9) Adjust the parking brake cable tensioner (Refer
to 5 - BRAKES/PARKING BRAKE/CABLE TENSIONER - ADJUSTMENTS).

(6) Check the rear brake shoe adjustment with
standard brake gauge (Refer to 5 - BRAKES/PARKING BRAKE/SHOES - ADJUSTMENTS).
(7) Install the rotors (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - INSTALLATION) and verify that the rotors rotate 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. 73).
(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.

Fig. 72 PARKING BRAKE ASSEMBLY
1 - PEDAL ASSEMBLY
2 - MOUNTING NUT

(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.

CABLE TENSIONER
ADJUSTMENTS
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 rotors (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - REMOVAL).
(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.

Fig. 73 Adjustment Mark
1 - TENSIONER CABLE BRACKET
2 - TENSIONER
3 - CABLE CONNECTOR
4 - 6.35mm
(1/4 IN.)
5 - ADJUSTER NUT

5 - 38

BRAKES - BASE

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 plastic 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. 74).
(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.

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

Fig. 74 Park Brake Release Handle Remove/Install
1
2
3
4
5
6

CLIP
ROD
MOUNTING BRACKET
TRIM STICK
LATCH TABS
PARK BRAKE RELEASE HANDLE

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.

BRAKES - ABS

5 - 39

BRAKES - ABS
TABLE OF CONTENTS
page
BRAKES - ABS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - ABS BRAKE
BLEEDING . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . .
FRONT WHEEL SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
TONE WHEEL
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR . . . . . . . . . . . . . . . . . .

. . . . 39
. . . . 39
. . . . 40
. . . . 40
.
.
.
.

.
.
.
.

. 41
. 41
. 41
. 42

. . . . 42
. . . . 42
. . . . 43

page
HYDRAULIC/MECHANICAL
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING . . . . . . . . . .
OPERATION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING . . . . . . . . . .
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
RWAL VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .

. . . . . 43
. . . . . 43
.
.
.
.

.
.
.
.

. 43
. 43
. 44
. 44

.
.
.
.

. 44
. 44
. 45
. 45

. . . . 43

BRAKES - ABS
DESCRIPTION
The antilock brake system (ABS) is an electronically operated, three channel brake control system.
The vehicle has Electronic Variable Brake Proportioning (EVBP) designed into the system which eliminates the combination/proportioning valve.
The system is designed to prevent wheel lockup
and maintain steering control during 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. 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)
• ABS Warning Light

OPERATION
Battery voltage is supplied to the CAB. The CAB
performs a system initialization procedure at start
up. A check of the ABS motor is performed at 15
miles per hour. 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 solenoids to verify operation. An audible noise
may be heard during this self check. This noise
should be considered normal. The ABS motor and
pump are then checked at a speed of 15 mile per
hour.
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.

5 - 40

BRAKES - ABS

BRAKES - ABS (Continued)
The purpose of the antilock system is to prevent
wheel lockup. Preventing lockup helps maintain vehicle braking action and steering control.
The antilock CAB activates the system whenever
sensor signals indicate periods of wheel slip.
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 is energized
which acts to prevent further 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.

STANDARD PROCEDURE - ABS BRAKE
BLEEDING
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
HCU pump and solenoids. A second base brake bleeding procedure is then required to remove any air
remaining in the system.
(1) Perform base brake bleeding,(Refer to 5 BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
(2) Connect 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 - STANDARD PROCEDURE) OR
(Refer to 5 - BRAKES - 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
Mounting Bolts

—

ABS Assembly
CAB Screws

3.5

—

ABS Assembly
Brake Line Fittings

—

170

Wheel Speed Sensors
Front Sensor Bolt

—

190

Wheel Speed Sensors
Bracket To Knuckle

6.7

—

Wheel Speed Sensors
Rear Sensor Stud

22.5

—

200

Controller
Mounting Screws

—

RWAL Module
Mounting Bolts

—

BRAKES - ABS

5 - 41

BRAKES - ABS (Continued)
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

RWAL Valve
Brake Line Fittings

—

170

Rear Wheel Speed Sensor
Mounting Bolt

—

200

FRONT WHEEL SPEED
SENSOR
DESCRIPTION
The ABS brake system uses 3 wheel speed sensors.
A sensor is mounted to each front hub/bearings. 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. 1) 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 toler-

Fig. 1 Operation of the Wheel Speed Sensor
1
2
3
4
5

- MAGNETIC CORE
- CAB
- AIR GAP
- EXCITER RING
- COIL

ances. 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
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. 2). 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.

REMOVAL
(1) Remove the front rotor (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/ROTORS - REMOVAL).
(2) Remove the wheel speed sensor mounting bolt
from the hub. (Fig. 3)

5 - 42

BRAKES - ABS

FRONT WHEEL SPEED SENSOR (Continued)

REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
ANTILOCK
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 RWAL 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.

Fig. 2 Data Link Connector - Typical
1 - 16–WAY DATA LINK CONNECTOR

(3) Remove the wheel speed sensor from the hub.
(4) Remove the wiring from the clips and disconnect the electrical connector.

NOTE: The MDS or DRB III scan tool is used to
diagnose the RWAL system. For test procedures
refer to the Chassis Diagnostic Manual.

REMOVAL
(1) Raise the vehicle on a hoist.
(2) Remove the brake line mounting nut and
remove the brake line from the sensor stud.
(3) Remove the mounting stud from the sensor and
shield (Fig. 4).

Fig. 3 WHEEL SPEED SENSOR
1 - WHEEL SPEED SENSOR MOUNTING BOLT
2 - WHEEL SPEED SENSOR
3 - HUB/BEARING

INSTALLATION
(1) Install the wiring to the clips and Reconnect
the electrical connector.
(2) Install the wheel speed sensor to the hub.
(3) Install the wheel speed sensor mounting bolt to
the hub. Tighten the bolt to 21 N·m (190 in. lbs.).
(4) Install the front rotor and brake caliper assembly (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS - INSTALLATION).

Fig. 4 REAR WHEEL SPEED SENSOR
1 - WHEEL SPEED SENSOR
2 - MOUNTING BOLT
3 - AXLE HOUSING

(4) Remove the sensor and shield from the differential housing.
(5) Disconnect the sensor wire harness and remove
the sensor.

BRAKES - ABS

5 - 43

REAR WHEEL SPEED SENSOR (Continued)

INSTALLATION
(1) Connect the harness to the sensor. Be sure
the seal is securely in place between the sensor
and the wiring connector.
(2) Install the O-ring on the sensor (if removed).
(3) Insert the sensor in the differential housing.
(4) Install the sensor shield.
(5) Install the sensor mounting stud and tighten to
24 N·m (200 in. lbs.).
(6) Install the brake line on the sensor stud and
install the nut.
(7) Lower the vehicle.

TONE WHEEL
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.

HYDRAULIC/MECHANICAL
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING
Vehicles equipped with ABS use electronic variable
brake proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear proportioning valve. The EVBP system uses the ABS system to control the slip of the rear wheels in partial
braking range. The braking force of the rear wheels
is controlled electronically by using the inlet and outlet valves located in the integrated control unit
(ICU).

OPERATION - ELECTRONIC VARIABLE BRAKE
PROPORTIONING
EVBP is able to decrease, hold and increase rear
brake pressure without activating full ABS control.
Upon entry into EVBP the inlet valve for the rear
brake circuit is switched on so that the fluid supply

from the master cylinder is shut off. In order to
decrease the rear brake pressure, the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
hydraulic control unit (HCU) resulting in a drop in
fluid pressure to the rear brakes. In order to increase
the rear brake pressure, the outlet valve is switched
off and the inlet valve is pulsed. This increases the
pressure to the rear brakes.
The EVBP will remain functional during many
ABS fault modes. If both the red BRAKE and amber
ABS warning indicators are illuminated, the EVBP
may not be functioning.

HCU (HYDRAULIC CONTROL
UNIT)
DESCRIPTION
The HCU consists of a valve body, pump motor, low
pressure accumulators, inlet valves, outlet valves and
noise attenuators.

OPERATION
Accumulators in the valve body store extra fluid
released to the system for ABS mode operation. The
pump provides the fluid volume needed and is operated by a DC type motor. The motor is controlled by
the CAB.
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.
During antilock braking, the solenoid valves are
opened and closed as needed.
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.
NOTE: The three modes mentioned below do occur
but not necessarily in the order listed everytime.
During antilock braking, solenoid valve pressure
modulation occurs in three stages, pressure increase,
pressure hold, and pressure decrease. The valves are
all contained in the valve body portion of the HCU.

PRESSURE DECREASE
The outlet valve is opened and the inlet valve is
closed 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

5 - 44

BRAKES - ABS

HCU (HYDRAULIC CONTROL UNIT) (Continued)
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.

PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle but only the inlet valve is energized. 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 reapply thew brakes.
This cycle controls re-application of fluid apply pressure.

REMOVAL
(1) Install a prop rod on the brake pedal to keep
pressure on the brake system.
(2) Disconnect the battery cables from the battery.
(3) Remove the battery.
(4) Disconnect the two electrical harness connectors (Fig. 5).
(5) Remove the five brake lines from the HCU
(Fig. 5).
(6) Remove HCU/CAB mounting bolts and remove
the HCU/CAB (Fig. 5).

INSTALLATION
NOTE: If the CAB is being replaced with a new CAB
is must be reprogrammed with the use of a DRB III.
(1) Install HCU/CAB on the mounts and Tighten
the bolts to 15N·m (11 ft. lbs.) (Fig. 5).
(2) Install the five brake lines to the HCU and
tighten to 19 N·m (170 in. lbs.) (Fig. 5).
(3) Install the two electrical harness connectors to
the HCU/CAB and push down on the release to
secure the connectors.
(4) Install the battery.
(5) Install the battery cables to the battery.
(6) Remove the prop rod on the brake pedal.
(7) Bleed ABS brake system (Refer to 5 - BRAKES
- STANDARD PROCEDURE).

RWAL VALVE
DESCRIPTION
Rear Wheel Antilock (RWAL) brake system is standard equipment on 1500 series vehicles. The RWAL
brake system is designed to prevent rear wheel
lock-up on virtually all types of road surfaces. RWAL
braking is desirable because a vehicle which is
stopped without locking the rear wheels will retain
directional stability. This allows the driver to retain
greater control of the vehicle during braking.
The valve is located on the drivers side inner
fender under the hood. The valve modulates hydraulic pressure to the rear brakes.
The RWAL components include:
• RWAL Valve
• Controller Antilock brake (CAB)
• Rear Wheel Speed Sensor (WSS)

OPERATION

Fig. 5 HYDRAULIC CONTROL UNIT
1 - HYDRAULIC CONTROL UNIT
2 - MOUNTING BOLTS

When the brakes are applied, hydraulic fluid is
routed from the master cylinder’s secondary circuit to
the RWAL valve. From there hydraulic fluid is routed
to the rear brakes. The Controller Antilock Brake
(CAB) contains an Electronic Variable Brake Proportioning (EVBP) control algorithm, which proportions
the applied braking force to the rear wheels during
braking. The EVBP function of the RWAL system
takes the place of a conventional hydraulic proportioning valve. The CAB monitors the rear wheel
speed through the rear wheel speed sensor and calculates an estimated vehicle deceleration. When an
established deceleration threshold is exceeded, an
isolation valve is closed to hold the applied brake
pressure to the rear brakes constant. Upon further
increases in the estimated vehicle deceleration, the
isolation valve is selectively opened to increase rear

BRAKES - ABS

5 - 45

RWAL VALVE (Continued)
brake pressure in proportion to the front brake pressure. If impending rear wheel lock-up is sensed, the
CAB signals the RWAL valve to modulate hydraulic
brake pressure to the rear wheels to prevent lock-up.
NORMAL BRAKING Since the RWAL valve also
performs the EVBP or proportioning function, vehicle
deceleration under normal braking may be sufficient
to trigger the EVBP function of the RWAL system
without full RWAL activity as would normally occur
during an impending rear wheel lock-up. As previously mentioned, the isolation valve is selectively
closed and opened to increase rear brake pressure in
proportion to the front brake pressure under EVBP
control. Slight brake pedal pulsations may be noticed
as the isolation valve is opened.

REMOVAL
(1) Install a prop rod on the brake pedal to keep
pressure on the brake system.
(2) Disconnect the battery cables from the battery.
(3) Remove the battery.
(4) Disconnect the electrical harness connector
(Fig. 6).
(5) Remove the brake lines from the rwal valve
(Fig. 6).
(6) Remove rwal valve mounting nuts and remove
the rwal valve (Fig. 6).

INSTALLATION
(1) Install rwal valve and Tighten the nuts to 15
N·m (11 ft. lbs.) (Fig. 6).

Fig. 6 RWAL VALVE
1 - RWAL VALVE
2 - MOUNTING NUTS

(2) Install the brake lines to the rwal valve and
tighten to 19 N·m (170 in. lbs.) (Fig. 6).
(3) Install the electrical harness connector to the
rwal valve and secure the connector.
(4) Install the battery.
(5) Install the battery cables to the battery.
(6) Remove the prop rod on the brake pedal.
(7) Bleed ABS brake system (Refer to 5 - BRAKES
- STANDARD PROCEDURE).

CLUTCH

6-1

CLUTCH
TABLE OF CONTENTS
page

page

CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
WARNING
.............................2
DIAGNOSIS AND TESTING
................2
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 6
CLUTCH DISC
REMOVAL
.............................6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
CLUTCH HOUSING
DIAGNOSIS AND TESTING
................8
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
CLUTCH RELEASE BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11

FLYWHEEL
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 12
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
PILOT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
LINKAGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
CLUTCH PEDAL POSITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 14

CLUTCH
DESCRIPTION
The clutch mechanism consists of a flywheel, a single, dry-type disc, and a diaphragm style clutch cover
(Fig. 1). A hydraulic linkage is used to operate the
clutch release bearing and fork. The flywheel is
bolted to the rear flange of the crankshaft. The
clutch pressure plate is bolted to the flywheel with
the clutch disc located between these two components. The clutch system provides the mechanical,
but still easily detachable, link between the engine
and the transmission. The system is designed to
ensure that the full torque output of the engine is
transfered to the transmission while isolating the
transmission from the engine firing pulses to minimize concerns such as gear rattle.

OPERATION
Leverage, clamping force and friction are what
make the clutch work. The disc serves as the friction
element and a diaphragm spring and pressure plate
provide the clamping force. The clutch pedal, hydraulic linkage, release lever and bearing provide the
leverage.
The clutch master cylinder push rod is connected
to the clutch pedal. When the clutch pedal is
depressed, the slave cylinder is operated by the
clutch master cylinder mounted on the dash panel.
The release fork is actuated by the hydraulic slave
cylinder mounted on the transmission housing. The

Fig. 1 ENGINE POWERFLOW
release bearing is operated by a release fork pivoting
on a ball stud mounted in the transmission housing.
The release bearing then depresses the pressure
plate spring fingers, releasing pressure on the clutch
disc and allowing the engine crankshaft to spin independently of the transmission input shaft (Fig. 2).

6-2

CLUTCH

CLUTCH (Continued)
(EPA), FOR THE HANDLING AND DISPOSAL OF
PRODUCTS CONTAINING ASBESTOS.

DIAGNOSIS AND TESTING
A road test and component inspection 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
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

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. Inspect components for oil, hydraulic
fluid or water/road splash contamination.
Oil contamination indicates a leak at either the
rear main seal or transmission input shaft. Clutch
fluid leaks are usually from damaged slave cylinder
push rod seals. Heat buildup caused by slippage
between the pressure plate, disc and flywheel can
bake the oil residue onto the components. The glazelike residue ranges in color from amber to black.
Road splash contamination is dirt/water entering
the clutch housing due to loose bolts, housing cracks.
Driving through deep water puddles can force water/
road splash into the housing through such openings.

IMPROPER RELEASE OR CLUTCH ENGAGEMENT
Clutch release or engagement problems can be
caused by worn or damage clutch components. A
visual inspection of the release components will usually reveal the problem part.
Release problems can result in hard shifting and
noise. Look for leaks at the clutch cylinders and
interconnecting line and loose slave cylinder bolts.
Also worn/loose release fork, pivot stud, clutch disc,
pressure plate or release bearing.
Engagement problems can result in slip, chatter/
shudder and noisy operation. The causes may be
clutch disc contamination, wear, distortion or flywheel damage. Visually inspect to determine the
actual cause of the problem.

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.

CLUTCH

6-3

CLUTCH (Continued)

CLUTCH COVER AND DISC RUNOUT
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.

FLYWHEEL RUNOUT
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.
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 turning 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.

DIAGNOSIS CHART
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.

Clutch is running partially
disengaged.

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.

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.

6-4

CLUTCH

CLUTCH (Continued)
CONDITION

POSSIBLE CAUSES

CORRECTION

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 an 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 a new bearing.

2. Bearing defective.

2. Install 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.

3. Bearing not lubricated.

3. Install a new bearing.

4. Clutch misalignment.

4. Inspect clutch and correct as
necessary. Install and lubricate a
new bearing.

CLUTCH

6-5

CLUTCH (Continued)
CONDITION
Clutch will not disengage properly.

POSSIBLE CAUSES

CORRECTION

1. Low hydraulic linkage fluid level.

1. Add hydraulic linkage fluid.

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.

4. Rough surface on front bearing
retainer.

4. Replace front bearing retainer.

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.

2. 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.

6-6

CLUTCH

CLUTCH (Continued)

SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Slave Cylinder Nuts

Clutch Master Cylinder
Nuts

Pressure Plate Bolts - V6
& V8

Pressure Plate Bolts - V10

22.5

Pressure Plate Bolts Diesel

22.5

Release Bearing Pivot

Flywheel Bolts

CLUTCH DISC
REMOVAL
(1) Support engine with wood block and adjustable
jack stand, to prevent strain on engine mounts.
(2) Remove transmission and transfer case, if
equipped.
(3) If pressure plate will be reused, mark the position on flywheel with paint or scriber (Fig. 3). Also
note location marks on the pressure next to the bolt
holes. The mark will be a L or a circle with an X in
it.

(4) Insert clutch alignment tool through clutch disc
and into pilot bushing, to hold disc in place while
removing bolts.
(5) Loosen pressure plate bolts evenly, a few
threads at a time and in a diagonal pattern to prevent warping the plate.
(6) Remove bolts completely and remove pressure
plate, disc and alignment tool.

INSTALLATION
(1) Check runout and free operation of new clutch disc.
(2) Lubricate crankshaft pilot bearing with a NLGI
- 2 rated grease.
(3) Install clutch alignment tool in clutch disc hub
with the raised side of hub is facing away from the
flywheel.
NOTE: Flywheel side is imprinted on the disc face.
(4) Install alignment tool in pilot bearing and position disc on the flywheel.
(5) Position pressure plate over disc and onto the
flywheel (Fig. 4).
(6) Align and hold pressure plate in position and
install bolts finger tight.
(7) Tighten bolts evenly and a few threads at a
time in a diagonal pattern.
CAUTION: Bolts must be tightened evenly and to
specified torque to avoid warping pressure plate cover.

Fig. 3 PRESSURE PLATE POSITION-TYPICAL
1 - FLYWHEEL
2 - ALIGNMENT MARKS
3 - PRESSURE PLATE

(8) Tighten pressure plate bolts to:
• V6 & V8 Engines - 50 N·m (37 ft. lbs.)
• V10 & Diesel Engines - 30 N·m (22.5 ft. lbs.)
(9) Remove release lever and release bearing from
clutch housing. Apply Mopar high temperature bearing
grease to bore of release bearing, release lever contact
surfaces and release lever pivot stud (Fig. 5).

CLUTCH

6-7

CLUTCH DISC (Continued)
(10) Apply light coat of Mopar high temperature
bearing grease to splines of transmission input shaft
and to release bearing slide surface of the transmission front bearing retainer (Fig. 6).
CAUTION: Do not over lubricate shaft splines. This
can result in grease contamination of the disc.

Fig. 4 CLUTCH DISC AND PRESSURE PLATE
1 - FLYWHEEL
2 - PRESSURE PLATE AND DISC
3 - ALIGNMENT TOOL

Fig. 6 INPUT SHAFT LUBRICATION POINTS
1 - INPUT SHAFT
2 - BEARING RETAINER
3 - SPLINE AND RELEASE BEARING SURFACE

(11) Wipe pilot bearing surface clean.
(12) Install release lever and bearing in clutch
housing. Verify spring clips that retain fork on pivot
ball and release bearing on fork are installed properly (Fig. 7).
NOTE: If release lever is installed correctly, the
lever part number will be toward the bottom of the
transmission and right side up. There is also a
stamped “I” in the lever which goes to the pivot ball
side of the transmission.
(13) Install transmission and transfer case if
equipped.

Fig. 5 LUBRICATION POINTS
1
2
3
4
5

CLUTCH HOUSING
FORK PIVOT BALL
RELEASE FORK
RELEASE BEARING BORE
LUBE POINTS

6-8

CLUTCH

CLUTCH DISC (Continued)
(3) Replace one of the flywheel bolts with an
appropriate size threaded rod that is 10 in. (25.4 cm)
long (Fig. 8). The rod will be used to mount the dial
indicator.

Fig. 7 FORK, BEARING AND SPRING CLIPS
1
2
3
4

FORK
SPRING CLIP
BEARING
SPRING CLIP

(14) Check fluid level in clutch master cylinder.

CLUTCH HOUSING
DIAGNOSIS AND TESTING
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.

Fig. 8 DIAL INDICATOR MOUNTING STUD
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. 9).

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.
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.
(2) Remove the clutch cover and disc.

Fig. 9 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.
(8) Rotate crankshaft and record indicator readings at eight points (45° apart) around the bore (Fig.
10). Take measurement at least twice for accuracy.

CLUTCH

6-9

CLUTCH HOUSING (Continued)
driver. 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
(1) Position dial indicator towards the housing face
(Fig. 12) with indicator plunger on the rim of the
housing bore.

Fig. 10 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. 10):
• 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.
11).

Fig. 12 DIAL INDICATOR LOCATION
1
2
3
4

INDICATOR PLUNGER
DIAL INDICATOR
CLUTCH HOUSING FACE
INDICATOR MOUNTING STUD OR ROD

(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. 13). Take measurement at
least twice for accuracy.

Fig. 11 ALIGNMENT DOWEL SELECTION
1 - SLOT DIRECTION OF OFFSET

Fig. 13 MEASUREMENT POINTS AND READINGS

2 - OFFSET DOWEL
TIR VALUE
0.011 - 0.021 inch
0.022 - 0.035 inch
0.036 - 0.052 inch

1 - CLUTCH HOUSING FACE CIRCLE (AT RIM OF BORE)
OFFSET DOWEL REQUIRED
0.007 inch
0.014 inch
0.021 inch

Remove housing and install dowels with the slotted
side facing out so they can be turned with a screw-

(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.

6 - 10

CLUTCH

CLUTCH HOUSING (Continued)
NOTE: Maximum acceptable face runout is 0.010 inch.
To correct this example (Fig. 13) 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.
NOTE: Shims can be made from shim stock or similar materials of the required thickness (Fig. 14).

Fig. 15 TRANSMISSION/CLUTCH HOUSING-NV4500
1 - CLUTCH HOUSING
2 - TRANSMISSION

• “C” bolts for 8.0L applications - 74.5 N·m (55
ft.lb.).

Fig. 14 ALIGNMENT SHIMS
1 - CUT/DRILL BOLT HOLE TO SIZE
2 - SHIM STOCK
3 - MAKE SHIM 1-INCH DIAMETER

REMOVAL
(1) Remove transmission and transfer case (Fig. 15).
(2) Remove the starter from the clutch housing.
(3) Remove clutch housing bolts and remove housing from the engine.

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.
(3) Transfer slave cylinder, release fork and boot,
fork pivot stud and wire/hose brackets to new housing.
(4) Align and install clutch housing on transmission (Fig. 16). 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 5.9L TD/8.0L applications - 47.5
N·m (35 ft.lb.).
• “C” bolts for 5.9L TD applications - 47.5 N·m (35
ft.lb.).

Fig. 16 CLUTCH HOUSING INSTALLATION-NV4500
1
2
3
4

ENGINE BLOCK
CLUTCH DISC AND COVER
CLUTCH HOUSING
DUST COVER

(5) Install the starter to the clutch housing.

CLUTCH

6 - 11

CLUTCH HOUSING (Continued)
(6) Install the clutch housing dust shield to the
clutch housing.
(7) Install transmission and transfer case, if
equipped.

CLUTCH RELEASE BEARING
REMOVAL
(1) Remove transmission and transfer case, if
equipped.
(2) Remove spring clip.
(3) Disconnect release bearing from release fork
and remove bearing (Fig. 17).

Fig. 18 Clutch Release Fork And
1
2
3
4

PIVOT BALL
FORK
SLAVE CYLINDER OPENING
BEARING

(6) Install transmission and transfer case.
(7) Check clutch master cylinder fluid level.

FLYWHEEL
DIAGNOSIS AND TESTING
Fig. 17 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 CLIP

INSTALLATION
(1) Inspect bearing slide surface on transmission
front bearing retainer. Replace retainer if slide surface is scored, worn, or cracked.
(2) 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.
(3) Lubricate input shaft splines, bearing retainer
slide surface, lever pivot ball stud, and release lever
pivot surface with Mopart high temperature bearing
grease.
(4) Install release fork and release bearing (Fig.
18). Be sure fork and bearing are properly secured by
spring clips. Also be sure that the release fork is
installed properly. 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.
(5) Install clutch housing, if removed.

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

6 - 12

CLUTCH

FLYWHEEL (Continued)
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.

REMOVAL
(1) Remove transmission.
(2) Remove pressure plate and clutch.
(3) Remove flywheel bolts and remove flywheel.

DISASSEMBLY
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.
(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.
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.

INSTALLATION
(1) Install
(2) Install
ft. lbs.).
(3) Install
(4) Install

flywheel on the crank shaft.
flywheel bolts and tighten to 95 N·m (70
clutch.
transmission.

PILOT BEARING
REMOVAL
(1) Remove transmission.
(2) Remove clutch disc.
(3) Use 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. 19). Drive bearing into place with the letter side
of the bearing facing the transmission. Bearing
should be flush with edge of bearing bore.
CAUTION: Do not allow bearing to become cocked
and do not recess bearing.

CLUTCH

6 - 13

PILOT BEARING (Continued)

Fig. 20 SLAVE CYLINDER
1 - MOUNTING NUTS
2 - SLAVE CYLINDER

Fig. 19 PILOT BEARING
1 - PILOT BEARING
2 - ALIGNMENT TOOL
3 - LETTER SIDE MUST FACE TRANSMISSION

(3) Install clutch disc, pressure plate and transmission.

LINKAGE
REMOVAL
CAUTION: The hydraulic linkage has a quick disconnect at the slave cylinder. This fitting should
never be disconnected or tampered with. Once the
hydraulic line is connected to the slave cylinder, it
should never be disconnected.
(1) Raise and support vehicle.
(2) Remove nuts attaching slave cylinder to studs
on clutch housing (Fig. 20).
(3) Remove slave cylinder from clutch housing.
(4) Remove plastic clip securing the hydraulic line
to the dash panel from the lower dash panel flange.
(5) Remove plastic clip securing hydraulic line to
the dash panel from the upper dash panel stud.
(6) Lower vehicle.
(7) Disconnect clutch pedal interlock switch wires
(Fig. 21).
(8) Remove clutch master cylinder rod pin.
(9) Verify that cap on clutch master cylinder reservoir is tight. This will avoid spillage during removal.
(10) Remove clutch master cylinder nuts holding
the to the dash panel.

Fig. 21 CLUTCH MASTER CYLINDER
1 - MASTER CYLINDER
2 - INTERLOCK CONNECTOR
3 - ROD PIN

(11) Remove clutch cylinders, reservoir and connecting lines from vehicle.

INSTALLATION
(1) Position cylinders and connecting line in vehicle engine compartment. Position clutch hydraulic
line against the dash panel and behind all engine
hoses and wiring.
(2) Apply a light coating of grease to the inside
diameter of the master cylinder push rod eye.
(3) Install clutch master cylinder on dash panel
and tighten clutch master cylinder nuts to 28 N·m
(21 ft. lbs.).
(4) Install clutch master cylinder push rod pin.
(5) Connect clutch pedal position interlock switch
wires.

6 - 14

CLUTCH

LINKAGE (Continued)
(6) Install plastic clip securing hydraulic line to
the dash panel into the lower dash panel flange.
(7) Install plastic clip securing hydraulic line to
the dash panel onto the upper dash panel stud.
(8) Raise vehicle.
(9) Install slave cylinder and verify cylinder rod is
properly seated in release lever.
(10) Install and tighten slave cylinder nuts to 23
N·m (17 ft. lbs.).
(11) If new clutch linkage is being installed, connect the clutch hydraulic line to the clutch slave cylinder.
CAUTION: Once the clutch hydraulic line is connected to the slave cylinder, it should never be disconnected.
(12) Lower vehicle.
(13) Operate linkage several times to verify proper
operation.

CLUTCH PEDAL POSITION
SWITCH
DESCRIPTION

OPERATION
The clutch pedal position switch is used to prevent
starter motor engagement unless the clutch pedal is
depressed.
An input from this switch is also used to either
shut down and/or prevent operation of the speed control system when the clutch pedal is depressed.
The position switch is an integral part of the clutch
master cylinder push rod and is not serviced separately.

DIAGNOSIS AND TESTING
(1) Locate clutch switch 2-wire electrical connector.
This will be the test point. This connector is attached
to pedal support bracket located under instrument
panel to left of clutch pedal (Fig. 23). Disconnect wiring at this point.
(2) Check for switch continuity with an ohmmeter
while operating clutch pedal up and down. Continuity should be broken and reapplied each time pedal is
pressed.
(3) If continuity is not present, or is always
present at any pedal position, replace switch. Switch
is not serviced separately. Replace clutch master
cylinder.

A clutch pedal position (interlock) switch is
mounted on the clutch master cylinder push rod (Fig.
22). The switch is actuated by clutch pedal movement.

Fig. 23 CLUTCH SWITCH TEST POINT
Fig. 22 LOCATION, CLUTCH PEDAL POSITION
SWITCH
1 - CLUTCH MASTER CYLINDER
2 - CLUTCH PEDAL POSITION SWITCH

1 - PEDAL SUPPORT BRACKET
2 - ELECTRICAL CONNECTOR

COOLING

7-1

COOLING
TABLE OF CONTENTS
page

page

COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM FLOW
3.7L/4.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION - COOLING SYSTEM FLOW 5.9L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION—COOLING SYSTEM FLOW 5.9L DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DESCRIPTION - HOSE CLAMPS . . . . . . . . . . . 3
OPERATION
OPERATION—COOLING SYSTEM
.........3
OPERATION—HOSE CLAMPS . . . . . . . . . . . . 5
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ON-BOARD
DIAGNOSTICS (OBD) . . . . . . . . . . . . . . . . . . . 5
DIAGNOSIS AND TESTING—COOLING
SYSTEM - TESTING FOR LEAKS . . . . . . . . . . 5
DIAGNOSIS AND TESTING - COOLING
SYSTEM DIESEL ENGINE . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE
STANDARD PROCEDURE - COOLANT
LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . 17

STANDARD PROCEDURE - COOLING
SYSTEM CLEANING/REVERSE FLUSHING .
STANDARD PROCEDURE—DRAINING
COOLING SYSTEM 3.7L/4.7L/5.7L ENGINE .
STANDARD PROCEDURE - REFILLING
COOLING SYSTEM 3.7L/4.7L/5.7L ENGINE .
STANDARD PROCEDURE—DRAINING
COOLING SYSTEM 5.9L/8.0L ENGINE . . . . .
STANDARD PROCEDURE—REFILLING
COOLING SYSTEM 5.9L/8.0L ENGINE . . . . .
STANDARD PROCEDURE—DRAINING
COOLING SYSTEM 5.9L DIESEL ENGINE . .
STANDARD PROCEDURE—REFILLING
COOLING SYSTEM 5.9L DIESEL ENGINE . .
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT . . . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS - . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . .
ENGINE
..............................
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . .

COOLING

vehicles used under extreme conditions such as
trailer towing in high ambient temperatures (Fig. 1).

DESCRIPTION

DESCRIPTION - COOLING SYSTEM FLOW 5.9L ENGINE

DESCRIPTION - COOLING SYSTEM FLOW
3.7L/4.7L 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.
The cooling system 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 through the system and a
coolant deaeration and reserve system that utilizes a
pressurized degas bottle (hot bottle).
An optional factory installed maximum duty cooling package is available on most models. This package will provide additional cooling capacity for

. 17
. 18
. 18
. 18
. 18
. 19
. 19
. 19
. 20
. 20
. 20
. 22
. 35
. 72

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 uses a coolant recovery / reserve system that
utilizes an ambient overflow bottle.
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. 2).

7-2

COOLING

COOLING (Continued)

Fig. 1 Engine Cooling System Flow - 3.7L/4.7L
1
2
3
4
5

LH CYL. HEAD
BLEED
THERMOSTAT LOCATION
RH CYL. HEAD
RH BANK CYL. BLOCK

DESCRIPTION—COOLING SYSTEM FLOW 5.9L DIESEL
The diesel engine cooling system consists of :
• Cross-flow radiator
• Belt driven water pump
• Belt driven mechanical cooling fan
• Electronic viscous fan drive
• Fan shroud
• Radiator pressure cap

6
7
8
9

LH BANK CYL. BLOCK
COOLANT TEMP. SENSOR
FROM HEATER CORE
TO HEATER CORE

• 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).

COOLING

7-3

COOLING (Continued)

Fig. 2 ENGINE COOLING SYSTEM FLOW - 5.9L
1 - HEATER
2 - BYPASS*

DESCRIPTION - HOSE CLAMPS
The cooling system utilizes 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 and ensure the
clamp has the same size width (Fig. 4).

3 - CROSSFLOW RADIATOR
4 - THERMOSTAT LOCATION

OPERATION
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

7-4

COOLING

COOLING (Continued)

Fig. 3 Cooling System Circulation—Diesel Engine

COOLING

7-5

COOLING (Continued)
• If an open or shorted condition has developed in
the electronically controlled viscous fan clutch circuit,
a Diagnostic Trouble Code (DTC) can be set.
• If fan speed is not detected a DTC will be set.
• Coolant temperature sensor circuit problems can
set a DTC.
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 ECM 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).

Fig. 4 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION

system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
5.9L, 5.9L Diesel, and 8.0L engines utilize an
ambient overflow bottle for coolant recovery/reserve.
The 3.7L and 4.7L engines utilize a pressurized
degas bottle for coolant deaeration and reserve. This
degas bottle has coolant flowing through it continuously, supplied by a vent in the hot side radiator
tank and returning to the heater return hose.
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.

OPERATION—HOSE CLAMPS
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.

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ON-BOARD
DIAGNOSTICS (OBD)
COOLING SYSTEM RELATED DIAGNOSTICS
The Engine Control Module (ECM) 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.

ERASING TROUBLE CODES
After the problem has been repaired, use the
DRBIIIt scan tool to erase a DTC. Refer to the
appropriate Powertrain Diagnostic Procedures service information for operation of the DRBIIIt scan
tool.

DIAGNOSIS AND TESTING—COOLING SYSTEM
- TESTING FOR 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 the engine until the radiator upper hose is warm to the touch. Aim the commercially available black light tool at the components
to be checked. If leaks are present, the black light
will cause the 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 the cause of coolant
loss is not located during the warm engine examination.
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING.
Carefully remove the radiator pressure cap from
the filler neck and check the coolant level. Push
down on the cap to disengage it from the stop tabs.
Wipe the inside of the filler neck and examine the

7-6

COOLING

COOLING (Continued)
Drops Quickly: Indicates that serious leakage is
occurring. Examine the 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 the 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 the engine dipstick and inspect for water
globules. Also inspect the transmission dipstick for
water globules and transmission fluid cooler for leakage.

Fig. 5 Leak Detection Using Black Light—Typical
1 - TYPICAL BLACK LIGHT TOOL

lower inside sealing seat for nicks, cracks, paint, dirt
and solder residue. Inspect the radiator-to- reserve/
overflow tank hose for internal obstructions. Insert a
wire through the hose to be sure it is not obstructed.
Inspect the cams on the outside of the filler neck.
If the cams are damaged, seating of the pressure cap
valve and tester seal will be affected.
Attach pressure tester (7700 or an equivalent) to
radiator filler neck.
Operate the tester pump to apply 103.4 kPa (15
psi) pressure to the system. If the hoses enlarge
excessively or bulges while testing, replace as necessary. Observe the gauge pointer and determine the
condition of the cooling system according to following
criteria:
Holds Steady: If the 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. Refer to INTERNAL LEAKAGE INSPECTION.
Drops Slowly: Indicates a small leak or seepage
is occurring. Examine all of the connections for seepage or slight leakage with a flashlight. Inspect the
radiator, hoses, gasket edges and heater. Seal the
small leak holes with a Sealer Lubricant (or equivalent). Repair the leak holes and inspect the system
again with pressure applied.

WARNING: WITH RADIATOR PRESSURE TESTER
TOOL INSTALLED ON RADIATOR, DO NOT ALLOW
PRESSURE TO EXCEED 145 kPa (21 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 the engine without the pressure cap on
the radiator until the thermostat opens. Attach a
Pressure Tester to the 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 the gauge pointer indicates compression or combustion leakage into cooling system.
Because the vehicle is equipped with a catalytic
converter, do not short out cylinders to isolate compression leak.
If the needle on dial of the 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 the solution
is clean, drain the coolant into a clean container for
reuse.

COOLING

7-7

COOLING (Continued)
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 the top of the 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.

DIAGNOSIS AND TESTING - COOLING SYSTEM
DIESEL ENGINE
COOLING SYSTEM DIAGNOSIS—DIESEL ENGINE
CONDITION
TEMPERATURE GAUGE READS
LOWNOTE:
Information on dash cluster is
displayed based on broadcast data
from ECM. DTC will be set for
engine sensor circuit concern.

POSSIBLE CAUSES

CORRECTION

1. Vehicle is equipped with a heavy
duty cooling system.

1. None. System operating normally.

2. Thermostat stuck open

2. Inspect and test thermostat.

3. Coolant level low.

3. Fill cooling system. (Refer to 7 COOLING - STANDARD
PROCEDURE)

4. Temperature gauge not
functioning correctly.

4. Check cluster (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)

7-8

COOLING

COOLING (Continued)
CONDITION
TEMPERATURE GAUGE READS
HIGH. COOLANT MAY OR MAY
NOT BE LEAKING FROM
SYSTEMNOTE:
Information on dash cluster is
displayed based on broadcast data
from ECM. DTC will be set for
engine sensor circuit concern.

POSSIBLE CAUSES

CORRECTION

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 cluster (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)

3. Air trapped in cooling system

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 debris 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. Inspect and test thermostat.
Replace thermostat if necessary.

8. Bug screen or winter front being
used.

8. Remove bug screen or winter
front.

9. Electronically controlled 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.

13. Brakes dragging.

13. Check brakes. (Refer to 5 BRAKES/HYDRAULIC/
MECHANICAL - DIAGNOSIS AND
TESTING)

14. Accessory drive belt.

14. Inspect. Replace as necessary.

15. Water Pump.

15. Inspect and replace as
necessary.

COOLING

7-9

COOLING (Continued)
CONDITION

POSSIBLE CAUSES

CORRECTION

TEMPERATURE GAUGE READING
INCONSISTENT (ERRATIC,
CYCLES OR FLUCTUATES)NOTE:
Information on dash cluster is
displayed based on broadcast data
from ECM. DTC will be set for
engine sensor circuit concern.

1. Heavy duty cooling system,
extreme cold ambient (outside)
temperature or heater blower motor
in high position.

1. None. System operating normally.

2. Temperature gauge or sensor
defective.

2. Check cluster or engine coolant
temp sensor (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)

3. Temporary heavy usage or load.

3. None. Normal condition.

4. Air trapped 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)

RADIATOR CAP LEAKING STEAM
AND /OR COOLANT INTO
RESERVOIR BOTTLE.
(TEMPERATURE GAUGE MAY
READ HIGH)

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
reservoir/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. Electronically controlled viscous
fan drive.

2. None. Normal condition.

3. Fan blades striking surrounding
objects.

3. Locate contact point and repair
as necessary.

4. Electronically controlled viscous
fan drive bearing.

4. Check viscous fan (Refer to 7 COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - DIAGNOSIS
AND TESTING)

5. Electronically controlled viscous
fan stuck on

5. Check viscous fan (Refer to 7 COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - DIAGNOSIS
AND TESTING)

6. Obstructed air flow through
radiator.

6. Remove obstruction.

7 - 10

COOLING

COOLING (Continued)
CONDITION
INADEQUATE AIR CONDITIONER
PERFORMANCE (COOLING
SYSTEM SUSPECTED)

INADEQUATE HEATER
PERFORMANCE. GAUGE MAY OR
MAY NOT READ LOW.

HEAT ODOR

POSSIBLE CAUSES

CORRECTION

1. Radiator and/or A/C condenser
air flow obstructed.

1. Remove obstruction and/or clean.

2. Electronically controlled 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. Electronically controlled viscous
fan stuck on

Check fan drive. (Refer to 7 COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - DIAGNOSIS
AND TESTING)

4. Water pump damaged.

4. Replace water pump.

1. Damaged or missing drive line
heat shields.

1. Repair or replace damaged or
missing heat shields.

2. Electronically controlled viscous
fan drive damaged.

2. Check thermal viscous fan drive.
(Refer to 7 - COOLING/ENGINE/
FAN DRIVE VISCOUS CLUTCH 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.
TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.

RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been performed on vehicle that may effect the 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).
• Service to electrically controlled viscous fan
clutch
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating complaint, refer to COOLING SYSTEM DIAGNOSIS
CHART BELOW.
These charts are to be used as a quick-reference
only. Refer to COOLING SYSTEM DIAGNOSIS
CHART

COOLING

7 - 11

COOLING (Continued)
COOLING SYSTEM DIAGNOSIS CHART
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 or degas bottle 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 - 12

COOLING

COOLING (Continued)
CONDITION

POSSIBLE CAUSES

CORRECTION

TEMPERATURE GAUGE
READS HIGH OR THE
COOLANT WARNING LAMP
ILLUMINATES. COOLANT MAY
OR MAY NOT BE LOST OR
LEAKING FROM THE COOLING
SYSTEM

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 (2-18).

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 (5.9L) or degas bottle (3.7L, 4.7L).

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 (5.9L).

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.

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.

COOLING

7 - 13

COOLING (Continued)
CONDITION

POSSIBLE CAUSES

CORRECTION

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. Fuel or ignition system
problems.

12. Refer to 14 - Fuel System or 8 Electrical for diagnosis and testing
procedures.

13. Dragging brakes.

13. Check and correct as necessary.
(Refer to 5 - BRAKES - DIAGNOSIS AND
TESTING) for correct procedures.

14. Bug screen or cardboard is
being , reducing airflow.

14. Remove bug screen or cardboard.

15. Thermostat partially or
completely shut.

15. Check thermostat operation and
replace as necessary. (Refer to 7 COOLING/ENGINE/ENGINE COOLANT
THERMOSTAT - REMOVAL) .

16. Viscous fan drive not
operating properly.

16. Check fan drive operation and replace
as necessary. (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS CLUTCH
- REMOVAL).

17. Cylinder head gasket
leaking.

17. Check for cylinder head gasket leaks.
(Refer to 7 - COOLING - DIAGNOSIS
AND TESTING).

18. Heater core leaking.

18. Check heater core for leaks. (Refer to
24 - HEATING & AIR CONDITIONING/
PLUMBING - DIAGNOSIS AND
TESTING). Repair as necessary.

7 - 14

COOLING

COOLING (Continued)
CONDITION
Temperature gauge reading is
inconsistent (flucttuates, 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
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).

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.

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

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.

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).

(b) Check for coolant in the engine oil.
Inspect for white steam emitting from the
exhaust system. Repair as necessary.

COOLING

7 - 15

COOLING (Continued)
CONDITION

POSSIBLE CAUSES

CORRECTION

DETONATION OR PREIGNITION (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 - 16

COOLING

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

7 - 17

COOLING (Continued)

STANDARD PROCEDURE
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 or the coolant
degas bottle.
WARNING: DO NOT REMOVE OR LOOSEN THE
RADIATOR CAP WITH THE COOLING SYSTEM HOT
AND UNDER PRESSURE. SERIOUS BURNS FROM
COOLANT OR HIGH PRESSURE STEAM CAN
OCCUR.
The 5.9L, 5.9L Diesel, and 8.0L engine coolant
reserve / overflow system provides a quick method for
determining the coolant level without removing the
radiator pressure cap. With the engine at normal
operating temperature and idling, observe the level
of the coolant on the external level indicator on the
side of the coolant reserve / overflow bottle. The coolant level should be between the MIN and MAX
marks. If the coolant is below the MIN mark, add a
50/50 mixture of antifreeze and water to the bottle
until the level reaches the MIN mark. Do Not Overfill the bottle by adding fluid above the MAX
line. This may cause coolant to spill onto the ground
during subsequent vehicle operation.
The 3.7L/4.7L/5.9L engine coolant degas system
provides a quick method for determining the coolant
level with out removing the radiator pressure cap.
With a cold engine, observe the level of coolant in the
degas bottle. The level should be in the COLD FILL
RANGE. DO NOT OVERFILL the bottle by adding
fluid above the COLD FILL RANGE. This may cause
coolant to spill onto the ground during subsequent
vehicle operation.

STANDARD PROCEDURE - COOLING SYSTEM
CLEANING/REVERSE FLUSHING
CLEANING
Drain the cooling system and refill with water. Run
the engine with the radiator cap installed until the
upper radiator hose is hot. Stop the engine and drain
the water from system. If the water is dirty, fill the
system with water, run the engine and drain the system. Repeat this procedure until the water drains
clean.

REVERSE FLUSHING
Reverse flushing of the 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 the radiator hoses from the radiator
inlet and outlet. Attach a section of the radiator hose
to the radiator bottom outlet fitting and insert the
flushing gun. Connect a water supply hose and air
supply hose to the flushing gun.
CAUTION: Internal radiator pressure must not
exceed 138 kPa (20 psi) as damage to radiator may
result.
Allow the radiator to fill with water. When the
radiator is filled, apply air in short blasts. Allow the
radiator to refill between blasts. Continue this
reverse flushing until clean water flows out through
the rear of the radiator cooling tube passages.

REVERSE FLUSHING ENGINE
Drain the cooling system. Remove the thermostat
housing and thermostat. Install the thermostat housing. Disconnect the radiator upper hose from the
radiator and attach the flushing gun to the hose. Disconnect the radiator lower hose from the water pump
and attach a lead-away hose to the water pump inlet
fitting.
CAUTION: On vehicles equipped with a heater water
control valve, be sure the heater control valve is
closed (heat off). This will prevent coolant flow with
scale and other deposits from entering the heater
core.
Connect the water supply hose and air supply hose
to flushing gun. Allow the engine to fill with water.
When the engine is filled, apply air in short blasts,
allowing the system to fill between air blasts. Continue until clean water flows through the lead away
hose.
Remove the lead away hose, flushing gun, water
supply hose and air supply hose. Remove the thermostat housing and install the thermostat. Install the
thermostat housing with a replacement gasket. Refer
to Thermostat Replacement. Connect the radiator
hoses. Refill the cooling system with the correct antifreeze/water mixture. Refer to Refilling the Cooling
System.

CHEMICAL CLEANING
In some instances, use a radiator cleaner (Mopart
Radiator Kleen or equivalent) before flushing. This
will soften scale and other deposits and aid flushing
operation.

7 - 18

COOLING

COOLING (Continued)
CAUTION: Follow manufacturers instructions when
using these products.

STANDARD PROCEDURE—DRAINING COOLING
SYSTEM 3.7L/4.7L/5.7L ENGINE
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS (Fig. 6) OR LOOSEN THE
RADIATOR DRAINCOCK WITH SYSTEM HOT AND
UNDER PRESSURE. SERIOUS BURNS FROM
COOLANT CAN OCCUR.
(1) With the engine cold, raise the vehicle on a
hoist and locate the radiator draincock.
NOTE: Radiator draincock is located on the left/
lower side of radiator facing to rear of vehicle.
(2) Attach one end of a hose to the draincock. Put
the other end into a clean container. Remove the
radiator cap, open the draincock and drain the cooling system.
(3) If draining the entire engine is required,
remove the cylinder block drain plugs.

(1) Install the cylinder block drain plugs (if
removed). Coat the threads with Mopart Thread
Sealant with Teflon.
(2) Close the radiator draincock.
CAUTION: Failure to purge air from the cooling system can result in an overheating condition and
severe engine damage.
(3) Fill system using a 50/50 mixture antifreeze
and low mineral content water. Stop filling when the
level in the degas bottle has reached the top of the
COLD FILL RANGE.
(4) Start and operate the engine until the thermostat opens (upper radiator hose is warm to the
touch).
(5) If necessary, add a 50/50 mixture of anti-freeze
and water to the degass bottle to maintain the proper
coolant level in the degas bottle.
(6) Install the radiator cap.

STANDARD PROCEDURE—DRAINING COOLING
SYSTEM 5.9L/8.0L ENGINE
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) Attach one end of a hose to the draincock. Put
the other end into a clean container.
(2) DO NOT REMOVE THE RADIATOR CAP
when draining the coolant from the reservoir/overflow tank. Open radiator draincock and when the
tank is empty, remove the radiator cap and continue
draining the cooling system.
(3) If draining the entire engine, remove the cylinder block drain plugs. Refer to (Fig. 7).

STANDARD PROCEDURE—REFILLING
COOLING SYSTEM 5.9L/8.0L ENGINE
Fig. 6 Drain Plug - 3.7L/4.7L Engine
1 - CYLINDER BLOCK DRAIN PLUG
2 - EXHAUST MANIFOLD AND HEAT SHIELD

STANDARD PROCEDURE - REFILLING
COOLING SYSTEM 3.7L/4.7L/5.7L ENGINE
DO NOT WASTE REUSABLE COOLANT. If the
solution is clean, drain the 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.
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.

COOLING

7 - 19

COOLING (Continued)

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 two oneway check valves (jiggle pins). The check valves
are used as a servicing feature and will vent air
when the system is being filled. Water pressure (or
flow) will hold the valves closed.

Fig. 7 Cylinder Block Drain Plug - 5.9L Engines
1 - BLOCK DRAIN PLUG

(3) Fill cooling system with a 50/50 mixture of
water and antifreeze.
(4) Fill coolant reserve/overflow tank to MAX mark
on bottle.
(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 MAX and
MIN marks. The level in the reserve/overflow tank
may drop below the MIN mark after three or four
warm-up and cool-down cycles.

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.
(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.

(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.

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 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.
For 5.9L engines, do not remove the radiator cap to
add coolant to the system. When adding coolant to
maintain the correct level, do so only at the reserve/
overflow bottle. Remove the radiator cap only for
testing or when refilling the system after service.
Removing the cap unnecessarily can cause loss of
coolant and allow air to enter the system, which produces corrosion.

7 - 20

COOLING

COOLING (Continued)
WARNING: DO NOT REMOVE OR LOOSEN THE
RADIATOR CAP WITH THE COOLING SYSTEM HOT
AND UNDER PRESSURE. SERIOUS BURNS FROM
THE COOLANT OR HIGH PRESSURE STEAM CAN
OCCUR.

SPECIFICATIONS SPECIFICATIONS
DESCRIPTION

SPECIFICATION

For 3.7L / 4.7L/5.9L engines, remove the radiator
cap from the coolant degas bottle to add coolant.

3.7/4.7L Engine

15.4L (16.2 qts.)- to the
middle of the cold fill
range

SPECIFICATIONS

5.7L Engine

15.4L (16.2 qts.)- to the
middle of the cold fill
range

5.9L Engine

15.5L (16.3 qts.)- to the
MIN mark after 3 warm
up, cool down cycles

8.0L Engine

24L (25.3 qts.)

5.9L Diesel Engine

28L (29.5 qts.)

TORQUE
DESCRIPTION

N·m

Ft.

In.

Lbs.

Automatic Belt Tensioner to
Block—Bolts
Automatic Belt Tensioner

—

Pulley—Bolt
Block Heater—Bolt
Generator/Compressor
Mounting Bracket—Bolts

61
2

45
—

—
17

# 1 and 2

—

40
6

30
—

—
55

8.5
24

—
18

75
—

54
13

40
—

—
112

—

Cooler—Bolts
Transmission Oil Cooler
Tube Nuts
Coolant Bottle — Bolts
Transmission Oil Cooler to
Transmission - 5.9L/46RE -

6
31.5

—
24

55
—

8.5

—

Tube Nuts
Transmission Oil Cooler to
Transmission - 3.7L/4.7L/
45RFE - Tube Nuts
Water Pump—Bolts
Water Pump — Bolts - 4.7L

31.5
20

24
18

—
—

24
58

18
43

—
—

SPECIAL TOOLS

Fan Shroud to Radiator
Mounting—Bolts
Radiator to Support - Bolts
Fan Blade to Viscous Fan
Drive—Bolts
Idler Pulley—Bolt
Thermostat Housing—Bolts
- All Except 5.9L
Thermostat Housing—Bolts
- 5.9L
Power Steering Oil Cooler
— Bolts
Transmission Auxiliary Oil

COOLING

Pliers Constant Pressure Hose Clamp - 6094

3/8” Quick Connect Release Tool - 6935

SPANNER WRENCH—6958

COOLING

DR
COOLING (Continued)

Cooling System Pressure Tester - 7700A
Adapter Pins 8346

7 - 21

7 - 22

ACCESSORY DRIVE

ACCESSORY DRIVE
TABLE OF CONTENTS
page
BELT TENSIONERS - 3.7L / 4.7L
DESCRIPTION . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
BELT TENSIONERS - 5.9L
DESCRIPTION . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .
BELT TENSIONERS - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . .

.
.
.
.

. 22
. 22
. 22
. 23

.
.
.
.

. 23
. 23
. 23
. 24

.
.
.
.

. 24
. 24
. 25
. 25

page
DRIVE BELTS - 3.7L / 4.7L
DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT
....................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
DRIVE BELTS - 5.9L
DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT
....................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
DRIVE BELTS - 5.9L DIESEL
DIAGNOSIS AND TESTING—ACCESSORY
DRIVE BELT
....................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .

. . . . . 25
. . . . . 27
. . . . . 27

. . . . . 28
. . . . . 30
. . . . . 31

. . . . . 31
. . . . . 34
. . . . . 34

BELT TENSIONERS - 3.7L /
4.7L
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
3.7L or 4.7L engine. 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 3.7L or 4.7L 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
On 3.7L and 4.7L engines, the tensioner is
equipped with an indexing tang on back of tensioner and an indexing stop on tensioner housing. If a new belt is being installed, tang must
be within approximately 24 mm (.94 inches) of

Fig. 1 AUTOMATIC BELT TENSIONER
1 - AUTOMATIC TENSIONER ASSEMBLY

indexing stop. Belt is considered new if it has
been used 15 minutes or less.
If the above 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
• Belt incorrectly routed.

ACCESSORY DRIVE

7 - 23

BELT TENSIONERS - 3.7L / 4.7L (Continued)
NOTE: A used belt should be replaced if tensioner
indexing arrow has moved to the minimum tension
indicator. Tensioner travel stops at this point.

BELT TENSIONERS - 5.9L

(1) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(2) Remove tensioner assembly from mounting
bracket (Fig. 2).

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
3.9L or 5.9L engines. These engines are equipped
with an automatic belt tensioner (Fig. 3). 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 3.9L or 5.9L engines.

DESCRIPTION

Fig. 3 Automatic Belt Tensioner - 5.9L Engines
Fig. 2 AUTOMATIC BELT TENSIONER - 3.7L/4.7L
ENGINE
1 - TIMING CHAIN COVER
2 - BOLT TORQUE TO 41 N·m (30 FT LBS)
3 - AUTOMATIC BELT TENSIONER

WARNING: BECAUSE OF HIGH SPRING PRESSURE, DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY EXCEPT FOR PULLEY ON TENSIONER.
(3) 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) An indexing slot is located on back of tensioner.
Align this slot to the head of the bolt on the front
cover. Install the mounting bolt. Tighten bolt to 41
N·m (30 ft. lbs.).
(3) Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(4) Check belt indexing marks (Fig. 1).

1 - AUTOMATIC TENSIONER
2 - COIL AND BRACKET
3 - SCREW AND WASHER

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).
(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.
(4) Remove tensioner assembly from mounting
bracket (one nut) (Fig. 4).

7 - 24

ACCESSORY DRIVE

BELT TENSIONERS - 5.9L (Continued)

BELT TENSIONERS - 5.9L
DIESEL
DESCRIPTION
Drive belts on all engines are equipped with a
spring loaded automatic belt tensioner (Fig. 5). 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.

Fig. 4 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.
(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. 4).

Fig. 5 Belt
1
2
3
4
5
6

- GENERATOR
- WATER PUMP
- IDLER
- POWER STEERING PUMP
- AUTOMATIC TENSIONER
- A/C COMPRESSOR

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.

ACCESSORY DRIVE

7 - 25

BELT TENSIONERS - 5.9L DIESEL (Continued)

REMOVAL

DRIVE BELTS - 3.7L / 4.7L

WARNING: BECAUSE OF HIGH SPRING PRESSURE, DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY.

DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT

(1) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(2) Remove tensioner mounting bolt (Fig. 6) and
remove tensioner.

When diagnosing serpentine accessory drive belts,
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 7), 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. 7). 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.

VISUAL DIAGNOSIS

Fig. 6 AUTOMATIC BELT TENSIONER DIESEL
ENGINE-TYPICAL
1
2
3
4
5
6

- GENERATOR
- WATER PUMP
- IDLER
- POWER STEERING PUMP
- AUTOMATIC TENSIONER
- A/C COMPRESSOR

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 43 N·m (32 ft. lbs.) torque.
(2) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).

Fig. 7 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 - 26

ACCESSORY DRIVE

DRIVE BELTS - 3.7L / 4.7L (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

7 - 27

DRIVE BELTS - 3.7L / 4.7L (Continued)
CONDITION
NOISE
(Objectionable squeal, squeak, 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
CAUTION: DO NOT LET TENSIONER ARM SNAP
BACK TO THE FREEARM POSITION, SEVER DAMAGE MAY OCCUR TO THE TENSIONER.
Belt tension is not adjustable. Belt adjustment is
maintained by an automatic (spring load) belt tensioner.
(1) Disconnect negative battery cable from battery.
(2) Rotate belt tensioner until it contacts it’s stop.
Remove belt, then slowly rotate the tensioner into
the freearm position. (Fig. 8).

INSTALLATION
Belt tension is not adjustable. Belt adjustment is
maintained by an automatic ( spring load ) belt tensioner.
(1) Check condition of all pulleys.

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 (Fig. 8).
(2) Install new belt (Fig. 8). Route the belt around
all pulleys except the idler pulley. Rotate the tensioner arm until it contacts it’s stop position. Route
the belt around the idler and slowly let the tensioner
rotate into the belt. Make sure the belt is seated onto
all pulleys.
(3) With the drive belt installed, inspect the belt
wear indicator (Fig. 9). On 4.7L Engines only, the gap
between the tang and the housing stop (measurement A) must not exceed 24 mm (.94 inches). If the
measurement exceeds this specification replace the
serpentine accessory drive belt.

7 - 28

ACCESSORY DRIVE

DRIVE BELTS - 3.7L / 4.7L (Continued)

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. 10), 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. 10). 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. 8 BELT ROUTING 3.7L / 4.7L
1
2
3
4
5
6
7
8

- GENERATOR PULLEY
- ACCESSORY DRIVE BELT
- POWER STEERING PUMP PULLEY
- CRANKSHAFT PULLEY
- IDLER PULLEY
- TENSIONER
- A/C COMPRESSOR PULLEY
- WATER PUMP PULLEY

Fig. 10 Belt Wear Patterns
1 - NORMAL CRACKS BELT OK
2 - NOT NORMAL CRACKS REPLACE BELT

NOISE DIAGNOSIS
Fig. 9 Accessory Drive Belt Wear Indicator–4.7L
Engine
1 - AUTOMATIC TENSIONER ASSEMBLY

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

7 - 29

DRIVE BELTS - 5.9L (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

7 - 30

ACCESSORY DRIVE

DRIVE BELTS - 5.9L (Continued)
CONDITION
NOISE
(Objectionable squeal, squeak, 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
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. 11). 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. 11).
(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.

Fig. 11 Belt Tensioner - 5.9L Gas Engines
1 - IDLER PULLEY
2 - TENSIONER
3 - FAN BLADE

ACCESSORY DRIVE

7 - 31

DRIVE BELTS - 5.9L (Continued)

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. 12) (Fig. 13) 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. 11).
(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 (Refer to 7 - COOLING/ACCESSORY DRIVE/BELT TENSIONERS DESCRIPTION).

Fig. 13 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 - 5.9L DIESEL
DIAGNOSIS AND TESTING—ACCESSORY
DRIVE BELT
VISUAL DIAGNOSIS

Fig. 12 Belt Routing - 5.9L Engines with A/C
1
2
3
4
5
6
7

- GENERATOR PULLEY
- A/C PULLEY
- POWER STEERING PULLEY
- CRANKSHAFT PULLEY
- WATER PUMP PULLEY
- TENSIONER PULLEY
- IDLER PULLEY

When diagnosing serpentine accessory drive belts,
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 14), 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. 14). Also replace the belt if it has
excessive wear, frayed cords or severe glazing.

7 - 32

ACCESSORY DRIVE

DRIVE BELTS - 5.9L DIESEL (Continued)
Refer to ACCESSORY DRIVE BELT DIAGNOSIS
CHART for further belt diagnosis.

Fig. 14 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

7 - 33

DRIVE BELTS - 5.9L DIESEL (Continued)
CONDITION
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)

NOISE (Objectional squeal, squeak,
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. 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

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

7 - 34

ACCESSORY DRIVE

DRIVE BELTS - 5.9L DIESEL (Continued)
NOTE: The engine speed sensor face is very close
to the accessory drive belt. Inspect engine speed
sensor and wire harness for damage when accessory drive belt has been replaced due to failure or
abnormal conditions.

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.

overheat due to water pump rotating in wrong
direction. Refer to (Fig. 15) 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 1/2 inch ratchet to tensioner.
(3) Rotate ratchet and belt tensioner clockwise.
Place belt over water pump pulley. Let tensioner
rotate back into place. Remove ratchet. Be sure belt
is properly seated on all pulleys.

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. 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 1/2 inch square hole is provided in the automatic belt tensioner. Attach a 1/2 inch drive-long
handle ratchet to this hole.
(2) Rotate ratchet and tensioner assembly clockwise (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

Fig. 15 Belt Routing–5.9L Diesel Engine
1
2
3
4
5
6
7
8

- GENERATOR PULLEY
- WATER PUMP PULLEY
- IDLER PULLEY
- POWER STEERING PUMP PULLEY
- RADIATOR FAN PULLEY
- CRANKSHAFT PULLEY
- AUTOMATIC TENSIONER
- A/C COMPRESSOR PUMP PULLEY

ENGINE

7 - 35

ENGINE
TABLE OF CONTENTS
page
COOLANT
DESCRIPTION
DESCRIPTION - ENGINE COOLANT . . . . . .
DESCRIPTION - HOAT COOLANT . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLANT RECOVERY CONTAINER-5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
COOLANT DEGAS CONTAINER-3.7L/4.7L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR FAN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR FAN - 5.9L DIESEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK HEATER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING — ENGINE BLOCK
HEATER
...........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK HEATER - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT THERMOSTAT- 5.7L/5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—THERMOSTAT . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT THERMOSTAT - 3.7L/4.7L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .

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page
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
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - VISCOUS FAN
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN DRIVE VISCOUS CLUTCH - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - ELECTRONICLY
CONTOLLED VISCOUS FAN DRIVE
.....
RADIATOR
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
........................
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
........................

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7 - 36

ENGINE

WATER PUMP - 5.9L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—WATER PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
WATER PUMP - 3.7L/4.7L
DESCRIPTION
DESCRIPTION—WATER PUMP . . . . . . .
DESCRIPTION—WATER PUMP BYPASS
OPERATION
OPERATION—WATER PUMP . . . . . . . .
OPERATION—WATER PUMP BYPASS .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
WATER PUMP - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .

...
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...
...
...
...

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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 . . .
WATER PUMP - 5.7L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .

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COOLANT
DESCRIPTION
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 use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only Mopart Antifreeze/Coolant, 5 year/
100,000Mil;e Formula (ethylene-glycol base coolant
with corrosion inhibitors called HOAT, for Hybrid
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain a freeze
point of -37°C (-35°F).
The required ethylene-glycol (antifreeze) and water
mixture depends upon the climate and vehicle operating conditions. 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% 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
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
the presence of water to dissolve. The deposits act as
insulation, causing temperatures 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 ).

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° C (-26° F). 5° C
higher than ethylene-glycol’s freeze point. The boiling
point (protection against summer boil-over) of propylene-glycol is 125° C (257° F ) at 96.5 kPa (14 psi),
compared to 128° C (263° 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

ENGINE

7 - 37

COOLANT (Continued)
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.

DESCRIPTION - HOAT 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.

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: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethylene-glycol.

COOLANT SELECTION AND 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.

7 - 38

ENGINE

COOLANT (Continued)
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.

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 or propylene-glycol coolant prevents water present in the cooling system
from freezing within temperatures indicated by mixture ratio of coolant to water.

COOLANT RECOVERY
CONTAINER-5.9L
DESCRIPTION
The coolant reserve/overflow tank is mounted on
top of the fan shroud, and is made of high temperature plastic (Fig. 1).

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.

REMOVAL
(1) Remove recovery hose from radiator.
(2) Remove the coolant container to fan shroud
mounting bolt.
(3) Tilt the container backward towards the engine
to disengage the mounting pin locking features and
lift the container away from the fan shroud (Fig. 1).

INSTALLATION
(1) Align the coolant container mounting pins into
the slots on the fan shroud and push the container
onto the fan shroud.
(2) Secure the container to the fan shroud with the
bolt. Tighten to 8.5N·m (75 in-lbs).
NOTE: Ensure that the locking feature on the
mounting pins has engaged.
(3) Connect the recovery hose to the radiator (Fig.
1).

COOLANT DEGAS
CONTAINER-3.7L/4.7L
DESCRIPTION
The coolant degas container is mounted on top of
the fan shroud and is made of high temperatyre plastic (Fig. 2).

OPERATION
Fig. 1 Coolant Recovery Bottle — 5.9L
1
2
3
4

SCREW
COOLANT RECOVERY CONTAINER
RADIATOR/RADIATOR CAP
FAN SHROUD

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

The coolant degas system works in parallel with
the radiator. It is fed through a vent line connected
to the top of the radiator inlet tank and returns to
the engine/coolant pump via the heater return hoses.
This plumbing arrangement, together with the inlet
thermostat, provides for constant flow through the
degas container whenever the engine is running. The
air space in the top of the degas container serves several functions. It provides a volume for the expansion
of coolant during engine operation. It provides a
space for quick de-aeration of the coolant. Since the
container is the highest point in the cooling system,
any air trapped in the coolant will quickly be transported to the degas container and be separated out.

ENGINE

7 - 39

COOLANT DEGAS CONTAINER-3.7L/4.7L (Continued)

INSTALLATION
(1) Align the mounting pins into the slots on the
fan shroud and push the container into the fan
shroud.
(2) Secure the coolant container to the fan shroud
with bolts. Tighten to 8.5 N-m (75 in. lbs).
NOTE: Ensure the locking feature on the mounting
pins has engaged.
(3) Connect the supply and return hoses to the
container and ensure that the hose clamps are positioned properly.
(4) Refill the cooling system(Refer to 7 - COOLING
- STANDARD PROCEDURE).

RADIATOR FAN
REMOVAL
Fig. 2 Coolant Degas Container
1
2
3
4

SCREWS
COOLANT DEGAS CONTAINER
FAN SHROUD
RADIATOR

The air space also acts as sort of a spring that provides constant system pressurization in conjunction
with the radiator cap on top of the container. By
returning coolant to the pump side of the inlet thermostat, the degas container also supplies greater
pressure to the coolant pump, providing for enhanced
coolant flow at high engine speeds.
The degas container also provides a convenient and
safe method for checking the coolant level with out
removing the radiator pressure cap. The degas container does not require a separate overflow container
since it was designed with enough volume to provide
a coolant reserve and also protect for any after-boil
conditions.

REMOVAL
(1) Drain enough coolant from the system so that
the degas container is empty. Refer to Draining Cooling System 3.7L/4.7L Engines in this group
(2) Loosen the clamps securing the supply and
return hoses to the container and remove the hoses.
(3) Remove the coolant container to fan shroud
mounting bolts.
(4) Tilt the container back towards the engine to
disengage the mounting pin locking features and lift
the container away from the fan shroud.

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 coolant reserve/overflow container from
fan shroud and lay aside. Do Not disconnect the
hoses or drain coolant from the container.
(3) The thermal viscous fan drive/fan blade assembly is attached (threaded) to the water pump hub
shaft (Fig. 4). Remove the fan blade/viscous fan drive
assembly from the water pump by turning the
mounting nut counterclockwise as viewed from the
front. Threads on the viscous fan drive are RIGHTHAND. A 36 MM Fan Wrench should be used to prevent pulley from rotating (Fig. 3).
(4) Do Not attempt to remove the fan/viscous fan
drive assembly from the vehicle at this time.
(5) Do Not unbolt the fan blade assembly (Fig. 4)
from viscous fan drive at this time.
(6) Remove the fan shroud-to-radiator mounting
bolts.
(7) Pull the lower shroud mounts out of the radiator tank clips.
(8) Remove the fan shroud and fan blade/viscous
fan drive assembly as a complete unit from vehicle.
(9) After removing the fan blade/viscous fan drive
assembly, do not place the viscous fan drive in a
horizontal position. If stored horizontally, silicone

7 - 40

ENGINE

RADIATOR FAN (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.

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.

Fig. 3 Using Special Tool 6958 Spanner Wrench
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN

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 (six 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, or broken welds. Replace fan if any damage is found.

INSTALLATION

Fig. 4 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

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. 4).

(1) Install fan blade assembly to the viscous fan
drive. Tighten the bolts (Fig. 4) to 24 N·m (18 ft. lbs.)
torque.
(2) Position the fan shroud and the fan blade/viscous fan drive assembly to the vehicle as a complete
unit.
(3) Install the fan shroud.
(4) Install the fan blade/viscous fan drive assembly
to the water pump shaft (Fig. 4).
(5) Install the coolant reserve/overflow container
to the fan shroud.
(6) Connect the 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.

ENGINE

7 - 41

RADIATOR FAN - 5.9L DIESEL
REMOVAL
CAUTION: If the electronically controlled viscous
fan drive is replaced because of mechanical damage, the cooling fan blades should also be
inspected. Inspect for fatigue cracks, or loose rivets
that could have resulted from excessive vibration.
Replace fan blade assembly if any of these conditions are found. Also inspect wiring harness and
connectors for damage.
(1) Disconnect the battery negative cables.
(2) Remove the fan shroud lower half. by unsnapping the fastening tabs.
CAUTION: Do not remove the fan pulley bolts. This
pulley is under spring tension.
(3) Disconnect electrical connector.
(4) The electronically controlled viscous fan drive/
fan blade assembly is attached (threaded) to the fan
hub shaft (Fig. 5). Remove the fan blade/fan drive
assembly from fan pulley by turning the mounting
nut counterclockwise (as viewed from front). Threads
on the viscous 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. Place a bar or screwdriver between the
fan pulley bolts to prevent pulley from rotating.
(5) Remove the fan shroud and the fan blade/viscous drive as an assembly from vehicle from under
the vehicle.
(6) Remove fan blade-to-viscous fan drive mounting bolts.
(7) Inspect the fan for cracks, loose or bent fan
blades.
CAUTION: Some engines equipped with serpentine
drive belts have reverse rotating fans and viscous
fan drives. 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.

Fig. 5 Fan Blade/Viscous Fan Drive
1
2
3
4
5

ELECTRICAL CONNECTOR
VISCOUS FAN DRIVE
FAN BLADE
BOLT
FAN DRIVE

INSTALLATION
(1) Install fan blade assembly to electrically controlled viscous fan drive. Tighten mounting bolts to
23 N·m (17 ft. lbs.) torque.
(2) Position the fan blade/viscous fan drive to the
vehicle as an assembly.
(3) Install viscous fan drive assembly on fan hub
shaft (Fig. 5). Tighten mounting nut to 33 N·m (24 ft.
lbs.) torque.
(4) Connect electrical connector.

7 - 42

ENGINE

RADIATOR FAN - 5.9L DIESEL (Continued)
(5) Install the lower fan shroud into position and
verify the locking tabs have seated.
(6) 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
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 with
all models. The heater is equipped with a power cord.
The cord is attached to an engine compartment component with tie-straps. The heater warms the engine
providing easier engine starting and faster warm-up
in low temperatures. 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 5.9L gas powered engine has the block
heater located on the right side of engine next to the
oil filter (Fig. 6). The 3.7L/4.7L gas powered engines
have the block heater located to the rear on the right
side of the engine (Fig. 7).

Fig. 6 Engine Block Heater - 5.9L
1
2
3
4
5
6

FREEZE PLUG HOLE
BLOCK HEATER
SCREW
POWER CORD (120V AC)
HEATING COIL
OIL FILTER

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.

DIAGNOSIS AND TESTING — ENGINE BLOCK
HEATER
If the unit does not operate, possible causes can be
either the power cord or the heater element. Test the
power cord for continuity with a 110-volt voltmeter or
110-volt test light. Test heater element continuity
with an ohmmeter or a 12-volt test light.
CAUTION: To prevent damage, the power cord must
be secured in it’s retainer clips and away from any
components that may cause abrasion or damage,
such as linkages, exhaust components, etc.

Fig. 7 Engine Block Heater - 3.7L/4.7L
1 - ENGINE BLOCK HEATER

ENGINE

7 - 43

ENGINE BLOCK HEATER (Continued)

REMOVAL
(1) Disconnect the battery negative cable.
(2) Drain the coolant (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove the power cord from the heater by
unplugging (Fig. 8).
(4) Loosen (but do not completely remove) the
screw at center of block heater (Fig. 8).
(5) Remove the block heater by carefully prying
from side-to-side. Note the direction of the heating
element coil (up or down). The element coil must be
installed correctly to prevent damage.

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.
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. 9).

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

INSTALLATION
(1) Clean and inspect the block heater hole.
(2) Install the new O-ring seal(s) to heater.
(3) Insert the block heater into cylinder block and
position the element properly.
(4) With the heater fully seated, tighten center
screw to 2 N·m (17 in. lbs.).
(5) Fill the cooling system with the recommended
coolant. (Refer to 7 - COOLING - STANDARD PROCEDURE).
(6) Start and warm the engine.
(7) Check the block heater for leaks.

Fig. 9 Engine Block Heater–5.9L Diesel Engine
1 - BLOCK HEATER

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.

7 - 44

ENGINE

ENGINE BLOCK HEATER - 5.9L DIESEL (Continued)
(4) Using a suitable size socket, loosen and remove
the block heater element (Fig. 10).

Fig. 10 Block Heater-Diesel Engine

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)
• Target idle speed

1 - BLOCK HEATER

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 COOLANT
TEMPERATURE SENSOR
DESCRIPTION
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).

REMOVAL
3.7L V-6
The Engine Coolant Temperature (ECT) sensor on
the 3.7L engine is installed into a water jacket at
front of intake manifold near rear of generator (Fig.
11).
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR.
(1) Partially drain the cooling system.
(2) Disconnect the electrical connector from the
sensor.
(3) Remove the sensor from the intake manifold.

4.7L V-8
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE ENGINE COOLANT TEMPERATURE (ECT)
SENSOR.
The Engine Coolant Temperature (ECT) sensor on
the 4.7L V-8 engine is located near the front of the
intake manifold (Fig. 12).
(1) Partially drain the cooling system. Refer to 7,
COOLING.
(2) Disconnect the electrical connector from the
ECT sensor.
(3) Remove the sensor from the intake manifold.

ENGINE

7 - 45

ENGINE COOLANT TEMPERATURE SENSOR (Continued)
compressor (Fig. 13). It is installed into a water
jacket at the front of the cylinder block (Fig. 14).
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR.
(1) Partially drain the cooling system.
(2) Remove fan belt. Refer to Accessory Drive in
Cooling section.
(3) Carefully unbolt air conditioning compressor
from front of engine. Do not disconnect any A/C hoses
from compressor. Temporarily support compressor to
gain access to ECT sensor. Refer to Heating and Air
Conditioning section for information.
(4) Disconnect electrical connector from sensor
(Fig. 14).
(5) Remove sensor from cylinder block.

Fig. 11 MAP SENSOR / ECT SENSOR - 3.7L V-6
1
2
3
4

MOUNTING SCREWS
MAP SENSOR
ECT SENSOR
FRONT OF INTAKE MANIFOLD

Fig. 13 ECT LOCATION - 5.7L V-8
1 - TOP OF AIR CONDITIONING COMPRESSOR
2 - ECT SENSOR LOCATION

5.9L Diesel
Fig. 12 ECT SENSOR - 4.7L V-8
1
2
3
4

ECT SENSOR
MOUNTING BOLTS (2)
MAP SENSOR
INTAKE MANIFOLD

5.7L V-8
The Engine Coolant Temperature (ECT) sensor on
the 5.7L engine is located under the air conditioning

The Engine Coolant Temperature (ECT) sensor on
the 5.9L diesel engine is located near the thermostat
housing (Fig. 15).
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR.
(1) Partially drain the cooling system.

7 - 46

ENGINE

ENGINE COOLANT TEMPERATURE SENSOR (Continued)

5.9L V-8 Gas
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.
(1) Partially drain the cooling system. Refer to 7,
COOLING.
(2) Disconnect the electrical connector from the
sensor (Fig. 16).
(3) Engines with air conditioning: When
removing the connector from the sensor, do not pull
directly on the wiring harness. The connector is
snapped onto the sensor. It is not equipped with a
lock type tab.
(4) Remove the sensor from the intake manifold.

Fig. 14 ECT REMOVE / INSTALL 5.7L V-8
1 - FRONT OF INTAKE MANIFOLD
2 - ELECTRICAL CONNECTOR
3 - ECT SENSOR

(2) Disconnect the electrical connector from the
sensor.
(3) Remove the sensor from the cylinder head.

Fig. 16 ECT SENSOR - 5.9L V-8
1
2
3
4

- GENERATOR
- A/C COMPRESSOR
- ENGINE COOLANT TEMPERATURE SENSOR
- ELEC. CONN.

8.0L V-10
The Engine Coolant Temperature (ECT) sensor on
the 8.0L V-10 engine is threaded into the thermostat
housing (Fig. 17).
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR.

Fig. 15 ECT LOCATION - 5.9L DIESEL
1 - THERMOSTAT HOUSING
2 - ELECTRICAL CONNECTOR
3 - ECT SENSOR

(1) Partially drain the cooling system.
(2) Disconnect the electrical connector from the
sensor.
(3) Remove the sensor from the cylinder head.

ENGINE

7 - 47

ENGINE COOLANT TEMPERATURE SENSOR (Continued)
(5) Replace any lost engine coolant. Refer to 7,
COOLING.

5.9L Diesel
(1) Apply thread sealant to sensor threads.
(2) Install sensor to engine.
(3) Tighten sensor to 18 N·m (13 ft. lbs.) torque.
(4) Connect electrical connector to sensor.
(5) Replace any lost engine coolant. Refer to 7,
COOLING.

5.9L V-8 Gas
(1) Apply thread sealant to sensor threads.
(2) Install sensor to engine.
(3) Tighten sensor to 6–8 N·m (55–75 in. lbs.)
torque.
(4) Connect electrical connector to sensor. The sensor connector is symmetrical (not indexed). It can be
connected to sensor in either direction.
(5) Refill cooling system. Refer to 7, COOLING.

8.0L V-10

Fig. 17 ECT SENSOR - 8.0L V-10
1
2
3
4
5
6
7

ENGINE COOLANT TEMP. SENSOR (FOR PCM)
HEATER SUPPLY FITTING
BOLTS (6)
HOUSING WITH INTEGRAL SEAL
THERMOSTAT
RUBBER LIP SEAL
TEMP. GAUGE SENDING UNIT

(1) Apply thread sealant to sensor threads.
(2) Install sensor to engine.
(3) Tighten sensor to 11 N·m (8 ft. lbs.) torque.
(4) Connect electrical connector to sensor.
(5) Replace any lost engine coolant. Refer to 7,
COOLING.

ENGINE COOLANT
THERMOSTAT- 5.7L/5.9L

INSTALLATION

DESCRIPTION

3.7L V-6

CAUTION: Do not operate an engine without a thermostat, except for servicing or testing.

4.7L V-8
(1) Apply thread sealant to sensor threads.
(2) Install sensor to engine.
(3) Tighten sensor to 11 N·m (8 ft. lbs.) torque.
(4) Connect electrical connector to sensor.
(5) Replace any lost engine coolant. Refer to 7,
COOLING.

5.7L V-8
(1)
(2)
(3)
(4)

Apply thread sealant to sensor threads.
Install sensor to engine.
Tighten sensor to 11 N·m (8 ft. lbs.) torque.
Connect electrical connector to sensor.

The thermostat on the 5.7L and 5.9L gas powered
engine is located beneath the thermostat housing at
the front of the intake manifold (Fig. 18).
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.

7 - 48

ENGINE

ENGINE COOLANT THERMOSTAT- 5.7L/5.9L (Continued)

REMOVAL
WARNING: DO NOT LOOSEN THE RADIATOR
DRAINCOCK WITH THE COOLING SYSTEM HOT
AND PRESSURIZED. SERIOUS BURNS FROM THE
COOLANT CAN OCCUR.

Fig. 18 Thermostat - 5.7L/5.9L Gas Powered
Engines
1
2
3
4
5

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.
Factory installed thermostat housings on 5.9L
engine is installed on a gasket with an anti-stick
coating. This will aid in gasket removal and clean-up.
(1) Disconnect the negative battery cable.
(2) Drain the cooling system until the coolant level
is below the thermostat (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Air Conditioned vehicles: Remove the support
bracket (generator mounting bracket-to-intake manifold) located near the rear of the generator (Fig. 19).

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
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.
The DTC can also be accessed through the
DRBIIIt scan tool. Refer to the appropriate Powertrain Diagnostic Procedures information for diagnostic information and operation of the DRBIIIt scan
tool.

Fig. 19 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

NOTE: On air conditioning equipped vehicles, the
generator must be partially removed.
(4) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) (Fig. 20).
(5) Remove the generator mounting bolts. Do not
remove any of the wiring at the generator. If
equipped with 4WD, unplug the 4WD indicator lamp
wiring harness (located near rear of generator).
(6) Remove the generator. Position the generator
to gain access for the thermostat gasket removal.

ENGINE

7 - 49

ENGINE COOLANT THERMOSTAT- 5.7L/5.9L (Continued)

Fig. 21 SPRING CLAMP SIZE LOCATION
1 - SPRING CLAMP SIZE LOCATION

Fig. 20 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. ALWAYS WEAR SAFETY GLASSES WHEN
SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of the constant tension clamps (Fig. 21). If
replacement is necessary, use only an original
equipment clamp with a matching number, letter
and width.
(7) Remove the radiator upper hose clamp and
upper hose at the thermostat housing.
(8) Position the wiring harness (behind thermostat
housing) to gain access to the thermostat housing.
(9) Remove the thermostat housing mounting
bolts, thermostat housing, gasket and thermostat
(Fig. 22). Discard old gasket.

INSTALLATION
(1) Clean the mating areas of the intake manifold
and thermostat housing.
(2) Install the thermostat (spring side down) into
the recessed machined groove on the intake manifold
(Fig. 22).
(3) Install the gasket on the intake manifold and
over the thermostat (Fig. 22).

Fig. 22 Thermostat – 5.9L Engines
1
2
3
4
5

THERMOSTAT HOUSING
GASKET
INTAKE MANIFOLD
THERMOSTAT
MACHINED GROOVE

(4) Position the thermostat housing to the intake
manifold. Note: The word FRONT stamped on housing (Fig. 23). For adequate clearance, this must be
placed towards the front of the vehicle. The housing
is slightly angled forward after the installation to the
intake manifold.
(5) Install the housing-to-intake manifold bolts.
Tighten the bolts to 23 N·m (200 in. lbs.).

7 - 50

ENGINE

ENGINE COOLANT THERMOSTAT- 5.7L/5.9L (Continued)

Fig. 23 Thermostat Position—5.9L Engines
(6) Install the radiator upper hose to the thermostat housing.
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 wrong direction. Refer to (Fig. 24) for the
correct 5.9L engine belt routing. The correct belt
with correct length must be used.
(7) Air Conditioned vehicles; Install the generator.
Tighten the bolts to 41 N·m (30 ft. lbs.).
(8) Install the support bracket (generator mounting bracket-to-intake manifold). (Fig. 19). Tighten the
bolts to 54 N·m (40 ft. lbs.).
(9) Install the accessory drive belt (Fig. 20)(Refer
to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - INSTALLATION).
(10) Fill the cooling system (Refer to 7 - COOLING
- STANDARD PROCEDURE).
(11) Connect battery negative cable.
(12) Start and warm the engine. Check for leaks.

Fig. 24 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

ENGINE COOLANT
THERMOSTAT - 3.7L/4.7L
DESCRIPTION
CAUTION: Do not operate the engine without a thermostat, except for servicing or testing.
A pellet-type thermostat controls the operating
temperature of the engine by controlling the amount
of coolant flow to the radiator. On all engines the
thermostat is closed below 195°F (90°C). Above this
temperature, coolant is allowed to flow to the radiator. This provides quick engine warm up and overall
temperature control. On the 3.7L4.7L engine the
thermostat is designed to block the flow of the coolant bypass journal by 50% instead of completely
blocking the flow. This design controls coolant temperature more accurately (Fig. 25).
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 other problems. These are: longer engine warmup time, unreliable warmup performance, increased exhaust

ENGINE

7 - 51

ENGINE COOLANT THERMOSTAT - 3.7L/4.7L (Continued)
emissions and crankcase condensation. This condensation can result in sludge formation.

the Diagnosis section of this group for other probable
causes.
The DTC can also be accessed through the
DRBIIIt scan tool. Refer to the appropriate Powertrain Diagnostic Procedures information for diagnostic information and operation of the DRBIIIt scan
tool.

REMOVAL
WARNING: DO NOT LOOSEN THE RADIATOR
DRAINCOCK WITH THE COOLING 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.
If the thermostat is being replaced, be sure that
the replacement is the specified thermostat for the
vehicle model and engine type.
(1) Disconnect the negative battery cable.
(2) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
(3) Raise and support the vehicle.
(4) Remove the splash shield.
(5) Remove the lower radiator hose clamp and the
lower radiator hose at the thermostat housing.
(6) Remove the thermostat housing mounting
bolts, thermostat housing and thermostat (Fig. 26).

Fig. 25 Thermostat Cross Section View 3.7L/4.7L
1
2
3
4
5

FROM HEATER AND DEGAS CONTAINER
FROM RADIATOR
TO WATER PUMP
ENGINE BYPASS
THERMOSTAT

INSTALLATION
(1) Clean the mating areas of the timing chain
cover and the thermostat housing.
(2) Install the thermostat (spring side down) into
the recessed machined groove on the timing chain
cover (Fig. 26).
(3) Position the thermostat housing on the timing
chain cover.
(4) Install the housing-to-timing chain cover bolts.
Tighten the bolts to 13 N·m (112 in. lbs.).
CAUTION: The housing must be tightened evenly
and the thermostat must be centered into the
recessed groove in the timimg chain cover. If not, it
may result in a cracked housing, damaged timing
chain cover threads or coolant leaks.
(5) Install the lower radiator hose on the thermostat housing.
(6) Install the splash shield.
(7) Lower the vehicle.
(8) Fill the cooling system (Refer to 7 - COOLING
- STANDARD PROCEDURE).
(9) Connect negative battery cable.
(10) Start and warm the engine. Check for leaks.

7 - 52

ENGINE

ENGINE COOLANT THERMOSTAT - 3.7L/4.7L (Continued)

Fig. 26 Thermostat and Thermostat Housing 3.7L/4.7L
1 - THERMOSTAT HOUSING
2 - THERMOSTAT LOCATION

3 - THERMOSTAT AND GASKET
4 - TIMING CHAIN COVER

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
thermostat housing (Fig. 27).
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 will cause overheating.

DIAGNOSIS AND TESTING—THERMOSTAT
The cooling system used with the diesel engine
provides the extra coolant capacity and extra cooling

Fig. 27 Thermostat–5.9L Diesel-Typical
1 - THERMOSTAT HOUSING
2 - CYLINDER HEAD
3 - THERMOSTAT

protection needed for higher GVWR (Gross Vehicle
Weight Rating) and GCWR (Gross Combined Weight
Rating) vehicles.

ENGINE

7 - 53

ENGINE COOLANT THERMOSTAT - 5.9L DIESEL (Continued)
This system capacity will not effect warm up or
cold weather operating characteristics if the thermostat 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.
(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) The thermostat will begin to open at 85.5 —
89.4°C. (186 —193°F ). 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 97°C (207°F). If

the valve is still moving when the water temperature
reaches 97°C (207°F), it is opening too late. Replace
thermostat. If the valve refuses to move at any time,
replace thermostat.

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.
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. 28).
(5) Clean the mating surfaces of the water outlet
connector and clean the thermostat seat groove at
the top of the thermostat housing (Fig. 28).

INSTALLATION
(1) Inspect thermostat seal for cuts or nicks.
Replace if damaged.
(2) Install the thermostat into the groove in the
top of the cylinder head (Fig. 28).
(3) Install the thermostat housing and bolts.
Tighten the bolts to 10 N·m (88 in. lbs.) torque.
(4) Install the radiator upper hose and clamp.
(5) Fill the cooling system with coolant (Refer to 7
- COOLING - STANDARD PROCEDURE).
(6) Connect the battery negative cables.

7 - 54

ENGINE

ENGINE COOLANT THERMOSTAT - 5.9L DIESEL (Continued)

Fig. 29 Viscous Fan
1
2
3
4

Fig. 28 Thermostat Removal/Installation
1 - THERMOSTAT HOUSING
2 - CYLINDER HEAD
3 - THERMOSTAT

WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY

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.

(7) Start the engine and check for coolant leaks.
Run engine to check for proper thermostat operation.

FAN DRIVE VISCOUS CLUTCH
DESCRIPTION
The thermal viscous fan drive (Fig. 29) 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.

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. 30). 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.

Fig. 30 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

ENGINE

7 - 55

FAN DRIVE VISCOUS CLUTCH (Continued)
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.
(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. 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:
• 3.7L Automatic — 93° C - 99°C (200° F - 210° F)

• 3.7L Manual/4.7L Automatic/5.9L — 85° to 91° C
(185° to 195° F)
• 4.7L Manual — 74° to 79° C (165° to 175° 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.
(7) When viscous drive engagement is verified,
remove the plastic sheet. Fan drive disengagement
should start to occur at or between:
• 3.7L Automatic — 76°C to 81°C (168° F to 178°
F)
• 3.7L Manual/4.7L Auto/ 5.9L — 67°C to 73°C
(153° F to 163° F)
• 4.7L Manual — 56°C to 62°C (133° F to 143° F)
• 8.0L engine — 88° to 96° C (190° to 205° 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
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 electronically controlled thermal viscous fan
drive (Fig. 31) is attached to the fan drive pulley
mounted to the engine. The coupling allows the fan
to be driven in a normal manner. The fan speed is
controlled by the electronic control module.

OPERATION
The Engine Control Module (ECM) controls the
level of engagment of the electronically controlled
viscous fan clutch by monitoring coolant temperature, intake manifold temperature, and air conditioning status. Based on cooling requirements, the ECM
sends a signal to the viscous fan clutch to increase or
decrease the fan speed.

7 - 56

ENGINE

FAN DRIVE VISCOUS CLUTCH - 5.9L DIESEL (Continued)

ELECTRONICALLY CONTROLLED 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.
The Electronic Viscous Fan drive can be tested
using the DRB III scan tool.
(1) Set the parking brake and verify the transmission is in park or neutral.
(2) Stat and allow engine to reach normal operating termeratures.
(3) With engine idling, connect the DRB III and
select appropraite model year and engine option.
(4) Lacate and select actuator tests, then select
PWM Viscous Fan.
(5) Monitor fan speed and duty cycle; verify that
the fan speed increments are proportional to the duty
cycle precentage during the actuation event.

Fig. 31 Fan Blade/Viscous Fan Drive
1
2
3
4
5

ELECTRICAL CONNECTOR
VISCOUS FAN DRIVE
FAN BLADE
BOLT
FAN DRIVE

Fan speed is monitored by the ECM. A lack of fan
speed will set a DTC. Circuit concerns will also set
fan clutch DTC’s.
Fan speed and duty cycle percent can be monitored
with the DRB III..

DIAGNOSIS AND TESTING - ELECTRONICLY
CONTOLLED VISCOUS FAN DRIVE

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.

NOISE
NOTE: It is normal for fan noise to be louder (roaring) when:
• Fan duty cycle high. 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.

RADIATOR
DESCRIPTION
The radiator is a aluminum cross-flow design with
horizontal tubes through the radiator core and vertical plastic side tanks (Fig. 32).
This radiator does not contain an internal transmission oil cooler

OPERATION
The radiator supplies sufficient heat transfer using
the cooling fins interlaced between the horizontal
tubes in the radiator core to cool the engine.

ENGINE

7 - 57

RADIATOR (Continued)
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM THE 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. 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 and the correct
width.

Fig. 32 Radiator — Typical
1
2
3
4
5
6

- SCREW
- SCREW
- LOWER MOUNT
- RADIATOR
- DRAINCOCK
-LOWER MOUNT

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.

(3) Remove the hose clamps and hoses from radiator.
(4) Remove the coolant reserve/overflow tank hose
from the radiator filler neck.
(5) Remove the coolant reserve/overflow tank
(5.9L) or the coolant degas container(3.7L/4.7L) from
the fan shroud (pull straight up). The tank slips into
slots on the fan shroud.
(6) Unclip the power steering hoses from the fan
shroud.
(7) Disconnect the electrical connectors at the
windshield washer reservoir tank and remove the
tank.
(8) Remove the fan shroud mounting bolts and pull
up and out of the radiator tank clips (Fig. 33). Position shroud rearward over the fan blades towards
engine.
(9) Disconnect the transmission cooler lines from
the transmission cooler, then plug the transmission
lines and cooler to prevent leakage.
(10) Disconnect the power steering lines from the
power steering cooler, then plug the power steering
lines and cooler to prevent leakage.
(11) Remove the two radiator upper mounting
bolts (Fig. 34).
(12) Lift the radiator straight up and out of the
engine compartment. Take care not to damage cooling fins or tubes on the radiator and oil coolers when
removing.

7 - 58

ENGINE

RADIATOR (Continued)
NOTE: The radiator is equipped with one alignment
dowel on the bottom of the outlet tank and one
retaining bracket on the front side of the inlet tank.
Both features have rubber insulators attached to
them that must be present. The alignment dowel fits
into a hole at the bottom of the front end sheet
metal vertical support post and the support bracket
rests on top of the lower radiator closure tube.

CLEANING
Clean radiator fins are necessary for good heat
transfer. The radiator and oil cooler 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 oil coolers of debris.

INSPECTION

Fig. 33 Fan Shroud
1
2
3
4

RADIATOR
SCREWS
FAN SHROUD
SLIDE MOUNT

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

Fig. 34 Radiator
1
2
3
4
5
6

- SCREW
- SCREW
- LOWER MOUNT
- RADIATOR
- DRAINCOCK
-LOWER MOUNT

(1) Position the fan shroud over the fan blades
rearward towards engine.
(2) Install the rubber insulators to the lower radiator mounting features (alignment dowel and support
bracket at the lower part of the radiator).
(3) Lower the radiator into position while guiding
the alignment dowel into the vertical post bracket.
Position and seat the lower radiator support bracket
onto the lower radiator closure tube.
(4) Install the upper radiator mounting bolts.
Tighten bolts to 8.5 N·m (75 in. lbs.).
(5) Connect the lower radiator hose and install the
clamp in the proper position.
(6) Connect the power steering hoses to the power
steering oil cooler and install the clamps.
(7) Connect the transmission oil cooler lines to the
transmission oil cooler and install the secondary
latches.
(8) Position the fan shroud into the mounting clips
on the radiator tanks and secure with bolts. Tighten
the bolts to 8.5 N·m (75 in. lbs.).
(9) Secure the power steering hoses into the clip
on the lower fan shroud.
(10) Install the windshield washer reservoir tank
and connect the hose and electrical connector.
(11) Install coolant reserve/overflow container
hose(s) to radiator filler neck and secure properly
with clamps.

ENGINE

7 - 59

RADIATOR (Continued)
(12) Install coolant reserve/overflow container or
degas container to fan shroud and tighten the bolts
to 8.5 N·m (75 in. lbs.).
(13) Connect upper radiator hose and install
clamp.
(14) Install battery negative cable.
(15) Fill cooling system with coolant (Refer to 7 COOLING - STANDARD PROCEDURE).
(16) Operate the engine until it reaches normal
operating 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. 35).
This radiator does not contain an internal transmission oil cooler

REMOVAL
(1) Disconnect both 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. 35 Radiator — Typical
1
2
3
4
5
6

- SCREW
- SCREW
- LOWER MOUNT
- RADIATOR
- DRAINCOCK
-LOWER MOUNT

OPERATION
The radiator supplies sufficient heat transfer using
the cooling fins interlaced between the horizontal
tubes in the radiator core to cool the engine.

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 air box and turbocharger inlet tube.
(4) Remove coolant tank hose, washer bottle hose
and the positive battery cable from the fastening
clips located on top of the radiator.
(5) Remove hose clamps and hoses from radiator.

7 - 60

ENGINE

RADIATOR - 5.9L DIESEL (Continued)
(6) Remove the power steering cooler mounting
bolts and position the power steering cooler out of
the way.
(7) Disconnect the transmission cooler lines at the
transmission. The transmission cooler will remain on
the radiator and can be removed as an assembly.
(8) Remove the lower shroud assembly and the
electronic viscous fan wiring from the upper shroud
assembly.
(9) Remove the two radiator upper mounting bolts
(Fig. 36).

Fig. 36 Fan Shroud Mounting—5.9L Diesel Engine
1
2
3
4
5

RADIATOR SUPPORT
UPPER FAN SHROUD
BOLTS (2)
LOWER FAN SHROUD
RADIATOR

(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. 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.

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) Install rubber insulators to alignment dowels
at lower part of radiator.
(2) 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.
(3) Install two upper radiator mounting bolts.
Tighten bolts to 11 N·m (95 in. lbs.) torque.
(4) Connect both radiator hoses and install hose
clamps.
(5) 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.
(6) Position power steering cooler on the radiator
and tighten nuts to 8.5M·N (75 in. lbs.)
(7) Attach electronic viscous fan wiring to upper
shroud ands install lower shroud.
(8) Position coolant recover tank hose, washer bottle hose and the positive battery cable into the clips
located on the top of the radiator.
(9) Install air box and turbocharger inlet hose.
Tighten clamps to 4 N·M (35 in. lbs.).
(10) Position heater controls to full heat position.
(11) Fill cooling system with coolant (Refer to 7 COOLING - STANDARD PROCEDURE).
(12) Operate engine until it reaches normal temperature. Check cooling system and automatic transmission (if equipped) fluid levels.

RADIATOR PRESSURE CAP
DESCRIPTION
All cooling systems are equipped with a pressure
cap (Fig. 37). For 5.9L engines, the pressure cap is
located on top of the radiator outlet tank. For the
3.7L/4.7L engines, the pressure cap is located on top
of the coolant degas container. The cap releases pressure at some point within a range of 97-to-124 kPa
(14-to-18 psi). The pressure relief point (in pounds) is
engraved on top of the 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. The cap contains a spring-

ENGINE

7 - 61

RADIATOR PRESSURE CAP (Continued)
loaded pressure relief valve. This valve opens when
system pressure reaches the release range of 97-to124 kPa (14-to-18 psi).
A rubber gasket seals the radiator filler neck. This
is done to maintain vacuum during coolant cool-down
and to prevent leakage when system is under pressure.

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
the radiator filler neck tube. Attach the hose of the
pressure tester tool 7700 (or equivalent) to the tube.
It will be necessary to disconnect hose from its
adapter for the filler neck. Pump air into radiator.
The pressure cap upper gasket should relieve at 69
to 124kPa (10 to 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 the radiator cap at any time except
for the following purposes:
(1) Check and adjust antifreeze freeze point.
(2) Refill the system with new antifreeze.
(3) Conducting service procedures.
(4) Checking for vacuum leaks.

Fig. 37 Radiator Pressure Cap - Typical
1
2
3
4

FILLER NECK SEAL
VACUUM VENT VALVE
PRESSURE RATING
PRESSURE VALVE

OPERATION
A vent valve in the center of the cap will remain
shut as long as the cooling system is pressurized. 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 container
to be drawn through the recovery hose connecting
the filler neck and reserve/overflow container. If the
vacuum valve is stuck shut, or the recovery hose is
kinked, radiator hoses will collapse on cool down.
For the 3.7L/4.7L engine, the vacuum valve will
open and relieve the vacuum pressure in the cooling
system.

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 the cap from the radiator. Be sure that the
sealing surfaces are clean. Moisten the rubber gasket
with water and install the cap on the pressure tester
7700 or an equivalent (Fig. 38).
Operate the tester pump to bring the pressure to
104 kPa (15 psi) on the gauge. If the pressure cap
fails to hold pressure of at least 97 kPa (14 psi)
replace the cap. Refer to the following CAUTION.

7 - 62

ENGINE

RADIATOR PRESSURE CAP (Continued)

Fig. 39 Radiator Pressure Cap
1
2
3
4
5
6
7
8

Fig. 38 Pressure Testing Radiator Cap - Typical
1 - PRESSURE CAP
2 - TYPICAL COOLING SYSTEM PRESSURE TESTER

The pressure cap may test properly while positioned on tool 7700 (or equivalent). It may not hold
pressure or vacuum when installed on the radiator. If
so, inspect the radiator filler neck and radiator cap’s
top gasket for damage. Also inspect for dirt or distortion that may prevent the cap from sealing properly.
CAUTION: 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.

STAINLESS-STEEL SWIVEL TOP
RUBBER SEALS
VENT VALVE
RADIATOR TANK
FILLER NECK
OVERFLOW NIPPLE
MAIN SPRING
GASKET RETAINER

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. 40).
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
CLEANING
Use only a mild soap and water to clean the radiator cap. Using any type of solvent may cause damage to the seal in the radiator cap.

INSPECTION
Hold cap at eye level, right side up. The vent valve
(Fig. 39) at bottom of cap should closed. A slight
downward pull on the vent valve should open it. If
the rubber gasket has swollen and prevents vent
valve from opening, replace cap.
Hold cap at eye level, upside down. If any light can
be seen between vent valve and rubber gasket,
replace cap. A replacement cap must be the type

A centrifugal water pump circulates coolant
through the water jackets, passages, intake manifold,
radiator core, cooling system hoses and heater core,
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.

ENGINE

7 - 63

WATER PUMP - 5.9L (Continued)

Fig. 40 Water Pump Location — Typical
1
2
3
4

WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY

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 the negative cable.
(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 the radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL)
(4) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) (Fig. 41).
(5) Remove the lower radiator hose and heater
hose from the water pump.
(6) Loosen the heater hose coolant return tube
mounting bolt (Fig. 42) and remove the tube from the
water pump. Discard the old tube O-ring.
(7) Remove the water pump mounting bolts (Fig.
43).

Fig. 41 Belt Tensioner 5.9L V-8 Engine
1 - IDLER PULLEY
2 - TENSIONER
3 - FAN BLADE

Fig. 42 Coolant Return Tube 5.9L
1
2
3
4

COOLANT RETURN TUBE
WATER PUMP
TUBE MOUNTING BOLT
O-RING

(8) Loosen the clamp at the water pump end of
bypass hose (Fig. 42). Slip the bypass hose from the

7 - 64

ENGINE

WATER PUMP - 5.9L (Continued)

Fig. 43 Water Pump Bolts - 5.9L V-8 Gas Engine Typical
1 - WATER PUMP MOUNTING BOLTS

water pump while removing pump from vehicle. Do
not remove the clamp from the bypass hose.
(9) Discard the old gasket.
CAUTION: Do not pry the water pump at timing
chain case/cover. The machined surfaces may be
damaged resulting in leaks.

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.
• Impeller rubbing the pump body

INSTALLATION
(1) Clean the gasket mating surfaces.
(2) Using a new gasket, install the water pump to
the engine as follows: Guide the water pump tube
into the bypass hose as the pump is being installed.
Install the water pump bolts (Fig. 43). Tighten the
water pump mounting bolts to 40 N·m (30 ft. lbs.)
torque.
(3) Position the bypass hose clamp to the bypass
hose.
(4) Spin the water pump to be sure that the pump
impeller does not rub against the timing chain case/
cover.
(5) Install a new o-ring to the heater hose coolant
return tube (Fig. 42). Coat the new o-ring with antifreeze before installation.

(6) Install the coolant return tube and its mounting bolt to the engine (Fig. 42). Be sure the slot in
the tube bracket is bottomed to mounting bolt. This
will properly position return tube.
(7) Connect the radiator lower hose to the water
pump.
(8) Connect the heater hose and hose clamp to the
coolant return tube.
(9) Install drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION)
(Fig. 41).
(10) Install the fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION)
(11) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(12) Connect negative battery cable.
(13) Start and warm the engine. Check for leaks.

WATER PUMP - 3.7L/4.7L
DESCRIPTION
DESCRIPTION—WATER PUMP
A centrifugal water pump circulates coolant
through the water jackets, passages, intake manifold,
radiator core, cooling system hoses and heater core.
The pump is driven from the engine crankshaft by a
single serpentine drive belt.
The water pump impeller is pressed onto the rear
of a shaft that rotates in bearings pressed into the
housing. The housing has two small holes to allow
seepage to escape. The water pump seals are lubricated by the antifreeze in the coolant mixture. No
additional lubrication is necessary.
Both heater hoses are connected to fittings on the
timing chain front cover. The water pump is also
mounted directly to the timing chain cover and is
equipped with a non serviceable integral pulley (Fig.
44).

DESCRIPTION—WATER PUMP BYPASS
The 3.7L and 4.7L engine uses an internal water/
coolant bypass system. The design uses galleries in
the timing chain cover to circulate coolant during
engine warm-up preventing the coolant from flowing
through the radiator. The thermostat uses a stub
shaft located at the rear of the thermostat (Fig. 45)
to control flow through the bypass gallery.

OPERATION
OPERATION—WATER PUMP
A centrifugal water pump circulates coolant
through the water jackets, passages, intake manifold,

ENGINE

7 - 65

WATER PUMP - 3.7L/4.7L (Continued)

Fig. 44 Water Pump and Timing Chain Cover
1
2
3
4
5

INTEGRAL WATER PUMP PULLEY
TIMING CHAIN COVER
THERMOSTAT HOUSING
HEATER HOSE FITTINGS
WATER PUMP

radiator core, cooling system hoses and heater core,
this coolant absorbs the heat generated when the
engine is running. The pump is driven by the engine
crankshaft via a drive belt.

OPERATION—WATER PUMP BYPASS
When the thermostat is in the closed position the
bypass gallery is not obstructed allowing 100% flow.
When the thermostat is in the open position the stub
shaft enters the bypass gallery obstructing bypass
coolant flow by 50%. This design allows the coolant
to reach operating temperature quickly when cold,
while adding extra cooling during normal temperature operation.

REMOVAL
The water pump on 3.7L/4.7L engines is bolted
directly to the engine timing chain case cover.
(1) Disconnect the negative battery cable.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove fan/viscous fan drive assembly from
water pump (Fig. 46) (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL). Do not attempt to remove fan/viscous fan drive
assembly from vehicle at this time.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.

Fig. 45 Water/Coolant Bypass Flow and Thermostat
1
2
3
4
5

FROM HEATER AND DEGAS CONTAINER
FROM RADIATOR
TO WATER PUMP
ENGINE BYPASS
THERMOSTAT

WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP. 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 matching number or letter and width.
(4) If the water pump is being replaced, do not
unbolt the fan blade assembly from the thermal viscous fan drive.
(5) Remove the radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(6) Remove accessory drive belt (Fig. 47) (Refer to
7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(7) Remove the lower radiator hose clamp and
remove the lower hose at the water pump.
(8) Remove the water pump mounting bolts.

7 - 66

ENGINE

WATER PUMP - 3.7L/4.7L (Continued)
(9) Remove the water pump and gasket. Discard
gasket.

CLEANING
Clean the gasket mating surface. Use caution not
to damage the gasket sealing surface.

INSPECTION
Inspect the water pump assembly for cracks in the
housing, water leaks from shaft seal, worn bearing or
impeller rubbing either the pump body or timing
chain case/cover.

INSTALLATION
The water pump on 3.7L/4.7L engine is bolted
directly to the engine timing chain case cover.
(1) Clean the gasket mating surfaces.
(2) Using a new gasket, position water pump and
install the mounting bolts. (Fig. 48). Tighten the
water pump mounting bolts to 58 N·m (43 ft. lbs.).

Fig. 46 Viscous Fan and Fan Drive 4.7L Engine
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN

Fig. 48 Water Pump Installation—3.7L/4.7L Typical
1 - WATER PUMP
2 - TIMING CHAIN COVER

Fig. 47 Automatic Belt Tensioner—4.7L
1 - AUTOMATIC TENSIONER
2 - WATER PUMP PULLEY

CAUTION: Do not pry water pump at timing chain
case/cover. The machined surfaces may be damaged resulting in leaks.

(3) Spin the water pump to be sure that the pump
impeller does not rub against the timing chain case/
cover.
(4) Connect the radiator lower hose to the water
pump.
(5) Relax the tension from the belt tensioner (Fig.
47). Install the drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).

ENGINE

7 - 67

WATER PUMP - 3.7L/4.7L (Continued)
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 (Fig. 49) for
the correct belt routing. Or, refer to the Belt Routing
Label located in the engine compartment. The correct belt with correct length must be used.

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.

REMOVAL
(1) Disconnect battery negative cables.
(2) Drain 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 water pump mounting bolts (Fig. 50).

Fig. 49 Belt Routing 3.7L
1
2
3
4
5
6
7
8

- GENERATOR PULLEY
- ACCESSORY DRIVE BELT
- POWER STEERING PUMP PULLEY
- CRANKSHAFT PULLEY
- IDLER PULLEY
- TENSIONER
- A/C COMPRESSOR PULLEY
- WATER PUMP PULLEY

(6) Install the radiator fan (Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - INSTALLATION).
(7) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(8) Connect the negative battery cable.
(9) Start and warm the engine. Check for leaks.

Fig. 50 Water Pump Removal/Installation

WATER PUMP - 5.9L DIESEL
DESCRIPTION
The water pump is mounted to the front of the
engine block between the automatic belt tensioner
and the fan drive pulley.
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

1 - O-RING SEAL (SQUARE)
2 - WATER PUMP
3 - BOLT (2)

(5) Clean water pump sealing surface on cylinder
block.

CLEANING
Clean gasket mating surfaces as necessary.

7 - 68

ENGINE

WATER PUMP - 5.9L DIESEL (Continued)

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.

INSTALLATION
(1) Install new O-ring seal in groove on water
pump (Fig. 51).

Fig. 52 Generator - A/C Compressor Mounting
Bracket - Typical
Fig. 51 Pump O-ring Seal
1 - O-RING SEAL
2 - GROOVE
3 - WATER PUMP

(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.
(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.

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. 52) must be partially removed. Removing the

WARNING: THE A/C SYSTEM IS UNDER PRESSURE
EVEN WITH THE ENGINE OFF. REFER TO REFRIGERANT WARNINGS IN SECTION 24 - HEATING AND
AIR CONDITIONING.
(1) Disconnect the negative battery cable.
(2) Partially drain the 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 the upper radiator hose clamp at the
radiator. A special clamp tool must be used to remove
the constant tension clamps. Removethe hose at the
radiator.
(4) Unplug the wiring harness from the A/C compressor.
(5) Remove the air cleaner assembly.
(6) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(7) 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. 53).
(8) Remove the engine oil dipstick tube mounting
bolt at the side of the A/C-generator mounting
bracket.
(9) Disconnect the throttle body control cables.

ENGINE

7 - 69

WATER PUMP INLET TUBE - 5.9L (Continued)
(12) Remove the remaining bracket-to-engine bolts
(Fig. 55).

Fig. 53 Idler Pulley - 5.9L V-8 Gas Engine
(10) Remove the heater hose coolant return tube
mounting bolt (Fig. 54) (Fig. 55) and remove the tube
from the engine. Discard the old tube O-ring.

Fig. 55 Bracket Bolts - 5.9L V-8 Gas
1 - COOLANT TUBE MOUNTING BOLT
2 - BRACKET MOUNTING BOLTS

(13) Lift and position the generator and A/C compressor (along with their common mounting bracket)
to gain access to the bypass hose. A block of wood
may be used to hold the assembly in position.
(14) Loosen and position both hose clamps to the
center of the bypass hose. A special clamp tool must
be used to remove the constant tension clamps.
Remove the hose from the vehicle.

REMOVAL - WATER PUMP BYPASS HOSE
WITHOUT AIR CONDITIONING
A water pump bypass hose (Fig. 56) 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).
(1) Partially drain the 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.

Fig. 54 Coolant Return
1
2
3
4

COOLANT RETURN TUBE
WATER PUMP
TUBE MOUNTING BOLT
O-RING

(11) Remove the bracket-to-intake manifold bolts
(number 1 and 2 (Fig. 52).

7 - 70

ENGINE

WATER PUMP INLET TUBE - 5.9L (Continued)

Fig. 56 Water Pump Bypass Hose - Typical
1
2
3
4

WATER PUMP BYPASS HOSE
FAN BLADE ASSEMBLY
VISCOUS FAN DRIVE
WATER PUMP AND PULLEY

CAUTION: A number or letter is stamped into the
tongue of the constant tension clamps. If replacement is necessary, use only an original equipment
clamp with a matching number or letter and width.
(2) Loosen both of the bypass hose clamps and
position them to the center of the hose.
(3) Removethe hose from the vehicle.

INSTALLATION
INSTALLATION - WATER PUMP BYPASS HOSE
WITH AIR CONDITIONING
(1) Position the bypass hose clamps to the center
of the bypass hose.
(2) Install the bypass hose to the engine.
(3) Secure both of the hose clamps.
(4) Install the generator-A/C mounting bracket
assembly to the engine. Tighten bolt number 1 (Fig.
53) to 41 N·m (30 ft. lbs.). Tighten bolt number 2
(Fig. 53) to 28 N·m (20 ft. lbs.). Tighten bracket
mounting bolts (Fig. 53) (Fig. 53) to 40 N·m (30 ft.
lbs.).
(5) Install a new O-ring to the heater hose coolant
return tube. Coat the new O-ring with antifreeze
before installation.
(6) Install the coolant return tube and its mounting bolt to the engine.
(7) Connect the throttle body control cables.
(8) Install the oil dipstick mounting bolt.
(9) Install the idler pulley. Tighten the bolt to 41
N·m (30 ft. lbs.) (Fig. 57).
(10) Install the drive belt (Refer to 7 - COOLING/
ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).

Fig. 57 Tensioner Mounting
1 - DOWEL PIN HOLE
2 - TENSIONER MOUNTING BRACKET

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.
(11) Install the air cleaner assembly.
(12) Install the upper radiator hose to the radiator.
(13) Connect the throttle cable to the clip at the
radiator fan shroud.
(14) Connect the wiring harness to the A/C compressor.
(15) Fill the cooling system (Refer to 7 - COOLING
- STANDARD PROCEDURE).
(16) Start and warm the engine. Check for leaks.

INSTALLATION - WATER PUMP BYPASS HOSE
WITHOUT AIR CONDITIONING
(1) Position the bypass hose clamps to the center
of the bypass hose.
(2) Install the bypass hose tothe engine.
(3) Secure both of the hose clamps.
(4) Fill the cooling system (Refer to 7 - COOLING
- STANDARD PROCEDURE).
(5) Start and warm the engine. Check for leaks.

WATER PUMP - 5.7L
REMOVAL
(1)
(2)
(3)
(4)
(5)

Disconnect negative battery cable.
Drain coolant.
Remove serpentine belt.
Remove fan clutch assembly.
Remove coolant fill bottle.

ENGINE

7 - 71

WATER PUMP - 5.7L (Continued)
(6) Disconnect washer bottle wiring and hose.
(7) Remove fan shroud assembly.
(8) Remove A/C compressor and genterator brace.
(9) Remove idler pulleys.
(10) Remove belt tensioner assembly.
(11) Remove upper and lower radiator hoses.
(12) Remove heater hoses.
(13) Remove water pump mounting bolts and
remove pump.

INSTALLATION
(1) Install water pump and mounting bolts.
Tighten moubting bolts to 24 N·m (18 ft. lbs.).
(2) Install heater hoses.
(3) Install upper and lower radiator hoses.
(4) Install belt tensioner assembly.
(5) Install idler pulleys.
(6) Install A/C compressor and alternator brace.
Tighten bolt and nuts to 28 N·m (21 ft. lbs.).
(7) Install fan shroud assembly.
(8) Connect washer bottle wiring and hose.
(9) Install coolant fill bottle.
(10) Install fan clutch assembly.
(11) Install serpentine belt.
(12) Connect negative battery cable.
(13) Fill coolant.
(14) Pressure test coolant system

7 - 72

TRANSMISSION

TRANSMISSION
TABLE OF CONTENTS
page
TRANS COOLER
DESCRIPTION
DESCRIPTION . . . . . . . .
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . .
DISASSEMBLY - 5.9L ONLY
ASSEMBLY - 5.9L ONLY . .
INSTALLATION . . . . . . . . .

.
.
.
.

.
.
.
.
.
..
..

.
.
.
.
.
.
.

. 72
. 72
. 72
. 72
. 73
. 73
. 73

page
TRANS COOLER - 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL—AIR TO OIL COOLER . . .
REMOVAL—WATER TO OIL COOLER
INSTALLATION
INSTALLATION—AIR TO OIL COOLER
INSTALLATION . . . . . . . . . . . . . . . . .

. . . . . . 73
. . . . . . 74
. . . . . . 74
. . . . . . 74
. . . . . 75
. . . . . . 75

TRANS COOLER
DESCRIPTION
DESCRIPTION
An air-to-oil transmission oil cooler is standard on
all engine packages. The transmission oil cooler is
mounted to the front of the radiator above the power
steering cooler (Fig. 1).

DESCRIPTION
An air-to-oil transmission oil cooler is standard on
all engine packages. The transmission oil cooler is
mounted to the front of the radiator above the power
steering cooler (Fig. 2).

OPERATION
Transmission oil is routed through the cooler
where heat is removed from the transmission oil
before returning to the transmission. Vehicles
equipped with the 5.9L engine have 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 is serviceable.
NOTE: Vehicles with the 3.7L/4.7L engines are not
equipped with the oil cooler thermostat.

REMOVAL
(1) Disconnect the battery negative cable.
(2) Place a drain pan under the oil cooler lines.

Fig. 1 Cooling Module — 5.9L Gas
1 - TRANS OIL COOLER BYPASS (5.9L only)
2 - OIL COOLER THERMOSTATIC BYPASS VALVE (5.9L only)
3 -TRANS OIL COOLER
4 - OIL COOLER MOUNTING BOLT (4)
5 - POWER STEERING COOLER
6 - POWER STEERING COOLER MOUNTING BOLT(2)
7 - TRANS OIL COOLER OUTLET
8 - TRANS OIL COOLER INLET
9 - COOLER LINE CLIP
10 - COOLER LINE CLIP
11 - RADIATOR

(3) Disconnect the transmission oil cooler line
quick-connect fitting at the cooler outlet using the
quick connect release tool 6935. Plug the cooler lines
to prevent oil leakage.
(4) Unsnap the transmission cooler tubes from the
radiator tank clips.

TRANSMISSION

7 - 73

TRANS COOLER (Continued)

Fig. 3 Transmission Oil Cooler Thermostat
Removal/Installation
1
2
3
4
5

Fig. 2 Cooling Module - 3.7L/4.7L/5.7L
1
2
3
4
5
6
7
8
9

TRANS OIL COOLER
TRANS OIL COOLER MOUNTING BOLT (3)
POWER STEERING OIL COOLER
POWER STEERING OIL COOLER MOUNTING BOLT
TRANS OIL COOLER OUTLET
TRANS OIL COOLER INLET
COOLER LINE CLIP
COOLER LINE CLIP
RADIATOR

(5) Remove the bolts attaching the transmission
cooler to the radiator.
(6) Remove oil cooler from the vehicle. Take care
not to damage the radiator core or transmission
cooler tubes.

DISASSEMBLY - 5.9L ONLY
NOTE: The transmission oil cooler uses an internal
thermostat to control transmission oil flow through
the cooler. This thermostat is servicable.
(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).
(3) Remove the end plug, thermostat and spring
from transmission oil cooler (Fig. 3).

ASSEMBLY - 5.9L ONLY
(1) Throughly clean the thermostat bore on the
transmission oil cooler.
(2) Install the new spring, thermostat, end plug
and snap ring.

THERMOSTAT HOUSING
SPRING
END PLUG
SNAP RING
THERMOSTAT

(3) Install the transmission oil cooler (Refer to 7 COOLING/TRANSMISSION/TRANS
COOLER
INSTALLATION).

INSTALLATION
(1) Position the transmission cooler tubes to the
front of the radiator.
(2) Snap the transmission cooler tubes into the
clips on the side of the radiator tank.
(3) Install the transmission cooler attaching bolts.
Tighten the bolts to 16 N·m (140 in. lbs.).
(4) inspect the quick connect fittings for debris and
install the quick connect fitting on the cooler tube
until an audible “click” is heard. Pull apart the connection to verify proper installation and install the
secondary latches.
(5) Connect the battery negative cable.
(6) Start the engine and check all fittings for
leaks.
(7) Check the fluid level in the automatic transmission. Refer to the appropriate transmission section(Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 45RFE/545RFE/FLUID - STANDARD
PROCEDURE) or(Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 46RE/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 cool-

7 - 74

TRANSMISSION

TRANS COOLER - 5.9L DIESEL (Continued)
ers 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 intake side of the engine
(Fig. 4).
The air-to-oil cooler is located in front of and to the
left side of the radiator (Fig. 5).

Fig. 5 Auxiliary Transmission Oil Cooler—Diesel
Engine
1
2
3
4

Fig. 4 Transmission Water-To-Oil Cooler—Diesel
Engine—Typical
1 - TRANSMISSION WATER-TO-OIL COOLER

OPERATION
The transmission oil is routed through the main
cooler first, then the auxiliary cooler where additional 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 then 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 is servicable.

REMOVAL
REMOVAL—AIR TO OIL COOLER
(1) Remove Charge Air Cooler (Refer to 11 EXHAUST SYSTEM/TURBOCHARGER SYSTEM/
CHARGE AIR COOLER AND PLUMBING REMOVAL).

MOUNTING BOLTS
RADIATOR
QUICK-CONNECT FITTINGS
TRANSMISSION OIL COOLER

(2) Place a drain pan under the oil cooler.
(3) Raise the vehicle.
(4) Disconnect the oil cooler quick-connect fittings
from the transmission lines.
(5) Remove the charge air cooler-to-oil cooler bolt
(Fig. 6).
(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.
(1) Disconnect both battery negative cables.
(2) Remove starter (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - REMOVAL).
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Disconnect coolant lines from cooler.

TRANSMISSION

7 - 75

TRANS COOLER - 5.9L DIESEL (Continued)

Fig. 6 Auxiliary Transmission Oil Cooler—Diesel
Engine
1
2
3
4

MOUNTING BOLTS
RADIATOR
QUICK-CONNECT FITTINGS
TRANSMISSION OIL COOLER

(5)
Plug
(6)
(7)
(8)

Disconnect transmission oil lines from cooler.
cooler lines to prevent oil leakage.
Remove cooler bracket to transmission bolt.
Remove two cooler bracket to cooler bolts.
Remove cooler assembly from vehicle. (Fig. 7)

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 Charge Air Cooler (Refer to 11 EXHAUST SYSTEM/TURBOCHARGER SYSTEM/
CHARGE AIR COOLER AND PLUMBING INSTALLATION).
(5) Start the engine and check all fittings for
leaks.

Fig. 7 Transmission Water-To- Oil Cooler—Diesel
1 - TRANSMISSION WATER-TO-OIL COOLER

(6) Check the fluid level in the automatic transmission (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 47RE/FLUID - STANDARD
PROCEDURE).

INSTALLATION
(1) Position oil cooler on cylinder block.
(2) Install two mounting bolts to cooler at the cylinder block. Torque bolts to 77N·m (57 ft. lbs.)
(3) Install cooler bracket to transmission adapter
bolt. Tighten to 24N·M (18 ft. lbs.).
(4) Connect transmission oil lines to cooler.
(5) Connect coolant hoses to cooler.
(6) Install starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION).
(7) Connect battery negative cables.
(8) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(9) Check transmission oil level and fill as necessary (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC
47RE/FLUID
STANDARD
PROCEDURE).

AUDIO

8A - 1

AUDIO
TABLE OF CONTENTS
page
AUDIO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - AUDIO . . . . . . .
AMPLIFIER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ANTENNA BODY & CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - ANTENNA BODY
AND CABLE
.......................
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
INSTRUMENT PANEL ANTENNA CABLE
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
RADIO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .

...1
...1
...2
.
.
.
.

.
.
.
.

.3
.3
.3
.4

...4
...4
...4
...6
...6
...6
...7
...7

AUDIO
DESCRIPTION
An audio system is standard factory-installed
equipment on this model. Several combinations of
radio receivers and speaker systems are offered. 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 RUN or ACCESSORY positions.
The audio system includes the following components:
• Antenna
• Power amplifier (with premium speaker system
only)
• Radio noise suppression components
• Radio receiver
• Remote radio switches (if equipped)
• Speakers
Certain functions and features of the audio system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Communication Interface (PCI) bus network. The data
bus network allows the sharing of sensor information. For diagnosis of these electronic modules or of
the data bus network, the use of a DRB IIIt scan tool

page
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
RADIO NOISE SUPPRESSION GROUND STRAP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOTE SWITCHES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING - REMOTE
SWITCHES
. . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPEAKER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - SPEAKER . . . . . . 13
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
and the proper Diagnostic Procedures manual are
recommended.
Refer to the appropriate wiring information for
complete standard and premium audio system circuit
diagrams. The wiring information includes 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 audio system components are designed to provide audio entertainment and information through
the reception, tuning and amplification of locally
broadcast radio signals in both the Amplitude Modulating (AM) and Frequency Modulating (FM) commercial frequency ranges.
The audio system components operate on battery
current received through a fuse in the Integrated
Power Module (IPM) on a fused ignition switch output (run-acc) circuit so that the system will only
operate when the ignition switch is in the Run or
Accessory positions.
On vehicles that are equipped with the optional
remote radio switches, the Instrument Cluster
receives hard wired resistor multiplexed inputs from
the remote radio switches. The programming in the

8A - 2

AUDIO

AUDIO (Continued)
Instrument Cluster allows it to process those inputs
and send the proper messages to the radio receiver
over the Programmable Communication Interface
(PCI) bus network to control the radio volume up or
down, station seek up or down, preset station
advance, and mode advance functions.
Refer to the owner’s manual for more information
on the features, use and operation of each of the
available audio systems.

DIAGNOSIS AND TESTING - AUDIO
Any diagnosis of the Audio system should
begin with the use of the DRB IIIt diagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
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: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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.

AUDIO SYSTEM DIAGNOSIS TABLE
CONDITION
NO AUDIO

NO RADIO DISPLAY

POSSIBLE CAUSES

CORRECTION

1. Fuse faulty.

1. Check radio fuse and Ignition-Off Draw (IOD)
fuse in the Integrated Power Module (IPM).
Replace fuses, if required.

2. Radio/amplifier (if
equipped) connector faulty.

2. Check for loose or corroded radio/amplifier
connector. Repair, if required.

3. Wiring faulty.

3. Check for shorted or open wires. Repair wiring,
if required.

4. Radio/amplifier (if
equipped) ground faulty.

4. Check for continuity between radio chassis and
a known good ground. There should be
continuity. Repair ground, if required.

5. Radio/amplifier (if
equipped) faulty.

5. Refer to appropriate Diagnostic Service
Manual.

6. Speakers faulty.

6. Replace speaker as necessary.

1. Fuse faulty.

1. Check radio fuse and Ignition-Off Draw (IOD)
fuse in Integrated Power Module (IPM). Replace
fuses, if required.

2. Radio connector faulty.

2. Check for loose or corroded radio connector.
Repair, if required.

3. Wiring faulty.

3. Check for battery voltage at radio connector.
Repair wiring, if required.

4. Radio 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 appropriate Diagnostic Service
Manual.

AUDIO

8A - 3

AUDIO (Continued)
CONDITION
CLOCK WILL NOT KEEP
SET TIME

POOR RADIO RECEPTION

NO/POOR TAPE
OPERATION

NO COMPACT DISC
OPERATION

POSSIBLE CAUSES

CORRECTION

1. Fuse faulty.

1. Check Ignition-Off Draw (IOD) fuse in the
Integrated Power Module (IPM). Replace fuse, if
required.

2. Radio connector faulty.

2. Check for loose or corroded radio connector.
Repair, if required.

3. Wiring faulty.

3. Check for battery voltage at radio connector.
Repair wiring, if required.

4. Radio 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 appropriate Diagnostic Service
Manual.

1. Antenna faulty.

1. (Refer to 8 - ELECTRICAL/AUDIO/ANTENNA
BODY & CABLE - DIAGNOSIS AND TESTING).

2. Radio ground faulty.

2. Check for continuity between radio chassis and
a known good ground. There should be
continuity. Repair ground, if required.

3. Radio noise suppression
faulty.

3. Repair or replace ground strap as necessary.

4. Radio faulty.

4. Refer to appropriate Diagnostic Service
Manual.

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. Refer to appropriate Diagnostic Service
Manual.

AMPLIFIER
DESCRIPTION
The optional Infinity premium speaker system
includes a separate Infinity audio power amplifier.
The amplifier is a six channel unit and is rated at
240 total output watts. The amplifier is located
behind the glove box.

OPERATION
The power amplifier electronically increases the
frequency response of the normal audio signal output
from the radio amplifier in order to improve the
acoustic performance of the speakers. On vehicles

equipped with an amplifier, the amplifier section of
the radio becomes a pre-amplifier.
The amplifier receives audio signal inputs for
speaker channels from the radio, then sends amplified audio outputs through six separate channels
with dedicated feed and return circuits to the individual speakers.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove glove box (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX - REMOVAL).

8A - 4

AUDIO

AMPLIFIER (Continued)
(3) Remove instrument panel center bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - REMOVAL).
(4) Remove instrument panel lower right center
bezel (Refer to 23 - BODY/INSTRUMENT PANEL/IP
LOWER RIGHT CENTER BEZEL - REMOVAL).
(5) Disconnect electrical harness connector from
amplifier (Fig. 1).

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 kick panel. The secondary coaxial
cable is then routed behind the instrument panel to
the back of the radio.

OPERATION

Fig. 1 AMPLIFIER MOUNTING
1
2
3
4

- INSTRUMENT PANEL
- AMPLIFIER
- MOUNTING BOLTS
- ELECTRICAL CONNECTOR

(6) Remove mounting bolts.

INSTALLATION
(1) Connect electrical harness connector and
install amplifier.
(2) Install mounting bolts. Tighten to 10 N·m (90
in. lbs.).
(3) Install instrument panel lower right center
bezel (Refer to 23 - BODY/INSTRUMENT PANEL/IP
LOWER RIGHT CENTER BEZEL - INSTALLATION).
(4) Install instrument panel center bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION).
(5) Install glove box (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX - INSTALLATION).
(6) Connect battery negative cable.

ANTENNA BODY & CABLE
DESCRIPTION
The antenna body and cable is secured below the
fender panel by the antenna cap nut through a
mounting hole in the right front fender. The primary
coaxial antenna cable is then routed beneath the
fender sheet metal and through a entry hole in the

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.

DIAGNOSIS AND TESTING - ANTENNA BODY
AND CABLE
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 antenna coaxial cable
shield test.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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 ohmmeter test lead connections for each test
are shown in the illustration (Fig. 2).

AUDIO

8A - 5

ANTENNA BODY & CABLE (Continued)
NOTE: This model has a two-piece antenna coaxial
cable. Tests 2 and 4 must be conducted in two
steps to isolate an antenna cable problem. First,
test the primary antenna cable (integral to the
antenna body and cable) from the coaxial cable
connector behind the right side kick panel to the
antenna body. Then, test the secondary antenna
cable (instrument panel antenna cable) from the
coaxial cable connector behind the right side kick
panel to the coaxial cable connector at the radio.

(1) Disconnect the instrument panel antenna cable
coaxial connector from the back of the radio.
(2) Touch one ohmmeter test lead to the tip of the
antenna mast. Touch the other test lead to the center
conductor pin of the instrument panel antenna cable
coaxial connector for the radio. Check the ohmmeter
reading for continuity.
(3) There should be continuity. The ohmmeter
should register only a fraction of an ohm resistance.
High or infinite resistance indicates a damaged or
open antenna conductor. If OK, go to Test 3. If not
OK, isolate and test each of the individual antenna
conductor components. Replace only the faulty
antenna conductor component.

TEST 3

Fig. 2 Antenna Tests - Typical

TEST 1
Test 1 determines if the antenna mast is insulated
from ground. Proceed as follows:
(1) Disconnect and isolate the antenna coaxial
cable connector behind the right side kick panel.
(2) Touch one ohmmeter test lead to the tip of the
antenna mast. Touch the other test lead to known
ground. Check the ohmmeter reading for continuity.
(3) There should be no continuity. If OK, go to Test
2. If not OK, replace the faulty antenna body and
cable.

TEST 2
Test 2 checks the antenna conductor components
for an open circuit. This test should be performed
first on the entire antenna circuit, from the antenna
mast to the center conductor of the coaxial cable connector at the radio. If an open circuit is detected,
each of the three antenna conductor components
(antenna mast, antenna body and cable, instrument
panel antenna cable) should be isolated and tested
individually to locate the exact component that is the
source of the open circuit. To begin this test, proceed
as follows:

Test 3 checks the condition of the vehicle body
ground connection. To begin this test, proceed as follows:
(1) This test must be performed with the battery
positive cable disconnected from the battery. Disconnect and isolate both battery cables, negative cable
first.
(2) Reconnect the battery negative cable.
(3) Touch one ohmmeter test lead to a good clean
ground point on the vehicle fender. Touch the other
test lead to the battery negative terminal post. Check
the ohmmeter reading for continuity.
(4) There should be continuity. The ohmmeter
should register less than one ohm resistance. High or
infinite resistance indicates a loose, corroded, or
damaged connection between the battery negative
terminal and the vehicle body. If OK, go to Test 4. If
not OK, check the battery negative cable connection
to the vehicle body and the radio noise suppression
ground strap connections to the engine and the vehicle body for being loose or corroded. Clean or tighten
these connections as required.

TEST 4
Test 4 checks the condition of the connection
between the antenna coaxial cable shield and the
vehicle body ground as follows:
(1) Disconnect and isolate the antenna coaxial
cable connector behind the right side kick panel.
(2) Touch one ohmmeter test lead to a good clean
ground point on the vehicle fender. Touch the other
test lead to the outer crimp on the antenna coaxial
cable connector. Check the ohmmeter reading for continuity.
(3) There should be continuity. The ohmmeter
should register less than one ohm resistance. High or
infinite resistance indicates a loose, corroded, or
damaged connection between the antenna body and
the vehicle body or between the antenna body and
the antenna coaxial cable shield. If not OK, clean the

8A - 6

AUDIO

ANTENNA BODY & CABLE (Continued)
antenna body to fender mating surfaces and tighten
the antenna cap nut to specifications.
(4) Check the resistance again with an ohmmeter.
If the resistance is still more then one ohm, replace
the faulty antenna body and cable.

(6) Install the antenna cap nut. Tighten to 7 N·m
(65 in. lbs.).
(7) Install the antenna mast.
(8) Connect the battery negative cable.

REMOVAL

INSTRUMENT PANEL
ANTENNA CABLE

(1) Disconnect and isolate the battery negative
cable.
(2) Remove the right side kick panel.
(3) Disconnect antenna body cable from instrument panel 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 the cable back into
position during installation.
(5) Remove the antenna mast.
(6) Remove the antenna cap nut using an antenna
nut wrench (Special Tool C-4816) (Fig. 3).

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX - REMOVAL).
(3) Remove the instrument panel center bezel
(Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL CENTER BEZEL - REMOVAL).
(4) Remove the instrument panel lower right center bezel (Refer to 23 - BODY/INSTRUMENT PANEL/IP LOWER RIGHT CENTER BEZEL REMOVAL).
(5) Remove the radio (Refer to 8 - ELECTRICAL/
AUDIO/RADIO - REMOVAL).
CAUTION: Pulling the antenna cable straight out of
the radio without pulling on the locking antenna
connector could damage the cable or radio.
(6) Disconnect the antenna cable by pulling the
locking antenna connector away from the radio (Fig.
4)

Fig. 3 ANTENNA BODY AND CABLE
1
2
3
4

- NUT
- FENDER
- ANTENNA BODY AND CABLE
- ADAPTER

(7) Remove the antenna adapter.
(8) With the right door open, pull the antenna
body assembly out through the opening between the
fender and body.

INSTALLATION
(1) Tie the cord that was used during the removal
procedure to the cable being installed.
(2) Using the cord, pull the antenna cable through
the hole in the door opening and seat grommet into
place.
(3) Connect the antenna body and cable to the
instrument panel cable.
(4) Install the right side kick panel.
(5) Insert the antenna body through the hole in
the fender and install adapter.

Fig. 4 ANTENNA TO RADIO
1 - RADIO
2 - LOCKING ANTENNA CONNECTOR
3 - INSTRUMENT PANEL ANTENNA CABLE

(7) Remove antenna cable from instrument panel
by pulling on retaining fasteners (Fig. 5).

AUDIO

8A - 7

INSTRUMENT PANEL ANTENNA CABLE (Continued)
(PCI) data bus network. 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.

OPERATION

Fig. 5 INSTRUMENT PANEL ANTENNA CABLE
1 - INSTRUMENT PANEL ANTENNA CABLE
2 - ANTENNA BODY AND CABLE

The radio receiver operates on ignition switched
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, refer to the
owner’s manual.

INSTALLATION

REMOVAL

(1) Install antenna cable to instrument panel by
pressing retaining fasteners into position.
(2) Connect instrument panel antenna cable to
antenna body and cable.
(3) Install radio (Refer to 8 - ELECTRICAL/AUDIO/RADIO - INSTALLATION).
(4) Install the instrument panel lower right center
bezel (Refer to 23 - BODY/INSTRUMENT PANEL/IP
LOWER RIGHT CENTER BEZEL - INSTALLATION).
(5) Install the instrument panel center bezel (Refer
to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION).
(6) Install the glove box (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX - INSTALLATION).
(7) Connect the battery negative cable.

(1) Disconnect and isolate the battery negative
cable.
(2) Remove center instrument panel bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - REMOVAL).
(3) Remove radio mounting screws (Fig. 6).

RADIO
DESCRIPTION
Available factory-installed radio receivers for this
model include:
• AM/FM/cassette with CD changer control feature (RBB sales code)
• AM/FM/cassette/CD/graphic equalizer with CD
changer control feature (RAZ sales code)
• AM/FM/CD with CD changer control feature
(RBK sales code)
• AM/FM/CD with 6 CD changer (RBQ sales code)
• AM/FM/cassette/CD (RBY sales code) - export
only
All factory-installed radio receivers can communicate on the Programmable Communications Interface

Fig. 6 RADIO
(4) Disconnect electrical harness connector.
CAUTION: Pulling the antenna cable straight out of
the radio without pulling on the locking antenna
connector could damage the cable or radio.
(5) Disconnect the antenna cable by pulling the
locking antenna connector away from the radio (Fig.
7)

8A - 8

AUDIO

RADIO (Continued)

Fig. 7 ANTENNA TO RADIO
1 - RADIO
2 - LOCKING ANTENNA CONNECTOR
3 - INSTRUMENT PANEL ANTENNA CABLE

INSTALLATION
(1) Install antenna cable to radio.
(2) Connect electrical harness connector to radio.
(3) Install radio to instrument panel.
(4) Install instrument panel center bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION).
(5) Connect battery negative cable.

RADIO NOISE SUPPRESSION
GROUND STRAP
DESCRIPTION
Radio noise suppression devices are factory-installed standard equipment on this vehicle. Radio
Frequency Interference (RFI) and ElectroMagnetic
Interference (EMI) can be produced by any on-board
or external source of electromagnetic energy. These
electromagnetic energy sources can radiate electromagnetic signals through the air, or conduct them
through the vehicle electrical system.
When the audio system converts RFI or EMI to an
audible acoustic wave form, it is referred to as radio
noise. This undesirable radio noise is generally manifested in the form of “buzzing,” “hissing,” “popping,”
“clicking,” “crackling,” and/or “whirring” sounds. In
most cases, RFI and EMI radio noise can be suppressed using a combination of vehicle and component grounding, filtering and shielding techniques.
This vehicle is equipped with factory-installed radio
noise suppression devices that were designed to minimize exposure to typical sources of RFI and EMI;
thereby, minimizing radio noise complaints.

Factory-installed radio noise suppression is accomplished primarily through circuitry or devices that
are integral to the factory-installed radios, audio
power amplifiers and other on-board electrical components such as generators, wiper motors, blower
motors, and fuel pumps that have been found to be
potential sources of RFI or EMI. External radio noise
suppression devices that are used on this vehicle to
control RFI or EMI, and can be serviced, include the
following:
• Engine-to-body ground strap - This length of
braided ground strap has an eyelet terminal connector crimped to each end. One end is secured to the
engine cylinder head(s). The other is secured to the
plenum at the exhaust heat shield forward/outer
attaching stud.
• Resistor-type spark plugs - This type of spark
plug has an internal resistor connected in series
between the spark plug terminal and the center electrode to help reduce the production of electromagnetic radiation that can result in radio noise.

OPERATION
There are two common strategies that can be used
to suppress Radio Frequency Interference (RFI) and
ElectroMagnetic Interference (EMI) radio noise. The
first suppression strategy involves preventing the
production of RFI and EMI electromagnetic signals
at their sources. The second suppression strategy
involves preventing the reception of RFI and EMI
electromagnetic signals by the audio system components.
The use of braided ground straps in key locations
is part of the RFI and EMI prevention strategy.
These ground straps ensure adequate ground paths,
particularly for high current components such as
many of those found in the starting, charging, ignition, engine control and transmission control systems. An insufficient ground path for any of these
high current components may result in radio noise
caused by induced voltages created as the high current seeks alternative ground paths through components or circuits intended for use by, or in close
proximity to the audio system components or circuits.
Preventing the reception of RFI and EMI is accomplished by ensuring that the audio system components are correctly installed in the vehicle. Loose,
corroded or improperly soldered wire harness connections, improperly routed wiring and inadequate audio
system component grounding can all contribute to
the reception of RFI and EMI. A properly grounded
antenna body and radio chassis, as well as a shielded
antenna coaxial cable with clean and tight connections will each help reduce the potential for reception
of RFI and EMI.

AUDIO

8A - 9

RADIO NOISE SUPPRESSION GROUND STRAP (Continued)

REMOVAL
BED TO CAB
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the attaching bolts and strap (Fig. 8).

Fig. 10 GROUND STRAP TO HEAT SHIELD
1 - STUD
2 - GROUND STRAP
3 - NUT

ENGINE TO HEAT SHIELD - 4.7L AND 5.7L ENGINE
Fig. 8 BED TO CAB GROUND STRAP
1
2
3
4

BED
CAB
GROUND STRAP
MOUNTING BOLTS

(1) Disconnect and isolate the battery negative
cable.
(2) Remove the attaching bolts from the cylinder
heads (Fig. 11).

ENGINE TO HEAT SHIELD - 3.7L ENGINE
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the attaching bolts from the cylinder
heads (Fig. 9).

Fig. 11 ENGINE GROUND STRAP - 4.7L AND 5.7L
1 - GROUND STRAP
2 - MOUNTING BOLTS

(3) Remove nut from heat shield and remove strap
(Fig. 10).

Fig. 9 ENGINE GROUND STRAP - 3.7L
1 - GROUND STRAP
2 - MOUNTING BOLTS

(3) Remove nut from heat shield and remove strap
(Fig. 10).

ENGINE TO HEAT SHIELD - 5.9L AND 8.0L ENGINE
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the attaching bolts from the cylinder
heads (Fig. 12).
(3) Remove nut from heat shield and remove strap
(Fig. 10).

8A - 10

AUDIO

RADIO NOISE SUPPRESSION GROUND STRAP (Continued)

Fig. 12 ENGINE GROUND STRAP - 5.9L (8.0L
SIMILAR)
1 - GROUND STRAP
2 - MOUNTING BOLTS

INSTALLATION

Fig. 13 Remote Radio Switch Operational View
1
2
3
4
5
6

PRESET SEEK
SEEK UP
VOLUME UP
MODE
VOLUME DOWN
SEEK DOWN

BED TO CAB

OPERATION

(1) Install the ground strap and retaining bolts.
Tighten to 5 N·m (45 in. lbs.).
(2) Connect the battery negative cable.

The six switches in the two remote radio switch
units are normally open, resistor multiplexed
momentary switches that are hard wired to the Integrated Power Module (IPM) through the clockspring.
The IPM sends a five volt reference signal to both
switch units on one circuit, and senses the status of
all of the switches by reading the voltage drop on a
second circuit.
When the IPM senses an input (voltage drop) from
any one of the remote radio switches, it sends the
proper switch status messages on the Programmable
Communication Interface (PCI) data bus network to
the radio receiver. The electronic circuitry within the
radio receiver is programmed to respond to these
remote radio switch status messages by adjusting the
radio settings as requested. For diagnosis of the IPM
or the PCI data bus, the use of a DRB IIIt scan tool
and the proper Diagnostic Procedures manual are
recommended.
For more information on the features and control
functions for each of the remote radio switches, refer
to the owner’s manual.

ENGINE TO HEAT SHIELD
(1) Install the retaining nut and ground strap to
the plenum. Tighten to 8 N·m (70 in. lbs.).
(2) Install the retaining bolt and ground strap to
the engine cylinder heads. Tighten to 12 N·m (106 in.
lbs.).
(3) Connect the battery negative cable.

REMOTE SWITCHES
DESCRIPTION
A remote radio control switch option is available on
some models. Two rocker-type switches are mounted
on the back (instrument panel side) of the steering
wheel spokes (Fig. 13). The switch on the left spoke
is the seek switch and has seek up, seek down, and
preset station advance functions. The switch on the
right spoke is the volume control switch and has volume up, and volume down functions. The switch on
the right spoke also includes a “mode” control that
allows the driver to sequentially select AM radio, FM
radio, cassette player, CD player or CD changer (if
equipped).

AUDIO

8A - 11

REMOTE SWITCHES (Continued)

DIAGNOSIS AND TESTING - REMOTE
SWITCHES
Any diagnosis of the Audio system should
begin with the use of the DRB IIIt diagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
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: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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 remote radio switch(es) (Fig. 14)
from the steering wheel (Refer to 8 - ELECTRICAL/
AUDIO/REMOTE SWITCHES - REMOVAL).

Fig. 14 Remote Radio Switches
1 - BLACK (LEFT) SWITCH
2 - WHITE (RIGHT) SWITCH

(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 TABLE
Switch

Switch Position

Resistance

Right
(White)

Volume Up

1.210 Kilohms
± 1%

Right
(White)

Volume Down

3.010 Kilohms
± 1%

Right
(White)

Mode Advance

0.0511 Kilohms
± 1%

Left
(Black)

Seek Up

0.261 Kilohms
± 1%

Left
(Black)

Seek Down

0.681 Kilohms
± 1%

Left
(Black)

Pre-Set Station
Advance

0.162 Kilohms
± 1%

(3) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for 5 volts
at the radio control mux circuit cavities of the steering wheel wire harness connectors for both remote
radio switches. If OK, go to Step 4. If not OK, repair
the open or shorted radio control mux circuit to the
Integrated Power Module (IPM) as required.
(4) Disconnect and isolate the battery negative
cable. Disconnect the 22-way instrument panel wire
harness connector from the IPM. Check for continuity between the remote radio switch ground circuit
cavities of the steering wheel wire harness connectors for both remote radio switches and a good
ground. There should be no continuity. If OK, go to
Step 5. If not OK, repair the shorted remote radio
switch ground circuit to the IPM as required.
(5) Check for continuity between the remote radio
switch ground circuit cavities of the steering wheel
wire harness connectors for both remote radio
switches and the 22-way instrument panel wire harness connector for the IPM. There should be continuity. If OK, refer to the proper Diagnostic Procedures
manual to test the IPM and the PCI data bus. If not
OK, repair the open remote radio switch ground circuit as required.

8A - 12

AUDIO

REMOTE SWITCHES (Continued)

REMOVAL
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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 driver airbag from the vehicle
(Refer to 8 - ELECTRICAL/RESTRAINTS/DRIVER
AIRBAG - REMOVAL).
(3) Remove the speed control switches (Refer to 8 ELECTRICAL/SPEED
CONTROL/SWITCH
REMOVAL).
(4) Unplug the wire harness connector from the
remote radio switch(es).

AIRBAG, 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) Install remote radio switch to the steering
wheel.
(2) Connect the wire harness to the remote radio
switch.
(3) Install the speed control switches (Refer to 8 ELECTRICAL/SPEED
CONTROL/SWITCH
INSTALLATION).
(4) Install the driver airbag
(5) Connect the battery negative cable.

SPEAKER
DESCRIPTION
STANDARD
The standard equipment speaker system includes
speakers in four locations. One 15.2 X 22.8 centimeter (6 X 9 inch) full-range speaker is located in each
front door. There is also one full-range 13.3 centimeter (5.25 inch) diameter full-range speaker located in
each rear door.

PREMIUM

Fig. 15 REMOTE SWITCHES
1 - REMOTE SWITCH
2 - SPEED CONTROL SWITCH
3 - BOLT

(5) Depress the tabs on each side of each switch
and push the switch through the rear steering wheel
cover (Fig. 15).

INSTALLATION
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE

The optional premium speaker system features
eleven Premium model speakers in seven locations.
Each of the standard speakers is replaced with Premium model speakers. One 8.8 centimeter (3.50 inch)
diameter speaker is located on each end of the
instrument panel top pad. One 6.3 centimeter (2.50
inch) diameter speaker is located in the center of the
instrument panel top pad. One 15.2 X 22.8 centimeter (6 X 9 inch) Premium speaker is located in each
front door. There is also one coaxial 13.3 centimeter
(5.25 inch) diameter Premium full-range speaker
located in each rear door. The premium speaker system also includes a power amplifier mounted behind
the glove box. The total available power of the premium speaker system is 240 watts.

OPERATION
Two wires connected to each speaker, one feed circuit (+) and one return circuit (–), allow the audio
output signal electrical current to flow through the
voice coil. For complete circuit diagrams, refer to the

AUDIO

8A - 13

SPEAKER (Continued)
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 - SPEAKER
Any diagnosis of the Audio system should
begin with the use of the DRB IIIt diagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
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: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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.

cable. If vehicle is not equipped with a amplifier,
remove the radio receiver. If vehicle is equipped with
an amplifier. disconnect wire harness connector at
output side of amplifier. Go to Step 5.
(5) Check both the speaker feed (+) circuit and
return (-) circuit cavities for the inoperative speaker
at the radio receiver wire harness connector for continuity to ground. There should be no continuity. If
OK, go to Step 6. If not OK, repair the shorted
speaker feed (+) and/or return (-) circuits(s) to the
speaker as required.
(6) Disconnect wire harness connector at the inoperative speaker. Check for continuity between the
speaker feed (+) circuit cavities of the radio receiver
wire harness connector or if equipped, the amplifier
wire harness connector and the speaker wire harness
connector. Repeat the check between the speaker
return (-) circuit cavities of the radio receiver wire
harness connector and the speaker wire harness connector. In each case, there should be continuity. If
OK, replace the faulty speaker. If not OK, repair the
open speaker feed (+) and/or return (-) circuits(s) as
required.

REMOVAL
FRONT DOOR SPEAKER
(1) Disconnect and isolate the battery negative
cable.
(2) Remove front door trim panel (Refer to 23 BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(3) Remove speaker mounting screws (Fig. 16).

CAUTION: The speaker output of the radio is a
“floating ground” system. Do not allow any speaker
lead to short to ground, as damage to the radio
and/or amplifier may result.
(1) If all speakers are inoperative, check the fuses
in the Integrated Power Module (IPM). If OK, go to
Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
(2) Check the amplifier fuse (if equipped) in the
IPM. If OK, go to Step 3. If not OK, repair the
shorted circuit or component as required and replace
the faulty fuse.
(3) Turn the ignition switch to the ON position.
Turn the radio receiver ON. Adjust the balance and
fader control controls to check the performance of
each individual speaker. Note the speaker locations
that are not performing correctly. Go to Step 4.
(4) Turn the radio receiver OFF. Turn the ignition
OFF. Disconnect and isolate the battery negative

Fig. 16 FRONT DOOR SPEAKER
(4) Disconnect electrical harness connector and
remove speaker.

8A - 14

AUDIO

SPEAKER (Continued)

INSTRUMENT PANEL CENTER SPEAKER

REAR CAB SIDE SPEAKER

(1) Disconnect and isolate the battery negative
cable.
(2) Remove instrument panel top cover (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL TOP COVER - REMOVAL).
(3) Remove speaker mounting screws (Fig. 17).

(1) Disconnect and isolate the battery negative
cable.
(2) Remove B-pillar lower trim (Refer to 23 BODY/INTERIOR/B-PILLAR
LOWER
TRIM
REMOVAL).
(3) Remove speaker mounting screws (Fig. 19).

Fig. 17 INSTRUMENT PANEL CENTER SPEAKER

Fig. 19 REAR CAB SIDE SPEAKER

(4) Disconnect electrical harness connector and
remove speaker.

INSTRUMENT PANEL END SPEAKER

REAR DOOR SPEAKER

(1) Disconnect and isolate the battery negative
cable.
(2) Remove rear door trim panel (Refer to 23 BODY/DOORS - REAR/TRIM PANEL - REMOVAL).
(3) Remove speaker mounting screws (Fig. 20).

Fig. 20 REAR DOOR SPEAKER
Fig. 18 INSTRUMENT PANEL END SPEAKER
(4) Disconnect electrical harness connector and
remove speaker.

(4) Disconnect electrical harness connector and
remove speaker.

AUDIO

8A - 15

SPEAKER (Continued)

INSTALLATION
FRONT DOOR SPEAKER
(1) Connect electrical harness connector and
install speaker.
(2) Install front door trim panel (Refer to 23 BODY/DOOR - FRONT/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.

INSTRUMENT PANEL CENTER SPEAKER
(1) Connect electrical harness connector and
install speaker.
(2) Install instrument panel top cover (Refer to 23
BODY/INSTRUMENT
PANEL/INSTRUMENT
PANEL TOP COVER - INSTALLATION).
(3) Connect battery negative cable.

INSTRUMENT PANEL END SPEAKER
(1) Connect electrical
install speaker.

harness

connector

and

(2) Install instrument panel top cover (Refer to 23
BODY/INSTRUMENT
PANEL/INSTRUMENT
PANEL TOP COVER - INSTALLATION).
(3) Connect battery negative cable.

REAR CAB SIDE SPEAKER
(1) Connect electrical harness connector and
install speaker.
(2) Install B-pillar lower trim (Refer to 23 - BODY/
INTERIOR/B-PILLAR LOWER TRIM - INSTALLATION).
(3) Connect battery negative cable.

REAR DOOR SPEAKER
(1) Connect electrical harness connector and
install speaker.
(2) Install rear door trim panel (Refer to 23 BODY/DOORS - REAR/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.

CHIME/BUZZER

8B - 1

CHIME/BUZZER
TABLE OF CONTENTS
page

page

CHIME/BUZZER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

DIAGNOSIS AND TESTING - CHIME
CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 2

CHIME/BUZZER
DESCRIPTION
The chime module is located within the instrument
cluster and is not serviceable. The chime system provides the driver with warning chimes for:
• Air Bag
• Seat Belt
• Low Fuel
• Door Ajar
• Low Wash
• Park Brake
• Over Speed
• Turn Signal On
• Key-In Ignition
• Exterior Lamps ON
• Warning Lamp Announcement
• Transmission Over Temperature

OPERATION
FASTEN SEAT BELT
The seat belt reminder system uses both visual
and audible signals. The Instrument Cluster monitors the driver seat belt buckle switch. When the
ignition switch transitions from OFF to RUN and the
driver seat belt has not been buckled, the Instrument
Cluster will illuminate the seat belt indicator lamp
and sound the chime. The system will always illuminate the seat belt reminder lamp for four to eight
seconds when the ignition switch is turned to the ON
position. The CHIME will sound during the same
time interval if the driver’s seat belt is not fastened.
The warning lamp will remain illuminated as long as
the seat belt remains unbuckled, and the ignition
switch is in the RUN position. Passenger seat belts
are not connected to the system.

HEADLAMPS REMINDER
The Instrument Cluster monitors the multiplex
headlamp switch. The headlamp audible warning will
alert the driver that the exterior lamps have been
left on. If the ignition switch is left off, the driver’s
door open, and the headlamp switch is in the park

lamp or headlamp position, the chime will sound
until the headlamp switch is turned off, the door is
closed or the battery protection time out expires.

KEY IN IGNITION REMINDER
The Instrument Cluster monitors the ignition
switch. The chime will activate if the drivers door is
opened and the key is in the ignition switch, with the
ignition switch in either the OFF, LOCK, or the
accessory (ACC) position. The chime will continue
until the key is removed from the ignition switch or
the door is closed.

DOOR AJAR CHIME
The Instrument Cluster monitors the door ajar
switches. A chime will sound once when the door is
opened, the ignition is in RUN position and vehicle
speed is present.

TURN SIGNAL ON
The Instrument Cluster monitors the multiplex
multifunction switch. The instrument cluster shall
remind the driver that either turn signal has been
left on by a continuous chime after the turn signal
indicator is left ON for 1.0 miles and the vehicle
speed is 15 mph or greater.

LOW FUEL REMINDER
When the fuel level drops to approximately 1/8
tank, the fuel symbol will light and a single chime
will sound. The light will remain on until fuel is
added.

OVER SPEED
During any ignition ON, the Instrument Cluster
maintains the most recently received speed. If the
vehicle speed exceeds a preprogramed limit set in the
instrument cluster it will activate a single chime.

WARNING LAMP ANNOUNCEMENT
The Instrument Cluster monitors critical engine
and transmission system parameters. If any of the
systems are out of their operating parameters, the
instrument cluster will illuminate a lamp and activate and audible chime.

8B - 2

CHIME/BUZZER

CHIME/BUZZER (Continued)

LOW WASH INDICATOR
The Front Control Module (FCM) monitors the
washer reservoir. When the fluid is low the FCM
transmits a J1850 message over the bus. The instrument cluster will chime and illuminate the LOW
WASH indicator. The indicator will remain on until
the fluid level is corrected.

AIR BAG
The Instrument Cluster monitors air bag system
via the J1850 bus communications from the air bag
module. The air bag module will transmit a message
once per second, over the J1850 bus, as to whether
the warning indicator should be on or off. The warning indicator indicates a part of the air bag system is
inoperative and needs to be serviced. It does not
indicate that the air bag system will not deploy. If
the instrument cluster does not receive a message
from the air bag module for 3 consecutive seconds,
the Instrument will illuminate the warning indicator.

The air bag module transmits a J1850 message
requesting the instrument cluster to perform a bulb
check each time the ignition is turned to the on position

DIAGNOSIS AND TESTING - CHIME
CONDITIONS
NOTE: The Chime/Buzzer Warning System is Diagnosed using a DRBIIIT Scan Tool. Refer to the
proper Body Diagnostic Procedures Manual.
Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out, or corroded
terminals. If any of the conditions are present, repair
as necessary. If not use the DRBIIIt scan tool and
the proper Body Diagnostic Procedure manual. For
complete circuit diagrams, refer to Instrument
Cluster in Wiring Systems.

ELECTRONIC CONTROL MODULES

8E - 1

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page
COMMUNICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
CONTROLLER ANTILOCK BRAKE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR
OPERATION - DATA LINK CONNECTOR
.
ENGINE CONTROL MODULE
DESCRIPTION - ECM . . . . . . . . . . . . . . . .
OPERATION - ECM
.................
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FRONT CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FRONT
CONTROL MODULE . . . . . . . . . . . . . . .
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
HEATED SEAT MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
POWERTRAIN CONTROL MODULE
DESCRIPTION
DESCRIPTION - PCM . . . . . . . . . . . . . .

.....1
.....2
.
.
.
.

.
.
.
.

.3
.3
.3
.3

.....3
.....3
.
.
.
.

.
.
.
.

.4
.4
.4
.5

.....5
.....5
.....6
.....6
.....6
.....6
.....6
.....7
.....7
.....7

page
DESCRIPTION - MODES OF OPERATION . . . . 8
DESCRIPTION - 5 VOLT SUPPLIES
. . . . . . . 10
DESCRIPTION - IGNITION CIRCUIT SENSE . 10
DESCRIPTION - POWER GROUNDS
. . . . . . 10
DESCRIPTION - SENSOR RETURN . . . . . . . 10
OPERATION
OPERATION - PCM . . . . . . . . . . . . . . . . . . . . 11
OPERATION - 5 VOLT SUPPLIES . . . . . . . . . 11
OPERATION - IGNITION CIRCUIT SENSE . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SENTRY KEY IMMOBILIZER MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
STANDARD PROCEDURE - PCM/SKIM
PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
TRANSFER CASE CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
TRANSMISSION CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
STANDARD PROCEDURE
STANDARD PROCEDURE - TCM QUICK
LEARN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
STANDARD PROCEDURE - DRIVE LEARN . . 21

.....8

COMMUNICATION
DESCRIPTION
The DaimlerChrysler Programmable Communication Interface (PCI) data bus system is a single wire
multiplex system used for vehicle communications on
many DaimlerChrysler Corporation vehicles. Multi-

plexing is a system that enables the transmission of
several messages over a single channel or circuit. All
DaimlerChrysler vehicles use this principle for communication between various microprocessor-based
electronic control modules. The PCI data bus exceeds
the Society of Automotive Engineers (SAE) J1850
Standard for Class B Multiplexing.

8E - 2

ELECTRONIC CONTROL MODULES

COMMUNICATION (Continued)
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 9read9 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.
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 9hear9 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.

OPERATION
Data exchange between modules is achieved by
serial transmission of encoded data over a single wire
broadcast network. The wire colors used for the PCI
data bus circuits are yellow with a violet tracer, or
violet with a yellow tracer, depending upon the application. The PCI data bus messages are carried over
the bus in the form of Variable Pulse Width Modulated (VPWM) signals. The PCI data bus speed is an
average 10.4 Kilo-bits per second (Kbps). By comparison, the prior two-wire Chrysler Collision Detection
(CCD) data bus system is designed to run at 7.8125
Kbps.
The voltage network used to transmit messages
requires biasing and termination. Each module on
the PCI data bus system provides its own biasing
and termination. Each module (also referred to as a
node) terminates the bus through a terminating
resistor and a terminating capacitor. There are two
types of nodes on the bus. The dominant node terminates the bus through a 1 KW resistor and a 3300 pF
capacitor. The Powertrain Control Module (PCM) is
the only dominant node for the PCI data bus system.

A standard node terminates the bus through an 11
KW resistor and a 330 pF capacitor.
The modules bias the bus when transmitting a
message. The PCI bus uses low and high voltage levels to generate signals. Low voltage is around zero
volts and the high voltage is about seven and onehalf volts. The low and high voltage levels are generated by means of variable-pulse width modulation to
form signals of varying length. The Variable Pulse
Width Modulation (VPWM) used in PCI bus messaging is a method in which both the state of the bus
and the width of the pulse are used to encode bit
information. A 9zero9 bit is defined as a short low
pulse or a long high pulse. A 9one9 bit is defined as a
long low pulse or a short high pulse. A low (passive)
state on the bus does not necessarily mean a zero bit.
It also depends upon pulse width. If the width is
short, it stands for a zero bit. If the width is long, it
stands for a one bit. Similarly, a high (active) state
does not necessarily mean a one bit. This too depends
upon pulse width. If the width is short, it stands for
a one bit. If the width is long, it stands for a zero bit.
In the case where there are successive zero or one
data bits, both the state of the bus and the width of
the pulse are changed alternately. This encoding
scheme is used for two reasons. First, this ensures
that only one symbol per transition and one transition per symbol exists. On each transition, every
transmitting module must decode the symbol on the
bus and begin timing of the next symbol. Since timing of the next symbol begins with the last transition
detected on the bus, all of the modules are re-synchronized with each symbol. This ensures that there
are no accumulated timing errors during PCI data
bus communication.
The second reason for this encoding scheme is to
guarantee that the zero bit is the dominant bit on
the bus. When two modules are transmitting simultaneously on the bus, there must be some form of
arbitration to determine which module will gain control. A data collision occurs when two modules are
transmitting different messages at the same time.
When a module is transmitting on the bus, it is reading the bus at the same time to ensure message
integrity. When a collision is detected, the module
that transmitted the one bit stops sending messages
over the bus until the bus becomes idle.
Each module is capable of transmitting and receiving data simultaneously. The typical PCI bus message has the following four components:
• Message Header - One to three bytes in length.
The header contains information identifying the message type and length, message priority, target module(s) and sending module.
• Data Byte(s) - This is the actual message that
is being sent.

ELECTRONIC CONTROL MODULES

8E - 3

COMMUNICATION (Continued)
• Cyclic Redundancy Check (CRC) Byte - This
byte is used to detect errors during a message transmission.
• In-Frame Response (IFR) byte(s) - If a
response is required from the target module(s), it can
be sent during this frame. This function is described
in greater detail in the following paragraph.
The IFR consists of one or more bytes, which are
transmitted during a message. If the sending module
requires information to be received immediately, the
target module(s) can send data over the bus during
the original message. This allows the sending module
to receive time-critical information without having to
wait for the target module to access the bus. After
the IFR is received, the sending module broadcasts
an End of Frame (EOF) message and releases control
of the bus.
The PCI data bus can be monitored using the
DRBIIIt scan tool. It is possible, however, for the bus
to pass all DRBIIIt tests and still be faulty if the
voltage parameters are all within the specified range
and false messages are being sent.

CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controler Antilock Brake (CAB) is mounted to
the Hydraulic Control Unit (HCU) and operates the
ABS system (Fig. 1).

OPERATION
The CAB voltage source is through the ignition
switch in the RUN position. The CAB contains a self
check program that illuminates the ABS warning
light when a system fault is detected. Faults are
stored in a diagnostic program memory and are
accessible with the DRB III scan tool. ABS faults
remain in memory until cleared, or until after the
vehicle is started approximately 50 times. Stored
faults are not erased if the battery is disconnected.
NOTE: If the CAB is being replaced with a new CAB
is must be reprogrammed with the use of a DRB III.

REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Pull up on the CAB harness connector release
and remove connector.
(3) Remove the CAB mounting bolts.
(4) Remove the pump connector from the CAB.
(5) Remove the CAB from the HCU.

INSTALLATION
NOTE: If the CAB is being replaced with a new CAB
is must be reprogrammed with the use of a DRB III.
(1) Install CAB to the HCU.
(2) Install the pump connector to the CAB.
(3) Install mounting bolts. Tighten to 2 N·m (16 in.
lbs.).
(4) Install the wiring harness connector to the
CAB and push down on the release to secure the connector.
(5) Install negative battery cable to the 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
Fig. 1 HYDRAULIC CONTROL UNIT
1 - HYDRAULIC CONTROL UNIT
2 - MOUNTING BOLTS

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).

8E - 4

ELECTRONIC CONTROL MODULES

ENGINE CONTROL MODULE
DESCRIPTION - ECM
The Engine Control Module (ECM) is bolted to the
left side of the engine below the intake manifold (Fig.
2).

NOTE: ECM Inputs:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•

Accelerator Pedal Position Sensor (APPS) Volts
APPS1 Signal — For off engine APPS
APPS2 Signal — For off engine APPS
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
Engine Coolant Temperature (ECT) sensor
Ground circuits
Fuel Pressure Sensor
Battery Temperature
Fan speed
Inlet Air Temperature Sensor/Pressure Sensor
Intake Air Temperature Sensor/MAP Sensor
Oil Pressure SWITCH
Power ground
Sensor return
Signal ground
Water-In-Fuel (WIF) sensor

NOTE: ECM Outputs:

Fig. 2 DIESEL ECM
1
2
3
4
5

ENGINE CONTROL MODULE (ECM)
ECM MOUNTING BOLT
50-WAY CONNECTOR
SUPPORT PLATE
60-WAY CONNECTOR

OPERATION - ECM
The main function of the Engine Control Module
(ECM) is 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.

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 transfer (lift) pump
• Intake manifold air heater relays #1 and #2 control circuits
• Malfunction indicator lamp (Check engine lamp)
(databus)
• Oil Pressure Swith/warning lamp (databus)
• Fuel Control Actuator
• Wait-to-start warning lamp (databus)
• Fan Clutch PWM
• Water-In-Fuel (WIF) warning lamp (databus)

REMOVAL
The Engine Control Module (ECM) is bolted to a
support bracket near the fuel filter. The support
bracket mounts to the block with four capscrews and
vibration isolators. A ground wire is fastened to the
bracket. The other end of the wire is fastened to the
engine block.
(1) Record any Diagnostic Trouble Codes (DTC’s)
found in the ECM.

ELECTRONIC CONTROL MODULES

8E - 5

ENGINE CONTROL MODULE (Continued)
To avoid possible voltage spike damage to either
the Engine Control Module 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 the 50–way and 60–way connector
bolts at the ECM. Note: Tthe connector bolt is a
female allen head. As bolt is being removed, very carfully remove connectors from the ECM.
(4) Remove five ECM mounting bolts and remove
ECM form the vehicle (Fig. 3).

(6) 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.
(7) Use DRB scan tool to erase any stored companion DTC’s from ECM.

FRONT CONTROL MODULE
DESCRIPTION
The Front Control Module (FCM) is a micro controller based module located in the left front corner
of the engine compartment. On this model the integrated power module must be positioned aside in
order to access the front control module. The front
control module mates to the power distribution center to form the Integrated Power Module (IPM). The
integrated power module connects directly to the battery and provides the primary means of circuit protection and power distribution for all vehicle
electrical systems. The front control module controls
power to some of these vehicle systems electrical and
electromechanical loads based on inputs received
from hard wired switch inputs and data received on
the PCI bus circuit (J1850).
For information on the Integrated Power Module Refer to the Power Distribution Section of
the service manual.

OPERATION
Fig. 3 DIESEL ECM
1
2
3
4
5

ENGINE CONTROL MODULE (ECM)
ECM MOUNTING BOLT
50-WAY CONNECTOR
SUPPORT PLATE
60-WAY CONNECTOR

INSTALLATION
Do not apply paint to ECM. Poor ground will
result.
(1) Position ECM to ECM support bracket and
install five mounting bolts. Tighten bolts to 24 N·m
(18 ft. lbs.).
(2) Check pin connectors in ECM and the 50–way
and 60–way connectors for corrosion or damage.
Repair as necessary.
(3) Clean pins in the 50–way and 60–way electrical connectors with a quick-dry electrical contact
cleaner.
(4) Very carefully install the 50–way and 60–way
connectors to ECM. Tighten connector allen bolts.
(5) Install both negative battery cables.

As messages are sent over the PCI bus circuit, the
front control module reads these messages and controls power to some of the vehicles electrical systems
by completing the circuit to ground (low side driver)
or completing the circuit to 12 volt power (high side
driver). The following functions are Controlled by
the Front Control Module:
• Headlamp Power with Voltage Regulation
• Windshield Wiper “ON/OFF” Relay Actuation
• Windshield Wiper “HI/LO” Relay Actuation
• Windshield Washer Pump Motor
• Fog Lamp Relay Actuation
• Park Lamp Relay Actuation
• Horn Relay Actuation
The following inputs are Received/Monitored by
the Front Control Module:
• B+ Connection Detection
• Power Ground
• Ambient Temperature Sensing
• Ignition Switch Run
• Washer Fluid Level Switch
• Windshield Wiper Park Switch
• PCI Bus Circuit

8E - 6

ELECTRONIC CONTROL MODULES

FRONT CONTROL MODULE (Continued)

DIAGNOSIS AND TESTING - FRONT CONTROL
MODULE
The front control module is a printed circuit board
based module with a on-board micro-processor. The
front control module interfaces with other electronic
modules in the vehicle via the Programmable Communications Interface (PCI) data bus (J1850). In
order to obtain conclusive testing the Programmable
Communications Interface (PCI) data bus network
and all of the electronic modules that provide inputs
to, or receive outputs from the front control module
must be checked. All PCI (J1850) communication
faults must be resolved prior to further diagnosing
any front control module related issues.
The front control module was designed to be diagnosed with an appropriate diagnostic scan tool, such
as the DRB IIIt. The most reliable, efficient, and
accurate means to diagnose the front control module
requires the use of a DRB IIIt scan tool and the
proper Body Diagnostic Procedures manual.
Before any testing of the front control module is
attempted, the battery should be fully charged and
all wire harness and ground connections inspected
around the affected areas on the vehicle.

REMOVAL
(1) Disconnect the positive and negative battery
cables from the battery.
(2) Partially remove the integrated power module
from the engine compartment (Refer to 8 - ELECTRICAL/POWER
DISTRIBUTION/INTEGRATED
POWER MODULE - REMOVAL).
(3) Remove the front control module retaining
screws.
(4) Using both hands, pull the front control module
straight from the integrated power module assembly
to disconnect the 49-way electrical connector and
remove the front control module from the vehicle.

INSTALLATION
(1) Install the front control module on the integrated power module assembly by pushing the
49-way electrical connector straight in.
(2) Install the front control module retaining
screws. Torque the screws to 7 in. lbs.
(3) Install the integrated power module (Refer to 8
- ELECTRICAL/POWER DISTRIBUTION/INTEGRATED POWER MODULE - INSTALLATION).
(4) Connect the positive and negative battery
cables.

HEATED SEAT MODULE
DESCRIPTION

Fig. 4 Heated Seat Module
1 - MOUNTING TABS (NOT USED ON DR)
2 - HEATED SEAT MODULE
3 - ELECTRICAL CONNECTOR RECEPTACLE

The heated seat module is also known as the Seat
Heat Interface Module. The heated seat module (Fig.
4) is located under the drivers front seat cushion,
where it is secured to a mounting bracket. 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 battery, 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 LightEmitting 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 integrated power module.
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 ele-

ELECTRONIC CONTROL MODULES

8E - 7

HEATED SEAT MODULE (Continued)
ments and sensors, and controls the ground for the
heated seat switch indicator lamps.
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.

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 Diagnosis and Testing Heated Seat System in
Heated Seats for the location of flashing LED heated
seat system diagnosis and testing procedures. If a
heated seat heats but one or both indicator lamps on
the heated seat switch fail to operate, test the heated
seat switch. Refer to Diagnosis and Testing
Heated Seat Switch in Heated Seats for heated
seat switch diagnosis and testing procedures. If the
heated seat switch checks OK, proceed as follows.
(1) Check the heated seat element (Refer to 8 ELECTRICAL/HEATED
SEATS/HEATED
SEAT
ELEMENT - DIAGNOSIS AND TESTING).

(2) Check the heated seat sensor (Refer to 8 ELECTRICAL/HEATED
SEATS/HEATED
SEAT
SENSOR - DIAGNOSIS AND TESTING).
(3) Check the heated seat switch (Refer to 8 ELECTRICAL/HEATED SEATS/DRIVER HEATED
SEAT SWITCH - DIAGNOSIS AND TESTING).
NOTE: Refer to Wiring for the location of complete
heated seat system wiring diagrams and connector
pin-out information.
(4) Using a voltmeter, backprobe the appropriate
heated seat module connector, do not disconnect.
Check for voltage at the appropriate pin cavities. 12v
should be present. If OK go to Step 5, if Not, Repair
the open or shorted voltage supply circuit as
required.
(5) Using a ohmmeter, backprobe the appropriate
heated seat module connector, do not disconnect.
Check for proper continuity to ground on the ground
pin cavities. Continuity should be present. If OK
replace the heated seat module with a known good
unit and retest system, if Not OK, Repair the open or
shorted ground circuit as required.

REMOVAL
(1) Position the driver seat to the full rearward
and inclined position.
(2) Working under the driver front seat, remove
the two heated seat module retaining screws. Due to
the fact that the retaining screws are installed with
the seat cushion pan removed, a small right angle
screwdriver will be required to access and remove the
screws.
(3) Disconnect the seat wire harness connector
from the connector receptacle on the back of the
heated seat module. Depress the connector retaining
tab and pull straight apart.
(4) Remove the heated seat module from under the
front seat.

INSTALLATION
(1) Position the heated seat module under the
front seat.
(2) Connect the seat wire harness connector on the
connector receptacle on the back of the heated seat
module.
(3) Working under the driver front seat, install the
heated seat module retaining screws.
(4) Re-position the driver seat.

8E - 8

ELECTRONIC CONTROL MODULES

POWERTRAIN CONTROL
MODULE
DESCRIPTION
DESCRIPTION - PCM
The Powertrain Control Module (PCM) is located
in the right-rear section of the engine compartment
under the cowl (Fig. 5).
Two different PCM’s are used (JTEC and
NGC). These can be easily identified. JTEC’s
use three 32–way connectors, NGC’s use four
38–way connectors

Fig. 5 POWERTRAIN CONTROL MODULE (PCM)
LOCATION
1 - COWL GRILL
2 - PCM
3 - COWL (RIGHT-REAR)

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
• 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
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 or O2S heater 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:

ELECTRONIC CONTROL MODULES

8E - 9

POWERTRAIN CONTROL MODULE (Continued)
• 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
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.
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
• 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 A/C compressor clutch relay. This is done
if A/C has been selected by the vehicle operator and
specified pressures are met at the high and low–pressure A/C switches. Refer to Heating and Air Conditioning for additional information.
• 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
• 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 A/C compressor clutch relay. This is done
if A/C has been selected by the vehicle operator and
specified pressures are met at the high and low–pressure A/C switches. Refer to Heating and Air Conditioning for additional information.
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
• 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

8E - 10

ELECTRONIC CONTROL MODULES

POWERTRAIN CONTROL MODULE (Continued)
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(s) 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.
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
• Park/neutral switch (gear indicator signal—auto.
trans. only)
• Vehicle speed
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
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(s) 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.

ELECTRONIC CONTROL MODULES

8E - 11

POWERTRAIN CONTROL MODULE (Continued)

OPERATION
OPERATION - PCM
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, power
steering pump pressure, 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:
• ABS module (if equipped)
• A/C request (if equipped with factory A/C)
• A/C select (if equipped with factory A/C)
• A/C pressure transducer
• Auto shutdown (ASD) sense
• Battery temperature sensor
• Battery voltage
• Brake switch
• J1850 bus (+) circuits
• J1850 bus (-) circuits
• Camshaft position sensor signal
• Crankshaft position sensor
• Data link connection for DRB scan tool
• EATX module (if equipped)
• Engine coolant temperature sensor
• Fuel level (through J1850 circuitry)
• Generator (battery voltage) output
• Ignition circuit sense (ignition switch in on/off/
crank/run position)

•
•
•
•
•
•
•
•
•
•
•
•
•
•
•

Intake manifold air temperature sensor
Knock sensors (2 on 3.7L engine)
Leak detection pump (switch) sense (if equipped)
Manifold absolute pressure (MAP) sensor
Oil pressure
Oxygen sensors
Park/neutral switch (auto. trans. only)
Power ground
Power steering pressure switch (if equipped)
Sensor return
Signal ground
Speed control multiplexed single wire input
Throttle position sensor
Transfer case switch (4WD range position)
Vehicle speed signal

NOTE: PCM Outputs:
• A/C clutch relay
• Auto shutdown (ASD) relay
• J1850 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 (+)
• Idle air control (IAC) motor
• Ignition coil(s)
• Leak detection pump (if equipped)
• Malfunction indicator lamp (Check engine lamp).
Driven through J1850 circuits.
• Oxygen sensor heater relays
• Oxygen sensors (pulse width modulated)
• Radiator cooling fan relay (pulse width modulated)
• Speed control vacuum solenoid
• Speed control vent solenoid
• Tachometer (if equipped). Driven through J1850
circuits.
• Transmission convertor clutch circuit. Driven
through J1850 circuits.

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.

8E - 12

ELECTRONIC CONTROL MODULES

POWERTRAIN CONTROL MODULE (Continued)
• 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 (certain automatic transmissions).

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
attached to the dash panel (Fig. 6).
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 at battery.
(2) Remove cover over electrical connectors. Cover
snaps onto PCM.
(3) Carefully unplug the three 32–way connectors
(four 38–way connectors if equipped with NGC) from
PCM (Fig. 7).
(4) Remove three PCM mounting bolts (Fig. 7) and
remove PCM from vehicle.

Fig. 6 PCM LOCATION
1 - COWL GRILL
2 - PCM
3 - COWL (RIGHT-REAR)

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 3 mounting bolts to vehicle.

Fig. 7 PCM REMOVAL / INSTALLATION
1 - THREE 32-WAY CONNECTORS WITH JTEC (FOUR 38-WAY
CONNECTORS WITH NGC)
2 - PCM MOUNTING BRACKET
3 - PCM
4 - PCM MOUNTING SCREWS (3)

ELECTRONIC CONTROL MODULES

8E - 13

POWERTRAIN CONTROL MODULE (Continued)
(2) Tighten bolts. Refer to torque specifications.
(3) Check pin connectors in the PCM and the three
32–way connectors (four 38–way connectors if
equipped with NGC) for corrosion or damage. Also,
the pin heights in connectors should all be same.
Repair as necessary before installing connectors.
(4) Install three 32–way connectors (four 38–way
connectors if equipped with NGC).
(5) Install cover over electrical connectors. Cover
snaps onto PCM.
(6) Install negative battery cable.
(7) Use the DRB scan tool to reprogram new PCM
with vehicles original Vehicle Identification Number
(VIN) and original vehicle mileage.

SENTRY KEY IMMOBILIZER
MODULE
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) contains a Radio Frequency (RF) transceiver and a central processing unit, which includes the Sentry Key
Immobilizer System (SKIS) program logic. The SKIS
programming enables the SKIM to program and
retain in memory the codes of at least two, but no
more than eight electronically coded Sentry Key
transponders. The SKIS programming also enables
the SKIM to communicate over the Programmable
Communication Interface (PCI) bus network with the
Powertrain Control Module (PCM), and/or the
DRBIIIt scan tool.

OPERATION
The SKIM transmits and receives RF signals
through a tuned antenna enclosed within a molded
plastic ring that is integral to the SKIM housing.
When the SKIM is properly installed on the steering
column, the antenna ring is oriented around the ignition lock cylinder housing. This antenna ring must be
located within eight millimeters (0.31 inches) of the
Sentry Key in order to ensure proper RF communication between the SKIM and the Sentry Key transponder.
For added system security, each SKIM is programmed with a unique “Secret Key” code and a
security code. The SKIM keeps the “Secret Key” code
in memory. The SKIM also sends the “Secret Key”
code to each of the programmed Sentry Key transponders. The security code is used by the assembly
plant to access the SKIS for initialization, or by the
dealer technician to access the system for service.
The SKIM also stores in its memory the Vehicle
Identification Number (VIN), which it learns through
a PCI bus message from the PCM during initialization.

The SKIM and the PCM both use software that
includes a rolling code algorithm strategy, which
helps to reduce the possibility of unauthorized SKIS
disarming. The rolling code algorithm ensures security by preventing an override of the SKIS through
the unauthorized substitution of the SKIM or the
PCM. However, the use of this strategy also means
that replacement of either the SKIM or the PCM
units will require a system initialization procedure to
restore system operation.
When the ignition switch is turned to the ON or
START positions, the SKIM transmits an RF signal
to excite the Sentry Key transponder. The SKIM then
listens for a return RF signal from the transponder
of the Sentry Key that is inserted in the ignition lock
cylinder. If the SKIM receives an RF signal with
valid “Secret Key” and transponder identification
codes, the SKIM sends a “valid key” message to the
PCM over the PCI bus. If the SKIM receives an
invalid RF signal or no response, it sends “invalid
key” messages to the PCM. The PCM will enable or
disable engine operation based upon the status of the
SKIM messages.
The SKIM also sends messages to the Instrument
Cluster which controls the VTSS indicator LED. The
SKIM sends messages to the Instrument Cluster to
turn the LED on for about three seconds when the
ignition switch is turned to the ON position as a bulb
test. After completion of the bulb test, the SKIM
sends bus messages to keep the LED off for a duration of about one second. Then the SKIM sends messages to turn the LED on or off based upon the
results of the SKIS self-tests. If the VTSS indicator
LED comes on and stays on after the bulb test, it
indicates that the SKIM has detected a system malfunction and/or that the SKIS has become inoperative.
If the SKIM detects an invalid key when the ignition switch is turned to the ON position, it sends
messages to flash the VTSS indicator LED. The
SKIM can also send messages to flash the LED as an
indication to the customer that the SKIS has been
placed in it’s “Customer Learn” programming mode.
See Sentry Key Immobilizer System Transponder
Programming in this section for more information on
the “Customer Learn” programming mode.
For diagnosis or initialization of the SKIM and the
PCM, a DRBIIIt scan tool and the proper Powertrain
Diagnostic Procedures manual are required. The
SKIM cannot be repaired and, if faulty or damaged,
the unit must be replaced.

8E - 14

ELECTRONIC CONTROL MODULES

SENTRY KEY IMMOBILIZER MODULE (Continued)

STANDARD PROCEDURE - PCM/SKIM
PROGRAMMING
NOTE: There are two procedures for transfering the
secret key to the SKIM:
• When ONLY the SKIM module is replaced, the
secret key is transfered from the PCM to the SKIM.
The ORGINAL KEYS may then be programmed to
the SKIM.
• When ONLY the PCM is replaced, then the
secret key is transfered from the SKIM to the PCM.
The ORGINAL KEYS may be used.
• When BOTH the SKIM and the PCM are
replaced the secret key is transferred from the
SKIM to the PCM, and NEW KEYS must be programmed.
NOTE: Before replacing the Powertrain Control
Module (PCM) for a failed driver, control circuit, or
ground circuit, be sure to check the related component/circuit integrity for failures not detected due to
a double fault in the circuit. Most PCM driver/control circuit failures are caused by internal component failures (i.e. relay and solenoids) and shorted
circuits (i.e. pull-ups, drivers and switched circuits).
These failures are difficult to detect when a double
fault has occurred and only one Diagnostic Trouble
Code (DTC) has set.
When a PCM (SBEC) and the Sentry Key Immobilizer Module (SKIM) are replaced at the same time
perform the following steps in order:
(1) Program the new PCM (SBEC).
(2) Program the new SKIM.
(3) Replace all ignition keys and program them to
the new SKIM.

PROGRAMMING THE PCM (SBEC)
The Sentry Key Immobilizer System (SKIS) Secret
Key is an ID code that is unique to each SKIM. This
code is programmed and stored in the SKIM, PCM
and transponder chip (ignition keys). When replacing
the PCM it is necessary to program the secret key
into the new PCM using the DRBIIIt scan tool. Perform the following steps to program the secret key
into the PCM.
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRBIIIt scan tool and select THEFT
ALARM, SKIM then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE).
(4) Enter secured access mode by entering the
vehicle four-digit PIN.
(5) Select ENTER to update PCM VIN.

NOTE: If three attempts are made to enter secure
access mode using an incorrect PIN, secured
access mode will be locked out for one hour. To
exit this lockout mode, turn the ignition to the RUN
position for one hour then enter the correct PIN.
(Ensure all accessories are turned OFF. Also monitor the battery state and connect a battery charger
if necessary).
(6) Press ENTER to transfer the secret key (the
SKIM will send the secret key to the PCM).
(7) Press Page Back to get to the Select System
menu and select ENGINE, MISCELLANEOUS, and
SRI MEMORY CHECK.
(8) The DRBIIIt scan tool will ask, Is odometer
reading between XX and XX? Select the YES or NO
button on the DRB IIIt scan tool. If NO is selected,
the DRBIIIt scan tool will read, Enter odometer
Reading. Enter the odometer
reading from the instrument cluster and press
ENTER.

PROGRAMMING THE SKIM
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRBIIIt scan tool and select THEFT
ALARM, SKIM then MISCELLANEOUS.
(3) Select SKIM REPLACED (GAS ENGINE).
(4) Program the vehicle four-digit PIN into SKIM.
(5) Select COUNTRY CODE and enter the correct
country.
NOTE: Be sure to enter the correct country code. If
the incorrect country code is programmed into the
SKIM, the SKIM must be replaced.
(6) Select YES to update the VIN (the SKIM will
learn the VIN from the PCM).
(7) Press ENTER to transfer the secret key (the
PCM will send the secret key information to the
SKIM).
(8) Program ignition keys to the SKIM.
NOTE: If the PCM and the SKIM are replaced at the
same time, all vehicle keys will need to be replaced
and programmed to the new SKIM.

PROGRAMMING IGNITION KEYS TO THE SKIM
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRBIIIt scan tool and select THEFT
ALARM, SKIM then MISCELLANEOUS.
(3) Select PROGRAM IGNITION KEY’S.
(4) Enter secured access mode by entering the
vehicle four-digit PIN.

ELECTRONIC CONTROL MODULES

8E - 15

SENTRY KEY IMMOBILIZER MODULE (Continued)
NOTE: A maximum of eight keys can be learned to
each SKIM. Once a key is learned to a SKIM, it (the
key) cannot be transferred to another vehicle.
(5) If ignition key programming is unsuccessful,
the DRBIIIt scan tool will display one of the following messages:
(a) Programming Not Attempted - The DRBIIIt
scan tool attempts to read the programmed key
status and there are no keys programmed into
SKIM memory.
(b) Programming Key Failed (Possible Used Key
From Wrong Vehicle) - SKIM is unable to program
key due to one of the following:
• Faulty ignition key transponder.
• Ignition key is programmed to another vehicle.
(c) 8 Keys Already Learned, Programming Not
Done - SKIM transponder ID memory is full.
(6) Obtain ignition keys to be programmed from
customer (8 keys maximum).
(7) Using the DRBIIIt scan tool, erase all ignition
keys by selecting MISCELLANEOUS and ERASE
ALL CURRENT IGN. KEYS.
(8) Program all ignition keys.
Learned Key In Ignition - Ignition key transponder
ID is currently programmed in SKIM memory.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Shroud,
Removal.
(3) Disconnect the steering column wire harness
connector from the Sentry Key Immobilizer Module
(SKIM)
(4) Remove the screw securing the SKIM module
to the steering column (Fig. 8).
(5) Release the SKIM antenna ring retaining clips
from around the ignition switch lock cylinder housing
and remove the SKIM.

INSTALLATION
NOTE: If the SKIM is replaced with a new unit, a
DRBIIIT scan tool MUST be used to initialize the
new SKIM and to program at least two Sentry Key
transponders. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY - STANDARD PROCEDURE).
(1) Slide the SKIM antenna ring around the ignition switch lock cylinder housing and clip in place
(Fig. 8).
(2) Install the retaining screw.
(3) Connect the steering column wire harness connector to the Sentry Key Immobilizer Module
(SKIM).

Fig. 8 SENTRY KEY IMMOBILIZER MODULE (SKIM)
1
2
3
4

SENTRY KEY IMMOBILIZER MODULE (SKIM)
STEERING COLUMN
SCREW
WIRING HARNES

(4) Install the steering column upper and lower
shrouds. Refer to Steering, Column, Shroud, Installation.
(5) Connect the battery negative cable.

TRANSFER CASE CONTROL
MODULE
DESCRIPTION
The Transfer Case Control Module (TCCM) (Fig. 9)
is a microprocessor-based assembly, controlling the
4X4 transfer case shift functions via the actuation of
a shift motor and utilizing the feedback of a mode
sensor assembly. Communication is via the PCI serial
bus. Inputs include user selectable 4X4 modes that
include 2WD, 4HI, 4LO, and Neutral. The logic and
driver circuitry is contained in a molded plastic housing with an embedded heat-sink and is located
behind the left side of the lower instrument panel.

OPERATION
The Transfer Case Control Module (TCCM) utilizes
the input from the transfer case mounted mode sensor, the instrument panel mounted selector switch,
and the following information from the vehicle’s PCI
serial bus to determine if a shift is allowed.
• Engine RPM and Vehicle Speed

8E - 16

ELECTRONIC CONTROL MODULES

TRANSFER CASE CONTROL MODULE (Continued)
module must receive one ignition message that
denotes that the ignition is in the RUN position.
• Sleep Mode will be entered, from the Reduced
Power Mode, when no PCI traffic has been sensed for
20 ±1 seconds. If during Sleep Mode the module
detects PCI bus traffic, it will revert to the Reduced
Power mode while monitoring for ignition messages.
It will remain in this state as long as there is traffic
other than run or start messages, and will return to
Sleep mode if the bus goes without traffic for 20 ±1
seconds.

SHIFT REQUIREMENTS

Fig. 9 Transfer Case Control Module (TCCM)
Location
1 - INSTRUMENT PANEL
2 - TRANSFER CASE CONTROL MODULE (TCCM)
3 - TRANSFER CASE SELECTOR SWITCH

• Diagnostic Requests
• Manual Transmission and Brake Applied
• PRNDL
• Ignition Status
• ABS Messages
Once the TCCM determines that a requested shift
is allowed, it actuates the bi-directional shift motor
as necessary to achieve the desired transfer case
operating mode. The TCCM also monitors the mode
sensor while controlling the shift motor to determine
the status of the shift attempt.
Several items can cause the requested shift not to
be completed. If the TCCM has recognized a fault
(DTC) of some variety, it will begin operation in one
of four Functionality Levels. These levels are:
• Level Zero - Normal Operation.
• Level One - Only Mode Shifts Are Allowed.
• Level Two - Only Mode Shifts and Shifts Into
LOW Are Allowed (No Neutral Shifts Are Allowed).
• Level Three - No Shifts Are Allowed
The TCCM can also be operating in one of three
possible power modes. These power modes are:
• Full Power Mode is the normal operational
mode of the module. This mode is achieved by normal
PCI bus traffic being present and the ignition being
in the RUN position.
• Reduced Power Mode will be entered when
the ignition has been powered off. In this state, the
module will shut down power supplied to external
devices, and to electronic interface inputs and outputs. From this state the module can enter either
Sleep Mode or Full Power Mode. To enter this mode,
the module must receive an ignition message denoting that the ignition is off, or not receive any messages for 5 ±0.5 seconds. To exit this mode, the

If the TCCM is in full power mode and at functionality level zero, it uses the following criteria to determine if a shift is allowed.
If any of the driver controllable conditions are not
met once the shift request is recognized, the TCCM
will solidly illuminate the source position’s LED and
flash the desired position’s LED for all shifts except
NEUTRAL. The NEUTRAL shift LED strategy will
be discussed later.
Mode shifts will be allowed regardless of transmission gear or vehicle speed, whenever the following
conditions are met:
• Front and rear wheel speed are within 21 km/hr
(13 mph).
• A change in the Selector switch state indicates
that a mode shift has been requested.
• A valid mode sensor signal is being sensed by
the TCCM.
• Proper transmit/receive messages are occurring
on the PCI bus.
• Ignition key switch is in the RUN position.
Range shifts will be allowed only if all of the following conditions are met:
• Front and rear wheel speed are within 21 km/hr
(13 mph).
• A change in the Selector Switch state indicating
a range shift has been requested.
• Transmission in NEUTRAL signal must be recognized for at least 1.5 seconds ±100 msec. (Automatic transmissions only)
• Proper transmit/receive messages are occurring
on the PCI bus.
• Clutch signal is recognized for 500 msec ± 50
msec (Manual transmissions only).
• Vehicle speed is less than or equal to 4.8 km/hr
(3 miles per hour).
• Ignition key switch is in the RUN position.
• A valid mode sensor signal is being sensed by
the TCCM.
A shift into transfer case Neutral will be
allowed only if all of the following conditions are met:
• Front and rear wheel speed are within 21 km/hr
(13 mph).

ELECTRONIC CONTROL MODULES

8E - 17

TRANSFER CASE CONTROL MODULE (Continued)
• The recessed Neutral Selection switch has been
depressed continuously for 4.0 seconds ±100 msec
while all shift conditions have been continuously met.
• Transmission in NEUTRAL signal recognized
from the bus. (Automatic transmissions only)
• Clutch signal is recognized from the bus (Manual transmissions only).
• Proper message transmissions/receptions are
occurring on the PCI bus.
• Vehicle speed is less than or equal to 4.8 km/hr
(3 miles per hour).
• Ignition key switch is in the RUN position,
engine off.
• Foot Brake is applied.
• A valid mode sensor signal is being sensed by
the TCCM.
A shift out of transfer case Neutral will be
allowed only if all of the following conditions are met:
• Front and rear wheel speed are within 21 km/hr
(13 mph).
• The recessed Neutral Selection switch has been
depressed continuously for 1.0 seconds ±100 msec
while all shift conditions have been continuously met.
• Transmission in NEUTRAL signal recognized
from the bus.(Automatic transmissions only)
• Clutch signal is recognized from the bus (Manual transmissions only).
• Proper message transmissions/receptions are
occurring on the PCI bus.
• Vehicle speed is less than or equal to 4.8 km/hr
(3 miles per hour).
• Ignition key switch is in the RUN position.
• Foot Brake is applied.
• A valid mode sensor signal is being sensed by
the TCCM.

SHIFT SEQUENCES
Once all the driver controllable conditions for the
requested shift have been met, the TCCM begins a
shift timer with a maximum duration of 1 second per
’D’ channel transition. If the shift timer expires
before the TCCM recognizes to correct mode sensor
code, the shift is considered to have been blocked.
The blocked shift will increment the blocked shift
counter by one. The TCCM strategy for handling
blocked shifts will be described later. The process the
TCCM performs for the various shifts will be
described first.
RANGE AND MODE SHIFTS
The process for performing all the range and mode
shifts are the same. The following steps describe the
process.
• Allow time for Selector Switch debounce; 250
msec ±50 msec.

• Extinguish the source gear’s LED while flashing
desired transfer case position’s LED.
• Engage the shift motor for a maximum of 1 second ±100 msec per ’D’ channel transition in the destination gear’s direction while monitoring the mode
sensor channel transitions.
• Disengage the shift motor when the correct
mode sensor code is recognized.
• Solidly illuminate the selected gear’s LED.
• Transmit a bus message that the transfer case
shift is complete.
• If the desired mode sensor code is not received
after the shift timer expires (ie. a blocked or other
condition exists), stop driving the motor and wait for
200 msec ±50 msec. The shift motor is then reversed
in the direction back toward the source gear for up to
1.0 seconds ±100 msec. per ’D’ channel. The TCCM
waits for 2.0 seconds ±50 msec. and repeats the
attempt to shift to the desired position.
The exception to the preceding sequence is when a
shift from 4L to 2WD/AWD is requested. If 2WD/
AWD is requested from the 4L position, the transfer
case is first driven to the 4H position. If the 4H position is reached, the transfer case is then driven back
to the 2WD/AWD position and the shift is considered
complete. If the transfer case does not reach any the
4H position, but is in the 2WD/AWD ’D’ channel, or
the 2WD/AWD between gear position on the 4H side
of 2WD/AWD, the shift is also considered complete.
SHIFT OUT OF NEUTRAL
• Extinguish the Neutral LED.
• Engage the shift motor for a maximum of 1 second ±100 msec toward the transfer case 4H mode
position while monitoring the mode sensor channel
transitions.
• Disengage the shift motor when the correct
mode sensor code is recognized.
• Extinguish the Neutral LED.
• Transmit a bus message that the transfer case
shift is complete.
• If the desired mode sensor code is not received
after the shift timer expires (ie. a blocked or other
condition exists), stop driving the motor and wait for
200 msec ±50 msec. The shift motor is then reversed
in the direction back toward the source gear for up to
1.0 seconds 100 msec. The TCCM waits for 2.0 seconds ±50 msec. and repeats the attempt to shift to
the desired position.
• When the Neutral button is released, if the 4H
position is the desired position, the shift is complete.
Illuminate the 4H LED.
• Otherwise when the Neutral button is released,
if all of the shift requirements are being met then
engage the shift motor towards the desired position
for 1 second ±100 msec per ’D’ channel. (if require-

8E - 18

ELECTRONIC CONTROL MODULES

TRANSFER CASE CONTROL MODULE (Continued)
ments for shifting are not met, illuminate the 4H
LED and flash the destination LED as an indication
to the driver that all of the driver controllable shift
conditions are not being met). If this requires
another range or mode shift, begin the range/mode
shift process.
• If the desired mode sensor code is not received
after the shift timer expires (i.e. a blocked or other
condition exists), refer to the section on Blocked Shift
Strategy.

BLOCKED SHIFT STRATEGY
When a shift is commanded, the shift motor will be
driven towards its destination position, except in the
case of shifting out of Neutral if 4L was selected (the
transfer case will shift to the 4H position first, before
proceeding to 4L). If the shift is blocked on the way
to the destination, the TCCM may attempt to drive
the motor back to the original position. This process
will be allowed to occur 5 times. If the transfer case
has reached a non-NEUTRAL ’D’ channel during the
shift re-attempts, the LED for the achieved gear position is illuminated and the shift attempts are
stopped. To re-attempt the desired shift, the selector
switch will need to be rotated to the current position
until the switch debounce timer expires then a shift
will need to be requested again.
At the end of the 5th blocked attempt, the shift
motor is driven towards the last known ’D’ channel
position. If this motor drive allows the transfer case
to reach the 2WD/AWD ’D’ channel, or the 2WD/AWD
between gear position on the 4H side of 2WD/AWD,
the shift is considered complete and the shift
attempts are ended.
If the mode sensor is in the NEUTRAL region at
the expiration of the shift timer, the TCCM will continue to make the shift attempts according to the
blocked shift strategy independent of whether or not
the driver controlled conditions are met.
For shifts from NEUTRAL, if all 5 attempts fail to
reach the desired position (which by default is 4H),
the motor will be driven to stall in the direction of
4H or 4L, depending on the achieved position. If the
transfer case has reached the 2WD/AWD or 4L
between gear position nearest the NEUTRAL positions and the shift conditions are no longer being
met, the transfer case will be driven toward the corresponding ’D’ channel. Otherwise, the transfer case
will be driven in the direction opposite the last
attempt with the desired target being 4H or 4L.
If the transfer case reaches the 2WD/AWD ’D’
channel when being driven in the 4H direction, then
one final 1.0 second drive toward 4H is attempted. If
the transfer case then reaches any of the 4H positions, the shift is considered complete and the 4H
LED is illuminated. If the transfer case is still the

2WD/AWD position, the shift is considered complete
and the 2WD/AWD LED is illuminated.
NOTE: If after the 5th blocked shift and reversal
attempt, if the transfer case position is in the NEUTRAL region, shift attempts will continue until a
non-NEUTRAL ’D’ channel is reached.

SHIFT REVERSAL TARGETS
If the shift timer expires (1 second per ’D’ channel)
and the transfer case has not reached the desired
position, all shifts will attempt to return to their
original position with the exceptions of:
• If the intended shift is going to the High rail
from Low and can’t make it, but it can make the
2WD/AWD position, the motor stops at that position.
The TCCM will not attempt to cross back over NEUTRAL if it does not have to. This means that there
was a block on the first attempt to go to 4H and the
transfer case has made it through NEUTRAL to a
known good position, then the motor will go back
only to the 2WD/4WD position and execute the
remainder of the attempts from there.
• For shifts out of NEUTRAL, any time a shift is
commanded out of NEUTRAL, the system needs to
get out. The TCCM should never go to NEUTRAL
unless the driver is commanding it and all required
conditions are being met

ENCODER DRIFT CORRECTION
Whenever a shift is completed, the TCCM stores
the position in memory as the transfer case’s
intended position. The TCCM continuously monitors
the mode sensor and if the mode sensor drifts toward
into a NEUTRAL region sensor position for 2.0 seconds, the TCCM will perform a motor drive to correct
the drift. The transfer case will be driven toward the
intended position for 1.0 seconds 100 msec. The
TCCM will wait for 2.0 seconds ±50 msec. and repeat
the attempt to shift to the desired position. This will
continue until the intended position is reached.

SHIFT MOTOR BRAKING
Two modes of shift motor braking are employed to
improve shift performance, static and dynamic. Static
shift motor braking is utilized under the following
conditions:
• Whenever the transfer case is in the 2WD/AWD
or 4L ’D’ channel position.
• Whenever an invalid mode sensor code is
present.
Static motor braking is achieved by applying +12V
on both shift motor wires.
NOTE: Static Shift Motor Braking is independent of
ignition key position.

ELECTRONIC CONTROL MODULES

8E - 19

TRANSFER CASE CONTROL MODULE (Continued)

SHIFT ATTEMPT LIMIT
To protect the transfer case system, the TCCM will
impose a limit on the number of shifts that can occur
over a calibrated time period. The system will monitor
the number of ’D’ channel segment transitions that
occur in any 30 second time period. If the number of
segment transitions is 30 or greater, the system will go
into a default mode. The default mode of operation for
shifting is that the number of allowed ’D’ channel transitions permitted to occur will be 3 over each 15 second
±100 msec calibrated window of time. After 5 minutes
±100 msec, the motor can be assumed to have cooled
down and the system will revert to normal operation.
The following rules also apply to the shift limit:
• The attempt limit will not prevent shifts coming
out of NEUTRAL, they will be allowed regardless of
the counter/timer.
• Any shift that is in progress when the counter
reaches a maximum count in time will be allowed to
complete before the default mode is entered. D-channel transitions during this period will not be counted
towards the default mode limit.
• A block, regardless of the direction, whether
towards destination or back towards reversal target
(shift timer expiring), will count as a value of 2 transitions towards the 30 segment transitions to go into
default mode as defined above. Current attempt limit
values are 30 transitions in 30 seconds and default
mode values are 3 transitions every 15 seconds for 5
minutes.

TRANSMISSION CONTROL
MODULE
DESCRIPTION
The Transmission Control Module (TCM) (Fig. 10)
may be sub-module within the Powertrain Control
Module (PCM) or a standalone module, depending on
the vehicle engine. The PCM, and TCM when
equipped, is located at the right rear of the engine
compartment, near the right inner fender.

OPERATION
The Transmission Control Module (TCM) controls
all electronic operations of the transmission. The
TCM receives information regarding vehicle operation from both direct and indirect inputs, and selects
the operational mode of the transmission. Direct
inputs are hardwired to, and used specifically by the
TCM. Indirect inputs are shared with the TCM via
the vehicle communication bus.
Some examples of direct inputs to the TCM are:
• Battery (B+) voltage
• Ignition “ON” voltage
• Transmission Control Relay (Switched B+)

Fig. 10 PCM/TCM Location
1 - RIGHT FENDER
2 - TRANSMISSION CONTROL MODULE
3 - POWERTRAIN CONTROL MODULE

• Throttle Position Sensor
• Crankshaft Position Sensor
• Transmission Range Sensor
• Pressure Switches
• Transmission Temperature Sensor
• Input Shaft Speed Sensor
• Output Shaft Speed Sensor
• Line Pressure Sensor
Some examples of indirect inputs to the TCM are:
• Engine/Body Identification
• Manifold Pressure
• Target Idle
• Torque Reduction Confirmation
• Engine Coolant Temperature
• Ambient/Battery Temperature
• DRBIIIt Scan Tool Communication
Based on the information received from these various inputs, the TCM determines the appropriate
shift schedule and shift points, depending on the
present operating conditions and driver demand.
This is possible through the control of various direct
and indirect outputs.
Some examples of TCM direct outputs are:
• Transmission Control Relay
• Solenoids
• Torque Reduction Request
Some examples of TCM indirect outputs are:
• Transmission Temperature (to PCM)
• PRNDL Position (to BCM)
In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibilities and functions:
• Storing and maintaining Clutch Volume Indexes
(CVI)
• Storing and selecting appropriate Shift Schedules
• System self-diagnostics
• Diagnostic capabilities (with DRBIIIt scan tool)

8E - 20

ELECTRONIC CONTROL MODULES

TRANSMISSION CONTROL MODULE (Continued)
NOTE: If the TCM has been replaced, the “Quick Learn
Procedure” must be performed. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE)

BATTERY FEED
A fused, direct battery feed to the TCM is used for
continuous power. This battery voltage is necessary
to retain memory in the TCM. When the battery (B+)
is disconnected, this memory is lost. When the battery (B+) is restored, this memory loss is detected by
the TCM and a Diagnostic Trouble Code (DTC) is set.

CLUTCH VOLUME INDEXES (CVI)
An important function of the TCM is to monitor
Clutch Volume Indexes (CVI). CVIs represent the volume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Output Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can determine transmission gear position. This is important to
the CVI calculation because the TCM determines
CVIs by monitoring how long it takes for a gear
change to occur (Fig. 11).
Gear ratios can be determined by using the
DRBIIIt Scan Tool and reading the Input/Output
Speed Sensor values in the “Monitors” display. Gear
ratio can be obtained by dividing the Input Speed
Sensor value by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the volume of fluid need to apply the element increases.
Certain mechanical problems within the input
clutch assembly can cause inadequate or out-of-range
element volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch volumes and when they are monitored/updated:

Fig. 11 Example of CVI Calculation
1
2
3
4
5
6
7
8

OUTPUT SPEED SENSOR
OUTPUT SHAFT
CLUTCH PACK
SEPARATOR PLATE
FRICTION DISCS
INPUT SHAFT
INPUT SPEED SENSOR
PISTON AND SEAL

CLUTCH VOLUMES
Clutch

When Updated

Proper Clutch
Volume

L/R

2-1 or 3-1
downshift

45 to 134

3-2 kickdown
shift

25 to 85

2-3 upshift

30 to 100

3-4 upshift

30 to 85

4-3 kickdown
shift

30 to 100

SHIFT SCHEDULES
As mentioned earlier, the TCM has programming that
allows it to select a variety of shift schedules. Shift
schedule selection is dependent on the following:
• Shift lever position
• Throttle position
• Engine load
• Fluid temperature
• Software level
As driving conditions change, the TCM appropriately adjusts the shift schedule. Refer to the following chart to determine the appropriate operation
expected, depending on driving conditions.

ELECTRONIC CONTROL MODULES

8E - 21

TRANSMISSION CONTROL MODULE (Continued)
Schedule

Condition

Expected Operation

Extreme Cold

Oil temperature below -16° F

-Park, Reverse, Neutral and 1st and
3rd gear only in D position, 2nd
gear only in Manual 2 or L
-No EMCC

Super Cold

Oil temperature between -12° F and
10° F

- Delayed 2-3 upshift
- Delayed 3-4 upshift
- Early 4-3 coastdown shift
- High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
-Shifts at high throttle openings willl
be early.
- No EMCC

Cold

Oil temperature between 10° F and
36° F

-Shift schedule is the same as
Super Cold except that the 2-3
upshifts are not delayed.

Warm

Oil temperature between 40° F and
80° F

- Normal operation (upshift,
kickdowns, and coastdowns)
- No EMCC

Hot

Oil temperature between 80° F and
240° F

- Normal operation (upshift,
kickdowns, and coastdowns)
- Normal EMCC operation

Overheat

Oil temperature above 240° F or
engine coolant temperature above
244° F

- Delayed 2-3 upshift
- Delayed 3-4 upshift
- 3rd gear FEMCC from 30-48 mph
- 3rd gear PEMCC above 35 mph
- Above 25 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made

STANDARD PROCEDURE
STANDARD PROCEDURE - TCM QUICK LEARN
The quick learn procedure requires the use of the
DRBt scan tool.
This program allows the electronic transmission
system to recalibrate itself. This will provide the
proper transmission operation. The quick learn procedure should be performed if any of the following
procedures are performed:
• Transmission Assembly Replacement
• Transmission Control Module Replacement
• Solenoid Pack Replacement
• Clutch Plate and/or Seal Replacement
• Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the following conditions must be met:
• The brakes must be applied
• The engine speed must be above 500 rpm
• The throttle angle (TPS) must be less than 3
degrees

• The shift lever position must stay in PARK until
prompted to shift to overdrive
• The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the DRBt
indicates the procedure is complete
• The calculated oil temperature must be above
60° and below 200°

STANDARD PROCEDURE - DRIVE LEARN
When a transmission is repaired and a Quick
Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive
Learn procedure can be performed to fine tune any
shifts which are particularly objectionable.
NOTE: It is not necessary to perform the complete
Drive Learn procedure every time the TCM is Quick
Learned. Perform only the portions which target the
objectionable shift.

8E - 22

ELECTRONIC CONTROL MODULES

TRANSMISSION CONTROL MODULE (Continued)

LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT
Perform this procedure only if the complaint is for
a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to
set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn
the 1st N-D UD CVI.
NOTE: The transmission oil temperature must be
between 80 - 110°F (27 - 43°C).
(1) Start the engine only when the engine and
ignition have been off for at least ten (10) minutes.
(2) With the vehicle at a stop and the service
brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD
CVI accounts for air entrapment in the UD clutch
that may occur after the engine has been off for a
period of time.
(3) Repeat Step 1 and Step 2 until the recorded 1st
N-D UD CVI value stabilizes.
NOTE: It is important that this procedure be performed when the transmission temperature is
between 80 - 110°F (27 - 43°C). If this procedure
takes too long to complete fully for the allowed
transmission oil temperature, the vehicle may be
returned to the customer with an explanation that
the shift will improve daily during normal vehicle
usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction
values) are not available for viewing on the DRBT
III.

LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE
SHIFT
Perform this procedure if the complaint is for a
delayed or harsh shift when the transmission is put
into gear after the vehicle has had its first shift. Use
the following steps to have the TCM learn the Norm
N-D UD CVI.
NOTE: The transmission oil temperature must be
between 80 - 110°F (27 - 43°C) to learn the UD CVI.
Additional learning occurs at temperatures as low
as 0°F and as high as 200°F. This procedure may be
performed at any temperature that experiences poor
shift quality. Although the UD CVI may not change,
shift quality should improve.
(1) Start the vehicle engine and shift to drive.
(2) Move the vehicle forward to a speed of at least
16 km/h (10 MPH) and come to a stop. This ensures
no air is present in the UD hydraulic circuit.
(3) Perform repeated N-D shifts at a stop while
pausing in Neutral for at least 2-3 seconds and mon-

itor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift.
This is normal since the UD value is different for the
N-D shift then the normal value shown which is used
for 4-3 coastdown and kickdowns. Perform repeated
shifts in this temperature range until the Norm N-D
UD CVI value stabilizes and the N-D shifts become
smooth.

LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR
SHIFT TO REVERSE
Use the following steps to have the TCM learn the
1st 2-3 shift OD CVI.
NOTE: The transmission oil temperature must be
above 80°F (27°C).
(1) With the vehicle engine running, select reverse
gear for over 2 seconds.
(2) Shift the transmission to Drive and accelerate
the vehicle from a stop at a steady 15 degree throttle
opening and perform a 2-3 shift while noting the 1st
2-3 OD CVI.
(3) Repeat Step 1 and Step 2 until the 1st 2-3
upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.

LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT
NOTE: The transmission oil temperature must be
above 110°F (43°C).
Use the following steps to have the TCM learn the
OD and 4C CVI’s.
(1) Accelerate the vehicle from a stop at a steady
15 degree throttle opening and perform multiple 1-2,
2-3, and 3-4 upshifts. The 2nd 2-3 shift following a
restart or shift to reverse will be shown during the
shift as a value between the 1st 2-3 OD CVI and the
normal OD CVI. Updates to the normal OD CVI will
occur after the 2nd shift into 3rd gear, following a
restart or shift to reverse.
(2) Repeat Step 1 until the 2-3 and 3-4 shifts
become smooth and the OD and 4C CVI become stable.

LEARN A SMOOTH 4-3 COASTDOWN AND PART
THROTTLE 4-3 KICKDOWN
NOTE: The transmission oil temperature must be
above 110°F (43°C).
Use the following steps to have the TCM learn the
UD shift volume.
(1) At a vehicle speed between 64-97 km/h (40-60
MPH), perform repeated 4-3 kickdown shifts.

ELECTRONIC CONTROL MODULES

8E - 23

TRANSMISSION CONTROL MODULE (Continued)
(2) Repeat Step 1 until the UD volume becomes
somewhat stable and the shift becomes smooth.

LEARN A SMOOTH 1-2 UPSHIFT AND 3-2
KICKDOWN
Use the following steps to have the TCM learn the
2C shift volume.
NOTE: The transmission oil temperature must be
above 110°F (43°C).
(1) With a vehicle speed below 48 km/h (30 MPH)
and the transmission in 3rd gear, perform multiple
3-2 kickdowns.
(2) Repeat Step 1 until the 3-2 kickdowns become
smooth and the 2C CVI becomes stable.

LEARN A SMOOTH MANUAL 2-1 PULLDOWN
SHIFT AS WELL AS A NEUTRAL TO REVERSE
SHIFT
NOTE: The transmission oil temperature must be
above 110°F (43°C).
Use the following steps to have the TCM learn the
LR volume.
(1) With the vehicle speed around 40-48 km/h
(25-30 MPH) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle.
(2) Repeat Step 1 until the LR CVI becomes stable
and the manual 2-1 becomes smooth.

LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT
NOTE: The transmission oil temperature must be
above 110°F (43°C).
(1) With the vehicle at a stop, perform Neutral to
Reverse shifts until the shift is smooth. An unlearned
Neutral to Reverse shift may be harsh or exhibit a
double bump.
(2) If any of the shifts are still not smooth after
the clutch volume stabilizes, an internal transmission problem may be present.

LEARN A SMOOTH 4-5 UPSHIFT
NOTE: The transmission oil temperature must be
above 110°F (43°C).
Use the following steps to have the TCM learn the
Alt 2C CVI.
(1) Accelerate the vehicle through 88 km/h
(55mph) at a steady 10-15 degree throttle opening
and perform multiple 4-5 upshifts.
(2) Repeat Step 1 until the 4-5 shift become
smooth and theAlt 2C CVI become stable. There is a
separate 2C volume used and learned for 4-5 shifts,
2CA. It is independent of the 2C CVI learned on 3-2
kickdowns.

ENGINE SYSTEMS

8F - 1

ENGINE SYSTEMS
TABLE OF CONTENTS
page

page

BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

BATTERY SYSTEM
TABLE OF CONTENTS
page

page

BATTERY SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - BATTERY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 6
SPECIAL TOOLS
BATTERY SYSTEM 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 - OPEN-CIRCUIT
VOLTAGE TEST . . . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST . . . . . . . . . . . . . . . . . . . . . . . . . 11

STANDARD PROCEDURE - USING MICRO
420 BATTERY TESTER . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
BATTERY HOLDDOWN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
BATTERY CABLES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - BATTERY
CABLES
.........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
BATTERY TRAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .

BATTERY SYSTEM

• Battery - The storage battery provides a reliable means of storing a renewable source of electrical
energy within the vehicle.
• Battery Cables - 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.

DESCRIPTION
A single 12-volt battery is standard factory-installed equipment on gasoline engine equipped models. Diesel engine equipped vehicles utilize two
12-volt batteries connected in parallel. All of the components of the battery system are located within the
engine compartment of the vehicle. The battery system for this vehicle, covers the following related components, which are covered in further detail later in
this section of the service manual:

. . . 12
. . . 13
. . . 14
.
.
.
.

.
.
.
.

. 14
. 14
. 14
. 14

. . . 14
. . . 14
. . . 15
. . . 16
. . . 17
.
.
.
.

.
.
.
.

. 17
. 17
. 17
. 18

8F - 2

BATTERY SYSTEM

BATTERY SYSTEM (Continued)
For battery system maintenance schedules and
jump starting procedures, see the owner’s manual in
the vehicle glove box. Optionally, refer to the Lubrication and Maintenance section of this manual for
the proper battery jump starting procedure. While
battery charging can be considered a maintenance
procedure, the battery charging procedure and
related information are located later in this section of
the service manual. This was done because the battery must be fully-charged before any battery system
diagnosis or testing procedures can be performed.

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), a 12-volt test lamp and/or special service
tools 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. Always check the PCM for stored trouble
codes before returning the vehicle to service. Refer to
Charging System for the proper charging system test
procedures. Refer to Starting System for the proper
starting system test procedures.

MICRO 420 BATTERY TESTER
The Micro 420 automotive battery tester is
designed to help the dealership technician diagnose a
defective battery. Follow the instruction manual supplied with the tester to properly diagnose a battery.
If the instruction manual is not available, refer to
the standard procedure in this section, which
includes the directions for using the Micro 420 battery tester.

BATTERY SYSTEM

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. 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
Micro 420 battery 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 Micro 420 battery 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

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 Micro 420 battery
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. 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 Micro 420 battery
tester. Charge or replace the faulty battery, as
required.

ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnormal battery discharging:
1. A faulty or incorrect charging system component. Refer to Charging System for additional charging system diagnosis and testing procedures.
2. A faulty or incorrect battery. Use Micro 420 battery tester and refer to Battery System for additional
battery diagnosis and testing procedures.
3. A faulty circuit or component causing excessive
ignition-off draw.
4. Electrical loads that exceed the output of the
charging system. This can be due to equipment

installed after manufacture, or repeated short trip
use.
5. A faulty or incorrect starting system component.
Refer to Starting System for the proper starting system diagnosis and testing procedures.
6. Corroded or loose battery posts and/or terminal
clamps.
7. Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.

CLEANING
The following information details the recommended
cleaning procedures for the battery and related com-

BATTERY SYSTEM

8F - 5

BATTERY SYSTEM (Continued)
ponents. 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).

Fig. 2 Clean Battery - Typical
1 - CLEANING BRUSH
2 - WARM WATER AND BAKING SODA SOLUTION
3 - BATTERY

(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).

Fig. 1 Clean Battery Cable Terminal Clamp - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE

(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.
(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.

Fig. 3 Clean Battery Terminal Post - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE
3 - BATTERY

8F - 6

BATTERY SYSTEM

BATTERY SYSTEM (Continued)

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 (if equipped)
for tears, cracks, deformation or other damage.
Replace any battery thermal guard that has been
damaged.
(5) Inspect the battery built-in test indicator sight
glass (if equipped) for an indication of the battery
condition. If the battery is discharged, charge as
required. Refer to Standard Procedures for the
proper battery built-in indicator test procedures. Also
refer to Standard Procedures for the proper battery
charging procedures.

SPECIFICATIONS
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be

found on the original equipment battery label. Be
certain that a replacement battery has the correct
Group Size number, as well as CCA, and RC or AH
ratings that equal or exceed the original equipment
specification for the vehicle being serviced. Battery
sizes and ratings are discussed in more detail below.
• Group Size - The outside dimensions and terminal placement of the battery conform to standards
established by the Battery Council International
(BCI). Each battery is assigned a BCI Group Size
number to help identify a correctly-sized replacement.
• Cold Cranking Amperage - The Cold Cranking Amperage (CCA) rating specifies how much current (in amperes) the battery can deliver for thirty
seconds at -18° C (0° F). Terminal voltage must not
fall below 7.2 volts during or after the thirty second
discharge period. The CCA required is generally
higher as engine displacement increases, depending
also upon the starter current draw requirements.
• Reserve Capacity - The Reserve Capacity (RC)
rating specifies the time (in minutes) it takes for battery terminal voltage to fall below 10.5 volts, at a
discharge rate of 25 amperes. RC is determined with
the battery fully-charged at 26.7° C (80° F). This rating estimates how long the battery might last after a
charging system failure, under minimum electrical
load.
• Ampere-Hours - The Ampere-Hours (AH) rating specifies the current (in amperes) that a battery
can deliver steadily for twenty hours, with the voltage in the battery not falling below 10.5 volts. This
rating is also sometimes identified as the twentyhour discharge rating.

BATTERY CLASSIFICATIONS & RATINGS
Part Number

BCI Group Size
Classification

Cold Cranking
Amperage

Reserve
Capacity

Ampere Hours

Load Test
Amperage

56029449AB

600

120 Minutes

300

56029451AB

750

150 Minutes

375

56028450AA

600

120 Minutes

300

56028452AA

750

150 Minutes

375

56028452AB

700

130 Minutes

350

56029396AA

700

130 Minutes

350

56029382AA

700

130 Minutes

350

BATTERY SYSTEM

8F - 7

BATTERY SYSTEM (Continued)

SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS

Micro 420 Battery Tester

BATTERY
DESCRIPTION

Fig. 4 Low-Maintenance Battery - Typical
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - TEST INDICATOR (IF EQUIPPED)
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - GREEN BALL
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - LOW-MAINTENANCE BATTERY

A large capacity, low-maintenance storage battery
(Fig. 4) is standard factory-installed equipment on
this model. Models equipped with a diesel engine
must utilize two 12-volt batteries connected in parallel. 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
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.

DIAGNOSIS AND TESTING - BATTERY
The battery must be completely charged and the
terminals should be properly cleaned and inspected
before diagnostic procedures are performed. Refer to
Battery System Cleaning for the proper cleaning procedures, and Battery System Inspection for the
proper battery inspection procedures. Refer to Standard Procedures for the proper battery charging procedures.

8F - 8

BATTERY SYSTEM

BATTERY (Continued)

MICRO 420 BATTERY TESTER
The Micro 420 automotive battery tester is
designed to help the dealership technician diagnose
the cause of a defective battery. Follow the instruction manual supplied with the tester to properly
diagnose a battery. If the instruction manual is not
available, refer to the standard procedure in this section, which includes the directions for using the
Micro 420 battery tester.
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.
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. Always test battery
using the Micro 420 battery tester before attempting
to replace a battery under the manufactures warranty provisions.
NOTE: Completely discharged batteries may take
several hours to accept a charge. Refer to Standard
Procedures for the proper battery charging procedures.

STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY
CHARGING
Battery charging can be performed fast or slow, in
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.
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.
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 are
equipped with two 12-volt batteries, connected in
parallel (positive-to-positive and negative-to-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

BATTERY SYSTEM

8F - 9

BATTERY (Continued)
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 current 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.

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 manufac-

turer 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.
• 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.

8F - 10

BATTERY SYSTEM

BATTERY (Continued)
BATTERY CHARGING TIME TABLE
Charging
Amperage

5 Amps

Open Circuit
Voltage

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
If equipped, 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.

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.

Fig. 6 Built-In Indicator
1
2
3
4

SIGHT GLASS
BATTERY TOP
GREEN BALL
PLASTIC ROD

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
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

Fig. 7 Built-In Indicator Sight Glass Chart

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.

BATTERY SYSTEM

8F - 11

BATTERY (Continued)
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. 8).

Fig. 8 Testing Open-Circuit Voltage - Typical
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

12.0 volts

25%

12.2 volts

50%

12.4 volts

75%

12.6 volts or more

100%

STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
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 Integrated Power Module (IPM). This will
reduce battery discharging.
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

1 to 3
milliamperes

N/A

Audio Power
Amplifier

up to 1
milliampere

N/A

Powertrain Control
Module (PCM)

0.95 milliampere

N/A

8F - 12

BATTERY SYSTEM

BATTERY (Continued)
ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
Module

Time Out?
(If Yes, Interval And Wake-Up Input)

IOD

IOD After Time
Out

ElectroMechanical
Instrument Cluster
(EMIC)

0.44 milliampere

N/A

Combination Flasher

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 Integrated Power Module (IPM), 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 Integrated Power Module 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 low-amperage 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
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.

STANDARD PROCEDURE - USING MICRO 420
BATTERY TESTER

Fig. 9 MICRO 420 BATTERY TESTER
Always use the Micro 420 Instruction Manual that
was supplied with the tester as a reference. If the
Instruction Manual is not available the following procedure can be used:

BATTERY SYSTEM

8F - 13

BATTERY (Continued)
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
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 (Fig. 9) to the battery or
jumper posts, the red clamp to positive (+) and the
black clamp to negative (–).
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.

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.

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. 10).

(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.
(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.

Fig. 10 Removing Battery Cable Terminal Clamp
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 (Fig. 10).
(6) Remove the battery hold down retaining bolt.
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.

8F - 14

BATTERY SYSTEM

BATTERY (Continued)
(7) Remove the battery from the battery tray.

INSTALLATION
(1) Clean and inspect the battery.
(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.
(3) Position the battery hold down and install the
retaining bolt.
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.
(8) Obtain a DRB IIIt scan tool and check the
PCM for any stored battery disconnect trouble code,
if required.

BATTERY HOLDDOWN
DESCRIPTION
The battery hold down hardware includes a bolt
and a molded plastic hold down bracket which
meshes with the battery tray when properly
installed. The battery tray and hold down hardware
combine to form a very stable and secure battery
hold down assembly.

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 lubrication 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
(1) Loosen and remove the battery hold down
retaining bolt.
(2) Remove the battery hold down bracket from
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 bracket in the
battery tray. Be certain that the hold down bracket is
properly positioned in the battery tray before tightening the hold down hardware.
(3) Install and tighten the battery hold down
retaining bolt.

BATTERY CABLES
DESCRIPTION
The battery cables 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 for the location of the proper battery
cable wire gauge information.
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.
Most models feature a stamped brass clamping
type female battery terminal crimped onto one end of
the battery cable wire and then solder-dipped. A
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.

OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables

BATTERY SYSTEM

8F - 15

BATTERY CABLES (Continued)
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
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.

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.

• The battery is fully-charged and 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 Integrated Power Module
(IPM), in the engine compartment. See the fuse and
relay layout label on the underside of the IPM cover
for ASD relay identification and location.
(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. 11). 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 two 12v batteries, step #1 must be performed twice, once for
each battery.

VOLTAGE DROP TEST
WARNING: MODELS EQUIPPED WITH A DIESEL
ENGINE HAVE AN AUTOMATIC SHUTDOWN (ASD)
RELAY LOCATED IN THE POWER DISTRIBUTION
CENTER (PDC). REMOVAL OF THE ASD RELAY
MAY NOT PREVENT THE DIESEL ENGINE FROM
STARTING. BE CERTAIN TO DISCONNECT THE
FUEL SHUTDOWN SOLENOID WIRE HARNESS
CONNECTOR TO PREVENT THE ENGINE FROM
STARTING. 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:

Fig. 11 Test Battery Negative Connection
Resistance - Typical
1 - VOLTMETER
2 - 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. 12). Rotate and hold the ignition
switch in the Start position. Observe the voltmeter. If
voltage is detected, correct the poor connection

8F - 16

BATTERY SYSTEM

BATTERY CABLES (Continued)
between the battery positive cable terminal clamp
and the battery positive terminal post.
NOTE: If the vehicle is equipped with two 12v batteries, step #2 must be performed twice, once for
each battery.

Fig. 13 Test Battery Positive Cable Resistance Typical
1 - BATTERY
2 - VOLTMETER
3 - STARTER MOTOR

Fig. 12 Test Battery Positive Connection Resistance
- Typical
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. 13). 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.

Fig. 14 Test Ground Circuit
NOTE: If the vehicle is equipped with two 12v batteries, step #3 must be performed twice, once for
each battery.
(4) Connect the voltmeter to measure between the
battery negative cable terminal clamp and a good
clean ground on the engine block (Fig. 14). 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 two 12v batteries, step #4 must be performed twice, once for
each battery.

1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND

REMOVAL
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Disconnect and isolate the remote battery negative cable terminal.
(3) Remove the battery from the vehicle. Refer to
the procedure in this group.
(4) One at a time, trace the battery cable retaining
pushpins, fasteners and routing clips until the cable
is free from the vehicle.
(5) Remove the battery cable from the engine compartment.

BATTERY SYSTEM

8F - 17

BATTERY CABLES (Continued)

INSTALLATION

OPERATION

(1) Position the battery cable in the engine compartment.
(2) One at a time, install the battery cable retaining pushpins, fasteners and routing clips until the
cable is installed exactly where it was in the vehicle.
Refer to Wiring for illustrations.
(3) Install the battery in the vehicle. Refer to the
procedure in this group.
(4) Connect the battery negative cable terminal.

The battery tray and the battery hold down hardware combine to secure and stabilize the battery in
the engine compartment, which prevents battery
movement during even the most extreme vehicle
operation. Unrestrained battery movement during
vehicle operation could result in damage to the vehicle, the battery, or both.

BATTERY TRAY
DESCRIPTION

REMOVAL
LEFT SIDE
(1) Remove the battery from the battery tray
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(2) Remove the integrated power module (Refer to
8 - ELECTRICAL/POWER DISTRIBUTION/INTELLIGENT POWER MODULE - REMOVAL).
(3) Disconnect the wire harness retainers from the
battery tray assembly.
(4) Remove the anti-lock brake controller (if
equipped) retaining bolts and support the brake controller with mechanics wire. It is not necessary to
completely remove the anti-lock brake control unit.
(5) Remove the left front wheelhouse splash shield(Refer to 23 - BODY/EXTERIOR/LF WHEELHOUSE SPLASH SHIELD - REMOVAL).

Fig. 15 DR Battery Tray
1
2
3
4

- BATTERY TRAY ASSEMBLY
- BATTERY TEMPERATURE SENSOR
- ANTI-LOCK BRAKE CONTROLLER MOUNTING LOCATION
- INTEGRATED POWER MODULE MOUNTING SANCTION

The molded plastic tray battery tray is located in
the left front corner of the engine compartment. On
this model, the battery tray also provides an anchor
point for the anti-lock brake controller, cruise control
servo (if equipped) and the integrated power module
(Fig. 15). The battery hold down hardware is contained within the battery tray. A hole in the bottom
of the battery tray is fitted with a battery temperature sensor. Refer to Charging System for more information on the battery temperature sensor.

Fig. 16 Lower Battery Tray Retaining Bolts
1 - BATTERY TRAY ASSEMBLY
2 - BATTERY TRAY RETAINING BOLTS
3 - CRUISE CONTROL SERVO

8F - 18

BATTERY SYSTEM

BATTERY TRAY (Continued)
(6) Mark the location of the cruise servo (if
equipped) and remove the retaining screws. Position
the servo out of the way.
(7) Remove the battery temperature sensor from
the battery tray (Refer to 8 - ELECTRICAL/CHARGING/BATTERY
TEMPERATURE
SENSOR
REMOVAL).
(8) Disconnect the purge solenoid from its mounting bracket.
(9) Disconnect the left front fender ground wire.
(10) Remove the remaining battery tray retaining
bolts (Fig. 16).
(11) Remove the battery tray from the vehicle.

RIGHT SIDE
(1) Remove the battery from the battery tray
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(2) Remove the right front wheelhouse splash
shield.
(3) Disconnect the right front fender ground wire.
(4) Remove fasteners from grid heater relay
bracket.
(5) Remove air box.
(6) Remove the remaining battery tray retaining
bolts (Fig. 17).
(7) Remove the battery tray from the vehicle.

INSTALLATION
LEFT SIDE
(1) Position the battery tray assembly and install
the retaining bolts.
(2) Connect the left front fender ground wire.
(3) Install the purge solenoid on its mounting
bracket.
(4) Install the battery temperature sensor in the
battery tray (Refer to 8 - ELECTRICAL/CHARGING/
BATTERY TEMPERATURE SENSOR - INSTALLATION).
(5) Install the cruise servo (if equipped) and
retaining screws.

Fig. 17 RIGHT SIDE BATTERY TRAY
(6) Install the left front wheelhouse splash shield
(Refer to 23 - BODY/EXTERIOR/LF WHEELHOUSE
SPLASH SHIELD - INSTALLATION).
(7) Install the anti-lock brake controller (if
equipped).
(8) Connect the wire harness retainers on the battery tray assembly.
(9) Install the integrated power module (Refer to 8
- ELECTRICAL/POWER DISTRIBUTION/INTELLIGENT POWER MODULE - INSTALLATION).
(10) Install the battery (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - INSTALLATION).

RIGHT SIDE
(1) Position the battery tray assembly and install
the retaining bolts.
(2) Connect the right front fender ground wire.
(3) Install the air box.
(4) Install the grid heater relay bracket.
(5) Install the right front wheelhouse splash
shield.
(6) Install the battery (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM/BATTERY - INSTALLATION).

CHARGING

8F - 19

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 . . . . . . . . . . . . . . . . . . . . . . . .

. 19
. 19
. 19
. 20
. 20
. 21

CHARGING
DESCRIPTION
The charging system consists of:
• Generator
• Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM). Electronic Control Module (ECM) for diesel engines.
• 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 (ECM Diesel). This voltage
is connected through the PCM (ECM Diesel) 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 (ECM Diesel). 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 (ECM
Diesel) to vary the battery charging rate. This is

page
OPERATION . . . . . . .
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
GENERATOR
DESCRIPTION . . . . .
OPERATION . . . . . . .
REMOVAL . . . . . . . . .
INSTALLATION . . . . .
VOLTAGE REGULATOR
DESCRIPTION . . . . .
OPERATION . . . . . . .

. . . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . . 21
.
.
.
.

.
.
.
.

. 22
. 22
. 22
. 25

. . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . 27

done by cycling the 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
(ECM Diesel). Each monitored circuit is assigned a
Diagnostic Trouble Code (DTC). The PCM will store a
DTC in electronic memory for certain failures it
detects.
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 - 20

CHARGING

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 PCM (Powertrain Control Module), or ECM
(Diesel) 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

DENSO

56029700AA

136

3.7L / 4.7L

DENSO

56029701AA

136

5.9L Gas

BOSCH

56041120AC

136

3.7L / 4.7L

BOSCH

56028238AB

136

5.9L Gas

DENSO

56028560AA

136

8.0L

DENSO

56028696AA

136

5.7L Gas/5.9L Diesel

BOSCH

56028699AA

136

5.7L Gas/5.9L Diesel

SPECIFICATIONS - TORQUE - GENERATOR /
CHARGING SYSTEM
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Generator Mounting Bolts - 5.7L

Generator Support Bracket
Bolt/Nuts - 5.7L

Generator Mounting Bolts - 8.0L

Generator Upper Mounting Bolt 5.9L Diesel Engine

Generator Upper Mounting Bolt 5.9L Gas Engine

CHARGING

8F - 21

CHARGING (Continued)
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Generator Lower Pivot Bolt / Nut 5.9L Gas Engine

Generator Vertical Mounting Bolt 3.7L / 4.7L Engines

Generator (long) Horizontal
Mounting Bolt - 3.7L / 4.7L Engines

Generator (short) Horizontal
Mounting Bolt - 3.7L / 4.7L Engines

Generator B+ Output Cable
Terminal Nut

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 (ECM Diesel) 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 and is attached (snapped into) a
mounting hole on battery tray (Fig. 1).
(1) Remove battery. Refer to 8, Battery for procedures.
(2) Pry sensor straight up from battery tray
mounting hole to gain access to electrical connector
(Fig. 1).
(3) Disconnect sensor from engine wire harness
electrical connector.

Fig. 1 BATTERY TEMPERATURE SENSOR
LOCATION
1
2
3
4

BATTERY TEMP. SENSOR
BATTERY
SENSOR ELEC. CONNECT.
BATTERY TRAY

INSTALLATION
The battery temperature sensor is located under
the vehicle battery and is attached (snapped into) a
mounting hole on battery tray.
(1) Pull electrical connector up through mounting
hole in top of battery tray.
(2) Connect sensor.
(3) Snap sensor into battery tray.
(4) Install battery. Refer to 8, Battery for procedures.

8F - 22

CHARGING

GENERATOR
DESCRIPTION

(7) Remove 2 front horizontal generator mounting
bolts (Fig. 3).
(8) Remove generator from vehicle.

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.

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 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 GENERATOR CONNECTORS - 3.7L / 4.7L
1
2
3
4

GENERATOR
B+ NUT
PLASTIC INSULATOR CAP
FIELD WIRE CONNECTOR

REMOVAL
3.7L / 4.7L
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.
(2) Remove generator drive belt. Refer to 7, Cooling System for procedure.
(3) Unsnap plastic insulator cap from B+ output
terminal (Fig. 2).
(4) Remove B+ terminal mounting nut at rear of
generator (Fig. 2). Disconnect terminal from generator.
(5) Disconnect field wire connector at rear of generator (Fig. 2) by pushing on connector tab.
(6) Remove 1 rear vertical generator mounting bolt
(Fig. 3).

Fig. 3 REMOVE / INSTALL GENERATOR - 3.7L / 4.7L
1 - LOWER BOLTS
2 - REAR BOLT
3 - GENERATOR

CHARGING

8F - 23

GENERATOR (Continued)
5.7L
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.
(2) Remove generator drive belt. Refer to 7, Cooling System for procedure.
(3) Unsnap plastic insulator cap from B+ output
terminal.
(4) Remove B+ terminal mounting nut at rear of
generator. Disconnect terminal from generator.
(5) Disconnect field wire connector at rear of generator by pushing on connector tab.
(6) Remove generator support bracket nuts and
bolt (Fig. 4) and remove support bracket.
(7) Remove 2 generator mounting bolts (Fig. 5).
(8) Remove generator from vehicle.

Fig. 5 REMOVE / INSTALL GENERATOR - 5.7L
1 - MOUNTING BOLT
2 - GENERATOR
3 - MOUNTING STUD / BOLT

Fig. 4 GENERATOR SUPPORT BRACKET- 5.7L
1
2
3
4

GENERATOR
SUPPORT BRACKET
BRACKET NUTS
BRACKET BOLT

5.9L Diesel
WARNING: DISCONNECT BOTH NEGATIVE CABLES
FROM BOTH BATTERIES BEFORE REMOVING BATTERY OUTPUT WIRE (B+ WIRE) FROM GENERATOR. FAILURE TO DO SO CAN RESULT IN INJURY
OR DAMAGE TO ELECTRICAL SYSTEM.

(1) Disconnect both negative battery cables at both
batteries.
(2) Remove generator drive belt. Refer to 7, Cooling System for procedure.
(3) Unsnap plastic insulator cap from B+ output
terminal.
(4) Remove B+ terminal mounting nut at rear of
generator (Fig. 7). Disconnect terminal from generator.
(5) Disconnect field wire connector at rear of generator by pushing on connector tab.
(6) Remove upper mounting bracket bolt (Fig. 6).
(7) Remove lower mounting bracket bolt and nut
(Fig. 6).
(8) Remove generator from vehicle.
5.9L Gas
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.
(2) Remove generator drive belt. Refer to 7, Cooling System for procedure.

8F - 24

CHARGING

GENERATOR (Continued)
(4) Remove B+ terminal mounting nut at rear of
generator (Fig. 8). Disconnect terminal from generator.
(5) Disconnect field wire connector at rear of generator (Fig. 8) by pushing on connector tab.
(6) Remove 1 upper generator mounting bolt (Fig.
9).
(7) Remove 1 lower generator mounting bolt / nut
(Fig. 9).
(8) Remove generator from vehicle.

Fig. 6 5.9L DIESEL GENERATOR
1 - GENERATOR
2 - MOUNTING BOLTS

Fig. 8 GENERATOR CONNECTORS - 5.9L GAS
1
2
3
4

PLASTIC INSULATOR CAP
FIELD WIRE CONNECTOR
GENERATOR
B+ NUT

8.0L
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.

Fig. 7 5.9L DIESEL GENER. CONNECTORS
1 - B+ CONNECTOR
2 - GENERATOR
3 - FIELD WIRE CONNECTOR

(3) Unsnap plastic insulator cap from B+ output
terminal (Fig. 8).

(1) Disconnect negative battery cable at battery.
(2) Remove generator drive belt. Refer to 7, Cooling System for procedure.
(3) Unsnap plastic insulator cap from B+ output
terminal.
(4) Remove B+ terminal mounting nut at rear of
generator. Disconnect terminal from generator.
(5) Disconnect field wire connector at rear of generator by pushing on connector tab.
(6) Remove upper mounting bolt and nut (Fig. 10).
(7) Remove lower mounting bolt (Fig. 10).

CHARGING

8F - 25

GENERATOR (Continued)

INSTALLATION
3.7L / 4.7L
(1) Position generator to engine and install 2 horizontal bolts and 1 vertical bolt.
(2) Tighten all 3 bolts. Refer to Torque Specifications.
(3) Snap field wire connector into rear of generator.
(4) Install B+ terminal eyelet to generator output
stud. Tighten mounting nut. Refer to Torque Specifications.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
can be damaged.

Fig. 9 REMOVE / INSTALL GENERATOR - 5.9L GAS
1
2
3
4

MOUNTING BOLT
GENERATOR
MOUNTING BRACKET
MOUNTING BOLT/NUT

(8) Remove generator from vehicle.

Fig. 10 REMOVE / INSTALL GENERATOR – 8.0L
ENGINE
1
2
3
4
5

MOUNTING BOLT
GENERATOR
NUT
MOUNTING BRACKET
MOUNTING BOLT

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 may 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
7, Cooling System.
(6) Install generator drive belt. Refer to 7, Cooling
System for procedure.

8F - 26

CHARGING

GENERATOR (Continued)
(7) Install negative battery cable to battery.
5.9L Diesel
(1) Position generator to upper and lower mounting brackets and install upper bolt and lower bolt /
nut.
(2) Tighten all bolts / nut. Refer to Torque Specifications.
(3) Snap field wire connector into rear of generator.
(4) Install B+ terminal eyelet to generator output
stud. Tighten mounting nut. Refer to Torque Specifications.
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 may 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
7, Cooling System.
(5) Install generator drive belt. Refer to 7, Cooling
System for procedure.
(6) Install both negative battery cables to both batteries.
8.0L
(1) Position generator to engine and install lower
bolt and upper bolt / nut.
(2) Tighten all bolts / nut. Refer to Torque Specifications.
(3) Snap field wire connector into rear of generator.
(4) Install B+ terminal eyelet to generator output
stud. Tighten mounting nut. Refer to Torque Specifications.
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 may 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
7, Cooling System.
(5) Install generator drive belt. Refer to 7, Cooling
System for procedure.
(6) Install negative battery cable to battery.
5.9L Gas
(1) Position generator to engine and install upper
bolt and lower bolt / nut.
(2) Tighten all bolts / nut. Refer to Torque Specifications.
(3) Snap field wire connector into rear of generator.
(4) Install B+ terminal eyelet to generator output
stud. Tighten mounting nut. Refer to Torque Specifications.
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 may 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
7, Cooling System.
(5) Install generator drive belt. Refer to 7, Cooling
System for procedure.
(6) Install negative battery cable to battery.

VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulating circuit located within the PCM (Powertrain Control Module) (within the ECM for diesel engines). 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

CHARGING

8F - 27

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.

8F - 28

STARTING

STARTING
TABLE OF CONTENTS
page
STARTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
STARTING SYSTEM . . . . . . . . . . . . . . .
SPECIFICATIONS - TORQUE - STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . 28
. . . . 28
. . . . 29
. . . . 33

page
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
STARTER MOTOR RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - STARTER RELAY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .

. . 34
. . 37
. . 38
. . 38
. 38
. . 39
. . 39

. . . . 34

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 Diagnostic Trouble Codes in
Emission Control for 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 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 Start position. The park/neutral position switch is installed in series between the starter
relay coil ground terminal and ground. This normally

STARTING

8F - 29

STARTING (Continued)
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.
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 ignition switch is released 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.

8F - 30

STARTING

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

STARTING

8F - 31

STARTING (Continued)

Fig. 1 VOLTS-AMPS TESTER CONNECTIONS TYPICAL
1 - POSITIVE CLAMP
2 - NEGATIVE CLAMP
3 - INDUCTION AMMETER CLAMP

with automatic transmission, place gearshift selector
lever in Park position.
(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.

8F - 32

STARTING

STARTING (Continued)

Fig. 2 TEST BATTERY NEGATIVE CONNECTION
RESISTANCE - TYPICAL
1 - VOLTMETER
2 - BATTERY

Fig. 4 TEST BATTERY POSITIVE CABLE
RESISTANCE - TYPICAL
1 - BATTERY
2 - VOLTMETER
3 - STARTER MOTOR

tery 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 BATTERY POSITIVE 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 reading is above 0.2 volt, clean and tighten negative bat-

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
with dual battery system, this procedure must
be performed on driver side battery only.

STARTING

8F - 33

STARTING (Continued)
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.

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.

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

Denso

56028715AD

56027703AD

4741012

3.7L / 4.7L / 5.7L / 5.9L

8.0L

5.9L Diesel

1.4 Kilowatt / 1.9
Horsepower

2.7 Kilowatt / 3.6
Horsepower

12 Volts

Gear Reduction

Conventional

11 Volts

Free Running Test Amperage
Draw

73 Amperes

200 Amperes

Free Running Test Minimum
Speed

3601 rpm

3000

Solenoid Closing Maximum
Voltage Required

7.5 Volts

8.0 Volts

* Cranking Amperage Draw
Test

125 - 250 Amperes

450 - 700 Amperes

Part Number
Engine Application
Power Rating
Voltage
Number of Brushes
Drive Type
Free Running Test Voltage

* Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.

8F - 34

STARTING

STARTING (Continued)

SPECIFICATIONS - TORQUE - STARTING
SYSTEM
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Battery Cable Eyelet Nut at
Solenoid (large nut - gas engines)

221

Battery Cable Eyelet Nut at
Solenoid (large nut - diesel engine)

120

Starter Solenoid Nut (small nut diesel engine)

Starter Mounting Bolts - Gas
Engines

Starter Mounting Nut - Gas Engines

Starter Mounting Bolts - Diesel

STARTER MOTOR
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 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 the
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect a suitable volt-ampere tester and a
12-volt battery to starter motor in series, and set
ammeter to 100 ampere scale. 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
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare 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 SOLENOID
This test can only be performed with starter motor
removed from vehicle.

(1) Remove starter motor from vehicle. 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 a 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 BETWEEN SOLENOID AND
FIELD COIL TERMINALS - 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.

REMOVAL
3.7L / 4.7L
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Note: If equipped with 4WD and certain transmissions, a support bracket is used between front
axle and side of transmission. Remove 2 support
bracket bolts at transmission. Pry support bracket
slightly to gain access to lower starter mounting bolt.

STARTING

8F - 35

STARTER MOTOR (Continued)

Fig. 8 CONTINUITY BETWEEN SOLENOID
TERMINAL AND CASE - TYPICAL
1 - SOLENOID TERMINAL
2 - OHMMETER
3 - SOLENOID

(4) Remove 1 bolt and 1 nut if equipped with a
manual transmission (Fig. 9).
(5) Remove 2 bolts if equipped with an automatic
transmission (Fig. 10).
(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
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.
5.7L Gas
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Note: If equipped with 4WD and certain transmissions, a support bracket is used between front
axle and side of transmission. Remove 2 support
bracket bolts at transmission. Pry support bracket
slightly to gain access to lower starter mounting bolt.
(4) Remove 2 mounting bolts (Fig. 11).
(5) 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.
(6) Tilt nose downwards and lower starter motor
far enough to access and remove nut that secures
battery positive cable wire harness connector eyelet
to solenoid battery terminal stud. Do not let starter
motor hang from wire harness.
(7) Remove battery positive cable wire harness
connector eyelet from solenoid battery terminal stud.

Fig. 9 STARTER R/I - 3.7L/4.7L - MAN. TRANS.
1
2
3
4
5
6
7
8
9

1
2
3
4
5

EYELET TERMINAL
NUT
BRACKET
STUD
STARTER MOTOR
LOCK WASHER
WIRE HARNESS CONNECTOR
NUT
SCREW AND WASHER (2)

Fig. 10 STARTER R/I - 3.7L/4.7L - AUTO. TRANS.
EYELET TERMINAL
NUT
SCREW AND WASHER (2)
STARTER MOTOR
WIRE HARNESS CONNECTOR

(8) Disconnect battery positive cable wire harness
connector from solenoid terminal connector receptacle.
(9) Remove starter motor.
5.9L Diesel
(1) Disconnect and isolate both negative battery
cables at both batteries.
(2) Raise and support vehicle.
(3) Remove 3 starter mounting bolts (Fig. 12).

8F - 36

STARTING

STARTER MOTOR (Continued)

Fig. 11 STARTER R/I - 5.7L
1 - STARTER MOTOR
2 - MOUNTING BOLTS

Fig. 12 STARTER R/I - 5.9L DIESEL
1 - MOUNTING BOLTS (3)
2 - STARTER MOTOR
3 - SPACER (CERTAIN TRANSMISSIONS)

(4) 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.
(5) Tilt nose downwards and lower starter motor
far enough to access and remove nuts securing
starter wiring harness to starter (Fig. 13). Do not let
starter motor hang from wire harness.
(6) Remove starter motor from engine. Note: Certain diesel engines use an aluminum spacer (Fig. 12).
Note position and orientation of spacer before
removal.
5.9L Gas
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Note: If equipped with 4WD and certain transmissions, a support bracket is used between front
axle and side of transmission. Remove 2 support
bracket bolts at transmission. Pry support bracket
slightly to gain access to lower starter mounting bolt.
(4) Remove nut and lock washer securing starter
motor to mounting stud (Fig. 14).
(5) While supporting starter motor, remove upper
mounting bolt from starter motor.
(6) 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.

Fig. 13 STARTER ELECTRICAL CONNECTORS 5.9L DIESEL
1
2
3
4

STARTER MOTOR
BATTERY CABLE NUT
SOLENOID NUT
HARNESS ASSEMBLY

(7) Move starter motor towards front of vehicle far
enough for nose of starter pinion housing to clear

STARTING

8F - 37

STARTER MOTOR (Continued)
housing. Always support starter motor during this
process, do not let starter motor hang from wire harness.
(8) Tilt nose downwards and lower starter motor
far enough to access and remove nut that secures
battery positive cable wire harness connector eyelet
to solenoid battery terminal stud. Do not let starter
motor hang from wire harness.
(9) Remove battery positive cable wire harness
connector eyelet from solenoid battery terminal stud.
(10) Disconnect battery positive cable wire harness
connector from solenoid terminal connector receptacle.
(11) Remove starter motor.

Fig. 14 STARTER R/I - 5.9L GAS
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

INSTALLATION
3.7L / 4.7L
(1) Connect solenoid wire to starter motor (snaps
on).
(2) Position battery cable to solenoid stud. Install
and tighten battery cable eyelet nut. Refer to Torque
Specifications. Do not allow starter motor to hang
from wire harness.
(3) Position starter motor to transmission.
(4) If equipped with automatic transmission, slide
cooler tube bracket into position.

(5) Install and tighten both bolts (auto. trans.), or
1 nut and 1 bolt (man. trans.). Refer to Torque Specifications.
(6) Lower vehicle.
(7) Connect negative battery cable.

5.7L
(1) Connect solenoid wire to starter motor (snaps
on).
(2) Position battery cable to solenoid stud. Install
and tighten battery cable eyelet nut. Refer to Torque
Specifications. Do not allow starter motor to hang
from wire harness.
(3) Position starter motor to engine.
(4) If equipped with automatic transmission, slide
cooler tube bracket into position.
(5) Install and tighten both mounting bolts. Refer
to Torque Specifications.
(6) Lower vehicle.
(7) Connect negative battery cable.
5.9L Diesel
(1) If Equipped: Position and hold aluminum
spacer to rear of starter while positioning starter to
engine.
(2) Connect solenoid wire to starter motor. Tighten
nut.
(3) Position battery cable to starter stud. Install
and tighten battery cable nut. Refer to Torque Specifications. Do not allow starter motor to hang from
wire harness.
(4) Position starter motor to transmission.
(5) If equipped with automatic transmission, slide
cooler tube bracket into position.
(6) Install and tighten 3 starter mounting bolts.
Refer to Torque Specifications.
(7) Lower vehicle.
(8) Connect both negative battery cables to both
batteries.
5.9L Gas
(1) Connect solenoid wire to starter motor (snaps
on).
(2) Position battery cable to solenoid stud. Install
and tighten battery cable eyelet nut. Refer to Torque
Specifications. Do not allow starter motor to hang
from wire harness.
(3) Position starter motor to transmission.
(4) If equipped with automatic transmission, slide
cooler tube bracket into position.
(5) Install and tighten both bolts (auto. trans.), or
1 nut and 1 bolt (man. trans.). Refer to Torque Specifications.
(6) Lower vehicle.
(7) Connect negative battery cable.

8F - 38

STARTING

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. If
faulty or damaged, it must be replaced.

Fig. 15 TYPE 1 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. 15) 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.
If circuit is OK, refer to Clutch Pedal Position
Switch in 6 , Clutch.

STARTING

DR
STARTER MOTOR RELAY (Continued)
(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
The starter relay is located in the Power Distribution Center (PDC) (Fig. 16). Refer to label on PDC
cover for relay location.
(1) Disconnect and isolate negative battery cable.
(2) Remove cover from Power Distribution Center
(PDC) for relay identification and location.
(3) Remove starter relay from PDC.
(4) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(5) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.

INSTALLATION
(1) Push down firmly on starter relay until terminals are fully seated into PDC receptacle.

Fig. 16 PDC LOCATION
1 - BATTERY
2 - PDC (POWER DISTRIBUTION CENTER)

(2) Install PDC cover.
(3) Connect battery cable.

8F - 39

HEATED SYSTEMS

8G - 1

HEATED SYSTEMS
TABLE OF CONTENTS
page

page

HEATED MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . 1

HEATED SEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . 3

HEATED MIRRORS
TABLE OF CONTENTS
page

page

HEATED MIRRORS
DESCRIPTION - HEATED MIRROR SYSTEM . . . 1
OPERATION - HEATED MIRROR SYSTEM . . . . . 1

DIAGNOSIS AND TESTING - HEATED
MIRROR SYSTEM . . . . . . . . . . . . . . . . . . . . . . 2

HEATED MIRRORS
DESCRIPTION - HEATED MIRROR SYSTEM

Fig. 1 HEATED MIRROR- typical
1 - POWER HEATED OUTSIDE REAR VIEW MIRROR
2 - REAR WINDOW DEFOGGER ICON

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.

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

8G - 2

HEATED MIRRORS

HEATED MIRRORS (Continued)
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:
1. 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.
2. 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.

HEATED SEAT SYSTEM

8G - 3

HEATED SEAT SYSTEM
TABLE OF CONTENTS
page
HEATED SEAT SYSTEM
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING SYSTEM . . . . . . . . . . . .
HEATED SEAT ELEMENT
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING ELEMENT . . . . . . . . . . .
REMOVAL
............
INSTALLATION . . . . . . . . .
HEATED SEAT SENSOR
DESCRIPTION . . . . . . . . .

.................3
.................4
HEATED SEAT
.................4
............
............
HEATED SEAT
............
............
............

.....5
.....6
.....6
.....6
.....6

page
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING SENSOR . . . . . . . . . . . .
REMOVAL
............
HEATED SEAT SWITCH
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING SWITCH
............
REMOVAL
............
INSTALLATION . . . . . . . . .

.................7
HEATED SEAT
.................7
.................7
............
............
HEATED SEAT
............
............
............

.....7
.....8
.....8
.....9
.....9

.................7

HEATED SEAT SYSTEM
DESCRIPTION
Individually controlled, electrically heated front
seats are available as a factory-installed option on
some DR models. Vehicles with this option can be
visually identified by the leather trim seats and two
separate heated seat switches mounted in the lower
center of the instrument panel. The heated seat system allows the front seat driver and passenger to
select from two different levels of 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. One switch is used for
each front seat. The switches are mounted in the
instrument panel, below the radio (Fig. 1). Each
switch also includes two Light-Emitting Diode (LED)
indicator lamps and an incandescent back lighting
bulb.
• 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 drivers front seat cushion (Fig. 1). Refer to
the Electronic Control Modules section of the service
manual for additional heated seat module information.

• Heated Seat Elements - Four heated seat elements are used per vehicle. One element is used for
each front seat back and one element and sensor
assembly is used for each front seat cushion (Fig. 1).
The heating elements are integral to the individual
front seat and seat back cushions and cannot be
removed once installed at the factory. Replacement
seat heating elements are available, without having
to replace the entire seat cushion or trim cover. Refer
to the detailed procedure later in this section.
• Heated Seat Sensors - Two heated seat sensors are used per vehicle. One heated seat temperature sensor is used for each front seat cushion. The
sensors are integral to the individual front seat cushion heating elements (Fig. 1) and cannot be removed
once installed at the factory. Replacement seat heating elements with the sensors are available, without
having to replace the entire seat cushion or trim
cover. Refer to the detailed procedure later in this
section.
Following are general descriptions and operations
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 for the
location of complete heated seat system wiring diagrams.

8G - 4

HEATED SEAT SYSTEM

HEATED SEAT SYSTEM (Continued)
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 12v 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 self-diagnostics, if a
problem with the heated seat system is detected. If
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 appropriate heated seat switch. 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

Fig. 1 DR Heated Seat System Diagram
1 - WIRE HARNESS
2 - DRIVER HEATED SEAT SWITCH
3 - PASSENGER HEATED SEAT SWITCH
4 - PASSENGER HEATED SEAT CUSHION ELEMENT
5 - SEAT CUSHION/BACK ELEMENT ELECTRICAL CONNECTOR
LOCATION
6 - DRIVER HEATED SEAT BACK ELEMENT
7 - DRIVER HEATED SEAT CUSHION ELEMENT
8 - HEATED SEAT MODULE

OPERATION
The heated seat module receives fused battery current through the Integrated Power Module only when
the engine is running. The heated seat switches
receive battery current through fuse #48 in the Integrated Power Module 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 system 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 automatically
turn off 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 ON, the heated seat will remain Off after the
engine is restarted until a heated seat switch is
depressed again. This helps prevent the vehicles battery from being drained by the heated seat system.

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 drivers heated seat switch indicator
lamps will flash if a failure occurs in the driver
heated seat, and the passengers heated seat switch
indicator lamps will flash for a passenger 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

Heated Seat
Element Open

Flashing

Off

Heated Seat
Sensor Value Out
of Range

Off

Flashing

HEATED SEAT SYSTEM

8G - 5

HEATED SEAT SYSTEM (Continued)
Diagnostic logic is built into the heated seat module to help the person trying to locate the problem by
the most efficient means possible. Anytime a problem
is suspected, locate the diagnosis and testing procedure for the component in question and follow the
steps until the specific problem is located and
resolved. Once the problem is thought to be corrected, verify correct system operation. If the heated
seat system is functioning correctly return the vehicle to service.
If a problem could not be verified such as not finding anything wrong when following the diagnostic
procedure, this is a good indication that a INTERMITTENT problem may be present. You must then
attempt to find the intermittent problem, such as
moving the heating element within the seat while
testing continuity or wiggling the wire harness’s/electrical connectors under the seat while testing continuity. Always, eliminate all other potential problems
before attempting to replace the heated seat module.

Heated Seat Switch in this section for heated seat
switch diagnosis and testing procedures.
• If both LED 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 the 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.

HEATED SEAT ELEMENT
DESCRIPTION

PRELIMINARY TEST
Refer to Wiring 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:
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 lamp 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 LED indicator lamp for one heated
seat switch does not operate and the heated seat elements do heat, refer to Diagnosis and Testing the

Fig. 2 Heating Element Installed on Seat Cushion
Foam
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. 2) are soldered to each end of
each resistor wire element grid, which connect all of

8G - 6

HEATED SEAT SYSTEM

HEATED SEAT ELEMENT (Continued)
the element grids to the heated seat module through
the seat wire harness.
One temperature sensor is used for each front seat,
and it is located in the center insert area of the seat
cushion element. 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.

OPERATION
One end of the heated seat element resistor wire is
connected to ground 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 seat trim cover, warming 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 5v voltage feed, then uses
the sensor resistance to determine when the heated
seat element grids need to be cycled on or off in order
to maintain the selected temperature set point.

DIAGNOSIS AND TESTING - HEATED SEAT
ELEMENT
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, proceed as follows. The wire harness
connectors for the seat cushion and seat back heating
elements and sensor are located on the right side of
the seat, near the edge of the seat cushion frame.
The proper connector can be identified by the foam
wrapping.

NOTE: When checking heated seat elements for
continuity, be certain to move the heating element
being checked. Moving the element, such as sitting
in the seat will eliminate the possibility of an intermittent open in the element which would only be
evident if the element was in a certain position.
Failure to check the element in various positions
could result in an incomplete test.
(1) Position the appropriate seat in the full forward position.
(2) Make certain the ignition switch is in the OFF
position.
(3) Disconnect the heated seat element connector
which requires testing. Check for continuity between
the two heated seat element circuit cavities while
moving the appropriate seat cushion. Refer to Wiring for the location of complete heated seat system
wiring diagrams. There should be continuity. If OK,
the elements within the seat assembly test OK, go to
Step 4. If not OK, replace the faulty seat heating element, refer to the procedure in this section.
(4) Test the seat wire harness between the heated
seat module connector and the appropriate heated
seat wire harness connector for shorted or open circuits. If OK, element is OK, proceed with testing the
heated seat sensor and module. If not OK, repair the
shorted or open seat wire harness as required.

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 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 this
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
(1) Peel off the adhesive backing on the back of the
replacement heating element and stick directly over
the original heating element (Fig. 3).
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.

HEATED SEAT SYSTEM

8G - 7

HEATED SEAT ELEMENT (Continued)
the temperature of the seat, and regulates the current flow to the seat heating elements accordingly.

DIAGNOSIS AND TESTING - 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.

HEATED SEAT SENSOR

(1) Position the driver seat in the full rearward
position.
(2) Unclip the heated seat module from the bottom
of the drivers seat cushion pan.
(3) Back-probe the heated seat module wire harness connector, do not disconnect. Check cavity (#7
for passenger, #8 for driver seat) for a range in voltage from approx. 1.72 – 3.0 volts. It should be within
this range, If OK check the heated seat element. If
NOT OK, check for the proper 5 volt supply to the
heated seat sensor, from the module. Refer to Wiring
for specific information. If 5 volts is not being supplied to the sensor from the module, replace the
heated seat module.
(4) Test the seat wire harness between the heated
seat module connector and the 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.

DESCRIPTION

REMOVAL

Fig. 3 Heating Element Installation
1 - ORIGINAL (INOPERATIVE) HEATING ELEMENT
2 - REPLACEMENT HEATING ELEMENT

(2) Connect the new heating element electrical
connectors (Fig. 2).
(3) Connect the battery negative 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 heated seat temperature sensor is a Negative
Temperature Coefficient (NTC) thermistor. One temperature sensor is used for each seat. This temperature sensor is located in the seat cushion heating
element on all models.
The heated seat temperature sensor cannot be
repaired or adjusted and must be replaced if defective. The heated seat cushion element must be
replaced if the temperature sensor is defective. Refer
to the procedure in this section of the service manual.

OPERATION
When the temperature of the seat cushion cover
rises, the resistance of the sensor decreases. The
heated seat module supplies five-volts to one side of
each sensor, and monitors the voltage drop through
the sensor on a return circuit. The heated seat module uses this temperature sensor input to monitor

(1) For heated seat sensor replacement procedure
(Refer to 8 - ELECTRICAL/HEATED SEATS/
HEATED SEAT ELEMENT - REMOVAL).

HEATED SEAT SWITCH
DESCRIPTION
The momentary, bidirectional rocker-type heated
seat switch (Fig. 4) provides a resistor-multiplexed
signal to the heated seat module via a 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

8G - 8

HEATED SEAT SYSTEM

HEATED SEAT SWITCH (Continued)
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.

Fig. 4 HEATED SEAT SWITCH
1 - HEATED SEAT SWITCH
2 - LIGHT-EMITTING DIODE (LED) INDICATOR LAMPS

The heated seat switches are both mounted in the
instrument panel center bezel, located in the lower
center of the instrument panel. The two switches are
snapped into the mounting holes of the heated seat
switch bezel, and the heated seat switch bezel is
secured with screws to the instrument panel center
bezel. The heated seat switches are differentiated by
the keyway in the connector receptacle on the backs
of the switches and keyway on the switch housing.
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 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.

OPERATION
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 hard-

wired resistance signal to the heated seat module.
This signal tells the module to energize 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, the heated seat module interprets the second input as a request to turn the seat heater OFF.
The High and Low LED 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 the heated
seat module. This control of the switch indicator
lamps also allows the module to provide diagnostic
feedback to the vehicle operator or technician to indicate 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 connector pin-outs
and the location of complete heated seat system wiring diagrams.
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) 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 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). If the problem being diagnosed involves

HEATED SEAT SYSTEM

8G - 9

HEATED SEAT SWITCH (Continued)
inoperative heated seat switch indicator lamps and
the heated seat elements do not heat, proceed. If the
problem being diagnosed involves inoperative heated
seat switch indicator lamps and the heated seat elements do heat, go to Step 6. 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 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/MEMORY
HEATED SEAT/MIRROR MODULE - DIAGNOSIS
AND TESTING).
(2) Disconnect and isolate the battery negative
cable. Remove the heated seat switch and bezel unit
from the instrument panel. Disconnect the heated
seat switch to be tested. Check for continuity
between the ground circuit cavity of 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 thumb wheel on the headlamp
switch upward to just before the interior lamps
detent. Check for battery voltage at the fused panel
lamps dimmer circuit cavity of the heated seat
switch. If OK, go to Step 4. If not OK, repair the
open fused panel lamps dimmer switch signal circuit
to the fuse in the Integrated Power Module as
required.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run) circuit cavity of the heated seat switch.
If OK, go to Step 5. If not OK, repair the open fused
ignition switch output (run) circuit as required.
(5) 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. If OK, refer to Step 6. If not OK, replace
the faulty 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

(6) 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 8 - ELECTRICAL/ELECTRONIC
CONTROL
MODULES/
MEMORY HEATED SEAT/MIRROR MODULE DIAGNOSIS AND TESTING).

REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Wait two minutes for the system reserve capacitor to discharge before beginning any airbag or
instrument panel service.
(3) Remove the center bezel from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - REMOVAL).
(4) Remove the screws that secure the heated seat
switch bezel to the instrument panel center bezel.
(5) Remove the heated seat switch bezel and both
switches from the instrument panel as a unit.
(6) From the back of the heated seat switch bezel,
gently pry the switch free and push the heated seat
switch out through the front of the bezel.

INSTALLATION
NOTE: When installing the heated seat switches, be
certain they are installed in the proper mounting
holes of the heated seat switch bezel. The heated
seat switches are differentiated by the keyway in
the connector receptacle on the backs of the
switches and keyway on the switch housing (Fig.
4).
(1) From the back of the heated seat switch bezel,
gently push the heated seat switch in through the
front of the bezel.
(2) Position the heated seat switch bezel to the
instrument panel center bezel and install the retaining screws.
(3) Install the center bezel on the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - INSTALLATION).
(4) Connect the battery negative cable.
(5) Verify vehicle and system operation.

HORN

8H - 1

HORN
TABLE OF CONTENTS
page
HORN SYSTEM
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING HORN
DIAGNOSIS AND TESTING -

.................1
.................1
HORN SYSTEM . . . 1
HORN

page
REMOVAL
............
INSTALLATION . . . . . . . . .
HORN SWITCH
DESCRIPTION . . . . . . . . .
DIAGNOSIS AND TESTING -

.................2
.................2
.................2
HORN SWITCH . . . 2

..........1

HORN SYSTEM
DESCRIPTION
The dual-note horn system features dual electromagnetic horn units. The horn system includes the
following major components:
• Horn - The two horns are located on the left
side of the engine compartment below the Integrated
Power Module (IPM).
• Horn Switch - The horn switch is molded into
the driver airbag trim cover.

OPERATION
The horn system operates on battery current
received through a fuse in the Integrated Power
Module (IPM). The horn system circuit is designed so
that the system will remain operational, regardless
of the ignition switch position.

DIAGNOSIS AND TESTING - HORN SYSTEM
The most reliable, efficient, and accurate
means to diagnose the horn system requires the
use of a DRBIIIt scan tool and the proper Diagnostic Procedures manual. The DRBIIIt scan
tool can provide confirmation that the PCI data
bus is functional, that all of the electronic modules are sending and receiving the proper messages on the PCI data bus, and that the horns
are being sent the proper hard wired outputs
for them to perform their functions.
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.
In most cases, any problem involving continually
sounding horns can be quickly alleviated by removing
the horn fuse from the Integrated Power Module
(IPM).

WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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.

HORN
DIAGNOSIS AND TESTING - HORN
The most reliable, efficient, and accurate
means to diagnose the horn system requires the
use of a DRBIIIt scan tool and the proper Diagnostic Procedures manual. The DRBIIIt scan
tool can provide confirmation that the PCI data
bus is functional, that all of the electronic modules are sending and receiving the proper messages on the PCI data bus, and that the horns
are being sent the proper hard wired outputs
for them to perform their functions.
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.

8H - 2

HORN

HORN (Continued)
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the wire harness connectors from
the horns (Fig. 1).

Fig. 1 HORN
1 - WIRE HARNESS CONNECTORS
2 - HORNS
3 - MOUNTING BOLT

(3) Remove mounting bolt and remove horns.

INSTALLATION
(1) Position horns and install mounting bolt.
Tighten the bolt to 10 N·m (85 in. lbs.).
(2) Connect wire harness connectors.
(3) Connect battery negative cable.

HORN SWITCH
DESCRIPTION
The horn switch is molded into the driver airbag.
The horn switch can not be serviced separately. For
service procedures, (Refer to 8 - ELECTRICAL/RESTRAINTS/DRIVER AIRBAG - REMOVAL).

DIAGNOSIS AND TESTING - HORN SWITCH
The most reliable, efficient, and accurate
means to diagnose the horn system requires the
use of a DRBIIIt scan tool and the proper Diagnostic Procedures manual. The DRBIIIt scan
tool can provide confirmation that the PCI data
bus is functional, that all of the electronic modules are sending and receiving the proper messages on the PCI data bus, and that the horns
are being sent the proper hard wired outputs
for them to perform their functions.
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: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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.

IGNITION CONTROL

8I - 1

IGNITION CONTROL
TABLE OF CONTENTS
page

page

IGNITION CONTROL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SPECIFICATIONS
SPECIFICATIONS - TORQUE - IGNITION . . . . 3
ENGINE FIRING ORDER - 3.7L V-6 . . . . . . . . . 4
ENGINE FIRING ORDER – 4.7L V-8
........4
FIRING ORDER / CABLE ROUTING – 5.7L
V-8 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ENGINE FIRING ORDER - 5.9L V-8 . . . . . . . . . 4
SPARK PLUG CABLE ORDER – 8.0L V-10
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SPARK PLUG CABLE RESISTANCE . . . . . . . . 5
SPARK PLUGS . . . . . . . . . . . . . . . . . . . . . . . . 5
IGNITION COIL RESISTANCE - 3.7L V-6 . . . . . 6
IGNITION COIL RESISTANCE - 4.7L V-8 . . . . . 6
IGNITION COIL RESISTANCE - 5.7L V-8 . . . . . 6
IGNITION COIL RESISTANCE - 5.9L . . . . . . . . 6
IGNITION COIL RESISTANCE – 8.0L V-10
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
IGNITION TIMING . . . . . . . . . . . . . . . . . . . . . . 6
AUTOMATIC SHUT DOWN RELAY
DESCRIPTION - PCM OUTPUT . . . . . . . . . . . . . 6
OPERATION
OPERATION - PCM OUTPUT
.............6
OPERATION - ASD SENSE - PCM INPUT . . . . 6
DIAGNOSIS AND TESTING - ASD AND FUEL
PUMP RELAYS . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
CAMSHAFT POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
DISTRIBUTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

INSTALLATION . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP - 5.9L V-8 . . . . . . . . . . . . . . . . . . . .
DISTRIBUTOR ROTOR
DIAGNOSIS AND TESTING - DISTRIBUTOR
ROTOR - 5.9L V-8 . . . . . . . . . . . . . . . . .
IGNITION COIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
KNOCK SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
SPARK PLUG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING
CLEANING AND ADJUSTMENT . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
IGNITION COIL CAPACITOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
SPARK PLUG CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SPARK PLUG
CABLES
........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .

IGNITION CONTROL

the cylinder head. Rubber boots seal the secondary
terminal ends of the coils to the top of all 6 spark
plugs. A separate electrical connector is used for each
coil.
Because of coil design, spark plug cables (secondary cables) are not used. A distributor is not used
with the 3.7L engine.
Two knock sensors (one for each cylinder bank) are
used to help control spark knock.

DESCRIPTION
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.

3.7L V-6 ENGINE
The 3.7L V-6 engine uses a separate ignition coil
for each cylinder. The one-piece coil bolts directly to

. . . . 18

. . . . 19
.
.
.
.

.
.
.
.

. 19
. 20
. 23
. 24

.
.
.
.

. 25
. 25
. 25
. 26

. . . . 27
. . . . 27
. . . . 30
. . . . 31
. . . . 31
.
.
.
.

.
.
.
.

. 33
. 33
. 33
. 33

. . . . 33
. . . . 33
. . . . 33
. . . . 34
. . . . 35

8I - 2

IGNITION CONTROL

IGNITION CONTROL (Continued)
The Auto Shutdown (ASD) relay provides battery
voltage to each ignition coil.
The ignition system consists of:
• 6 Spark Plugs
• 6 Separate Ignition Coils
• 2 Knock Sensors
• Powertrain Control Module (PCM)
• Also to be considered part of the ignition system
are certain inputs from the Crankshaft Position,
Camshaft Position, Throttle Position, 2 knock and
MAP Sensors

4.7L V-8 ENGINE
The 4.7L V-8 engine uses a separate ignition coil for
each cylinder. The one-piece coil bolts directly to the
cylinder head. Rubber boots seal the secondary terminal ends of the coils to the top of all 8 spark plugs. A
separate electrical connector is used for each coil.
Because of coil design, spark plug cables (secondary cables) are not used. A distributor is not used
with the 4.7L engine.
Two knock sensors (one for each cylinder bank) are
used to help control spark knock.
The Auto Shutdown (ASD) relay provides battery
voltage to each ignition coil.
The ignition system consists of:
• 8 Spark Plugs
• 8 Separate Ignition Coils
• 2 Knock Sensors
• Powertrain Control Module (PCM)
• Also to be considered part of the ignition system
are certain inputs from the Crankshaft Position,
Camshaft Position, Throttle Position, 2 knock and
MAP Sensors

and 5/8. These numbers can also be found on the top
of the intake manifold to the right of the throttle
body (Fig. 1).
Two knock sensors (one for each cylinder bank) are
used to help control spark knock.
The 5.7L engine will not use a conventional distributor.
The ignition system consists of:
• 16 Spark Plugs (2 per cylinder)
• 8 Separate, Dual-Secondary Output, Ignition Coils
• 2 Knock Sensors
• 8 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, 2 knock and
MAP Sensors

5.7L V-8 ENGINE
For additional information, also refer to Ignition Coil Description and Operation.
The 5.7L V-8 engine is equipped with 16 spark
plugs. Two plugs are used for each cylinder. The 5.7L
is also equipped with 8 separate and independent
ignition coils. The one-piece coil bolts directly to the
cylinder head cover and attaches the coils secondary
output terminal directly to a spark plug using a rubber boot seal. Each coil is also equipped with a second output terminal. This second terminal connects a
conventional spark plug cable directly to a spark
plug on the opposite cylinder bank. A separate primary electrical connector is used for each coil.
Eight conventional spark plug cables are used with
the 5.7L. These cables connect a coil on one cylinder
bank, directly to a spark plug on the opposite cylinder bank. The cables are placed and routed in a special plastic loom to keep them separated. This loom is
clipped to the intake manifold. To prevent a missmatch of cables, a corresponding spark plug / coil
number is displayed on each plug cable: 1/6, 2/3, 4/7

Fig. 1 FIRING ORDER / CABLE ROUTING - 5.7L V-8
ENGINE
1 - TOP OF INTAKE MANIFOLD
2 - CYLINDER FIRING ORDER (IGNITION COIL NUMBER)
3 - CORRESPONDING SPARK PLUG NUMBER

5.9L V-8 ENGINE
The 5.9L V-8 ignition system will use a conventional distributor and 1 remotely mounted coil. Conventional spark plug cables are used with the 5.9L.
Knock sensors are not used with the 5.9L engine.
The ignition system consists of:
• 8 Spark Plugs
• 1 Ignition Coil
• Secondary Ignition Cables
• Distributor (contains rotor and camshaft position
sensor)
• Powertrain Control Module (PCM)

IGNITION CONTROL

8I - 3

IGNITION CONTROL (Continued)
• Also to be considered part of the ignition system
are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position and MAP Sensors

8.0L V-10 ENGINE
. The 8.0L V-10 engine is equipped with 2 remote
coil packs. Conventional spark plug cables are used
with the 8.0L engine. The 8.0L engine will not use a
conventional distributor
The ignition coils are individually fired, but each
coil is a dual output. Refer to Ignition Coil for additional information.

Knock sensors are not used with the 8.0L engine.
The ignition system consists of:
• 10 Spark Plugs
• 2 Ignition Coil packs containing 10 individual
coils
• 10 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

SPECIFICATIONS
SPECIFICATIONS - TORQUE - IGNITION
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Camshaft Position Sensor - 3.7L V-6 Engine

106

Camshaft Position Sensor - 4.7L V-8 Engine

106

Camshaft Position Sensor - 5.7L V-8 Engine

105

Camshaft Position Sensor - 8.0L V-10 Engine

Crankshaft Position Sensor - 3.7L V-6 Engine

205

Crankshaft Position Sensor - 4.7L V-8 Engine

205

Crankshaft Position Sensor - 5.7L V-8 Engine

105

Crankshaft Position Sensor - 5.9L V-8 Engine

Crankshaft Position Sensor - 8.0L V-10 Engine

Distributor Hold Down Bolt - 5.9L V-8 Engine

Ignition Coil Mounting - 5.9L V-8 Engine
(if tapped bolts are used)

Ignition Coil Mounting - 5.9L V-8 Engine
(if nuts/bolts are used)

100

Ignition Coil Mounting - 3.7L V-6 Engine

Ignition Coil Mounting - 4.7L V-8 Engine

Ignition Coil Mounting - 5.7L V-8 Engine

105 (± 20)

Ignition Coil Mounting - 8.0L V-10 Engine

* Knock Sensor - 3.7L V-6 Engine

176

* Knock Sensor - 4.7L V-8 Engine

176

* Knock Sensor - 5.7L V-8 Engine

176

Spark Plugs - 3.7L V-6 Engine

Spark Plugs - 4.7L V-8 Engine

** Spark Plugs - 5.7L V-8 Engine

18 (± 3)

13 (± 2)

Spark Plugs - 5.9L V-8 Engine

Spark Plugs - 8.0L V-10 Engine

* Do not apply any sealant, thread-locker or adhesive
to bolts. Poor sensor performance may result.
** Torque critical tapered design. Do not exceed 15 ft.
lbs.

8I - 4

IGNITION CONTROL

IGNITION CONTROL (Continued)

ENGINE FIRING ORDER - 3.7L V-6
1 - 6 - 5 - 4 - 3 - 2

ENGINE FIRING ORDER – 4.7L V-8

Fig. 2 FIRING ORDER / CABLE ROUTING - 5.7L V-8
ENGINE
1 - TOP OF INTAKE MANIFOLD
2 - CYLINDER FIRING ORDER (IGNITION COIL NUMBER)
3 - CORRESPONDING SPARK PLUG NUMBER

ENGINE FIRING ORDER - 5.9L V-8

FIRING ORDER / CABLE ROUTING – 5.7L V-8
ENGINE
Eight conventional spark plug cables are used with
the 5.7L. These cables connect a coil on one cylinder
bank, directly to a spark plug on the opposite cylinder bank. The cables are placed and routed in a special plastic loom to keep them separated. This loom is
clipped to the intake manifold. To prevent a missmatch of cables, a corresponding spark plug / coil
number is displayed on each plug cable: 1/6, 2/3, 4/7
and 5/8. These numbers can also be found on the top
of the intake manifold to the right of the throttle
body (Fig. 2).

IGNITION CONTROL

DR
IGNITION CONTROL (Continued)

SPARK PLUG CABLE ORDER – 8.0L V-10
ENGINE

SPARK PLUG CABLE ORDER – 8.0L V-10 ENGINE

SPARK PLUG CABLE RESISTANCE
MINIMUM

MAXIMUM

250 Ohms Per Inch

1000 Ohms Per Inch

3000 Ohms Per Foot

12,000 Ohms Per Foot

SPARK PLUGS
ENGINE

PLUG TYPE

ELECTRODE GAP

3.7L V-6

ZFR6F - 11G (NGK)

1.1 (0.042 in.)

4.7L V-8

RC12MCC4

1.01 mm (.040 in.)

5.7L V-8

Champion - RE14MCC4

1.14 mm (.045 in.)

5.9L V-8

RC12LC4

1.01 mm (.040 in.)

8.0L V-10

QC9MC4

1.14 mm (.045 in.)

8I - 5

8I - 6

IGNITION CONTROL

IGNITION CONTROL (Continued)

IGNITION COIL RESISTANCE - 3.7L V-6
PRIMARY RESISTANCE
21-27°C (70-80°F)

SECONDARY
RESISTANCE 21-27°C
(70-80°F)

0.6 - 0.9 Ohms

6,000 - 9,000 Ohms

IGNITION COIL RESISTANCE - 5.7L V-8
PRIMARY RESISTANCE @ 21-27°C (70-80°F)
0.558 - 0.682 Ohms
(Plus or Minus 10% @ 70-80° F)

IGNITION COIL RESISTANCE - 4.7L V-8
PRIMARY
RESISTANCE 21-27°C
(70-80°F)

SECONDARY
RESISTANCE 21-27°C
(70-80°F)

0.6 - 0.9 Ohms

6,000 - 9,000 Ohms

IGNITION COIL RESISTANCE - 5.9L
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

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.

IGNITION TIMING
Ignition timing is not adjustable on any engine.

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.

OPERATION - ASD SENSE - PCM INPUT

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.

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).

IGNITION CONTROL

8I - 7

AUTOMATIC SHUT DOWN RELAY (Continued)

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. 3) or (Fig. 4).

Fig. 3 TYPE 1 RELAY (ISO MICRO RELAY)

• 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.

Fig. 4 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

• 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.

(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. 5). Refer to label on PDC cover
for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.

8I - 8

IGNITION CONTROL

AUTOMATIC SHUT DOWN RELAY (Continued)
(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.

5.7L V-8
The Camshaft Position Sensor (CMP) on the 5.7L
V-8 engine is located below the generator on the timing chain / case cover on the right/front side of
engine.

5.9L Diesel
The Camshaft Position Sensor (CMP) on the 5.9L
diesel engine is located below the fuel injection
pump. It is bolted to the back of the timing gear
cover.

5.9L V-8 Gas
The Camshaft Position Sensor (CMP) on the 5.9L
V-8 engine is located inside the distributor.

8.0L V–10
The Camshaft Position Sensor (CMP) on the 8.0L
V-10 engine is located on the timing chain / case
cover on the left/front side of engine.

OPERATION
3.7L V-6

DESCRIPTION

The Camshaft Position Sensor (CMP) sensor on the
3.7L V-6 engine contains a hall effect device referred
to as a sync signal generator. A rotating target wheel
(tonewheel) for the CMP is located at the front of the
camshaft for the right cylinder head (Fig. 6). This
sync signal generator detects notches located on a
tonewheel. As the tonewheel rotates, the notches
pass through the sync signal generator. The signal
from the CMP sensor is used in conjunction with the
Crankshaft Position Sensor (CKP) 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 tonewheel notch
enters the tip of the CMP, the interruption of magnetic field causes the voltage to switch high, resulting in a sync signal of approximately 5 volts.
When the trailing edge of the tonewheel notch
leaves then tip of the CMP, the change of the magnetic field causes the sync signal voltage to switch
low to 0 volts.

3.7L V-6

4.7L V-8

Fig. 5 PDC LOCATION
1 - BATTERY
2 - PDC (POWER DISTRIBUTION CENTER)

INSTALLATION
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 5). Refer to label on PDC cover
for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.

CAMSHAFT POSITION
SENSOR

The Camshaft Position Sensor (CMP) on the 3.7L
6-cylinder engine is bolted to the right-front side of
the right cylinder head.

4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L
V-8 engine is bolted to the right-front side of the
right cylinder head.

The CMP sensor on the 4.7L engine contains a hall
effect device called a sync signal generator to generate a fuel sync signal. This sync signal generator
detects notches located on a tonewheel. The tonewheel is located at the front of the camshaft for the
right cylinder head (Fig. 7). As the tonewheel rotates,
the notches pass through the sync signal generator.
The pattern of the notches (viewed counter-clockwise
from front of engine) is: 1 notch, 2 notches, 3 notches,

IGNITION CONTROL

8I - 9

CAMSHAFT POSITION SENSOR (Continued)

Fig. 6 CMP OPERATION- 3.7L V-6
1
2
3
4

NOTCHES
RIGHT CYLINDER HEAD
CMP
TONEWHEEL (TARGET WHEEL)

3 notches, 2 notches 1 notch, 3 notches and 1 notch.
The signal from 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.

Fig. 7 CMP AND TONEWHEEL OPERATION - 4.7L
V-8
1
2
3
4

NOTCHES
RIGHT CYLINDER HEAD
CAMSHAFT POSITION SENSOR
TONEWHEEL

5.7L V-8
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.
The tonewheel is located at the front of the camshaft (Fig. 8). As the tonewheel rotates, notches (Fig.
8) pass through the sync signal generator.
When the cam gear is rotating, the sensor will
detect the notches. 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 a notch has passed, the input voltage
switches back low to approximately 0.3 volts.

Fig. 8 CMP OPERATION - 5.7L ENGINE
1 - TIMING CHAIN COVER
2 - TONEWHEEL
3 - NOTCHES

8I - 10

IGNITION CONTROL

CAMSHAFT POSITION SENSOR (Continued)

5.9L V-8 Gas
The CMP sensor on the 5.9L V-8 engine 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) (Fig. 9) 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
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.

change of the magnetic field causes the signal voltage
to switch low to 0 volts.
The CMP (Fig. 10) provides a signal to the Engine
Control Module (ECM) at all times when the engine
is running. The ECM uses the CMP information primarily on engine start-up. Once the engine is running, the ECM uses the CMP as a backup sensor for
engine speed. The Crankshaft Position Sensor (CKP)
is the primary engine speed indicator for the engine
after the engine is running.

Fig. 10 5.9L DIESEL CMP

Fig. 9 CMP / PULSE RING - 5.9L GAS ENGINE
1
2
3
4

SYNC SIGNAL GENERATOR
CAMSHAFT POSITION SENSOR
PULSE RING
DISTRIBUTOR ASSEMBLY

5.9L Diesel
The Camshaft Position Sensor (CMP) contains a
hall effect device. A rotating target wheel (tonewheel)
for the CMP is located on the front timing gear. This
hall effect device detects notches located on the tonewheel. As the tonewheel rotates, the notches pass the
tip of the CMP.
When the leading edge of the tonewheel notch
passes the tip of the CMP, the following occurs: The
interruption of magnetic field causes the voltage to
switch high resulting in a signal of approximately 5
volts.
When the trailing edge of the tonewheel notch
passes the tip of the CMP, the following occurs: The

1
2
3
4
5
6
7

CMP
FUEL INJECTION PUMP (BOTTOM)
ELECTRONIC CONTROL MODULE (ECM)
ECM ELEC. CONNECTOR
CMP ELEC. CONNECTOR
CMP MOUNTING BOLT
BACK OF TIMING GEAR COVER

8.0L V-10
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. 11). The sensor is positioned in
the timing gear cover so that a small air gap (Fig. 11)
exists between the face of sensor and the high
machined area of cam gear.

IGNITION CONTROL

8I - 11

CAMSHAFT POSITION SENSOR (Continued)
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.

Fig. 12 CMP LOCATION - 3.7L
1 - RIGHT/FRONT OF RIGHT CYLINDER HEAD
2 - CMP MOUNTING BOLT
3 - CMP LOCATION

Fig. 11 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

REMOVAL
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L
V-6 engine is bolted to the front/top of the right cylinder head (Fig. 12).
(1) Disconnect electrical connector at CMP sensor.
(2) Remove sensor mounting bolt (Fig. 12).
(3) Carefully twist sensor from cylinder head.
(4) Check condition of sensor o-ring.

4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L
V–8 engine is bolted to the front/top of the right cylinder head (Fig. 13).
(1) Raise and support vehicle.
(2) Disconnect electrical connector at CMP sensor
(Fig. 13).

Fig. 13 CMP LOCATION - 4.7L
1
2
3
4

RIGHT CYLINDER HEAD
CAMSHAFT POSITION SENSOR
MOUNTING BOLT
ELEC. CONNECTOR

(3) Remove sensor mounting bolt (Fig. 13).
(4) Carefully twist sensor from cylinder head.
(5) Check condition of sensor o-ring.

8I - 12

IGNITION CONTROL

CAMSHAFT POSITION SENSOR (Continued)

5.7L V-8
The Camshaft Position Sensor (CMP) on the 5.7L
V-8 engine is located on right side of timing chain
cover below generator (Fig. 14).
(1) Disconnect electrical connector at CMP sensor.
(2) Remove sensor mounting bolt (Fig. 15).
(3) Carefully twist sensor from cylinder head.
(4) Check condition of sensor o-ring.

Fig. 15 CMP REMOVAL / INSTALLATION – 5.7L V-8
1 - TIMING CHAIN COVER (RIGHT/FRONT)
2 - CMP SENSOR
3 - MOUNTING BOLT

Fig. 14 CMP LOCATION – 5.7L
1 - GENERATOR
2 - CMP LOCATION
3 - ELECTRICAL CONNECTOR

5.9L Diesel
The Camshaft Position Sensor (CMP) on the 5.9L
diesel engine is located below the fuel injection
pump. It is bolted to the back of the timing gear
cover (Fig. 16).
(1) Disconnect electrical connector at CMP sensor
(Fig. 16).
(2) Remove sensor mounting bolt.
(3) Carefully twist sensor from timing gear cover.
(4) Check condition of sensor o-ring.

5.9L V-8 Gas
The Camshaft Position Sensor (CMP) is located
inside the distributor (Fig. 17).
Distributor removal is not necessary to remove
camshaft position sensor.
(1) Disconnect negative cable from battery.
(2) Remove air cleaner tubing at throttle body, and
at air filter housing.
(3) Remove distributor cap from distributor (two
screws).

Fig. 16 5.9L DIESEL CMP
1
2
3
4
5
6
7

CMP
FUEL INJECTION PUMP (BOTTOM)
ELECTRONIC CONTROL MODULE (ECM)
ECM ELEC. CONNECTOR
CMP ELEC. CONNECTOR
CMP MOUNTING BOLT
BACK OF TIMING GEAR COVER

IGNITION CONTROL

8I - 13

CAMSHAFT POSITION SENSOR (Continued)
(4) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(5) Remove distributor rotor from distributor shaft.
(6) Lift camshaft position sensor assembly from
distributor housing (Fig. 17).

Fig. 17 DISTRIBUTOR AND CMP LOCATION - 5.9L
1
2
3
4

SYNC SIGNAL GENERATOR
CAMSHAFT POSITION SENSOR
PULSE RING
DISTRIBUTOR ASSEMBLY

8.0L V–10
The camshaft position sensor is located on the timing chain case/cover on the left-front side of the
engine (Fig. 18).

Fig. 18 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. 19) 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. 19 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:
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 sensor harness connector from sensor.
(2) Remove sensor mounting bolt (Fig. 18).
(3) Carefully pry sensor from timing chain case/
cover in a rocking action with two small screwdrivers.
(4) Remove sensor from vehicle.
(5) Check condition of sensor o-ring (Fig. 20).
REPLACING WITH NEW SENSOR
If a new replacement camshaft position sensor is to
be installed, use this procedure.
(1) Disconnect sensor wiring harness connector
from sensor.
(2) Remove sensor mounting bolt (Fig. 18).
(3) Carefully pry sensor from timing chain case/
cover in a rocking action with two small screwdrivers.
(4) Remove sensor from vehicle.

8I - 14

IGNITION CONTROL

CAMSHAFT POSITION SENSOR (Continued)
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.

5.7L V-8
The Camshaft Position Sensor (CMP) on the 5.7L
V-8 engine is bolted to the right / front side of the
timing chain cover (Fig. 14) or (Fig. 15).
(1) Clean out machined hole in cylinder head.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.

Fig. 20 CAMSHAFT SENSOR O-RING – 8.0L
1 - SLOTTED MOUNTING HOLE
2 - SCRIBE LINE
3 - CAMSHAFT POSITION SENSOR O-RING

INSTALLATION
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L
V-6 engine is bolted to the front/top of the right cylinder head (Fig. 12).
(1) Clean out machined hole in cylinder head.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight
rocking and twisting action.
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder head.
If sensor is not flush, damage to sensor mounting
tang may result.
(4) Install mounting bolt and tighten. Refer to
torque specifications.
(5) Connect electrical connector to sensor.

4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L
V-8 engine is bolted to the front/top of the right cylinder head (Fig. 13).
(1) Clean out machined hole in cylinder head.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder head.
If sensor is not flush, damage to sensor mounting
tang may result.

CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to timing chain
cover. If sensor is not flush, damage to sensor
mounting tang may result.
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.

5.9L Diesel
The CMP is located on the back of the timing gear
cover (Fig. 16).
(1) Clean out machined hole in back of timing gear
cover.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into timing gear cover with a
slight rocking action. Do not twist sensor into position as damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to back of timing
chain cover. If sensor is not flush, damage to sensor mounting tang may result.
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.

5.9L Gas
The camshaft position sensor is located inside the
distributor (Fig. 17).
(1) Install camshaft position sensor to distributor.
Align sensor into notch on distributor housing.
(2) Connect engine wiring harness to sensor pigtail
harness.
(3) Install rotor.
(4) Install distributor cap. Tighten 2 mounting
screws.
(5) Install air filter tubing.
(6) Connect battery cable.

IGNITION CONTROL

8I - 15

CAMSHAFT POSITION SENSOR (Continued)

8.0L V–10
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. 18).
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. 19), 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. 19). 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. 19).
(4) Apply a small amount of engine oil to the sensor o-ring (Fig. 20).
A low and high area are machined into the camshaft drive gear (Fig. 21). The sensor is positioned in
the timing gear cover so that a small air gap (Fig.
21) 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. 22) or (Fig. 21). When the engine
is started, the sensor will be broken.
(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.
22).
(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.

Fig. 21 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

(10) Scratch a scribe line into the timing chain
case/cover to indicate depth of sensor (Fig. 20).
(11) Remove the sensor from timing chain case/
cover.
(12) Remove paper spacer from 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.
(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. 20).
A low and high area are machined into the camshaft drive gear (Fig. 21). The sensor is positioned in
the timing gear cover so that a small air gap (Fig.
21) 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.

8I - 16

IGNITION CONTROL

CAMSHAFT POSITION SENSOR (Continued)
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 V-8 engines are equipped with a camshaft
driven mechanical distributor (Fig. 23) containing a
shaft driven distributor rotor. All distributors are
equipped with an internal camshaft position (fuel
sync) sensor (Fig. 23).

Fig. 22 SENSOR DEPTH DIMENSIONS – 8.0L V-10
ENGINE
1
2
3
4
5
6
7
8

2.01888 DO NOT INSTALL SENSOR
SENSOR MOUNTING HOLE OPENING
SENSOR CENTER LINE
TIMING CHAIN COVER
1.81888 OK TO INSTALL SENSOR
CAM DRIVE GEAR
HIGH MACHINED AREA
LOW MACHINED AREA

Do not install sensor with gear positioned at
low area (Fig. 22) or (Fig. 21). 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.
22).
(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. 19) 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.

Fig. 23 DISTRIBUTOR AND CAMSHAFT POSITION
SENSOR - 5.9L
1
2
3
4

SYNC SIGNAL GENERATOR
CAMSHAFT POSITION SENSOR
PULSE RING
DISTRIBUTOR ASSEMBLY

OPERATION
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.

IGNITION CONTROL

8I - 17

DISTRIBUTOR (Continued)

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) Disconnect negative cable from battery.
(2) Remove air cleaner tubing.
(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. 24).

Fig. 24 DAMPER-TO-COVER ALIGNMENT MARKS —
TYPICAL
1 - ALIGNMENT MARK
2 - TIMING CHAIN COVER MARKS
3 - CRANKSHAFT VIBRATION DAMPER

(8) The distributor rotor should now be aligned to
the CYL. NO. 1 alignment mark (stamped) into the
camshaft position sensor (Fig. 25). 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. 25 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. 26). Remove distributor from vehicle.

Fig. 26 DISTRIBUTOR HOLDDOWN CLAMP
1 - CLAMP BOLT
2 - HOLDDOWN CLAMP
3 - DISTRIBUTOR HOUSING

CAUTION: Do not crank engine with distributor
removed. Distributor/crankshaft relationship will be
lost.

8I - 18

IGNITION CONTROL

DISTRIBUTOR (Continued)

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. 24) 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. 25).
(7) Tighten clamp holddown bolt (Fig. 26) 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.

(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.
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 tubing.

DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP - 5.9L V-8
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. 27) or (Fig. 28). 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.

Checking Distributor Position
To verify correct distributor rotational position, the
DRB scan tool must be used.
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.

Fig. 27 CAP INSPECTION—EXTERNAL—TYPICAL
1
2
3
4

BROKEN TOWER
DISTRIBUTOR CAP
CARBON PATH
CRACK

IGNITION CONTROL

8I - 19

DISTRIBUTOR CAP (Continued)

IGNITION COIL
DESCRIPTION
3.7L V-6
The 3.7L V-6 engine uses 6 dedicated, and individually fired coil for each spark plug (Fig. 30). Each
coil is mounted directly into the cylinder head and
onto the top of each spark plug (Fig. 31).

Fig. 28 CAP INSPECTION—INTERNAL—TYPICAL
1 - CHARRED OR ERODED TERMINALS
2 - WORN OR DAMAGED ROTOR BUTTON
3 - CARBON PATH

DISTRIBUTOR ROTOR
DIAGNOSIS AND TESTING - DISTRIBUTOR
ROTOR - 5.9L V-8
Visually inspect the rotor (Fig. 29) 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-dielectric-varnish-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. 30 IGNITION COIL - 3.7L V-6/ 4.7L V-8
1 - O-RING
2 - IGNITION COIL
3 - ELECTRICAL CONNECTOR

Fig. 29 ROTOR INSPECTION—TYPICAL
1
2
3
4

INSUFFICIENT SPRING TENSION
CRACKS
EVIDENCE OF PHYSICAL CONTACT WITH CAP
ROTOR TIP CORRODED

Fig. 31 IGNITION COIL LOCATION - 3.7L V-6
1 - IGNITION COIL
2 - COIL MOUNTING NUT

8I - 20

IGNITION CONTROL

IGNITION COIL (Continued)

4.7L V-8
The 4.7L V–8 engine uses 8 dedicated, and individually fired coil (Fig. 30) for each spark plug. Each
coil is mounted directly to the top of each spark plug
(Fig. 32).

Fig. 33 IGNITION COIL - 5.7L V-8
1 - IGNITION COIL
2 - MOUNTING BOLTS (2)
3 - BOOT TO SPARK PLUG

Fig. 32 IGNITION COIL LOCATION - 4.7L V-8
1 - IGNITION COIL
2 - COIL ELECTRICAL CONNECTOR
3 - COIL MOUNTING STUD/NUT

5.7L V-8
The 5.7L V–8 engine uses 8 dedicated, and individually fired coil (Fig. 33) for each pair of spark plugs.
Each coil is mounted directly to the top of each spark
plug (Fig. 34). Each coil is bolted to the valve cover.

5.9L V-8
A single ignition coil is used (Fig. 35) or (Fig. 36).
The coil is not oil filled. The coil windings are embedded in an epoxy compound. This provides heat and
vibration resistance that allows the coil to be
mounted on the engine.

8.0L V-10
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. 37). 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.

OPERATION
3.7L V-6
Battery voltage is supplied to the 6 individual ignition coils from the ASD relay. The Powertrain Control Module (PCM) opens and closes each ignition coil
ground circuit at a determined time for ignition coil
operation.
Base ignition timing is not adjustable. 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 ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the ignition coil
to be mounted on the engine.
Because of coil design, spark plug cables (secondary cables) are not used with the 3.7L V-6 engine.

IGNITION CONTROL

8I - 21

IGNITION COIL (Continued)

Fig. 36 IGNITION COIL LOCATION – 5.9L HDC V-8

Fig. 34 IGNITION COIL R/I — 5.7L V-8

1
2
3
4

COIL MOUNTING BOLTS
IGNITION COIL
COIL ELEC. CONNECTOR
SECONDARY CABLE

1 - SLIDE LOCK (SLIDE OUTWARD TO UNLOCK)
2 - SPARK PLUG CABLE (TO OPPOSITE CYLINDER BANK
SPARK PLUG)
3 - RELEASE LOCK / TAB (PUSH HERE)
4 - ELEC. CONNECTOR
5 - IGNITION COIL
6 - COIL MOUNTING BOLTS (2)
7 - SPARK PLUG CABLE (TO OPPOSITE CYLINDER BANK
IGNITION COIL)

Fig. 35 IGNITION COIL LOCATION - 5.9L V-8
(EXCEPT HDC)
1
2
3
4

- ACCESSORY DRIVE BELT TENSIONER
- COIL CONNECTOR
- IGNITION COIL
- COIL MOUNTING BOLTS

Fig. 37 8.0L V-10 COIL PACKS
1 - IGNTITION COILS
2 - COIL MOUNTING BOLTS (8)
3 - ENGINE CYLINDER NUMBER

8I - 22

IGNITION CONTROL

IGNITION COIL (Continued)

4.7L V-8
Battery voltage is supplied to the 8 individual ignition coils from the ASD relay. The Powertrain Control Module (PCM) opens and closes each ignition coil
ground circuit at a determined time for ignition coil
operation.
Base ignition timing is not adjustable. 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 ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the ignition coil
to be mounted on the engine.
Because of coil design, spark plug cables (secondary cables) are not used with the 4.7L V-8 engine.

5.7L V-8
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.
A “wasted spark” system is used on the 5.7L
engine combining paired, or dual-firing coils, and 2
spark plugs per cylinder. The coils and spark plugs
are connected with paired, secondary high-voltage
cables.
Each cylinder is equipped with 1 dual-output coil.
Meaning one coil mounts directly over one of the
dual spark plugs for 1 high-voltage output. A second
high-voltage output is supplied directly from the
same coil (using a plug cable) to one of the dual
spark plugs on a corresponding (paired) cylinder on
the opposite cylinder bank.
Each coil fires 2 spark plugs simultaneously on
each of the cylinder banks (one cylinder on compression stroke and one cylinder on exhaust stroke).
EXAMPLE : When the #1 cylinder is on compression
stroke and ready for spark, the #1 coil will fire one of
the dual spark plugs on the #1 cylinder (directly
below the coil). The other dual spark plug on the #1
cylinder will be fired by the #6 coil. At the same
time, the #1 coil will fire a “wasted spark” to one of
the dual spark plugs at the #6 cylinder as coil #6 also
fires a “wasted spark” to one of the dual spark plugs
at the #6 cylinder.
The firing order is paired at cylinders 1/6, 2/3, 4/7,
5/8. Basic cylinder firing order is 1–8–4–3–6–5–7–2.
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
5.7L V-8 engine. By controlling the coil ground circuits, 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 camshaft position sensor (crankshaft position)
• The manifold absolute pressure (MAP) sensor
• The throttle position sensor
• Transmission gear selection

5.9L V-8
A single ignition coil is used. 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.
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.
Conventional spark plug cables (secondary cables)
are used with the 5.9L V-8 engine.

8.0L V-10
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.
Conventional spark plug cables (secondary cables)
are used with the 8.0L V-10 engine.
Base ignition timing is not adjustable on the
8.0L V-10 engine. By controlling the coil ground circuits, the PCM is able to set the base timing and
adjust the ignition timing advance. This is done to
meet changing engine operating conditions.

IGNITION CONTROL

8I - 23

IGNITION COIL (Continued)
The PCM adjusts ignition timing based on inputs it
receives from:
• The engine coolant temperature sensor
• The crankshaft position sensor (engine speed)
• The camshaft position sensor (crankshaft position)
• The manifold absolute pressure (MAP) sensor
• The throttle position sensor
• Transmission gear selection

REMOVAL
3.7L V-6
An individual ignition coil is used for each spark
plug (Fig. 30). The coil fits into machined holes in the
cylinder head. A mounting stud/nut secures each coil
to the top of the intake manifold (Fig. 31). The bottom of the coil is equipped with a rubber boot to seal
the spark plug to the coil. Inside each rubber boot is
a spring. The spring is used for a mechanical contact
between the coil and the top of the spark plug. These
rubber boots and springs are a permanent part of the
coil and are not serviced separately. An o-ring (Fig.
30) is used to seal the coil at the opening into the cylinder head.
(1) Depending on which coil is being removed, the
throttle body air intake tube or intake box may need
to be removed to gain access to coil.
(2) Disconnect electrical connector from coil by
pushing downward on release lock on top of connector and pull connector from coil.
(3) Clean area at base of coil with compressed air
before removal.
(4) Remove coil mounting nut from mounting stud
(Fig. 31).
(5) Carefully pull up coil from cylinder head opening with a slight twisting action.
(6) Remove coil from vehicle.

4.7L V-8
An individual ignition coil is used for each spark
plug (Fig. 30). The coil fits into machined holes in the
cylinder head. A mounting stud/nut secures each coil
to the top of the intake manifold (Fig. 32). The bottom of the coil is equipped with a rubber boot to seal
the spark plug to the coil. Inside each rubber boot is
a spring. The spring is used for a mechanical contact
between the coil and the top of the spark plug. These
rubber boots and springs are a permanent part of the
coil and are not serviced separately. An o-ring (Fig.
30) is used to seal the coil at the opening into the cylinder head.
(1) Depending on which coil is being removed, the
throttle body air intake tube or intake box may need
to be removed to gain access to coil.

(2) Disconnect electrical connector (Fig. 32) from
coil by pushing downward on release lock on top of
connector and pull connector from coil.
(3) Clean area at base of coil with compressed air
before removal.
(4) Remove coil mounting nut from mounting stud
(Fig. 32).
(5) Carefully pull up coil from cylinder head opening with a slight twisting action.
(6) Remove coil from vehicle.

5.7L V-8
Before removing or disconnecting any spark plug
cables, note their original position. Remove cables
one-at-a-time. To prevent ignition crossfire, spark
plug cables MUST be placed in cable tray (routing
loom) into their original position.
An individual ignition coil (Fig. 33) is used at each
cylinder. The coil mounts to the top of the valve cover
with 2 bolts (Fig. 34). The bottom of the coil is
equipped with a rubber boot to seal the spark plug to
the coil. Inside each rubber boot is a spring. The
spring is used for a mechanical contact between the
coil and the top of the spark plug.
(1) Depending on which coil is being removed, the
throttle body air intake tube or intake box may need
to be removed to gain access to coil.
(2) Unlock electrical connector (Fig. 34) by moving
slide lock first. Press on release lock (Fig. 34) while
pulling electrical connector from coil.
(3) Disconnect secondary high-voltage cable from
coil with a twisting action.
(4) Clean area at base of coil with compressed air
before removal.
(5) Remove 2 mounting bolts (note that mounting
bolts are retained to coil).
(6) Carefully pull up coil from cylinder head opening with a slight twisting action.
(7) Remove coil from vehicle.
(8) Before installing spark plug cables to either the
spark plugs or coils, or before installing a coil to a
spark plug, apply dielectric grease to inside of boots.

5.9L V-8
The coil is not oil filled. The coil windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the coil to be
mounted on the engine. If the coil is replaced, it must
be replaced with the same type.
5.9L V-8 LDC-Gas Engines: The coil is mounted to
a bracket that is bolted to the front of the right
engine cylinder head (Fig. 35). This bracket is
mounted on top of the automatic belt tensioner
bracket using common bolts.

8I - 24

IGNITION CONTROL

IGNITION COIL (Continued)
WARNING: 5.9L V-8 LDC-GAS ENGINES: DO NOT
REMOVE THE COIL MOUNTING BRACKET-TO-CYLINDER HEAD MOUNTING BOLTS. THE COIL
MOUNTING BRACKET IS UNDER ACCESSORY
DRIVE BELT TENSION. IF THIS BRACKET IS TO BE
REMOVED FOR ANY REASON, ALL BELT TENSION
MUST FIRST BE RELIEVED. REFER TO THE BELT
SECTION OF GROUP 7, COOLING SYSTEM.
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. 36).
(1) Disconnect primary coil connector from ignition
coil.
(2) Disconnect secondary cable from ignition coil.
(3) Remove ignition coil from coil mounting
bracket (two bolts).

8.0L V-10
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. 37). The front and rear coil packs can be
serviced separately.
(1) Depending on which coil is being removed, the
throttle body air intake tube or intake box may need
to be removed to gain access to coils.
(2) Remove secondary spark plug cables from coil
packs. Note position of cables before removal.
(3) Disconnect primary wiring harness connectors
at coil packs.
(4) Remove four (4) coil pack-to-coil mounting
bracket bolts for coil pack being serviced (Fig. 37).
(5) Remove coil(s) from mounting bracket.

INSTALLATION
3.7L V-6
(1) Using compressed air, blow out any dirt or contaminants from around top of spark plug.
(2) Check condition of coil o-ring and replace as
necessary. To aid in coil installation, apply silicone to
coil o-ring.
(3) Position ignition coil into cylinder head opening
and push onto spark plug. Do this while guiding coil
base over mounting stud.
(4) Install coil mounting stud nut. Refer to torque
specifications.
(5) Connect electrical connector to coil by snapping
into position.
(6) If necessary, install throttle body air tube.

4.7L V-8
(1) Using compressed air, blow out any dirt or contaminants from around top of spark plug.
(2) Check condition of coil o-ring and replace as
necessary. To aid in coil installation, apply silicone to
coil o-ring.
(3) Position ignition coil into cylinder head opening
and push onto spark plug. Do this while guiding coil
base over mounting stud.
(4) Install coil mounting stud nut. Refer to torque
specifications.
(5) Connect electrical connector to coil by snapping
into position.
(6) If necessary, install throttle body air tube.

5.7L V-8
(1) Using compressed air, blow out any dirt or contaminants from around top of spark plug.
(2) Before installing spark plug cables to either the
spark plugs or coils, or before installing a coil to a
spark plug, apply dielectric grease to inside of boots.
(3) Position ignition coil into cylinder head opening
and push onto spark plug. Twist coil into position.
(4) Install 2 coil mounting bolts. Refer to torque
specifications.
(5) Connect electrical connector to coil by snapping
into position.
(6) Install cable to coil. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray
(routing loom) into their original position. Refer to
Spark Plug Cable Removal for a graphic.
(7) If necessary, install throttle body air tube.

5.9L V-8
The ignition coil is an epoxy filled type. If the coil
is replaced, it must be replaced with the same type.
(1) Install 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 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.

8.0L V-10
(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. 38) for correct cable order.

IGNITION CONTROL

8I - 25

IGNITION COIL (Continued)
(6) If necessary, install throttle body air tube or box.

Fig. 38 SPARK PLUG CABLE ORDER - 8.0L V-10

The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives the knock sensor voltage signal as an input.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maximum authority that long term memory has over timing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except at
Wide Open Throttle (WOT). The PCM, using short
term memory, can respond quickly to retard timing
when engine knock is detected. Short term memory
is lost any time the ignition key is turned off.
NOTE: Over or under tightening the sensor mounting bolts will affect knock sensor performance, possibly causing improper spark control. Always use
the specified torque when installing the knock sensors.

KNOCK SENSOR
DESCRIPTION
The sensors are used only with 3.7L V-6, 4.7L V-8
and 5.7L V-8 engines. On 3.7L V-6 and 4.7L V-8
engines, the 2 knock sensors are bolted into the cylinder block under the intake manifold.
On 5.7L V-8 engines, 2 knock sensors are also
used. These are bolted into each side of the cylinder
block (outside) under the exhaust manifold.

OPERATION
3.7L V-6 / 4.7L V-8 / 5.7L V-8 Engines Only
Two knock sensors are used; one for each cylinder
bank. When the knock sensor detects a knock in one
of the cylinders on the corresponding bank, it sends
an input signal to the Powertrain Control Module
(PCM). In response, the PCM retards ignition timing
for all cylinders by a scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal’s vibration increases, the
knock sensor output voltage also increases.

REMOVAL
3.7L V-6 / 4.7L V-8
The 2 knock sensors are bolted into the cylinder
block under the intake manifold (Fig. 39). or (Fig.
40).
NOTE: The left sensor is identified by an identification tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right positions. Do not mix the sensor locations.
(1) Disconnect knock sensor dual pigtail harness
from engine wiring harness. This connection is made
near rear of engine.
(2) Remove intake manifold. Refer to Engine section.
(3) Remove sensor mounting bolts (Fig. 39), or
(Fig. 40). Note foam strip on bolt threads. This foam
is used only to retain the bolts to sensors for plant
assembly. It is not used as a sealant. Do not apply
any adhesive, sealant or thread locking compound to
these bolts.

8I - 26

IGNITION CONTROL

KNOCK SENSOR (Continued)
(4) Remove sensors from engine.

5.7L V8
Two sensors are used. Each sensor is bolted into
the outside of cylinder block below the exhaust manifold (Fig. 41).
(1) Raise vehicle.
(2) Disconnect knock sensor electrical connector.
(3) Remove sensor mounting bolt (Fig. 41). Note
foam strip on bolt threads. This foam is used only to
retain the bolts to sensors for plant assembly. It is
not used as a sealant. Do not apply any adhesive,
sealant or thread locking compound to these bolts.
(4) Remove sensor from engine.

Fig. 39 KNOCK SENSOR — 3.7L V-6
1 - KNOCK SENSORS (2)
2 - MOUNTING BOLTS

Fig. 41 5.7L KNOCK SENSOR (RIGHT SENSOR
SHOWN)
1
2
3
4
5

KNOCK SENSOR (RIGHT SENSOR SHOWN)
MOUNTING BOLT
EXHAUST MANIFOLD
RIGHT ENGINE MOUNT
ELEC. CONNECTOR

INSTALLATION
3.7L V-6 / 4.7L V-8

Fig. 40 KNOCK SENSOR — 4.7L V-8
1
2
3
4

KNOCK SENSORS (2)
MOUNTING BOLTS
INTAKE MANIFOLD (CUTAWAY)
PIGTAIL CONNECTOR

NOTE: The left sensor is identified by an identification tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right positions. Do not mix the sensor locations.
(1) Thoroughly clean knock sensor mounting holes.
(2) Install sensors into cylinder block.

IGNITION CONTROL

8I - 27

KNOCK SENSOR (Continued)
NOTE: Over or under tightening the sensor mounting bolts will affect knock sensor performance, possibly causing improper spark control. Always use
the specified torque when installing the knock sensors. The torque for the knock senor bolt is relatively light for an 8mm bolt.
NOTE: Note foam strip on bolt threads. This foam is
used only to retain the bolts to sensors for plant
assembly. It is not used as a sealant. Do not apply
any adhesive, sealant or thread locking compound
to these bolts.
(3) Install and tighten mounting bolts. Refer to
torque specification.
(4) Install intake manifold. Refer to Engine section.
(5) Connect knock sensor wiring harness to engine
harness at rear of intake manifold.

5.7L V-8
(1) Thoroughly clean knock sensor mounting hole.
(2) Install sensor into cylinder block.
NOTE: Over or under tightening the sensor mounting bolts will affect knock sensor performance, possibly causing improper spark control. Always use
the specified torque when installing the knock sensors. The torque for the knock senor bolt is relatively light for an 8mm bolt.
NOTE: Note foam strip on bolt threads. This foam is
used only to retain the bolts to sensors for plant
assembly. It is not used as a sealant. Do not apply
any adhesive, sealant or thread locking compound
to these bolts.
(3) Install and tighten mounting bolt. Refer to
torque specification.
(4) Install electrical connector to sensor.

SPARK PLUG
DESCRIPTION
Resistor type spark plugs are used on all engines.
Sixteen spark plugs (2 per cylinder) are used with
5.7L V-8 engines.

DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS
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
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
the Lubrication and Maintenance section.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled.
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.
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.

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. 42). 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
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
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.

8I - 28

IGNITION CONTROL

SPARK PLUG (Continued)

Fig. 42 NORMAL OPERATION AND COLD (CARBON)
FOULING
1 - NORMAL
2 - DRY BLACK DEPOSITS
3 - COLD (CARBON) FOULING

COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basically carbon (Fig. 42). 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).

Fig. 43 OIL OR ASH ENCRUSTED
electrode gap bridging can be cleaned using standard
procedures.

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. 43), evaluate engine condition for the
cause of oil entry into that particular combustion
chamber.

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. 44).
This short circuits the electrodes. Spark plugs with

Fig. 44 ELECTRODE GAP BRIDGING
1 - GROUND ELECTRODE
2 - DEPOSITS
3 - CENTER ELECTRODE

SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yellow (Fig. 45). 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 nor-

IGNITION CONTROL

8I - 29

SPARK PLUG (Continued)
mal in condition and can be cleaned using standard
procedures.

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.)

Fig. 45 SCAVENGER DEPOSITS
1 - GROUND ELECTRODE COVERED WITH WHITE OR YELLOW
DEPOSITS
2 - CENTER ELECTRODE

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. 46). Spark plugs with
this condition must be replaced.

Fig. 47 PREIGNITION DAMAGE
1 - GROUND ELECTRODE STARTING TO DISSOLVE
2 - CENTER ELECTRODE DISSOLVED

SPARK PLUG OVERHEATING
Overheating is indicated by a white or gray center
electrode insulator that also appears blistered (Fig.
48). 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.

Fig. 46 CHIPPED ELECTRODE INSULATOR
1 - GROUND ELECTRODE
2 - CENTER ELECTRODE
3 - CHIPPED INSULATOR

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. 47). Insulators appear
relatively deposit free. Determine if the spark plug
has the correct heat range rating for the engine.

Fig. 48 SPARK PLUG OVERHEATING
1 - BLISTERED WHITE OR GRAY COLORED INSULATOR

8I - 30

IGNITION CONTROL

SPARK PLUG (Continued)

REMOVAL
3.7L V-6
Each individual spark plug is located under each
ignition coil. Each individual ignition coil must be
removed to gain access to each spark plug. Refer to
Ignition Coil Removal/Installation.
(1) Remove necessary air filter tubing at throttle
body.
(2) Prior to removing ignition coil, spray compressed air around coil base at cylinder head.
(3) Prior to removing spark plug, spray compressed air into cylinder head opening. This will help
prevent foreign material from entering combustion
chamber.
(4) Remove spark plug from cylinder head using a
quality socket with a rubber or foam insert. Also
check condition of ignition coil o-ring and replace as
necessary.
(5) Inspect spark plug condition. Refer to Diagnostics and Testing - Spark Plug Conditions.

4.7L V-8
Each individual spark plug is located under each
ignition coil. Each individual ignition coil must be
removed to gain access to each spark plug. Refer to
Ignition Coil Removal/Installation.
(1) Remove necessary air filter tubing at throttle
body.
(2) Prior to removing ignition coil, spray compressed air around coil base at cylinder head.
(3) Prior to removing spark plug, spray compressed air into cylinder head opening. This will help
prevent foreign material from entering combustion
chamber.
(4) Remove spark plug from cylinder head using a
quality socket with a rubber or foam insert. Also
check condition of ignition coil o-ring and replace as
necessary.
(5) Inspect spark plug condition. Refer to Diagnostics and Testing - Spark Plug Conditions.

Before installing spark plug cables to either the
spark plugs or coils, apply dielectric grease to inside
of boots.
(1) Remove necessary air filter tubing at throttle
body.
(2) Prior to removing ignition coil (if coil removal
is necessary), spray compressed air around coil base
at cylinder head cover.
(3) Prior to removing spark plug, spray compressed air into cylinder head opening. This will help
prevent foreign material from entering combustion
chamber.
(4) Remove spark plug from cylinder head using a
quality socket with a rubber or foam insert.
(5) Inspect spark plug condition. Refer to Diagnostics and Testing - Spark Plug Conditions.

5.9L V-8
On 5.9L V-8 engines, spark plug cable heat shields
are pressed into the cylinder head to surround each
cable boot and spark plug (Fig. 49).
(1) Always remove spark plug or ignition coil
cables by grasping at the cable boot (Fig. 50). 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.
(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 Diagnostics and Testing - Spark Plug Conditions.

5.7L V-8
Eight of the 16 spark plugs are located under an
ignition coil; the other 8 are not. If spark plug being
removed is under coil, coil must be removed to gain
access to spark plug. Refer to Ignition Coil Removal/
Installation and observe all CAUTIONS and WARNINGS.
Before removing or disconnecting any spark plug
cables, note their original position. Remove cables
one-at-a-time. To prevent ignition crossfire, spark
plug cables MUST be placed in cable tray (routing
loom) into their original position. Refer to Spark Plug
Cable Removal for a graphic.

Fig. 49 HEAT SHIELDS - 5.9L V-8
1 - AIR GAP
2 - SPARK PLUG BOOT HEAT SHIELD

IGNITION CONTROL

8I - 31

SPARK PLUG (Continued)

Fig. 50 CABLE REMOVAL - 5.9L / 8.0L
1
2
3
4

SPARK PLUG CABLE AND BOOT
SPARK PLUG BOOT PULLER
TWIST AND PULL
SPARK PLUG

8.0L V-10
(1) Always remove spark plug or ignition coil
cables by grasping at the cable boot (Fig. 50). 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.
(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 Diagnostics and Testing - Spark Plug Conditions.

CLEANING
CLEANING AND ADJUSTMENT
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.
Adjust spark plug gap with a gap gauging tool
(Fig. 51).

Fig. 51 SETTING SPARK PLUG GAP - TYPICAL
1 - GAUGE TOOL
2 - SPARK PLUG

INSTALLATION
3.7L V-6
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.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs. Refer to torque specifications.
(3) Before installing ignition coil(s), check condition of coil o-ring and replace as necessary. To aid in
coil installation, apply silicone to coil o-ring.
(4) Install ignition coil(s). Refer to Ignition Coil
Removal/Installation.

8I - 32

IGNITION CONTROL

SPARK PLUG (Continued)

4.7L V-8
CAUTION: The 4.7L V–8 engine is equipped with
copper core ground electrode spark plugs. They
must be replaced with the same type/number spark
plug as the original. If another spark plug is substituted, pre-ignition will result.
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.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs. Refer to torque specifications.
(3) Before installing ignition coil(s), check condition of coil o-ring and replace as necessary. To aid in
coil installation, apply silicone to coil o-ring.
(4) Install ignition coil(s). Refer to Ignition Coil
Removal/Installation.

5.7L V-8
(1) 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.
(2) Start the spark plug into cylinder head by
hand to avoid cross threading aluminum threads. To
aid in installation, attach a piece of rubber hose, or
an old spark plug boot to spark plug.
(3) The 5.7L V-8 is equipped with torque critical
design spark plugs. Do not exceed 15 ft. lbs. torque.
Tighten spark plugs. Refer to torque specifications.
(4) Before installing spark plug cables to either the
spark plugs or coils, apply dielectric grease to inside
of boots.
(5) To prevent ignition crossfire, spark plug cables
MUST be placed in cable tray (routing loom) into
their original position. Refer to Spark Plug Cable
Removal for a graphic.
(6) Install ignition coil(s) to necessary spark plugs.
Refer to Ignition Coil Installation.
(7) Install spark plug cables to remaining spark
plugs. Remember to apply dielectric grease to inside
of boots.

5.9L V-8
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. Refer to torque specifications.
(3) Install spark plug cables to spark plugs. On
5.9L V-8 engines, spark plug cable heat shields are
pressed into the cylinder head to surround each
spark plug cable boot and spark plug (Fig. 53). 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. 53).

8.0L V-10
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. Refer to torque specifications.
(3) Install spark plug cables to spark plugs.

IGNITION CONTROL

8I - 33

IGNITION COIL CAPACITOR

SPARK PLUG CABLE

DESCRIPTION

One coil capacitor is used. It is located in the rightrear section of the engine compartment.

Spark plug cables are sometimes referred to as secondary ignition wires, or secondary ignition cables.
Plug cables are used only on the 5.7L V-8, 5.9L V-8
and 8.0L V-10 engines.

OPERATION
The coil capacitor(s) help dampen the amount of
conducted electrical noise to the camshaft position
sensor, crankshaft position sensor, and throttle position sensor. This noise is generated on the 12V supply wire to the ignition coils and fuel injectors.

REMOVAL
The coil capacitor is located in the right-rear section of the engine compartment. It is attached with a
mounting stud and nut.
(1) Disconnect electrical connector at capacitor
(Fig. 52).
(2) Remove mounting nut and remove ground
strap.
(3) Remove capacitor.

Fig. 52 CAPACITOR LOCATION
1
2
3
4
5

COIL CAPACITOR
MOUNTING STUD
GROUND STRAP
MOUNTING NUT
ELEC. CONNECT.

INSTALLATION
(1)
(2)
(3)
(4)

Position capacitor to mounting stud.
Position ground strap to mounting stud.
Tighten nut to 7 N·m (60 in. lbs.) torque.
Connect electrical connector to coil capacitor.

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.
Plug cables are used only on the 5.7L V-8, 5.9L V-8
and 8.0L V-10 engines.

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. Refer to
Spark Plug Cable Removal for addditional information. 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 (if applicaple), 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 V-8 engines, spark plug cable heat shields
are pressed into the cylinder head to surround each
spark plug cable boot and spark plug (Fig. 53). 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. 53).
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:

8I - 34

IGNITION CONTROL

SPARK PLUG CABLE (Continued)
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.

SPARK PLUG CABLE RESISTANCE

Fig. 53 HEAT SHIELDS - 5.9L V-8
1 - AIR GAP
2 - SPARK PLUG BOOT HEAT SHIELD

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.
Except 5.7L V-8 : 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.

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 (if
applicaple), 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 Resistance chart, replace the cable.
Inspect the ignition coil tower for cracks, burns or
corrosion.

REMOVAL
5.9L V-8 / 8.0L V-10
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. 54). Grasp the boot (not the cable) and pull it
off with a steady, even force.
On 5.9L V-8 engines, spark plug cable heat shields
are pressed into the cylinder head to surround each
spark plug cable boot and spark plug (Fig. 53). 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. 53).

IGNITION CONTROL

8I - 35

SPARK PLUG CABLE (Continued)
MUST be placed in cable tray (routing loom) into
their original position. The cable retention clips (Fig.
55) must also be securly locked.
Before installing spark plug cables to either the
spark plugs or coils, apply dielectric grease to inside
of boots.
If cable tray removal is necessary, release the 4
tray-to-manifold retention clips (Fig. 55).

INSTALLATION

Fig. 54 CABLE REMOVAL - 5.9L V-8 / 8.0L V-10
1
2
3
4

SPARK PLUG CABLE AND BOOT
SPARK PLUG BOOT PULLER
TWIST AND PULL
SPARK PLUG

5.7L V-8
Spark plug cables on the 5.7L engine are paired on
cylinders 1/6, 2/3, 4/7 and 5/8. Before removing or
disconnecting any spark plug cables, note their original position (Fig. 55). Remove cables one-at-a-time.
To prevent ignition crossfire, spark plug cables

Install cables into the proper engine cylinder firing
order sequence. Refer to Specifications.
When replacing the spark plug and coil cables,
route the cables correctly and secure them in the
proper retainers. Failure to route the cables properly
may cause the radio to reproduce ignition noise. It
could also cause cross-ignition of the plugs, or, may
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.
5.7L V-8
Refer to
information.

Spark

Plug

Cable

Removal

Fig. 55 5.7L SPARK PLUG CABLE ROUTING
1
2
3
4
5
6

#8 COIL-TO- #5 SPARK PLUG (MARKED 5/8)
#5 COIL-TO- #8 SPARK PLUG (MARKED 5/8)
#7 COIL-TO- #4 SPARK PLUG (MARKED 4/7)
#3 COIL-TO- #2 SPARK PLUG (MARKED 2/3)
#1 COIL-TO- #6 SPARK PLUG (MARKED 1/6)
CLIPS (TRAY-TO-MANIFOLD RETENTION)

7 - CABLE TRAY
8 - CLIPS (SPARK PLUG CABLE-TO-TRAY- RETENTION)
9 - #2 COIL-TO- #3 SPARK PLUG (MARKED 2/3)
10 - #6 COIL-TO- #1 SPARK PLUG (MARKED 1/6)
11 - #4 COIL-TO- #7 SPARK PLUG (MARKED 4/7)

for

INSTRUMENT CLUSTER

8J - 1

INSTRUMENT CLUSTER
TABLE OF CONTENTS
page
INSTRUMENT CLUSTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 14
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
ABS INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
AIRBAG INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
BRAKE/PARK BRAKE INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DIAGNOSIS AND TESTING - BRAKE
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 19
CARGO LAMP INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
CHECK GAUGES INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
CRUISE INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DOOR AJAR INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ENGINE TEMPERATURE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ETC INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
FUEL GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
GEAR SELECTOR INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
HIGH BEAM INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

page
LAMP OUT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
LOW FUEL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
MALFUNCTION INDICATOR LAMP (MIL)
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
ODOMETER
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
OIL PRESSURE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
OVERDRIVE OFF INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
SEATBELT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
SECURITY INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
SERVICE 4WD INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
SPEEDOMETER
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
TACHOMETER
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
TRANS TEMP INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
TURN SIGNAL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
UPSHIFT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
VOLTAGE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .
WAIT-TO-START INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . .

. . . . . . . . 28
. . . . . . . . 28
. . . . . . . . 29
. . . . . . . . 29
. . . . . . . . 30
. . . . . . . . 30
. . . . . . . . 31
. . . . . . . . 31
. . . . . . . . 32
. . . . . . . . 32
. . . . . . . . 33
. . . . . . . . 33
. . . . . . . . 34
. . . . . . . . 34
. . . . . . . . 34
. . . . . . . . 35
. . . . . . . . 35
. . . . . . . . 36
. . . . . . . . 36
. . . . . . . . 36
. . . . . . . . 37
. . . . . . . . 37
. . . . . . . . 38
. . . . . . . . 38
. . . . . . . . 39
. . . . . . . . 39
. . . . . . . . 40
. . . . . . . . 40
. . . . . . . . 40
. . . . . . . . 41
. . . . . . . . 42
. . . . . . . . 42

8J - 2

INSTRUMENT CLUSTER

WASHER FLUID INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

DR
WATER-IN-FUEL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 43
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

INSTRUMENT CLUSTER
DESCRIPTION

Fig. 2 Instrument Cluster Components

Fig. 1 Instrument Cluster
1 - INSTRUMENT PANEL
2 - INSTRUMENT CLUSTER

The instrument cluster for this model is an ElectroMechanical Instrument Cluster (EMIC) that is
located in the instrument panel above the steering
column opening, directly in front of the driver (Fig.
1). The remainder of the EMIC, including the mounts
and the electrical connections, are concealed within
the instrument panel behind the cluster bezel.
Besides analog gauges and indicators, the EMIC
module incorporates two blue-green digital Vacuum
Fluorescent Display (VFD) units for displaying odometer/trip odometer information, engine hours, automatic transmission gear selector position (PRNDL),
several warning or reminder indications and certain
diagnostic information. The instrument cluster for
this model also includes the hardware and software
necessary to serve as the electronic body control module and is sometimes referred to as the Cab Compartment Node or CCN.
The EMIC gauges and indicators are visible
through a dedicated opening in the cluster bezel on
the instrument panel and are protected by a clear
plastic cluster lens (Fig. 2) that is integral to a cluster lens, hood and mask unit. Just behind the cluster
lens is the cluster hood and an integral cluster mask,
which are constructed of molded black plastic. The
cluster hood serves as a visor and shields the face of
the cluster from ambient light and reflections to
reduce glare, while the cluster mask serves to separate and define the individual gauges and indicators
of the EMIC. A black plastic odometer/trip odometer

1
2
3
4

SCREW (9)
REAR COVER
CLUSTER HOUSING
LENS, HOOD & MASK

switch button protrudes through dedicated holes in
the cluster mask and the cluster lens, located near
the lower edge of the cluster just to the left of the
tachometer. The molded plastic EMIC lens, hood and
mask unit has four integral mounting tabs, one each
on the upper and lower outboard corners of the unit.
These mounting tabs are used to secure the EMIC to
the molded plastic instrument panel cluster carrier
with four screws.
The rear of the cluster housing and the EMIC electronic circuitry are protected by a molded plastic rear
cover, which is secured to the cluster housing with a
single screw, while eight screws installed around the
outside perimeter of the rear cover secure it to the
cluster lens, hood and mask unit. The rear cover
includes clearance holes for service access to each of
the eleven incandescent bulb and bulb holder units
installed on the cluster circuit board for general illumination lighting and for the cluster connector receptacles. The connector receptacles on the back of the
cluster electronic circuit board connect the EMIC to
the vehicle electrical system through three take outs
with connectors from the instrument panel wire harness. The EMIC also has an integral interface connector on the back of the cluster circuit board that
joins it to the optional external RKE receiver through
a connector receptacle that is integral to that unit.
The rear cover includes a molded receptacle and two
latch features to secure the RKE receiver on vehicles
that are so equipped.
Sandwiched between the rear cover and the lens,
hood and mask unit is the cluster housing. The

INSTRUMENT CLUSTER

8J - 3

INSTRUMENT CLUSTER (Continued)
molded plastic cluster housing serves as the carrier
for the cluster circuit board and circuitry, the cluster
connector receptacles, the RKE interface connector,
the gauges, a Light Emitting Diode (LED) for each
cluster indicator, two VFD units, an audible tone
generator, the cluster overlay, the gauge pointers, the
odometer/trip odometer switch and the switch button.
The cluster overlay is a laminated plastic unit. The
dark, visible, outer surface of the overlay is marked
with all of the gauge dial faces 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 LED for each of the various indicators and the
incandescent illumination lamps behind it to be visible through the outer layer of the overlay only
through predetermined stencil-like cutouts. A rectangular opening in the overlay at the base of both the
speedometer and tachometer dial faces has a smoked
clear lens through which the illuminated VFD units
can be viewed.
Several versions of the EMIC module are offered
on this model. These versions accommodate all of the
variations of optional equipment and regulatory
requirements for the various markets in which the
vehicle will be offered. The microprocessor-based
EMIC utilizes integrated circuitry and information
carried on the Programmable Communications Interface (PCI) data bus network along with several hard
wired analog and multiplexed inputs to monitor sensors and switches throughout the vehicle. In response
to those inputs, the internal circuitry and programming of the EMIC 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 PCI data bus. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/COMMUNICATION - DESCRIPTION PCI BUS).
Besides typical instrument cluster gauge and indicator support, the electronic functions and features
that the EMIC supports or controls include the following:
• Audible Warnings - The EMIC electronic circuit board is equipped with an audible tone generator
and programming that allows it to provide various
audible alerts to the vehicle operator, including
chime tones and beep tones. An electromechanical
relay is also soldered onto the circuit board to produce audible clicks that emulate the sound of a conventional turn signal or hazard warning flasher.

(Refer to 8 - ELECTRICAL/CHIME/BUZZER DESCRIPTION).
• Brake Lamp Control - The EMIC provides
electronic brake lamp request messages to the Front
Control Module (FCM) located on the Integrated
Power Module (IPM) for brake lamp control, excluding control of the Center High Mounted Stop Lamp
(CHMSL), which remains controlled by a direct hard
wired output of the brake lamp switch.
• Brake Transmission Shift Interlock Control
- The EMIC monitors inputs from the brake lamp
switch, ignition switch, and the Transmission Range
Sensor (TRS), then controls a high-side driver output
to operate the Brake Transmission Shift Interlock
(BTSI) solenoid that locks and unlocks the automatic
transmission gearshift selector lever on the steering
column.
• Cargo Lamp Control - The EMIC provides
direct control of cargo lamp operation with a load
shedding (battery saver) feature which will automatically turn off the cargo lamp if it remains on after a
timed interval.
• Central Locking - The EMIC provides support
for the central locking feature of the power lock system. This feature will lock or unlock all doors based
upon the input from the door cylinder lock switch.
Door cylinder lock switches are used only on models
equipped with the optional Vehicle Theft Security
System (VTSS).
• Door Lock Inhibit - The EMIC inhibits locking
of the doors with the power lock switch when the key
is in the ignition switch and the driver side front
door is ajar. However, operation of the door locks is
not inhibited under the same conditions when the
Lock button of the optional RKE transmitter is
depressed.
• Enhanced Accident Response - The EMIC
monitors an input from the Airbag Control Module
(ACM) and, following an airbag deployment, will
immediately disable the power lock output, unlock all
doors by activating the power unlock output, then
enables the power lock output if the power lock
switch input remains inactive for two seconds. This
feature, like all other enhanced accident response
features, is dependent upon a functional vehicle electrical system following the vehicle impact event.
• Exterior Lighting Control - The EMIC provides electronic head lamp and/or park lamp request
messages to the Front Control Module (FCM) located
on the Integrated Power Module (IPM) for the appropriate exterior lamp control of standard head and
park lamps, as well as optional front fog lamps. This
includes support for headlamp beam selection and
the optical horn feature, also known as flash-to-pass.
• Exterior Lighting Fail-safe - In the absence of
a headlamp switch input, the EMIC will turn on the

8J - 4

INSTRUMENT CLUSTER

INSTRUMENT CLUSTER (Continued)
cluster illumination lamps and provide electronic
headlamp low beam and park lamp request messages
to the Front Control Module (FCM) located on the
Integrated Power Module (IPM) for default exterior
lamp operation. The FCM will also provide default
park lamp and headlamp low beam operation and the
EMIC will turn on the cluster illumination lamps if
there is a failure of the electronic data bus communication between the EMIC and the FCM.
• Heated Seat Control - The EMIC monitors
inputs from the ignition switch and electronic engine
speed messages from the Powertrain Control Module
(PCM) to control a high side driver output to the
heated seat switch Light Emitting Diode (LED) indicators. This input allows the heated seat switches to
wake up the heated seat module if the switch is actuated. The EMIC will de-energize the heated seat
switch LED indicators, which deactivates the heated
seat system, if the ignition switch is turned to any
position except On or Start, or if the engine speed
message indicates zero. (Refer to 8 - ELECTRICAL/
HEATED SEATS - DESCRIPTION).
• Interior Lamp Load Shedding - The EMIC
provides a battery saver feature which will automatically turn off all interior lamps that remain on after
a timed interval of about fifteen minutes.
• Interior Lamps - Enhanced Accident
Response - The EMIC monitors inputs from the Airbag Control Module (ACM) and the Powertrain Control Module (PCM) to automatically turn on the
interior lighting after an airbag deployment event
ten seconds after the vehicle speed is zero. The interior lighting remains illuminated until the ignition
switch is turned to the Off position, at which time
the interior lighting returns to normal operation and
control. This feature, like all other enhanced accident
response features, is dependent upon a functional
vehicle electrical system following the vehicle impact
event.
• Interior Lighting Control - The EMIC monitors inputs from the interior lighting switch, the door
ajar switches, the cargo lamp switch, the reading
lamp switches, and the Remote Keyless Entry (RKE)
module to provide courtesy lamp control. This
includes support for timed illuminated entry with
theater-style fade-to-off and courtesy illumination
defeat features.
• Lamp Out Indicator Control - The EMIC
monitors electronic lamp outage messages from the
Front Control Module (FCM) located on the Integrated Power Module (IPM) in order to provide lamp
out indicator control for the headlamps (low and high
beams), turn signal lamps, and the brake lamps
(excluding CHMSL).
• Panel Lamps Dimming Control - The EMIC
provides a hard wired 12-volt Pulse-Width Modulated

(PWM) output that synchronizes the dimming level
of all panel lamps dimmer controlled lamps with that
of the cluster illumination lamps.
• Parade Mode - The EMIC provides a parade
mode (also known as funeral mode) that allows all
Vacuum-Fluorescent Display (VFD) units in the vehicle to be illuminated at full (daytime) intensity while
driving during daylight hours with the exterior
lamps turned on.
• Power Locks - The EMIC monitors inputs from
the power lock switches and the Remote Keyless
Entry (RKE) receiver module (optional) to provide
control of the power lock motors through high side
driver outputs to the power lock motors. This
includes support for rolling door locks (also known as
automatic door locks), automatic door unlock, a door
lock inhibit mode, and central locking (with the
optional Vehicle Theft Security System only). (Refer
to 8 - ELECTRICAL/POWER LOCKS - DESCRIPTION).
• Remote Keyless Entry - The EMIC supports
the optional Remote Keyless Entry (RKE) system features, including support for the RKE Lock, Unlock
(with optional driver-door-only unlock, and unlockall-doors), Panic, audible chirp, optical chirp, illuminated entry modes, an RKE programming mode, as
well as optional Vehicle Theft Security System
(VTSS) arming (when the proper VTSS arming conditions are met) and disarming.
• Remote Radio Switch Interface - The EMIC
monitors inputs from the optional remote radio
switches and then provides the appropriate electronic
data bus messages to the radio to select the radio
operating mode, volume control, preset station scan
and station seek features.
• Rolling Door Locks - The EMIC provides support for the power lock system rolling door locks feature (also known as automatic door locks). This
feature will automatically lock all unlocked doors
each time the vehicle speed reaches twenty-four kilometers-per-hour (fifteen miles-per-hour) and, following an automatic lock event, will automatically
unlock all doors once the ignition is turned to the Off
position and the driver side front door is opened.
• Turn Signal & Hazard Warning Lamp Control - The EMIC provides electronic turn and hazard
lamp request messages to the Front Control Module
(FCM) located on the Integrated Power Module (IPM)
for turn and hazard lamp control. The EMIC also
provides an audible click at one of two rates to emulate normal and bulb out turn or hazard flasher operation based upon electronic lamp outage messages
from the FCM, and provides an audible turn signal
on chime warning if a turn is signalled continuously
for more than about 1.6 kilometers (one mile) and

INSTRUMENT CLUSTER

8J - 5

INSTRUMENT CLUSTER (Continued)
the vehicle speed remains greater than about twentyfour kilometers-per-hour (fifteen miles-per-hour).
• Vacuum Fluorescent Display Synchronization - The EMIC transmits electronic panel lamp
dimming level messages which allows all other electronic modules on the PCI data bus with Vacuum
Fluorescent Display (VFD) units to coordinate their
illumination intensity with that of the EMIC VFD
units.
• Vehicle Theft Security System - The EMIC
monitors inputs from the door cylinder lock switch(es), the door ajar switches, the ignition switch, and
the Remote Keyless Entry (RKE) receiver module,
then provides electronic horn and lighting request
messages to the Front Control Module (FCM) located
on the Integrated Power Module (IPM) for the appropriate VTSS alarm output features.
• Wiper/Washer System Control - The EMIC
provides electronic wiper and/or washer request messages to the Front Control Module (FCM) located on
the Integrated Power Module (IPM) for the appropriate wiper and washer system features. (Refer to 8 ELECTRICAL/WIPERS/WASHERS
DESCRIPTION).
The EMIC houses six analog gauges and has provisions for up to twenty-three indicators (Fig. 3) or
(Fig. 4). The EMIC includes the following analog
gauges:
• Coolant Temperature Gauge
• Fuel Gauge
• Oil Pressure Gauge
• Speedometer
• Tachometer
• Voltage Gauge
Some of the EMIC indicators are automatically
configured when the EMIC is connected to the vehicle electrical system for compatibility with certain
optional equipment or equipment required for regulatory purposes in certain markets. While each EMIC
may have provisions for indicators to support every
available option, the configurable indicators will not
be functional in a vehicle that does not have the
equipment that an indicator supports. The EMIC
includes provisions for the following indicators (Fig.
3) or (Fig. 4):
• Airbag Indicator (with Airbag System only)
• Antilock Brake System (ABS) Indicator
(with ABS or Rear Wheel Anti-Lock [RWAL]
brakes only)
• Brake Indicator
• Cargo Lamp Indicator
• Check Gauges Indicator
• Cruise Indicator (with Speed Control only)
• Door Ajar Indicator
• Electronic Throttle Control (ETC) Indicator
(with 5.7L Gasoline Engine only)

• Gear Selector Indicator (with Automatic
Transmission only)
• High Beam Indicator
• Lamp Out Indicator
• Low Fuel Indicator
• Malfunction Indicator Lamp (MIL)
• Overdrive-Off Indicator (with Automatic
Transmission only)
• Seatbelt Indicator
• Security Indicator (with Sentry Key Immobilizer & Vehicle Theft Security Systems only)
• Service Four-Wheel Drive Indicator (with
Four-Wheel Drive only)
• Transmission Overtemp Indicator (with
Automatic Transmission only)
• Turn Signal (Right and Left) Indicators
• Upshift Indicator (with Manual Transmission only)
• Washer Fluid Indicator
• Wait-To-Start Indicator (with Diesel Engine
only)
• Water-In-Fuel Indicator (with Diesel Engine
only)
Each indicator in the EMIC, except those located
within one of the VFD units, is illuminated by a dedicated LED that is soldered onto the EMIC electronic
circuit board. The LED units are not available for
service replacement and, if damaged or faulty, the
entire EMIC must be replaced. Cluster illumination
is accomplished by dimmable incandescent back
lighting, which illuminates the gauges for visibility
when the exterior lighting is turned on. 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 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 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, a
VFD unit, the electronic circuit board, the circuit
board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC mod-

8J - 6

INSTRUMENT CLUSTER

INSTRUMENT CLUSTER (Continued)

Fig. 3 Gauges & Indicators - Gasoline Engine
1
2
3
4

MALFUNCTION INDICATOR LAMP
VOLTAGE GAUGE
LEFT TURN INDICATOR
TACHOMETER

5
6
7
8

- AIRBAG INDICATOR
- HIGH BEAM INDICATOR
- SEATBELT INDICATOR
- SPEEDOMETER

9 - RIGHT TURN INDICATOR
10 - OIL PRESSURE GAUGE
11 - CARGO LAMP INDICATOR
12 - DOOR AJAR INDICATOR

ule must be replaced. The cluster lens, hood and
mask unit and the individual incandescent lamp
bulbs with holders are available for individual service replacement.

OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
in this model also includes the hardware and software necessary to serve as the electronic body control
module and is sometimes referred to as the Cab
Compartment Node or CCN. The following information deals primarily with the instrument cluster
functions of this unit. Additional details of the electronic body control functions of this unit may be
found within the service information for the system
or component that the EMIC controls. For example:
Additional details of the audible warning functions of
the EMIC are found within the Chime/Buzzer service
information.

13 - ELECTRONIC THROTTLE CONTROL (ETC) INDICATOR
14 - ENGINE TEMPERATURE GAUGE
15 - SECURITY INDICATOR
16 - GEAR SELECTOR INDICATOR DISPLAY (INCLUDES
CRUISE & UPSHIFT INDICATORS)
17 - CHECK GAUGES INDICATOR
18 - BRAKE INDICATOR
19 - ABS INDICATOR
20 - ODOMETER/TRIP ODOMETER DISPLAY (INCLUDES
ENGINE HOURS, WASHER FLUID, LAMP OUTAGE,
OVERDRIVE-OFF & SERVICE 4x4 INDICATORS)
21 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
22 - FUEL GAUGE
23 - LOW FUEL INDICATOR
24 - TRANSMISSION OVERTEMP INDICATOR

The 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 Programmable Communications Interface (PCI) data bus network. (Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MODULES/COMMUNICATION - OPERATION).

INSTRUMENT CLUSTER

8J - 7

INSTRUMENT CLUSTER (Continued)

Fig. 4 Gauges & Indicators - Diesel Engine
1 - MALFUNCTION INDICATOR LAMP
2 - VOLTAGE GAUGE
3 - LEFT TURN INDICATOR
4
5
6
7

- TACHOMETER
- AIRBAG INDICATOR
- HIGH BEAM INDICATOR
- SEATBELT INDICATOR

8 - SPEEDOMETER
9 - RIGHT TURN INDICATOR
10 - OIL PRESSURE GAUGE
11 - CARGO LAMP INDICATOR
12 - DOOR AJAR INDICATOR
13 - ABS INDICATOR

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 high coolant temperature, the algorithm can drive the gauge pointer
to an extreme position and the microprocessor can
sound a chime through the on-board audible tone
generator to provide distinct visual and audible indications of a problem to the vehicle operator. The
instrument cluster circuitry may also produce audible warnings for other electronic modules in the vehicle based upon electronic tone request messages
received over the PCI data bus. Each audible warning is intended to provide the vehicle operator with
an audible alert to supplement a visual indication.

14 - ENGINE TEMPERATURE GAUGE
15 - SECURITY INDICATOR
16 - GEAR SELECTOR INDICATOR DISPLAY (INCLUDES
CRUISE & UPSHIFT INDICATORS)
17 - WATER-IN-FUEL INDICATOR
18 - BRAKE INDICATOR
19 - WAIT-TO-START INDICATOR
20 - ODOMETER/TRIP ODOMETER DISPLAY (INCLUDES
ENGINE HOURS, WASHER FLUID, LAMP OUTAGE,
OVERDRIVE-OFF & SERVICE 4x4 INDICATORS)
21 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
22 - FUEL GAUGE
23 - LOW FUEL INDICATOR
24 - TRANSMISSION OVERTEMP INDICATOR
25 - CHECK GAUGES INDICATOR

The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Integrated
Power Module (IPM) on a non-switched fused B(+)
circuit, and on battery current received through a
fused ignition switch output (run-start) fuse in the
IPM on a fused ignition switch output (run-start) 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 On or Start positions. The
EMIC circuitry is grounded through a ground circuit
and take out of the instrument panel wire harness
with an eyelet terminal connector that is secured by
a ground screw to a ground location near the center
of the instrument panel structural support.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the PCI bus message-controlled functions of the cluster by lighting
the appropriate indicators, positioning the gauge nee-

8J - 8

INSTRUMENT CLUSTER

INSTRUMENT CLUSTER (Continued)
dles at several predetermined calibration points
across the gauge faces, and illuminating all segments
of the odometer/trip odometer and gear selector indicator Vacuum-Fluorescent Display (VFD) units.
(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 only 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 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 PCI 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 PCI data bus and
the electronic 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 information.
VACUUM-FLUORESCENT DISPLAYS
The Vacuum-Fluorescent Display (VFD) units are
soldered to the EMIC electronic circuit board. With
the ignition switch in the Off or Accessory positions,
the odometer display is activated when the driver
door is opened (Rental Car mode) and is deactivated
when the driver door is closed. Otherwise, both display units are active when the ignition switch is in
the On or Start positions, and inactive when the ignition switch is in the Off or Accessory positions.

The illumination intensity of the VFD units is controlled by the EMIC circuitry based upon an input
from the headlamp switch and a dimming level input
received from the headlamp dimmer switch. The
EMIC synchronizes the illumination intensity of
other VFD units with that of the units in the EMIC
by sending electronic dimming level messages to
other electronic modules in the vehicle over the PCI
data bus.
The EMIC VFD units have several display capabilities including odometer, trip odometer, engine hours,
gear selector indication (PRNDL) for models with an
automatic transmission, several warning or reminder
indications, and various diagnostic information when
certain fault conditions exist. An odometer/trip odometer switch on the EMIC circuit board is used to control some of the display modes. This switch is
actuated manually by depressing the odometer/trip
odometer switch button that extends through the
lower edge of the cluster lens, just left of the tachometer. Actuating this switch momentarily with the
ignition switch in the On position will toggle the
VFD between the odometer and trip odometer modes.
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. While in the
odometer mode with the ignition switch in the On
position and the engine not running, depressing this
switch for about six seconds will display the engine
hours information. Holding this switch depressed
while turning the ignition switch from the Off position to the On position will initiate the EMIC self-diagnostic actuator test. Refer to the appropriate
diagnostic information for additional details on this
VFD function. The EMIC microprocessor remembers
which display mode is active when the ignition
switch is turned to the Off position, and returns the
VFD display to that mode when the ignition switch is
turned On again.
The VFD units are diagnosed using the EMIC selfdiagnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the PCI data bus and
the electronic data bus message inputs to the EMIC
that control 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, the trip odometer, the gear selector
indicator and the various warning and reminder indicator functions of the VFD may be found elsewhere
in this service information.
INDICATORS
Indicators are located in various positions within
the EMIC and are all connected to the EMIC electronic circuit board. The cargo lamp indicator, door

INSTRUMENT CLUSTER

8J - 9

INSTRUMENT CLUSTER (Continued)
ajar indicator, high beam indicator, and turn signal
indicators operate based upon hard wired inputs to
the EMIC. The brake indicator is controlled by PCI
data bus messages from the Controller Antilock
Brake (CAB) as well as by hard wired park brake
switch inputs to the EMIC. The seatbelt indicator is
controlled by the EMIC programming, PCI data bus
messages from the Airbag Control Module (ACM),
and a hard wired seat belt switch input to the EMIC.
The Malfunction Indicator Lamp (MIL) is normally
controlled by PCI data bus messages from the Powertrain Control Module (PCM); however, if the EMIC
loses PCI data bus communication, the EMIC circuitry will automatically turn the MIL on until PCI
data bus communication is restored. The EMIC uses
PCI data bus messages from the Front Control Module (FCM), the PCM, the diesel engine only Engine
Control Module (ECM), the ACM, the CAB, and the
Sentry Key Immobilizer Module (SKIM) to control all
of the remaining indicators.
The various EMIC indicators are controlled by different strategies; some receive fused ignition switch
output from the EMIC circuitry and have a switched
ground, while others are grounded through the EMIC
circuitry and have a switched battery feed. However,
all indicators are completely controlled by the EMIC
microprocessor based upon various hard wired and
electronic message inputs. All indicators are illuminated at a fixed intensity, which is not affected by
the selected illumination intensity of the EMIC general illumination lamps.
In addition, certain indicators in this instrument
cluster are automatically configured or self-configured. This feature allows the configurable indicators
to be enabled by the EMIC circuitry for compatibility
with certain optional equipment. The EMIC defaults
for the ABS indicator and airbag indicator are
enabled, and these configuration settings must be
programmatically disabled in the EMIC using a
DRBIIIt scan tool for vehicles that do not have this
equipment. The automatically configured or self-configured indicators remain latent in each EMIC at all
times and will be active only when the EMIC
receives the appropriate PCI message inputs for that
optional system or equipment.
The hard wired indicator inputs may be diagnosed
using conventional diagnostic methods. However, the
EMIC circuitry and PCI bus message controlled indicators are diagnosed using the EMIC self-diagnostic
actuator test. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING).
Proper testing of the PCI data bus and the electronic
message inputs to the EMIC that control an indicator
requires the use of a DRBIIIt scan tool. Refer to the
appropriate diagnostic information. Specific details of

the operation for each indicator may be found elsewhere in this service information.
CLUSTER ILLUMINATION
The EMIC has several illumination lamps that are
illuminated when the exterior lighting is turned on
with the headlamp switch. The illumination intensity
of these lamps is adjusted when the interior lighting
thumbwheel on the headlamp switch is rotated (down
to dim, up to brighten) to one of six available minor
detent positions. The EMIC monitors a resistor multiplexed input from the headlamp switch on a dimmer input circuit. In response to that input, the
EMIC electronic circuitry converts a 12-volt input it
receives from a fuse in the Integrated Power Module
(IPM) on a hard wired panel lamps dimmer switch
signal circuit into a 12-volt Pulse Width Modulated
(PWM) output. The EMIC uses this PWM output to
power the cluster illumination lamps and the VFD
units on the EMIC circuit board, then provides a synchronized PWM output on the various hard wired
fused panel lamps dimmer switch signal circuits to
control and synchronize the illumination intensity of
other incandescent illumination lamps in the vehicle.
The cluster illumination lamps are grounded at all
times.
The EMIC also sends electronic dimming level
messages over the PCI data bus to other electronic
modules in the vehicle to control and synchronize the
illumination intensity of their VFD units to that of
the EMIC VFD units. In addition, the thumbwheel
on the headlamp switch has a Parade Mode position
to provide a parade mode. The EMIC monitors the
request for this mode from the headlamp switch,
then sends an electronic dimming level message over
the PCI data bus to illuminate all VFD units in the
vehicle at full (daytime) intensity for easier visibility
when driving in daylight with the exterior lighting
turned on.
The hard wired headlamp switch and EMIC panel
lamps dimmer inputs and outputs may be diagnosed
using conventional diagnostic methods. However,
proper testing of the PWM output of the EMIC and
the electronic dimming level messages sent by the
EMIC over the PCI data bus requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information.

INPUT AND OUTPUT CIRCUITS
HARD WIRED INPUTS
The hard wired inputs to the EMIC include the following:
• Brake Lamp Switch Output
• Driver Cylinder Lock Switch Sense
• Driver Door Ajar Switch Sense

8J - 10

INSTRUMENT CLUSTER

INSTRUMENT CLUSTER (Continued)
• Driver Door Lock Switch MUX - with
Power Locks
• Fused B(+) - Ignition-Off Draw
• Fused B(+) - Power Lock Feed - with Power
Locks
• Fused Ignition Switch Output (AccessoryRun)
• Fused Ignition Switch Output (Off-RunStart)
• Fused Ignition Switch Output (Run-Start)
• Headlamp Dimmer Switch MUX
• Headlamp Switch MUX
• Horn Relay Control
• Key-In Ignition Switch Sense
• Left Rear Door Ajar Switch Sense
• Panel Lamps Dimmer Switch Signal
• Park Brake Switch Sense
• Passenger Door Ajar Switch Sense
• Passenger Door Lock Switch MUX - with
Power Locks
• Radio Control MUX
• Right Rear Door Ajar Switch Sense
• RKE Supply - with RKE
• Seat Belt Switch Sense
• Transmission Range Sensor MUX - with
Auto Trans
• Turn/Hazard Switch MUX
• Washer/Beam Select Switch MUX
• Wiper Switch MUX
Refer to the appropriate wiring information for
additional details.

• Radio Illumination Driver
• Right Door Lock Driver - with Power Locks
• Right Door Unlock Driver - with Power
Locks
• Transfer Case Switch Illumination Driver with Four-Wheel Drive
Refer to the appropriate wiring information for
additional details.

HARD WIRED OUTPUTS
The hard wired outputs of the EMIC include the
following:
• Accessory Switch Bank Illumination Driver
• BTSI Driver - with Auto Trans
• Cargo Lamp Driver
• Dome/Overhead Lamp Driver
• Driver Door Unlock Driver - with Power
Locks
• Headlamp Switch Illumination Driver
• Heated Seat Switch Indicator Driver - with
Heated Seats
• Heater-A/C Control Illumination Driver
• Left Door Lock Driver - with Power Locks
• Left Rear Door Unlock Driver - with Power
Locks
• Map/Glove Box Lamp Driver

DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER

GROUNDS
The EMIC receives and supplies a ground path to
several switches and sensors through the following
hard wired circuits:
• Ground - Illumination (2 Circuits)
• Ground - Power Lock - with Power Locks
• Ground - Signal
• Headlamp Switch Return
• Multi-Function Switch Return
• Transmission Range Sensor Return - with
Auto Trans
Refer to the appropriate wiring information for
additional details.
COMMUNICATION
The EMIC has provisions for the following communication circuits:
• PCI Data Bus
• RKE Program Serial Data - with RKE
• RKE Transmit Serial Data - with RKE
Refer to the appropriate wiring information for
additional details.

If all of the instrument cluster gauges and/or indicators are inoperative, refer to PRELIMINARY
DIAGNOSIS. If an individual gauge or Programmable Communications Interface (PCI) 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.
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.

INSTRUMENT CLUSTER

8J - 11

INSTRUMENT CLUSTER (Continued)
CAUTION: Instrument clusters used in this model
automatically configure themselves for compatibility with the features and optional equipment in the
vehicle in which they are initially installed. The
instrument cluster is programmed to do this by
embedding the Vehicle Identification Number (VIN)
and other information critical to proper cluster
operation into electronic memory. This embedded
information is learned through electronic messages
received from other electronic modules in the vehicle over the Programmable Communications Interface (PCI) data bus, and through certain hard wired
inputs received when the cluster is connected to
the vehicle electrically. Once configured, the instrument cluster memory may be irreparably damaged
and certain irreversible configuration errors may
occur if the cluster is connected electrically to
another vehicle; or, if an electronic module from
another vehicle is connected that provides data to
the instrument cluster (including odometer values)
that conflicts with that which was previously
learned and stored. Therefore, the practice of
exchanging (swapping) instrument clusters and
other electronic modules in this vehicle with those
removed from another vehicle must always be
avoided. Failure to observe this caution may result
in instrument cluster damage, which is not reimbursable under the terms of the product warranty.
Service replacement instrument clusters are provided with the correct VIN, and the certified odometer and engine hours values embedded into cluster
memory, but will otherwise be automatically configured for compatibility with the features and optional
equipment in the vehicle in which they are initially
installed.
NOTE: Certain indicators in this instrument cluster
are automatically configured. This feature allows
those indicators to be activated or deactivated for
compatibility with certain optional equipment. If the
problem being diagnosed involves improper illumination of the cruise indicator, the electronic throttle
control indicator, the overdrive-off indicator, the
service four-wheel drive indicator, the transmission
overtemp indicator, the upshift indicator, the security indicator or the gear selector indicator, disconnect and isolate the battery negative cable. After
about five minutes, reconnect the battery negative
cable and turn the ignition switch to the On position. The instrument cluster should automatically
relearn the equipment in the vehicle and properly
configure the configurable indicators accordingly.

PRELIMINARY DIAGNOSIS
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Check the fused B(+) fuse (Fuse 28 - 10
ampere) in the Integrated Power Module (IPM). 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 28 - 10 ampere) in the IPM. If OK, go to Step
3. If not OK, repair the open fused B(+) circuit
between the IPM and the battery as required.
(3) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. 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 IPM as required.
(4) Check for continuity between the signal ground
circuit cavity of the instrument panel wire harness
connector (Connector C1) for the instrument cluster
and a good ground. There should be continuity. If
OK, refer to ACTUATOR TEST. If not OK, repair the
open ground circuit to ground (G202) as required.

8J - 12

INSTRUMENT CLUSTER

INSTRUMENT CLUSTER (Continued)
ACTUATOR TEST
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 indicators are
capable of operating as designed. During the actuator
test the instrument cluster circuitry will position
each of the gauge needles at various calibration
points, illuminate all of the segments in the Vacuum
Fluorescent Display (VFD) units, turn all of the indicators on and off again, display any Diagnostic Trouble Code (DTC) information, and display the number
of ignition key cycles that have occurred since the
DTC was detected. It is suggested that a note pad
and pencil be used to write down any fault information that is displayed during the test for reference.
Successful completion of the actuator test will confirm that the instrument cluster is operational. However, there may still be a problem with the PCI data
bus, the Powertrain Control Module (PCM), the
Engine Control Module (ECM), the Front Control
Module (FCM), the Transmission Control Module
(TCM), the Transfer Case Control Module (TCCM),
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) Release the odometer/trip odometer switch button.
(5) The instrument cluster will simultaneously
illuminate all of the operational segments in both
VFD units, perform a bulb check of each operational
LED indicator. The VFD segments and LED indicators remain illuminated as each gauge needle is
swept to several calibration points and back. If a
VFD segment or an LED indicator fails to illuminate,
or if a gauge needle fails to sweep through the calibration points and back during this test, the instrument cluster must be replaced. Following these tests,
the actuator test will proceed as described in Step 6.
(6) The text “C Code” is displayed in the odometer
VFD for about three seconds. If there is no stored
fault information, the display will show two pairs of
zeroes in the format “00” “00”, which indicate that
the display of fault information is done. If there is
stored fault information, two sets of two-digit alpha
and alpha-numeric fault codes will appear in the
odometer display for a three second interval. The
first pair of digits represents a Diagnostic Trouble
Code (DTC), or fault code for the instrument cluster.
The second pair of digits is a counter for the number
of ignition key cycles that have occurred since the
displayed DTC was set. The instrument cluster will
continue to display additional sets of two pairs of digits at three second intervals until all of the stored
codes have been displayed, which is again signaled
by a code of “00” “00”. Refer to the Instrument Cluster Failure Message table for a description of each
fault code that the instrument cluster displays. If an
instrument cluster fault is displayed, use a DRBIIIt
scan tool to diagnose the problem. Refer to the appropriate diagnostic information.

INSTRUMENT CLUSTER FAILURE MESSAGE
Fault Code

Description

Correction

Airbag warning indicator output circuit shorted.

Refer to the appropriate diagnostic information.

Airbag warning indicator output circuit open.

Refer to the appropriate diagnostic information.

ABS indicator output circuit shorted.

Refer to the appropriate diagnostic information.

ABS indicator output circuit open.

Refer to the appropriate diagnostic information.

MIL indicator output circuit shorted.

Refer to the appropriate diagnostic information.

MIL indicator output circuit open.

Refer to the appropriate diagnostic information.

INSTRUMENT CLUSTER

8J - 13

INSTRUMENT CLUSTER (Continued)
INSTRUMENT CLUSTER FAILURE MESSAGE
Fault Code

Description

Correction

Wait to start indicator circuit shorted.

Refer to the appropriate diagnostic information.

Wait to start indicator circuit open.

Refer to the appropriate diagnostic information.

BTSI output circuit shorted or open.

Refer to the appropriate diagnostic information.

Headlamp switch input circuit shorted.

Refer to the appropriate diagnostic information.

Headlamp switch input circuit open.

Refer to the appropriate diagnostic information.

Turn hazard switch input circuit shorted.

Refer to the appropriate diagnostic information.

Turn hazard swiitch inpot circuit open.

Refer to the appropriate diagnostic information.

Courtesy/dome output circuit shorted or open.

Refer to the appropriate diagnostic information.

Glovebox/map lamp output circuit shorted or
open.

Refer to the appropriate diagnostic information.

Cargo lamp output circuit shorted or open.

Refer to the appropriate diagnostic information.

Wiper switch input circuit shorted.

Refer to the appropriate diagnostic information.

Wiper switch input circuit open.

Refer to the appropriate diagnostic information.

Wash/beam input circuit shorted.

Refer to the appropriate diagnostic information.

Passenger door lock switch input circuit shorted.

Refer to the appropriate diagnostic information.

Passenger door lock switch input circuit open.

Refer to the appropriate diagnostic information.

Passenger door lock switch input circuit stuck.

Refer to the appropriate diagnostic information.

Driver door lock switch input circuit shorted.

Refer to the appropriate diagnostic information.

Driver door lock switch input circuit open.

Refer to the appropriate diagnostic information.

Driver door lock switch input circuit stuck.

Refer to the appropriate diagnostic information.

All door lock output circuit shorted to ground or
voltage.

Refer to the appropriate diagnostic information.

All door unlock output circuit shorted to ground
or voltage.

Refer to the appropriate diagnostic information.

Driver door unlock output circuit shorted to
ground or voltage.

Refer to the appropriate diagnostic information.

Driver cylinder lock switch input circuit shorted.

Refer to the appropriate diagnostic information.

Driver cylinder lock switch input circuit stuck.

Refer to the appropriate diagnostic information.

Incorrect odometer value found.

Refer to the appropriate diagnostic information.

Remote radio switch input circuit high.

Refer to the appropriate diagnostic information.

Remote radio switch stuck.

Refer to the appropriate diagnostic information.

Internal module FLASH memory checksum
failure.

Refer to the appropriate diagnostic information.

Internal module bootloader failure.

Refer to the appropriate diagnostic information.

Battery voltage open.

Refer to the appropriate diagnostic information.

TCCM messages not received.

Refer to the appropriate diagnostic information.

VIN checksum error.

Refer to the appropriate diagnostic information.

VIN previously stored.

Refer to the appropriate diagnostic information.

PCI bus internal failure.

Refer to the appropriate diagnostic information.

PCM messages not received.

Refer to the appropriate diagnostic information.

TCM messages not received.

Refer to the appropriate diagnostic information.

ABS messages not received.

Refer to the appropriate diagnostic information.

8J - 14

INSTRUMENT CLUSTER

INSTRUMENT CLUSTER (Continued)
INSTRUMENT CLUSTER FAILURE MESSAGE
Fault Code

Description

Correction

FCM messages not received.

Refer to the appropriate diagnostic information.

ACM messages not received.

Refer to the appropriate diagnostic information.

SKIM messages not received.

Refer to the appropriate diagnostic information.

RKE fob batteries low.

Refer to the appropriate diagnostic information.

RKE module communication link.

Refer to the appropriate diagnostic information.

Done

All Diagnostic Trouble Codes (DTC) have been
displayed.

(7) 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 over the PCI data bus during the test.
(8) Go back to Step 1 to repeat the test, if necessary.

Fig. 5 Instrument Cluster Remove/Install
1
2
3
4

WIRE HARNESS CONNECTOR (3)
INSTRUMENT CLUSTER
SCREW (4)
INSTRUMENT PANEL STRUCTURAL SUPPORT

(4) Pull the instrument cluster rearward far
enough to access and disconnect the instrument
panel wire harness connectors for the cluster from
the connector receptacles on the back of the cluster
housing.
(5) Remove the instrument cluster from the instrument panel.

DISASSEMBLY
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include the incandescent instrument cluster illumination lamp bulbs (including the
integral bulb holders), and the cluster lens, hood and
mask unit. Following are the procedures for disassembling these components from the instrument cluster unit.

INSTRUMENT CLUSTER

8J - 15

INSTRUMENT CLUSTER (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
CLUSTER BULB
This procedure applies to each of the incandescent
cluster illumination lamp bulb and bulb holder units.
If the vehicle is equipped with the optional Remote
Keyless Entry (RKE) system, the RKE receiver module must be removed from the instrument cluster
rear cover to access the lower center cluster illumination lamp, which is located on the circuit board
directly behind the RKE module. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE
KEYLESS
ENTRY MODULE - REMOVAL).
(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. 6).

(4) Pull the bulb and bulb holder unit straight
back to remove it from the bulb mounting hole in the
cluster electronic circuit board.
CLUSTER LENS, HOOD, AND MASK
(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) From the back of the instrument cluster,
remove the eight screws around the outer perimeter
of the rear cover that secure the lens, hood, and
mask unit to the cluster housing (Fig. 7).

Fig. 7 Instrument Cluster Components
1
2
3
4

SCREW (9)
REAR COVER
CLUSTER HOUSING
LENS, HOOD & MASK

(4) Remove the lens, hood, and mask unit from the
face of the instrument cluster.

ASSEMBLY
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include the incandescent instrument cluster illumination lamp bulbs (including the
integral bulb holders), and the cluster lens, hood and
mask unit. Following are the procedures for assembling these components to the instrument cluster
unit.

Fig. 6 Cluster Bulb Remove/Install
1 - INSTRUMENT CLUSTER
2 - BULB & HOLDER (11)

8J - 16

INSTRUMENT CLUSTER

CLUSTER LENS, HOOD, AND MASK
(1) Position the cluster lens, hood, and mask unit
over the face of the instrument cluster (Fig. 7). Be
certain that the odometer/trip odometer switch button is inserted through the proper clearance holes in
the mask and the lens.
(2) From the back of the instrument cluster, install
and tighten the eight screws around the outer perimeter of the rear cover that secure the lens, hood, and
mask unit to the cluster housing. Tighten the screws
to 1 N·m (10 in. lbs.).
(3) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(4) Reconnect the battery negative cable.

INSTALLATION
CLUSTER BULB
This procedure applies to each of the incandescent
cluster illumination lamp bulb and bulb holder units.
If the vehicle is equipped with the optional Remote
Keyless Entry (RKE) system, and the RKE receiver
module was removed from the instrument cluster
rear cover to access the lower center cluster illumination lamp, reinstall the RKE module after the bulb
is replaced on the circuit board. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE
KEYLESS
ENTRY MODULE - INSTALLATION).
CAUTION: 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. 6).
(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.

INSTRUMENT CLUSTER

8J - 17

INSTRUMENT CLUSTER (Continued)
NOTE: Certain indicators in this instrument cluster
are automatically configured. This feature allows
those indicators to be activated or deactivated for
compatibility with certain optional equipment. If the
problem being diagnosed involves improper illumination of the cruise indicator, the electronic throttle
control indicator, the overdrive-off indicator, the
service four-wheel drive indicator, the transmission
overtemp indicator, the upshift indicator, the security indicator or the gear selector indicator, disconnect and isolate the battery negative cable. After
about five minutes, reconnect the battery negative
cable and turn the ignition switch to the On position. The instrument cluster should automatically
relearn the equipment in the vehicle and properly
configure the configurable indicators accordingly.

ABS INDICATOR
DESCRIPTION
An Antilock Brake System (ABS) indicator is standard equipment on all instrument clusters. However,
the instrument cluster can be programmed to disable
this indicator on vehicles that are not equipped with
the ABS or Rear Wheel Anti-Lock (RWAL) brake systems, which are not available in some markets. On
vehicles equipped with a gasoline engine, the ABS
indicator is located near the lower edge of the instrument cluster, between the tachometer and the speedometer. On vehicles equipped with a diesel engine,
the ABS indicator is located on the right side of the
instrument cluster, to the right of the engine temperature gauge. The ABS indicator consists of a stencillike 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 Light Emitting Diode (LED)
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 the LED, which
is 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 Programmable Communications Interface
(PCI) data bus. The ABS indicator Light Emitting
Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only
allow this indicator to operate when the instrument
cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. 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
three 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, then off again 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, then the instrument cluster and the CAB
will each store a DTC. For proper diagnosis of the
antilock brake system, the CAB, the PCI data bus, or
the electronic message inputs to the instrument clus-

8J - 18

INSTRUMENT CLUSTER

ABS INDICATOR (Continued)
ter that control the ABS indicator, a DRBIIIt scan
tool is required. Refer to the appropriate diagnostic
information.

AIRBAG INDICATOR
DESCRIPTION
An airbag indicator is standard equipment on all
instrument clusters. However, the instrument cluster
can be programmed to disable this indicator on vehicles that are not equipped with the airbag system,
which is not available in some markets. The airbag
indicator is located near the upper edge of the instrument cluster, between the tachometer and the speedometer. The airbag indicator consists of a stencil-like
cutout of the words “AIR BAG” 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 Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the “AIR BAG”
text to appear in red through the translucent outer
layer of the overlay when the indicator is illuminated
from behind by the LED, which is 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 Programmable Communications Interface (PCI) data bus. The airbag indicator
Light Emitting Diode (LED) is completely controlled
by the instrument cluster logic circuit, and that logic
will only allow this indicator to operate when the
instrument cluster receives a battery current input
on the fused ignition switch output (run-start) circuit. 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 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 six seconds. The entire six second
bulb test is a function of the ACM.
• 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 until the cluster receives a single lamp-off message from the ACM.
• Actuator Test - Each time the cluster is put
through the actuator test, the airbag indicator will be
turned on, then off again during the bulb check portion of the test to confirm the functionality of the
LED and the cluster control circuitry. The actuator
test illumination of the airbag indicator is a function
of the instrument cluster.
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 and seat belt tensioners 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
instrument cluster and the ACM will each store a
DTC, and the cluster will flash the seatbelt indicator
on and off as a backup to notify the vehicle operator.
For proper diagnosis of the airbag system, the ACM,
the PCI data bus, or the electronic 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,
between the tachometer and the speedometer. The
brake indicator consists of stencil-like cutouts of the
word “BRAKE” and the International Control and
Display Symbol icon for “Brake Failure” 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 Light Emitting Diode (LED) behind the cutout
in the opaque layer of the overlay causes the
“BRAKE” text and the icon to appear in red through

INSTRUMENT CLUSTER

8J - 19

BRAKE/PARK BRAKE INDICATOR (Continued)
the translucent outer layer of the overlay when the
indicator is illuminated from behind by the LED,
which is 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, when
there are certain brake hydraulic system malfunctions as indicated by a low brake hydraulic fluid level
condition, or when the brake fluid level switch is disconnected. The brake indicator can also give an indication when certain faults are detected in the
Antilock Brake System (ABS). This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming,
electronic messages received by the cluster from the
Controller Antilock Brake (CAB) over the Programmable Communications Interface (PCI) data bus, and
a hard wired input from the park brake switch. The
brake indicator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. 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 two seconds as a bulb test.
• Brake Lamp-On Message - Each time the
cluster receives a lamp-on message from the CAB,
the brake indicator will be illuminated. The CAB can
also send brake lamp-on messages as feedback during ABS diagnostic procedures. 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.
• Park Brake Switch Input - Each time the
cluster detects ground on the park brake switch
sense circuit (park brake switch closed = park brake
applied or not fully released) while the ignition
switch is in the On position, the brake indicator
flashes on and off. The indicator continues to flash
until the park brake switch sense input to the cluster
is an open circuit (park brake switch open = park
brake fully released), 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, then off again 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 ABS system circuits and sensors,
including the brake fluid level switch on the brake
master cylinder reservoir, 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 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.
For further diagnosis of the brake indicator or the
instrument cluster circuitry that controls the LED,
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). The park brake
switch input to the instrument cluster can be diagnosed using conventional diagnostic tools and methods. For proper diagnosis of the brake fluid level
switch, the ABS, the CAB, the PCI data bus, or the
electronic 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 there are problems with
several indicators in the instrument cluster, (Refer to
8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If the brake indicator 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 procedures
will help to locate a shorted or open circuit, or a
faulty park brake switch input. 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.

8J - 20

INSTRUMENT CLUSTER

BRAKE/PARK BRAKE INDICATOR (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
INDICATOR ILLUMINATES DURING BULB TEST, BUT DOES
NOT WHEN PARK BRAKE APPLIED
(1) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the park brake switch from the switch terminal.
Apply the parking brake. Check for continuity
between the park brake switch terminal and a good
ground. There should be continuity. If OK, go to Step
2. If not OK, replace the faulty park brake switch.
(2) Disconnect the instrument panel wire harness
connector (Connector C1) for the instrument cluster
from the cluster connector receptacle. Check for continuity between the park brake switch sense circuit
cavities of the body wire harness connector for the
park brake switch and the instrument panel wire
harness connector for the instrument cluster. There
should be continuity. If not OK, repair the open park
brake switch sense circuit between the park brake
switch and the instrument cluster as required.
INDICATOR REMAINS ILLUMINATED - BRAKE SYSTEM
CHECKS OK
(1) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the park brake switch from the switch terminal.
Check for continuity between the terminal of the
park brake switch and a good ground. There should
be no continuity with the park brake released, and
continuity with the park brake applied. If OK, go to
Step 2. If not OK, replace the faulty park brake
switch.
(2) Disconnect the instrument panel wire harness
connector (Connector C1) for the instrument cluster
from the cluster connector receptacle. Check for continuity between the park brake switch sense circuit
cavity of the body wire harness connector for the
park brake switch and a good ground. There should
be no continuity. If not OK, repair the shorted park

brake switch sense circuit between the park brake
switch and the instrument cluster as required.

CARGO LAMP INDICATOR
DESCRIPTION
A cargo lamp indicator is standard equipment on
all instrument clusters. The cargo lamp indicator is
located on the right side of the instrument cluster, to
the right of the oil pressure gauge. The cargo lamp
indicator consists of a stencil-like cutout of the words
“CARGO LAMP” 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 Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the “CARGO
LAMP” text to appear in amber through the translucent outer layer of the overlay when the indicator is
illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit
board. The cargo lamp indicator is serviced as a unit
with the instrument cluster.

OPERATION
The cargo lamp indicator gives an indication to the
vehicle operator when the exterior cargo lamp is illuminated. This indicator is controlled by a transistor
on the instrument cluster circuit board based upon
cluster programming, a hard wired multiplex input
received by the cluster from the headlamp panel
lamps dimmer switch on the headlamp dimmer
switch mux circuit, and electronic unlock request
messages received from the optional Remote Keyless
Entry (RKE) receiver module. The cargo lamp indicator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and
that logic will allow only this indicator to operate
whenever the instrument cluster receives a battery
current input on the fused ignition switch output
(run-start) circuit. 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
cargo lamp indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the cargo lamp indicator is
illuminated for about two seconds as a bulb test.
• Cargo Lamp-On Input - Each time the cluster
detects a cargo lamp-on input from the headlamp
switch on the headlamp dimmer switch mux circuit,
the cargo lamp and the cargo lamp indicator will be
illuminated. The cargo lamp and indicator remain
illuminated until the cluster receives a cargo lamp-off

INSTRUMENT CLUSTER

8J - 21

CARGO LAMP INDICATOR (Continued)
input from the headlamp switch, 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 cargo lamp indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The instrument cluster continually monitors the
headlamp dimmer switch circuit to determine the
proper interior lamps features and panel lamps illumination levels to provide. The cluster then energizes
and de-energizes a low side driver circuit to control
the exterior cargo lamp. Each time the instrument
cluster energizes the cargo lamp driver and the ignition switch is in the On or start positions, the cluster
also turns on the cargo lamp indicator. For further
diagnosis of the cargo lamp indicator or the instrument cluster circuitry that controls the indicator,
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper
diagnosis of the cargo lamp or the headlamp switch
inputs to the instrument cluster that control the
cargo lamp indicator, a DRBIIIt scan tool is required.
Refer to the appropriate diagnostic information.

CHECK GAUGES INDICATOR
DESCRIPTION
A check gauges indicator is standard equipment on
all instrument clusters. On vehicles equipped with a
gasoline engine, the check gauges indicator is located
near the lower edge of the instrument cluster,
between the tachometer and the speedometer. On
vehicles equipped with a diesel engine, the check
gauges indicator is located on the left side of the
instrument cluster, to the left of the voltage gauge.
The check gauges indicator consists of a stencil-like
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
Light Emitting Diode (LED) 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 the LED, which is 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 immedi-

ate attention. 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) on vehicles equipped with a gasoline
engine, or from the Engine Control Module (ECM) on
vehicles equipped with a diesel engine over the Programmable Communications Interface (PCI) data
bus. The check gauges indicator Light Emitting
Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only
allow this indicator to operate when the instrument
cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. 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 or
ECM indicating the engine coolant temperature of a
gasoline engine is about 122° C (252° F) or higher, or
of 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 or ECM indicating
that the engine coolant temperature of a gasoline
engine is below about 122° C (252° F), or of a diesel
engine is below about 112° C (233° F), 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 or
ECM indicating the engine oil pressure is about 41
kPa (6 psi) or lower, the check gauges indicator will
be illuminated. The indicator remains illuminated
until the cluster receives a message from the PCM or
ECM indicating that the engine oil pressure is above
about 41 kPa (6 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 (Charge Fail) Message
- Each time the cluster receives a message from the
PCM or ECM indicating the electrical system voltage
is less than about 11.5 volts (charge fail condition),
the check gauges indicator will be illuminated. The
indicator remains illuminated until the cluster
receives a message from the PCM or ECM indicating
the electrical system voltage is greater than about

8J - 22

INSTRUMENT CLUSTER

CHECK GAUGES INDICATOR (Continued)
12.0 volts (but less than 16.0 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 or ECM
indicating the electrical system voltage is greater
than about 16.0 volts, the check gauges indicator will
be illuminated. The indicator remains illuminated
until the cluster receives a message from the PCM or
ECM indicating the electrical system voltage is less
than about 15.5 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 check gauges indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM continually monitors the engine temperature, oil pressure, and electrical system voltage, then sends the
proper messages to the instrument cluster. On vehicles with a diesel engine, the ECM 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 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 ECM, the PCI data bus, or the electronic
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 gear selector indicator Vacuum-Fluorescent Display (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is
visible through a window with a smoked clear lens
located on the lower edge of the speedometer gauge
dial face of the cluster overlay. The dark lens over
the VFD prevents the indicator from being clearly
visible when it is not illuminated. The word
“CRUISE” appears in a blue-green color and at the
same lighting level as the gear selector indicator
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 cluster programming and electronic messages received by the
cluster from the Powertrain Control Module (PCM)
over the Programmable Communications Interface
(PCI) data bus. The cruise indicator is completely
controlled by the instrument cluster logic circuit, and
that logic will only allow this indicator to operate
when the instrument cluster receives a battery current input on the fused ignition switch output (runstart) circuit. 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:
• 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, then off again during the VFD portion of
the test to confirm the functionality of the VFD and
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 PCI data bus, or the electronic
message inputs to the instrument cluster that control
the cruise indicator, a DRBIIIt scan tool is required.
Refer to the appropriate diagnostic information.

INSTRUMENT CLUSTER

DOOR AJAR INDICATOR
DESCRIPTION
A door ajar indicator is standard equipment on all
instrument clusters. The door ajar indicator is
located on the right side of the instrument cluster, to
the right of the engine temperature gauge. The door
ajar indicator consists of a stencil-like cutout of the
words “DOOR AJAR” 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 Light Emitting Diode (LED) behind the cutout in the opaque
layer of the overlay causes the “DOOR AJAR” text to
appear in red through the translucent outer layer of
the overlay when the indicator is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The door
ajar indicator is serviced as a unit with the instrument cluster.

OPERATION
The door ajar indicator gives an indication to the
vehicle operator that one or more of the passenger
compartment doors may be open or not completely
latched. This indicator is controlled by a transistor
on the instrument cluster circuit board based upon
cluster programming and hard wired inputs received
by the cluster from the door ajar switches located in
each door latch unit. The door ajar indicator Light
Emitting Diode (LED) is completely controlled by the
instrument cluster logic circuit, and that logic will
allow this indicator to operate whenever the instrument cluster receives a battery current input on the
fused ignition switch output (run-start) circuit.
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 door ajar indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the door ajar indicator is
illuminated for about two seconds as a bulb test.
• Door Ajar Switch Input - Each time the cluster detects ground on any one of the door ajar switch
sense circuits (door ajar switch closed = door is open
or not completely latched) the door ajar indicator will
be illuminated. The indicator remains illuminated
until all of the door ajar switch sense inputs to the
cluster are an open circuit (door ajar switch open =
door fully closed), 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 door ajar indicator will
be turned on, then off again during the bulb check

8J - 23

portion of the test to confirm the functionality of the
LED and the cluster control circuitry.
The instrument cluster continually monitors the
door ajar switches to determine the status of the
doors. For further diagnosis of the door ajar indicator
or the instrument cluster circuitry that controls the
indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For
proper diagnosis of the door ajar switches and circuits, (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
- INTERIOR/DOOR AJAR SWITCH - DIAGNOSIS
AND TESTING).

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
right quadrant of the instrument cluster, below the
oil pressure 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-to-right from “C” (or Cold) to “H” (or Hot)
for gasoline engines. On vehicles with a diesel
engine, the scale reads from “60”° C to “120”° C in
markets where a metric instrument cluster is specified, or from “140”° F to “245”° F in all other markets. An International Control and Display Symbol
icon for “Engine Coolant Temperature” is located on
the cluster overlay, directly below the left end of the
gauge scale. The engine coolant temperature gauge
graphics are black against a white field except for
two red graduations 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 black graphics appear blue and 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 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 cluster
programming and electronic messages received by

8J - 24

INSTRUMENT CLUSTER

ENGINE TEMPERATURE GAUGE (Continued)
the cluster from the Powertrain Control Module
(PCM) on vehicles equipped with a gasoline engine,
or from the Engine Control Module (ECM) on vehicles equipped with a diesel engine over the Programmable Communications Interface (PCI) 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 (run-start) 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 or ECM
indicating the engine coolant temperature is between
the low end of normal [about 54° C (130° F) for gasoline engines, or about 60° C (140° F) for diesel
engines] and the high end of normal [about 122° C
(252° F) for gasoline engines, or about 116° C (240°
F) for diesel engines], the gauge needle is moved to
the actual relative temperature position on the gauge
scale.
• Engine Temperature Low Message - Each
time the cluster receives a message from the PCM or
ECM indicating the engine coolant temperature is
below the low end of normal [about 54° C (130° F) for
gasoline engines, or about 60° C (140° F) for diesel
engines], the gauge needle is held at the graduation
on the far left end of the gauge scale. The gauge needle remains at the left end of the gauge scale until
the cluster receives a message from the PCM or ECM
indicating that the engine temperature is above
about 54° C (130° F) for gasoline engines, or about
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 or
ECM indicating the engine coolant temperature is
above about 122° C (252° F) for gasoline engines, or
about 116° C (240° F) for diesel engines, the gauge
needle is moved into the red zone at the far right end
of gauge scale, the check gauges indicator is illuminated, and a single chime tone is sounded. The gauge
needle remains in the red zone and the check gauges
indicator remains illuminated until the cluster
receives a message from the PCM or ECM indicating
that the engine temperature is below about 122° C
(252° F) for gasoline engines, or about 116° C (240°
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 or ECM.
• Communication Error - If the cluster fails to
receive an engine temperature message, it will hold
the gauge needle at the last indication for about five
seconds or until the ignition switch is turned to the
Off position, whichever occurs first. After five seconds, the cluster will move the gauge needle to the
low end of the gauge scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the engine coolant temperature 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.
On vehicles with a gasoline engine, the PCM continually monitors the engine coolant temperature
sensor to determine the engine operating temperature. On vehicles with a diesel engine, the ECM continually monitors the engine coolant temperature
sensor to determine the engine operating temperature. The PCM or ECM 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 ECM, the PCI data bus, or
the electronic 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.

ETC INDICATOR
DESCRIPTION
An Electronic Throttle Control (ETC) indicator is
standard equipment on all gasoline engine instrument clusters. However, on vehicles not equipped
with the optional 5.7 liter gasoline engine, this indicator is electronically disabled. The ETC indicator is
located on the right side of the instrument cluster, to
the right of the engine temperature gauge. The ETC
indicator consists of a stencil-like cutout of the International Control and Display Symbol icon for “Electronic Throttle Control” 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 Light Emitting Diode (LED) behind the cutout in the opaque

INSTRUMENT CLUSTER

8J - 25

ETC INDICATOR (Continued)
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 the
LED, which is soldered onto the instrument cluster
electronic circuit board. The ETC indicator is serviced as a unit with the instrument cluster.

OPERATION
The Electronic Throttle Control (ETC) indicator
gives an indication to the vehicle operator when the
ETC system is faulty or inoperative. The ETC 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 Programmable Communications Interface (PCI) data
bus. The ETC indicator Light Emitting Diode (LED)
is completely controlled by the instrument cluster
logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives
a battery current input on the fused ignition switch
output (run-start) circuit. 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 ETC indicator for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position the ETC indicator is illuminated for about six seconds. The entire six second
bulb test is a function of the PCM.
• ETC Lamp-On Message - Each time the cluster receives a lamp-on message from the PCM, the
ETC indicator will be illuminated. The indicator can
be flashed on and off, or illuminated solid, as dictated by the PCM message. The indicator remains
illuminated solid or continues to flash for about
twelve seconds or until the cluster receives a lamp-off
message from the PCM, whichever is longer. If the
indicator is illuminated solid with the engine running the vehicle will usually remain drivable. If the
indicator is flashing with the engine running the
vehicle may require towing. A flashing indicator
means the ETC system requires immediate service.
• Communication Error - If the cluster receives
no ETC lamp messages for three consecutive seconds,
the ETC indicator is illuminated. The indicator
remains illuminated until the cluster receives a single lamp-off message from the PCM.
• Actuator Test - Each time the cluster is put
through the actuator test, the ETC indicator will be
turned on, then off again during the bulb check portion of the test to confirm the functionality of the
LED and the cluster control circuitry. The actuator
test illumination of the ETC indicator is a function of
the PCM.

The PCM continually monitors the ETC system circuits and sensors to decide whether the system is in
good operating condition. The PCM then sends the
proper lamp-on or lamp-off messages to the instrument cluster. If the PCM sends a lamp-on message
after the bulb test, it indicates that the PCM has
detected a system malfunction and/or that the ETC
system is inoperative. The PCM will store a Diagnostic Trouble Code (DTC) for any malfunction it
detects. Each time the ETC indicator fails to illuminate due to an open or short in the cluster ETC indicator circuit, the cluster sends a message notifying
the PCM of the condition, the instrument cluster and
the PCM will each store a DTC. For proper diagnosis
of the ETC system, the PCM, the PCI data bus, or
the electronic message inputs to the instrument cluster that control the ETC indicator, 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
left quadrant of the instrument cluster, below the
voltage 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 right end of the gauge
scale. An arrowhead pointed to the left side of the
vehicle is imprinted on the cluster overlay next to the
“Fuel” icon in the fuel gauge to provide the driver
with a reminder as to the location of the fuel filler
access. On vehicles equipped with a diesel engine,
text that specifies “DIESEL ONLY” is located across
the fuel gauge below the gauge scale, but above the
hub of the gauge needle. The fuel gauge graphics are
black against a white 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 black graphics appear blue and 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 fuel
gauge is serviced as a unit with the instrument cluster.

8J - 26

INSTRUMENT CLUSTER

FUEL GAUGE (Continued)

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 cluster programming and electronic messages received by the cluster from the
Powertrain Control Module (PCM) on vehicles
equipped with a gasoline engine, or from the Engine
Control Module (ECM) on vehicles equipped with a
diesel engine over the Programmable Communications Interface (PCI) 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 (run-start)
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 or ECM
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 relative 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 or ECM.
• Less Than Twenty Percent Tank Full Message - Each time the cluster receives messages from
the PCM or ECM indicating the percent tank full is
about twenty percent or less for ten consecutive seconds and the vehicle speed is zero, or for sixty consecutive seconds and the vehicle speed is greater
than zero, the gauge needle is moved to the oneeighth graduation or below 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 or ECM indicating that the percent tank full is
greater than about twenty percent for ten consecutive seconds and the vehicle speed is zero, or for sixty
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 or ECM.
• Less Than Empty Percent Tank Full Message - Each time the cluster receives a message from
the PCM or ECM indicating the percent tank full is
less than empty, the gauge needle is moved to the far
left 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 or
ECM is a short circuit.
• More Than Full Percent Tank Full Message
- Each time the cluster receives a message from the
PCM or ECM indicating the percent tank full is more
than full, the gauge needle is moved to the far left
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 or
ECM is an open circuit.
• Communication Error - If the cluster fails to
receive a percent tank full message, it will hold the
gauge needle at the last indication about five seconds
or until the ignition switch is turned to the Off position, whichever occurs first. After five seconds, the
cluster will move the gauge needle to the low end of
the gauge scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the fuel 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.
On vehicles with a gasoline engine, the PCM continually monitors the fuel tank sending unit to determine the level of the fuel in the fuel tank. On
vehicles with a diesel engine, the ECM continually
monitors the fuel tank sending unit to determine the
level of the fuel in the fuel tank. The PCM or ECM
then sends the proper fuel level 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 ECM, the PCI data bus, or the electronic 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
An electronic automatic transmission gear selector
indicator is standard factory-installed equipment on
this model. The gear selector indicator information is
displayed in a Vacuum-Fluorescent Display (VFD)
unit. The VFD is soldered onto the cluster electronic
circuit board and is visible through a window with a
smoked clear lens located on the lower edge of the
speedometer gauge dial face of the cluster overlay.
The dark lens over the VFD prevents the indicator
from being clearly visible when it is not illuminated.

INSTRUMENT CLUSTER

8J - 27

GEAR SELECTOR INDICATOR (Continued)
The gear selector indicator displays the following
characters 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. The VFD illuminates a rectangular box around the character that represents the
currently selected lever position.
The gear selector indicator characters and graphics
appear in the same blue-green color and at the same
lighting level as the odometer/trip odometer information when illuminated by the instrument cluster electronic circuit board. During daylight hours (exterior
lamps Off) the gear selector indicator 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 when the
vehicle is driven in daylight hours with the exterior
lamps turned On. The gear selector indicator VFD is
serviced as a unit with the instrument cluster.

OPERATION
The electronic gear selector indicator gives an indication to the vehicle operator of the transmission
gear that has been selected with the automatic transmission gear selector lever. This indicator is controlled by the instrument cluster circuit board based
upon cluster programming. The cluster circuitry
automatically configures itself for the proper transmission and automatic transmission model based
upon the hard wired transmission range sensor mux
circuit input to the cluster. The gear selector indicator information is displayed by a dedicated Vacuum
Fluorescent Display (VFD) unit on the instrument
cluster electronic circuit board, and the VFD will not
display the gear selector indicator information after
the ignition switch is turned to the Off position. The
instrument cluster circuitry configures the gear selector indicator VFD based upon the following inputs
from the transmission range sensor:
• Open Circuit - If the cluster is configured for
an automatic transmission and the transmission
range sensor mux circuit is open, the cluster circuitry
controls the gear selector indicator display based
upon electronic messages received from the electronic
Transmission Control Module (TCM) over the Programmable Communications Interface (PCI) data
bus. If the transmission range sensor mux circuit is
open and no electronic messages are received from
the TCM within two seconds, the instrument cluster
circuitry will not display any gear selector position
until the condition is resolved or until the ignition

switch is turned to the Off position, whichever occurs
first.
• Resolved Circuit - If the transmission range
sensor mux circuit is resolved, the cluster circuitry
controls the gear selector indicator display based
upon the resistance value of the hard wired input
from the transmission range sensor. If the cluster is
configured for an automatic transmission with a
transmission range sensor input and detects a short
to ground or an open in the transmission range sensor mux input, the instrument cluster circuitry will
not display any gear selector position in the VFD.
The VFD display for the short-to-ground and open
circuit conditions will continue until the condition is
resolved 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 gear selector indicator
VFD will display all of its characters at once during
the VFD portion of the test to confirm the functionality of the VFD and the cluster control circuitry.
On models with a TCM, the TCM continually monitors the transmission range sensor, then sends the
proper gear selector indicator position messages to
the instrument cluster. On models without a TCM,
the instrument cluster continually monitors the hard
wired transmission range sensor multiplexed input.
For further diagnosis of the gear selector indicator or
the instrument cluster circuitry that controls this
function, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For further diagnosis of the transmission range sensor on
models without a TCM, (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RE/TRANSMISSION RANGE SENSOR - DIAGNOSIS AND
TESTING) or (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 46RE/TRANSMISSION
RANGE SENSOR - DIAGNOSIS AND TESTING).
On models with a TCM, for proper diagnosis of the
transmission range sensor, the TCM, the PCI data
bus, or the electronic message inputs to the instrument cluster that control the gear selector indicator,
a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.

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, between the tachometer and the speedometer.
The high beam indicator consists of a stencil-like cutout of the International Control and Display Symbol
icon for “High Beam” in the opaque layer of the

8J - 28

INSTRUMENT CLUSTER

HIGH BEAM INDICATOR (Continued)
instrument cluster overlay. The dark outer layer of
the overlay prevents the indicator from being clearly
visible when the it is not illuminated. A blue Light
Emitting Diode (LED) 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 the indicator is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The high
beam indicator is serviced as a unit with the instrument cluster.

data bus and turns the high beam indicator on or off
accordingly. For further diagnosis of the high beam
indicator or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the headlamps, or
the headlamp switch and multi-function switch
inputs to the instrument cluster that control the high
beam indicator, a DRBIIIt scan tool is required.
Refer to the appropriate diagnostic information.

OPERATION

LAMP OUT INDICATOR

The high beam indicator gives an indication to the
vehicle operator whenever the headlamp high beams
are illuminated. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and a hard wired
multiplex input received by the cluster from the
headlamp beam select switch circuitry of the multifunction switch on the washer/beam select switch
mux circuit. The high beam indicator Light Emitting
Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will allow
this indicator to operate whenever the instrument
cluster receives a battery current input on the fused
B(+) circuit. Therefore, the LED can be illuminated
regardless of the ignition switch position. The LED
only illuminates when it is provided a path to ground
by the instrument cluster transistor. The instrument
cluster will turn on the high beam indicator for the
following reasons:
• High Beam Headlamps-On Input - Each time
the cluster detects a high beam headlamps-on input
from the headlamp beam select switch circuitry of
the multi-function switch on the washer/beam select
switch mux circuit, the headlamp high beams and
the high beam indicator will be illuminated. The
headlamp high beams and the high beam indicator
remain illuminated until the cluster receives a high
beam headlamps-off input from the multi-function
switch, or until the exterior lamp load shedding (battery saver) timed interval expires, whichever occurs
first.
• Actuator Test - Each time the cluster is put
through the actuator test, the high beam indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The instrument cluster continually monitors the
headlamp switch and the multi-function switch to
determine the proper headlamp low beam and high
beam control. The instrument cluster then sends the
proper low beam and high beam lamp-on and lampoff messages to the Front Control Module (FCM) over
the Programmable Communications Interface (PCI)

DESCRIPTION
A lamp out indicator is standard equipment on all
instrument clusters. The lamp out indicator consists
of the words “LAMP OUT”, which appear in the
lower portion of the odometer/trip odometer VacuumFluorescent Display (VFD) unit. The VFD is soldered
onto the cluster electronic circuit board and is visible
through a window with a smoked clear lens located
on the lower edge of the tachometer gauge dial face
of the cluster overlay. The dark lens over the VFD
prevents the indicator from being clearly visible
when it is not illuminated. The words “LAMP OUT”
appear in an amber color and at the same lighting
level as the odometer/trip odometer information
when they are illuminated by the instrument cluster
electronic circuit board. The lamp out indicator is
serviced as a unit with the VFD in the instrument
cluster.

OPERATION
The lamp out indicator gives an indication to the
vehicle operator when an exterior lamp has failed.
This indicator is controlled by the instrument cluster
circuit board based upon cluster programming and
electronic messages received by the cluster from the
Front Control Module (FCM) over the Programmable
Communications Interface (PCI) data bus. The lamp
out indicator is completely controlled by the instrument cluster logic circuit, and that logic will only
allow this indicator to operate when the instrument
cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. 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 lamp out indicator for the following reasons:
• Lamp Out Indicator Lamp-On Message Each time the cluster receives a lamp out indicator
lamp-on message from the FCM indicating that an
inoperative headlamp (low or high beam), turn signal

INSTRUMENT CLUSTER

8J - 29

LAMP OUT INDICATOR (Continued)
lamp, or brake lamp (excluding Center High
Mounted Stop Lamp [CHMSL]) circuit has been
detected, the lamp out indicator is illuminated. The
indicator remains illuminated until the cluster
receives a lamp out indicator lamp-off message from
the FCM 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 lamp out indicator will
be turned on, then off again during the VFD portion
of the test to confirm the functionality of the VFD
and the cluster control circuitry.
The FCM monitors each of the headlamp, turn signal lamp, and brake lamp (except CHMSL) circuits to
determine the condition of these exterior lamps. The
FCM then sends the proper lamp out indicator
lamp-on and lamp-off messages to the instrument
cluster. For further diagnosis of the lamp out indicator or the instrument cluster circuitry that controls
the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING).
For proper diagnosis of the exterior lighting system
circuits, the FCM, the PCI data bus, or the electronic
message inputs to the instrument cluster that control
the lamp out indicator, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.

LOW FUEL INDICATOR
DESCRIPTION
A low fuel indicator is standard equipment on all
instrument clusters. The low fuel indicator is located
on the left side of the instrument cluster, to the left
of the fuel gauge. The low fuel indicator consists of a
stencil-like 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
Light Emitting Diode (LED) 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 the LED, which is 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 mes-

sages received by the cluster from the Powertrain
Control Module (PCM) on vehicles equipped with a
gasoline engine, or from the Engine Control Module
(ECM) on vehicles equipped with a diesel engine over
the Programmable Communications Interface (PCI)
data bus. The low fuel indicator Light Emitting
Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only
allow this indicator to operate when the instrument
cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. 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 low fuel indicator is
illuminated for about two seconds as a bulb test.
• Less Than Twenty Percent Tank Full Message - Each time the cluster receives messages from
the PCM or ECM indicating the percent tank full is
about twenty percent or less for ten consecutive seconds and the vehicle speed is zero, or for sixty consecutive seconds and the vehicle speed is greater
than zero, the fuel gauge needle is moved to the oneeighth graduation or below 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 or ECM indicating that the percent tank full is
greater than about twenty percent for ten consecutive seconds and the vehicle speed is zero, or for sixty
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 or ECM.
• Less Than Empty Percent Tank Full Message - Each time the cluster receives a message from
the PCM or ECM 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 or ECM is a short
circuit.
• More Than Full Percent Tank Full Message
- Each time the cluster receives a message from the
PCM or ECM 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 or ECM is an open circuit.

8J - 30

INSTRUMENT CLUSTER

LOW FUEL INDICATOR (Continued)
• Actuator Test - Each time the cluster is put
through the actuator test, the low fuel indicator will
be turned on, then off again during the bulb check
portion of the test to confirm the functionality of the
LED and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. On vehicles
with a diesel engine, the ECM continually monitors
the fuel tank sending unit to determine the level of
fuel in the fuel tank. The PCM or ECM then sends
the proper fuel level 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 TESTING). For
proper diagnosis of the fuel tank sending unit, the
PCM, the ECM, the PCI data bus, or the electronic
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 on the left side of the instrument cluster, to
the left of the voltage gauge. The MIL consists of a
stencil-like 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
Light Emitting Diode (LED) 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 the LED, which is 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) on vehicles with a gasoline engine, or the Engine Control Module (ECM) on
vehicles with a diesel engine has recorded a Diagnostic Trouble Code (DTC) for an On-Board Diagnostics
II (OBDII) emissions-related circuit or component
malfunction. 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 Programmable Communications Interface (PCI) data bus. The
MIL Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and
that logic will only allow this indicator to operate
when the instrument cluster receives a battery current input on the fused ignition switch output (runstart) circuit. 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 two seconds as a bulb test. The entire two
second bulb test is a function of the PCM or ECM.
• MIL Lamp-On Message - Each time the cluster receives a MIL 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 ten
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 MIL 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.
On vehicles with a gasoline engine, the PCM continually monitors the fuel and emissions system circuits and sensors to decide whether the system is in
good operating condition. On vehicles with a diesel
engine, the ECM continually monitors 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 emis-

INSTRUMENT CLUSTER

8J - 31

MALFUNCTION INDICATOR LAMP (MIL) (Continued)
sions systems may require service. For proper diagnosis of the fuel and emissions systems, the PCM,
the ECM, the PCI data bus, or the electronic 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,
trip odometer, and engine hours information are displayed in a common electronic, blue-green VacuumFluorescent Display (VFD). The VFD is soldered onto
the cluster electronic circuit board and is visible
through a window with a smoked clear lens located
on the lower edge of the tachometer gauge dial face
of the cluster overlay. The dark lens over the VFD
prevents it from being clearly visible when it is not
illuminated. However, the odometer, trip odometer,
and engine hours 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 button
that extends through the lower edge of the cluster
lens, just left of the odometer VFD. When the trip
odometer information is displayed, the word “TRIP”
is also illuminated in the upper right corner of the
VFD in a blue-green color and at the same lighting
level as the trip odometer information. The engine
hours information replaces the selected odometer or
trip odometer information whenever the ignition
switch is in the On position and the engine is not
running.
The odometer, trip odometer, and engine hours
information is stored in the instrument cluster memory. This information can be increased when the
proper inputs are provided to the instrument cluster,
but the information cannot be decreased. The odometer can display values up to 999,999 kilometers
(999,999 miles). The odometer latches at these values, and will not roll over to zero. The trip odometer
can display values up to 9,999.9 kilometers (9,999.9
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), while
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.

Engine hours are displayed in the format, “hr9999”.
The cluster will accumulate values up to 9,999 hours
before the display rolls over to zero.
The odometer has a “Rental Car” mode, which will
illuminate the odometer information in the VFD
whenever the driver side front door is opened with
the ignition switch in the Off or Accessory positions.
During daylight hours (exterior lamps are 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 if
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. The engine hours give an indication of the
cumulative engine-on time. This indicator is controlled by the instrument cluster circuitry based
upon cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) over the Programmable Communications Interface (PCI) data bus. The odometer, trip
odometer and engine hours information is displayed
by the instrument cluster Vacuum Fluorescent Display (VFD). The VFD will display the odometer information whenever any door is opened with the
ignition switch in the Off or Accessory positions, and
will display the last previously selected odometer or
trip odometer information when the ignition switch is
turned to the On or Start positions. The instrument
cluster circuitry controls the VFD and provides the
following features:
• Odometer/Trip Odometer Display Toggling Actuating the trip odometer reset switch button
momentarily with the VFD illuminated will toggle
the display between the odometer and trip odometer
information. Each time the VFD is illuminated with
the ignition switch in the On or Start positions, the
display will automatically return to the last mode
previously selected (odometer or trip odometer).
• Engine Hours Display Toggling - When the
trip odometer reset switch button is pressed and held
for longer than about six seconds with the ignition
switch in the On position and the engine speed message from the PCM is zero, the trip odometer information will be momentarily displayed, then the
engine hours information will be displayed. The VFD

8J - 32

INSTRUMENT CLUSTER

ODOMETER (Continued)
must be displaying the odometer information when
the trip odometer reset switch button is pressed in
order to toggle to the engine hours display. The
engine hours will remain displayed for about thirty
seconds, until the engine speed message is greater
than zero, or until the ignition switch is turned to
the Off position, whichever occurs first.
• Trip Odometer Reset - When the trip odometer reset switch button is pressed and held for longer
than about two seconds with the ignition switch in
the On or Start positions, the trip odometer will be
reset to 0.0 kilometers (miles). The VFD must be displaying the trip odometer information in order for
the trip odometer information to be reset.
• Communication Error - If the cluster fails to
receive a distance message during normal operation,
it will hold and display the last data received until
the ignition switch is turned to the Off position. 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
dashes.
• Actuator Test - Each time the cluster is put
through the actuator test, the odometer VFD will display all of its segments simultaneously during the
VFD portion of the test to confirm the functionality
of each of the VFD segments and the cluster control
circuitry.
The PCM continually monitors the vehicle speed
pulse information received from the vehicle speed
sensor and engine speed pulse information received
from the crankshaft position sensor, then sends the
proper distance and engine speed 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 crankshaft position sensor,
the PCM, the PCI data bus, or the electronic 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 coolant temperature 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-to-right from “L” (or Low) to “H” (or
High) for gasoline engines. On vehicles with a diesel
engine the scale reads from “0” kPa to “760” kPa in
markets where a metric instrument cluster is specified, or from “0” psi to “110” psi in all other markets.
An International Control and Display Symbol icon for
“Engine Oil” is located on the cluster overlay, directly
below the left end of the gauge scale. The oil pressure gauge graphics are black against a white field
except for two red graduations 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 black graphics appear blue and 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 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 cluster programming and electronic messages received by the cluster from the
Powertrain Control Module (PCM) on vehicles with a
gasoline engine, or from the Engine Control Module
(ECM) on vehicles equipped with a diesel engine over
the Programmable Communications Interface (PCI)
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 (run-start) 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 or ECM
indicating the engine oil pressure is above about 41
kPa (6 psi) the cluster holds the gauge needle at a
point near the middle increment within the normal
range on the gauge scale.
• Engine Oil Pressure Low Message - Each
time the cluster receives a message from the PCM or

INSTRUMENT CLUSTER

8J - 33

OIL PRESSURE GAUGE (Continued)
ECM indicating the engine oil pressure is below
about 41 kPa (6 psi), the gauge needle is moved to
the graduation at the far left end of the gauge scale,
the check gauges indicator is illuminated, and a single chime tone is generated. The gauge needle
remains at the left end of the gauge scale and the
check gauges indicator remains illuminated until the
cluster receives a message from the PCM or ECM
indicating that the engine oil pressure is above about
41 kPa (6 psi), or until the ignition switch is turned
to the Off position, whichever occurs first. The cluster will only turn the check gauges indicator on in
response to an engine oil pressure low message if the
engine speed message is greater than zero.
• Communication Error - If the cluster fails to
receive an engine oil pressure message, it will hold
the gauge needle at the last indication about five seconds or until the ignition switch is turned to the Off
position, whichever occurs first. After five seconds,
the cluster will move the gauge needle to the left end
of the gauge scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the oil pressure 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.
On vehicles with a gasoline engine, the PCM continually monitors the engine oil pressure sensor to
determine the engine oil pressure. On vehicles with a
diesel engine, the ECM continually monitors the
engine oil pressure sensor to determine the engine oil
pressure. The PCM or ECM 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 ECM, the PCI data
bus, or the electronic 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 consists of the words “O/D
OFF”, which appear in the lower portion of the odometer/trip odometer indicator Vacuum Fluorescent Display (VFD) unit. The VFD is soldered onto the
cluster electronic circuit board and is visible through
a window with a smoked clear lens located on the
lower edge of the tachometer gauge dial face of the
cluster overlay. The dark lens over the VFD prevents
the indicator from being clearly visible when it is not
illuminated. The words “O/D OFF” appear in an
amber color and at the same lighting level as the
odometer/trip odometer information when they are
illuminated by the instrument cluster electronic circuit board. The overdrive off indicator is serviced as
a unit with the VFD in 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
the instrument cluster circuit board based upon cluster programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The overdrive off indicator
is completely controlled by the instrument cluster
logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives
a battery current input on the fused ignition switch
output (run-start) circuit. 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 overdrive off indicator for the following
reasons:
• 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
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 overdrive off indicator
will be turned on, then off again during the VFD portion of the test to confirm the functionality of the
VFD and the cluster control circuitry.
The PCM continually monitors the overdrive off
switch to determine the proper outputs to the automatic transmission. The PCM then sends the proper
overdrive off lamp-on and lamp-off messages to the

8J - 34

INSTRUMENT CLUSTER

OVERDRIVE OFF INDICATOR (Continued)
instrument cluster. For further diagnosis of the overdrive off indicator or the instrument cluster circuitry
that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the overdrive control system, the PCM, the PCI data bus, or the electronic 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
on the upper edge of the instrument cluster, between
the tachometer and the speedometer. The seatbelt
indicator consists of a stencil-like 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 Light Emitting Diode (LED)
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 the LED, which is 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. This indicator is controlled by a transistor
on the instrument cluster circuit board based upon
cluster programming and a hard wired input from
the seatbelt switch in the driver side front seatbelt
buckle through the seat belt indicator driver circuit.
The seatbelt indicator Light Emitting Diode (LED) is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. 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 seatbelt indicator for the following reasons:
• Seatbelt Reminder Function - Each time the
cluster receives a battery current input on the fused
ignition switch output (run-start) circuit, the indica-

tor will be illuminated as a seatbelt reminder for
about six 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 detects an open circuit on the seat belt
indicator driver circuit (seatbelt switch open = 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 indicator driver input to the cluster is
closed to ground (seatbelt switch closed = seatbelt
buckled), or until the ignition switch is turned to the
Off position, whichever occurs first.
• Airbag Indicator Backup - If the instrument
cluster detects a fault in the airbag indicator circuit
it will send a message indicating the fault to the Airbag Control Module (ACM), store a Diagnostic Trouble Code (DTC) in the cluster memory, then flash the
seatbelt indicator on and off. The cluster will continue to flash the seatbelt indicator until the airbag
indicator circuit fault is resolved, 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 seatbelt indicator will
be turned on, then off again during the bulb check
portion of the test to confirm the functionality of the
LED and the cluster control circuitry.
The seatbelt switch is connected in series between
ground and the seat belt indicator driver input to the
instrument cluster. The seatbelt switch input to the
instrument cluster circuitry may 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).

SECURITY INDICATOR
DESCRIPTION
A security indicator is standard equipment on all
instrument clusters. However, on vehicles not
equipped with the optional Vehicle Theft Security
System (VTSS), this indicator is electronically disabled. The security indicator is located in the lower
right quadrant of the instrument cluster, between the
speedometer and the coolant temperature gauge. The
security indicator consists of a small round 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 illumi-

INSTRUMENT CLUSTER

8J - 35

SECURITY INDICATOR (Continued)
nated. A red Light Emitting Diode (LED) behind the
cutout in the opaque layer of the overlay causes the
indicator to appear in red through the translucent
outer layer of the overlay when it is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The security indicator is serviced as a unit with the instrument cluster.

OPERATION
The security indicator gives an indication to the
vehicle operator when the Vehicle Theft Security System (VTSS) is arming or is armed. On models
equipped with the Sentry Key Immobilizer System
(SKIS), the security indicator also gives an indication
to the vehicle operator of the status of the SKIS. This
indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming, hard wired inputs to the cluster from the
various security system components, electronic messages received by the cluster from the Remote Keyless Entry (RKE) receiver module over a dedicated
serial bus, and electronic messages received by the
cluster from the Sentry Key Immobilizer Module
(SKIM) over the Programmable Communications
Interface (PCI) data bus. The security indicator Light
Emitting Diode (LED) is completely controlled by the
instrument cluster logic circuit, and that logic will
allow this indicator to operate whenever the instrument cluster receives a battery current input on the
fused B(+) circuit. Therefore, the LED can be illuminated regardless of the ignition switch position. The
LED only illuminates when it is provided a path to
ground by the instrument cluster transistor. The
instrument cluster will turn on the security indicator
for the following reasons:
• Bulb Test - Each time the ignition switch is
turned to the On position, the SKIM tells the cluster
to illuminate the SKIS indicator for about two seconds as a bulb test.
• VTSS Indication - During the sixteen second
VTSS arming function, the cluster will flash the
security indicator on and off repeatedly at a steady,
fast rate to indicate that the VTSS is in the process
of arming. Following successful VTSS arming, the
cluster flashes the security indicator on and off continuously at a slower rate to indicate that the VTSS
is armed. The security indicator continues flashing at
the slower rate until the VTSS is disarmed or triggered. If the VTSS has alarmed and rearmed, the
cluster will flash the security indicator at a steady,
slow rate for about thirty seconds after the VTSS is
disarmed.
• SKIM Lamp-On Message - Each time the cluster receives a lamp-on message from the SKIM, the
security indicator will be illuminated. The indicator

can be flashed on and off, or illuminated solid, as dictated by the SKIM message. The indicator remains
illuminated solid or continues to flash until the cluster receives a lamp-off message from the SKIM, or
until the ignition switch is turned to the Off position,
whichever occurs first. For more information on the
SKIS and the security indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY/SENTRY KEY IMMOBILIZER SYSTEM OPERATION).
• Communication Error - If the cluster receives
no SKIS lamp-on or lamp-off messages from the
SKIM for twenty consecutive seconds, the SKIS indicator is illuminated by the instrument cluster. The
indicator remains controlled and illuminated by the
cluster until a valid SKIS lamp-on or lamp-off message is received from the SKIM.
• Actuator Test - Each time the instrument cluster is put through the actuator test, the security indicator will be turned on, then off again during the
bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.
The instrument cluster circuitry controls the security indicator whenever the ignition switch is in the
Off position and the VTSS is arming, armed, or
alarming. Whenever the ignition switch is in the On
or Start positions, the SKIM performs a self-test to
decide whether the SKIS is in good operating condition and whether a valid key is present in the ignition lock cylinder. The SKIM then sends the proper
lamp-on or lamp-off messages to the instrument cluster. For further diagnosis of the security indicator or
the instrument cluster circuitry that controls the
indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If the
instrument cluster flashes the SKIS indicator upon
ignition On, or turns on the SKIS indicator solid
after the bulb test, it indicates that a SKIS malfunction has occurred or that the SKIS is inoperative. For
proper diagnosis of the VTSS, the SKIS, the SKIM,
the PCI data bus, or the electronic message inputs to
the instrument cluster that control the security indicator, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.

SERVICE 4WD INDICATOR
DESCRIPTION
A service 4WD indicator is standard equipment on
all instrument clusters. However, on vehicles not
equipped with the optional four-wheel drive system
and electronically shifted transfer case, this indicator
is electronically disabled. The service 4WD indicator
consists of the words “SERVICE 4x4”, which appears
in the lower portion of the odometer/trip odometer

8J - 36

INSTRUMENT CLUSTER

SERVICE 4WD INDICATOR (Continued)
Vacuum Fluorescent Display (VFD) unit. The VFD is
soldered onto the cluster electronic circuit board and
is visible through a window with a smoked clear lens
located on the lower edge of the tachometer gauge
dial face of the cluster overlay. The dark lens over
the VFD prevents the indicator from being clearly
visible when it is not illuminated. The words “SERVICE 4x4” appear in an amber color and at the same
lighting level as the odometer/trip odometer information when they are illuminated by the instrument
cluster electronic circuit board. The service 4WD
indicator is serviced as a unit with the VFD in the
instrument cluster.

OPERATION
The service 4WD indicator gives an indication to
the vehicle operator when the Transfer Case Control
Module (TCCM) has recorded a Diagnostic Trouble
Code (DTC) for an electronic transfer case circuit or
component malfunction. 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
TCCM over the Programmable Communications
Interface (PCI) data bus. The service 4WD indicator
is completely controlled by the instrument cluster
logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives
a battery current input on the fused ignition switch
output (run-start) circuit. 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 service 4WD indicator for the following
reasons:
• Service 4WD Lamp-On Message - Each time
the cluster receives a service 4WD lamp-on message
from the TCCM, the indicator will be illuminated.
The indicator remains illuminated until the cluster
receives a service 4WD lamp-off message from the
TCCM, or until the ignition switch is turned to the
Off position, whichever occurs first.
• Communication Error - If the cluster receives
no messages from the TCCM for five seconds, the
service 4WD indicator is illuminated by the instrument cluster to indicate a loss of TCCM communication. The indicator remains controlled and
illuminated by the cluster until a valid message is
received from the TCCM.
• Actuator Test - Each time the cluster is put
through the actuator test, the service 4WD indicator
will be turned on, then off again during the VFD portion of the test to confirm the functionality of the
VFD and the cluster control circuitry.

The TCCM continually monitors the electronic
transfer case switch and circuits to determine the
condition of the system. The TCCM then sends the
proper lamp-on or lamp-off messages to the instrument cluster. For further diagnosis of the service
4WD indicator or the instrument cluster circuitry
that controls the VFD, (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the TCCM, the
PCI data bus, or the electronic message inputs to the
instrument cluster that control the service 4WD indicator, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.

SPEEDOMETER
DESCRIPTION
A speedometer is standard equipment on all instrument clusters. The speedometer is located next to the
tachometer, just to the right of center in 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 (i.e.: MPH or km/h),
followed by the unit of measure for the secondary
scale. The speedometer graphics are black (primary
scale) and blue (secondary scale) against a white
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 black graphics appear dark blue and the blue
graphics appear light blue. 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 cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) over the Programmable Communications Interface (PCI) data bus. The speedometer is an

INSTRUMENT CLUSTER

8J - 37

SPEEDOMETER (Continued)
air core magnetic unit that receives battery current
on the instrument cluster electronic circuit board
through the fused ignition switch output (run-start)
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:
• Vehicle Speed Message - Each time the cluster receives a vehicle speed message from the PCM it
will calculate the correct vehicle speed reading and
position the gauge needle at that relative speed position on the gauge scale. The cluster will receive a
new vehicle speed message and reposition the gauge
pointer accordingly about every 88 milliseconds. The
gauge needle will continue to be positioned at the
actual vehicle speed position on the gauge scale until
the ignition switch is turned to the Off position.
• Communication Error - If the cluster fails to
receive a speedometer message, it will hold the gauge
needle at the last indication for about three seconds,
or until the ignition switch is turned to the Off position, whichever occurs first. After three seconds, the
gauge needle will return to the left end of the gauge
scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the speedometer 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. The PCM
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 PCI data bus, or the electronic
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 to the left of
the speedometer, just to the left of center in 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

from “0” to “7” for gasoline engines. On vehicles with
a diesel engine, the scale reads from “0” to “5”. 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 by 1000 rpm. The tachometer graphics
are black against a white 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 black graphics
appear blue. 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
cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) on vehicles with a gasoline engine, or
from the Engine Control Module (ECM) on vehicles
equipped with a diesel engine over the Programmable Communications Interface (PCI) 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 (run-start) 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 Speed Message - Each time the cluster
receives an engine speed message from the PCM or
ECM it will calculate the correct engine speed reading and position the gauge needle at that relative
speed position on the gauge scale. The cluster will
receive a new engine speed message and reposition
the gauge pointer accordingly about every 88 milliseconds. The gauge needle will continually be repositioned at the relative engine speed position on the
gauge scale until the engine stops running, or until
the ignition switch is turned to the Off position,
whichever occurs first.
• Communication Error - If the cluster fails to
receive an engine speed message, it will hold the
gauge needle at the last indication for about three
seconds, or until the ignition switch is turned to the
Off position, whichever occurs first. After three sec-

8J - 38

INSTRUMENT CLUSTER

TACHOMETER (Continued)
onds, the gauge needle will return to the left end of
the gauge scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the tachometer 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.
On vehicles with a gasoline engine, the PCM continually monitors the crankshaft position sensor to
determine the engine speed. On vehicles with a diesel engine, the ECM continually monitors the engine
speed sensor to determine the engine speed. The
PCM or ECM 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 engine speed sensor,
the PCM, the ECM, the PCI data bus, or the electronic message inputs to the instrument cluster that
control the tachometer, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.

TRANS TEMP INDICATOR
DESCRIPTION
A transmission over-temperature indicator is standard equipment on all instrument clusters. However,
on vehicles not equipped with an optional automatic
transmission, this indicator is electronically disabled.
The transmission over-temperature indicator is
located on the left side of the instrument cluster, to
the left of the fuel gauge. The transmission over-temperature indicator consists of a stencil-like 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 Light Emitting Diode (LED) 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 the LED, which is 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 cluster programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The transmission over-temperature indicator Light Emitting Diode (LED) is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. 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 indicator 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 transmission over-temperature indicator will be turned on, then off again
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. The PCM then sends the proper
trans over-temp lamp-on or lamp-off 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 PCI

INSTRUMENT CLUSTER

8J - 39

TRANS TEMP INDICATOR (Continued)
data bus, or the electronic 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.

TURN SIGNAL INDICATOR
DESCRIPTION
Two turn signal indicators, one right and one left,
are standard equipment on all instrument clusters.
The turn signal indicators are located near the upper
edge of the instrument cluster, between the speedometer and the tachometer. Each turn signal indicator
consists of a stencil-like 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 they are not
illuminated. A green Light Emitting Diode (LED)
behind each turn signal indicator cutout in the
opaque layer of the overlay causes the icon to appear
in green through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by the LED, which is soldered onto 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 and are
operating. These indicators are controlled by transistors on the instrument cluster electronic circuit board
based upon the cluster programming, a hard wired
multiplex input received by the cluster from the turn
signal and hazard warning switch circuitry of the
multi-function switch on the turn/hazard switch mux
circuit, and electronic messages received from the
Front Control Module (FCM) over the Programmable
Communications Interface (PCI) data bus. Each turn
signal indicator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will allow this indicator to
operate whenever the instrument cluster receives a
battery current input on the fused B(+) circuit.
Therefore, each LED can be illuminated regardless of
the ignition switch position. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the turn signal indicators for the following reasons:

• Turn Signal-On Input - Each time the cluster
detects a turn signal-on input from the turn signal
switch circuitry of the multi-function switch on the
turn/hazard switch mux circuit, the requested turn
signal lamps and turn signal indicator will be flashed
on and off, and an electromechanical relay soldered
onto the cluster electronic circuit board will produce
a clicking sound to emulate a conventional turn signal flasher. The turn signals and the turn signal
indicators continue to flash on and off until the cluster receives a turn signal-off input from the multifunction switch, or until the ignition switch is turned
to the Off position, whichever occurs first. The
instrument cluster also sends an electronic message
to the FCM over the PCI data bus, and the FCM
flashes the appropriate exterior turn signal lamps. If
the FCM detects an inoperative turn signal circuit, it
increases the flash rate for the remaining operative
turn signals and sends an electronic message to the
instrument cluster. The instrument cluster then
increases the flash rate of the turn signal indicator
and the clicking rate of the electromechanical relay
to provide an indication of the problem to the vehicle
operator.
• Hazard Warning-On Input - Each time the
cluster detects a hazard warning-on input from the
hazard warning switch circuitry of the multi-function
switch on the turn/hazard switch mux circuit, all of
the turn signal lamps and both turn signal indicators
will be flashed on and off, and an electromechanical
relay soldered onto the cluster electronic circuit
board will produce a clicking sound to emulate a conventional hazard warning flasher. The turn signals
and the turn signal indicators continue to flash on
and off until the cluster receives a hazard warningoff input from the multi-function switch. The instrument cluster also sends an electronic message to the
FCM over the PCI data bus, and the FCM flashes all
of the exterior turn signal lamps. If the FCM detects
an inoperative turn signal circuit, it increases the
flash rate for the remaining operative turn signals
and sends an electronic message to the instrument
cluster. The instrument cluster then increases the
flash rate of both turn signal indicators and the clicking rate of the electromechanical relay to provide an
indication of the problem to the vehicle operator.
• Actuator Test - Each time the cluster is put
through the actuator test, the turn signal indicators
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of each LED and the cluster control circuitry.
The instrument cluster continually monitors the
multi-function switch to determine the proper turn
signal and hazard warning system control. The
instrument cluster then sends the proper turn signal
and hazard warning flasher-on and flasher-off mes-

8J - 40

INSTRUMENT CLUSTER

TURN SIGNAL INDICATOR (Continued)
sages to the Front Control Module (FCM) over the
Programmable Communications Interface (PCI) data
bus and flashes the turn signal indicators on and off
accordingly. For further diagnosis of the turn signal
indicators or the instrument cluster circuitry that
controls the indicators, (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the turn signal
and hazard warning system, the multi-function
switch, the FCM, the PCI data bus, or the electronic
message inputs to the instrument cluster that control
the turn signal indicators, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.

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 electronically disabled. The upshift indicator consists of an upward pointed arrow icon, which appears
on the right side of the electronic gear selector indicator Vacuum Fluorescent Display (VFD) unit. The
VFD is soldered onto the cluster electronic circuit
board and is visible through a window with a smoked
clear lens located on the lower edge of the speedometer gauge dial face of the cluster overlay. The dark
lens over the VFD prevents the indicator from being
clearly visible when it is not illuminated. The icon
appears in a blue-green 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 upshift indicator is serviced
as a unit with the instrument cluster.

OPERATION
The upshift indicator gives an indication to the
vehicle operator when the manual transmission
should be shifted to the next highest gear in order to
achieve the best fuel economy. This indicator is controlled by the instrument cluster circuit board based
upon cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) on vehicles with a gasoline engine, or
from the Engine Control Module (ECM) on vehicles
with a diesel engine over the Programmable Communications Interface (PCI) data bus. The upshift indicator is completely controlled by the instrument
cluster logic circuit, and that logic will only allow
this indicator to operate when the instrument cluster
receives a battery current input on the fused ignition
switch output (run-start) circuit. 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 upshift indicator for the following
reasons:
• Upshift Lamp-On Message - Each time the
cluster receives an upshift lamp-on message from the
PCM or ECM 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 ECM,
or until the ignition switch is turned to the Off position, whichever occurs first. The PCM or ECM 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 upshift indicator will
be turned on, then off again during the VFD portion
of the test to confirm the functionality of the VFD
and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM continually monitors the engine speed and load conditions to determine the proper fuel and ignition
requirements. On vehicles with a diesel engine, the
ECM continually monitors the engine speed and load
conditions to determine the proper fuel requirements.
The PCM or ECM then sends the proper upshift indicator lamp-on and lamp-off messages to the instrument cluster. 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
ECM, the PCI data bus, or the electronic 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 fuel 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-to-right
from “L” (or Low) to “H” (or High) for gasoline
engines. On vehicles with a diesel engine, the scale

INSTRUMENT CLUSTER

8J - 41

VOLTAGE GAUGE (Continued)
reads from “8” to “18” volts. An International Control
and Display Symbol icon for “Battery Charging Condition” is located on the cluster overlay, directly
below the right end of the gauge scale. The voltage
gauge graphics are black against a white 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 black graphics appear blue and 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 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 cluster programming and electronic messages received by the cluster from the
Powertrain Control Module (PCM) on vehicles
equipped with a gasoline engine, or from the Engine
Control Module (ECM) on vehicles equipped with a
diesel engine over the Programmable Communications Interface (PCI) 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 (runstart) circuit whenever the ignition switch is in the
On or Start positions. The cluster is programmed to
move the gauge needle back to the left 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:
• System Voltage Message - Each time the cluster receives a system voltage message from the PCM
or ECM indicating the system voltage is between
about 9.5 volts and about 15 volts, the gauge needle
is moved to the relative voltage position on the gauge
scale.
• System Voltage Low (Charge Fail) Message
- Each time the cluster receives three consecutive
messages from the PCM or ECM indicating the electrical system voltage is less than about 9 volts
(charge fail condition), the gauge needle is moved to
the graduation on the far left end of the gauge scale
and the check gauges indicator is illuminated. The
gauge needle remains at the far left end of the gauge
scale and the check gauges indicator remains illuminated until the cluster receives a single message
from the PCM or ECM indicating the electrical sys-

tem voltage is greater than about 9.5 volts (but less
than about 15.5 volts), or until the ignition switch is
turned to the Off position, whichever occurs first. On
vehicles equipped with the optional diesel engine, the
ECM is programmed to restrict the voltage gauge
needle to a position above the graduation on the far
left end of the gauge scale and suppress the check
engine indicator operation until after the engine
intake manifold air heater has completed a pre-heat
or post-heat cycle.
• System Voltage High Message - Each time
the cluster receives three consecutive messages from
the PCM or ECM indicating the electrical system
voltage is greater than about 15.5 volts, the gauge
needle is moved to the graduation on the far right
end of the gauge scale and the check gauges indicator is illuminated. The gauge needle remains at the
right end of the gauge scale and the check gauges
indicator remains illuminated until the cluster
receives a message from the PCM or ECM indicating
the electrical system voltage is less than about 15.0
volts (but greater than about 9.5 volts), or until the
ignition switch is turned to the Off position, whichever occurs first.
• Communication Error - If the cluster fails to
receive a system voltage message, it will hold the
gauge needle at the last indication for about five seconds or until the ignition switch is turned to the Off
position, whichever occurs first. After five seconds,
the cluster will move the gauge needle to the far left
end of the gauge scale.
• Actuator Test - Each time the cluster is put
through the actuator test, the voltage 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.
On vehicles with a gasoline engine, the PCM continually monitors the system voltage to control the
generator output. On vehicles with a diesel engine,
the ECM continually monitors the system voltage to
control the generator output. The PCM or ECM 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 PCM, the ECM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the voltage gauge, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic information.

8J - 42

INSTRUMENT CLUSTER

WAIT-TO-START INDICATOR
DESCRIPTION
A wait-to-start indicator is only found in the
instrument clusters for vehicles equipped with an
optional diesel engine. The wait-to-start indicator is
located near the lower edge of the instrument cluster,
between the tachometer and the speedometer. The
wait-to-start indicator consists of stencil-like cutout
of the International Control and Display Symbol icon
for “Diesel Preheat” 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 Light
Emitting Diode (LED) 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 the LED, which is soldered onto the
instrument cluster electronic circuit board. The waitto-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 air temperature within
the diesel engine intake manifold is too cool for efficient and reliable engine starting, and that the
intake air heater grids are energized in their preheat operating mode. 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 Programmable Communications Interface (PCI) data bus. The wait-to-start indicator Light Emitting Diode (LED) is completely
controlled by the instrument cluster logic circuit, and
that logic will only allow this indicator to operate
when the instrument cluster receives a battery current input on the fused ignition switch output (runstart) circuit. 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
wait-to-start indicator for the following reasons:
• Wait-To-Start Lamp-On Message - Each time
the cluster receives a wait-to-start lamp-on message
from the ECM indicating that the air temperature
within the intake manifold is too cool for efficient
and reliable engine starting, the wait-to-start indicator will be illuminated. The indicator remains illuminated until the cluster receives a wait-to-start lampoff message, until the ECM detects that the engine is
running or until the ignition switch is turned to the
Off position, whichever occurs first.

DR
• Actuator Test - Each time the cluster is put
through the actuator test, the wait-to-start indicator
will be turned on, then off again 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 engine intake
air temperature sensor to determine when the intake
air heater grids should be energized in their pre-heat
operating mode. The ECM then sends the proper
wait-to-start lamp-on and lamp-off messages to the
instrument cluster. For further diagnosis of the waitto-start indicator or the instrument cluster circuitry
that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the engine intake
air temperature sensor, the intake air heater grid
control circuits, the ECM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the wait-to-start indicator, a DRBIIIt
scan tool is required. Refer to the appropriate diagnostic information.

WASHER FLUID INDICATOR
DESCRIPTION
A washer fluid indicator is standard equipment on
all instrument clusters. The washer fluid indicator
consists of the words “LOW WASH”, which appear in
the lower portion of the odometer/trip odometer Vacuum-Fluorescent Display (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is
visible through a window with a smoked clear lens
located on the lower edge of the tachometer gauge
dial face of the cluster overlay. The dark lens over
the VFD prevents the indicator from being clearly
visible when it is not illuminated. The “LOW WASH”
text 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 washer fluid indicator is serviced as a unit with the VFD in the instrument
cluster.

OPERATION
The washer fluid indicator gives an indication to
the vehicle operator that the fluid level in the washer
reservoir is low. This indicator is controlled by the
instrument cluster circuit board based upon cluster
programming and electronic messages received by
the cluster from the Front Control Module (FCM)
over the Programmable Communications Interface
(PCI) data bus. The washer fluid indicator is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-

INSTRUMENT CLUSTER

8J - 43

WASHER FLUID INDICATOR (Continued)
tery current input on the fused ignition switch output (run-start) circuit. 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 washer fluid indicator for the following reasons:
• Washer Fluid Indicator Lamp-On Message Each time the cluster receives a washer fluid indicator lamp-on message from the FCM indicating that a
low washer condition has been detected for sixty consecutive seconds, the washer fluid indicator is illuminated and a single chime tone is sounded. The
indicator remains illuminated until the cluster
receives a washer fluid indicator lamp-off message
for sixty consecutive seconds from the FCM 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
washer fluid indicator is cycled off and then on again
by the appropriate washer fluid lamp messages from
the FCM.
• Actuator Test - Each time the cluster is put
through the actuator test, the washer fluid indicator
will be turned on, then off again during the VFD portion of the test to confirm the functionality of the
VFD and the cluster control circuitry.
The FCM continually monitors the washer fluid
level switch in the washer reservoir to determine the
level of the washer fluid. The FCM then sends the
proper washer fluid indicator lamp-on and lamp-off
messages to the instrument cluster. 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). For proper diagnosis of the
washer fluid level switch, the FCM, the PCI data
bus, or the electronic message inputs to the instrument cluster that control the washer fluid indicator,
a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.

WATER-IN-FUEL INDICATOR
DESCRIPTION
A water-in-fuel indicator is only found in the
instrument clusters for vehicles equipped with an
optional diesel engine. The water-in-fuel indicator is
located near the lower edge of the instrument cluster,
between the tachometer and the speedometer. The
water-in-fuel indicator consists of stencil-like cutout
of the International Control and Display Symbol icon
for “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 Light Emitting
Diode (LED) 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 the LED,
which is 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 there is excessive water in
the fuel system. 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 Engine
Control Module (ECM) over the Programmable Communications Interface (PCI) data bus. The water-infuel indicator Light Emitting Diode (LED) is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. 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 water-in-fuel indicator for the following
reasons:

8J - 44

INSTRUMENT CLUSTER

WATER-IN-FUEL INDICATOR (Continued)
• Bulb Test - Each time the ignition switch is
turned to the On position the water-in-fuel 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 indicating that there is excessive
water in the diesel fuel system, the water-in-fuel
indicator will be illuminated. The indicator remains
illuminated until the cluster receives a water-in-fuel
lamp-off message, 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 water-in-fuel indicator
will be turned on, then off again 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 to determine whether there is excessive water
in the diesel fuel system. The ECM then sends the
proper water-in-fuel lamp-on and lamp-off messages
to the instrument cluster. For further diagnosis of
the water-in-fuel 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 PCI data bus, or
the electronic 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

8L - 1

LAMPS
TABLE OF CONTENTS
page

page

LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . . . . . 1

LAMPS/LIGHTING - INTERIOR . . . . . . . . . . . . . . . 24

LAMPS/LIGHTING - EXTERIOR
TABLE OF CONTENTS
page

page

LAMPS/LIGHTING - EXTERIOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - LAMPS/
LIGHTING - EXTERIOR . . . . . . . . . . . . . . . . . . 3
STANDARD PROCEDURE
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . 7
SPECIFICATIONS
EXTERIOR LAMPS . . . . . . . . . . . . . . . . . . . . . 7
SPECIAL TOOLS - HEADLAMP ALIGNMENT
...7
BACKUP LAMP
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
BACKUP LAMP SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - BACKUP LAMP
SWITCH
.............................8
BRAKE LAMP
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
BRAKE LAMP SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - BRAKE LAMP
SWITCH
.............................9
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
CENTER HIGH MOUNTED STOP LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
CENTER HIGH MOUNTED STOP LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
CAB CLEARANCE LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

FOG LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
FOG LAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - FRONT FOG
LAMP RELAY . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
HAZARD SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
HEADLAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
HEADLAMP SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
HEADLAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 15
LICENSE PLATE LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
LICENSE PLATE LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
MARKER LAMP UNIT
REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 17
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 17

8L - 2

LAMPS/LIGHTING - EXTERIOR

MULTI-FUNCTION SWITCH
DESCRIPTION - TURN SIGNAL SYSTEM
OPERATION - TURN SIGNAL SYSTEM .
DIAGNOSIS AND TESTING - MULTIFUNCTION SWITCH . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
PARK LAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PARK LAMP
RELAY . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
PARK/TURN SIGNAL LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .

. . . . . 17
. . . . . . 18
. . . . . . 18
. . . . . . 18
. . . . . . 19
. . . . . . 19
. . . . . . 19
. . . . . . 20
. . . . . . 20
. . . . . . 21
. . . . . . 21
. . . . . . 21

TAIL LAMP
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
TAIL LAMP UNIT
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
TRAILER TOW WIRING
DESCRIPTION . . . . . .
TURN LAMP
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
UNDERHOOD LAMP
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .
UNDERHOOD LAMP UNIT
REMOVAL . . . . . . . . . .
INSTALLATION . . . . . .

. . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . 23

LAMPS/LIGHTING - EXTERIOR

OPERATION

DESCRIPTION

DAYTIME RUNNING LAMPS

The exterior lighting system for this model include
the following components:
• Backup Lamps
• Brake Lamps
• Daytime Running Lamps
• Front Fog Lamps
• Hazard Warning Lamps
• Headlamps
• Park Lamps
• Turn Signal Lamps
Other components of the exterior lighting system
for this model include:
• Backup Lamp Switch
• Brake Lamp Switch
• Front Control Module
• Front Fog Lamp Relay
• Hazard Switch
• Multi-Function Switch
• Park Lamp Relay
• Trailer Tow Connectors
Some of the interior and exterior lighting functions
are governed by the front control module. The headlamp, dome, and door ajar switchs provide signals to
the instrument cluster. The instrument cluster sends
a J1850 message to the front control module to
enable the necessary components for illumination.
Hard wired circuitry connects the exterior lighting
system components to the electrical system of the
vehicle. Refer to the appropriate wiring information.

Power is reduced using pulse-width modulation to
the high beams, where by the power is switched on
and off rapidly instead of remaining on continuously.
The duration and interval of the power pulses is programmed into the Front Control Module (FCM).

HEADLAMP SYSTEM
The instrument cluster monitors both the multiplexed headlamp and multifunction switches. The
instrument cluster transmits a J1850 bus message to
the front control module (FCM) to activate the headlamps. The headlamp system will default to headlamps ON position when ignition switch is ON and
when an open or short circuit failure occurs on the
headlamp switch input to the instrument cluster. The
system will return to normal operation when the
open or short is repaired. A fault will be reported by
the Instrument Cluster when a failure occurs on the
dimmer or headlamp switch input.
If the exterior lamps are ON, and the headlamp
switch is in any position other than OFF, with the
ignition switch OFF (LOCK) after 5 minutes, the
Instrument Cluster transmits a message via J1850
informing the the FCM. The FCM will then turn off
the headlamps, park lamps and fog lamps. This feature (load shed) prevents the vehicle battery from
being discharged when the vehicle lights have been
left ON.

HEADLAMP TIME DELAY SYSTEM
The headlamp time delay system is activated by
turning the headlamps ON (high or low beam) while
the engine is running, turning the ignition switch
OFF, and then turning the headlamp switch OFF

LAMPS/LIGHTING - EXTERIOR

8L - 3

LAMPS/LIGHTING - EXTERIOR (Continued)
within 45 seconds. The system will not activate if
more than 45 seconds elapse between ignition switch
OFF and headlamp switch OFF. The FCM will allow
the headlamps to remain ON for 60 seconds (configurable) before they automatically turn off (If the key
is in the ignition during the headlamp time delay
mode, then the headlamps including panel dimming
will be ON).

LAMP OUTAGE
If one or more of the following lamps (Low and/or
High beams, Brake and/or Turn Signal) are out, then
a “lamps out” indicator located in the cluster will
illuminate.

OPTICAL HORN/HIGH BEAMS
When the multiplexed multifunction switch is
pulled to the first detent (optical horn) signal, the
headlamps are ON, the Instrument Cluster shall
send a message via J1850 to the FCM to turn on the
headlamps drivers to illuminate all four filaments
(Low and High beams). When the multifunction
switch is pulled to the second detent (high beam) signal and the headlamps are ON, the Instrument Cluster shall send a message via J1850 to the FCM to
turn on the headlamps drivers. The High Beams are
illuminated and the Low Beams and Fog Lamps (if
ON) are extinguished. If the headlamps were in the
high beam configuration when power was removed
from the headlamps, the headlamps will return to
their last state prior to being shut off.

DIAGNOSIS AND TESTING - LAMPS/LIGHTING
- EXTERIOR
WARNING: EYE PROTECTION SHOULD BE USED
WHEN SERVICING GLASS COMPONENTS. PERSONAL INJURY CAN RESULT.
CAUTION: Do not touch the glass of halogen bulbs
with fingers or other possibly oily surface, reduced
bulb life will result. Do not use bulbs other than
those indicated in the Bulb Application table. Damage to lamp and/or Daytime Running Lamp Module
can result. Do not use fuses, circuit breakers or
relays having greater amperage value than indicated on the fuse panel or in the Owners Manual.
When a vehicle experiences problems with the
headlamp system, verify the condition of the battery
connections, fuses, charging system, headlamp bulbs,
wire connectors, relay, multifunction switch, and
headlamp switch. Refer to the appropriate wiring
information.
Each vehicle is equipped with various lamp assemblies. 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.
When changing lamp bulbs check the socket for
loose pin connections and corrosion. Repair as necessary.
When it is necessary to remove components to service another, it should not be necessary to apply
excessive force or bend a component to remove it.
Before damaging a trim component, verify hidden
fasteners or captured edges are not holding the component in place.

8L - 4

LAMPS/LIGHTING - EXTERIOR

LAMPS/LIGHTING - EXTERIOR (Continued)
HEADLAMP DIAGNOSIS
CONDITION
HEADLAMPS ARE DIM
WITH ENGINE IDLING
OR IGNITION TURNED
OFF

POSSIBLE CAUSES

CORRECTION

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, refer to
Electrical, Charging

4. Battery has insufficient charge.

4. Test battery state-of-charge, refer to
Electrical, Battery System.

5. Battery is sulfated or shorted.

5. Load test battery, refer to Electrical, Battery
System.

6. Poor lighting circuit ground.

6. Test for voltage drop across ground circuits,
refer to Electrical, Wiring Diagram Information.

HEADLAMP BULBS
BURN OUT
FREQUENTLY

1. Integrated Control Module (ICM)
not controlling voltage.

1. Test and repair Integrated Control Module.

2. Loose or corroded terminals or
splices in circuit.

2. Inspect and repair all connectors and splices.
Refer to Electrical, Wiring Information.

HEADLAMPS ARE DIM
WITH ENGINE
RUNNING ABOVE IDLE

1. Charging system output too low.

1. Test and repair charging system, refer to
Electrical, Wiring Information.

2. Poor lighting circuit ground.

2. Test for voltage drop across ground circuits,
refer to Electrical, Wiring Information.

3. High resistance in headlamp
circuit.

3. Test amperage draw of headlamp circuit.

1. Poor lighting circuit ground.

1. Test for voltage drop across ground
locations, refer to Electrical, Wiring Information.

2. Variable resistance in headlamp
circuit.

2. Test amperage draw of headlamp circuit.

3. Loose or corroded terminals or
splices in circuit.

3. Inspect and repair all connectors and splices,
refer to Electrical, Wiring Information.

4. Faulty headlamp switch.

4. Replace headlamp switch.

5. Front Control Module
Malfunction.

5. Refer to appropriate ICM/FCM diagnostics.

HEADLAMPS FLASH
RANDOMLY

LAMPS/LIGHTING - EXTERIOR

8L - 5

LAMPS/LIGHTING - EXTERIOR (Continued)
CONDITION
HEADLAMPS DO NOT
ILLUMINATE

HEADLAMPS ON WITH
IGNITION IN RUN, WITH
HEADLAMP SWITCH
OFF

POSSIBLE CAUSES

CORRECTION

1. No voltage to headlamps.

1. Repair open headlamp circuit, refer to
Electrical, Wiring Information.

2. No ground at headlamps.

2. Repair circuit ground, refer to Electrical,
Wiring Information.

3. Broken connector terminal or
wire splice in headlamp circuit.

3. Repair connector terminal or wire splice.

4. Faulty or burned out bulb.

4. Replace headlamp bulb(s).

5. Integrated Control Module
malfunction.

5. Refer to appropriate Body Control Module
diagnostics.

6. J1850 Bus Communication

6. Verify messages being transmitted by
Instrument Cluster and received by FCM.

7. Front Control Module
Malfunction.

7. Refer to appropriate ICM/FCM diagnostics.

1. Faulty headlamp switch.

1. Replace headlamp switch (review Instrument
Cluster logged faults).

2. Diagnostic tool indicates (4.7 5.0V) on headlamp switch input to
Instrument Cluster.

2. Inspect and repair terminals, connectors and
open circuits.

3. J1850 Bus Communication.

3. Verify messages being transmitted by
Instrument Cluster and received by FCM.

4. Front Control Module
Malfunction.

4. Refer to appropriate ICM/FCM diagnostics.

FOG LAMP DIAGNOSIS
CONDITION
FOG LAMPS ARE DIM
WITH ENGINE IDLING
OR IGNITION TURNED
OFF.

FOG LAMP BULBS
BURN OUT
FREQUENTLY

POSSIBLE CAUSES

CORRECTION

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. Refer to
Electrical, Charging,

4. Battery has insufficient charge.

4. Test battery state-of-charge. Refer to
Electrical, Battery System.

5. Battery is sulfated or shorted.

5. Load test battery. Refer to Electrical, Battery
System.

6. Poor lighting circuit ground.

6. Test for voltage drop across ground
locations. Refer to Electrical, Wiring
Information.

1. Charging system output too
high.

1. Test and repair charging system. Refer to
Electrical, Charging.

2. Loose or corroded terminals or
splices in circuit.

2. Inspect and repair all connectors and splices.
Refer to Electrical, Wiring Information.

8L - 6

LAMPS/LIGHTING - EXTERIOR

LAMPS/LIGHTING - EXTERIOR (Continued)
CONDITION

POSSIBLE CAUSES

FOG LAMPS ARE DIM
WITH ENGINE
RUNNING ABOVE IDLE

FOG LAMPS FLASH
RANDOMLY

FOG LAMPS DO NOT
ILLUMINATE

CORRECTION

1. Charging system output too low.

1. Test and repair charging system. Refer to
Electrical, Charging.

2. Poor lighting circuit ground.

2. Test for voltage drop across ground
locations. Refer to Electrical, Wiring
Information.

3. High resistance in fog lamp
circuit.

3. Test amperage draw of fog lamp circuit.

1. Poor lighting circuit ground.

1. Test for voltage drop across ground
locations. Refer to Electrical, Wiring
Information.

2. Variable resistance in fog lamp
circuit.

2. Test amperage draw of fog lamp circuit.

3. Faulty fog lamp switch (part of
headlamp switch).

3. Replace headlamp switch.

4. Loose or corroded terminals or
splices in circuit.

4. Inspect and repair all connectors and splices.
Refer to Electrical, Wiring Information.

5. Is relay engaging properly?

5. Verify function of fog lamp relay in IPM.

6. J1850 Bus Communication.

6. Verify J1850 message (fog lamp info)
transmitted from Instrument Cluster and
received by FCM.

1. Blown fuse for fog lamp.

1. Replace fuse. Refer to Electrical, Wiring
Information.

2. No ground at fog lamps.

2. Repair circuit ground. Refer to Electrical,
Wiring Information.

3. Faulty fog lamp switch (part of
headlamp switch).

3. Replace headlamp switch.

4. Broken connector terminal or
wire splice in fog lamp circuit.

4. Repair connector terminal or wire splice.

5. Faulty or burned out bulb.

5. Replace bulb.

6. Is relay engaging?

6. Verify function of fog lamp relay in IPM.

7. J1850 Bus Communication.

7. Verify J1850 message (fog lamp info)
transmitted from Instrument Cluster and
received by FCM.

DAYTIME RUNNING LAMP (CANADA ONLY) DIAGNOSIS
CONDITION

POSSIBLE CAUSES

CORRECTION

DAYTIME RUNNING
LAMPS DO NOT
OPERATE

1. Parking brake engaged.

1. Disengage parking brake.

2. Parking brake circuit shorted
to ground.

2. Check cluster telltale, refer to the appropriate
wiring information.

3. Headlamp circuit shorted to
ground.

3. Refer to the appropriate wiring information.

4. FCM, Instrument Cluster not
programed with Canadian
country code.

4. Check country code.

LAMPS/LIGHTING - EXTERIOR

8L - 7

LAMPS/LIGHTING - EXTERIOR (Continued)

SPECIAL TOOLS - HEADLAMP ALIGNMENT

STANDARD PROCEDURE
SAFETY PRECAUTIONS
WARNING: EYE PROTECTION SHOULD BE USED
WHEN SERVICING GLASS COMPONENTS. PERSONAL INJURY CAN RESULT.
CAUTION: Do not touch the glass of halogen bulbs
with fingers or other possibly oily surface, reduced
bulb life will result.Do not use bulbs with higher
candle power than indicated in the Bulb Application
table . Damage to lamp and/or Daytime Running
Lamp Module can result.Do not use fuses, circuit
breakers or relays having greater amperage value
than indicated on the fuse panel or in the Owners
Manual.
When it is necessary to remove components to service another, it should not be necessary to apply
excessive force or bend a component to remove it.
Before damaging a trim component, verify hidden
fasteners or captured edges are not holding the component in place.

SPECIFICATIONS
EXTERIOR LAMPS
CAUTION: Do not use bulbs that have a higher candle power than the bulb listed in the Bulb Application Table. Damage to lamp can result. Do not touch
halogen bulbs with fingers or other oily surfaces.
Bulb life will be reduced.
The following Bulb Application Table lists the lamp
title on the left side of the column and trade number
or part number on the right.

BULB APPLICATION TABLE
LAMP

BULB

Back-up

3157

Center High Mounted
Stop lamp

912

Fog lamp

9006LL

Front Park/Turn Signal

4157NAK

Head lamp

9007

License Plate

7F69

Tail, Brake, Turn Signal

3157

Side Marker, Tail Gate,
Cab Clearance

168

Headlamp Aiming Kit C-4466–A

BACKUP LAMP
REMOVAL
(1) Remove and isolate the negitive battery cable.
(2) Remove the taillamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
unit.
(4) Separate the bulb from the socket.

INSTALLATION
(1) Install the bulb into the socket.
(2) Install the bulb back plate to the tail lamp
unit.
(3) Install the tail lamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - INSTALLATION).
(4) Reconnect the negative battery cable.

BACKUP LAMP SWITCH
DESCRIPTION
Vehicles equipped with a manual transmission
have a normally open, spring-loaded plunger type
back-up lamp switch (Fig. 1). The backup lamp
switch is located in a threaded hole on the side of the
manual transmission housing. The backup lamp
switch has a threaded body and a hex formation near
the plunger end of the switch, and an integral connector at the opposite end of the switch. When
installed, only the connector and the hex formation
are visible on the outside of the transmission housing. Vehicles with an optional electronic automatic
transmission have a Transmission Range Sensor
(TRS) that is used to perform several functions,
including that of the backup lamp switch. The TRS is
described in further detail elsewhere in this service
information. The backup lamp switch cannot be
adjusted or repaired and, if faulty or damaged, the
entire switch unit must be replaced.

8L - 8

LAMPS/LIGHTING - EXTERIOR

BACKUP LAMP SWITCH (Continued)

BRAKE LAMP
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the tail lamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
unit.
(4) Remove the bulb from the back plate.

INSTALLATION

Fig. 1 Backup Lamp Switch - Typical
1 - MANUAL TRANSMISSION
2 - BACKUP LAMP SWITCH
3 - ENGINE WIRE HARNESS

OPERATION
The backup lamp switch controls the flow of battery voltage to the backup lamp bulbs through an
output on the back-up lamp feed circuit. The switch
plunger is mechanically actuated by the gearshift
mechanism within the transmission, which will
depress the switch plunger and close the switch contacts whenever the reverse gear has been selected.
The switch receives battery voltage through a fuse in
the Integrated Power Module (IPM) on a fused ignition switch output (run) circuit whenever the ignition
switch is in the On position. A take out of the engine
wire harness connects the backup lamp switch to the
vehicle electrical system. The backup lamp switch
and circuits can be tested using conventional diagnostic tools and methods.

DIAGNOSIS AND TESTING - BACKUP LAMP
SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Raise and support the vehicle.
(3) Locate and disconnect the engine wire harness
connector for the backup lamp switch.
(4) Check for continuity between the two terminal
pins in the backup lamp switch connector.
(a) With the gear selector lever in the Reverse
position, there should be continuity.
(b) With the gear selector lever in any position
other than Reverse, there should be no continuity.

(1) Install the bulb into the back plate.
(2) Install the bulb back plate to the tail lamp
unit.
(3) Install the tail lamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - INSTALLATION).
(4) Connect the negative battery cable.

BRAKE LAMP SWITCH
DESCRIPTION
The plunger type brake lamp switch is mounted on
a bracket attached to the base of the steering column, 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.

OPERATION
The brake lamp switch is hard wired to the Center
High Mount Stop Lamp (CHMSL) and also monitored by the Instrument Cluster for use by 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 lamp switch
transitions, the CHMSL transitions and instrument
cluster transmits a brake applied/released message
on the bus. The Integrated Power Module (IPM) will
then transition the brake lamps.
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.

LAMPS/LIGHTING - EXTERIOR

8L - 9

BRAKE LAMP SWITCH (Continued)
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.
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, voltage is
routed to the speed control servo solenoids. The
speed control solenoids (vacuum, vent and dump) are
provided this voltage any time the speed control is
ON and the brakes are disengaged.
When the driver applies the brakes, the contacts
open and voltage 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.
The brake lamp switch can only be adjusted once.
That is at the initial installation of the switch. If the
switch is not adjusted properly or has been removed,
a new switch must be installed and adjusted.

Fig. 2 Brake Lamp Switch Terminal Identification
1 - TERMINAL PINS
2 - PLUNGER TEST POSITIONS

With switch plunger retracted, attach test leads to
pins 5 and 6. Replace switch if meter indicates no
continuity.

REMOVAL
(1) Disconnect the switch harness (Fig. 3).
(2) Press and hold the brake pedal in applied position.
(3) Rotate the switch counterclockwise about 30° to
align the switch lock tab with the notch in bracket.
(4) Pull the switch rearward out of the mounting
bracket and release the 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. 2).

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

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.

plunger extended, attach test leads to
Replace switch if meter indicates no
plunger retracted, attach test leads to
Replace switch if meter indicates no

Fig. 3 Brake Lamp Switch & Bracket
1
2
3
4

RELEASE LEVER
BRACKET
BRAKE PEDAL SUPPORT
BRAKE LAMP SWITCH

8L - 10

LAMPS/LIGHTING - EXTERIOR

BRAKE LAMP SWITCH (Continued)

INSTALLATION
(1) Press and hold the brake pedal down.
(2) Align the tab on the new switch with the notch
in the switch bracket. Insert the switch in the
bracket and turn it clockwise about 30° to lock it in
place.
(3) Connect the harness wires to the switch.
(4) Release the brake pedal.
(5) Move the release lever on the switch parallel
with the connector to engage the switch plunger. The
switch is now adjusted and can not be adjusted
again.

CENTER HIGH MOUNTED
STOP LAMP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the CHMSL from the roof panel. Refer
to (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/CENTER HIGH MOUNTED STOP
LAMP UN - REMOVAL).
(3) Turn the bulb socket 1/4 turn counterclockwise.
(4) Separate the socket from the lamp.
(5) Remove the bulb.

INSTALLATION
(1) Position the bulb in the socket and press into
place.
(2) Position the socket in the lamp.
(3) Turn the bulb socket 1/4 turn clockwise.
(4) Install the CHMSL. Refer to (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
CENTER HIGH MOUNTED STOP LAMP UN INSTALLATION).
(5) Connect the battery negative cable.

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. 4 CENTER HIGH MOUNT STOP LAMP —
TYPICAL
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.

CAB CLEARANCE LAMP
REMOVAL
(1) Remove both retaining screws and separate the
lamp from the roof.
(2) Quarter turn counter clockwise to separate
bulb socket from lamp.

INSTALLATION
(1) Quarter twist the bulb socket clockwise into
the lamp housing.
(2) Position the lamp assembly onto the roof and
install retaining screws. (Fig. 5)

LAMPS/LIGHTING - EXTERIOR

8L - 11

CAB CLEARANCE LAMP (Continued)

Fig. 6 Fog Lamp

Fig. 5 CLEARANCE LAMP
1
2
3
4
5
6

NUT
CAB ROOF
BULB SOCKET
CLEARANCE LAMP
SCREW
BULB

FOG LAMP

1 - SCREW
2 - FOG LAMP UNIT
3 - CONNECTOR

FOG LAMP RELAY
DESCRIPTION

REMOVAL
NOTE: 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 the bolts attaching the fog lamp to the
bumper (Fig. 6).
(4) Separate fog lamp from bumper.

INSTALLATION
(1) Position fog lamp in bumper.
(2) Install the bolts attaching the fog lamp to the
bumper.
(3) Connect fog lamp harness connector.
(4) Connect the battery negative cable.
(5) Check for proper operation and beam alignment.

Fig. 7 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

The front fog lamp relay is located in the Power
Distribution Center (PDC) in the engine compartment of the vehicle. The front fog lamp relay is a
conventional International Standards Organization

8L - 12

LAMPS/LIGHTING - EXTERIOR

FOG LAMP RELAY (Continued)
(ISO) micro relay (Fig. 7). 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 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.
The front fog lamp relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.

OPERATION
The front fog lamp relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current output to the front fog lamps. 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.
The front fog lamp 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 front fog lamp relay
include:
• Common Feed Terminal - The common feed
terminal (30) receives battery voltage at all times
from a fuse in the PDC through a fused B(+) circuit.
• Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the Front
Control Module (FCM) through a front fog lamp relay
control circuit. The FCM controls front fog lamp operation by controlling a ground path through this circuit.
• Coil Battery Terminal - The coil battery terminal (86) receives battery voltage at all times from
a fuse in the PDC through a fused B(+) circuit.
• Normally Open Terminal - The normally open
terminal (87) is connected to the front fog lamps
through a front fog lamp relay output circuit and
provides battery voltage to the front fog lamps whenever the relay is energized.
• Normally Closed Terminal - The normally
closed terminal (87A) is not connected in this application.

The front fog lamp relay can be diagnosed using
conventional diagnostic tools and methods.

DIAGNOSIS AND TESTING - FRONT FOG LAMP
RELAY
The front fog lamp relay (Fig. 8) is located in the
Power Distribution Center in the engine compartment. Refer to the appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.

Fig. 8 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

(1) Remove the front fog lamp relay from the PDC.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/FRONT FOG LAMP 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.

LAMPS/LIGHTING - EXTERIOR

8L - 13

FOG LAMP RELAY (Continued)
(3) Resistance between terminals 85 and 86 (electromagnet) should be 75 ± 8 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.

(1) Position the front fog lamp relay to the proper
receptacle in the Power Distribution Center (PDC).
(2) Align the front fog lamp relay terminals with
the terminal cavities in the PDC.
(3) Press firmly and evenly on the top of the front
fog lamp relay until the terminals are fully seated in
the PDC.
(4) Reconnect the battery negative cable.

REMOVAL

HAZARD SWITCH

DESCRIPTION

(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover for the Power Distribution
Center (PDC).
(3) Remove the front fog lamp relay by grasping it
firmly and pulling it straight out from the receptacle
in the PDC.

The hazard switch is activated by a push button
located in the multifunction switch on the top of the
steering column between the steering wheel and
instrument cluster.
The hazard warning system allows the vehicle
operator to provide other vehicle operators in the
near proximity an optical indication that the vehicle
is disabled or an obstacle to traffic flow. The hazard
warning system has battery voltage at all times,
regardless of ignition position.

OPERATION
The instrument cluster monitors the multiplexed
multifunction switch operation. When the hazard
warning switch is activated, the instrument cluster
will send a J1850 bus message to the Front Control
Module (FCM), then activate the two turn signal indicators and audible click in the instrument cluster.
The FCM will then activate the necessary relays in
the Power Distribution Center (PDC) to begin flashing both the front and rear turn signal indicator
lamps.

HEADLAMP
REMOVAL
(1) Disconnect and isolate the negitive battery
cable.
(2) Remove the headlamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT - REMOVAL).
(3) Seperate the socket from the headlamp unit.

INSTALLATION
CAUTION: Do Not Touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Install the socket into the headlamp unit.
(2) Install the headlamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT - INSTALLATION).
(3) Connect the negitive battery cable.

8L - 14

LAMPS/LIGHTING - EXTERIOR

HEADLAMP SWITCH

(4) Remove the screws that secure the headlamp
switch to the instrument panel bezel (Fig. 9).

DESCRIPTION
The multiplexed headlamp switch is located on the
instrument panel. The headlamp switch controls the
parking lamps, fog 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 multiplexed headlamp switch has an off, parking lamp, fog lamp and a headlamp on position. High
beams are controlled by the multiplexed multifunction switch on the steering column. The fog lamps
are illuminated by pulling back on the headlamp
switch knob when in the parking lamp or headlamp
ON position.The headlamp switch cannot be
repaired. It must be replaced.
The Instrument Cluster monitors the headlamp
and multifunction switch operation. When the headlamp switch is rotated to the parking lamp or On
position the Instrument Cluster sends a J1850 message to the Front Control Module, which is mated to
the power distribution center to become the Integrated Control Module, to illuminate the appropriate
bulbs. When the multifunction switch is activated to
the optical horn or high beam position the Instrument Cluster illuminates the high beam indicator
and sends a J1850 message to the Front Control
Module to illuminate the appropriate bulbs.

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 left instrument panel bezel. (Refer
to 23 - BODY/INSTRUMENT PANEL/CLUSTER
BEZEL - REMOVAL).
(3) Disconnect the harness connector.

Fig. 9 Headlamp Switch Removal
1 - DASH BOARD
2 - HEADLAMP SWITCH
3 - INSTRUMENT PANEL BEZAL

(5) Remove the headlamp switch from the instrument panel bezel.

LAMPS/LIGHTING - EXTERIOR

8L - 15

HEADLAMP SWITCH (Continued)
(4) Install the cluster bezel onto the instrument
panel (Fig. 9).
(5) Connect the battery negative cable.

HEADLAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the push pins attaching the seal to the
fender.
(3) Remove the bolts attaching the headlamp unit
to the fender (Fig. 10).
(4) Remove the bulb sockets from the headlamp
unit
(5) Separate headlamp unit from vehicle.

ADJUSTMENTS
Headlamps can be aligned using the screen method
provided in this section. Alignment Tool C-4466-A or
equivalent can also be used. Refer to instructions
provided with the tool for proper procedures.

LAMP ALIGNMENT SCREEN PREPARATION
(1) Position vehicle on a level surface perpendicular to a flat wall 7.62 meters (25 ft) away from front
of headlamp lens (Fig. 11).
(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.

VEHICLE PREPARATION FOR HEADLAMP
ALIGNMENT

Fig. 10 HEADLAMP — TYPICAL
1
2
3
4

SEAL
PUSH PIN
SCREW
HEADLAMP UNIT

INSTALLATION
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Install the bulb sockets for the front park/turn
signal and headlamp.
(2) Position headlamp unit in inner fender panel.
(3) Install the bolts attaching headlamp unit to the
fender (Fig. 10).
(4) Align the seal and install the push pins.
(5) Connect the battery negative cable.

(1) Verify headlamp dimmer switch and high beam
indicator operation.
(2) Correct defective components that could hinder
proper headlamp alignment.
(3) Verify proper tire inflation.
(4) Clean headlamp lenses.
(5) Verify that luggage area is not heavily loaded.
(6) 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.

HEADLAMP ALIGNMENT
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. 11).
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 low beam headlamp, rotate alignment
screws to achieve the specified aim.

8L - 16

LAMPS/LIGHTING - EXTERIOR

HEADLAMP UNIT (Continued)

Fig. 11 Headlamp Alignment Screen—Typical
1 - CENTER OF VEHICLE
2 - CENTER OF HEADLAMP

LICENSE PLATE LAMP
REMOVAL

3 - 7.62 METERS (25 FT.)
4 - FRONT OF HEADLAMP

INSTALLATION
(1)
(2)
(3)
(4)

Position license plate lamp on the bumper.
Install the clip.
Reconnect the harness connector.
Connect the battery negative cable.

(1) Disconnect and isolate the battery negative
cable.
(2) Grasp license plate bulb socket and 1/4 turn
left to release from the license plate lamp unit.
(3) Pull bulb from license plate lamp socket.

MARKER LAMP UNIT

INSTALLATION

REMOVAL

(1) Install the bulb in the socket.
(2) Install the socket in to the license plate lamp
unit and 1/4 turn to lock.
(3) Connect the battery negative cable.

LICENSE PLATE LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the harness connector.
(3) Remove the retaining clip. (Fig. 12).
(4) Separate license plate lamp from vehicle.

REMOVAL
(1) Grasp the lens assembly firmly and pushing
rearward, remove the lens assembly from the fender.
(2) Quarter turn the bulb socket counterclockwise
and remove it from lens assembly.

REMOVAL
(1) Remove the lens mounting screws.
(2) Quarter twist counterclockwise the tailgate
marker lamp bulb sockets and remove lamp housing.

LAMPS/LIGHTING - EXTERIOR

8L - 17

MARKER LAMP UNIT (Continued)

Fig. 12 License Plate Lamp Panel
1
2
3
4

REAR BUMPER
WIRING CONNECTOR
CLIP
LICENSE PLATE LAMP UNIT

Fig. 14 Tailgate Marker Lamp Housing
1
2
3
4
5

Nut
Tailgate
Bulb Harness
Screw
Lens

INSTALLATION
INSTALLATION
(1) Quarter twist the bulb socket into the lamp
assembly
(2) Position the lamp assembly against the fender,
using firm pressure insert the lens into the fender.
(Fig. 13)

INSTALLATION
(1) Position the tailgate marker bulb harness to
the lens and quarter twist each bulb assembly clockwise to seat bulb sockets.
(2) Position the tailgate marker lens to the tailgate
and install the retaining screws. (Fig. 14)

MULTI-FUNCTION SWITCH
DESCRIPTION - TURN SIGNAL SYSTEM
Fig. 13 FENDER EXTENSION AND MARKER LAMP
ASSEMBLY
1 - WIRING HARNESS
2 - MARKER LAMP

The multi-function switch is a resistive MUX
switch that is monitored by the Instrument Cluster.
The turn signals are actuated with the lever on
Multi-Function Switch. The signals are automatically
turned off by a canceling cam (two lobes molded to
the back of the clock spring mechanism). The cam
comes in contact with the cancel actuator on the turn
signal (multi-function) switch assembly. Either cam

8L - 18

LAMPS/LIGHTING - EXTERIOR

MULTI-FUNCTION SWITCH (Continued)
lobe, pushing on the cancel actuator, returns the
switch to the OFF position.

DIAGNOSIS AND TESTING - MULTI-FUNCTION
SWITCH

OPERATION - TURN SIGNAL SYSTEM

To test the turn signal, headlamp beam select and
optical horn portion of the multi-function switch:
(1) Remove the multi-function switch, refer to
Electrical, Lamps/Lighting - Exterior, Multi-Function
Switch, Removal, and Installation.
(2) Using an ohmmeter check the resistance readings between multi-function switch pins. Refer to
Wiring Diagrams for proper pin numbers and the
MULTI-FUNCTION SWITCH TESTS table.

The Instrument Cluster monitors the multiplexed
multifunction switch. In a turning event the Instrument Cluster senses a change in the turn signal
lever and illuminates the appropriate turn signal
indicator. At the same time, the Instrument Cluster
will send a J1850 message on the PCI bus to the
Front Control Module (FCM). The FCM will respond
by activating the appropriate relay in the Power Distribution Center.
A chime will sound after the turn is completed if
vehicle has traveled a distance of approximately 1.0
mile and a speed of 15 mph, with the turn signal ON.

MULTI-FUNCTION SWITCH TESTS
EXTERIOR LIGHTING FUNCTIONS
SWITCH POSITION

CONNECTOR PINS

RESISTANCE (OHMS)

Off

1-2

Open

Headlamp High Beams On

1-2

518 - 575

Hazard

3-2

115 - 128

Optical Horn (Flash-to-Pass) On

1-2

1257 - 1397

Off

3-2

2643 - 2937

Turn Signal Left

3-2

345 - 384

Turn Signal Right

3-2

786 - 873

FRONT WIPER FUNCTIONS
CONNECTOR PINS

RESISTANCE (OHMS) ±10%

Front Wiper Off

SWITCH POSITION

2-4

6910 - 7678

Delay 1

2-4

2128 - 2365

Delay 2

2-4

1089 - 1210

Delay 3

2-4

627 - 697

Delay 4

2-4

388 - 431

Delay 5

2-4

234 - 261

Front Wiper Low

2-4

125 - 140

Front Wiper High

2-4

50 - 56

Wash

1-2

2584 - 2871

REMOVAL
WARNING: BEFORE SERVICING THE STEERING
COLUMN THE AIRBAG SYSTEM MUST BE DISARMED. REFER TO THE ELECTRICAL RESTRAINT
SYSTEM FOR SERVICE PROCEDURES. FAILURE
TO DO SO MAY RESULT IN ACCIDENTAL DEPLOYMENT OF THE AIRBAG AND POSSIBLE PERSONAL
INJURY

(1) Disconnect and isolate battery negative cable.
(2) Remove the steering wheel and the upper and
lower steering column shrouds. Refer to Steering,
Column, Shroud, Removal.
(3) Disconnect the wire connector from the back of
the multi-function switch.
(4) Remove the screws retaining the multi-function
switch to the steering column adapter collar (Fig. 15).
(5) Remove the multi-function switch.

LAMPS/LIGHTING - EXTERIOR

8L - 19

MULTI-FUNCTION SWITCH (Continued)

Fig. 16 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

Fig. 15 MULTIFUNCTION SWITCH
1
2
3
4

SCREW
COLUMN
CLOCK SPRING
MULTI - FUNCTION SWITCH

(6) Remove the screws retaining the clock spring
to the multifunction switch.

INSTALLATION
WARNING: BEFORE SERVICING THE STEERING
COLUMN THE AIRBAG SYSTEM MUST BE DISARMED. REFER TO THE ELECTRICAL RESTRAINT
SYSTEM FOR SERVICE PROCEDURES. FAILURE
TO DO SO MAY RESULT IN ACCIDENTAL DEPLOYMENT OF THE AIRBAG AND POSSIBLE PERSONAL
INJURY.
(1) Install the clock spring on the multifunction
switch.
(2) Position the switch on to the steering column.
(3) Install the retaining screws (Fig. 15).
(4) Connect the wire harness connector.
(5) Install the upper, lower steering column
shrouds and the steering wheel. Refer to Steering,
Column, Shroud, Installation.
(6) Connect the battery negative cable.

PARK LAMP RELAY
DESCRIPTION
The park lamp relay is located in the Power Distribution Center (PDC) of the vehicle. The park lamp

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 park lamp relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.

OPERATION
The park lamp relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current output to the park lamps. 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.
The park lamp relay terminals are connected to
the vehicle electrical system through a connector in
the Junction Block (JB). The inputs and outputs of
the headlamp low beam relay include:
• Common Feed Terminal - The common feed
terminal (30) is connected to the park lamps through

8L - 20

LAMPS/LIGHTING - EXTERIOR

PARK LAMP RELAY (Continued)
the park lamp relay output circuit and provides
ground to the park lamps when the relay is de-energized, and battery current to the park lamps whenever the relay is energized.
• Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the Front
Control Module (FCM) through a park lamp relay
control circuit. The FCM controls park lamp operation by controlling a ground path through this circuit.
• Coil Battery Terminal - The coil battery terminal (86) receives battery current at all times from
a fuse in the PDC through a fused B(+) circuit.
• Normally Open Terminal - The normally open
terminal (87) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
• Normally Closed Terminal - The normally
closed terminal (87A) is connected to ground at all
times.
The park lamp relay can be diagnosed using conventional diagnostic tools and methods.

DIAGNOSIS AND TESTING - PARK LAMP
RELAY
The park lamp relay (Fig. 17) is located in the
Power Distribution Center (PDC). Refer to the appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Remove the park lamp relay from the PDC.
(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 ± 8 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.

Fig. 17 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

(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.

LAMPS/LIGHTING - EXTERIOR

8L - 21

PARK LAMP RELAY (Continued)

PARK/TURN SIGNAL LAMP
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the headlamp unit.(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT - REMOVAL).
(3) Seperate the socket from the headlamp unit.
(4) Release the bulb socket locking tabs and seperate the bulb from the socket (Fig. 18).

INSTALLATION
(1) Install the bulb into the socket.
(2) Install the socket into the headlamp unit.
(3) Install the headlamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT - INSTALLATION).
(4) Connect the negative battery cable.

Fig. 18 Pull Bulb From Socket
1 - SOCKET
2 - BULB

TAIL LAMP
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the tail lamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
unit.
(4) Release the bulb locking tabs and remove the
bulb from the back plate (Fig. 18).

INSTALLATION
(1) Install the bulb into the back plate.
(2) Install the bulb back plate to the tail lamp
unit.
(3) Install the tail lamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - INSTALLATION).
(4) Connect the negative battery cable.

TAIL LAMP UNIT
REMOVAL
(1) Lower the tail gate.
(2) Remove the screws
(3) Disengage the taillamp unit from the body
panel.
(4) Disconnect the electrical connector (Fig. 19).

INSTALLATION
(1) Connect the wiring harness connector.
(2) Position the taillamp unit into the body panel.
(3) Install the screws (Fig. 19).

8L - 22

LAMPS/LIGHTING - EXTERIOR

TAIL LAMP UNIT (Continued)
20). This harness includes an adapter harness that
adapts the 7-pin trailer tow connector to a standard,
light-duty, 4-pin trailer tow connector. Refer to the
appropriate wiring information.

TURN LAMP
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the tail lamp unit (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING
EXTERIOR/TAIL
LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
unit.
(4) Separate the bulb from the lamp bar.

INSTALLATION

Fig. 19 TAIL LAMP UNIT
1 - SCREW
2 - ELECTRICAL CONNECTOR
3 - TAILLAMP UNIT

TRAILER TOW WIRING

UNDERHOOD LAMP

DESCRIPTION
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. 21).
(4) Depress the bulb terminal inward (Fig. 22) to
release the bulb.

INSTALLATION

Fig. 20 Trailer Tow Wiring
1
2
3
4

RETAINER CLIP (4)
REAR BODY HARNESS (TRAILER TOW TAKE OUT)
RETAINER CLIP (2)
WIRE HARNESS CONNECTOR

Vehicles equipped with an optional factory-installed trailer towing package have a rear body wire
harness that includes an integral trailer tow wiring
take out that connects to a heavy duty, sealed, 7-pin
trailer tow connector located in the rear bumper (Fig.

(1) Engage the replacement bulb wire loop to the
terminal closest to the lamp base wire connector (Fig.
22).
(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 (Fig. 21).
(4) Connect the battery negative cable.

UNDERHOOD LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.

LAMPS/LIGHTING - EXTERIOR

8L - 23

UNDERHOOD LAMP UNIT (Continued)

Fig. 23 Underhood Lamp
Fig. 21 Underhood Lamp Lens
1 - LAMP
2 - LAMP LENS

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 (Fig. 23). 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.

Fig. 22 Underhood Lamp Bulb
1
2
3
4

BULB
DEPRESS TERMINAL INWARD
BULB WIRE LOOP
LAMP BASE

(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. 23).
(6) Separate underhood lamp from vehicle.

8L - 24

LAMPS/LIGHTING - INTERIOR

LAMPS/LIGHTING - INTERIOR
TABLE OF CONTENTS
page
DOME LAMP
DESCRIPTION . . .
OPERATION . . . . .
REMOVAL . . . . . . .
INSTALLATION . . .
DOOR AJAR SWITCH
DESCRIPTION . . .
OPERATION . . . . .

.
.
.
.

. 24
. 24
. 24
. 24

. . . . . . . . . . . . . . . . . . . . . . 25
. . . . . . . . . . . . . . . . . . . . . . 25

DOME LAMP
DESCRIPTION
The dome lamp is controlled by the instrument
cluster which provides power at all times, regardless
of the ignition switch position. The ground circuit for
the lamp is switched through the integral dome lamp
switch or through the door ajar switches via the
instrument cluster.
The dome lamp lens and bulb are available for service replacement. If either of the lamp switch or bulb
holders is faulty or damaged, the dome lamp assembly must be replaced.
For service of the dome lamp bulb, refer to the
appropriate wiring information.

page
GLOVE BOX LAMP/SWITCH
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .
READING LAMP
DESCRIPTION . . . . . . . .
OPERATION . . . . . . . . . .
REMOVAL . . . . . . . . . . . .
INSTALLATION . . . . . . . .

. . . . . . . . . . . . . . . . . 25
. . . . . . . . . . . . . . . . . 25
.
.
.
.

.
.
.
.

. 26
. 26
. 26
. 26

(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.

OPERATION
The dome lamp is activated by the door ajar
switches via the instrument cluster. When all of the
doors are closed, the lamp can be activated by
depressing the lens. When any door is open, depressing the lamp lense to activate the lamp switch will
not turn the lamps off.
The instrument cluster monitors the door ajar
switches. When a door is open the instrument cluster
grounds the low side drivers to turn on the lamp.
Upon closing all doors, the instrument cluster initiates a 30 second timer. If any of the doors are
opened during the “time out” cycle, the instrument
cluster will reset the timer until all doors are closed.
The instrument cluster will faid to off when the doors
are closed and the ignition is turned ON, the time
out expires or the power locks are activated.

REMOVAL
(1) Using a small flat blade, pry the left side (driver’s side) of the dome lamp lens downward from
dome lamp.

Fig. 1 Dome Lamp Lens
1
2
3
4
5

HEADLINER
CONNECTOR
DOME LAMP
LENS
BULB

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 (Fig. 1).
(4) Push the right side of the lamp in the headliner opening and push the lamp lens up into the
lamp to secure (Fig. 1).

LAMPS/LIGHTING - INTERIOR

8L - 25

DOME LAMP (Continued)
(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. 3).

Fig. 2 Dome Lamp
1 - SLIDE LAMP

DOOR AJAR SWITCH
DESCRIPTION
The door ajar switches are integral to the door
latches on each door. The switches close a path to
ground for the Instrument Cluster when a door is
opened.
The door ajar switches cannot be repaired and, if
faulty or damaged, the door latch unit must be
replaced. Refer to the Body section under Doors for
the removal and installation procedure.

OPERATION
The door ajar switches close a path to ground for
the Instrument Cluster when a door is opened. The
passenger front door is connected in a parallel-series
circuit between ground and the Instrument Cluster,
while the driver side front door ajar switch is connected in series between ground and the Instrument
Cluster to provide a unique input. The Instrument
Cluster reads the switch status, then sends the
proper switch status messages to other electronic
modules over the Programmable Communications
Interface (PCI) data bus network. The door ajar
switches can be diagnosed using conventional diagnostic tools and methods. Refer to the Body section
under Doors for the Removal and Installation procedures.

GLOVE BOX LAMP/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. 3 Glove Box Lamp and Switch Remove/Install
1 - WIRE HARNESS CONNECTOR
2 - DASH BOARD
3 - GLOVE BOX SWITCH/LIGHT

(4) Disconnect the instrument panel wire harness
connector from the connector receptacle on the back
of the glove box lamp and switch unit.
(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.

8L - 26

LAMPS/LIGHTING - INTERIOR

GLOVE BOX LAMP/SWITCH (Continued)
(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. Each lamp has its own switch, bulb, reflector
and lens within the overhead console.
The overhead console reading and courtesy lamps
are controlled by the instrument cluster which provides power at all times, regardless of the ignition
switch position. The ground circuit for the lamps is
switched through the integral reading and courtesy
lamp switches or through the door ajar 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 and bulbs
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.

OPERATION
All reading and courtesy lamps located in the overhead console are activated by the door ajar switches
via the instrument cluster. 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.
The instrument cluster monitors the door ajar
switches. When a door is open the instrument cluster
grounds the low side drivers to turn on the lamps.
Upon closing all doors, the instrument cluster initiates a 30 second timer. If any of the doors are
opened during the “time out” cycle, the instrument
cluster will reset the timer until all doors are closed.
The instrument cluster will faid to off when the doors
are closed and the ignition is turned ON, the time
out expires or the power locks are activated.

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. 4).
(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.

Fig. 4 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.
(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.

MESSAGE SYSTEMS

8M - 1

MESSAGE SYSTEMS
TABLE OF CONTENTS
page
OVERHEAD CONSOLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - OVERHEAD
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - READING/
COURTESY LAMP REPLACEMENT . . . . . .
STANDARD PROCEDURE - MODULE LENS
REPLACEMENT . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - MODULE LAMP
REPLACEMENT . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - COMPASS
CALIBRATION . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT . . . . . . . . . . . . .
REMOVAL
OVERHEAD CONSOLE REMOVAL . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
OVERHEAD CONSOLE . . . . . . . . . . . . . . .
COMPASS/MINI-TRIP COMPUTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ELECTRONIC VEHICLE INFO CENTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .

...1
...2
...2

...3
...3
...3
...3
...4
...4
...5
...5
...6
...6
...7
...7
...7
...7

page
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - ELECTRONIC
VEHICLE INFORMATION CENTER
.........8
STANDARD PROCEDURE - ELECTRONIC
VEHICLE INFORMATION CENTER
PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
AMBIENT TEMP SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR CIRCUIT . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
UNIVERSAL TRANSMITTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - UNIVERSAL
TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . 12
STANDARD PROCEDURE
STANDARD PROCEDURE - ERASING
TRANSMITTER CODES . . . . . . . . . . . . . . . . . 12
STANDARD PROCEDURE - SETTING
TRANSMITTER CODES . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

...7

OVERHEAD CONSOLE
DESCRIPTION
Two different overhead consoles are available on
DR models. The Electronic Vehicle Information Center (EVIC) (Fig. 1) or Compass Mini-Trip Computer
(CMTC). All consoles are equipped with two reading/
courtesy lamps. The overhead console is mounted
with screws and two snap clips to a molded plastic
retainer bracket located above the headliner.

COMPASS DISPLAY
All the available overhead consoles on this model
include Compass information. 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). The self-calibrating compass unit
requires no adjusting in normal use. The only calibration that may prove necessary is to drive the vehicle at 5 to 8 kilometers-per-hour (3 to 5 miles-perhour), on level ground in a square shaped pattern.
This will reorient the compass unit to its vehicle.
The compass unit also 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. Magnetic bit drivers used on the fasteners that hold the

8M - 2

MESSAGE SYSTEMS

OVERHEAD CONSOLE (Continued)
ent temperature sensor, refer to Ambient Temperature Sensor later in this section.
Following are general descriptions of the major
components used in the overhead console. Refer to
Wiring Diagrams for complete circuit schematics.

OPERATION
Refer to the vehicle Owner’s Manual for specific
operation of each overhead console and its systems.

DIAGNOSIS AND TESTING - OVERHEAD
CONSOLE

Fig. 1 DR OVERHEAD CONSOLE – EVIC
overhead console assembly to the roof header can
also affect compass operation. If the vehicle roof
should become magnetized, the demagnetizing and
calibration procedures found in this section may be
required to restore proper compass operation.

TEMPERATURE DISPLAY
All the available overhead consoles on this model
include Temperature information. The temperature
displays the outside ambient temperature in whole
degrees. The temperature display can be toggled
from Fahrenheit to Celsius by selecting the desired
U.S./Metric option from the customer programmable
features. The displayed temperature is not an instant
reading of conditions, but an average temperature. It
may take the temperature 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 electronic control modules, (CMTC, EVIC) memory. When the ignition switch is turned to the On
position again, the electronic module will display the
memory temperature for one minute; then update the
display to the current average temperature reading
within five minutes.
The temperature function is supported by an ambient temperature sensor. This sensor is mounted outside the passenger compartment near the front and
center of the vehicle, and is hard wired to the Front
Control Module (FCM). The FCM sends temperature
status messages to the module over the J1850 PCI
data bus circuit. For more information on the ambi-

If the problem with the overhead console is an
inaccurate or scrambled display, refer to SELF-DIAGNOSTIC TEST later in this text. If the problem
with the overhead console is incorrect Vacuum Fluorescent Display (VFD) dimming levels, use a DRB
IIIt scan tool and the proper Diagnostic Procedures
manual to test for the correct dimming message
inputs being received from the Body Control Module
(BCM) or Front Control Module (FCM) over the
J1850 Programmable Communications Interface
(PCI) data bus circuit. If the problem is a no-display
condition, use the following procedure. For complete
circuit diagrams, refer to Overhead Console in the
Wiring Diagrams section of the service manual.
(1) Remove the overhead console from the headliner (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(2) Check for battery voltage at the overhead console electrical connector. Refer to Wiring for connector information. If OK, go to Step 3. If not OK, Check
for battery voltage at the appropriate B(+) fuse in the
integrated power module, repair the open fused B(+)
circuit as required.
(3) Turn the ignition switch to the On position.
Check the fused ignition switch output circuit(s) at
the overhead console electrical connector. If OK, go to
Step 4. If not OK, repair the open or shorted circuit
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 cavity of the overhead console electrical connector and a
good ground. There should be continuity. If OK, refer
to SELF-DIAGNOSTIC TEST below for further
diagnosis of the electronics module and the J1850
PCI data bus circuit. If not OK, repair the open
ground circuit as required.

SELF-DIAGNOSTIC TEST
A self-diagnostic test is built-in to the module to
determine that the electronics module is operating
properly, and that all the J1850 PCI data bus messages are being received for proper operation. To perform the self-diagnostic test proceed as follows:

MESSAGE SYSTEMS

8M - 3

OVERHEAD CONSOLE (Continued)
(1) With the ignition switch in the Off position,
simultaneously depress and hold the STEP and
RESET buttons.
(2) Turn the ignition switch to the On position.
(3) Following completion of the test, the electronics
module will display one of the following messages:
a. Pass Self Test (EVIC only), PASS (CMTC) The electronics module is working properly.
b. Failed Self Test (EVIC only), FAIL (CMTC) The electronics module has an internal failure. The
electronics module is faulty and must be replaced.
c. Failed J1850 Communication (EVIC only),
BUS (CMTC) - The electronics module is not receiving proper message input through the J1850 PCI
data bus circuit. This can result from one or more
faulty electronic modules in the vehicle, or from a
faulty PCI data bus. The use of a DRB IIIt scan tool
and the proper Diagnostic Procedures manual are
required for further diagnosis.

STANDARD PROCEDURE - MODULE LENS
REPLACEMENT
(1) Remove the overhead console (Refer to 8 ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(2) Remove the electronics module from the overhead console. Refer to the procedure later in this section.
(3) Unsnap the lens from the module and replace
lens as necessary.

STANDARD PROCEDURE - MODULE LAMP
REPLACEMENT
(1) Remove the overhead console (Refer to 8 ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(2) Using a flat blade screwdriver twist out socket/
lamp (Fig. 2).
(3) Replace lamp(s) as necessary.

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 Standard Procedures section of this group.
NOTE: If the compass reading displays dashes, 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 Standard Procedures section
of this group.

STANDARD PROCEDURE
STANDARD PROCEDURE - READING/
COURTESY LAMP REPLACEMENT
(1) Open hood, disconnect and isolate the negative
battery cable.
(2) Remove the reading/courtesy lamp lens. Using
a trim stick, gently pry the forward edge of the reading/courtesy lamp lens outward.
(3) Remove the reading/courtesy lamp socket from
the overhead console. Rotate the reading/courtesy
lamp socket one quarter turn counter clockwise.
(4) Remove the lamp and socket assembly.
(5) Reverse the above procedure to install.

Fig. 2 Top of Overhead Console
1
2
3
4

OVERHEAD CONSOLE HOUSING
EVIC/CMTC MODULE
ILLUMINATION LAMPS
MODULE RETAINING SCREWS

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.

8M - 4

MESSAGE SYSTEMS

OVERHEAD CONSOLE (Continued)
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 Electronic Modules (EVIC,
CMTC) 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.
NOTE: Whenever the compass is calibrated manually, the variance number must also be reset. Refer
to Compass Variation Adjustment in this group.
To calibrate the compass manually proceed as follows:
(1) Turn the ignition switch to the On position. If
the compass/temperature data is not currently being
displayed, momentarily depress and release the C/T
push button to reach the compass/temperature display.
(2) Depress the RESET push button and hold the
button down until “CAL” appears in the display. This
takes about ten seconds, and appears about five seconds after “VAR = XX” is displayed.
(3) Release the RESET push button.
(4) Drive the vehicle on a level surface, away from
large metal objects and power lines, through three or
more complete turns at between five and eight kilometers-per-hour (three and five miles-per-hour) in
not less than 48 seconds. The “CAL” message will
disappear from the display to indicate that the compass is now calibrated.
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 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
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 mounting screw with the degaussing tool connected.
(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.
(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
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).

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 geo-

MESSAGE SYSTEMS

8M - 5

OVERHEAD CONSOLE (Continued)
(4) Release the RESET push button. “VAR =XX ”
will remain in the display. “XX” equals the current
variance zone setting.
(5) 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.
(6) Depress and release the RESET push button
to enter the displayed zone number into the EVIC/
CMTC module memory.
(7) Confirm that the correct directions are now
indicated by the compass.

REMOVAL
OVERHEAD CONSOLE REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the overhead console retaining screws,
located in the sunglass storage bin.
(3) Using your fingertips, grasp the sides of the
overhead console and pull straight down evenly to
disengage the two snap clips at the front of the unit.
(4) Lower the overhead console far enough to
access the wire harness connectors.
(5) Disconnect the EVIC, CMTC electronic module
and the reading/courtesy lamps electrical connectors.
(6) Remove the overhead console from the vehicle.

Fig. 3 Roof Demagnetizing Pattern
graphic north is great enough to cause the compass
to give false readings. If this problem occurs, the
compass variance setting may need to be changed.
To set the compass variance:
(1) Using the Variance Settings map, find your
geographic location and note the zone number (Fig.
4).
(2) Turn the ignition switch to the On position. If
the compass/temperature data is not currently being
displayed, momentarily depress and release the C/T
push button to reach the compass/temperature display.
(3) Depress the RESET push button and hold the
button down until “VAR = XX” appears in the display.
This takes about five seconds.

INSTALLATION
(1) Position the overhead console in the vehicle.
(2) Connect the EVIC, CMTC electronic module
and the reading/courtesy lamps electrical connectors.
(3) Grasp the sides of the overhead console and
push straight up evenly to engage the two snap clips
at the rear of the unit.
(4) Install the overhead console retaining screw,
located in the front of console. Torque the screw to
1.2 N·m (10 in. lbs.).
(5) Connect the negative battery cable.

8M - 6

MESSAGE SYSTEMS

OVERHEAD CONSOLE (Continued)

Fig. 4 Variance Settings

SPECIAL TOOLS
OVERHEAD CONSOLE

DEGAUSSING TOOL #6029

COMPASS/MINI-TRIP
COMPUTER
DESCRIPTION
The Compass Mini-Trip Computer (CMTC) is a
module located in the overhead console. The CMTC is
equipped with a mini-trip feature. The CMTC consists of a electronic control module with a vacuum
fluorescent display (VFD) and function switches. The
CMTC consists of a electronic module that displays
compass, trip computer, and temperature features.
Actuating the STEP push button will cause the
CMTC to change mode of operation when the ignition
is ON. Example:
• Average miles per gallon (ECO)
• Distance to empty (DTE)
• Trip odometer (ODO)

RADIO FREQUENCY DETECTOR #9001
• Elapsed time (ET)
• Off
Actuating the C/T push button will cause the
CMTC to change to Compass/Temperature display.

MESSAGE SYSTEMS

8M - 7

COMPASS/MINI-TRIP COMPUTER (Continued)

OPERATION
The Compass Mini-Trip Computer module in the
overhead console has buttons used to select various
functions. The CMTC selector buttons will not operate until the ignition is in the RUN position.
When the ignition switch is first turned to the
RUN position the CMTC display;
• Returns to the last mode setting selected before
the ignition was last switched OFF.

DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER
Compass Mini-Trip Computer (CMTC) data is
obtained from other electronic modules (CCN, FCM
and JTEC) on the J1850 Data Bus circuit. The
CMTC will display dashes (- -) for any of the screens
it did not receive the bus messages. The label corresponding to the missing information will be lit. If no
compass mini-trip computer data is displayed, check
the J1850 Data Bus circuit communications and the
other modules.
Refer to Overhead Console Diagnosis and Testing
for instructions on performing a CMTC module SelfDiagnostic Test. The DRB IIIt is recommended for
checking the J1850 Data Bus circuit and the other
modules. Perform the CMTC self diagnosis before
replacing the CMTC module.

REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the overhead console from the headliner.(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
(3) Remove the screws holding Compass Mini-Trip
Computer module in the overhead console (Fig. 5).
(4) Disconnect the CMTC module electrical connector. Depress the retaining tab and pull straight
apart.
(5) Remove CMTC module from console assembly.

INSTALLATION
(1) Position the compass mini-trip computer module in the overhead console.
(2) Install the screws holding the compass minitrip computer module in the overhead console.
(3) Connect the module electrical connector.
(4) Install the overhead console on the headliner(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - INSTALLATION).
(5) Connect the negative battery cable.
(6) Check CMTC module function.
NOTE: If a new module has been installed, the compass will have to be calibrated and the variance set.
Refer to Compass Variation Adjustment and Com-

Fig. 5 OVERHEAD CONSOLE MODULE REMOVAL
1 - COMPASS MINI-TRIP COMPUTER MODULE
2 - OVERHEAD CONSOLE

pass Calibration in the Standard Procedures section of this group for the procedures.

ELECTRONIC VEHICLE INFO
CENTER
DESCRIPTION
The Electronic Vehicle Information Center (EVIC)
is a module located in the overhead console on some
models. The EVIC module features a large Vacuum
Fluorescent Display (VFD) screen for displaying
information, and back-lit push button switches
labeled C/T (compass/temperature), RESET, STEP,
and MENU.
The EVIC module contains a central processing
unit and interfaces with other electronic modules in
the vehicle over the Programmable Communications
Interface (PCI) J1850 data bus circuit. The PCI data
bus circuit 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 EVIC “Menu” push button provides the vehicle
operator with a user interface, which allows the
selection of several optional customer programmable
electronic features to suit individual preferences.

8M - 8

MESSAGE SYSTEMS

ELECTRONIC VEHICLE INFO CENTER (Continued)
Refer to ELECTRONIC VEHICLE INFORMATION CENTER PROGRAMMING in the Standard
Procedures section of this group for more information
on the customer programmable feature options.
If the vehicle is equipped with the optional universal transmitter transceiver, the EVIC will also display messages and an icon indicating when the
universal transmitter transceiver is being trained,
which of the three transmitter buttons is transmitting, and when the transceiver is cleared.
Data input for all EVIC functions, including VFD
dimming level, is received through the J1850 PCI
data bus circuit. The EVIC module uses its internal
programming and all of its data 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 DRB IIIt scan tool and the proper
Diagnostic Procedures manual are recommended for
further testing of the EVIC module and the J1850
PCI data bus circuit.
The EVIC module cannot be repaired, and is available for service only as a unit. If any part is faulty or
damaged, the complete EVIC module must be
replaced.

OPERATION
The Electronic Vehicle Information Center is wired
to both constant 12v and ignition switched sources of
battery current so that some of its features remain
operational at any time, while others may only operate with the ignition switch in the On position. When
the ignition switch is turned to the On position, the
EVIC module display will return to the last function
being displayed before the ignition was turned to the
Off position.
The compass/temperature display is the normal
EVIC display. With the ignition switch in the On
position, momentarily depressing and releasing the
C/T (compass/temperature) push button switch will
cause the EVIC to return to the compass/temperature display mode from any other mode. While in the
compass/temperature display mode, momentarily
depressing and releasing the Step push button will
step through the available trip computer display
options.
The EVIC trip computer features several functions
that can be reset. The functions that can be reset
are: average fuel economy, trip odometer and elapsed
time. With the ignition switch in the On position and
with one of the functions of the trip computer that
can be reset currently displayed, depressing the
Reset push button twice within three seconds will
perform a global reset, and all of the trip computer
information that can be reset will be reset to zero.
With the ignition switch in the On position and the

function that is to be reset currently displayed,
momentarily depressing and releasing the Reset
push button once will perform a local reset, and only
the value of the displayed function will be reset to
zero. A global or local reset will only occur if the
function currently displayed is a function that can be
reset. The distance to service function can also be
reset using the local reset method, but it will reset
back to the Service Interval distance that is set in
the EVIC programmable features mode. Refer to
ELECTRONIC VEHICLE INFORMATION CENTER PROGRAMMING in the Standard Procedures
section of this group for more information on setting
the Service Interval.
For more information on the features, control functions and setting procedures for the EVIC module,
see the owner’s manual in the vehicle glove box.

DIAGNOSIS AND TESTING - ELECTRONIC
VEHICLE INFORMATION CENTER
Electronic Vehicle Information Center (EVIC) data
is obtained from other electronic modules (CCN,
FCM, JTEC) on the J1850 Data Bus circuit. The
EVIC will display dashes (- -) for any of the screens
it did not receive the bus messages. The label corresponding to the missing information will be lit. If no
EVIC data is displayed, check the J1850 Data Bus
circuit communications and the other modules. If the
brightness level is improper check the J1850 Data
Bus circuit.
Refer to Overhead Console Diagnosis and Testing
for instructions on performing a EVIC module SelfDiagnostic Test. The DRB IIIt is recommended for
checking the J1850 Data Bus circuit and other modules. Perform the EVIC self diagnosis before replacing the EVIC module.

STANDARD PROCEDURE - ELECTRONIC
VEHICLE INFORMATION CENTER
PROGRAMMING
EVIC PROGRAMMING MODE
Some vehicles are equipped with a Electronic Vehicle Information Center (EVIC) equipped overhead
console. The Electronic Vehicle Information Center
(EVIC) provides the vehicle operator with a user
interface, which allows the selection of several
optional customer programmable electronic features
to suit individual preferences. The EVIC must be
placed into its programming mode in order to view or
change the programmable features. To enter the
EVIC programming mode and to view or change the
selected programmable features options, proceed as
follows:
(1) Turn the ignition switch to the On position.

MESSAGE SYSTEMS

8M - 9

ELECTRONIC VEHICLE INFO CENTER (Continued)
(2) Momentarily depress and release the Menu
push button to step through the programmable features list. Each programmable feature and its currently selected option will appear on the EVIC
display in the sequence shown in the Programmable
Features list that follows.
(3) Momentarily depress and release the Step push
button to step through the available options for the
programmable feature being displayed.
(4) The option that last appears in the display
with a programmable feature before exiting the programming mode, becomes the newly selected programmable feature option.
(5) The EVIC exits the programming mode and
returns to its normal operating mode when the C/T
push button is depressed or when the end of the programmable features menu list is reached, whichever
occurs first.

PROGRAMMABLE FEATURES
• LANGUAGE? - The options include English,
Francaise, Deutsch, Italiana, or Espanol. The default
is English. All EVIC display nomenclature, including
the trip computer functions, warning messages and
the programmable features appear in the selected
language.
• DISPLAY U.S. OR METRIC? - The options
include U.S. and M. The default is U.S. This feature
toggles the trip computer temperature, fuel economy
and odometer display readings between U.S. and
metric units of measure.
• SERVICE INTV. = - The options include from
3200 to 12000 kilometers in 800 kilometer increments (2000 to 6000 miles in 500 mile increments).
The default is 12000 kilometers (6000 miles). The
selected distance becomes the interval at which the
Perform Service warning message will be displayed
by the EVIC. If a new distance is selected, a second
programmable feature appears, RESET SERVICE
DISTANCE? - The options include No and Yes. The
default is Yes. When Yes is selected, the accumulated
distance since the last previous Perform Service
warning message will be reset to zero because the
service interval has been changed. When No is
selected, the distance until the next Perform Service
warning message is reduced by the accumulated distance since the last previous message.
• AUTO DOOR LOCKS? - The options include
Yes and No. The default is Yes. When Yes is selected,
all doors lock automatically when vehicle speed
reaches 25 kilometers-per-hour (15 miles-per-hour). If
YES is selected, a second programmable feature
appears, AUTO UNLOCK ON EXIT? - The options
again include Yes and No. The default is No. When
Yes is selected, following each Auto Door Lock event
all doors will automatically unlock when the driver

door is opened, if the vehicle is stopped and the
transmission gear selector is in Park or Neutral. The
Auto Door Unlock event will only occur once following each Auto Door Lock event.
• REMOTE UNLOCK - The options include
Driver Door 1st and All Doors. The default is Driver
Door 1st. When Diver Door 1st is selected, only the
driver door unlocks when the Unlock button of the
Remote Keyless Entry (RKE) transmitter is
depressed once. The Unlock button of the RKE transmitter must be depressed twice to unlock all doors.
When All Doors is selected, all doors unlock when the
Unlock button of the RKE transmitter is depressed
once.
• SOUND HORN ON LOCK? - The options
include On and Off. The default is No. When Yes is
selected, a short horn chirp will provide an audible
confirmation when the RKE receiver recognizes a
valid Lock signal from an RKE transmitter. When No
is selected, no horn chirp will occur with the RKE
Lock event. This feature may be selected independent of the FLASH LIGHTS WITH LOCKS? programmable feature.
• FLASH LIGHTS WITH LOCKS? - The options
include Yes and No. The default is Yes. When Yes is
selected, a single flash of the hazard warning lamps
will provide an optical confirmation when the RKE
receiver recognizes a valid Lock signal from an RKE
transmitter, and two flashes of the same lamps will
occur when the RKE receiver recognizes a valid
Unlock signal from an RKE transmitter. When No is
selected, no lamp flash will occur with the RKE Lock
or Unlock event. This feature may be selected independent of the SOUND HORN ON LOCK? programmable feature.
• HEADLAMP DELAY = - The options include
Off, 30 Sec, 60 Sec, and 90 Sec. The default is 90 Sec.
When a time interval is selected, the headlamps will
remain on for that length of time when the headlamps are turned off after the ignition is turned off,
or if the Auto mode is selected on vehicles with the
Auto Headlamps option. When Off is selected, the
headlamp delay feature is disabled.
• TRAIN REMOTE - When this feature is
selected the driver can choose to train up to four
remote keyless entry transmitters. The options
include Yes and No. The default is No. When Yes is
selected and the MENU button is pressed the EVIC
will display “PRESS REMOTE LOCK & UNLOCK
THEN PRESS UNLOCK”, followed by a chime to
indicate the training sequence can commence. You
have approximately 30 seconds to train up to four
transmitters, after each transmitter is trained a
chime will sound indicating that the training was
successful. If remote link to memory is “YES” , the
first transmitter trained will be associated with

8M - 10

MESSAGE SYSTEMS

ELECTRONIC VEHICLE INFO CENTER (Continued)
memory setting 1 and the second transmitter trained
will be associated with memory setting 2. Additional
transmitters will not be associated with a memory
setting. When you have finished training the transmitters, press the menu button again and the EVIC
will display “TRAIN DONE “X” TRAINED. If no
transmitters are trained within approximately 30
seconds the EVIC will display “TRAIN TIMEOUT”.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the overhead console from the headliner.(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).

(4) Install the overhead console on the headliner(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - INSTALLATION).
(5) Connect the battery negative cable.
(6) Check EVIC module function.
NOTE: If a new EVIC module has been installed, the
compass will have to be calibrated and the variance
set. Refer to Compass Variation Adjustment and
Compass Calibration in the Standard Procedures
section of this group for the procedures.

AMBIENT TEMP SENSOR
DESCRIPTION
Ambient air temperature is monitored by the overhead console. The ambient temperature messages are
received from the Front Control Module (FCM) over
the Programmable Communications Interface (PCI)
J1850 data bus circuit. The FCM receives a hard
wired input from the ambient temperature sensor
(Fig. 7). The ambient temperature sensor is a variable resistor mounted to the underside of the hood,
in the engine compartment.

Fig. 6 OVERHEAD CONSOLE MODULE REMOVAL
1 - ELECTRONIC VEHICLE INFORMATION MODULE
2 - OVERHEAD CONSOLE

(3) Disconnect the EVIC module electrical connector. Depress the retaining tab and pull straight
apart.
(4) Remove the screws holding the EVIC module in
the overhead console (Fig. 6).
(5) Remove EVIC module from console assembly.

INSTALLATION
(1) Position the EVIC module in the overhead console.
(2) Install the screws holding the EVIC module in
the overhead console.
(3) Connect the EVIC module electrical connector.

Fig. 7 Ambient Temperature Sensor - Typical
For more information on the front control module,
refer to Front Control Module in the Electronic
Control Modules section of this manual. For complete
circuit diagrams, refer to Wiring. 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 Front Control Module. The resistance in the sensor changes as temperature changes,
changing the temperature sensor signal circuit voltage to the Front Control Module. Based upon the
resistance in the sensor, the Front Control Module
senses a specific voltage on the temperature sensor
signal circuit, which it is programmed to correspond
to a specific temperature. The Front Control Module

MESSAGE SYSTEMS

8M - 11

AMBIENT TEMP SENSOR (Continued)
then sends the proper ambient temperature messages to the EVIC, CMTC over the PCI J1850 data
bus.
The temperature function is supported by the
ambient temperature sensor, a wiring circuit, the
Front Control Module, the Programmable Communications Interface (PCI) data bus, and a portion of the
Electronics module. If any portion of the ambient
temperature sensor circuit fails, the Front Control
Module will self-diagnose the circuit.
For complete circuit diagrams, refer to Wiring.

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire harness connector.
(2) Measure the resistance of the ambient temperature sensor. At 24° C (75° F), the sensor resistance
should be approximately 10.3 kilohms. At 30° C (86°
F), the sensor resistance should be approximately
7.57 kilohms. The sensor resistance should decrease
as the temperature rises. If OK, refer to Diagnosis
and Testing - Ambient Temperature Sensor Circuit in this group. If not OK, replace the faulty
ambient temperature sensor.
NOTE: The ambient temperature sensor is a very
sensitive device. When testing, be certain the temperature sensor has had time to stabilize (room
temperature) before attempting to read the sensor
resistance. Failure to let the ambient temperature
sensor temperature stabilize could result in a misleading test.

DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR CIRCUIT
(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 Front Control Module wire
harness connector.
(2) Connect a jumper wire between the two terminals 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 Front Control Module wire harness connector. There should be continuity. If OK, go
to Step 4. If not OK, repair the open sensor return or
signal circuit as required.

(4) Remove the jumper wire from the ambient temperature sensor wire harness connector. Check for
continuity between the sensor return circuit cavity of
the Front Control Module wire harness 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 Front
Control Module wire harness connector and a good
ground. There should be no continuity. If OK, refer to
Diagnosis and Testing - Overhead Console in
this group. If not OK, repair the shorted ambient
temperature sensor signal circuit as required.

REMOVAL
(1) Open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Working on the underside of the hood, remove
screw holding sensor to hood panel.
(4) Disconnect the sensor electrical connector and
remove sensor from vehicle.

INSTALLATION
(1) Connect the sensor electrical connector.
(2) Working on the underside of the hood, install
screw holding sensor to hood panel.
(3) Connect the battery negative cable.
(4) Close the hood.

UNIVERSAL TRANSMITTER
DESCRIPTION
Some DR models are equipped with a universal
transmitter transceiver. The universal transmitter is
integral to the Electronic Vehicle Information Center
(EVIC) and the Compass Mini-Trip Computer
(CMTC), which is located in the overhead console.
The only visible component of the universal transmitter are the three transmitter push buttons centered
between the modules push buttons located just rearward of the display screen in the overhead console.
The three universal transmitter push buttons are
identified with one, two or three light indicators so
that they be easily identified.
Each of the three universal transmitter push buttons control an independent radio transmitter channel. Each of these three channels can be trained to
transmit a different radio frequency signal for the
remote operation of garage door openers, motorized
gate openers, home or office lighting, security systems or just about any other device that can be
equipped with a radio receiver in the 286 to 399
MegaHertz (MHz) frequency range for remote opera-

8M - 12

MESSAGE SYSTEMS

UNIVERSAL TRANSMITTER (Continued)
tion. The universal transmitter is capable of operating systems using either rolling code or non-rolling
code technology.
The electronics module displays messages and a
small house-shaped icon with one, two or three dots
corresponding to the three transmitter buttons to
indicate the status of the universal transmitter. The
EVIC messages are:
• Clearing Channels - Indicates that all of the
transmitter codes stored in the universal transmitter
have been successfully cleared.
• Channel “X” Training - Indicates that the universal transmitter is in its transmitter learning
mode.
• Channel “X” Trained - Indicates that the universal transmitter has successfully acquired a new
transmitter code.
• Channel “X” Transmitting - Indicates that a
trained universal transmitter button has been
depressed and that the universal transmitter is
transmitting.
The universal transmitter cannot be repaired, and
is available for service only as a unit with the EVIC
or CMTC modules. If any part of the universal transmitter is faulty or damaged, the complete EVIC or
CMTC module must be replaced.

(2) Hold the RF detector within one inch of the
TRAINED universal transmitter and press any of the
transmitters buttons.
(3) The red signal detection LEDs will light and
the tool will beep if a radio signal is detected. Repeat
this test three times.

OPERATION
The universal transmitter operates on a nonswitched source of battery current so the unit will
remain functional, regardless of the ignition switch
position. For more information on the features, programming procedures and operation of the universal
transmitter, see the owner’s manual in the vehicle
glove box.

STANDARD PROCEDURE

DIAGNOSIS AND TESTING - UNIVERSAL
TRANSMITTER

STANDARD PROCEDURE - ERASING
TRANSMITTER CODES

If the Universal Transmitter is inoperative, but the
Electronic Vehicle Information Center (EVIC) is operating normally, see the owner’s manual in the vehicle
glove box for instructions on training the Transmitter. Retrain the Transmitter with a known good
transmitter as instructed in the owner’s manual and
test the Transmitter operation again. If the unit is
still inoperative, test the universal transmitter with
Radio Frequency Detector special tool. If both the
Transmitter and the EVIC module are inoperative,
refer to Electronic Vehicle Information Center
Diagnosis and Testing in this group for further
diagnosis. For complete circuit diagrams, refer to
Wiring Diagrams. (Fig. 8) as described below:
(1) Turn the Radio Frequency (RF) Detector ON. A
“chirp” will sound and the green power LED will
light. If the green LED does not light, replace the
battery.

To erase the universal transmitter codes, simply
hold down the two outside buttons until the display
confirms the operation.

Fig. 8 RADIO FREQUENCY DETECTOR
1
2
3
4

SIGNAL DETECTION LED’S
POWER LED
ON/OFF SWITCH
9V BATTERY

NOTE: Individual channels cannot be erased. Erasing the transmitter codes will erase ALL programmed codes.

STANDARD PROCEDURE - SETTING
TRANSMITTER CODES
(1) Turn off the engine.
(2) Erase the codes by pressing the two outside
buttons. Release the buttons when the display confirms the operation (about 20 seconds).
(3) Choose one of the three buttons to train. Place
the hand-held transmitter within one inch of the uni-

MESSAGE SYSTEMS

8M - 13

UNIVERSAL TRANSMITTER (Continued)
versal transmitter and push the buttons on both
transmitters.
(4) Release both buttons. Your universal transmitter is now “trained”. To train the other buttons,
repeat Step 3 and Step 4. Be sure to keep your handheld transmitter in case you need to retrain the universal transmitter.

REMOVAL
(1) For universal transmitter removal and installation procedure, (Refer to 8 - ELECTRICAL/OVERHEAD
CONSOLE/COMPASS/MINI-TRIP
COMPUTER - REMOVAL and INSTALLATION).

POWER SYSTEMS

8N - 1

POWER SYSTEMS
TABLE OF CONTENTS
page

page

POWER LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
POWER MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . 11

POWER SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
POWER WINDOWS. . . . . . . . . . . . . . . . . . . . . . . . 21

POWER LOCKS
TABLE OF CONTENTS
page
POWER LOCKS
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING POWER LOCK SWITCH
DIAGNOSIS AND TESTING SWITCH
............
REMOVAL
............
INSTALLATION . . . . . . . . .
DOOR LOCK MOTOR
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING MOTOR . . . . . . . . . . . . .
DRIVER DOOR MODULE
DESCRIPTION . . . . . . . . .
OPERATION . . . . . . . . . . .
DIAGNOSIS AND TESTING MODULE . . . . . . . . . . . .
REMOVAL
............
INSTALLATION . . . . . . . . .

.................1
.................2
POWER LOCKS . . 3
POWER LOCK
.................4
.................4
.................4
.................5
.................5
DOOR LOCK
.................5
.............
.............
DRIVER DOOR
.............
.............
.............

....5
....5
....6
....7
....7

POWER LOCKS
DESCRIPTION
POWER LOCKS
A power operated door lock system is available factory-installed equipment on this model. The power
lock system allows all of the doors to be locked or
unlocked electrically by operating a switch on either
front door trim panel. The power lock system receives
non-switched battery current through a fuse in the
Integrated Power Module (IPM), so that the power

page
REMOTE KEYLESS ENTRY MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY MODULE . . . . . . . . . . . . . . . 8
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOTE KEYLESS ENTRY TRANSMITTER
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY TRANSMITTER . . . . . . . . . . 8
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES . . . . . . . . . . . . . . 9
STANDARD PROCEDURE - RKE
TRANSMITTER CUSTOMER
PREFERENCES . . . . . . . . . . . . . . . . . . . . . . . 9
STANDARD PROCEDURE - RKE
TRANSMITTER PROGRAMING . . . . . . . . . . . 10
SPECIFICATIONS - REMOTE KEYLESS
ENTRY TRANSMITTER . . . . . . . . . . . . . . . . . 10

locks remain operational, regardless of the ignition
switch position.
The instrument cluster locks the doors automatically when the vehicle is driven beyond the speed of
25.7 Km/h (15 mph), all doors are closed and the
accelerator pedal is depressed. The rolling door lock
feature can be disabled if desired.
This vehicle also offers several customer programmable features, which allows the selection of several
optional electronic features to suit individual preferences.
The power lock system for this vehicle can also be
operated remotely using the available Remote Key-

8N - 2

POWER LOCKS

POWER LOCKS (Continued)
less Entry (RKE) system radio frequency transmitters, if equipped.
Certain functions and features of the power lock
system rely upon resources shared with other electronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
For proper diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRB IIIt
scan tool and the appropriate diagnostic information
are required.

CENTRAL LOCKING/UNLOCKING
The instrument cluster will lock all doors when a
cylinder lock switch is activated in the “lock” position. When the instrument cluster receives an unlock
command from one of the cylinder lock switches, it
will unlock only that door. If the instrument cluster
receives a second command within a 5 second period,
it will unlock all the remaining doors. The illuminated entry will activate during door unlock.

ENHANCED ACCIDENT RESPONSE
Upon detection of an airbag deployment by way of
the PCI bus, the instrument cluster will:
• Immediately disable the power door lock output.
• Unlock all doors by activating the door unlock
output for approximately 300 milliseconds.
• After actuating the door unlock output, allow
the door lock motors to be activated if the door lock
input has been inactive (not erratic) for 2 seconds
since the reception of the airbag deployment message.

REMOTE KEYLESS ENTRY
A Radio Frequency (RF) type Remote Keyless
Entry (RKE) system is an available factory-installed
option on this model. The RKE system allows the use
of a remote battery-powered radio transmitter to signal the instrument cluster to actuate the power lock
system. The RKE receiver operates on non-switched
battery current through a fuse in the Integrated
Power Module (IPM), so that the system remains
operational, regardless of the ignition switch position.
The RKE transmitters are also equipped with a
Panic button. If the Panic button on the RKE transmitter is depressed, the horn will sound and the
exterior lights will flash on the vehicle for about
three minutes, or until the Panic button is depressed
a second time. A vehicle speed of about 25.7 kilometers-per-hour (15 miles-per-hour) will also cancel the
panic event.
The RKE system can also perform other functions
on this vehicle. If the vehicle is equipped with the
optional Vehicle Theft Security System (VTSS), the
RKE transmitter will arm the VTSS when the Lock

button is depressed, and disarm the VTSS when the
Unlock button is depressed.
The RKE system includes two transmitters when
the vehicle is shipped from the factory, but the system can retain the vehicle access codes of up to a
total of four transmitters. The transmitter codes are
retained in the RKE module memory, even if the battery is disconnected. If an RKE transmitter is faulty
or lost, new transmitter vehicle access codes can be
programmed into the system using a DRB IIIt scan
tool.
This vehicle also offers several customer programmable features, which allows the selection of several
optional electronic features to suit individual preferences. Customer programmable feature options
affecting the RKE system include:
• Remote Unlock Sequence - Allows the option
of having only the driver side front door unlock when
the RKE transmitter Unlock button is depressed the
first time. The remaining doors unlock when the button is depressed a second time within 5 seconds of
the first unlock press. Another option is having all
doors unlock upon the first depression of the RKE
transmitter Unlock button.
• Sound Horn on Lock - Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.
• Flash Lights with Lock and Unlock - Allows
the option of having the park lamps flash as an optical verification that the RKE system received a valid
Lock request or Unlock request from the RKE transmitter, or having no optical verification.
• Programming Additional Transmitters Allows up to a total of four transmitter vehicle access
codes to be stored in the receiver memory.
Certain functions and features of the RKE system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Communications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness complexity, internal controller hardware, and component
sensor current loads. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRB IIIt scan tool and the appropriate diagnostic
information are required.

OPERATION
POWER LOCKS
The instrument cluster locks or unlocks the doors
when an actuation input signal from a door lock
switch or Remote Keyless Entry Module (RKE) is
received. The instrument cluster turns on the output

POWER LOCKS

8N - 3

POWER LOCKS (Continued)
drivers and provides a voltage level to the door lock
motor for a specified time. All passenger doors can be
locked or unlocked using a mechanical button
mounted on the door trim panel. The front passenger
doors can be locked or unlocked by using the key cylinder.

AUTOMATIC DOOR LOCKS
When the automatic door locks are ENABLED the
door locks will lock when the vehicle is moving at
about 25.7 Km/h (15 mph), all doors are closed and
the accelerator pedal is depressed. This feature can
be switched ON or OFF as desired. When the system
is DISABLED the door locks will operate normally,
but will not lock automatically when the vehicle is
rolling. Once the automatic door locks have been
actuated, they will not try to lock the doors again
until a door is opened.

DOOR LOCK INHIBIT
If the key is in the ignition, in any position, and
either front door is ajar, the doors can not be locked,
but the unlock function still operates. Pressing the
RKE lock/unlock button under these conditions will
result in a normal lock/unlock activation.
After the key is removed from the ignition switch,
or the doors are closed, the power door locks will
operate normally.

DOOR LOCK CIRCUIT PROTECTION
If the door lock switch is actuated continuously for
more than five seconds the instrument cluster will
turn the output driver OFF (the instrument cluster
would consider the switch stuck). Each lock motor is
protected with a Positive Temperature Coefficient
device that prevents motor burn out.

REMOTE KEYLESS ENTRY
• LOCK: Pressing the LOCK button locks all
doors, sounds horn (chirp) once if enabled, flashes the
park lamps once if enabled, and arms the Vehicle
Theft Security System (VTSS), if enabled. The chirp
verifies that the RKE module has sent a message to
the instrument cluster for door lock operation. If a
door has not been closed before pressing the LOCK
button, the vehicle may not be secured and the VTSS
(if equipped) will not arm until the door is closed.
• UNLOCK: Pressing the UNLOCK button once
will unlock the driver’s door first if enabled, flashes
the park lamps twice if enabled, activates the illuminated entry system, and disarms the Vehicle Theft
Security System (VTSS), if equipped. Pressing the
UNLOCK button twice within five seconds will
unlock all doors, if driver’s door first is enabled.
• PANIC: Pressing the PANIC button sounds the
horns at half second intervals, flashes the exterior

lamps, and turns ON the interior lamps. The panic
alarm will remain on for three minutes, or until the
PANIC button is actuated again or the vehicle speed
exceeds 25.7 Km/h (15 mph) will cancel the panic
event.
The Remote Keyless Entry Module is capable of
retaining the transmitter Vehicle Access Code(s) in
its memory even after vehicle power has been interrupted.

DIAGNOSIS AND TESTING - POWER LOCKS
The most reliable, efficient, and accurate
means to diagnose the power lock system
requires the use of a DRBIIIt scan tool and the
proper Diagnostic Procedures manual. The
DRBIIIt scan tool can provide confirmation
that the PCI data bus is functional, that all of
the electronic modules are sending and receiving the proper messages on the PCI data bus,
and that the power lock motors are being sent
the proper hard wired outputs by the relays for
them to perform their power lock system functions.
Following are tests that 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 system,
the Programmable Communications Interface (PCI)
data bus network and all of the electronic modules
that provide inputs to, or receive outputs from the
power lock system components must be checked.
The instrument cluster will set Diagnostic Trouble
Codes (DTC) for the power lock 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 DIAGNOSIS
As a preliminary diagnosis for the power lock system, note the system operation while you actuate
both the Lock and Unlock functions with the power
lock switches and with the Remote Keyless Entry
(RKE) transmitter. Then, proceed as follows:
• If the entire power lock system fails to function
with either the power lock switches or the RKE
transmitter, check the fused B(+) fuse in the Integrated Power Module (IPM).
• If the power lock system functions with both
power lock switches, but not with the RKE transmitter, proceed to diagnosis of the Remote Keyless Entry
(RKE) system. (Refer to 8 - ELECTRICAL/POWER
LOCKS/KEYLESS ENTRY TRANSMITTER - DIAG-

8N - 4

POWER LOCKS

POWER LOCKS (Continued)
NOSIS AND TESTING) or (Refer to 8 - ELECTRICAL/POWER LOCKS/REMOTE KEYLESS ENTRY
MODULE - DIAGNOSIS AND TESTING).
• If the power lock system functions with the RKE
transmitter, but not with one or both power lock
switches, proceed to diagnosis of the door lock
switches. (Refer to 8 - ELECTRICAL/POWER
LOCKS/POWER LOCK SWITCH - DIAGNOSIS AND
TESTING).
• If the driver side power lock switch operates
only the driver side front door power lock motor, but
all other power lock motors operate with the passenger side power lock switch or the RKE transmitter,
use a DRBIIIt scan tool and the appropriate diagnostic information to diagnose the Programmable Communications Interface (PCI) data bus.
• If only one power lock motor fails to operate
with both power lock switches and the RKE transmitter, proceed to diagnosis of the power lock motor.
(Refer to 8 - ELECTRICAL/POWER LOCKS/POWER
LOCK MOTOR - DIAGNOSIS AND TESTING).

POWER LOCK SWITCH TEST TABLE
SWITCH POSITION

RESISTANCE BETWEEN
PINS 1 & 5

NEUTRAL

10 KILOHMS ±1%

LOCK

820 OHMS ±5%

UNLOCK

330 OHMS ±5%

POWER LOCK SWITCH
DIAGNOSIS AND TESTING - POWER LOCK
SWITCH
The Light-Emitting Diode (LED) illumination lamp
of the power lock switch receives battery current
through a fuse in the Integrated Power Module (IPM)
on a fused ignition switch output (run) circuit. The
power lock switch on the driver side front door trim
panel is integral to the driver door module. (Refer to
8 - ELECTRICAL/POWER LOCKS/DOOR MODULE
- DIAGNOSIS AND TESTING). If the power lock
switch operates, but the LED is inoperative, check
for battery current at the switch with the ignition
switch in the On position. If OK, replace the faulty
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 pinout information and location views for the various
wire harness connectors, splices and grounds.
(1) Disconnect and isolate the battery negative
cable. Remove the power lock switch from the door
trim panel. Disconnect the door wire harness connector for the power lock switch from the switch connector receptacle.
(2) Test the power lock switch resistance. See the
Power Lock Switch Test chart to determine if the
resistance is correct for the switch in each switch
position (Fig. 1). If not OK, replace the faulty power
lock switch as required.

Fig. 1 Power Lock Switch Connector Receptacle

REMOVAL
The power lock switch on the driver side front door
trim panel is integral to the driver door module.
(Refer to 8 - ELECTRICAL/POWER LOCKS/DOOR
MODULE - REMOVAL).
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel (Refer to 23 BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(3) Remove the switch from the trim panel bezel.

INSTALLATION
(1) Insert switch to trim panel bezel.
(2) Install door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.

POWER LOCKS

DOOR LOCK MOTOR
DESCRIPTION
The lock mechanisms are actuated by a reversible
electric motor mounted within each door. The power
lock motors are integral to the door latch units.
The power lock motors cannot be adjusted or
repaired and, if faulty or damaged, the door latch
unit must be replaced.

OPERATION
The door lock motors are controlled by the instrument cluster. A positive and negative battery connection to the two motor terminals will cause the motor
to move in one direction. Reversing the current will
cause the motor to move in the opposite direction.

DIAGNOSIS AND TESTING - DOOR LOCK
MOTOR
The most reliable, efficient, and accurate means to
diagnose the power lock system requires the use of a
DRBIIIt scan tool and the proper Diagnostic Procedures manual. The DRBIIIt scan tool can provide
confirmation that the PCI data bus is functional, that
all of the electronic modules are sending and receiving the proper messages on the PCI data bus, and
that the power lock motors are being sent the proper
hard wired outputs by the door modules for them to
perform their power lock system functions.
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.

DRIVER DOOR MODULE
DESCRIPTION
A Driver Door Module (DDM) is used on all models
equipped with power locks, power windows, and
power mirrors. The DDM houses the following
switches:
• Power Lock Switch - The DDM includes a
two-way, momentary, resistor multiplexed switch to
control the power lock system.
• Power Mirror Selector Switch - A three-position rocker switch in the DDM selects the right or
left power mirror for adjustment, or turns the power
mirror system Off.
• Power Mirror Adjustment Switches - Four
momentary, arrowhead shaped, directional switches
allow the driver to adjust the selected power mirror
in the Up, Down, Right, or Left directions.

8N - 5

• Power Window Lockout Switch - A two-way,
latching, push-button switch in the DDM allows the
vehicle operator to lock out the power window
switches on each passenger door so that the passenger door power windows may be operated only from
the master switches in the DDM.
• Power Window Switches - The DDM houses a
two-way, momentary power window switch for the
driver side front door. This switch also has a second
detent in the Down direction and internal circuitry to
provide an Auto-Down feature for the driver side
front door power window. In addition to the power
window switch for its own door, the DDM houses
individual master switches for each passenger door
power window.
The DDM also incorporates several green LightEmitting Diodes (LEDs) that illuminate the power
lock and power window switch paddles, and the
power mirror switch directional buttons to improve
switch visibility in dark ambient lighting conditions.
The DDM cannot be adjusted or repaired and, if
faulty or damaged, the entire DDM unit must be
replaced.

OPERATION
The Driver Door Module (DDM) combines a power
lock switch, a driver power window switch with an
Auto-down feature, master switches for each passenger door power window, a power window lockout
switch, a power mirror selector switch, and four
power mirror adjustment switches in a single unit.
The switches in the DDM can be diagnosed using
conventional diagnostic tools and methods.
Power Lock Switch
The DDM power lock switch circuitry is connected
in series between ground and the driver door switch
mux input of the instrument cluster. Each power lock
switch position (Lock, Unlock, and Neutral) provides
a different resistance value to the instrument cluster
input, which allows the instrument cluster to sense
the switch position. Based upon the power lock
switch input, the instrument cluster controls the battery and ground feed outputs to the individual power
lock motors to lock or unlock the door latches. The
Light-Emitting Diode (LED) in the DDM power lock
switch is connected to battery current through the
power window circuit breaker in the Integrated
Power Module (IPM) on a fused ignition switch output (run-acc) circuit so that the switch will be illuminated whenever the ignition switch is in the On or
Accessory positions.
Power Window Switches
The DDM power window switch circuitry is connected to battery current through a circuit breaker in

8N - 6

POWER LOCKS

DRIVER DOOR MODULE (Continued)
the Integrated Power Module (IPM) on a fused ignition switch output (run-acc) circuit so that the power
windows will operate whenever the ignition switch is
in the On or Accessory positions. Each two-way,
momentary master passenger power window switch
in the DDM provides battery current and ground to
the individual power window switches on each passenger door so that the power window switch controls
the battery current and ground feeds to its respective
power window motor. The DDM switch for the driver
side front door power window is labeled “Auto” and
includes an auto-down feature. When this switch is
depressed to a second momentary detent position and
released, the driver door power window is automatically operated through an internal circuit and relay
to its fully lowered position. The Auto-down event is
cancelled if the switch paddle is depressed a second
time in either the Up or Down direction. When the
two position window lockout switch in the DDM is
depressed and latched in the lockout position, the
battery current feed to each of the individual passenger power window switches is interrupted so that the
passenger door power windows can only be operated
from the master switches in the DDM. The window
lockout switch also controls the battery current feed
for the LED in each passenger power window switch
so that the switch will not be illuminated when it is
locked out.
Power Mirror Switches
The DDM power mirror switch circuitry is connected to battery current through a fuse in the IPM
on a fused B(+) circuit so that the power mirrors
remain operational regardless of the ignition switch
position. A rocker type selector switch has three positions, one to select the right mirror, one to select the
left mirror, and a neutral Off position. After the right
or left mirror is selected, one of four directional buttons is depressed to move the selected mirror Up,
Down, Right or Left. The DDM power mirror switch
circuitry controls the battery current and ground
feeds to each of the four (two in each mirror head)
power mirror motors. The Light-Emitting Diode
(LED) in the DDM power mirror switch is connected
to battery current through the power window circuit
breaker in the IPM on a fused ignition switch output
(run-acc) circuit so that the switch directional buttons will be illuminated whenever the ignition switch
is in the On or Accessory positions.

DIAGNOSIS AND TESTING - DRIVER DOOR
MODULE
The Light-Emitting Diode (LED) illumination
lamps for all of the Driver Door Module (DDM)
power window, power lock, and power mirror
switches receive battery current through the power
window circuit breaker in the Integrated Power Module (IPM). If all of the LEDs are inoperative in the
DDM, 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 the DDM is
inoperative, replace the faulty DDM. If the driver
side front door power window operates in a normal
manner, but the Auto-Down feature is inoperative,
replace the faulty DDM. 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 DDM from the door trim panel.
Disconnect the door wire harness connectors for the
DDM from the DDM connector receptacles.
(2) Test the DDM switch continuity. See the Driver
Door Module Switch Tests chart to determine if the
continuity is correct for the suspect switches in each
switch position (Fig. 2) and/or (Fig. 3). If not OK,
replace the faulty DDM as required.

Fig. 2 Driver Door Module Connector C1 Receptacle

POWER LOCKS

8N - 7

DRIVER DOOR MODULE (Continued)
DRIVER DOOR MODULE SWITCH TESTS
LEFT FRONT DOWN

PINS 9 & 12

RIGHT FRONT UP

PINS 3 & 9

RIGHT FRONT DOWN

PINS 6 & 9

LEFT REAR UP

PINS 4 & 9

LEFT REAR DOWN

PINS 9 & 10

RIGHT REAR UP

PINS 2 & 9

RIGHT REAR DOWN

PINS 1 & 9

POWER WINDOW LOCKOUT SWITCH
SWITCH POSITION

CONTINUITY BETWEEN

OFF (SWITCH BUTTON
RAISED - NOT
DEPRESSED)

PIN 9 OF CONNECTOR
C-1 & PIN 8 OF
CONNECTOR C-2

Fig. 3 Driver Door Module Connector C2 Receptacle

REMOVAL

DRIVER DOOR MODULE SWITCH TESTS
POWER LOCK SWITCH
SWITCH POSITION

RESISTANCE BETWEEN
CONNECTOR C-1 PINS
7 & 11

NEUTRAL

10 KILOHMS ± 1%

LOCK

820 OHMS ± 5%

UNLOCK

330 OHMS ± 5%

POWER MIRROR SWITCH
SWITCH POSITION

CONTINUITY BETWEEN
PINS OF CONNECTOR
C-2

(1) Disconnect and isolate
cable.
(2) Remove the door trim
BODY/DOOR - FRONT/TRIM
(3) Remove the driver door
panel bezel.

the battery negative
panel (Refer to 23 PANEL - REMOVAL).
module from the trim

INSTALLATION
(1) Install driver door module to trim panel bezel.
(2) Install door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.

REMOTE KEYLESS ENTRY
MODULE

LEFT MIRROR SELECTED
UP

PINS 1 & 3

DOWN

PINS 2 & 3

RIGHT

PINS 2 & 3

DESCRIPTION

LEFT

PINS 3 & 6

When an RKE lock message is sent to the instrument cluster, the instrument cluster actuates the
door locks, the interior lighting is turned off, the
horn chirps (if this feature is enabled), the park
lamps flash (if this feature is enabled) and, if the
vehicle is so equipped, the Vehicle Theft Security
System (VTSS) is armed. When an RKE unlock message is sent to the instrument cluster, the instrument
cluster actuates the driver side front door (or all
doors if this feature is enabled) unlock, the interior
lighting is turned on and, if the vehicle is so
equipped, the VTSS is disarmed.
When an RKE panic message is sent to the instrument cluster, the instrument cluster actuates the
driver side front door (or all doors if this feature is
enabled) unlock, the interior lighting is turned on
and, if the vehicle is so equipped, the VTSS is disarmed. The panic message will also cause the exterior lamps (including the headlights) to flash, and

RIGHT MIRROR SELECTED
UP

PINS 3 & 7

DOWN

PINS 2 & 3

RIGHT

PINS 2 & 3

LEFT

PINS 3 & 4

POWER WINDOW SWITCH
SWITCH POSITION

NEUTRAL

LEFT FRONT UP

CONTINUITY BETWEEN
PINS OF CONNECTOR
C-1
PINS 1 & 8, PINS 2
PINS 3 & 8, PINS 4
PINS 5 & 8, PINS 6
PINS 8 & 10, PINS
12
PINS 5 & 9

& 8,
& 8,
& 8,
8&

8N - 8

POWER LOCKS

REMOTE KEYLESS ENTRY MODULE (Continued)
the horn to sound for about three minutes, or until a
second panic message is sent to the instrument cluster. A vehicle speed of about 25.7 kilometers-per-hour
(15 miles-per-hour) will also cancel the panic event.
Refer to the owner’s manual for more information
on the features, use and operation of the RKE system.

OPERATION
Whenever the vehicle battery power is interrupted,
the Remote Keyless Module (RKE) Module will retain
all vehicle access codes in its memory. When replacing or adding a key fob transmitter (maximum of 4) a
DRB IIIt scan tool is required to program the RKE
Module to accept the new Vehicle Access Code if a
customer owned transmitter is not available.
If a functioning transmitter is available, (Refer to 8
- ELECTRICAL/POWER LOCKS/KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE)

DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY MODULE
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. Refer to the
proper Body Diagnostic Procedures Manual for testing the Remote Keyless Entry system using a DRB
IIIt scan tool.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster (Refer to 8 ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL).
(3) Remove remote keyless entry module from
instrument cluster (Fig. 4).

Fig. 4 REMOTE KEYLESS ENTRY MODULE
1 - INSTRUMENT CLUSTER
2 - REMOTE KEYLESS ENTRY MODULE

REMOTE KEYLESS ENTRY
TRANSMITTER
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY TRANSMITTER
Using special tool 9001, first test to ensure that
the transmitter is functioning. Typical testing distance is 2.5 centimeters (1 inch) for Asian transmitters and 30.5 centimeters (12 inches) for all others.
To test, position the transmitter as shown (Fig. 5).
Press any transmitter button, then test each button
individually. The tool will beep if a radio signal
strength that lights five or more LED’s is detected.
Repeat this test three times. If transmitter fails any
of the test refer to the Diagnostic Procedures manual.

INSTALLATION
(1) Install remote keyless entry module to instrument cluster.
(2) Install instrument cluster (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION).
(3) Connect the battery negative cable.

Fig. 5 TRANSMITTER DIAGNOSIS

POWER LOCKS

8N - 9

REMOTE KEYLESS ENTRY TRANSMITTER (Continued)

STANDARD PROCEDURE
STANDARD PROCEDURE - RKE TRANSMITTER
BATTERIES
NOTE: Do not disturb the metal terminal near the
batteries. Avoid touching the new batteries. Skin
oils may cause battery deterioration. If batteries are
touched, clean with rubbing alcohol.
The Remote Keyless Entry (RKE) transmitter case
snaps open and shut for battery access. To replace
the RKE transmitter batteries:
(1) Using a thin coin, gently pry at the notch in
the center seam of the RKE transmitter case halves
near the key ring until the two halves unsnap. Be
careful not to damage the rubber gasket when separating the case halves.
(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 3V lithium
2016 cell. Install the batteries with the positive terminal up. Reference the “+ SIDE UP” on the inside of
the bottom half of the transmitter case.
(5) Align the two RKE transmitter case halves
with each other, and squeeze them firmly and evenly
together until they snap back into place. Test transmitter operation.

STANDARD PROCEDURE - RKE TRANSMITTER
CUSTOMER PREFERENCES
AUTOMATIC (ROLLING) LOCKS
The rolling locks feature can be toggled ON/OFF
by using the DRB IIIt only.

HORN CHIRP DISABLING / ENABLING
The horn chirp can be toggled using a DRB IIIt or
by using the Remote Keyless Entry (RKE) transmitter that is already programmed to the vehicle.
To DISABLE (cancel) the horn chirp feature:
(1) Enter the vehicle and close all doors.
(2) Fasten the seat belt (this will cancel the seat
belt chime).
(3) Turn the ignition to the ON position.
(4) Press and hold the LOCK button for 4 seconds.
Within 6 seconds with the LOCK button still
depressed, press the UNLOCK button. When a single
chime is heard, release both buttons.
(5) Turn the ignition OFF.
(6) Turn the ignition ON or wait 60 seconds.

(7) Test the horn chirp feature by pressing the
LOCK button.
If a chime is not heard, program mode was canceled before the feature could be disabled. If necessary, repeat the procedure.
To ENABLE the horn chirp feature, repeat the
above procedure.

OPTICAL CHIRP (FLASH) DISABLING / ENABLING
The optical chirp can be toggled using a DRB IIIt
or by using the Remote Keyless Entry (RKE) transmitter that is already programmed to the vehicle.
To DISABLE (cancel) the optical chirp feature:
(1) Enter the vehicle and close all doors.
(2) Fasten the seat belt (this will cancel the seat
belt chime).
(3) Turn the ignition to the ON position.
(4) Press and hold the LOCK button for 4 seconds.
Within 6 seconds with the LOCK button still
depressed, press the PANIC button. When a single
chime is heard, release both buttons.
(5) Turn the ignition OFF.
(6) Turn the ignition ON or wait 60 seconds.
(7) Test the optical chirp feature by pressing the
LOCK button.
If a chime is not heard, program mode was canceled before the feature could be disabled. If necessary, repeat the procedure.
To ENABLE the optical chirp feature, repeat the
above procedure.

UNLOCK SEQUENCE
The unlock sequence can be toggled using a DRB
IIIt or by using the Remote Keyless Entry (RKE)
transmitter that is already programmed to the vehicle.
To toggle between Driver door first and Unlock all
doors function:
(1) Enter the vehicle and close all doors.
(2) Fasten the seat belt (this will cancel the seat
belt chime).
(3) Turn the ignition to the ON position.
(4) Press and hold the UNLOCK button for 4 seconds. Within 6 seconds with the UNLOCK button
still depressed, press the LOCK button. When a single chime is heard, release both buttons.
(5) Turn the ignition OFF.
(6) Turn the ignition ON or wait 60 seconds.
If a chime is not heard, program mode was canceled before the feature could be disabled. If necessary, repeat the procedure.
To toggle this feature, repeat the above procedure.

8N - 10

POWER LOCKS

REMOTE KEYLESS ENTRY TRANSMITTER (Continued)

STANDARD PROCEDURE - RKE TRANSMITTER
PROGRAMING
New Remote Keyless Entry (RKE) transmitters can
be programed using the DRB IIIt scan tool and the
proper Diagnostic Procedures manual. The DRB IIIt
scan tool can provide confirmation that the PCI data
bus is functional, and that all of the electronic modules are sending and receiving the proper messages
on the PCI data bus.
The following procedure can be used as long as one
programmed transmitter is available:
NOTE: When entering program mode using that
programmed fob, ALL currently programmed fobs
will be erased and they will have to be reprogrammed for the vehicle. If program mode is
entered and no action is performed, the previously
programmed fobs will continue to function.

(4) Press and release both the LOCK and
UNLOCK buttons simultaneously on a fob to be programmed. A single chime will be heard, this indicates
the fob has been recognized.
(5) Press and release any button on the same fob.
A single chime will be heard, this indicates the fob
has been programmed.
(6) Repeat steps 4 and 5 for up to a total of 4 fobs.
(7) Turn the ignition OFF.
(8) Turn the ignition ON or wait 60 seconds.
The vehicle will remain in program mode for up to
60 seconds from when the original chime (step 3) was
heard. After 60 seconds, all programmed transmitters
will function normally.

SPECIFICATIONS - REMOTE KEYLESS ENTRY
TRANSMITTER
RANGE

(1) Enter the vehicle and close all doors.
(2) Fasten the seat belt (this will cancel the seat
belt chime). Turn the ignition to the RUN position.
(3) Press and hold the UNLOCK button on a programmed transmitter for 4 to 10 seconds. Within the
4 to 10 seconds with the UNLOCK button still
depressed, press the PANIC button for one second.
When a single chime is heard, release both buttons.The chime indicates the system is in program
mode.

Normal operation range is up to a distance of 3 to
7 meters (10 to 23 ft.) of the vehicle. Range may be
better or worse depending on the environment
around the vehicle.

POWER MIRRORS

8N - 11

POWER MIRRORS
TABLE OF CONTENTS
page

page

POWER MIRRORS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING - POWER
MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
AUTOMATIC DAY / NIGHT MIRROR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - AUTOMATIC DAY
/ NIGHT MIRROR . . . . . . . . . . . . . . . . . . . . . . 12

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH
...........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIDEVIEW MIRROR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .

POWER MIRRORS

Refer to the owner’s manual 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 Integrated Power
Module (IPM) only when the ignition switch is in the
On position.

OUTSIDE REAR VIEW MIRROR
The power operated outside rear view mirrors
allow the driver to adjust both outside mirrors electrically from the driver side front seat position by
operating a switch on the driver side front door trim
panel. The power mirrors receive a non-switched battery feed through a fuse in the Integrated Power
Module (IPM) so that the system will remain operational, regardless of the ignition switch position.

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
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.

. 13

. 13
. 13
. 13

OUTSIDE REAR VIEW MIRROR
The heated mirrors include an electric heating grid
behind the mirror glass in each outside mirror, which
can clear the mirror glass of ice, snow, or fog. (Refer
to 8 - ELECTRICAL/HEATED MIRRORS DESCRIPTION) for more information.

DIAGNOSIS AND TESTING - POWER MIRRORS
WIRING VOLTAGE TEST
The following wiring test determines whether or
not voltage is continuous through the body harness
to switch.
(1) Remove the power mirror switch (Refer to 8 ELECTRICAL/POWER LOCKS/DOOR MODULE REMOVAL).
(2) Disconnect wire harness connector from back of
power mirror switch.
(3) Connect the clip end of a 12 volt test light to
Pin 5 in the mirror switch harness connector. Touch
the test light probe to Pin 3.
If the test light illuminates, the wiring circuit
between the battery and switch is OK.
If the lamp does not illuminate, first check fuse in
the Integrated Power Module (IPM). If fuse is OK,
then check for a broken wire.
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.

8N - 12

POWER MIRRORS

POWER MIRRORS (Continued)

POWER MIRROR MOTOR TEST
If the power mirror switch is receiving proper current and ground and mirrors do not operate, proceed
with power mirror motor test. 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 power mirror switch (Refer to 8 ELECTRICAL/POWER LOCKS/DOOR MODULE REMOVAL).
(2) Disconnect wire harness connector to power
mirror switch (Fig. 1).
(3) Using two jumper wires:
• Connect one to a 12 volt source
• Connect the other to a good body ground
• Refer to the Mirror Motor Test Chart for proper
wire connections at the switch connector

Fig. 1 POWER MIRROR SWITCH CONNECTOR
MIRROR MOTOR TEST CHART
12 VOLTS

GROUND

SWITCH CONNECTOR

MIRROR REACTION
RIGHT

LEFT

PIN 1

PIN 2

PIN 6

PIN 2

LEFT

PIN 2

PIN 1

DOWN

PIN 2

PIN 6

RIGHT

PIN 7

PIN 2

PIN 4

PIN 2

LEFT

PIN 2

PIN 7

DOWN

PIN 2

PIN 4

RIGHT

(4) If results shown in table are not obtained,
check for open or shorted circuit. Replace mirror
assembly as necessary.

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.

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 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 fuse in the Integrated Power Module
(IPM). 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 fuse in the IPM. If
OK, go to Step 3. If not OK, repair the open circuit to
the ignition switch as required.

POWER MIRRORS

8N - 13

AUTOMATIC DAY / NIGHT MIRROR (Continued)
(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. 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/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 IPM as required.

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 (the 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.

REMOVAL
For removal procedures, (Refer to 23 - BODY/INTERIOR/REAR VIEW MIRROR - REMOVAL).

Fig. 2 Automatic Day/Night Mirror
1
2
3
4

REAR FACING SENSOR
CONNECTOR
FORWARD FACING SENSOR
SWITCH

(4) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Check for continuity between the ground circuit cavity 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

POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH
The power mirror switch is included with the
Driver Door Module. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR MODULE - DIAGNOSIS
AND TESTING).

REMOVAL
The power mirror switch is included with the
Driver Door Module. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR MODULE - REMOVAL).

SIDEVIEW MIRROR
REMOVAL
(Refer to 23 - BODY/EXTERIOR/SIDE VIEW MIRROR - REMOVAL).

8N - 14

POWER SEATS

POWER SEATS
TABLE OF CONTENTS
page
POWER SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER SEAT
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
DRIVER SEAT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - DRIVER SEAT
SWITCH
........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
PASSENGER SEAT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - PASSENGER
SEAT SWITCH . . . . . . . . . . . . . . . . . . . .

. . . . 14
. . . . 14
. . . . 14
. . . . 15
. . . . 15
. . . . 15
. . . . 16
. . . . 16
. . . . 16
. . . . 17
. . . . 17

POWER SEATS
DESCRIPTION
The power seat system option allows the driver or
passenger 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
Integrated Power Module, regardless of the ignition
switch position. The power seat system includes the
following components:
• Driver Power Seat Switch
• Passenger Power Seat Switch
• Driver Power Seat Track
• Passenger Power Seat Track
• Power Lumbar Adjuster(s)
Some 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.
Following are general descriptions of the major
components in the power seat system. Refer to
Heated Seat System for information on the individ-

page
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
POWER SEAT TRACK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER SEAT
TRACK
..........................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
LUMBAR CONTROL SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
LUMBAR MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - LUMBAR MOTOR

. . . 17
. . . 18
. . . 18
. . . 18
. . . 18
. . . 19
. . . 19
. . . 19
. . . 19
. . . 19
. . . 19
. . . 20
. . 20

ually 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 checked 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.

POWER SEATS

DRIVER SEAT SWITCH
DESCRIPTION

8N - 15

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.
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 SEAT
SWITCH

Fig. 1 DR Power Seat Switch
1
2
3
4
5

For circuit descriptions and diagrams, refer to Wiring.
(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, refer to
Power Seat Track Diagnosis and Testing in this
group. If not OK, replace the faulty power seat
switch.

POWER SEAT SWITCH ASSEMBLY
FRONT SEAT CUSHION ADJUSTMENT BUTTON
COMPLETE SEAT ADJUSTMENT BUTTON
REAR SEAT CUSHION ADJUSTMENT BUTTON
LUMBAR ADJUSTMENT BUTTON

The power seat on this model can be adjusted in
eight different directions, up, down, front up, front
down, rear up, rear down, rearward and forward.
The power seat switch (Fig. 1) on this model has an
additional switch knob for adjusting the power lumbar support. The power seat switch is located on the
outboard side of the seat cushion on the seat cushion
side shield. 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
assembly cannot be repaired. If one switch is damaged or faulty, the entire power seat switch assembly
must be replaced.

Fig. 2 Testing Driver Power Seat Switch

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

8N - 16

POWER SEATS

DRIVER SEAT SWITCH (Continued)
DRIVER POWER SEAT SWITCH TEST TABLE
DRIVER SWITCH
POSITION

CONTINUITY BETWEEN

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

INSTALLATION
(1) Position the power seat switch on the seat
cushion side shield and install the screws that secure
the power seat switch to seat cushion side shield.
(2) Connect the electrical connector.
(3) Install the seat cushion side shield on the seat.
Refer to the Body section of the service manual for
the procedure.
(4) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(5) Connect the battery negative cable.

PASSENGER SEAT SWITCH
DESCRIPTION

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the seat cushion side shield from the
seat. Refer to the Body section of the service manual
for the procedure.
(3) 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. 4 DR Power Seat Switch
1
2
3
4
5

Fig. 3 Power Seat Switch Remove/Install
1 - SEAT SIDE SHIELD
2 - POWER SEAT SWITCH
3 - SCREWS

(4) Remove the screws that secure the power seat
switch (Fig. 3).

POWER SEAT SWITCH ASSEMBLY
FRONT SEAT CUSHION ADJUSTMENT BUTTON
COMPLETE SEAT ADJUSTMENT BUTTON
REAR SEAT CUSHION ADJUSTMENT BUTTON
LUMBAR ADJUSTMENT BUTTON

The power seat on this model can be adjusted in
eight different directions, up, down, front up, front
down, rear up, rear down, rearward and forward.
The power seat switch (Fig. 4) on this model has an
additional switch knob for adjusting the power lumbar support. The power seat switch is located on the
outboard side of the seat cushion on the seat cushion
side shield. 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.

POWER SEATS

8N - 17

PASSENGER SEAT SWITCH (Continued)
The individual switches in the power seat switch
assembly cannot be repaired. If one switch is damaged or faulty, the entire power seat switch assembly
must be replaced.

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.
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 SEAT
SWITCH
For circuit descriptions and diagrams, refer to Wiring.
(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. 5). If OK, refer to
Power Seat Track Diagnosis and Testing in this
group. If not OK, replace the faulty power seat
switch.

Fig. 5 Testing Passenger Power Seat Switch
PASSENGER SEAT SWITCH TEST TABLE
PASSENGER 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

8N - 18

POWER SEATS

PASSENGER SEAT SWITCH (Continued)

Fig. 6 Power Seat Switch Remove/Install
1 - SEAT SIDE SHIELD
2 - POWER SEAT SWITCH
3 - SCREWS

(4) Remove the screws that secure the power seat
switch (Fig. 6).

POWER SEAT TRACK
DESCRIPTION
The eight-way power seat option includes a power
seat track assembly located under each front seat
(Fig. 7). The power seat track assembly replaces the
standard manually operated seat tracks. The lower
half of the power seat track is secured at the front
with two bolts to the floor panel seat cross member,
and at the rear with two bolts to the floor panel.
Four nuts secure the bottom of the seat cushion
frame to the upper half of the power seat track unit.
The power seat track assembly cannot be repaired,
and is serviced only as a complete assembly. If any
component in this assembly is faulty or damaged, the
entire power seat track must be replaced.

Fig. 7 DR Driver Power Seat Track
1 - POWER SEAT TRACK ASSEMBLY
2 - SEAT TRACK WIRE HARNESS
3 - SEAT BELT BUCKLE ASSEMBLIES

OPERATION
The power seat track unit includes three reversible
electric motors that are secured to the upper half of
the track unit. Each motor moves the seat adjuster
through a combination of worm-drive gearboxes and
screw-type drive units.
The front and rear of the seat are operated by two
separate vertical adjustment motors. These motors
can be operated independently of each other, tilting
the entire seat assembly forward or rearward; or,
they can be operated in unison by selecting the
proper power seat switch functions, which will raise
or lower the entire seat assembly. The third motor is
the horizontal adjustment motor, which moves the
seat track in the forward and rearward directions.

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

POWER SEATS

8N - 19

POWER SEAT TRACK (Continued)
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) Remove the appropriate seat from the vehicle.
(Refer to 23 - BODY/SEATS/SEAT - REMOVAL).
(2) Remove the power seat switch from the seat.
Refer to the procedure in this section of the service
manual.
(3) Remove four seat track mounting nuts from
cushion pan.
(4) Disconnect the power seat electrical and
remove the seat track from the seat cushion.
(5) Remove the necessary components that must
be transferred to the replacement seat track (seat
belt buckles, wire harness, etc.).

INSTALLATION
(1) Install the necessary components that must be
transferred to the replacement seat track (seat belt
buckles, wire harness, etc.).
(2) Position the seat track and install the retaining
nuts on the seat cushion pan studs. Torque the bolts
to 25 N·m.
(3) Route and connect the power seat electrical on
the seat track and cushion pan.
(4) Install the power seat switch on the seat. Refer
to the procedure in this section of the service manual.
(5) Install the seat in the vehicle (Refer to 23 BODY/SEATS/SEAT - INSTALLATION).
(6) Connect the negative battery cable.

LUMBAR CONTROL SWITCH
DESCRIPTION
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.

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

8N - 20

POWER SEATS

LUMBAR MOTOR (Continued)
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 fails to operate in only

one direction, Test the appropriate power seat switch
as described in this group. If the power lumbar
adjuster fails to operate in either direction, perform
the following tests. For complete circuit diagrams,
refer to Wiring.
(1) Check the power seat circuit breaker. 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. If OK, go to Step 3. If not OK, repair
the open fused B(+) circuit to the fuse in the Integrated Power Module 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 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.

POWER WINDOWS

8N - 21

POWER WINDOWS
TABLE OF CONTENTS
page
POWER WINDOWS
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - POWER
WINDOWS . . . . . . . . . . . . . . . . . .
WINDOW MOTOR
REMOVAL . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . 21
. . . . . . . . . 21
. . . . . . . . . 21

page
WINDOW SWITCH
DIAGNOSIS AND TESTING - WINDOW
SWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23

. . . . . . . . . 22

POWER WINDOWS
DESCRIPTION
The power window system allows each of the door
windows to be raised and lowered electrically by
actuating a switch on each door panel. A master
switch on the drivers door allows the driver to raise
or lower each of the passenger door windows and to
lock out the individual switches on the passenger
doors from operation. The power window system
receives battery feed through a fuse in the Integrated
Power Module (IPM) and a circuit breaker located in
the instrument panel wiring harness near the park
brake pedal, only when the ignition switch is in the
RUN or ACCESSORY position.

OPERATION
WINDOW SWITCH
The power window switches control the battery
and ground feeds to the power window motors. The
passenger door power window switches receive their
battery and ground feeds through the circuitry of the
drivers window switch. When the power window lockout switch is in the Lock position, the battery feed
for the passenger door window switches is interrupted.

WINDOW MOTOR
Window motors use permanent type magnets. The
B+ and ground applied at the motor terminal pins
will cause the motor to rotate in one direction.
Reversing current through the motor terminals will
cause the motor to rotate in the opposite direction.
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 - POWER
WINDOWS
WIRING VOLTAGE TEST
The following wiring test determines whether or
not voltage is continuous through the body harness
to the front switch.
(1) Remove the Driver Door Module (Refer to 8 ELECTRICAL/POWER LOCKS/DOOR MODULE REMOVAL).
(2) Disconnect wire connector from back of power
window switch.
(3) Switch ignition to the ON position.
(4) Connect the clip end of a 12 volt test light to
Pin 14 of the window switch harness connector.
Touch the test light probe to Pin 10.
• If the test light illuminates, the wiring circuit
between the battery and switch is OK.
• If the lamp does not illuminate, first check the
fuse in the Integrated Power Module (IPM). Check
the circuit breaker located near the park brake
pedal. If fuse and circuit breaker are OK, then check
for a broken wire.
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.

POWER WINDOW MOTOR TEST
If the power window motor is receiving proper current and ground and does not operate, proceed with
motor test. 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 front door trim panel as necessary to
gain access to power window motor wire connector

8N - 22

POWER WINDOWS

POWER WINDOWS (Continued)
(Refer to 23 - BODY/DOOR - FRONT/TRIM PANEL REMOVAL).
(2) Disconnect power window motor wire connector
from door harness.
(3) Using two jumper wires, connect one to a battery (+) source and the other to a good ground (-).
(4) Connect the Negative (-) jumper probe to one of
the motor connector terminals.
(5) Momentarily touch the Positive (+) jumper
probe to the other motor connector terminal.
When positive probe is connected the motor should
rotate in one direction to either move window up or
down. If window is all the way up or down the motor
will grunt and the inner door panel will flex when
actuated in that one direction.
(6) Reverse jumper probes at the motor connector
terminals and window should now move in opposite
direction. If window does not move or grunt, replace
the motor.
If window moved completely up or down, reverse
the jumper probes and cycle window to the opposite
position to verify full operation.
If motor grunts and does not move, verify that regulator is not binding.

(1) Check the fuse in the Integrated Power Module
(IPM) and the circuit breaker located near the park
brake pedal. If OK, go to Step 2. If not OK, replace
the faulty fuse or circuit breaker.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fuse in the Integrated Power Module (IPM). If OK, turn the ignition
switch to the Off position and go to Step 3. If not OK,
check circuit breaker and repair the circuit to the
ignition switch as required.
(3) Disconnect and isolate the battery negative
cable. Remove the power window switch unit from
the door trim panel (passenger doors). The drivers
door switch is included with the Driver Door Module
(Refer to 8 - ELECTRICAL/POWER LOCKS/DOOR
MODULE - DIAGNOSIS AND TESTING) for service
procedures. Unplug the wire harness connector from
the switch unit.
(4) Test the power window switch continuity. See
the Power Window Switch Continuity charts to determine if the continuity is correct in the Off, Up and
Down switch positions (Fig. 1). If OK, (Refer to 8 ELECTRICAL/POWER WINDOWS - DIAGNOSIS
AND TESTING). If not OK, replace the faulty switch.

WINDOW MOTOR
REMOVAL
The window motor is serviced with the window regulator (Refer to 23 - BODY/DOOR - FRONT/WINDOW
REGULATOR - REMOVAL) or (Refer to 23 - BODY/
DOORS - REAR/WINDOW REGULATOR - REMOVAL).

WINDOW SWITCH
DIAGNOSIS AND TESTING - WINDOW 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. If all of the LEDs are inoperative in
both the power window and lock switch units and the
power windows are inoperative, (Refer to 8 - ELECTRICAL/POWER WINDOWS - DIAGNOSIS AND
TESTING). If the power windows operate, but any or
all of the LEDs are inoperative, the power window
and lock switch units with the inoperative LED(s) is
faulty and must be replaced. 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.

Fig. 1 PASSENGER DOOR SWITCH
POWER WINDOW SWITCH CONTINUITY
CHART
SWITCH POSITION

CONTINUITY BETWEEN

NEUTRAL

PIN 2 AND 5, PIN 4 AND 1

UP (FRONT
PASSENGER)

PIN 6 AND 5

UP (REAR
PASSENGER)

PIN 6 AND 1

DOWN (FRONT
PASSENGER)

PIN 6 AND 1

DOWN (REAR
PASSENGER)

PIN 6 AND 5

POWER WINDOWS

8N - 23

WINDOW SWITCH (Continued)

REMOVAL

INSTALLATION

FRONT PASSENGER

(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel (Refer to 23 BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(3) Remove the switch from the trim panel bezel.

(1) Insert switch to trim panel bezel.
(2) Install door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.

REAR PASSENGER
REAR PASSENGER
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel (Refer to 23 BODY/DOORS - REAR/TRIM PANEL - REMOVAL).
(3) Gently pry switch from door trim panel.

(1) Install switch to door trim panel
(2) Install door trim panel (Refer to 23 - BODY/
DOORS - REAR/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.

RESTRAINTS

8O - 1

RESTRAINTS
TABLE OF CONTENTS
page
RESTRAINTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
WARNING
WARNINGS - RESTRAINT SYSTEM . . . . . . . . 5
DIAGNOSIS AND TESTING - SUPPLEMENTAL
RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . 6
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 6
STANDARD PROCEDURE - SERVICE
AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT. . . . . . . . . . . . . . . . . . . . . . . . . 7
STANDARD PROCEDURE - VERIFICATION
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ACM COVER
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AIRBAG CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
AUTOMATIC LOCKING RETRACTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
CHILD RESTRAINT ANCHOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17
CLOCKSPRING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
STANDARD PROCEDURE - CLOCKSPRING
CENTERING . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21
DRIVER AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
FRONT CENTER SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26
FRONT CENTER SEAT BELT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FRONT OUTBOARD SEAT BELT &
RETRACTOR
REMOVAL
REMOVAL - STANDARD CAB . . . . . . . . . .
REMOVAL - QUAD CAB
..............
INSTALLATION
INSTALLATION - STANDARD CAB . . . . . . .
INSTALLATION - QUAD CAB . . . . . . . . . . .
FRONT OUTBOARD SEAT BELT BUCKLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER AIRBAG ON/OFF SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
REAR CENTER SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
REAR OUTBOARD SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
REAR SEAT BELT BUCKLE
REMOVAL
REMOVAL - CENTER & LEFT OUTBOARD
REMOVAL - CENTER ANCHOR & RIGHT
OUTBOARD . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - CENTER & LEFT
OUTBOARD . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - CENTER ANCHOR &
RIGHT OUTBOARD . . . . . . . . . . . . . . . . . .
SEAT BELT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - SEAT BELT
SWITCH
..........................
SEAT BELT TENSIONER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SEAT BELT TENSION REDUCER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .

. . 27

. . 28
. . 29
. . 31
. . 32
. . 33
. . 34
.
.
.
.

. 34
. 35
. 35
. 37

.
.
.
.

. 38
. 38
. 39
. 39

. . 39
. . 40
. . 41
. . 42

. . 43
. . 43

. . 45
. . 45
. . 46
. . 46
. . 47
. . 47
. . 48
. . 48
. . 49

8O - 2

RESTRAINTS

DIAGNOSIS AND TESTING - SEAT BELT
TENSION REDUCER . . . . . . . . . . . . .
SEAT BELT TURNING LOOP ADJUSTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .
SIDE CURTAIN AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . .

. . . . . . 49
. . . . . . 50
. . . . . . 50
.
.
.
.

.
.
.
.

. 51
. 51
. 52
. 53

RESTRAINTS
DESCRIPTION
An occupant restraint system is standard factoryinstalled safety equipment on this model. Available
occupant restraints for this model include both active
and passive types. Active restraints are those which
require the vehicle occupants to take some action to
employ, such as fastening a seat belt; while passive
restraints require no action by the vehicle occupants
to be employed (Fig. 1).

ACTIVE RESTRAINTS
The active restraints for this model include:
• Front Seat Belts - Both outboard front seating
positions are equipped with three-point seat belt systems employing a lower B-pillar mounted inertia
latch-type emergency locking retractor, height-adjustable upper B-pillar mounted turning loops, a fixed
lower seat belt anchor secured to the lower B-pillar
(standard cab) or floor panel adjacent to the B-pillar
(quad cab), and a traveling end-release seat belt
buckle secured to the inboard seat track. The driver
side retractor for standard cab models includes an
electrically actuated seat belt tension reducer. The
passenger side front seat retractor for all models is
also switchable from an emergency locking retractor
to an automatic locking retractor. The front seat belt
buckle for the driver side of all models includes an
integral seat belt switch that detects whether its seat
belt has been fastened. The center front seating position for standard cab models is also equipped with a
three-point seat belt employing a floor panel
mounted inertia latch-type retractor, a routing
bracket and bezel near the top of the cab back panel,
and two fixed end-release buckles secured to the center seat cushion frame. The center front seating position for quad cab models is equipped with a fixed lap
belt and an end-release buckle secured to the center
seat cushion frame.
• Rear Seat Belts - All three rear seating positions are equipped with three-point seat belt systems. The outboard seating position belts employ a
lower C-pillar mounted inertia latch-type emergency
locking retractor, a fixed position upper C-pillar
mounted turning loop, and a fixed lower seat belt

SIDE IMPACT AIRBAG CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . .

. . . . . 53
. . . . . 54
. . . . . 55
. . . . . 55
. . . . . 56
. . . . . 57

anchor secured to the lower C-pillar. The rear seat
center seating position belt has a rear floor panel
mounted inertia latch-type emergency locking retractor and a routing bracket and bezel on the top of the
cab back panel. The end-release buckle units for the
right outboard seating position and the center seating position lower anchor are integral to the center
retractor mounting bracket on the rear floor panel.
The end-release buckle units for the center and left
outboard seating positions are individually secured to
the rear floor panel on models with the standard
equipment rear bench seat, or secured with the rear
seat mounting hardware on models with the optional
60/40 split rear bench seat.
• Child Restraint Anchors - All standard cab
models are equipped with two, fixed-position, child
seat upper tether anchors that are integral to the
upper cab back panel reinforcement and concealed
behind individual trim cover and bezel units that are
integral to the cab back trim panel. All quad cab
models are equipped with three child seat upper
tether anchor straps that are secured to the upper
cab back panel reinforcement, behind the upright
rear seat back. Two lower anchors are also provided
for the front outboard seating position of standard
cab models, and for each rear outboard seating position on quad cab models. These lower anchors are
accessed from the front of the seat where the seat
back meets the seat cushion. The child seat tether
and lower anchors for the front seat are deleted on
quad cab models.

PASSIVE RESTRAINTS
The passive restraints available for this model
include the following:
• Dual Front Airbags - Next Generation driver
and front passenger airbags are available for this
model. This 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 in the center of the steering wheel and
also into the passenger airbag door on the instrument panel above the glove box (Fig. 2). Vehicles
with the airbag system can also be identified by the
airbag indicator, which will illuminate in the instru-

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8O - 3

RESTRAINTS (Continued)

Fig. 1 Supplemental Restraint System
1
2
3
4

- AIRBAG CONTROL MODULE
- PASSENGER AIRBAG
- PASSENGER AIRBAG ON/OFF SWITCH (STD CAB ONLY)
- DRIVER AIRBAG

ment cluster for about six seconds as a bulb test each
time the ignition switch is turned to the On position.
A pyrotechnic-type seat belt tensioner is integral to
the front outboard seat belt retractors mounted on
each lower B-pillar of all models equipped with dual
front airbags.
• Side Curtain Airbags - Optional side curtain
airbags are available for this model when it is also
equipped with dual front airbags. This airbag system
is a passive, inflatable, Supplemental Restraint System (SRS) and vehicles with this equipment can be
readily identified by a molded identification trim but-

5 - SIDE CURTAIN AIRBAG
6 - SIDE IMPACT AIRBAG CONTROL MODULE
7 - SEAT BELT TENSIONER

ton with the “SRS - AIRBAG” logo located on the
headliner above each B-pillar (Fig. 2).
The supplemental restraint system includes the
following major components, which are described in
further detail elsewhere in this service information:
• Airbag Control Module - The Airbag Control
Module (ACM) is located on a mount 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.

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RESTRAINTS (Continued)

Fig. 2 SRS Logo
• 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 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 - Standard
cab models without a rear seat are equipped with a
passenger airbag on/off switch, which is located on
the right side of the instrument panel center bezel.
• Passenger Knee Blocker - The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door.
• Seat Belt Tensioner - The seat belt tensioner
is integral to the front outboard seat belt retractor
units on vehicles equipped with dual front airbags.
• Side Impact Airbag Control Module - Two
Side Impact Airbag Control Modules (SIACM) are
used on vehicles with the optional side curtain airbags, one left side and one right side. One SIACM is
located behind the B-pillar trim above the outboard
front seat belt retractor within each B-pillar.
• Side Curtain Airbag - In vehicles equipped
with this option, a side curtain airbag is located on
each inside roof side rail above the headliner, and
extends from the A-pillar to the B-pillar on standard
cab models, and from the A-pillar to the C-pillar on
quad cab models.
The ACM, both SIACMs, and the EMIC each contain a central processing unit and programming that
allow them to communicate with each other using

the Programmable Communications Interface (PCI)
data bus network. This method of communication is
used by the ACM for control of the airbag indicator
on all models equipped with dual front airbags.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the supplemental
restraint 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 supplemental restraint 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
ACTIVE RESTRAINTS
The primary passenger restraints in this or any
other vehicle are the standard equipment factory-installed seat belts and child restraint anchors. Seat
belts and child restraint anchors 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. 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 active restraints.

PASSIVE RESTRAINTS
The passive restraints are referred to as a supplemental restraint system because they were designed
and are intended to enhance the protection for the
occupants of the vehicle only when used in conjunction with the seat belts. They are referred to as passive restraints because the vehicle occupants are not
required to do anything to make them operate; however, the vehicle occupants must be wearing their
seat belts in order to obtain the maximum safety
benefit from the factory-installed supplemental
restraint system.
The supplemental restraint system electrical circuits are continuously monitored and controlled by a
microprocessor and software contained within the
Airbag Control Module (ACM) and, on vehicles
equipped with the side curtain airbags, both Side

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8O - 5

RESTRAINTS (Continued)
Impact Airbag Control Modules (SIACM). An airbag
indicator in the ElectroMechanical Instrument Cluster (EMIC) illuminates for about six 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 supplemental restraint
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 supplemental restraint system electrical circuits. Such a problem may cause airbags not to deploy when required, or to deploy when
not required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
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
impact sensors. When an impact is severe enough,
the microprocessor in the ACM or the SIACM signals
the inflator of the appropriate airbag units to deploy
their airbag cushions. The outboard front seat belt
tensioners are provided with a deployment signal by
the ACM in conjunction with the driver and passenger 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. The seat belt tensioner
removes the slack from the outboard front seat belts
to provide further assurance that the driver and
front seat passenger are properly positioned and
restrained for an airbag deployment.
Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they do of an airbag deployment itself. This is
because the airbag deployment and deflation occur so
rapidly. In a typical 48 kilometer-per-hour (30 mileper-hour) barrier impact, from the moment of impact
until the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the
moment of impact, the 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
dual front airbag system circuits or components,
including the seat belt tensioners, 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. When the SIACM
monitors a problem in any of the side curtain airbag
system circuits or component, it stores a fault code or
DTC in its memory circuit and sends an electronic
message to the ACM, and the ACM sends an electronic message to the EMIC to turn on the airbag
indicator. Proper testing of the supplemental
restraint system components, the Programmable
Communications Interface (PCI) data bus, the electronic message inputs to and outputs from the EMIC,
the SIACM, or the ACM, as well as the retrieval or
erasure of a DTC from the ACM, SIACM, or EMIC
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 passive restraints.

WARNING
WARNINGS - RESTRAINT SYSTEM
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.

8O - 6

RESTRAINTS

RESTRAINTS (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: AN AIRBAG INFLATOR UNIT MAY CONTAIN 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. AN AIRBAG INFLATOR UNIT MAY ALSO CONTAIN A GAS CANISTER
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: WHEN HANDLING A SEAT BELT TENSIONER RETRACTOR, PROPER CARE SHOULD BE
EXERCISED TO KEEP FINGERS OUT FROM UNDER
THE RETRACTOR COVER AND AWAY FROM THE
SEAT BELT WEBBING WHERE IT EXITS FROM THE
RETRACTOR COVER.
WARNING: REPLACE ALL RESTRAINT 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 RESTRAINT
SYSTEM COMPONENTS HAVE SPECIAL COATINGS
AND ARE SPECIFICALLY DESIGNED FOR THE
RESTRAINT 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.
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 - SUPPLEMENTAL
RESTRAINT SYSTEM
Proper diagnosis and testing of the supplemental
restraint system components, the Programmable
Communications Interface (PCI) data bus, the data
bus electronic message inputs to and outputs from
the ElectroMechanical Instrument Cluster (EMIC),
the Airbag Control Module (ACM), or the Side
Impact Airbag Control Module (SIACM) as well as
the retrieval or erasure of a Diagnostic Trouble Code
(DTC) from the ACM or SIACM requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.

STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL RESTRAINTS
At no time should any source of electricity be permitted near the inflator on the back of a non-deployed airbag or seat belt tensioner. 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 move-

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8O - 7

RESTRAINTS (Continued)
ment in the event of an accidental deployment. When
handling a non-deployed seat belt tensioner, take
proper care to keep fingers out from under the
retractor cover and away from the seat belt webbing
where it exits from the retractor cover. In addition,
the supplemental restraint system should be disarmed whenever any steering wheel, steering column, seat belt tensioner, driver airbag, passenger
airbag, side curtain airbag, 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 and
seat belt tensioners which are replaced on vehicles
are to be handled and disposed of properly. If an airbag or seat belt tensioner 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 and seat belt tensioners in a manner consistent with state, provincial,
local and federal regulations.

SUPPLEMENTAL RESTRAINT STORAGE
Airbags and seat belt tensioners must be stored in
their original, special container until they are used
for service. Also, they 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.

age. Because the ACM and SIACM each contain
impact sensors that are used by the supplemental
restraint system to monitor or confirm the direction
and severity of a vehicle impact, improper orientation
or insecure fastening of these components may cause
airbags not to deploy when required, or to deploy
when not required. All other vehicle components
should be closely inspected following any supplemental restraint deployment, but are to be replaced only
as required by the extent of the visible damage
incurred.

CLEANUP PROCEDURE
Following a supplemental restraint deployment,
the vehicle interior will contain a powdery residue.
This residue consists primarily of harmless particulate by-products of the small pyrotechnic charge that
initiates the propellant used to deploy a supplemental restraint. 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 inert gas that inflates the airbag. Since
sodium hydroxide powder can irritate the skin, eyes,
nose, or throat, be certain to wear safety glasses,
rubber gloves, and a long-sleeved shirt during
cleanup (Fig. 3).

STANDARD PROCEDURE - SERVICE AFTER A
SUPPLEMENTAL RESTRAINT DEPLOYMENT
Any vehicle which is to be returned to use following a supplemental restraint deployment, must have
the deployed restraints replaced. In addition, if the
driver airbag has been deployed, the clockspring
must be replaced. If the passenger airbag is
deployed, the passenger airbag door must be
replaced. The seat belt tensioners are deployed by
the same signal that deploys the driver and passenger airbags and must also be replaced if either front
airbag has been deployed. If a side curtain airbag
has been deployed, the complete airbag unit, the
headliner, as well as the upper A, B, and C-pillar
trim must be replaced. These components are not
intended for reuse and will be damaged or weakened
as a result of a supplemental restraint deployment,
which may or may not be obvious during a visual
inspection.
It is also critical that the mounting surfaces and/or
mounting brackets for the Airbag Control Module
(ACM) and Side Impact Airbag Control Module
(SIACM) be closely inspected and restored to their
original conditions following any vehicle impact dam-

Fig. 3 Wear Safety Glasses and Rubber Gloves Typical
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.
(1) Begin the cleanup by using a vacuum cleaner
to remove any residual powder from the vehicle interior. Clean from outside the vehicle and work your

8O - 8

RESTRAINTS

RESTRAINTS (Continued)
way inside, so that you avoid kneeling or sitting on a
non-cleaned area.
(2) Be certain to vacuum the heater and air conditioning outlets as well (Fig. 4). Run the heater and
air conditioner blower on the lowest speed setting
and vacuum any powder expelled from the outlets.

PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 supplemental restraint system 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. 5).

Fig. 4 Vacuum Heater and A/C Outlets - Typical
CAUTION: All damaged, faulty, or non-deployed
supplemental restraints which are replaced on vehicles are to be handled and disposed of properly. If
an airbag unit or seat belt tensioner unit is faulty or
damaged and non-deployed, refer to the Hazardous
Substance Control System for proper disposal. Be
certain to dispose of all non-deployed and deployed
supplemental restraints in a manner consistent with
state, provincial, local and federal regulations.
(3) Next, remove the deployed supplemental
restraints from the vehicle. Refer to the appropriate
service removal procedures.
(4) You may need to vacuum the interior of the
vehicle a second time to recover all of the powder.

STANDARD PROCEDURE - VERIFICATION TEST
The following procedure should be performed using
a DRBIIIt scan tool to verify proper supplemental
restraint system operation following the service or
replacement of any supplemental restraint system
component.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE

Fig. 5 16-Way Data Link Connector - Typical
1 - 16–WAY DATA LINK CONNECTOR
2 - BOTTOM OF INSTRUMENT PANEL

(3) Turn the ignition switch to the On position and
exit the vehicle with the DRBIIIt scan tool.
(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.

RESTRAINTS

8O - 9

RESTRAINTS (Continued)
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 illuminate for six to eight seconds,
and then go out. This indicates that the supplemental restraint 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
supplemental restraint system fault or malfunction.
Refer to the appropriate diagnostic information to
diagnose the problem.

ACM COVER
REMOVAL
The Airbag Control Module (ACM) cover is used
only on models with an automatic transmission. Models with a manual transmission require that the floor
console be removed to access the ACM for service.
(Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE REMOVAL).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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. Wait two minutes for the system capacitor to
discharge before further service.
(2) Using a trim stick or another suitable wide
flat-bladed tool, gently pry each side of the ACM
cover away from the instrument panel at each side of
the center bracket on the floor panel transmission
tunnel far enough to disengage the two snap clip
retainers from the instrument panel receptacles (Fig.
6).
(3) Remove the ACM cover from the instrument
panel.

Fig. 6 ACM Cover Remove/Install
1 - INSTRUMENT PANEL RECEPTACLE (2)
2 - ACM COVER

INSTALLATION
The Airbag Control Module (ACM) cover is used
only on models with an automatic transmission. Models with a manual transmission require that the floor
console be reinstalled following ACM service. (Refer
to 23 - BODY/INTERIOR/FLOOR CONSOLE INSTALLATION).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the ACM cover to the instrument
panel (Fig. 6).
(2) Align the snap clip retainer on each side of the
ACM cover with the instrument panel receptacle at
each side of the center bracket on the floor panel
transmission tunnel.
(3) Using hand pressure, press firmly and evenly
on the outside of the ACM cover over each snap clip
retainer location until each retainer is fully engaged
in its instrument panel receptacle.
(4) Reconnect the battery negative cable.

8O - 10

RESTRAINTS

AIRBAG CONTROL MODULE
DESCRIPTION

are only serviced as a unit with the ACM. The ACM
cannot be repaired or adjusted and, if damaged or
faulty, it must be replaced.

OPERATION

Fig. 7 Airbag Control Module
1 - AIRBAG CONTROL MODULE
2 - ORIENTATION ARROW
3 - CONNECTOR RECEPTACLE

The Airbag Control Module (ACM) is secured with
four screws to the top mounting surface of a stamped
steel bracket welded onto the top of the floor panel
transmission tunnel forward of the instrument panel
center support bracket and below the instrument
panel center stack in the passenger compartment of
the vehicle (Fig. 7). Concealed within a hollow in the
center of the die cast aluminum ACM housing is the
electronic circuitry of the ACM which includes a
microprocessor, an electronic impact sensor, an electromechanical safing sensor, and an energy storage
capacitor. A stamped metal cover plate is secured to
the bottom of the ACM housing with four screws to
enclose and protect the internal electronic circuitry
and components.
The ACM housing has integral mounting flanges
on each side. Two of the mounting flanges, one on
each side, have an integral locating pin on their
lower surface. The left flanges have round mounting
holes, while the flanges on the right side have slotted
mounting holes. An arrow cast into the top of the
ACM housing near the rear provides a visual verification of the proper orientation of the unit, and
should always be pointed toward the front of the
vehicle. A molded plastic electrical connector receptacle containing twenty-three terminal pins exits the
rearward facing side of the ACM housing. These terminal pins connect the ACM to the vehicle electrical
system through a dedicated take out and connector of
the instrument panel wire harness.
The impact sensor and safing sensor internal to
the ACM are calibrated for the specific vehicle, and

The microprocessor in the Airbag Control Module
(ACM) contains the front supplemental restraint system logic circuits and controls all of the front supplemental restraint system components. The ACM 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 Programmable Communications Interface (PCI) data bus network. This method of communication is used for
control of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) and for supplemental
restraint system diagnosis and testing through the
16-way data link connector located on the driver side
lower edge of the instrument panel. (Refer to 8 ELECTRICAL/INSTRUMENT
CLUSTER/AIRBAG
INDICATOR - OPERATION).
The ACM microprocessor continuously monitors all
of the front supplemental restraint system electrical
circuits to determine the system readiness. If the
ACM detects a monitored system fault, it sets an
active and stored Diagnostic Trouble Code (DTC) and
sends electronic messages to the EMIC over the PCI
data bus to turn on the airbag indicator. An active
fault only remains for the duration of the fault, or in
some cases, the duration of the current ignition
switch cycle, while a stored fault causes a DTC to be
stored in memory by the ACM. For some DTCs, if a
fault does not recur for a number of ignition cycles,
the ACM will automatically erase the stored DTC.
For other internal faults, the stored DTC is latched
forever.
In standard cab models, the ACM also monitors a
resistor multiplexed input from the passenger airbag
on/off switch and provides a control output for the
Off indicator in the switch through a passenger airbag indicator driver circuit. If the passenger airbag
on/off switch is set to the Off position, the ACM turns
on the passenger airbag on/off switch Off indicator
and will internally disable the passenger airbag from
being deployed if an impact is detected that is sufficient for an airbag deployment. The ACM also turns
on the on/off switch Off indicator for about seven seconds each time the ignition switch is turned to the
On position as a bulb test. Following the bulb test,
the ACM controls the status of the Off indicator
based upon the resistance of the input from the on/off
switch. The ACM will also set and/or store a DTC for
faults it detects in the passenger airbag on/off switch
circuits, and will turn on the airbag indicator in the
EMIC if a fault has been detected.

RESTRAINTS

8O - 11

AIRBAG CONTROL MODULE (Continued)
On models equipped with optional side curtain airbags, the ACM communicates with both the left and
right Side Impact Airbag Control Modules (SIACM)
over the PCI data bus. The SIACM notifies the ACM
when it has detected a monitored system fault and
stored a DTC in memory for its respective side curtain airbag system, and the ACM sets a DTC and
controls the airbag indicator operation accordingly.
The ACM receives battery current through two circuits; a fused ignition switch output (run) circuit
through a fuse in the Integrated Power Module
(IPM), and a fused ignition switch output (run-start)
circuit through a second fuse in the IPM. The ACM
receives ground through a ground circuit and take
out of the instrument panel wire harness. This take
out has a single eyelet terminal connector that is
secured by a ground screw to the instrument panel
support structure. These connections allow the ACM
to be 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 front supplemental restraint components
for up to one second following a battery disconnect or
failure. The purpose of the capacitor is to provide
backup supplemental restraint system protection in
case there is a loss of battery current supply to the
ACM during an impact.
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. The safing sensor is an electromechanical
sensor within the ACM that provides an additional
logic input to the ACM microprocessor. The safing
sensor is a normally open switch that is used to verify the need for a front supplemental restraint
deployment by detecting impact energy of a lesser
magnitude than that of the electronic impact sensor,
and must be closed in order for the front airbags or
seat belt tensioners to deploy. A pre-programmed
decision algorithm in the ACM microprocessor determines when the deceleration rate as signaled by the
impact sensor and the safing sensor indicate an
impact that is severe enough to require front supplemental restraint system protection and, based upon
the status of the passenger airbag on/off switch input
and the severity of the monitored impact, determines
what combination of seat belt tensioner and front airbag deployment is required for each front seating
position. When the programmed conditions are met,
the ACM sends the proper electrical signals to deploy
the seat belt tensioners and dual front airbags.

The hard wired inputs and outputs for the ACM
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conventional diagnostic methods will not prove conclusive in
the diagnosis of the ACM, the PCI data bus network,
or the electronic message inputs to and outputs from
the ACM. The most reliable, efficient, and accurate
means to diagnose the ACM, the PCI data bus network, and the electronic message inputs to and outputs from the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic information.

REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 FRONT SUPPLEMENTAL RESTRAINTS. NEVER STRIKE OR DROP
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 FRONT SUPPLEMENTAL RESTRAINT DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) On models with a manual transmission,
remove the floor console from the top of the floor
panel transmission tunnel. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL).
(3) On models with an automatic transmission,
remove the ACM cover from the instrument panel.

8O - 12

RESTRAINTS

AIRBAG CONTROL MODULE (Continued)
(Refer to 8 - ELECTRICAL/RESTRAINTS/ACM
COVER - REMOVAL).
(4) Reach through the rearward facing opening
below the instrument panel center stack support
bracket on the top of the floor panel transmission
tunnel to access and disconnect the instrument panel
wire harness connector for the Airbag Control Module (ACM) from the ACM connector receptacle located
on the rearward facing side of the module (Fig. 8). To
disconnect the instrument panel wire harness connector from the ACM:
(a) Slide the red Connector Position Assurance
(CPA) lock on the top of the connector toward the
side of the connector.
(b) Depress the connector latch tab and pull the
connector straight away from the ACM connector
receptacle.

Fig. 8 Airbag Control Module Remove/Install
1
2
3
4

- WIRE HARNESS CONNECTOR
- AIRBAG CONTROL MODULE
- SCREW (4)
- FLOOR PANEL TRANSMISSION TUNNEL

(5) From the right side of the floor panel transmission tunnel, loosen each of the two screws that secure
the right side of the ACM to the bracket on the floor
panel transmission tunnel about 7 millimeters (0.25
inch).
(6) From the left side of the floor panel transmission tunnel, remove the two screws that secure the
left side of the ACM to the bracket on the floor panel
transmission tunnel.

(7) Still working from the left side of the floor
panel transmission tunnel, lift the ACM upward far
enough to disengage the locating pins on the bottom
of the ACM mounting flanges from the locating holes
in the mounting bracket, then slide the ACM toward
the left far enough to disengage the slotted holes in
the right ACM mounting flanges from under the
heads of the two previously loosened right mounting
screws.
(8) Remove the ACM from the left side of the floor
panel transmission tunnel.

INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 FRONT SUPPLEMENTAL RESTRAINTS. NEVER STRIKE OR DROP
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 FRONT SUPPLEMENTAL RESTRAINT DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Position the Airbag Control Module (ACM) to
the left side of the floor panel transmission tunnel
near the ACM bracket (Fig. 8). When the ACM is correctly positioned, the arrow on the ACM housing will
be pointed forward in the vehicle.
(2) From the left side of the floor panel transmission tunnel, slide the ACM toward the right far
enough to engage the slotted holes in the right ACM
mounting flanges under the heads of the two previously loosened right mounting screws, then engage

RESTRAINTS

8O - 13

AIRBAG CONTROL MODULE (Continued)
the locating pins on the bottom of the ACM mounting
flanges into the locating holes in the bracket.
(3) Still working from the left side of the floor
panel transmission tunnel, install and tighten the
two screws that secure the left ACM mounting
flanges to the bracket that is welded onto the floor
panel transmission tunnel. Tighten the screws to 14
N·m (10 ft. lbs.).
(4) From the right side of the floor panel transmission tunnel, tighten each of the two screws that
secure the right side of the ACM to the bracket on
the floor panel transmission tunnel. Tighten the
screws to 14 N·m (10 ft. lbs.).
(5) Reach through the rearward facing opening
below the instrument panel center stack support
bracket on the top of the floor panel transmission
tunnel to access and reconnect the instrument panel
wire harness connector for the ACM to the ACM connector receptacle located on the rearward facing side
of the module. Be certain that the latch and the red
Connector Position Assurance (CPA) lock on the connector are each fully engaged.
(6) On models with an automatic transmission,
reinstall the ACM cover onto the instrument panel.
(Refer to 8 - ELECTRICAL/RESTRAINTS/ACM
COVER - INSTALLATION).
(7) On models with a manual transmission, reinstall the floor console onto the top of the floor panel
transmission tunnel. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION).
(8) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

AUTOMATIC LOCKING
RETRACTOR
DESCRIPTION

Fig. 9 Automatic Locking Retractor
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
7 - RETRACTOR LOCKING MECHANISM COVER

The seat belt retractors used in all seating positions include an inertia-type, emergency locking
mechanism as standard equipment (Fig. 9). However,
the retractor locking mechanism for the passenger
side front seating position is mechanically switchable
from an emergency locking retractor to an automatic
locking retractor. The primary function of this feature is to securely accommodate a child seat in the
passenger side front seating position of the vehicle
without the need for a self-cinching seat belt tip half
latch plate unit or another supplemental device that
would be required to prevent the seat belt webbing
from unwinding freely from the retractor spool of an
inertia-type emergency locking retractor mechanism.
The automatic locking mechanism is integral to the
passenger side front seat belt and retractor unit and
is concealed beneath a molded plastic cover located
on the same side of the retractor spool as the seat
belt tensioner housing. The retractor is secured to
the inner B-pillar on the right side of the vehicle and
is concealed beneath the molded plastic inner B-pillar trim. The automatic locking mechanism cannot be
adjusted or repaired and, if faulty or damaged, the
entire passenger side front seat belt and retractor
unit must be replaced.

8O - 14

RESTRAINTS

AUTOMATIC LOCKING RETRACTOR (Continued)

OPERATION
The automatic locking mode of the retractor is
engaged and the retractor is switched from operating
as a standard inertia-type emergency locking retractor by first buckling the combination lap and shoulder belt buckle. Then grasp the shoulder belt and
pull all of the webbing out of the retractor. Once all
of the belt webbing is extracted from the spool, the
retractor will automatically become engaged in the
pre-locked automatic locking mode and will make an
audible clicking or ratcheting sound as the shoulder
belt is allowed to retract to confirm that the automatic locking mode is now engaged. Once the automatic locking mode is engaged, the retractor will
remain locked and the belt will remain tight around
whatever it is restraining.

The retractor is returned to standard emergency
locking mode by unbuckling the combination lap and
shoulder belt buckle and allowing the belt webbing to
be almost fully retracted onto the retractor spool. The
emergency locking mode is confirmed by the absence
of the audible clicking or ratcheting sound as the belt
webbing retracts. This mode will allow the belt to
unwind from and wind onto the retractor spool freely
unless and until a predetermined inertia load is
sensed, or until the retractor is again switched to the
automatic locking mode.

CHILD RESTRAINT ANCHOR
DESCRIPTION

Fig. 10 Child Restraint Anchor Location - Standard Cab
1 - LOWER ANCHOR (PROVIDED FOR OUTBOARD SEATING
POSITION ONLY)

2 - TETHER ANCHOR (PROVIDED FOR CENTER AND
OUTBOARD SEATING POSITIONS)

RESTRAINTS

8O - 15

CHILD RESTRAINT ANCHOR (Continued)

Fig. 11 Child Restraint Anchor Location - Quad Cab
1 - LOWER ANCHOR (PROVIDED FOR REAR OUTBOARD
SEATING POSITIONS ONLY)

This model is equipped with a Lower Anchors and
Tether for CHildren, or LATCH child restraint
anchorage system (Fig. 10) or (Fig. 11). The LATCH
system provides for the installation of suitable child
restraints in certain seating positions without using
the standard equipment seat belt provided for that
seating position. Standard cab models are equipped
with a fixed-position child restraint upper tether
anchor for the front center and outboard seating positions, and child restraint lower anchors for the front
outboard seating position. Quad cab models are
equipped with a fixed-position child restraint upper
tether anchor strap for the rear center and both rear
outboard seating positions, and child restraint lower
anchors for both rear outboard seating positions. All
front seat child restraint anchors are deleted on quad
cab models.
The two upper tether anchors for standard cab
models are integral to the upper cab back panel reinforcement and are concealed behind individual trim
cover and bezel units that are integral to the cab
back trim panel (Fig. 12). These upper tether anchors
cannot be adjusted or repaired and, if faulty or damaged, they must be replaced as a unit with the upper
cab back panel reinforcement. The upper tether
anchor trim covers and bezels are serviced as a unit
with the cab back trim panel.
The three upper tether anchor straps for quad cab
models are secured to the upper cab back panel reinforcement with screws (Fig. 13). These anchor straps
are concealed behind the upright rear seat back. The

2 - TETHER ANCHOR (PROVIDED FOR REAR CENTER AND
OUTBOARD SEATING POSITIONS)

Fig. 12 Child Tether Anchor - Standard Cab
1 - COVER & BEZEL (2)
2 - CAB BACK TRIM PANEL
3 - ANCHOR (2)

upper tether anchor straps are available for individual service replacement.
The lower anchors for all models are integral to
their respective front or rear seat cushion frame (Fig.
14) or (Fig. 15). Round markers with an imprinted
child seat icon on the standard cab front seat back
trim cover helps identify the anchor locations for that
application because they may be otherwise difficult to
see with the seat back in the upright position. These
lower anchors are each constructed from round steel

8O - 16

RESTRAINTS

CHILD RESTRAINT ANCHOR (Continued)

Fig. 13 Child Tether Strap - Quad Cab
1 - TETHER STRAP (3)
2 - CAB BACK PANEL
3 - SCREW (3)

bar stock that is formed into a U-shape, then
securely welded at each end to the seat cushion
frame. They are each accessed from the front of their
respective seats, at each side where the seat back
meets the seat cushion. These lower anchors cannot
be adjusted or repaired and, if faulty or damaged,
they must be replaced as a unit with the seat cushion frame. On quad cab models, if the lower anchors
have been bent or broken as a result of a vehicle collision, the latch for the affected rear seat cushion
frame unit must also be replaced.

Fig. 15 Child Restraint Lower Anchor - Quad Cab
Rear Seat
1 - REAR SEAT BACK
2 - LOWER ANCHOR (2 PER OUTBOARD REAR SEATING
POSITION)
3 - REAR SEAT CUSHION

WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.

OPERATION
Fig. 14 Child Restraint Lower Anchor - Standard
Cab Front Seat
1 - FRONT SEAT BACK
2 - LOWER ANCHOR (2) - PASSENGER SIDE OUTBOARD
SEATING POSITION ONLY
3 - LOWER ANCHOR MARKER (2)
4 - FRONT SEAT CUSHION

See the owner’s manual in the vehicle glove box for
more information on the proper use of all of the factory-installed child restraint anchors.

REMOVAL
The following procedure applies only to the rear
seat upper child tether straps used on quad cab models. The child restraint anchors used in other models
and locations are integral to other components and
cannot be serviced separately.

RESTRAINTS

8O - 17

CHILD RESTRAINT ANCHOR (Continued)
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Remove the rear seat from the vehicle. (Refer
to 23 - BODY/SEATS/SEAT - REAR - REMOVAL).
(2) Remove the screw that secures the child tether
strap to the upper cab back panel reinforcement (Fig.
16).
(3) Remove the child tether strap from the upper
cab back panel reinforcement.

INSTALLATION
The following procedure applies only to the rear
seat upper child tether straps used on quad cab models. The child restraint anchors used in other models
and locations are integral to other components and
cannot be serviced separately.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLATION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.

Fig. 16 Child Tether Strap - Quad Cab
1 - TETHER STRAP (3)
2 - CAB BACK PANEL
3 - SCREW (3)

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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the child tether strap onto the upper
cab back panel reinforcement (Fig. 16).
(2) Install and tighten the screw that secures the
child tether strap to the upper cab back panel reinforcement. Tighten the screw to 14 N·m (10 ft. lbs.).
(3) Reinstall the rear seat into the vehicle. (Refer
to 23 - BODY/SEATS/SEAT - REAR - INSTALLATION).

8O - 18

RESTRAINTS

CLOCKSPRING
DESCRIPTION

Fig. 18 Turn Signal Cancel Cam

Fig. 17 Clockspring
1 - PIGTAIL WIRE
2 - LOCATING TAB
3 - LOCKING PIN
4 - MOUNTING TAB (2)
5 - UPPER CONNECTOR RECEPTACLE (2)
6 - LABEL
7 - ENGAGEMENT DOWEL & BOOT
8 - CASE
9 - CENTERING ARROWS
10 - ROTOR

The clockspring assembly is secured with two
screws onto the multi-function switch mounting
housing near the top of the steering column behind
the steering wheel (Fig. 17). The clockspring consists
of a flat, round molded plastic case with a stubby tail
that hangs below the steering column (Fig. 18). The
tail contains two connector receptacles that face
toward the instrument panel. Within the plastic case
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, an engagement
dowel with a yellow rubber boot, a short pigtail wire
with connector, and two connector receptacles that
face toward the steering wheel.
The lower surface of the rotor hub has a molded
plastic turn signal cancel cam with two lobes that is
keyed to the rotor and is secured there with four
integral snap features. 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
receptacles that face the instrument panel, while the
inner end of the tape terminates at the pigtail wire
and connector receptacles on the hub of the clockspring rotor that face the steering wheel.

1
2
3
4

LOCKING PIN
CLOCKSPRING CASE
CANCEL CAM
LOWER CONNECTOR RECEPTACLE (2)

Service replacement clocksprings are shipped precentered and with a molded plastic locking pin that
snaps into a receptacle on the rotor and is engaged
between two tabs on the upper surface of the rotor
case. The locking pin secures the centered clockspring rotor to the clockspring case during shipment,
but the locking pin must be removed from the clockspring after it 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 multi-function switch mounting housing near the top of the steering column. The connector receptacles on the tail of the fixed clockspring
case connect the clockspring to the vehicle electrical
system through two take outs with connectors from
the instrument panel wire harness.
The clockspring rotor is movable and is keyed by
an engagement dowel that is molded onto the rotor
hub between two fins that are cast into the lower
surface of the steering wheel armature. A yellow rub-

RESTRAINTS

8O - 19

CLOCKSPRING (Continued)
ber boot is installed over the engagement dowel to
eliminate contact noise between the dowel and the
steering wheel. The two lobes on the turn signal cancel cam 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 yellow sleeved pigtail wires on
the upper surface of the clockspring rotor connect the
clockspring to the driver airbag, while a steering
wheel wire harness connects the two connector receptacles on the upper surface of the clockspring rotor to
the horn switch feed pigtail wire connector and, if
the vehicle is so equipped, to the optional speed control and remote radio switches on the steering wheel.
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 is centered when it is installed on the
steering column. Centering the clockspring indexes
the clockspring tape 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. The clockspring must
be re-centered following completion of this service or
the tape may be damaged.
Service replacement clocksprings are shipped precentered and with a plastic locking pin installed.
This locking pin should not be disengaged until the
clockspring has been installed on the steering column. If the locking pin is removed or damaged 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).

tion 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, with a plastic locking pin
installed (Fig. 19). This locking pin should not be
removed until the clockspring has been installed on
the steering column. If the locking pin is removed
before the clockspring is installed on a steering column, the clockspring centering procedure must be
performed.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.

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 posi-

Fig. 19 Clockspring and Multi-Function Switch
1
2
3
4
5

CLOCKSPRING
LOCATING PIN
SCREW (2)
LOCKING PIN
ENGAGEMENT DOWEL BOOT

8O - 20

RESTRAINTS

CLOCKSPRING (Continued)
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) Rotate the clockspring rotor clockwise to the
end of its travel. Do not apply excessive torque.
(4) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise.
The engagement dowel and yellow rubber boot
should end up at the bottom, and the arrows on the
clockspring rotor and case should be in alignment.
The clockspring is now centered.
(5) The front wheels should still be in the straightahead position. Reinstall the clockspring onto the
steering column. (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - INSTALLATION).

REMOVAL
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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) Disconnect the steering wheel wire harness
connectors from the upper clockspring connector
receptacles.

CAUTION: Be certain that the screws that secure
the steering wheel puller to the steering wheel are
fully engaged in the steering wheel armature without passing through the steering wheel and damaging the clockspring.
(4) Remove the steering wheel from the steering
column. (Refer to 19 - STEERING/COLUMN/STEERING WHEEL - REMOVAL).
(5) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(6) If the vehicle is so equipped, grasp the steering
column tilt knob firmly and pull it straight rearward
to remove it from the tilt adjuster mechanism lever
located on the left side of the column just below the
multi-function switch control stalk.
(7) From below the steering column, remove the
two outboard screws that secure the upper shroud to
the lower shroud.
(8) Using hand pressure, push gently inward on
both sides of the upper shroud near the parting line
between the upper and lower shrouds to release the
snap features that secure it to the lower shroud.
(9) Remove the upper shroud from the lower
shroud.
(10) From below the steering column, remove the
one center screw that secures the lower shroud to the
steering column lock housing.
(11) Remove the lower shroud from the steering
column.
(12) Disconnect the two instrument panel wire
harness connectors for the clockspring from the two
connector receptacles below the steering column on
the back of the clockspring housing.
(13) Remove the two screws that secure the clockspring to the multi-function switch mounting housing
(Fig. 20).
(14) Remove the clockspring from the multi-function switch mounting housing. The clockspring cannot be repaired. It must be replaced if faulty or
damaged, or if the driver airbag has been deployed.
(15) If the removed clockspring is to be reused, be
certain to secure the clockspring rotor to the clockspring case to maintain clockspring centering until it
is reinstalled on the steering column. If clockspring
centering is not maintained, the clockspring must be
centered again before it is reinstalled. (Refer to 8 ELECTRICAL/RESTRAINTS/CLOCKSPRING
STANDARD PROCEDURE - CLOCKSPRING CENTERING).

RESTRAINTS

8O - 21

CLOCKSPRING (Continued)
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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.

Fig. 20 Clockspring and Multi-Function Switch
1
2
3
4
5

CLOCKSPRING
LOCATING PIN
SCREW (2)
LOCKING PIN
ENGAGEMENT DOWEL BOOT

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, with a plastic locking pin
installed. This locking pin should not be removed
until the clockspring has been installed on the steering column. If the locking pin is removed before the
clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.

(1) Carefully slide the centered clockspring down
over the steering column upper shaft until the hole
in the locating tab at the eleven o’clock position on
the clockspring case is engaged over the locating pin
on the multi-function switch mounting housing (Fig.
20).
(2) Install and tighten the two screws that secure
the clockspring to the multi-function switch mounting housing. Tighten the screws to 2 N·m (20 in.
lbs.).
(3) Reconnect the two instrument panel wire harness connectors for the clockspring to the two connector receptacles below the steering column on the back
of the clockspring housing.
(4) Position the lower shroud onto the steering column.
(5) From below the steering column, install and
tighten the one center screw that secures the lower
shroud to the steering column lock housing. Tighten
the screw to 2 N·m (20 in. lbs.).
(6) Position the upper shroud onto the steering column. If the vehicle is equipped with an automatic
transmission, be certain to engage the gearshift lever
gap hider into the openings in the right side of the
upper and lower shrouds.
(7) Align the snap features on the upper shroud
with the receptacles on the lower shroud and apply
hand pressure to snap them together.
(8) From below the steering column, install and
tighten the two screws that secure the upper shroud
to the lower shroud. Tighten the screws to 2 N·m (20
in. lbs.).
(9) If the vehicle is equipped with the optional tilt
steering column, align the steering column tilt knob
with the tilt adjuster mechanism lever located on the
left side of the column just below the multi-function
switch control stalk and, using hand pressure, push
the knob firmly onto the lever.
(10) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(11) If a new clockspring has been installed,
remove the locking pin that is securing the clockspring rotor to the clockspring case to maintain
clockspring centering.

8O - 22

RESTRAINTS

CLOCKSPRING (Continued)
NOTE: When reinstalling the steering wheel, be certain to index the yellow rubber booted engagement
dowel on the upper surface of the clockspring rotor
between the two fins cast into the lower surface of
the steering wheel armature hub.
(12) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEERING WHEEL - INSTALLATION).
(13) Reconnect the steering wheel wire harness
connectors to the upper clockspring connector receptacles. Be certain that the steering wheel wire harness is routed between the steering wheel back trim
cover and the steering wheel armature.
(14) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).

DRIVER AIRBAG
DESCRIPTION

back of the trim cover. The stamped metal airbag
housing is secured by integral tabs that engage slotted locking blocks at the top and bottom of the trim
cover receptacle, an integral metal hook inserted
through a window in the vertical wall of the trim
cover receptacle at each side, and by three aluminum
blind rivets. This combination of fasteners locks the
trim cover securely in place on the airbag housing.
The resistive membrane-type horn switch is
secured with heat stakes to the inside surface of the
driver airbag trim cover, between the trim cover and
the folded airbag cushion. The horn switch ground
pigtail wire has an eyelet terminal connector that is
captured beneath a flanged nut on the upper right
inflator mounting stud on the back of the housing
(Fig. 22). The horn switch feed pigtail wire has a
black, molded plastic insulator that is secured by an
integral retainer in a locator hole near the upper left
corner of the airbag housing and is connected to the
vehicle electrical system through a dedicated take
out of the steering wheel wire harness. Both horn
switch wires are routed through integral routing
slots in the upper locking block of the trim cover
receptacle.

Fig. 21 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER

The color-keyed, injection molded, thermoplastic
driver airbag protective trim cover is the most visible
part of the driver airbag (Fig. 21). The driver airbag
is located in the center of the steering wheel, where
it is secured with two screws to the armature of the
four-spoke steering wheel. All models have a Dodge
Ram logo embossed in the center of the trim cover.
Concealed beneath the driver airbag trim cover are
the horn switch, the folded airbag cushion, the airbag
cushion retainer, the airbag housing, the airbag inflator, and the retainers that secure the inflator to the
airbag housing.
The airbag cushion, housing, and inflator are
secured within an integral receptacle molded into the

Fig. 22 Driver Airbag Housing
1
2
3
4
5

HOUSING
HORN SWITCH FEED WIRE
INFLATOR
TRIM COVER RECEPTACLE
HORN SWITCH GROUND WIRE

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. A 71.1 centimeter (28 inch)
diameter, radial deploying fabric cushion with internal tethers is used. The airbag inflator is a nonazide, pyrotechnic-type unit and is secured by four
flanged hex nuts to four studs on the airbag cushion
retainer ring to the back of the stamped metal airbag
housing. A connector receptacle on the driver airbag

RESTRAINTS

8O - 23

DRIVER AIRBAG (Continued)
inflator connects the inflator initiator to the vehicle
electrical system through a yellow-jacketed, two-wire
pigtail harness of the clockspring.
The driver airbag cannot be repaired, and must be
replaced if deployed or in any way damaged.

deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).

OPERATION
The driver airbag is deployed by electrical signals
generated by the Airbag Control Module (ACM)
through the driver airbag squib circuit to the initiator in the airbag inflator. When the ACM sends the
proper electrical signal to the initiator 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 inert gas. The inflator is sealed to the back of the
airbag housing and a diffuser in the inflator directs
all of the inert gas into the airbag cushion, causing
the cushion to inflate. As the cushion inflates, the
driver airbag trim cover will split at predetermined
breakout lines, then fold back out of the way along
with the horn switch unit. Following an airbag
deployment, the airbag cushion quickly deflates by
venting the inert gas towards the instrument panel
through vent holes within the fabric used to construct the back (steering wheel side) panel of the airbag cushion.
Some of the chemicals used to create the inert gas
may be considered hazardous while in their solid
state before they are burned, but they are securely
sealed within the airbag inflator. Typically, all potentially hazardous chemicals are burned during an airbag deployment event. The inert gas that is produced
when the chemicals are burned is harmless. However, 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 noted, 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 airbag is
faulty or damaged, but not deployed, review the recommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HANDLING
NON-DEPLOYED
SUPPLEMENTAL
RESTRAINTS). If the driver airbag has been

WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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. Wait two minutes for the system capacitor to
discharge before further service.
(2) From the underside of the steering wheel,
remove the two screws that secure the two trim covers or speed control switches to each side of the
driver airbag trim cover.
(3) From the top of the steering wheel, remove the
two trim covers or speed control switches from the
pockets on each side of the driver airbag trim cover
to access the driver airbag mounting screws.
(4) Remove the two screws that secure the driver
airbag to the steering wheel armature (Fig. 23).
(5) Pull the driver airbag away from the steering
wheel far enough to access the two electrical connections at the back of the airbag housing.
(6) Disconnect the steering wheel wire harness
horn switch feed take out connector from the horn
switch feed pigtail wire connector insulator located
on the back of the driver airbag housing.

8O - 24

RESTRAINTS

DRIVER AIRBAG (Continued)
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).

Fig. 23 Driver Airbag Remove/Install
1
2
3
4
5
6

CLOCKSPRING
STEERING WHEEL
HORN SWITCH FEED TAKE OUT
DRIVER AIRBAG
SCREW (2)
CLOCKSPRING PIGTAIL WIRE

CAUTION: Do not pull on the clockspring pigtail
wires or pry on the connector insulator to disengage the connector from the driver airbag inflator
connector receptacle. Improper removal of these
pigtail wires and their connector insulators can
result in damage to the airbag circuits or connector
insulators.
(7) The clockspring driver airbag pigtail wire connector is secured by integral latches to the airbag
inflator connector receptacle, which is located on the
back of the driver airbag housing. Depress the
latches on each side of the connector insulator and
pull the insulator straight out from the airbag inflator to disconnect it from the connector receptacle.
(8) Remove the driver airbag from the steering
wheel.
(9) If the driver airbag has been deployed, the
clockspring must be replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - REMOVAL).

INSTALLATION
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the recommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HANDLING
NON-DEPLOYED
SUPPLEMENTAL
RESTRAINTS). If the driver airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-

WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 AIRBAGS ARE SERVICED WITH TRIM COVERS 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) Position the driver airbag close enough to the
steering wheel to reconnect the two electrical connections at the back of the airbag housing.
(2) When installing the driver airbag, reconnect
the clockspring driver airbag pigtail wire connector
to the airbag inflator connector receptacle by pressing straight in on the connector (Fig. 23). You can be
certain that the connector is fully engaged in its
receptacle by listening carefully for a distinct, audible click as the connector latches snap into place.
(3) Reconnect the steering wheel wire harness
horn switch feed take out connector to the horn
switch feed pigtail wire connector insulator located
on the back of the driver airbag housing.
(4) Carefully position the driver airbag in the
steering wheel. Be certain that the clockspring pigtail wire and the steering wheel wire harness in the

RESTRAINTS

8O - 25

DRIVER AIRBAG (Continued)
steering wheel hub area are not pinched between the
driver airbag and the steering wheel armature.
(5) Install and tighten the two screws that secure
the driver airbag to the steering wheel armature.
Tighten the screws to 14 N·m (120 in. lbs.).
(6) From the top of the steering wheel, position the
two trim covers or speed control switches into the
pockets on each side of the driver airbag trim cover.
(7) From the underside of the steering wheel,
install and tighten the two screws that secure the
two trim covers or speed control switches to each side
of the driver airbag trim cover. Tighten the screws to
2 N·m (15 in. lbs.).
(8) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

the front center seat belt lower anchor latch plate
from the unique black, keyed lower anchor buckle.
Use an ignition key or a small screwdriver to depress
the small white release button on the anchor buckle.
(2) Move the front seat to its most forward position
for easiest access to the front center seat belt and
retractor unit.
(3) Using a trim stick or another suitable wide
flat-bladed tool, gently pry at each side of the front
center seat belt bezel on the cab back trim panel to
release the snap features that secure the bezel to the
panel (Fig. 24).

FRONT CENTER SEAT BELT &
RETRACTOR
REMOVAL
A front center seat belt and retractor is used only
on standard cab models. Quad cab models have a lap
belt in the front center seating position. (Refer to 8 ELECTRICAL/RESTRAINTS/FRONT
CENTER
SEAT BELT BUCKLE - REMOVAL).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Reach between the center of the front seat
cushion and front seat back to access and unbuckle

Fig. 24 Front Center Seat Belt Bezel
1
2
3
4
5

TRIM PANEL
BODY BRACKET
SEAT BELT BRACKET
SEAT BELT
BEZEL

(4) Remove the bezel from the webbing of the front
center seat belt.
(5) Remove the trim from the cab back panel.
(Refer to 23 - BODY/INTERIOR/REAR CAB BACK
PANEL TRIM - REMOVAL).
(6) Remove the two screws that secure the belt
bracket of the front center seat belt to the body
bracket on the upper cab back panel reinforcement
(Fig. 25).
(7) Remove the belt bracket of the front center
seat belt from the body bracket on the upper cab
back panel reinforcement.
(8) Remove the two screws that secure the front
center seat belt retractor bracket to the floor panel
near the base of the cab back panel.

8O - 26

RESTRAINTS

FRONT CENTER SEAT BELT & RETRACTOR (Continued)

Fig. 25 Front Center Seat Belt & Retractor Remove/
Install
1
2
3
4
5
6
7
8

BODY BRACKET
BELT BRACKET
SCREW (2)
SCREW (2)
RETRACTOR
FLOOR PANEL
SEAT BELT
CAB BACK PANEL

(9) Remove the front center seat belt and retractor
unit from the floor panel.

INSTALLATION
A front center seat belt and retractor is used only
on standard cab models. Quad cab models have a lap
belt in the front center seating position. (Refer to 8 ELECTRICAL/RESTRAINTS/FRONT
CENTER
SEAT BELT BUCKLE - INSTALLATION).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR

DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the front center seat belt and retractor
unit to the floor panel at the base of the cab back
panel to the right of center (Fig. 25).
(2) Install and tighten the two screws that secure
the front center seat belt retractor bracket to the
floor panel near the base of the cab back panel.
Tighten the screws to 40 N·m (29 ft. lbs.).
(3) Position the belt bracket of the front center
seat belt to the body bracket on the upper cab back
panel reinforcement.
(4) Install and tighten the two screws that secure
the belt bracket of the front center seat belt to the
body bracket on the upper cab back panel reinforcement. Tighten the screws to 20 N·m (15 ft. lbs.).
(5) Reinstall the trim onto the cab back panel.
(Refer to 23 - BODY/INTERIOR/REAR CAB BACK
PANEL TRIM - INSTALLATION).
(6) Route the webbing of the front center seat belt
through the bezel and position the bezel to the belt
opening near the top of the cab back trim panel (Fig.
24).
(7) Using hand pressure, press firmly and evenly
on each side of the front center seat belt bezel until it
snaps into place on the cab back trim panel.
(8) Move the front seat back to its rearward position.
(9) Reach between the center of the front seat
cushion and front seat back to access and buckle the
front center seat belt lower anchor latch plate to the
unique black, keyed lower anchor buckle.

FRONT CENTER SEAT BELT
REMOVAL
A fixed position front center seat belt buckle is
located on the left side of the front center seat section (20 percent) used on all models. Standard cab
models also have a unique fixed position black, keyed
front center seat belt lower anchor buckle for the
three-point center seat belt lower anchor located on
the right side of the front center seat section. The following procedure also applies to the fixed position
front center seat lap belt located on the right side of
the front center seat section of all quad cab models.
The three-point front center seat belt and retractor
unit is only used on standard cab models. (Refer to 8
- ELECTRICAL/RESTRAINTS/FRONT CENTER
SEAT BELT & RETRACTOR - REMOVAL).

RESTRAINTS

8O - 27

FRONT CENTER SEAT BELT (Continued)
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Move the adjacent right or left front outboard
seat section (40 percent) to its most forward position
for easiest access to the front center seat belt buckle,
lap belt lower anchor, or unique black, keyed front
center seat belt lower anchor buckle (Fig. 26).

Fig. 26 Front Center Seat Belt Remove/Install
1
2
3
4
5
6

FRONT CENTER SEAT BELT
ELASTIC STRAP
CENTER SEAT SUPPORT BRACKET
INBOARD FRONT SEAT TRACK
SCREW
CENTER SEAT SECTION

(2) From behind the front seat, remove the screw
that secures the front center seat belt buckle, lap belt

lower anchor, or unique black, keyed front center
seat belt lower anchor buckle to the center seat support bracket.
(3) From the front of the front seat, reach between
the center seat cushion and the adjacent right or left
front outboard seat cushion to access and remove the
front center seat belt buckle, lap belt unit, or unique
black, keyed front center seat belt lower anchor
buckle through the elastic strap on the side of the
center seat cushion.
(4) Remove the front center seat belt buckle, lap
belt unit, or unique black, keyed front center seat
belt lower anchor buckle from the front seat.

INSTALLATION
A fixed position front center seat belt buckle is
located on the left side of the front center seat section (20 percent) used on all models. Standard cab
models also have a unique fixed position black, keyed
front center seat belt lower anchor buckle for the
three-point center seat belt lower anchor located on
the right side of the front center seat section. The following procedure also applies to the fixed position
front center seat lap belt located on the right side of
the front center seat section of all quad cab models.
The three-point front center seat belt and retractor
unit is only used on standard cab models. (Refer to 8
- ELECTRICAL/RESTRAINTS/FRONT CENTER
SEAT BELT & RETRACTOR - INSTALLATION).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) From the front of the front seat, position the
front center seat belt buckle, lap belt unit, or unique
black, keyed front center seat belt lower anchor

8O - 28

RESTRAINTS

FRONT CENTER SEAT BELT (Continued)
buckle between the center seat cushion and the adjacent right or left front outboard seat cushion.
(2) From the front of the front seat, reach between
the center seat cushion and the adjacent right or left
front outboard seat cushion to route the front center
seat belt buckle, lap belt unit lower anchor, or unique
black, keyed front center seat belt lower anchor
buckle through the elastic strap on the side of the
center seat cushion (Fig. 26).
(3) From behind the front seat, position the front
center seat belt buckle, lap belt lower anchor, or
unique black, keyed front center seat belt lower
anchor buckle to the center seat support bracket.
(4) Install and tighten the screw that secures the
front center seat belt buckle, lap belt lower anchor, or
unique black, keyed front center seat belt lower
anchor buckle to the center seat support bracket.
Tighten the screw to 40 N·m (29 ft. lbs.).
(5) Move the adjacent right or left front outboard
seat section (40 percent) back to its rearward position.

FRONT OUTBOARD SEAT
BELT & RETRACTOR
REMOVAL
REMOVAL - STANDARD CAB
The following procedure is for replacement of a
faulty or damaged front outboard seat belt and
retractor unit, which includes a seat belt tensioner
for this model.(Refer to 8 - ELECTRICAL/RESTRAINTS/SEAT BELT TENSIONER - DESCRIPTION). The only component of this seat belt and
retractor unit that is available for individual service
replacement is the plastic web stop button that prevents the latch plate from falling to the floor while in
the stored position. Refer to the instructions supplied
with the service kit for the proper web stop button
replacement procedures.
The seat belt retractor on the driver’s side of standard cab models only also includes a tension reducer.
(Refer to 8 - ELECTRICAL/RESTRAINTS/TENSION
REDUCER - DESCRIPTION). The seat belt retractor
on the passenger’s side of all models includes a switchable automatic locking mechanism. (Refer to 8 ELECTRICAL/RESTRAINTS/AUTOMATIC
LOCKING RETRACTOR - DESCRIPTION).
If the seat belt or retractor is faulty or damaged,
but the seat belt tensioner is not deployed, review
the recommended procedures for handling non-deployed supplemental restraints. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE
- HANDLING NON-DEPLOYED SUPPLEMENTAL

RESTRAINTS). If the seat belt tensioner has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the front outboard seat belt and
retractor from the vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE SERVICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Move the front seat to its most forward position
for easiest access to the lower seat belt anchor and
the B-pillar trim.
(2) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.

RESTRAINTS

8O - 29

FRONT OUTBOARD SEAT BELT & RETRACTOR (Continued)
(3) Remove the screw that secures the lower seat
belt anchor to the lower inner B-pillar (Fig. 27).

(9) Remove the screw that secures the seat belt
web guide to the inner B-pillar near the belt line.
(10) Remove the seat belt web guide from the
inner B-pillar.
(11) On the driver side only, disconnect the body
wire harness take out and white connector from the
connector receptacle for the seat belt tension reducer
located near the bottom of the retractor.
(12) Disengage the seat belt tensioner pigtail wire
retainer from the hole in the inner B-pillar sheet
metal.
(13) Disconnect the yellow seat belt tensioner pigtail wire connector from the body wire harness take
out and connector for the tensioner.
(14) Remove the screw that secures the lower
retractor bracket to the lower inner B-pillar below
the retractor mounting hole.
(15) Disengage the hooks on the upper retractor
bracket from the slots in the lower inner B-pillar
above the retractor mounting hole.
(16) Remove the front outboard seat belt and
retractor from the retractor mounting hole in the
lower inner B-pillar.

REMOVAL - QUAD CAB
Fig. 27 Front Outboard Seat Belt & Retractor
Remove/Install - Standard Cab
1 - ADJUSTER
2 - UPPER TRIM PANEL
3 - TURNING LOOP
4 - SCREW
5 - TRIM COVER
6 - LOWER TRIM PANEL
7 - LOWER ANCHOR
8 - SCREW
9 - SCREW
10 - RETRACTOR
11 - WIRE HARNESS CONNECTOR
12 - SCREW
13 - WEB GUIDE
14 - B-PILLAR

(4) Remove the lower seat belt anchor from the
lower inner B-pillar.
(5) Unsnap and remove the trim cover from the
front outboard seat belt turning loop to access the
screw that secures the turning loop to the height
adjuster on the upper inner B-pillar. Discard the
removed turning loop trim cover as it is not intended
for reuse.
(6) Remove the screw that secures the seat belt
turning loop to the height adjuster.
(7) Remove the seat belt turning loop from the
height adjuster.
(8) Remove the upper and lower trim from the
inner B-pillar. (Refer to 23 - BODY/INTERIOR/BPILLAR UPPER TRIM - REMOVAL) and (Refer to
23 - BODY/INTERIOR/B-PILLAR LOWER TRIM REMOVAL).

The following procedure is for replacement of a
faulty or damaged front outboard seat belt and
retractor unit, which includes a seat belt tensioner
for this model. (Refer to 8 - ELECTRICAL/RESTRAINTS/SEAT BELT TENSIONER - DESCRIPTION). The only component of this seat belt and
retractor unit that is available for individual service
replacement is the plastic web stop button that prevents the latch plate from falling to the floor while in
the stored position. Refer to the instructions supplied
with the service kit for the proper web stop button
replacement procedures.
The seat belt retractor on the passenger’s side of
all models includes a switchable automatic locking
mechanism. (Refer to 8 - ELECTRICAL/RESTRAINTS/AUTOMATIC LOCKING RETRACTOR DESCRIPTION).
If the seat belt or retractor is faulty or damaged,
but the seat belt tensioner is not deployed, review
the recommended procedures for handling non-deployed supplemental restraints. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE
- HANDLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the seat belt tensioner has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the front outboard seat belt and
retractor from the vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE SERVICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT).

8O - 30

RESTRAINTS

FRONT OUTBOARD SEAT BELT & RETRACTOR (Continued)
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Move the front seat to its most forward position
for easiest access to the lower seat belt anchor and
the B-pillar trim.
(2) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(3) Remove the screw that secures the lower seat
belt anchor to the floor panel near the base of the
inner B-pillar (Fig. 28).
(4) Remove the lower seat belt anchor from the
floor panel near the base of the inner B-pillar.
(5) Unsnap and remove the trim cover from the
front outboard seat belt turning loop to access the
screw that secures the turning loop to the height
adjuster on the upper inner B-pillar. Discard the

Fig. 28 Front Outboard Seat Belt & Retractor
Remove/Install - Quad Cab
1 - ADJUSTER
2 - UPPER TRIM PANEL
3 - B-PILLAR
4 - TURNING LOOP
5 - SCREW
6 - TRIM COVER
7 - SEAT BELT
8 - LOWER TRIM PANEL
9 - SCREW
10 - LOWER ANCHOR
11 - SCREW
12 - RETRACTOR
13 - WIRE HARNESS CONNECTOR
14 - SCREW
15 - WEB GUIDE

removed turning loop trim cover as it is not intended
for reuse.
(6) Remove the screw that secures the seat belt
turning loop to the height adjuster.
(7) Remove the seat belt turning loop from the
height adjuster.
(8) Remove the upper and lower trim from the
inner B-pillar. (Refer to 23 - BODY/INTERIOR/BPILLAR UPPER TRIM - REMOVAL) and (Refer to
23 - BODY/INTERIOR/B-PILLAR LOWER TRIM REMOVAL).
(9) Remove the screw that secures the seat belt
web guide to the inner B-pillar near the belt line.
(10) Remove the seat belt web guide from the
inner B-pillar.

RESTRAINTS

8O - 31

FRONT OUTBOARD SEAT BELT & RETRACTOR (Continued)
(11) Disengage the seat belt tensioner pigtail wire
retainer from the hole in the inner B-pillar sheet
metal.
(12) Disconnect the yellow seat belt tensioner pigtail wire connector from the body wire harness take
out and connector for the tensioner.
(13) Remove the screw that secures the lower
retractor bracket to the lower inner B-pillar below
the retractor mounting hole.
(14) Disengage the hooks on the upper retractor
bracket from the slots in the lower inner B-pillar
above the retractor mounting hole.
(15) Remove the front outboard seat belt and
retractor from the retractor mounting hole in the
lower inner B-pillar.

INSTALLATION
INSTALLATION - STANDARD CAB
The following procedure is for replacement of a
faulty or damaged front outboard seat belt and
retractor unit, which includes a seat belt tensioner
for this model. (Refer to 8 - ELECTRICAL/RESTRAINTS/SEAT BELT TENSIONER - DESCRIPTION). The only component of this seat belt and
retractor unit that is available for individual service
replacement is the plastic web stop button that prevents the latch plate from falling to the floor while in
the stored position. Refer to the instructions supplied
with the service kit for the proper web stop button
replacement procedures.
The seat belt retractor on the driver’s side of standard cab models only also includes a tension reducer.
(Refer to 8 - ELECTRICAL/RESTRAINTS/TENSION
REDUCER - DESCRIPTION). The seat belt retractor
on the passenger’s side of all models includes a switchable automatic locking mechanism. (Refer to 8 ELECTRICAL/RESTRAINTS/AUTOMATIC
LOCKING RETRACTOR - DESCRIPTION).
If the seat belt or retractor is faulty or damaged,
but the seat belt tensioner is not deployed, review
the recommended procedures for handling non-deployed supplemental restraints. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE
- HANDLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the seat belt tensioner has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the front outboard seat belt and
retractor from the vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE SERVICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT

SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the front outboard seat belt and
retractor to the retractor mounting hole in the lower
inner B-pillar (Fig. 27).
(2) Engage the hooks on the upper retractor
bracket into the slots in the lower inner B-pillar
above the retractor mounting hole.
(3) Install and tighten the screw that secures the
lower retractor bracket to the lower inner B-pillar
below the retractor mounting hole. Tighten the screw
to 40 N·m (29 ft. lbs.).
(4) Reconnect the yellow seat belt tensioner pigtail
wire connector to the body wire harness take out and
connector for the tensioner.
(5) Engage the seat belt tensioner pigtail wire
retainer into the hole in the inner B-pillar sheet
metal.
(6) On the driver side only, reconnect the body
wire harness take out and white connector to the

8O - 32

RESTRAINTS

FRONT OUTBOARD SEAT BELT & RETRACTOR (Continued)
seat belt tension reducer connector receptacle near
the bottom of the retractor.
(7) Position the seat belt web guide to its mounting location on the inner B-pillar near the belt line.
(8) Install and tighten the screw that secures the
seat belt web guide to the inner B-pillar. Tighten the
screw to 2 N·m (20 in. lbs.).
(9) Reinstall the upper and lower trim onto the
inner B-pillar. (Refer to 23 - BODY/INTERIOR/BPILLAR UPPER TRIM - INSTALLATION) and
(Refer to 23 - BODY/INTERIOR/B-PILLAR LOWER
TRIM - INSTALLATION).
(10) Position the seat belt turning loop onto the
height adjuster on the upper inner B-pillar.
(11) Install and tighten the screw that secures the
seat belt turning loop to the height adjuster. Tighten
the screw to 40 N·m (29 ft. lbs.).
(12) Engage the lower snap features of the new
trim cover over the front outboard seat belt turning
loop and, using hand pressure, press firmly and
evenly on the top of the trim cover until it snaps into
place.
(13) Position the lower seat belt anchor to the
lower inner B-pillar.
(14) Install and tighten the screw that secures the
lower seat belt anchor to the B-pillar. Tighten the
screw to 40 N·m (29 ft. lbs.).
(15) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).
(16) Move the front seat back to its rearward position.

INSTALLATION - QUAD CAB
The following procedure is for replacement of a
faulty or damaged front outboard seat belt and
retractor unit, which includes a seat belt tensioner
for this model. (Refer to 8 - ELECTRICAL/RESTRAINTS/SEAT BELT TENSIONER - DESCRIPTION). The only component of this seat belt and
retractor unit that is available for individual service
replacement is the plastic web stop button that prevents the latch plate from falling to the floor while in
the stored position. Refer to the instructions supplied
with the service kit for the proper web stop button
replacement procedures.
The seat belt retractor on the passenger’s side of
all models includes a switchable automatic locking
mechanism. (Refer to 8 - ELECTRICAL/RESTRAINTS/AUTOMATIC LOCKING RETRACTOR DESCRIPTION).
If the seat belt or retractor is faulty or damaged,
but the seat belt tensioner is not deployed, review

the recommended procedures for handling non-deployed supplemental restraints. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE
- HANDLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the seat belt tensioner has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the front outboard seat belt and
retractor from the vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE SERVICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the front outboard seat belt and
retractor to the retractor mounting hole in the lower
inner B-pillar (Fig. 28).

RESTRAINTS

8O - 33

FRONT OUTBOARD SEAT BELT & RETRACTOR (Continued)
(2) Engage the hooks on the upper retractor
bracket into the slots in the lower inner B-pillar
above the retractor mounting hole.
(3) Install and tighten the screw that secures the
lower retractor bracket to the lower inner B-pillar
below the retractor mounting hole. Tighten the screw
to 40 N·m (29 ft. lbs.).
(4) Reconnect the yellow seat belt tensioner pigtail
wire connector to the body wire harness take out and
connector for the tensioner.
(5) Engage the seat belt tensioner pigtail wire
retainer into the hole in the inner B-pillar sheet
metal.
(6) Position the seat belt web guide to its mounting location on the inner B-pillar near the belt line.
(7) Install and tighten the screw that secures the
seat belt web guide to the inner B-pillar. Tighten the
screw to 2 N·m (20 in. lbs.).
(8) Reinstall the upper and lower trim onto the
inner B-pillar. (Refer to 23 - BODY/INTERIOR/BPILLAR UPPER TRIM - INSTALLATION) and
(Refer to 23 - BODY/INTERIOR/B-PILLAR LOWER
TRIM - INSTALLATION).
(9) Position the seat belt turning loop onto the
height adjuster on the upper inner B-pillar.
(10) Install and tighten the screw that secures the
seat belt turning loop to the height adjuster. Tighten
the screw to 40 N·m (29 ft. lbs.).
(11) Engage the lower snap features of the new
trim cover over the front outboard seat belt turning
loop and, using hand pressure, press firmly and
evenly on the top of the trim cover until it snaps into
place.
(12) Position the lower seat belt anchor to the floor
panel near the base of the inner B-pillar.
(13) Install and tighten the screw that secures the
lower seat belt anchor to the floor panel near the
base of the inner B-pillar. Tighten the screw to 40
N·m (29 ft. lbs.).
(14) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).
(15) Move the front seat back to its rearward position.

FRONT OUTBOARD SEAT
BELT BUCKLE
REMOVAL
A traveling front outboard seat belt buckle is
located on the inboard side of each front outboard
seat section (40 percent) used on all models. The seat

belt buckle on the driver’s side front seat for all models also includes a seat belt switch. (Refer to 8 ELECTRICAL/RESTRAINTS/SEAT BELT SWITCH DESCRIPTION).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Move the right or left front outboard seat section (40 percent) to its most rearward position and
tilt the seat back forward for easiest access to the
front outboard seat belt buckle lower anchor.
(2) For easiest access to the front outboard seat
belt buckle lower anchor on standard cab models,
also move the outboard seat section (40 percent)
opposite the side from which the buckle is to be
removed to its most forward position and tilt the seat
back forward.
(3) On standard cab models only, remove the stowage tray from the rear floor panel behind the seat.
(Refer to 23 - BODY/INTERIOR/REAR FLOOR
STOWAGE TRAY - REMOVAL).
(4) From behind the front seat on the driver side
only, disconnect the seat belt switch pigtail wire connector from the seat wire harness take out and connector for the switch located below the inboard edge
of the driver side inboard seat track just forward of
the buckle lower anchor (Fig. 29).
(5) From behind the front seat, remove the screw
that secures the front outboard seat belt buckle lower
anchor to the bracket on the inboard seat track.
(6) From the front of the front seat, reach between
the center seat cushion and the adjacent right or left
front outboard seat cushion to access and remove the
front outboard seat belt buckle from the seat.

8O - 34

RESTRAINTS

FRONT OUTBOARD SEAT BELT BUCKLE (Continued)

Fig. 29 Front Outboard Seat Belt Buckle Remove/
Install
1
2
3
4
5

DRIVER SIDE FRONT OUTBOARD SEAT BELT BUCKLE
SEAT CUSHION
PIGTAIL WIRE
INBOARD SEAT TRACK
SCREW

INSTALLATION
A traveling front outboard seat belt buckle is
located on the inboard side of each front outboard
seat section (40 percent) used on all models. The seat
belt buckle on the driver’s side front seat for all models also includes a seat belt switch. (Refer to 8 ELECTRICAL/RESTRAINTS/SEAT BELT SWITCH DESCRIPTION).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT

PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) From the front of the front seat, reach between
the center seat cushion and the adjacent right or left
front outboard seat cushion to position the front outboard seat belt buckle to the seat (Fig. 29).
(2) From behind the front seat, install and tighten
the screw that secures the front outboard seat belt
buckle lower anchor to the bracket on the inboard
seat track. Tighten the screw to 25 N·m (18 ft. lbs.).
(3) From behind the front seat on the driver side
only, reconnect the seat belt switch pigtail wire connector to the seat wire harness take out and connector for the switch located below the inboard edge of
the driver side inboard seat track just forward of the
buckle lower anchor.
(4) On standard cab models only, reinstall the
stowage tray onto the rear floor panel behind the
seat. (Refer to 23 - BODY/INTERIOR/REAR FLOOR
STOWAGE TRAY - INSTALLATION).
(5) On standard cab models, move the outboard
seat section (40 percent) opposite the side from which
the buckle was replaced to its most rearward position
and tilt the seat back to its upright position.

PASSENGER AIRBAG
DESCRIPTION

Fig. 30 Passenger Airbag Door
1 - PASSENGER AIRBAG DOOR
2 - PANEL OUTLET (2)
3 - GLOVE BOX DOOR

The rearward facing surface of the injection
molded, thermoplastic passenger airbag door is the
most visible part of the passenger airbag (Fig. 30).
The passenger airbag door is located above the glove
box opening on the instrument panel in front of the
front seat passenger seating position. The upper and
outboard edges of the airbag door are secured with

RESTRAINTS

8O - 35

PASSENGER AIRBAG (Continued)
seven integral snap features to the instrument panel
base trim, while two screws secure the integral
inboard mounting flange to the base trim, and four
screws secure the lower mounting flange to the upper
glove box opening reinforcement integral to the
instrument panel structural support. The passenger
airbag door includes two air conditioning panel outlets and their housings. Each of the panel outlet
housings feature four snap features that secure them
to the back of the airbag door and two mounting tabs
that are also secured with one screw each to the
upper glove box opening reinforcement.
Located behind the passenger airbag door within
the instrument panel is the passenger airbag unit
(Fig. 31). The passenger airbag housing fits into a
molded receptacle on the back of the airbag door,
where six stamped hook formations on the upper and
lower edges of the airbag housing are engaged in six
small window openings on the upper and lower
flanges of the receptacle to secure the airbag door to
the airbag housing. The inboard airbag door fasteners and mounting flange are concealed beneath the
instrument panel center bezel, while the lower fasteners and mounting flange are concealed beneath
the instrument panel lower surround. The passenger
airbag unit is secured by four screws through four
brackets (two front and two rear) that are integral to
the base of the airbag housing to the instrument
panel structural support.

Fig. 31 Passenger Airbag Unit
1
2
3
4
5
6
7
8

DOOR
PANEL OUTLET HOUSING (2)
SNAP FEATURE (7)
REAR BRACKET (2)
PIGTAIL WIRE CONNECTOR
INFLATOR
FRONT BRACKET (2)
HOUSING

The passenger airbag unit 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 unit consists of a stamped and welded metal
housing, the airbag cushion, the airbag inflator, and
a stamped metal airbag and inflator retainer plate
that is secured to the airbag housing with six studs
and nuts. The airbag housing contains the airbag
inflator and the folded airbag cushion. An approximately 80 centimeter (31.5 inch) wide by 90 centimeter (35.5 inch) high rectangular fabric cushion is
used. The airbag inflator is a non-azide, pyrotechnictype unit that is secured to and sealed within the airbag housing. The inflator initiator is connected to the
vehicle electrical system through a dedicated take
out and connector of the instrument panel wire harness.
The passenger airbag includes the airbag door and
the two panel outlet housings. This unit cannot be
repaired, and must be replaced if deployed, faulty, or
in any way damaged.

OPERATION
The passenger airbag is deployed by an electrical
signal generated by the Airbag Control Module
(ACM) through the passenger airbag squib circuits to
the initiator in the airbag inflator. The hybrid-type
inflator assembly includes a small canister of highly
compressed inert gas. When the ACM sends the
proper electrical signal to the airbag inflator, the initiator converts the electrical energy into chemical
energy. This chemical energy produces the pressure
necessary to rupture a burst disk in the inert gas
canister.
The inflator is sealed to the airbag cushion so that
all of the released inert gas is directed into the airbag cushion, causing the cushion to inflate. As the
cushion inflates, the passenger airbag door will split
at predetermined tear seam lines concealed on the
inside surface of the door, then the door will pivot up
over the top of the instrument panel and out of the
way. Following a passenger airbag deployment, the
airbag cushion quickly deflates by venting the inert
gas through vent holes within the fabric used to construct the back (instrument panel side) of the airbag
cushion.

REMOVAL
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the airbag is
faulty or damaged, but not deployed, review the recommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HANDLING
NON-DEPLOYED
SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment

8O - 36

RESTRAINTS

PASSENGER AIRBAG (Continued)
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the lower surround from the instrument panel. (Refer to 23 - BODY/INSTRUMENT
PANEL/LOWER SURROUND - REMOVAL).
(3) Remove the two screws that secure the mounting tabs of the two panel outlet housings to the
upper glove box opening reinforcement (Fig. 32).

Fig. 32 Passenger Airbag Door Screws
1
2
3
4

PASSENGER AIRBAG DOOR
PANEL OUTLET SCREW (2)
GLOVE BOX OPENING UPPER REINFORCEMENT
DOOR SCREW (6)

(4) Remove the six screws that secure the inboard
and lower flanges of the passenger airbag door to the
instrument panel.
(5) Reach through and above the glove box opening
to access and remove the two screws that secure the
passenger airbag rear brackets to the upper glove
box opening reinforcement (Fig. 33).

Fig. 33 Passenger Airbag Remove/Install
1
2
3
4

PASSENGER AIRBAG DOOR
UPPER GLOVE BOX OPENING REINFORCEMENT
FRONT BRACKET SCREW (2)
REAR BRACKET SCREW (2)

(6) Reach through and above the glove box opening
to access and remove the two screws that secure the
passenger airbag front brackets to the instrument
panel structural support.
(7) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the upper and outboard
edges of the passenger airbag door away from the
instrument panel far enough to disengage the seven
snap features on the door from the receptacles in the
instrument panel base trim (Fig. 34).

Fig. 34 Passenger Airbag Door Disengage
1 - TRIM STICK
2 - PASSENGER AIRBAG DOOR
3 - INSTRUMENT PANEL

(8) Pull the passenger airbag housing and door
unit straight back from the instrument panel far
enough to access the instrument panel wire harness

RESTRAINTS

8O - 37

PASSENGER AIRBAG (Continued)
take out and connector for the airbag inflator located
on the inboard side of the housing.
(9) Disconnect the instrument panel wire harness
connector for the passenger airbag from the connector receptacle on the airbag inflator.
(10) Remove the passenger airbag and airbag door
from the instrument panel as a unit.

INSTALLATION
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the airbag is
faulty or damaged, but not deployed, review the recommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HANDLING
NON-DEPLOYED
SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 UNITS ARE SERVICED WITH DOORS 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 position the passenger airbag and
airbag door to the instrument panel as a unit.
(2) Reconnect the instrument panel wire harness
connector for the passenger airbag to the connector
receptacle on the airbag inflator. Be certain that the
connector latches are fully engaged.
(3) Position the passenger airbag housing and door
unit into the instrument panel.
(4) Using hand pressure, press firmly and evenly
over each of the seven snap features on the upper
and outboard edges of the passenger airbag door
until they snap into their receptacles in the instrument panel base trim.
(5) Reach through and above the glove box opening
to install and tighten the two screws that secure the
passenger airbag front brackets to the instrument
panel structural support (Fig. 33). Tighten the screws
to 6 N·m (55 in. lbs.).
(6) Reach through and above the glove box opening
to install and tighten the two screws that secure the
passenger airbag rear brackets to the upper glove
box opening reinforcement. Tighten the screws to 6
N·m (55 in. lbs.).
(7) Install and tighten the six screws that secure
the inboard and lower flanges of the passenger airbag door to the instrument panel (Fig. 32). Tighten
the screws to 2 N·m (20 in. lbs.).
(8) Install and tighten the two screws that secure
the mounting tabs of the two panel outlet housings to
the upper glove box opening reinforcement. Tighten
the screws to 2 N·m (20 in. lbs.).
(9) Reinstall the lower surround onto the instrument panel. (Refer to 23 - BODY/INSTRUMENT
PANEL/LOWER SURROUND - INSTALLATION).
(10) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

8O - 38

RESTRAINTS

PASSENGER AIRBAG ON/OFF
SWITCH
DESCRIPTION

connects the switch to the vehicle electrical system
through a dedicated take out and connector of the
instrument panel wire harness. The molded plastic
harness connector insulator is 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

Fig. 35 Passenger Airbag On/Off Switch
1
2
3
4

SWITCH
FACE PLATE
OFF INDICATOR
KEY CYLINDER ACTUATOR

The passenger airbag on/off switch is standard
equipment on all standard cab versions of this model
when they are equipped with the dual front airbag
system (Fig. 35). This switch is a two-position, resistor multiplexed switch with a single integral red
Light-Emitting Diode (LED), and a non-coded key
cylinder-type actuator. The switch is located in the
lower right corner of instrument panel center bezel,
near the center of instrument panel to make the Off
indicator visible to all front seat occupants. When the
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, and the key cylinder actuator. The 9Off9 position
of the switch is illuminated when this switch position
is selected, while 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 center 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 center bezel
with three additional screws. A molded plastic connector receptacle on the back of the switch housing

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 and the ignition switch is
in the On position.
The ignition key is the only key or object that
should ever be inserted into the key cylinder actuator
of 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 airbag on/off
switch, insert the ignition key into the switch key
actuator far enough to fully depress the plunger, then
rotate the actuator 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), 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 connects one of
two internal resistors in series between the passenger airbag mux switch sense and passenger airbag
mux switch return circuits of the Airbag Control
Module (ACM). The ACM continually monitors the
resistance in these circuits to determine the switch
position that has been selected. When the switch is
in the Off position, the ACM provides a ground input
to the switch through the passenger airbag indicator
driver circuit, which energizes the Light-Emitting
Diode (LED) that illuminates the Off indicator of the
switch.
The ACM will also illuminate the Off indicator of
the switch for about seven seconds each time the
ignition switch is turned to the On position as a bulb
test. The ACM will store a Diagnostic Trouble Code
(DTC) for any fault it detects in the passenger airbag

RESTRAINTS

8O - 39

PASSENGER AIRBAG ON/OFF SWITCH (Continued)
on/off switch or Off indicator circuits, and will illuminate the airbag indicator in the instrument cluster if
a fault is detected. For proper diagnosis of the passenger airbag on/off switch or the ACM, a DRBIIIt
scan tool is required. Refer to the appropriate diagnostic information.

REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the center bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - REMOVAL).
(3) From the back of the center bezel, remove the
three screws that secure the passenger airbag on/off
switch and face plate unit to the back of the bezel
(Fig. 36).
(4) Remove the passenger airbag on/off switch and
face plate from the center bezel as a unit.

Fig. 36 Passenger Airbag On/Off Switch Remove/
Install
1 - CENTER BEZEL
2 - SCREW (3)
3 - SWITCH & PLATE UNIT

RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the passenger airbag on/off switch and
face plate unit to the back of the center bezel (Fig.
36).
(2) Install and tighten the three screws that secure
the passenger airbag on/off switch face plate to the
back of the center bezel. Tighten the screws to 2 N·m
(17 in. lbs.).
(3) Reinstall the center bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - INSTALLATION).
(4) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

REAR CENTER SEAT BELT &
RETRACTOR
REMOVAL
The rear center seat belt retractor is secured with
a single screw to a mounting bracket that includes
the unique black, keyed center seat belt lower anchor
buckle and the right outboard occupant buckle, but
can be removed from the mounting bracket and is
serviced separately from the two buckles. The center
anchor buckle and the right outboard occupant
buckle are serviced as a unit with their mounting
bracket. (Refer to 8 - ELECTRICAL/RESTRAINTS/

8O - 40

RESTRAINTS

REAR CENTER SEAT BELT & RETRACTOR (Continued)
REAR SEAT BELT BUCKLE - REMOVAL - CENTER ANCHOR & RIGHT OUTBOARD).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Reach between the rear seat cushion and the
rear seat back to access and unbuckle the center seat
belt lower anchor latch plate from the unique black,
keyed lower anchor buckle. Use an ignition key or a
small screwdriver to depress the small white release
button on the anchor buckle.
(2) Remove the rear seat from the vehicle. On
models with the optional 60/40 split rear bench, only
the 60 percent section (right side) of the rear seat
must be removed. (Refer to 23 - BODY/SEATS/SEAT
- REAR - REMOVAL).
(3) Lift upward on the forward edge of the rear
center seat belt bezel at the top of the cab back panel
to release the snap features that secure the bezel to
the belt bracket (Fig. 37).
(4) Remove the bezel from the webbing of the rear
center seat belt.
(5) Lift the rear center seat belt cover off of the
belt bracket at the top of the cab back panel and
remove the cover from the webbing of the rear center
seat belt.
(6) Remove the two screws that secure the belt
bracket of the rear center seat belt to the body
bracket on the upper cab back panel reinforcement.
(7) Remove the belt bracket of the rear center seat
belt from the body bracket.
(8) Remove the screw that secures the rear center
seat belt retractor to the center anchor/right outboard occupant buckle and mounting bracket unit on
the rear floor panel near the cab back panel (Fig. 38).

Fig. 37 Rear Center Seat Belt & Retractor Remove/
Install
1 - CAB BACK PANEL
2 - CENTER SEAT BELT
3 - BEZEL
4 - COVER
5 - BELT BRACKET
6 - SCREW (2)
7 - BODY BRACKET
8 - RETRACTOR
9 - SCREW (2)
10 - CENTER ANCHOR/RIGHT OUTBOARD OCCUPANT BUCKLE
& BRACKET UNIT
11 - REAR FLOOR PANEL
12 - LOWER ANCHOR LATCH PLATE

(9) Remove the rear center seat belt retractor from
the center anchor/right outboard occupant buckle and
mounting bracket unit.
(10) Remove the rear center seat belt and retractor
unit from the vehicle.

INSTALLATION
The rear center seat belt retractor is secured with
a single screw to a mounting bracket that includes
the unique black, keyed center seat belt lower anchor
buckle and the right outboard occupant buckle, but
can be removed from the mounting bracket and is
serviced separately from the two buckles. The center
anchor buckle and the right outboard occupant
buckle are serviced as a unit with their mounting
bracket. (Refer to 8 - ELECTRICAL/RESTRAINTS/
REAR SEAT BELT BUCKLE - INSTALLATION CENTER ANCHOR & RIGHT OUTBOARD).

RESTRAINTS

8O - 41

REAR CENTER SEAT BELT & RETRACTOR (Continued)

Fig. 38 Rear Center Retractor & Mounting Bracket
1
2
3
4
5
6

RIGHT OUTBOARD OCCUPANT BUCKLE
REAR CENTER SEAT BELT
REAR CENTER SEAT BELT RETRACTOR
MOUNTING BRACKET
CENTER ANCHOR BUCKLE
SCREW (1)

(1) Position the rear center seat belt and retractor
unit onto the center anchor/right outboard occupant
buckle and mounting bracket unit on the rear floor
panel near the base of the cab back panel (Fig. 38).
(2) Install and tighten the screw that secures the
rear center seat belt retractor bracket to the center
anchor/right outboard occupant buckle and mounting
bracket unit. Tighten the screw to 40 N·m (29 ft.
lbs.).
(3) Position the belt bracket of the rear center seat
belt onto the body bracket on the upper cab back
panel reinforcement (Fig. 37).
(4) Install and tighten the two screws that secure
the belt bracket of the rear center seat belt to the
body bracket. Tighten the screws to 20 N·m (15 ft.
lbs.).
(5) Lift the webbing of the rear center seat belt
and slide the cover over the belt bracket at the top of
the cab back panel until it is fully seated.
(6) Route the rear center seat belt bezel over the
webbing of the rear center seat belt.
(7) Position the rear center seat belt bezel over the
cover and belt bracket at the top of the cab back
panel and engage the rearward snap features of the
bezel with the belt bracket. Using hand pressure,
press firmly and evenly downward on the front of the
bezel until it snaps into place over the cover and belt
bracket.
(8) Reinstall the rear seat into the vehicle. On
models with the optional 60/40 split rear bench, only
the 60 percent section (right side) of the rear seat
must be reinstalled. (Refer to 23 - BODY/SEATS/
SEAT - REAR - INSTALLATION).
(9) Reach between the rear seat cushion and the
rear seat back to buckle the rear center seat belt
lower anchor latch plate to the unique black, keyed
lower anchor buckle.

REAR OUTBOARD SEAT BELT
& RETRACTOR
REMOVAL
The only component of this seat belt and retractor
unit that is available for individual service replacement is the plastic web stop button that prevents the
latch plate from falling to the floor while in the
stored position. Refer to the instructions supplied
with the service kit for the proper web stop button
replacement procedures.

8O - 42

RESTRAINTS

REAR OUTBOARD SEAT BELT & RETRACTOR (Continued)
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Remove the rear seat from the vehicle. (Refer
to 23 - BODY/SEATS/SEAT - REAR - REMOVAL).
(2) Remove the screw that secures the lower seat
belt anchor to the base of the inner C-pillar (Fig. 39).
(3) Remove the lower seat belt anchor from the
base of the inner C-pillar.
(4) Unsnap and remove the trim cover from the
rear outboard seat belt turning loop to access the
screw that secures the turning loop to the upper
inner C-pillar. Discard the removed turning loop trim
cover as it is not intended for reuse.
(5) Remove the screw that secures the seat belt
turning loop to the C-pillar.
(6) Remove the seat belt turning loop from the
upper inner C-pillar.
(7) Remove the upper and lower trim from the
inner C-pillar. (Refer to 23 - BODY/INTERIOR/CPILLAR UPPER TRIM - REMOVAL) and (Refer to
23 - BODY/INTERIOR/C-PILLAR LOWER TRIM REMOVAL).
(8) Remove the screw that secures the seat belt
web guide to the inner C-pillar near the belt line.
(9) Remove the seat belt web guide from the inner
C-pillar.
(10) Remove the screw that secures the lower
retractor bracket to the lower inner C-pillar below
the retractor mounting hole.

Fig. 39 Rear Outboard Seat Belt & Retractor
Remove/Install
1 - C-PILLAR
2 - TRIM PANEL
3 - TURNING LOOP
4 - SCREW
5 - TRIM COVER
6 - SEAT BELT
7 - SCREW
8 - LOWER ANCHOR
9 - SCREW
10 - SCREW
11 - RETRACTOR
12 - WEB GUIDE

(11) Disengage the hook on the upper retractor
bracket from the slot in the lower inner C-pillar
above the retractor mounting hole.
(12) Remove the rear outboard seat belt and
retractor from the retractor mounting hole in the
lower inner C-pillar.

INSTALLATION
The only component of this seat belt and retractor
unit that is available for individual service replacement is the plastic web stop button that prevents the
latch plate from falling to the floor while in the
stored position. Refer to the instructions supplied
with the service kit for the proper web stop button
replacement procedures.

RESTRAINTS

8O - 43

REAR OUTBOARD SEAT BELT & RETRACTOR (Continued)
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the rear outboard seat belt and retractor to the retractor mounting hole in the lower inner
C-pillar (Fig. 39).
(2) Engage the hook on the upper retractor bracket
into the slot in the lower inner C-pillar above the
retractor mounting hole.
(3) Install and tighten the screw that secures the
lower retractor bracket to the lower inner C-pillar
below the retractor mounting hole. Tighten the screw
to 40 N·m (29 ft. lbs.).
(4) Position the seat belt web guide to the inner
C-pillar near the belt line.
(5) Install and tighten the screw that secures the
seat belt web guide to the inner C-pillar. Tighten the
screw to 2 N·m (20 in. lbs.).
(6) Reinstall the upper and lower trim onto the
inner C-pillar. (Refer to 23 - BODY/INTERIOR/CPILLAR UPPER TRIM - INSTALLATION) and
(Refer to 23 - BODY/INTERIOR/C-PILLAR LOWER
TRIM - INSTALLATION).
(7) Position the seat belt turning loop onto the
upper inner C-pillar.
(8) Install and tighten the screw that secures the
seat belt turning loop to the C-pillar. Tighten the
screw to 40 N·m (29 ft. lbs.).
(9) Engage the lower snap features of the new trim
cover over the rear outboard seat belt turning loop
and, using hand pressure, press firmly and evenly on
the top of the trim cover until it snaps into place.
(10) Position the lower seat belt anchor to the base
of the inner C-pillar.
(11) Install and tighten the screw that secures the
lower seat belt anchor to the base of the inner C-pillar. Tighten the screw to 40 N·m (29 ft. lbs.).

(12) Reinstall the rear seat into the vehicle. (Refer
to 23 - BODY/SEATS/SEAT - REAR - INSTALLATION).

REAR SEAT BELT BUCKLE
REMOVAL
REMOVAL - CENTER & LEFT OUTBOARD
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Lift up the rear seat cushion into its stowed
position against the rear seat back.
(2) Remove the screw that secures either the center or the left outboard occupant buckle unit to the
rear floor panel near the base of the cab back panel
(Fig. 40). On models with the optional 60/40 split
rear bench, the screw that secures the buckle unit
also secures one of the rear seat mounting brackets
to the rear floor panel.
(3) Remove the center or the left outboard occupant buckle unit from the rear floor panel or from
the rear seat mounting bracket.

REMOVAL - CENTER ANCHOR & RIGHT
OUTBOARD
The unique black, keyed center seat belt lower
anchor buckle and the right outboard occupant
buckle are serviced as a unit with their mounting
bracket. The rear center seat belt retractor is also
secured to the mounting bracket with these two
buckles, but can be removed from the mounting
bracket and is serviced separately from the two buck-

8O - 44

RESTRAINTS

REAR SEAT BELT BUCKLE (Continued)
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Reach between the rear seat cushion and the
rear seat back to access and unbuckle the rear center
seat belt lower anchor latch plate from the unique
black, keyed lower anchor buckle. Use an ignition
key or a small screwdriver to depress the small white
release button on the anchor buckle.
(2) Remove the rear seat from the vehicle. On
models with the optional 60/40 split rear bench, only
the 60 percent section (right side) of the rear seat
must be removed. (Refer to 23 - BODY/SEATS/SEAT
- REAR - REMOVAL).
(3) Remove the screw that secures the rear center
seat belt retractor to the center anchor/right outboard occupant buckle and mounting bracket unit on
the rear floor panel near the cab back panel (Fig. 41).

Fig. 40 Rear Seat Belt Buckle Remove/Install
1 - CAB BACK PANEL
2 - CENTER SEAT BELT RETRACTOR
3 - SCREW (4)
4 - LEFT OUTBOARD OCCUPANT BUCKLE UNIT
5 - CENTER OCCUPANT BUCKLE UNIT
6 - CENTER ANCHOR/RIGHT OUTBOARD OCCUPANT BUCKLE
& BRACKET UNIT
7 - REAR FLOOR PANEL

les. (Refer to 8 - ELECTRICAL/RESTRAINTS/REAR
CENTER SEAT BELT & RETRACTOR - REMOVAL).
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT

Fig. 41 Rear Center Retractor & Mounting Bracket
1
2
3
4
5
6

RIGHT OUTBOARD OCCUPANT BUCKLE
REAR CENTER SEAT BELT
REAR CENTER SEAT BELT RETRACTOR
MOUNTING BRACKET
CENTER ANCHOR BUCKLE
SCREW (1)

(4) Remove the rear center seat belt retractor from
the center anchor/right outboard occupant buckle and
mounting bracket unit.
(5) Remove the two screws that secure the center
anchor/right outboard occupant buckle and mounting
bracket unit to the rear floor panel near the base of
the cab back panel (Fig. 42).

RESTRAINTS

8O - 45

REAR SEAT BELT BUCKLE (Continued)

Fig. 42 Rear Seat Belt Buckle Remove/Install
1 - CAB BACK PANEL
2 - CENTER SEAT BELT RETRACTOR
3 - SCREW (4)
4 - LEFT OUTBOARD OCCUPANT BUCKLE UNIT
5 - CENTER OCCUPANT BUCKLE UNIT
6 - CENTER ANCHOR/RIGHT OUTBOARD OCCUPANT BUCKLE
& BRACKET UNIT
7 - REAR FLOOR PANEL

(6) Remove the center anchor/right outboard occupant buckle and mounting bracket unit from the rear
floor panel.

INSTALLATION
INSTALLATION - CENTER & LEFT OUTBOARD
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER

STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the center or the left outboard occupant buckle unit onto the rear floor panel or onto the
rear seat mounting bracket near the base of the cab
back panel (Fig. 40). On models with the optional
60/40 split rear bench, the screw that secures the
buckle unit also secures one of the rear seat mounting brackets to the rear floor panel.
(2) Install and tighten the screw that secures the
center or the left outboard occupant buckle unit to
the rear floor panel. Tighten the screw to 40 N·m (29
ft. lbs.).
(3) Lower the rear seat cushion back to its normal
seating position.

INSTALLATION - CENTER ANCHOR & RIGHT
OUTBOARD
The unique black, keyed center seat belt lower
anchor buckle and the right outboard occupant
buckle are serviced as a unit with their mounting
bracket. The rear center seat belt retractor is also
secured to the mounting bracket with these two
buckles, but can be removed from the mounting
bracket and is serviced separately from the two buckles. (Refer to 8 - ELECTRICAL/RESTRAINTS/REAR
CENTER SEAT BELT & RETRACTOR - INSTALLATION).

8O - 46

RESTRAINTS

REAR SEAT BELT BUCKLE (Continued)
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the center anchor/right outboard occupant buckle and mounting bracket unit onto the rear
floor panel near the base of the cab back panel (Fig.
42).
(2) Install and tighten the two screws that secure
the center anchor/right outboard occupant buckle and
mounting bracket unit to the rear floor panel.
Tighten the screws to 40 N·m (29 ft. lbs.).
(3) Position the rear center seat belt retractor onto
the center anchor/right outboard occupant buckle and
mounting bracket unit (Fig. 41).
(4) Install and tighten the screw that secures the
rear center seat belt retractor to the center anchor/
right outboard occupant buckle and mounting bracket
unit. Tighten the screw to 40 N·m (29 ft. lbs.).
(5) Reinstall the rear seat into the vehicle. On
models with the optional 60/40 split rear bench, only
the 60 percent section (right side) of the rear seat
must be reinstalled. (Refer to 23 - BODY/SEATS/
SEAT - REAR - INSTALLATION).
(6) Reach between the rear seat cushion and the
rear seat back to access and buckle the rear center
seat belt lower anchor latch plate to the unique
black, keyed lower anchor buckle.

SEAT BELT SWITCH
DESCRIPTION
The seat belt switch is a small, normally open, 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
side front seat belt buckle-half, located on the

Fig. 43 Seat Belt Switch
1
2
3
4
5

DRIVER SIDE FRONT OUTBOARD SEAT BELT BUCKLE
SEAT CUSHION
PIGTAIL WIRE
INBOARD SEAT TRACK
SCREW

inboard side of the driver side front seat track (Fig.
43). 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 seat wire harness routed beneath the driver side
front seat cushion in the passenger compartment.
The seat belt switch cannot be adjusted or repaired
and, if faulty or damaged, the entire driver side front
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
ElectroMechanical Instrument Cluster (EMIC). When
the driver side front seat belt tip-half is inserted into
the seat belt buckle, the switch closes the path to
ground; and, when the driver side front seat belt tiphalf is removed from the seat belt buckle, the switch
opens the ground path. The switch is actuated by the
latch mechanism within the seat belt buckle.
The seat belt switch is connected in series between
ground and the seat belt switch sense input of the
instrument cluster. The seat belt switch receives
ground at all times through its pigtail wire connection to the seat wire harness from a take out of the
body wire harness. An eyelet terminal connector on
the body wire harness ground take out is secured
beneath a ground screw on the left cowl side inner
panel, beneath the instrument panel. The seat belt
switch may de diagnosed using conventional diagnostic tools and methods.

RESTRAINTS

8O - 47

SEAT BELT SWITCH (Continued)

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 SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 seat belt switch pigtail wire
connector from the seat wire harness connector for
the seat belt switch on the inboard side of the driver
side front seat forward of the seat belt buckle-half
anchor. Check for continuity between the seat belt
switch sense circuit and the ground circuit cavities of
the seat belt switch pigtail wire connector. There
should be continuity with the seat belt buckled, and
no continuity with the seat belt unbuckled. If OK, go
to Step 2. If not OK, replace the faulty front seat belt
buckle-half assembly.
(2) Check for continuity between the ground circuit cavity in the seat 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) as required.
(3) Remove the instrument cluster from the instrument panel. Check for continuity between the seat
belt switch sense circuit cavity of the seat wire harness connector for the seat belt switch 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 between the seat belt switch and the
instrument cluster as required.
(4) Check for continuity between the seat belt
switch sense circuit cavities of the seat 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, test and replace the faulty instrument cluster as
required. (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 TENSIONER
DESCRIPTION

Fig. 44 Seat Belt Tensioner
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
7 - RETRACTOR LOCKING MECHANISM COVER

Front outboard seating position seat belt tensioners supplement the driver and passenger airbags for
all versions of this model (Fig. 44). The seat belt tensioner is integral to the front outboard seat belt and
retractor unit, which is secured to the inner B-pillar
on the right and left sides of the vehicle. The retractor is concealed beneath the molded plastic inner
B-pillar trim. The seat belt tensioner consists primarily of a die cast aluminum tensioner housing or
chamber, a mechanical clutch unit, a tape-like metal
strip, a pair of cutters, a pyrotechnically activated
gas generator, and a short pigtail wire. All of these
components are located on one side of the retractor
spool on the outside of the retractor housing. The
seat belt tensioner is controlled by the Airbag Control
Module (ACM) and is connected to the vehicle electrical system through a dedicated take out of the
body wire harness by a keyed and latching molded
plastic connector insulator to ensure a secure connection.

8O - 48

RESTRAINTS

SEAT BELT TENSIONER (Continued)
The seat belt tensioner cannot be repaired and, if
faulty or damaged, the entire outboard front seat belt
and retractor unit must be replaced. If the front airbags have been deployed, the seat belt tensioners
have also been deployed. The seat belt tensioner is
not intended for reuse and must be replaced following a deployment. A locked retractor that will not
allow the seat belt webbing to be retracted or
extracted is a sure indication that the seat belt tensioner has been deployed and requires replacement.
(Refer to 8 - ELECTRICAL/RESTRAINTS/FRONT
OUTBOARD SEAT BELT & RETRACTOR - REMOVAL).

illuminate the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) and store a
Diagnostic Trouble Code (DTC) for any fault that is
detected. For proper diagnosis of the seat belt tensioners, a DRBIIIt scan tool is required. Refer to the
appropriate diagnostic information.

SEAT BELT TENSION
REDUCER
DESCRIPTION

OPERATION
The seat belt tensioners are deployed by a signal
generated by the Airbag Control Module (ACM)
through the driver and passenger seat belt tensioner
line 1 and line 2 (or squib) circuits. When the ACM
sends the proper electrical signal to the tensioners,
the electrical energy generates enough heat to initiate a small pyrotechnic gas generator. The gas generator is installed at the top of the tensioner housing
which contains a long metal tape that is routed
through two chambers within the housing. Each end
of the tape is wound around the outer sleeve of a
mechanical clutch mechanism secured to one end of
the torsion bar upon which the retractor spool is
secured. As the gas expands, it is directed against
the metal tape within the two chambers of the housing causing the tape to unwind from the clutch
sleeve. As the clutch rotates it engages the torsion
bar, which drives the seat belt retractor spool causing
the slack to be removed from the seat belt.
Once a seat belt tensioning sequence has been
completed, the forward momentum of the occupant
results in deformation of the torsion bar. As the torsion bar deforms it allows the seat belt webbing to
unwind from the retractor spool, which causes the
metal tape to be wound back onto the clutch sleeve
until it is pulled tight against two cutter blades
within the housing, which immediately cut the metal
tape.
Removing excess slack from the seat belt not only
keeps the occupant properly positioned for an airbag
deployment following a frontal impact of the vehicle,
but also helps to reduce injuries that the occupant
might experience in these situations as a result of a
harmful contact with the steering wheel, steering column, instrument panel and/or windshield. The torsion bar is designed to deform in order to control the
loading being applied to the occupant by the seat belt
during a frontal impact, further reducing the potential for occupant injuries.
The ACM monitors the condition of the seat belt
tensioners through circuit resistance. The ACM will

Fig. 45 Seat Belt Tension Reducer
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE

A seat belt tension reducer is standard equipment
for the driver side front outboard seat belt on standard cab versions of this model (Fig. 45). The tension
reducer is integral to the driver side front outboard
seat belt and retractor unit, which is secured to the
inner B-pillar on the left side of the vehicle. The
retractor is concealed beneath the molded plastic
inner B-pillar trim. The seat belt tension reducer
consists primarily of a 12-volt Direct Current (DC)
solenoid and an integral connector receptacle that is
located on the forward facing end housing of the
retractor. The seat belt tension reducer is controlled
by a battery current output of the ignition switch and
a ground path provided by the seat belt switch, and
is connected to the vehicle electrical system through
a dedicated take out of the body wire harness by a
keyed and latching molded plastic connector insulator to ensure a secure connection.
The seat belt tension reducer cannot be repaired
and, if faulty or damaged, the entire driver side front

RESTRAINTS

8O - 49

SEAT BELT TENSION REDUCER (Continued)
outboard seat belt and retractor unit must be
replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/
FRONT OUTBOARD SEAT BELT & RETRACTOR REMOVAL).

OPERATION
The seat belt tension reducer is controlled by a
ground signal received from the seat belt switch on
the seat belt switch sense circuit and a battery current signal received from the ignition switch on the
fused ignition switch output (run-accessory) circuit.
When the seat belt switch is closed (the driver side
front seat belt is fastened) and the ignition switch is
in the On or Accessory positions, the seat belt tension
reducer solenoid is energized. When the solenoid is
energized, it actuates a mechanism within the driver
side front outboard seat belt retractor to reduce the
normal recoil spring tension exerted by the retractor
spool, which is designed to reel in the seat belt webbing onto the spool. When the driver side seat belt is
unbuckled or if the ignition switch is turned to any
position except On or Accessory, the tension reducer
solenoid is de-energized and the normal recoil spring
tension of the retractor is restored.
The action of the seat belt tension reducer results
in improved seat belt comfort for the driver. Reducing
the seat belt retractor recoil spring tension is desirable on standard cab models of this vehicle and not
on the quad cab model due to the different mounting
position required for the seat belt turning loop on the
B-pillar relative to the driver’s seat position on the
standard cab model. The seat belt tension reducer
may be diagnosed using conventional diagnostic tools
and methods.

DIAGNOSIS AND TESTING - SEAT BELT
TENSION REDUCER
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 SUPPLEMENTAL RESTRAINT

SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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 tension reducer from the tension
reducer connector receptacle on the driver side front
outboard seat belt and retractor unit. Using an ohmmeter, measure the resistance between the seat belt
switch sense circuit terminal pin and the fused ignition switch output (run-accessory) circuit terminal
pin in the tension reducer connector receptacle on
the retractor. Resistance through the tension reducer
solenoid coil should be 53 ohms at 20° C (68° F). If
OK, go to Step 2. If not OK, replace the faulty driver
side front outboard seat belt and retractor unit.
(2) Check for continuity between the seat belt
switch sense circuit cavity of the body wire harness
connector for the seat belt tension reducer and a good
ground. There should be continuity with the driver
side front seat belt buckled, and no continuity with
the driver side front seat belt unbuckled. If OK, go to
Step 3. If not OK, repair the shorted or open seat
belt switch sense circuit between the tension reducer
and the seat belt switch as required.
(3) Reconnect the battery negative cable. Check for
battery current at the fused ignition switch output
(run-accessory) circuit of the body wire harness connector for the seat belt tension reducer. There should
be battery current with the ignition switch in the On
or Accessory positions, and no battery current with
the ignition switch in any other position. If not OK,
repair the shorted or open fused ignition switch output (run-accessory) circuit between the tension
reducer and the ignition switch as required.

8O - 50

RESTRAINTS

SEAT BELT TURNING LOOP
ADJUSTER
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Unsnap and remove the trim cover from the
front outboard seat belt turning loop to access the
screw that secures the turning loop to the height
adjuster on the upper inner B-pillar. Discard the
removed turning loop trim cover as it is not intended
for reuse.
(2) Remove the screw that secures the seat belt
turning loop to the height adjuster.
(3) Remove the front seat belt turning loop from
the height adjuster.
(4) Remove the upper trim from the inner B-pillar.
(Refer to 23 - BODY/INTERIOR/B-PILLAR UPPER
TRIM - REMOVAL).
(5) Loosen the two screws that secure the seat belt
turning loop height adjuster far enough to remove
the adjuster from the upper B-pillar (Fig. 46).
(6) Disengage the tab near the lower end of the
seat belt turning loop height adjuster from the slot in
the sheet metal and remove the adjuster from the
inner B-pillar.

INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-

Fig. 46 Seat Belt Turning Loop Adjuster Remove/
Install
1
2
3
4

- B-PILLAR
- ADJUSTER
- SCREW (2)
- GRAB HANDLE BRACKET (QUAD CAB ONLY)

TION, 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the front seat belt turning loop
adjuster to the inner B-pillar (Fig. 46).
(2) Engage the tab near the lower end of the seat
belt turning loop height adjuster into the slot in the
sheet metal of the inner B-pillar.
(3) Hand tighten the lower of the two screws that
secure the seat belt turning loop height adjuster to
the upper B-pillar far enough to keep the tab on the
lower end of the adjuster engaged in the B-pillar slot.
(4) Install the upper screw that secures the seat
belt turning loop height adjuster to the upper B-pillar, then tighten both the upper and lower screws to
40 N·m (29 ft. lbs.).
(5) Reinstall the upper trim onto the inside of the
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
UPPER TRIM - INSTALLATION).

RESTRAINTS

8O - 51

SEAT BELT TURNING LOOP ADJUSTER (Continued)
(6) Position the seat belt turning loop onto the
height adjuster on the upper inner B-pillar.
(7) Install and tighten the screw that secures the
seat belt turning loop to the height adjuster. Tighten
the screw to 40 N·m (29 ft. lbs.).
(8) Engage the lower snap features of the new trim
cover over the front outboard seat belt turning loop
and, using hand pressure, press firmly and evenly on
the top of the trim cover until it snaps into place.

SIDE CURTAIN AIRBAG
DESCRIPTION
Fig. 48 Side Curtain Airbag
1
2
3
4
5
6
7
8

Fig. 47 SRS Logo
Optional side curtain airbags are available for this
model when it is also equipped with dual front airbags. These airbags are passive, inflatable, Supplemental Restraint System (SRS) components, and
vehicles with this equipment can be readily identified
by a molded identification trim button with the “SRS
- AIRBAG” logo located on the headliner above each
A-pillar, and above each B-pillar on quad cab models
(Fig. 47). This system is designed to reduce injuries
to the vehicle occupants in the event of a side impact
collision.
Vehicles equipped with side curtain airbags have
two individually controlled curtain airbag units.
These airbag units are concealed and mounted above
the headliner where they are each secured to one of
the roof side rails (Fig. 48). Each folded airbag cushion is contained within a long extruded plastic channel that extends along the roof rail from the A-pillar
at the front of the vehicle to just behind the B-pillar
on standard cab models, and to just behind the C-pillar on quad cab models. A tether extends down the
A-pillar from the front of the airbag cushion, where it
is retained to the pillar with plastic push-in routing
clips and it is secured to the base of the A-pillar near
the belt line with a screw.

- WIRE HARNESS CONNECTOR
- B-PILLAR (STD CAB) OR C-PILLAR (QUAD CAB)
- INFLATOR
- MANIFOLD
- ROOF SIDE RAIL
- A-PILLAR
- TETHER
- CHANNEL

The hybrid-type inflator for each airbag is secured
to the roof rail at the rear of the airbag unit behind
the B-pillar (standard cab) or C-pillar (quad cab), and
is connected to the airbag cushion by a long tubular
manifold. The inflator bracket and the airbag cushion
channel are located with plastic push-in fasteners to
the roof rail, then secured with screws to spring nuts
located in the roof rail. A two-wire take out of the
body wire harness with a keyed and latched connector insulator connects directly to an integral receptacle on the inflator initiator.
The side curtain airbag unit cannot be adjusted or
repaired and must be replaced if deployed, faulty, or
in any way damaged. Once a side curtain airbag has
been deployed, the complete airbag unit, the headliner, the upper A, B, and C-pillar trim, and all other
visibly damaged components must be replaced.

OPERATION
Each side curtain airbag is deployed individually
by an electrical signal generated by the left or right
Side Impact Airbag Control Module (SIACM) to
which it is connected through left or right curtain
airbag line 1 and line 2 (or squib) circuits. The
hybrid-type inflator assembly for each airbag contains a small canister of highly compressed inert gas.
When the SIACM sends the proper electrical signal
to the airbag inflator, the electrical energy creates
enough heat to ignite chemical pellets within the
inflator. Once ignited, these chemicals burn rapidly
and produce the pressure necessary to rupture a containment disk in the inert gas canister. The inflator

8O - 52

RESTRAINTS

SIDE CURTAIN AIRBAG (Continued)
and inert gas canister are sealed and connected to a
tubular manifold so that all of the released gas is
directed into the folded curtain airbag cushion, causing the cushion to inflate.
As the airbag cushion inflates it will drop down
from the roof rail between the edge of the headliner
and the side glass/body pillars to form a curtain-like
cushion to protect the vehicle occupants during a side
impact collision. The front tether keeps the front portion of the bag taut, thus ensuring that the bag will
deploy in the proper position. Following the airbag
deployment, the airbag cushion quickly deflates by
venting the inert gas through the loose weave of the
cushion fabric, and the deflated cushion hangs down
loosely from the roof rail.

REMOVAL

WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE SIDE
CURTAIN AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE SIDE CURTAIN AIRBAG CUSHION
AND THE HEADLINER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the headliner from the vehicle. (Refer
to 23 - BODY/INTERIOR/HEADLINER - REMOVAL).
(3) Remove the screw that secures the side curtain
airbag tether retainer to the base of the A-pillar near
the belt line (Fig. 49).

The following procedure is for replacement of a
faulty or damaged side curtain airbag. If the airbag
is faulty or damaged, but not deployed, review the
recommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HANDLING
NON-DEPLOYED
SUPPLEMENTAL
RESTRAINTS). If the side curtain airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT 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.

Fig. 49 Side Curtain Airbag Remove/Install - Typical
1
2
3
4
5
6
7
8
9

ROOF SIDE RAIL
SPRING NUT (4 - STD CAB/6 - QUAD CAB)
SCREW (4 - STD CAB/6 - QUAD CAB)
CLIP (2)
RIVET NUT
SCREW
SIDE CURTAIN AIRBAG
RETAINER (3 - STD CAB/5 - QUAD CAB)
WIRE HARNESS CONNECTOR

(4) Disengage the two side curtain airbag tether
plastic retainer clips from the A-pillar.
(5) Disconnect the body wire harness connector for
the side curtain airbag from the connector receptacle
at the back of the airbag inflator.
(6) Remove the four screws (standard cab) or six
screws (quad cab) that secure the side curtain airbag
inflator and manifold tube brackets to the nuts in the
roof rail.
(7) Grasp the extruded plastic side curtain airbag
channel firmly and pull it straight away from the
roof rail far enough to disengage all three (standard
cab) or five (quad cab) plastic push-in fasteners that
secure it.

RESTRAINTS

8O - 53

SIDE CURTAIN AIRBAG (Continued)
(8) Remove the side curtain airbag from the vehicle as a unit.

INSTALLATION
The following procedure is for replacement of a
faulty or damaged side curtain airbag. If the airbag
is faulty or damaged, but not deployed, review the
recommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HANDLING
NON-DEPLOYED
SUPPLEMENTAL
RESTRAINTS). If the side curtain airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.

plastic side curtain airbag channel with their holes
in the roof side rail and push them straight into the
roof rail until they are fully seated (Fig. 49).
(3) Working from the rear of the vehicle to the
front, install and tighten the four screws (standard
cab) or six screws (quad cab) that secure the side curtain airbag inflator and manifold tube brackets to the
nuts in the roof rail. Tighten the screws to 5 N·m (40
in. lbs.).
(4) Reconnect the body wire harness connector for
the side curtain airbag to the connector receptacle at
the back of the airbag inflator. Be certain the connector is fully engaged and latched.
(5) Engage the two side curtain airbag tether plastic retainer clips into the A-pillar.
(6) Install and tighten the screw that secures the
side curtain airbag tether retainer to the base of the
A-pillar near the belt line. Tighten the screw to 6
N·m (55 in. lbs.).
(7) Reinstall the headliner into the vehicle. (Refer
to 23 - BODY/INTERIOR/HEADLINER - INSTALLATION).
(8) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

SIDE IMPACT AIRBAG
CONTROL MODULE
DESCRIPTION

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 SIDE
CURTAIN AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE SIDE CURTAIN AIRBAG CUSHION
AND THE HEADLINER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
(1) Position the side curtain airbag into the vehicle
as a unit.
(2) Align all three (standard cab) or five (quad cab)
plastic push-in fasteners that secure the extruded

Fig. 50 Side Impact Airbag Control Module
1 - CONNECTOR RECEPTACLE
2 - SIACM

On vehicles equipped with the optional side curtain
airbags, a Side Impact Airbag Control Module

8O - 54

RESTRAINTS

SIDE IMPACT AIRBAG CONTROL MODULE (Continued)
(SIACM) and its mounting bracket are secured with
four screws to the inside of each B-pillar behind
(standard cab) or above (quad cab) the front outboard
seat belt retractor, and concealed behind the B-pillar
trim (Fig. 50). Concealed within a hollow in the center of the die cast aluminum SIACM housing is the
electronic circuitry of the SIACM which includes a
microprocessor and an electronic impact sensor.
The SIACM housing is secured to a die cast (standard cab) or stamped steel (quad cab) mounting
bracket, which is unique for the right or left side
application of this component. The SIACM should
never be removed from its mounting bracket. The
housing also receives a case ground through this
mounting bracket when it is secured to the vehicle. A
molded plastic electrical connector receptacle that
exits the top of the SIACM housing connects the unit
to the vehicle electrical system through a dedicated
take out and connector of the body wire harness.
Both the SIACM housing and its electrical connection
are sealed to protect the internal electronic circuitry
and components against moisture intrusion.
The impact sensor internal to the SIACM is calibrated for the specific vehicle, and is only serviced as
a unit with the SIACM. The SIACM cannot be
repaired or adjusted and, if damaged or faulty, it
must be replaced.

OPERATION
The microprocessor in the Side Impact Airbag Control Module (SIACM) contains the side curtain airbag
system logic circuits and controls all of the features
of only the side curtain airbag mounted on the same
side of the vehicle as the SIACM. The SIACM 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 Programmable Communications Interface (PCI) data bus network. This method of communication is used by the
SIACM to communicate with the Airbag Control
Module (ACM) and for supplemental restraint system
diagnosis and testing through the 16-way data link
connector located on the driver side lower edge of the
instrument panel. The ACM communicates with both
the left and right SIACM over the PCI data bus.
The SIACM microprocessor continuously monitors
all of the side curtain airbag electrical circuits to
determine the system readiness. If the SIACM
detects a monitored system fault, it sets an active

and stored Diagnostic Trouble Code (DTC) and sends
electronic messages to the ACM over the PCI data
bus. The ACM will respond by sending an electronic
message to the EMIC to turn on the airbag indicator,
and by storing a DTC that will indicate whether the
left or the right SIACM has stored the DTC that initiated the airbag indicator illumination. An active
fault only remains for the current ignition switch
cycle, while a stored fault causes a DTC to be stored
in memory by the SIACM. For some DTCs, if a fault
does not recur for a number of ignition cycles, the
SIACM will automatically erase the stored DTC. For
other internal faults, the stored DTC is latched forever.
The SIACM receives battery current on a fused
ignition switch output (run-start) circuit through a
fuse in the Integrated Power Module (IPM). The
SIACM has a case ground through its mounting
bracket and also receives a power ground through a
ground circuit and take out of the body wire harness.
This take out has a single eyelet terminal connector
that is secured by a ground screw to the body sheet
metal. These connections allow the SIACM to be
operational whenever the ignition switch is in the
Start or On positions. An electronic impact sensor is
contained within the SIACM. 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 SIACM microprocessor determines when the deceleration rate as
signaled by the impact sensor indicates a side impact
that is severe enough to require side curtain airbag
protection. When the programmed conditions are
met, the SIACM sends the proper electrical signals to
deploy the side curtain airbag.
The hard wired inputs and outputs for the SIACM
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conventional diagnostic methods will not prove conclusive in
the diagnosis of the SIACM, the PCI data bus network, or the electronic message inputs to and outputs
from the SIACM. The most reliable, efficient, and
accurate means to diagnose the SIACM, the PCI data
bus network, and the electronic message inputs to
and outputs from the SIACM requires the use of a
DRBIIIt scan tool. Refer to the appropriate diagnostic information.

RESTRAINTS

8O - 55

SIDE IMPACT AIRBAG CONTROL MODULE (Continued)

REMOVAL
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: THE SIDE IMPACT AIRBAG CONTROL
MODULE CONTAINS THE IMPACT SENSOR, WHICH
ENABLES THE SYSTEM TO DEPLOY THE SIDE
CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE
SIDE IMPACT AIRBAG CONTROL MODULE, AS IT
CAN DAMAGE THE IMPACT SENSOR OR AFFECT
ITS CALIBRATION. IF A SIDE IMPACT 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 SIDE CURTAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Adjust the front seat to its most forward position for easiest access to the lower B-pillar trim.
(2) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(3) Remove the front outboard seat belt and retractor from the inside of the B-pillar. (Refer to 8 ELECTRICAL/RESTRAINTS/FRONT
OUTBOARD
SEAT BELT & RETRACTOR - REMOVAL - STANDARD CAB).
(4) Remove the four screws that secure the Side
Impact Airbag Control Module (SIACM) mounting
bracket to the inside of the B-pillar (Fig. 51).
(5) Reach through the retractor mounting hole in
the inner B-pillar to access and disengage the two
plastic push-in fasteners that secure the SIACM to
the inside of the B-pillar.

Fig. 51 Side Impact Airbag Control Module
Remove/Install - Std Cab
1
2
3
4
5
6

B-PILLAR
SCREW (4)
FASTENER (2)
BRACKET
SIACM
WIRE HARNESS CONNECTOR

(6) Pull the SIACM and mounting bracket out
through the retractor mounting hole far enough to
access and disconnect the body wire harness connector for the SIACM from the module connector receptacle.
(7) Remove the SIACM and its mounting bracket
from the B-pillar as a unit.

8O - 56

RESTRAINTS

SIDE IMPACT AIRBAG CONTROL MODULE (Continued)
WARNING: THE SIDE IMPACT AIRBAG CONTROL
MODULE CONTAINS THE IMPACT SENSOR, WHICH
ENABLES THE SYSTEM TO DEPLOY THE SIDE
CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE
SIDE IMPACT AIRBAG CONTROL MODULE, AS IT
CAN DAMAGE THE IMPACT SENSOR OR AFFECT
ITS CALIBRATION. IF A SIDE IMPACT 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 SIDE CURTAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Adjust the front seat to its most forward position for easiest access to the lower B-pillar trim.
(2) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(3) Remove the front outboard seat belt and retractor from the inside of the B-pillar. (Refer to 8 ELECTRICAL/RESTRAINTS/FRONT
OUTBOARD
SEAT BELT & RETRACTOR - REMOVAL - QUAD
CAB).
(4) Remove the four screws that secure the Side
Impact Airbag Control Module (SIACM) mounting
bracket to the inside of the B-pillar (Fig. 52).

Fig. 52 Side Impact Airbag Control Module
Remove/Install - Quad Cab
1
2
3
4
5
6
7

B-PILLAR
WIRE HARNESS CONNECTOR
SCREW (4)
HOOK
BRACKET
SIACM
SLOT

(5) Reach through the retractor mounting hole in
the inner B-pillar to access the SIACM and lift it
upward far enough to disengage the hook on the
mounting bracket from the slot on the inner B-pillar.
(6) Pull the SIACM and mounting bracket out
through the retractor mounting hole far enough to
access and disconnect the body wire harness connector for the SIACM from the module connector receptacle.
(7) Remove the SIACM and its mounting bracket
from the B-pillar as a unit.

INSTALLATION
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: THE SIDE IMPACT AIRBAG CONTROL
MODULE CONTAINS THE IMPACT SENSOR, WHICH
ENABLES THE SYSTEM TO DEPLOY THE SIDE
CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE
SIDE IMPACT AIRBAG CONTROL MODULE, AS IT
CAN DAMAGE THE IMPACT SENSOR OR AFFECT
ITS CALIBRATION. IF A SIDE IMPACT 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 SIDE CURTAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Position the Side Impact Airbag Control Module (SIACM) and its mounting bracket to the B-pillar
as a unit (Fig. 51).
(2) Reconnect the body wire harness connector for
the SIACM to the module connector receptacle.
(3) Reach through the retractor mounting hole in
the inner B-pillar to position and engage the two

RESTRAINTS

8O - 57

SIDE IMPACT AIRBAG CONTROL MODULE (Continued)
plastic push-in fasteners that secure the SIACM to
the inside of the B-pillar.
(4) Loosely install the four screws that secure the
SIACM mounting bracket to the base of the B-pillar.
(5) Tighten the four screws that secure the SIACM
mounting bracket to the B-pillar in the following
sequence: upper left, lower right, lower left, upper
right. Tighten the screws to 12 N·m (105 in. lbs.).
(6) Reinstall the front outboard seat belt and
retractor to the inside of the B-pillar. (Refer to 8 ELECTRICAL/RESTRAINTS/FRONT
OUTBOARD
SEAT BELT & RETRACTOR - INSTALLATION STANDARD CAB).
(7) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

ENABLES THE SYSTEM TO DEPLOY THE SIDE
CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE
SIDE IMPACT AIRBAG CONTROL MODULE, AS IT
CAN DAMAGE THE IMPACT SENSOR OR AFFECT
ITS CALIBRATION. IF A SIDE IMPACT 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 SIDE CURTAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Position the Side Impact Airbag Control Module (SIACM) and its mounting bracket to the B-pillar
as a unit (Fig. 52).
(2) Reconnect the body wire harness connector for
the SIACM to the module connector receptacle.
(3) Reach through the retractor mounting hole in
the inner B-pillar to position and engage the hook on
the SIACM mounting bracket in the slot of the inner
B-pillar.
(4) Loosely install the four screws that secure the
SIACM mounting bracket to the inner B-pillar.
(5) Tighten the four screws that secure the SIACM
mounting bracket to the B-pillar in the following
sequence: upper left, lower right, lower left, upper
right. Tighten the screws to 12 N·m (105 in. lbs.).
(6) Reinstall the front outboard seat belt and
retractor to the inside of the B-pillar. (Refer to 8 ELECTRICAL/RESTRAINTS/FRONT
OUTBOARD
SEAT BELT & RETRACTOR - INSTALLATION QUAD CAB).
(7) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verification test procedure should be performed following
service of any supplemental restraint system component. (Refer to 8 - ELECTRICAL/RESTRAINTS STANDARD PROCEDURE - VERIFICATION TEST).

SPEED CONTROL

8P - 1

SPEED CONTROL
TABLE OF CONTENTS
page
SPEED CONTROL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM
SUPPLY TEST . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - ROAD TEST
SPECIFICATIONS
TORQUE - SPEED CONTROL . . . . . . . .
CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .

.....1
.....2

.....2
....3
.....3
.
.
.
.

.
.
.
.

.3
.3
.3
.6

page
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
VACUUM RESERVOIR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

.....6

SPEED CONTROL
DESCRIPTION
All 3.7L/4.7L/5.9L/8.0LGas 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
ARE WINDING, ICY, SNOW COVERED, OR SLIPPERY.

5.7L Gas
The speed control system is fully electronically controlled by the Powertrain Control Module (PCM). A
cable and a vacuum controlled servo are not
used. 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.

5.9L Diesel With Manual Trans.
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

SPEED CONTROL (Continued)

OPERATION
When speed control is selected by depressing the
ON switch, the PCM (the ECM with a diesel engine)
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 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 (the ECM with a diesel engine).
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 rpm (indicates 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 (the ECM with
a diesel engine).
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 (the ECM with a diesel engine) 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.

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM SUPPLY
TEST
3.7L / 4.7L / 5.9L / 8.0L Gas Powered Engines
3.7L/4.7L/5.9L/8.0L gas 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.

5.7 Gas
Vacuum is not used for any part of the speed control system if equipped with a 5.7L V-8 engine.

5.9L 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.

SPEED CONTROL

8P - 3

SPEED CONTROL (Continued)

5.9L Diesel Engines With Automatic Trans.
If equipped with a diesel powered engine and an
automatic transmission, an electric vacuum pump
and vacuum lines are used to supply vacuum to the
speed control servo. A vacuum reservoir is not used.

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. Speedometer operation should be smooth and without flutter at all speeds.
Flutter in the speedometer indicates a problem
which might cause surging in the speed control system. The cause of any speedometer problems should
be corrected before proceeding. Refer to Instrument
Cluster for speedometer diagnosis.
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 (if used). Corrosion should be
removed from electrical terminals and a light coating
of Mopar MultiPurpose Grease, or equivalent,
applied.
• Leaking vacuum reservoir (if used).
• Loose or leaking vacuum hoses or connections (if
used).
• Defective one-way vacuum check valve (if used).
• Secure attachment of both ends of the speed control servo cable (if used).
• Smooth operation of throttle linkage (if used)
and throttle body air valve.
• Failed speed control servo (if used). 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
DESCRIPTION

N-m

Ft. Lbs.

In. Lbs.

Servo Mounting Bracketto-Servo Nuts

Servo Mounting Bracketto-Battery Tray Screws

Speed Control Switch
Mounting Screws

1.7

Vacuum Reservoir
Mounting Nuts

CABLE

OPERATION

DESCRIPTION

This cable causes the throttle control linkage to
open or close the throttle valve in response to movement of the vacuum servo diaphragm.

The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage. This cable is used with
3.7L/4.7L/5.9L/8.0L gas powered engines only. It is
also used if equipped with a 5.9L diesel engine
equipped with an automatic transmission.
A speed control servo cable is not used if equipped
with either a 5.9L diesel engine equipped with a
manual transmission, or any 5.7L engine/transmission combinations.

REMOVAL
3.7L / 4.7L GAS
(1) Disconnect negative battery cable at battery.
(2) Remove air intake tube at top of throttle body.
The accelerator cable must be partially removed to
gain access to speed control cable.

8P - 4

SPEED CONTROL

CABLE (Continued)
(3) Hold throttle in wide open position. While held
in this position, slide throttle cable pin (Fig. 1) from
throttle body bellcrank.
(4) Using a pick or small screwdriver, press release
tab (Fig. 2) to release plastic cable mount from
bracket. Press on tab only enough to release
cable from bracket. If tab is pressed too much,
it will be broken. Slide plastic mount (Fig. 2)
towards right side of vehicle to remove throttle cable
from throttle body bracket.
(5) Using finger pressure only, disconnect servo
cable connector (Fig. 3) at throttle body bellcrank pin
by pushing connector off bellcrank pin towards front
of vehicle. DO NOT try to pull connector off perpendicular to the bellcrank pin. Connector will
be broken.
(6) Slide speed control cable plastic mount towards
right of vehicle to remove cable from throttle body
bracket (Fig. 4).
(7) Remove servo cable from servo. Refer to Servo
Removal/Installation.

Fig. 2 THROTTLE CABLE RELEASE TAB - 3.7L /
4.7L
1
2
3
4

THROTTLE CABLE
RELEASE TAB
PICK OR SCREWDRIVER
PLASTIC CABLE MOUNT

Fig. 1 THROTTLE CABLE PIN - 3.7L / 4.7L
1 - THROTTLE CABLE PIN
2 - THROTTLE BODY BELLCRANK
3 - PUSH UP HERE

5.9L Gas
(1) Disconnect negative battery cable at battery.
(2) Remove air intake tube at top of throttle body.
(3) Using finger pressure only, remove speed control cable connector at bellcrank by pushing connector rearward off the bellcrank pin (Fig. 5). DO NOT
try to pull connector off perpendicular to the
bellcrank pin. Connector will be broken.
(4) Squeeze 2 tabs on sides of speed control cable
at throttle body mounting bracket (locking plate) and
push out of bracket.

Fig. 3 SPEED CONTROL CABLE AT BELLCRANK 3.7L / 4.7L
1 - THROTTLE BODY BELLCRANK
2 - SPEED CONTROL CABLE CONNECTOR

(5) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation in this group.

SPEED CONTROL

8P - 5

CABLE (Continued)

Fig. 5 SERVO CABLE AT THROTTLE BODY - 5.9L
GAS
1 - VEHICLE SPEED CONTROL CABLE

8.0L Gas

Fig. 4 SPEED CONTROL CABLE AT BRACKET - 3.7L
/ 4.7L
1 - THROTTLE CABLE BRACKET
2 - PLASTIC CABLE MOUNT
3 - SPEED CONTROL CABLE

(1) Disconnect negative battery cable at battery.
(2) Using finger pressure only, remove speed control cable connector at bellcrank by pushing connector off the bellcrank pin (Fig. 6). DO NOT try to
pull connector off perpendicular to the
bellcrank pin. Connector will be broken.
(3) Squeeze 2 tabs on sides of speed control cable
at throttle body mounting bracket (locking plate) and
push out of bracket.

Fig. 6 SERVO CABLE AT THROTTLE BODY — 8.0L V-10 ENGINE
1 - THROTTLE CABLE
2 - THROTTLE VALVE CABLE
3 - SPEED CONTROL SERVO CABLE

8P - 6

SPEED CONTROL

CABLE (Continued)
(4) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation in this group.

5.9L Diesel — Auto. Trans.
(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. 7).
DO NOT try to pull connector off perpendicular
to lever pin. Connector will be broken.
(5) Squeeze 2 pinch tabs (Fig. 7) on sides of speed
control cable at mounting bracket and push cable
rearward out of bracket.
(6) Remove cable from vehicle.

(3) Install speed control cable connector onto throttle body bellcrank pin (push rearward to snap into
location).
(4) Slide throttle (accelerator) cable plastic mount
into throttle body bracket. Continue sliding until
cable release tab is aligned to hole in throttle body
mounting bracket.
(5) While holding throttle to wide open position,
place throttle cable pin into throttle body bellcrank.
(6) Install air intake tube to top of throttle body.
(7) Connect negative battery cable at battery.
(8) Before starting engine, operate accelerator
pedal to check for any binding.

5.9L / 8.0L Gas
(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) Install air intake tube to top of throttle body
(except 8.0L).
(5) Connect negative battery cable to battery.
(6) Before starting engine, operate accelerator
pedal to check for any binding.

5.9L Diesel — Auto. Trans.

Fig. 7 SERVO CABLE AT THROTTLE LEVER — 5.9L
DIESEL
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
3.7L / 4.7L Gas
(1) Install end of cable to speed control servo.
Refer to Servo Removal/Installation.
(2) Slide speed control cable plastic mount into
throttle body bracket.

(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.

SERVO
DESCRIPTION
A speed control servo is not used with any
5.7L V-8 engine, or with the 5.9L diesel engine
when equipped with a manual transmission.
The speed control servo is attached to the bottom
of the battery tray.
The servo unit consists of a solenoid valve body,
and a vacuum chamber. The solenoid valve body contains three solenoids:
• Vacuum
• Vent
• Dump

SPEED CONTROL

8P - 7

SERVO (Continued)
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.

OPERATION
A speed control servo is not used with any
5.7L V-8 engine, or with the 5.9L diesel engine
when equipped with 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.

(6) Disconnect servo cable at throttle body. Refer to
Servo Cable Removal/Installation.
(7) Remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 9).
(8) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retaining clip (Fig. 9) and remove clip. Note: The servo
mounting bracket displayed in (Fig. 9) 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. 8 SPEED CONTROL SERVO LOCATION
1
2
3
4
5
6
7

BATTERY TRAY
MOUNTING LUGS
SERVO
ELEC. CONNEC.
MOUNTING SCREWS (3)
MOUNTING BRACKET
VACUUM LINE

REMOVAL

INSTALLATION

The speed control servo assembly is attached to the
bottom of the battery tray (Fig. 8).
(1) Disconnect negative battery cable at battery
(both cables at both batteries if diesel).
(2) To gain access to servo, remove plastic wheelhouse splash shield over left-front wheel.
(3) Disconnect vacuum line at servo (Fig. 8).
(4) Disconnect electrical connector at servo (Fig. 8).
(5) Remove 3 servo mounting screws (Fig. 8).
Depending on engine application, different sets of
mounting lugs (Fig. 8) are used to support servo to
battery tray. While removing, note proper lugs.

(1) Position servo to mounting bracket (Fig. 9).
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip (Fig. 9).
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install 2 servo-to-mounting bracket nuts and
tighten. Refer to torque specifications.
(5) Position servo assembly to correct mounting
lugs on battery tray (Fig. 8) and install 3 screws.
Tighten 3 screws. Refer to torque specifications.
(6) Connect vacuum line at servo.
(7) Connect electrical connector at servo.

8P - 8

SPEED CONTROL

SERVO (Continued)

OPERATION

Fig. 9 SERVO CABLE CLIP REMOVE/INSTALL —
TYPICAL
1
2
3
4

SERVO MOUNTING NUTS (2)
SERVO
CABLE RETAINING CLIP
SERVO CABLE AND SLEEVE

(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install left-front wheel-well liner.
(10) Connect negative battery cable to battery
(connect both cables if diesel).
(11) Before starting engine, operate accelerator
pedal to check for any binding.

SWITCH
DESCRIPTION
Two separate switch pods operate the speed control
system. The steering-wheel-mounted switches use
multiplexed circuits to provide inputs to the PCM (to
the ECM for diesel) 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.
Depending on engine control computer (JTEC
having a 3– plug connector or NGC having a 4–
plug connector), 2 types of switches are used.
Both types of switches are internally and externally different. The switch used with the NGC
system has an attached pigtail lead. The switch
used with the JTEC system does not have an
attached pigtail lead.

When speed control is selected by depressing the
ON, OFF switch, the PCM (ECM for diesel) 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 VSS 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 VSS 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 PCM’s RAM
(ECM for diesel).
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 (ECM for
diesel) 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 9tapup9 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.

SPEED CONTROL

8P - 9

SWITCH (Continued)

REMOVAL
Depending on engine control computer (JTEC
having a 3–plug connector or 5.7L V-8 NGC having a 4–plug connector), 2 types of switches are
used. Both types of switches are internally and
externally different. The switches used with the
NGC system have attached pigtail leads (Fig.
11). The switch used with the JTEC system does
not have an attached pigtail lead.
(1) Remove switch mounting screw (Fig. 10). or
(Fig. 11)
(2) Pull switch from steering wheel.
(3) Unplug electrical connector from switch (Fig.
10), or, switch pigtail wire harness from steering
wheel wire harness (Fig. 11) and remove switch.

Fig. 11 SPEED CONTROL SWITCHES (WITH 5.7L V-8
ENGINE)
1
2
3
4

MOUNTING SCREWS
RIGHT SWITCH
LEFT SWITCH
PIGTAIL LEADS

VACUUM RESERVOIR
DESCRIPTION
The vacuum reservoir is a plastic storage tank connected to an engine vacuum source by vacuum lines.
A vacuum reservoir is not used with diesel engines or
the 5.7L gas powered engine.

OPERATION
Fig. 10 SPEED CONTROL SWITCHES (EXCEPT 5.7L
V-8 ENGINE)
1
2
3
4

ELECTRICAL CONNECTORS
MOUNTING SCREWS
RIGHT SWITCH
LEFT SWITCH

INSTALLATION
(1) Plug electrical connector into switch (Fig. 10),
or connect pigtail wire harness to steering wheel wire
harness (Fig. 11). Be sure wires are not pinched.
(2) Position switch to steering wheel.
(3) Install switch mounting screw and tighten.
Refer to torque specifications.

The 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.

DIAGNOSIS AND TESTING - VACUUM
RESERVOIR
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.

8P - 10

SPEED CONTROL

VACUUM RESERVOIR (Continued)
(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. Certain models may be
equipped with 2 check-valves.
(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.

Fig. 12 VACUUM RESERVOIR LOCATION
1 - COWL GRILL
2 - WIPER ARMS / BLADES
3 - VACUUM RESERVOIR

REMOVAL
The vacuum reservoir is located in the engine compartment under the fresh air cowl grill panel (Fig.
12).
(1) Remove wiper blades and arms. Refer to Wiper
Arm Removal / Installation in the Wipers / Washers
section.
(2) Remove fresh air cowl grill. Refer to Cowl Grill
Removal / Installation.
(3) Disconnect vacuum line at reservoir (Fig. 13).
(4) Remove 2 reservoir mounting nuts (Fig. 13).
(5) Remove reservoir from cowl.

INSTALLATION
(1) Position reservoir onto 2 weld studs (Fig. 13).
(2) Install 2 mounting nuts and tighten. Refer to
torque specifications.
(3) Connect vacuum line to reservoir fitting.
(4) Install cowl grill. Refer to Cowl Grill Removal /
Installation.

Fig. 13 VACUUM RESERVOIR REMOVAL /
INSTALLATION
1
2
3
4
5

COWL (BELOW WIPER ARMS)
VACUUM LINE CONNECTION
MOUNTING NUTS (2)
VACUUM RESERVOIR
WELDED STUDS

(5) Install wiper arms / blades. Refer to Wiper Arm
Removal / Installation.

VEHICLE THEFT SECURITY

8Q - 1

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION
......................
SENTRY KEY IMMOBILIZER SYSTEM (SKIS)
DESCRIPTION
......................
OPERATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
VEHICLE THEFT SECURITY SYSTEM
....

..1
.1
..1
..2
..2
..2
..3

VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION
The Vehicle Theft/Security System (VTSS) is
designed to protect against whole vehicle theft. The
system monitors the vehicle doors and ignition for
unauthorized operation.
The VTSS activates:
• Sounding of the horn
• Flashing of the park lamps
• Flashing of the head lamps
The Remote Keyless Entry (RKE) has 1 mode of
operation, CUSTOMER USAGE mode. The customer usage mode provides full functionality of the
module and is the mode in which the RKE module
should be operating when used by the customer.

SENTRY KEY IMMOBILIZER SYSTEM (SKIS)
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unauthorized vehicle use by preventing the engine from
operating while the system is armed. The primary
components of this system are the Sentry Key Immobilizer Module (SKIM), the Sentry Key transponder,
the Vehicle Theft/Security System (VTSS) indicator
LED, and the Powertrain Control Module (PCM).
The SKIM is installed on the steering column near
the ignition lock cylinder. The transponder is located
under the molded rubber cap on the head of the igni-

page
STANDARD PROCEDURE
CONFIGURING A NEW MODULE / SWITCH
OPERATING MODES . . . . . . . . . . . . . . . . .
SENTRY KEY IMMOBILIZER SYSTEM
INITIALIZATION . . . . . . . . . . . . . . . . . . . . .
SENTRY KEY IMMOBILIZER SYSTEM
TRANSPONDER PROGRAMMING . . . . . . .
SENTRY KEY IMMOBILIZER SYSTEM
INDICATOR LAMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .

...3
...3
...4

...5
...5

tion key. The VTSS indicator LED is located in the
instrument cluster.
The SKIS includes two valid Sentry Key transponders from the factory. This is so the customer can self
program new keys if one is lost. If the customer
wishes, additional non-coded blank Sentry Keys are
available. These blank keys can be cut to match a
valid ignition key, but the engine will not start
unless the key transponder is also programmed to
the vehicle. The SKIS will recognize no more than
eight valid Sentry Key transponders at any one time.
The SKIS performs a self-test each time the ignition switch is turned to the ON position, and will
store Diagnostic Trouble Codes (DTC’s) if a system
malfunction is detected. The SKIS can be diagnosed,
and any stored DTC can be retrieved using a
DRBIIIt scan tool as described in the proper Body
Diagnostic Procedures Manual.

DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) contains a Radio Frequency (RF) transceiver and a central processing unit, which includes the Sentry Key
Immobilizer System (SKIS) program logic. The SKIS
programming enables the SKIM to program and
retain in memory the codes of at least two, but no
more than eight electronically coded Sentry Key
transponders. The SKIS programming also enables
the SKIM to communicate over the Programmable
Communication Interface (PCI) bus network with the
Powertrain Control Module (PCM), and/or the
DRBIIIt scan tool.

8Q - 2

VEHICLE THEFT SECURITY

VEHICLE THEFT SECURITY (Continued)

OPERATION
OPERATION
When in the Customer Usage mode of operation,
the system is armed when the vehicle is locked using
the:
• Power Door Lock Switches
• Remote Keyless Entry (RKE) Transmitter
• Key Cylinder Switches
After the vehicle is locked and the last door is
closed, the VTSS indicator in the instrument cluster
will flash quickly for 16 seconds, indicating that the
arming is in process. After 16 seconds, the LED will
continue to flash at a slower rate indicating that the
system is armed.
VTSS disarming occurs upon normal vehicle entry
by unlocking either door via the key cylinder or RKE
transmitter, or by starting the vehicle with a valid
Sentry Key. This disarming will also halt the alarm
once it has been activated.
A tamper alert exists to notify the driver that the
system has been activated. This alert consists of 3
horn pulses and the security telltail flashing for 30
seconds when the vehicle is disarmed. The tamper
alert will not occur if disarmed while alarming.
The VTSS will not arm by mechanically locking the
vehicle doors. This will manually override the system.

OPERATION
The SKIS includes two valid Sentry Key transponders from the factory. These two Sentry Keys can be
used to program additional non-coded blank Sentry
Keys. These blank keys can be cut to match a valid
ignition key, but the engine will not start unless the
key transponder is also programmed to the vehicle.
The SKIS will recognize no more than eight valid
Sentry Key transponders at any one time.
The SKIS performs a self-test each time the ignition switch is turned to the ON position, and will
store Diagnostic Trouble Codes (DTC’s) if a system
malfunction is detected. The SKIS can be diagnosed,
and any stored DTC can be retrieved using a
DRBIIIt scan tool as described in the proper Powertrain Diagnostic Procedures manual.

OPERATION
The SKIM transmits and receives RF signals
through a tuned antenna enclosed within a molded
plastic ring formation that is integral to the SKIM
housing. When the SKIM is properly installed on the
steering column, the antenna ring is oriented around
the circumference of the ignition lock cylinder housing. This antenna ring must be located within eight
millimeters (0.31 inches) of the Sentry Key in order

to ensure proper RF communication between the
SKIM and the Sentry Key transponder.
For added system security, each SKIM is programmed with a unique “Secret Key” code and a
security code. The SKIM keeps the “Secret Key” code
in memory. The SKIM also sends the “Secret Key”
code to each of the programmed Sentry Key transponders. The security code is used by the assembly
plant to access the SKIS for initialization, or by the
dealer technician to access the system for service.
The SKIM also stores in its memory the Vehicle
Identification Number (VIN), which it learns through
a PCI bus message from the PCM during initialization.
The SKIM and the PCM both use software that
includes a rolling code algorithm strategy, which
helps to reduce the possibility of unauthorized SKIS
disarming. The rolling code algorithm ensures security by preventing an override of the SKIS through
the unauthorized substitution of the SKIM or the
PCM. However, the use of this strategy also means
that replacement of either the SKIM or the PCM
units will require a system initialization procedure to
restore system operation.
When the ignition switch is turned to the ON or
START positions, the SKIM transmits an RF signal
to excite the Sentry Key transponder. The SKIM then
listens for a return RF signal from the transponder
of the Sentry Key that is inserted in the ignition lock
cylinder. If the SKIM receives an RF signal with
valid “Secret Key” and transponder identification
codes, the SKIM sends a “valid key” message to the
PCM over the PCI bus. If the SKIM receives an
invalid RF signal or no response, it sends “invalid
key” messages to the PCM. The PCM will enable or
disable engine operation based upon the status of the
SKIM messages.
The SKIM also sends messages to the Instrument
Cluster which controls the VTSS indicator. The
SKIM sends messages to the Instrument Cluster to
turn the indicator on for about three seconds when
the ignition switch is turned to the ON position as a
“bulb” test. After completion of the “bulb” test, the
SKIM sends bus messages to keep the indicator off
for a duration of about one second. Then the SKIM
sends messages to turn the indicator on or off based
upon the results of the SKIS self-tests. If the VTSS
indicator comes on and stays on after the “bulb test”,
it indicates that the SKIM has detected a system
malfunction and/or that the SKIS has become inoperative.
If the SKIM detects an invalid key when the ignition switch is turned to the ON position, it sends
messages to flash the VTSS indicator. The SKIM can
also send messages to flash the indicator to serve as
an indication to the customer that the SKIS has been

VEHICLE THEFT SECURITY

8Q - 3

VEHICLE THEFT SECURITY (Continued)
placed in its “Customer Learn” programming mode.
See Sentry Key Immobilizer System Transponder
Programming in this section for more information on
the “Customer Learn” programming mode.
For diagnosis or initialization of the SKIM and the
PCM, a DRBIIIt scan tool and the proper Powertrain
Diagnostic Procedures manual are required. The
SKIM cannot be repaired and, if faulty or damaged,
the unit must be replaced.

DIAGNOSIS AND TESTING
VEHICLE THEFT SECURITY SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO 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.
NOTE: The most reliable, efficient, and accurate
means to diagnose the Vehicle Theft Security System (VTSS) and Sentry Key Immobilizer System
(SKIS) involves the use of a DRBlllT scan tool and
the proper Powertrain Diagnostic Procedures manual.
The Vehicle Theft Security System (VTSS), Sentry
Key Immobilizer System (SKIS) and the Programmable Communication Interface (PCI) bus network
should be diagnosed using a DRBIIIt scan tool. The
DRBIIIt will allow confirmation that the PCI bus is
functional, that the Sentry Key Immobilizer Module
(SKIM) is placing the proper messages on the PCI
bus, and that the Powertrain Control Module (PCM)
and the Instrument Cluster are receiving the PCI
bus messages. Refer to the proper Powertrain or
Body Diagnostic Procedures manual.
Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out or corroded
terminals. If any of the conditions are present, repair
as necessary. Refer to Wiring Diagrams for complete
circuit descriptions and diagrams. Refer to (Refer to
8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/SENTRY KEY IMMOBILIZER MODULE REMOVAL) for SKIM replacement.

STANDARD PROCEDURE
CONFIGURING A NEW MODULE / SWITCH
OPERATING MODES
To configure a new module or to switch operating
modes, a DRBIIIt scan tool must be used.
(1) Hook up the DRBIIIt scan tool to the Data
Link Connector (DLC).
(2) With the key in the ignition, turn the key to
the RUN position.
(3) After the DRBIIIt scan tool initialization, perform the following:
(a) Select “Theft Alarm.”
(b) Select “VTSS.”
(c) Select “Miscellaneous.”
(4) Once in the “Miscellaneous” screen:
(a) If you wish to configure a new module, select
“Configure Module.”
(b) If you wish to put the module into customer
usage mode, select “Enable VTSS.”
(c) If you wish to put the module into dealer lot
mode, select “Dealer Lot.”

SENTRY KEY IMMOBILIZER SYSTEM
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) initialization should be performed following a Sentry Key
Immobilizer Module (SKIM) replacement.
It can be summarized by the following:
(1) Obtain the vehicles unique PIN number
assigned to it’s original SKIM from the vehicle
owner, the vehicle’s invoice or from Chrysler’s Customer Center.
(2) With the DRBIIIt scan tool, select “Theft
Alarm,” “SKIM,” Miscellaneous.” Select “SKIM Module Replaced” function and the DRBIIIt will prompt
you through the following steps.
(3) Enter secured access mode using the unique
four digit PIN number.
(4) Program the vehicle’s VIN number into the
SKIM’s memory.
(5) Program the country code into the SKIM’s
memory (U.S.).
(6) Transfer the vehicle’s unique Secret Key data
from the PCM. This process will require the SKIM to
be in secured access mode. The PIN number must
be entered into the DRBIIIt before the SKIM will
enter secured access mode. Once secured access
mode is active, the SKIM will remain in that mode
for 60 seconds.
(7) Program all customer keys into the SKIM’s
memory. This required that the SKIM be in secured
access mode The SKIM will immediately exit
secured access mode after each key is programmed.

8Q - 4

VEHICLE THEFT SECURITY

VEHICLE THEFT SECURITY (Continued)
NOTE: If a PCM is replaced, the unique “Secret
Key” data must be transferred from the SKIM to the
PCM. This procedure requires the SKIM to be
placed in SECURED ACCESS MODE using the four
digit PIN code.

SENTRY KEY IMMOBILIZER SYSTEM
TRANSPONDER PROGRAMMING
Two programmed Sentry Key transponders are
included with the Sentry Key Immobilizer System
(SKIS) when it is shipped from the factory. The Sentry Key Immobilizer Module (SKIM) can be programmed to recognize up to six additional
transponders, for a total of eight Sentry Keys. The
following “Customer Learn” programming procedure
for the programming of additional transponders
requires access to at least two of the valid Sentry
Keys. If two valid Sentry Keys are not available, Sentry Key programming will require the use of a
DRBIIIt scan tool.

CUSTOMER LEARN PROGRAMMING
(1) Obtain the additional Sentry Key transponder
blank(s) that are to be programmed for the vehicle.
Cut the additional Sentry Key transponder blanks to
match the ignition lock cylinder mechanical key
codes.
(2) Insert one of the two valid Sentry Key transponders into the ignition switch and turn the ignition switch to the ON position.
(3) After the ignition switch has been in the ON
position for about three seconds, but no more than
fifteen seconds, cycle the ignition switch back to the
OFF position. Replace the first valid Sentry Key in
the ignition lock cylinder with the second valid Sentry Key and turn the ignition switch back to the ON
position. Both operations must be performed within
15 seconds.
(4) In approximately ten seconds the VTSS indicator LED will start to flash to indicate that the system has entered the “Customer Learn” programming
mode.
(5) Within approximately sixty seconds of entering
the “Customer Learn” programming mode, turn the
ignition switch to the OFF position, replace the valid
Sentry Key with a blank Sentry Key transponder,
and turn the ignition switch back to the ON position.
(6) In approximately ten seconds, the VTSS indicator LED will stop flashing and stay on solid for
approximately three seconds and then turn OFF to
indicate that the blank Sentry Key transponder has
been successfully programmed. The SKIS will immediately return to normal system operation following
exit from the “Customer Learn” programming mode.

(7) Repeat this process for each additional Sentry
Key transponder blank to be programmed.
If any of the above steps is not completed in the
proper sequence, or within the allotted time, the
SKIS will automatically exit the “Customer Learn”
programming mode. The SKIS will also automatically
exit the “Customer Learn” programming mode if it
sees a non-blank Sentry Key transponder when it
should see a blank, if it has already programmed
eight valid Sentry Keys, or if the ignition switch is
turned to the OFF position for more than about fifty
seconds.
NOTE: While in Customer Learn mode (LED flashing), the engine will not START and RUN.

PROGRAMMING BLANK SENTRY KEY
TRANSPONDERS WITH A DRBIIIT SCAN TOOL
When programming a blank Sentry Key transponder, the key blank must first be cut to match the
ignition lock cylinder. It will also be necessary to
enter the vehicle’s four digit PIN code into the
DRBIIIt scan tool to enter the Sentry Key Immobilizer Module’s (SKIM’s) secured access mode.
NOTE: Once a Sentry Key is programmed to a particular vehicle, it cannot be transferred to another
vehicle.
Insert the blank key into the ignition and turn it to
the RUN position. Using the DRBIIIt scan tool,
select “Theft Alarm,” then “SKIM,” then “Miscellaneous.” Select “Program New Key.” Enter the four
digit PIN code using the DRBIIIt. When programming is completed, the SKIM will exit secured access
mode and the DRBIIIt will display the status of the
key. One of five different status messages may be displayed as follows:
• “Programming Successful” is displayed if SKIM
Sentry Key programming succeeds.
• “Learned Key in Ignition” is displayed if the key
in the ignition has already been programmed into
that vehicle’s SKIM.
• “8 Keys Already Learned (At The Maximum)
Programming Not Done” is displayed if eight keys
have already been programmed into the SKIM. In
this case, if a new key needs to be added due to a
lost or defective key, the “Erase All Keys” function
(requires entering secured access mode) has to be
performed. Then the customer’s seven keys plus the
new key MUST be reprogrammed into the SKIM.
• “Programming Not Attempted” is displayed after
an “Erase All Keys” function is executed.
• “Programming Key Failed” is displayed if further diagnosis is required.

VEHICLE THEFT SECURITY

8Q - 5

VEHICLE THEFT SECURITY (Continued)
• To learn additional keys, turn the ignition OFF,
remove the learned key, and insert the next new
blank key. Turn ignition to the RUN position and reenter the secured access mode function and repeat
the “Program New Key” procedure outlined above.

SENTRY KEY IMMOBILIZER
SYSTEM INDICATOR LAMP
DESCRIPTION
The Sentry Key Immobilizer System (SKIS) uses
the Vehicle Theft Security System (VTSS) indicator
in the instrument cluster to give an indication when
the SKIS is faulty or when the vehicle has been
immobilized due to the use of an invalid key. The
indicator is controlled by the instrument cluster
based upon messages received from the Sentry Key
Immobilizer Module (SKIM).

OPERATION
The SKIM sends PCI Bus messages to the instrument cluster, to turn on the ’Security” indicator for
about 3 seconds when the ignition is turned to the

ON position, as a “Bulb” test. After completion of the
“Bulb” test, the SKIM sends a PCI bus messages to
keep the LED off for 1 second. Then the SKIM sends
messages to the instrument cluster to turn the LED
off based upon the results if the SKIS self - test. If
the indicator illuminates and remains illuminated
after the “bulb test”, it indicates that the SKIM has
detected a system malfunction and/or the system has
become inoperative. If the SKIM detects a invalid
key when the ignition switch is turned on, it sends a
message to the instrument cluster to flash the “Security” indicator.
The SKIM can also send messages to the cluster to
flash the LED and generate a chime. These functions
serve as an indication to the customer that the SKIM
is in the Customer Learn programming mode. See
Sentry Key Immobilizer System Transponder Programming in this group for more information on the
“Customer Learn” programming Mode.
If the VTSS indicator remains on after the “Bulb”
test, the system should be diagnosed using the
DRBIIIt scan tool and the proper Powertrain Diagnostic Procedures manual.

WIPERS/WASHERS

8R - 1

WIPERS/WASHERS
TABLE OF CONTENTS
page

page

WIPERS/WASHERS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM . . . . . . . . . . . . . . . . . . . . . 6
CLEANING - WIPER & WASHER SYSTEM . . . . . 6
INSPECTION - WIPER & WASHER SYSTEM . . . 7
CHECK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
WASHER FLUID LEVEL SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
WASHER HOSES/TUBES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
WASHER NOZZLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
WASHER PUMP/MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
WASHER RESERVOIR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
REMOVAL
REMOVAL - EXCEPT V-10 OR DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

REMOVAL - V-10 OR DIESEL ENGINE
..
INSTALLATION
INSTALLATION - EXCEPT V-10 OR DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - V-10 OR DIESEL ENGINE
WIPER ARM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
WIPER BLADE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
WIPER HIGH/LOW RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - WIPER HIGH/
LOW RELAY
......................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
WIPER MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
WIPER ON/OFF RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - WIPER ON/OFF
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .

WIPERS/WASHERS

plumbing between the cowl plenum washer hose and
the washer nozzles, and is concealed beneath the
cowl plenum cover/grille panel at the base of the
windshield.
• Front Control Module - The Front Control
Module (FCM) is integral to the Integrated Power
Module (IPM). The IPM is located in the engine compartment, near the battery. (Refer to 8 - ELECTRICAL/POWER
DISTRIBUTION/INTEGRATED
POWER MODULE - DESCRIPTION).

DESCRIPTION
An electrically operated intermittent wiper and
washer system is standard factory-installed safety
equipment on this model (Fig. 1). The wiper and
washer system includes the following major components, which are described in further detail elsewhere in this service information:
• Check Valve - The washer system check valve
is integral to the wye fitting located in the washer

. . . 16

. . . 17
. . 17
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.

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. 18
. 18
. 18
. 19

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. 19
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. 20

. . . 20
. . . 20
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. . . 21
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. 22
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. 23

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8R - 2

WIPERS/WASHERS

WIPERS/WASHERS (Continued)

Fig. 1 Wiper & Washer System
1 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL
SWITCH (EXCEPT V-10 & DIESEL ENGINE)
2 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL
SWITCH (V-10 & DIESEL ENGINE ONLY)
3 - WIPER MODULE

• Instrument Cluster - In this model, the instrument cluster is also sometimes referred to as the Cab
Control Node (CCN). The instrument cluster is
located in the instrument panel above the steering
column opening, directly in front of the driver. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER DESCRIPTION).
• Multi-Function Switch - The multi-function
switch is located on the top of the steering column,
just below the steering wheel. The multi-function
switch includes a control stalk that extends through
an opening on the left side of the steering column
shrouds and a control knob on the end of the stalk is
dedicated to providing all of the driver controls for
the wiper and washer systems. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/MULTIFUNCTION SWITCH - DESCRIPTION).

4 - WASHER NOZZLE (2)
5 - WIPER ARM & BLADE (2)
6 - MULTI-FUNCTION (WIPER, WASHER, & LIGHTING) SWITCH

• Washer Fluid Level Switch - The washer fluid
level switch is located in a dedicated hole on the outboard side of the washer reservoir in the engine compartment.
• Washer Nozzle - Two 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.
• Washer Plumbing - The plumbing for the
washer system consists of rubber hoses and molded
plastic fittings. The plumbing is routed along the
right side of the engine compartment from the
washer reservoir, and through a trough near the
right end of the cowl plenum cover/grille panel into
the cowl plenum to the washer nozzle fittings.

WIPERS/WASHERS

8R - 3

WIPERS/WASHERS (Continued)
• Washer Pump/Motor - The electric washer
pump/motor unit is located in a dedicated hole on the
rearward facing surface of the washer reservoir in
the engine compartment.
• Washer Reservoir - On all models except those
with an optional V-10 or diesel engine, the washer
reservoir is secured by integral mounting tabs and a
snap feature to slots in the right side of the cooling
module shroud in the engine compartment. On models with an optional V-10 or diesel engine, the washer
reservoir is secured by screws to the back of the
upright left vertical member of the radiator support
in the engine compartment. The washer reservoir
filler neck is accessed from the engine compartment.
• Wiper Arm - The two wiper arms are secured
with integral latches to the serrated ends of the two
wiper pivot shafts, which extend through the cowl
plenum cover/grille panel located near the base of the
windshield.
• Wiper Blade - The two wiper blades are
secured to the two wiper arms with an integral latch,
and are parked on the glass near the bottom of the
windshield when the wiper system is not in operation.
• Wiper High/Low Relay - The wiper high/low
relay is an International Standards Organization
(ISO) micro relay located in the Integrated Power
Module (IPM) in the engine compartment near the
battery.
• Wiper Module - The wiper pivot shafts are the
only visible components of the wiper module. The
remainder of the module is concealed within the cowl
plenum area beneath the cowl plenum cover/grille
panel. The wiper module includes the wiper module
bracket, four rubber-isolated wiper module mounts,
the wiper motor, the wiper motor crank arm, the two
wiper drive links, and the two wiper pivots.
• Wiper On/Off Relay - The wiper on/off relay is
an International Standards Organization (ISO) micro
relay located in the Integrated Power Module (IPM)
in the engine compartment near the battery.
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 reten-

tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.

OPERATING MODES
The components of the wiper and washer system
are designed to work in concert to provide the following operating modes:
• Continuous Wipe Mode - The control knob on
the control stalk of the multi-function switch has two
continuous wipe positions, Low and High. When
selected, these switch positions will cause the twospeed wiper motor to operate in a continuous low or
high speed cycle.
• Intermittent Wipe Mode - The control knob on
the control stalk of the multi-function switch has five
minor detent intermittent wipe positions. When
selected, these switch positions will cause the wiper
system to operate with one of five delay intervals
between complete wipe cycles. The intermittent wipe
delay intervals are speed sensitive and will be doubled when the vehicle speed is about sixteen kilometers-per-hour (ten miles-per-hour) or less.
• Pulse Wipe Mode - When the control knob on
the control stalk of the multi-function switch is
depressed to the momentary Wash position for less
than about one-half second, the wiper system will
operate the wipers for one complete low speed cycle,
then will park the wiper blades near the base of the
windshield.
• Washer Mode - When the control knob on the
control stalk of the multi-function switch is
depressed to the momentary Wash position for more
than about one-half second with the wiper system
turned Off, the washer pump/motor and the wipers
will operate for as long as the washer switch is held
closed up to about thirty seconds, then the wipe-after-wash mode is invoked when the control knob is
released. When the Wash position is selected with
the wiper system operating in a continuous wipe
mode, washer fluid will be dispensed onto the windshield glass through the washer nozzles for as long
as the washer switch is held closed up to about thirty
seconds. When the Wash position is selected with the
wiper system operating in an intermittent wipe
mode, washer fluid is still dispensed until the control
knob is released; however, the wipers will operate in
a low speed continuous cycle from the time the
washer switch is closed until several wipe cycles
after the switch is released, before returning to the
selected intermittent wipe interval. If the control
knob is held in the depressed Wash position for more
than about thirty seconds, washer system operation
will be suspended until the control knob is released
for about two seconds then cycled back to the Wash
position.

8R - 4

WIPERS/WASHERS

WIPERS/WASHERS (Continued)
• Wipe-After-Wash Mode - When the control
knob on the control stalk of the multi-function switch
is depressed to the momentary Wash position for
more than about one-half second with the wiper system turned Off, the washer pump/motor and the wipers will operate for as long as the washer switch is
held closed up to about thirty seconds, then provide
several additional wipe cycles after the control knob
is released before parking the wiper blades near the
base of the windshield. If the control knob is held in
the depressed Wash position for more than about
thirty seconds, washer system operation will be suspended until the control knob is released for about
two seconds then cycled back to the Wash position.

OPERATION
The wiper and washer system is designed 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 control knob on the end of
the control stalk of the multi-function switch that
extends from the left side of the steering column, just
below the steering wheel. Rotating the control knob
on the end of the control stalk, selects the Off, Delay,
Low, or High wiper system operating modes. In the
Delay mode, the control knob also allows the vehicle
operator to select from one of five intermittent wipe
Delay intervals. Depressing the control knob towards
the steering column actuates the momentary washer
system switch, which selects the Wash, Wipe-AfterWash, and Pulse Wipe Modes depending upon when
and how long the switch is held closed. The multifunction switch provides hard wired resistor multiplexed inputs to the instrument cluster for all of the
wiper and washer system functions. The instrument
cluster then sends electronic messages to the Front
Control Module (FCM) over the Programmable Communications Interface (PCI) data bus requesting the
appropriate wiper and washer system operating
modes.

Wiper and washer system operation are completely
controlled by the instrument cluster and FCM logic
circuits, and that logic will only allow these systems
to operate when the ignition switch is in the Accessory or On positions. Battery current is directed from
a B(+) fuse in the Integrated Power Module (IPM) to
the wiper on/off relay and the wiper high/low relay in
the IPM through a fused B(+) circuit. The FCM uses
low side drivers to control wiper system operation by
energizing or de-energizing the wiper high/low and
wiper on/off relays. The FCM uses a high side driver
to control the operation of the washer pump motor
unit. The multi-function switch circuitry receives a
clean ground output from the instrument cluster on a
multi-function switch return circuit, then provides
resistor multiplexed inputs to the instrument cluster
on an intermittent wipe mux circuit to indicate the
selected wiper system mode and on a wash/beam
select mux circuit to indicate the selected washer system mode.
The hard wired circuits and components of the
wiper and washer system may be diagnosed and
tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods
may not prove conclusive in the diagnosis of the
instrument cluster, the FCM, or the electronic message inputs to or outputs from the instrument cluster
or FCM that control the wiper and washer system
operating modes. The most reliable, efficient, and
accurate means to diagnose the instrument cluster or
the FCM inputs and outputs related to the various
wiper and washer system operating modes requires
the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information.

OPERATING MODES
Following are paragraphs that briefly describe the
operation of each of the wiper and washer system
operating modes.
CONTINUOUS WIPE MODE
When the Low position of the control knob on the
control stalk of the multi-function switch is selected
the instrument cluster sends an electronic wiper
switch low message to the FCM, then the FCM energizes the wiper on/off relay. This directs battery current through the normally open contacts of the
energized wiper on/off relay and the normally closed
contacts of the de-energized wiper high/low relay to
the low speed brush of the wiper motor, causing the
wipers to cycle at low speed.
When the High position of the control knob is
selected the instrument cluster sends an electronic
wiper switch high message to the FCM, then the
FCM energizes both the wiper on/off relay and the
wiper high/low relay. This directs battery current

WIPERS/WASHERS

8R - 5

WIPERS/WASHERS (Continued)
through the normally open contacts of the energized
wiper on/off relay and the normally open contacts of
the energized wiper high/low relay to the high speed
brush of the wiper motor, causing the wipers to cycle
at high speed.
When the Off position of the multi-function switch
control knob is selected, the instrument cluster sends
an electronic wiper switch off message to the FCM. If
the wiper motor was operating at high speed, the
FCM immediately de-energizes the wiper high/low
relay causing the wiper motor to return to low speed
operation. Then one of two events will occur. The
event that occurs depends upon the position of the
wiper blades on the windshield at the moment that
the control knob 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 provides a hard wired park
switch sense input to the FCM. The FCM then de-energizes the wiper on/off relay 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 an open
circuit and the FCM keeps the wiper on/off relay
energized, which causes the wiper motor to continue
running at low speed until the wiper blades are in
the down position on the windshield and the park
switch input to the FCM is again closed to ground.
INTERMITTENT WIPE MODE
When the control knob on the control stalk of the
multi-function switch is moved to one of the Delay
interval positions the instrument cluster sends an
electronic wiper switch delay message to the FCM,
then the FCM electronic intermittent wipe logic circuit responds by calculating the correct length of
time between wiper sweeps based upon the selected
delay interval input. The FCM monitors the changing
state of the wiper motor park switch through a hard
wired park switch sense input. This input allows the
FCM to determine the proper intervals at which to
energize and de-energize the wiper on/off relay to
operate the wiper motor intermittently for one low
speed cycle at a time.
The FCM logic is also programmed to provide vehicle speed sensitivity to the selected intermittent wipe
delay intervals. In order to provide this feature the
FCM monitors electronic vehicle speed messages
from the Powertrain Control Module (PCM) and doubles the selected delay interval whenever the vehicle
speed is about sixteen kilometers-per-hour (ten milesper-hour) or less.

PULSE WIPE MODE
When the control knob on the control stalk of the
multi-function switch is depressed to the momentary
Wash position for less than about one-half second,
the instrument cluster sends an electronic washer
switch message to the FCM, then the FCM the energizes the wiper on/off relay for one complete wipe
cycle. The FCM de-energizes the relay when the state
of the park switch sense changes to ground, parking
the wiper blades near the base of the windshield.
WASH MODE
When the control knob on the control stalk of the
multi-function switch is depressed to the momentary
Wash position for more than about one-half second,
the instrument cluster sends an electronic washer
switch message to the FCM, then the FCM directs
battery current to the washer pump/motor unit. This
will cause the washer pump/motor unit to be energized for as long as the Wash switch is held closed up
to about thirty seconds, and to de-energize when the
front Wash switch is released.
When the control knob is depressed to the momentary Wash position while the wiper system is operating in one of the Delay interval positions, the washer
pump/motor operation is the same. However, the
FCM also energizes the wiper on/off relay to override
the selected delay interval and operate the wiper
motor in a continuous low speed mode for as long as
the control knob is held depressed, then de-energizes
the relay and reverts to the selected delay mode
interval several wipe cycles after the control knob is
released. If the control knob is held depressed for
more than about thirty seconds, the FCM will suspend washer pump/motor operation until the knob is
released for about two seconds, then cycled back to
the Wash position.
WIPE-AFTER-WASH MODE
When the control knob on the control stalk of the
multi-function switch is depressed to the momentary
Wash position for more than about one-half second
while the wiper system is not operating, the instrument cluster sends an electronic washer switch message to the FCM, then the FCM the directs battery
current to the washer pump/motor unit and energizes
the wiper on/off relay. This will cause the washer
pump/motor unit to be energized and operate the
wiper motor in a continuous low speed mode for as
long as the Wash switch is held closed up to about
thirty seconds. When the control knob is released,
the FCM de-energizes the washer pump/motor unit,
but allows the wiper motor to operate for several
additional wipe cycles before it de-energizes the
wiper on/off relay and parks the wiper blades near
the base of the windshield.

8R - 6

WIPERS/WASHERS

WIPERS/WASHERS (Continued)
If the control knob is held depressed for more than
about thirty seconds, the FCM will suspend washer
pump/motor operation until the knob is released for
about two seconds, then cycled back to the Wash
position; however, the wipers will continue to operate
for as long as the Wash switch is held closed. The
FCM monitors the changing state of the wiper motor
park switch through a hard wired wiper park switch
sense circuit input. This input allows the FCM to
count the number of wipe cycles that occur after the
Wash switch is released, and to determine the proper
interval at which to de-energize the wiper on/off
relay to complete the wipe-after-wash mode cycle.

DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM
If the wiper motor operates, but the wipers do not
move on the windshield, replace the faulty wiper
module. If the washer pump/motor operates, but no
washer fluid is dispensed on the glass; or, if the wipers operate, but chatter, lift, or do not clear the glass,
clean and inspect the wiper and washer system components as required. (Refer to 8 - ELECTRICAL/
WIPERS/WASHERS - CLEANING) and (Refer to 8 ELECTRICAL/WIPERS/WASHERS - INSPECTION).
For diagnosis and testing of the multi-function
switch (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/MULTI-FUNCTION SWITCH DIAGNOSIS AND TESTING). 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 hard wired circuits and components of the
wiper and washer system may be diagnosed and
tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods
may not prove conclusive in the diagnosis of the
instrument cluster, the Front Control Module (FCM),
or the electronic message inputs to or outputs from
the instrument cluster and the FCM that control the
various wiper and washer system operating modes.
The most reliable, efficient, and accurate means to
diagnose the instrument cluster, the FCM, or the
electronic message inputs and outputs related to the
various wiper and washer system operating modes
requires the use of a DRBIIIt scan tool. Refer to the
appropriate diagnostic information.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,

SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.

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
washer pump/motor from the reservoir. Clean foreign
material from the inside of the washer pump/motor
inlet filter screen and 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.

WIPERS/WASHERS

8R - 7

WIPERS/WASHERS (Continued)
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.

the wiper blade with a new unit. Do not attempt to
repair a wiper blade that is damaged.

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. 2). 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

Fig. 2 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,
sharp bends that might pinch the washer hose must
be avoided.

8R - 8

WIPERS/WASHERS

CHECK VALVE
DESCRIPTION

nozzle, while other contaminants could interfere with
proper nozzle operation and cause improper nozzle
spray patterns. In addition, the check valve prevents
washer fluid from siphoning through the washer nozzles after the washer system is turned Off.
When the washer pump pressurizes and pumps
washer fluid from the reservoir through the washer
plumbing, the fluid pressure unseats a diaphragm
from over a sump well within the valve by overriding
the spring pressure applied to it by a piston (Fig. 4).
With the diaphragm unseated, washer fluid is
allowed to flow toward the two washer nozzles. When
the washer pump stops operating, the spring pressure on the piston seats the diaphragm over the
sump well in the valve and fluid flow in either direction within the washer plumbing is prevented. The
check valve cannot be adjusted or repaired and, if
faulty or damaged, it must be replaced.

Fig. 3 Check Valve
1
2
3
4

INLET NIPPLE
CHECK VALVE
OUTLET NIPPLE (2)
FLOW DIRECTION ARROW

A single washer system check valve is standard
equipment on this model, and is installed in the
washer system plumbing (Fig. 3). The check valve is
integral to the washer nozzle plumbing wye fitting
located in the cowl plenum area beneath the cowl
plenum cover/grille panel near the base of the windshield. The check valve consists of a molded plastic
body with a raised arrowhead molded into its center
section that indicates the direction of the flow
through the valve, and three barbed hose nipples
formed in a wye configuration on the outside circumference of the center section of the valve body. The
check valve cannot be adjusted or repaired and, if
faulty or damaged, it must be replaced.

OPERATION
The check valve provides more than one function
in this application. It serves as a wye connector fitting between the engine compartment and washer
nozzle sections of the washer supply hose. It prevents
washer fluid from draining out of the washer supply
hoses back to the washer reservoir. This drain-back
would result in a lengthy delay from when the
washer switch is actuated until washer fluid was dispensed through the washer nozzles, because the
washer pump would have to refill the washer plumbing from the reservoir to the nozzles. Such a drainback condition could also result in water, dirt, or
other outside contaminants being siphoned into the
washer system through the washer nozzle orifice.
This water could subsequently freeze and plug the

Fig. 4 Check Valve
1
2
3
4
5

SPRING
PISTON
DIAPHRAGM
TO WASHER NOZZLE
FROM WASHER PUMP

REMOVAL
(1) Remove both wiper arms from the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARM - REMOVAL).
(2) Unlatch and open the hood.
(3) Remove the cowl plenum cover/grille panel
from over the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - REMOVAL).
(4) From the underside of the cowl plenum cover/
grille panel, disconnect the cowl plenum and washer
nozzle hoses from the three barbed nipples of the
check valve (Fig. 5).
(5) Remove the check valve from the underside of
the cowl plenum cover/grille panel.

WIPERS/WASHERS

8R - 9

CHECK VALVE (Continued)

Fig. 5 Check Valve Remove/Install
1
2
3
4
5
6

WASHER NOZZLE HOSE (RIGHT)
CHECK VALVE
ROUTING CLIP
COWL PLENUM WASHER HOSE
COWL PLENUM COVER/GRILLE PANEL (UNDERSIDE)
WASHER NOZZLE HOSE (LEFT)

INSTALLATION
(1) Position the check valve to the underside of the
cowl plenum cover/grille panel (Fig. 5). Be certain
that the flow direction arrow molded into the check
valve body is oriented towards the washer nozzles.
(2) From the underside of the cowl plenum cover/
grille panel, reconnect the cowl plenum and washer
nozzle hoses to the three barbed nipples of the check
valve.
(3) Reinstall the cowl plenum cover/grille panel
over the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - INSTALLATION).
(4) Close and latch the hood.
(5) Reinstall both wiper arms onto the wiper pivots. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARM - INSTALLATION).

Fig. 6 Washer Fluid Level Switch
1
2
3
4
5
6
7
8

MOUNTING FLANGE
BARBED NIPPLE
FLOAT
RESERVOIR
GROMMET SEAL
PIVOT
MAGNET
CONNECTOR RECEPTACLE

A small, molded plastic float has two pivot pins
near its center that are snapped into two receptacles
near the ends of two stanchions that extend toward
the float from the switch nipple formation. A small
magnet is secured within the end of the float nearest
the switch nipple formation, and a reed switch is concealed within the nipple. A diagnostic resistor is connected between the two switch terminals within the
switch mounting flange. The washer fluid level
switch cannot be adjusted or repaired. If faulty or
damaged, the switch must be replaced.

OPERATION

WASHER FLUID LEVEL
SWITCH
DESCRIPTION
The washer fluid level switch is a single pole, single throw reed-type switch mounted on the outboard
side of the of the washer reservoir in the engine compartment (Fig. 6). Only the molded plastic switch
mounting flange and the integral 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 pressed through a rubber grommet seal installed
in the mounting hole of the reservoir.

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 proximity of this
magnet to a stationary reed switch within the nipple
formation of the switch changes. When the fluid level
in the washer reservoir is at or above the float level,
the float moves to a vertical position, the influence of
the float magnetic field is removed from the reed
switch, and the normally open reed switch contacts
open. When the fluid level in the washer reservoir
falls below the level of the pivoting float, the float
moves to a horizontal position, the influence of the
float magnetic field is applied to the reed switch, and
the contacts of the normally open reed switch close.

8R - 10

WIPERS/WASHERS

WASHER FLUID LEVEL SWITCH (Continued)
The washer fluid level switch is connected to the
vehicle electrical system through a dedicated take
out and connector of the right (except V-10 and diesel
engines) or left (V-10 and diesel engines only) headlamp and dash wire harness. The switch is connected
in series between a clean ground output of the Front
Control Module (FCM) on a sensor return circuit and
the washer fluid switch sense input to the FCM.
When the switch closes, the FMC senses the ground
on the washer fluid switch sense circuit. The FMC is
programmed to respond to this input by sending an
electronic washer fluid indicator lamp-on message to
the instrument cluster over the Programmable Communications Interface (PCI) data bus. The instrument cluster responds to this message by
illuminating the washer fluid indicator and by sounding an audible chime tone warning.
The washer fluid level switch may be diagnosed
and tested using conventional diagnostic tools and
procedures. However, conventional diagnostic methods may not prove conclusive in the diagnosis of the
instrument cluster, the Front Control Module (FCM),
or the electronic message inputs to or outputs from
the instrument cluster and the FCM that control the
operation of the washer fluid visual and/or audible
indicators. The most reliable, efficient, and accurate
means to diagnose the washer fluid level indicator,
the instrument cluster, the FCM, or the electronic
message inputs and outputs related to the washer
fluid indicator requires the use of a DRBIIIt scan
tool. Refer to the appropriate diagnostic information.

Fig. 7 Washer Fluid Level Switch Remove/Install Except V-10 & Diesel Engine
1
2
3
4
5

WASHER HOSE
WASHER RESERVOIR
WASHER FLUID LEVEL SWITCH
WIRE HARNESS
WASHER PUMP/MOTOR

REMOVAL
The washer fluid level switch can be removed from
the washer reservoir without removing the reservoir
from the vehicle.
(1) Unlatch and open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) 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.
(4) Disconnect the right (except V-10 and diesel
engine) or left (V-10 and diesel engine only) headlamp and dash wire harness connector for the washer
fluid level switch from the switch connector receptacle (Fig. 7) or (Fig. 8).
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
upwards.

Fig. 8 Washer Fluid Level Switch Remove/Install V-10 & Diesel Engine
1
2
3
4
5

WIRE HARNESS
WASHER RESERVOIR
WASHER PUMP/MOTOR
WASHER HOSE
WASHER FLUID LEVEL SWITCH

(5) 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 reservoir sump. Care must be taken not
to damage the reservoir.

WIPERS/WASHERS

8R - 11

WASHER FLUID LEVEL SWITCH (Continued)
(6) Remove the washer fluid level switch from the
washer reservoir.
(7) Remove the rubber grommet seal from the
washer fluid level switch mounting hole in the
washer reservoir and discard.

INSTALLATION
(1) Install a new rubber grommet seal into the
washer fluid level switch mounting hole in the
washer reservoir. Always use a new rubber grommet
seal on the reservoir.
(2) Insert the float of the washer fluid level switch
through the rubber grommet seal and into the
washer reservoir. The connector receptacle of the
washer fluid level switch should be pointed upward.
(3) Using hand pressure, press firmly and evenly
on the washer fluid level switch mounting flange
until the barbed nipple is fully seated in the rubber
grommet seal in the washer reservoir mounting hole.
(4) Reconnect the right (except V-10 and diesel
engine) or left (V-10 and diesel engine only) headlamp and dash wire harness connector for the washer
fluid level switch to the switch connector receptacle
(Fig. 7) or (Fig. 8).
(5) Reconnect the removed 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.
(8) Close and latch the hood.

WASHER HOSES/TUBES
DESCRIPTION
The washer plumbing consists of a small diameter
rubber reservoir washer hose that is routed from the
barbed outlet nipple of the electric washer pump/motor unit on the washer reservoir through a trough
molded into the back of the reservoir above the
washer pump and to the engine compartment washer
hose (Fig. 9). On models equipped with an optional
V-10 or diesel engine, the reservoir washer hose is
routed through routing clips on the top of the radiator fan shroud from the washer reservoir on the left
side of the radiator to the engine compartment
washer hose on the right side of the radiator. The
engine compartment washer hose is contained within
the right headlamp and dash wire harness, which is
routed through the engine compartment along the
top of the right front fender wheel house to the dash
panel.
The engine compartment washer hose is connected
to the washer reservoir washer hose and to the cowl
plenum washer hose with molded plastic in-line fit-

Fig. 9 Engine Compartment Washer Hose
1 - RIGHT FENDER
2 - RIGHT HEADLAMP & DASH WIRE HARNESS
3 - ENGINE COMPARTMENT WASHER HOSE (TO COWL
PLENUM)
4 - COWL PLENUM WASHER HOSE
5 - ENGINE COMPARTMENT WASHER HOSE (TO WASHER
RESERVOIR)

tings that have a barbed nipple on each end. The
cowl plenum washer hose is routed from the engine
compartment into the cowl plenum area through a
trough formation located near the right end of the
cowl plenum cover/grille panel. The cowl plenum
washer hose is connected to the washer system check
valve/wye fitting on the underside of the cowl plenum
cover/grille panel. The cowl plenum washer hose and
the two washer nozzle hoses are routed through integral routing clips on the underside of the cowl plenum cover/grille panel. The cowl plenum washer hose
is connected to one nipple on the wye fitting and the
two washer nozzle hoses are connected to the other
two wye fitting nipples. The washer nozzle hoses are
then routed along 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
be routed away from hot, sharp, or moving parts;
and, sharp bends that might pinch the hose must be
avoided.

8R - 12

WIPERS/WASHERS

WASHER NOZZLE
DESCRIPTION

REMOVAL
(1) Remove both wiper arms from the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARM - REMOVAL).
(2) Unlatch and open the hood.
(3) Remove the cowl plenum cover/grille panel
from over the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - REMOVAL).
(4) From the underside of the cowl plenum cover/
grille panel, disconnect the washer nozzle hose from
the barbed nipple of the washer nozzle (Fig. 11).

Fig. 10 Washer Nozzle
1
2
3
4
5

- HOOD
- LATCH (2)
- NIPPLE
- ANTI-ROTATION TAB
- ORIFICE

The two washer nozzles have integral snap features and an anti-rotation tab that secure them in
dedicated holes in the cowl plenum cover/grille panel
located near the base of the windshield (Fig. 10). 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. 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 unit through a single hose,
which is attached to a barbed nipple on each washer
nozzle below the cowl plenum cover/grille panel. A
fluidic matrix within the washer nozzle causes the
pressurized washer fluid to be emitted from the nozzle orifice as an oscillating stream to more effectively
cover a larger area of the glass to be cleaned.

Fig. 11 Washer Nozzle Remove/Install
1
2
3
4
5
6

- COWL PLENUM COVER/GRILLE PANEL (UNDERSIDE)
- ANTI-ROTATION TAB (LARGE)
- NIPPLE
- ANTI-ROTATION TAB (SMALL)
- PLIERS
- LATCH (2)

(5) From the underside of the cowl plenum cover/
grille panel, release the integral snap features of the
washer nozzle and push the nozzle out through the
mounting hole toward the top side of the cowl plenum cover/grille panel.
(6) Remove the washer nozzle from the top of the
cowl plenum cover/grille panel.

INSTALLATION
(1) From the top of the cowl plenum cover/grille
panel, position the nipple end of the washer nozzle
through the mounting hole and engage the anti-rotation tab of the nipple into the anti-rotation notch in
the mounting hole.
(2) Using hand pressure, push firmly and evenly
on the top of the washer nozzle until the integral
snap features lock into place on 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 barbed
nipple of the washer nozzle (Fig. 11).

WIPERS/WASHERS

8R - 13

WASHER NOZZLE (Continued)
(4) Reinstall the washer hose for the washer nozzle into its routing clips on the underside of the cowl
plenum cover/grille panel.
(5) Reinstall the cowl plenum cover/grille panel
over the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - INSTALLATION).
(6) Close and latch the hood.
(7) Reinstall both wiper arms onto the wiper pivots. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARM - INSTALLATION).

WASHER PUMP/MOTOR
DESCRIPTION

housing connects the unit to the washer system
through a short washer reservoir 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. The top of the washer pump is also
secured to the washer reservoir by the use of a snap
post on the motor housing and a snap post receptacle
molded into the reservoir that allows for mounting of
the washer pump without the use of fasteners. An
integral connector receptacle on the top of the motor
housing connects the unit to the vehicle electrical
system. The washer pump/motor unit cannot be
repaired. If faulty or damaged, the entire washer
pump/motor unit must be replaced.

OPERATION

Fig. 12 Washer Pump/Motor
1
2
3
4
5
6
7

MOTOR
SNAP POST
CONNECTOR RECEPTACLE
PUMP
OUTLET NIPPLE
INLET NIPPLE
FILTER SCREEN

The washer pump/motor unit (Fig. 12) is located on
the rearward facing surface of the washer reservoir,
in the right (except V-10 or diesel engine) or left
(V-10 and diesel engine only) 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 barbed inlet nipple on the pump housing passes through a rubber
grommet seal installed in a dedicated mounting hole
of the washer reservoir. When the pump is installed
in the reservoir a barbed outlet nipple on the pump

The washer pump/motor unit features a small
Direct Current (DC) electric motor. The motor is connected to the vehicle electrical system through a single take out and two-cavity connector of the right
(except V-10 or diesel engine) or left (V-10 or diesel
engine only) headlamp and dash wire harness. The
motor is grounded at all times through another take
out of the right (except V-10 or diesel engine) or left
(V-10 or diesel engine only) headlamp and dash wire
harness. On models without the V-10 or diesel engine
a single eyelet terminal connector is secured by a nut
to a ground stud located on the right front fender
inner shield in the engine compartment. On models
with a V-10 or diesel engine an eyelet terminal connector is secured by a ground screw to the left front
fender inner shield in the engine compartment. The
motor receives battery current on a washer pump/
motor control circuit.
The washer pump/motor control circuit is energized
through a high side driver within the Front Control
Module (FCM) whenever the FCM receives an electronic message requesting washer system operation
from the instrument cluster over the Programmable
Communications Interface (PCI) data bus. The
instrument cluster monitors a resistor multiplexed
hard wired input from the momentary washer switch
contacts within the multi-function switch on the
steering column to determine when it should issue
the electronic message requesting washer system
operation.
Washer fluid is gravity-fed from the washer reservoir to the inlet side of the washer pump. When the
pump motor is energized, the motor spins the rotor
within the washer pump. The spinning pump rotor
pressurizes the washer fluid and forces it through
the pump outlet nipple, the washer plumbing, and
the washer nozzles onto the windshield glass.
The washer pump/motor unit may be diagnosed
using conventional diagnostic tools and methods.

8R - 14

WIPERS/WASHERS

WASHER PUMP/MOTOR (Continued)
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the instrument
cluster, the Front Control Module (FCM), or the electronic message inputs to or outputs from the instrument cluster and the FCM that control the operation
of the washer pump/motor unit. The most reliable,
efficient, and accurate means to diagnose the washer
pump/motor unit, the instrument cluster, the FCM,
or the electronic message inputs and outputs related
to the washer pump/motor unit operation requires
the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information.

REMOVAL
The washer pump/motor unit can be removed from
the washer reservoir without removing the reservoir
from the vehicle.
(1) Unlatch and open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) 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.
(4) Disconnect the right (except V-10 or diesel
engine) or left (V-10 or diesel engine only) headlamp
and dash wire harness connector for the washer
pump/motor unit from the motor connector receptacle
(Fig. 13).
(5) Firmly grasp the top of the washer pump/motor
housing.
(6) Pull lightly outward on the top of the washer
pump/motor housing away from the washer reservoir
far enough to disengage the snap post on the top of
the motor from the receptacle in the reservoir.
(7) Pull the washer pump/motor unit straight out
from the washer reservoir far enough to disengage
the barbed pump inlet nipple from the rubber grommet seal in the reservoir.
(8) Disconnect the reservoir washer hose from the
washer pump/motor unit outlet nipple.
(9) Remove washer pump/motor unit from the back
of the washer reservoir.
(10) Remove the rubber grommet seal from 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 washer reservoir (Fig. 13).

Fig. 13 Washer Pump/Motor Remove/Install
1
2
3
4
5
6
7
8

CONNECTOR RECEPTACLE
SNAP POST
SNAP POST RECEPTACLE
GROMMET SEAL
WASHER FLUID LEVEL SWITCH
WASHER RESERVOIR
INLET NIPPLE
OUTLET NIPPLE

(3) Using hand pressure, press on the washer
pump/motor unit firmly and evenly until the barbed
inlet nipple is fully seated in the rubber grommet
seal in the washer reservoir mounting hole.
(4) Align the washer pump/motor snap post on the
top of the motor housing with the snap post receptacle in the washer reservoir.
(5) Using hand pressure, press firmly and evenly
on the top of washer pump/motor unit until the snap
post snaps into the washer reservoir receptacle.
(6) Reconnect the washer reservoir hose to the
barbed outlet nipple of the washer pump.
(7) Reconnect the right (except V-10 or diesel
engine) or left (V-10 or diesel engine only) headlamp
and dash wire harness connector for the washer
pump/motor unit to the motor connector receptacle.
(8) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(9) Reconnect the battery negative cable.
(10) Close and latch the hood.

WIPERS/WASHERS

WASHER RESERVOIR
DESCRIPTION

Fig. 14 Washer Reservoir - except V-10 & Diesel
Engine
1 - TOP TAB
2 - HOOK FEATURE
3 - CAP
4 - RESERVOIR
5 - TROUGH
6 - HOSE
7 - LOCK FEATURE
8 - WASHER FLUID LEVEL SWITCH
9 - WASHER PUMP/MOTOR
10 - BOTTOM TAB (2)

Except on models equipped with an optional V-10
or diesel engine, the molded plastic washer fluid reservoir is mounted on the right rearward facing surface of the cooling module radiator shroud in the
engine compartment (Fig. 14). On models with the
V-10 or diesel engine, the molded plastic washer fluid
reservoir is mounted on the rearward facing surface
of the left vertical member of the radiator support in
the engine compartment. The reservoir is a molded
unit constructed of a translucent plastic that allows
the washer fluid level to be inspected without removing the washer reservoir cap. The most visible component of the washer reservoir is the filler cap unit,
which is secured to and hinges on a hook feature
that is integral to the filler neck near the top of the
reservoir. The bright yellow plastic filler cap snaps
over the filler neck opening and seals the reservoir

8R - 15

opening with an integral rubber gasket. The filler
cap is labeled with an International Control and Display Symbol icon for “Windshield Washer” and the
text “Washer Fluid Only” that are molded into it and
highlighted in black against the yellow plastic cap for
visibility.
There are dedicated holes near the bottom of the
rearward facing side of the reservoir provided for the
mounting of the washer pump/motor unit and the
washer fluid level switch. A snap post receptacle
molded into the reservoir allows for mounting of the
washer pump without the use of fasteners. The reservoir also features an integral hose routing trough
on its rearward facing side. Except on models with a
V-10 or diesel engine, the washer reservoir is secured
to the cooling module radiator shroud with three
integral tabs, two at the bottom and one at the top.
The two bottom tabs are inserted into two slots near
the bottom of the shroud, while the upper tab slides
into an integral channel-like slot near the top of the
shroud. A molded lock feature on the forward facing
surface of the reservoir engages a molded depression
on the rearward facing surface of the radiator shroud
when the reservoir is fully seated on the shroud,
locking the unit securely in place. On models with a
V-10 or diesel engine, the washer reservoir is secured
with two screws through integral mounting tabs to
the left vertical member of the radiator support. On
many models, a molded plastic coolant recovery container or a coolant pressure container must be
detached from the top of the cooling module and
moved aside to access the washer fluid reservoir for
service. This may be accomplished without opening
or draining the engine cooling system.

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 pump/motor
unit is mounted in the lowest position in the sump.
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, well before the washer system will no longer operate.

8R - 16

WIPERS/WASHERS

WASHER RESERVOIR (Continued)

REMOVAL
REMOVAL - EXCEPT V-10 OR DIESEL ENGINE
(1) Unlatch and open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Remove the fasteners securing the coolant
recovery container or the coolant pressure container
to the top of the cooling module and move the container aside. It is not necessary to open or drain the
engine cooling system. (Refer to 7 - COOLING/ENGINE/COOLANT
RECOVERY
CONTAINER
REMOVAL) or (Refer to 7 - COOLING/ENGINE/
COOLANT RECOVERY PRESSURE CONTAINER REMOVAL).
(4) Disconnect the reservoir washer hose from the
barbed nipple of the inline fitting at the engine compartment washer hose in the right headlamp and
dash wire harness and allow the washer fluid to
drain from the reservoir into a clean container for
reuse (Fig. 15).

(5) Disconnect the right headlamp and dash wire
harness connector for the washer fluid level switch
from the switch connector receptacle.
(6) Disconnect the right headlamp and dash wire
harness connector for the washer pump/motor unit
from the motor connector receptacle.
(7) Grasp the bottom of the washer reservoir
firmly with both hands and pull the unit sharply
upward to disengage the locking feature on the
washer reservoir from the depression in the radiator
shroud.
(8) Continue lifting the washer reservoir upward
far enough to disengage the three mounting tabs (one
at the top and two at the bottom) from the channellike slot at the top and the two slots at the bottom of
the radiator shroud.
(9) Remove the washer reservoir from the right
side of the engine compartment.

REMOVAL - V-10 OR DIESEL ENGINE
(1) Unlatch and open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Disengage the reservoir washer hose from the
integral routing clips on the top of the radiator fan
shroud (Fig. 16).

Fig. 15 Washer Reservoir Remove/Install
1 - TOP TAB
2 - RADIATOR SHROUD
3 - TOP SLOT
4 - RIGHT HEADLAMP & DASH WIRE HARNESS
5 - ENGINE COMPARTMENT WASHER HOSE
6 - BOTTOM SLOT (2)
7 - RESERVOIR WASHER HOSE
8 - BOTTOM TAB (2)
9 - WASHER FLUID LEVEL SWITCH
10 - WASHER PUMP/MOTOR
11 - WASHER RESERVOIR
12 - LOCK FEATURE

Fig. 16 Washer Reservoir Connections - V-10 &
Diesel Engine
1
2
3
4
5

WIRE HARNESS
WASHER RESERVOIR
WASHER PUMP/MOTOR
WASHER HOSE
WASHER FLUID LEVEL SWITCH

WIPERS/WASHERS

8R - 17

WASHER RESERVOIR (Continued)
(4) Disconnect the reservoir washer hose from the
barbed nipple of the inline fitting at the engine compartment washer hose in the right headlamp and
dash wire harness and allow the washer fluid to
drain from the reservoir into a clean container for
reuse.
(5) Disconnect the left headlamp and dash wire
harness connector for the washer fluid level switch
from the switch connector receptacle.
(6) Disconnect the left headlamp and dash wire
harness connector for the washer pump/motor unit
from the motor connector receptacle.
(7) Remove the two screws that secure the washer
reservoir to the left vertical member of the radiator
support (Fig. 17).

(4) Reconnect the right headlamp and dash wire
harness connector for the washer pump/motor unit to
the motor connector receptacle.
(5) Reconnect the right headlamp and dash wire
harness connector for the washer fluid level switch to
the switch connector receptacle.
(6) Reconnect the reservoir washer hose to the
barbed nipple of the inline fitting at the engine compartment washer hose in the right headlamp and
dash wire harness.
(7) Reposition the coolant recovery container or the
coolant pressure container to the top of the cooling
module and reinstall the fasteners that secure it
there. (Refer to 7 - COOLING/ENGINE/COOLANT
RECOVERY CONTAINER - INSTALLATION) or
(Refer to 7 - COOLING/ENGINE/COOLANT RECOVERY PRESSURE CONTAINER - INSTALLATION).
(8) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(9) Reconnect the battery negative cable.
(10) Close and latch the hood.

INSTALLATION - V-10 OR DIESEL ENGINE

Fig. 17 Washer Reservoir Remove/Install - V-10 &
Diesel Engine
1
2
3
4

RESERVOIR WASHER HOSE
RADIATOR SUPPORT
SCREW (2)
WASHER RESERVOIR

(8) Remove the washer reservoir from the left side
of the engine compartment.

INSTALLATION
INSTALLATION - EXCEPT V-10 OR DIESEL
ENGINE
(1) Position the washer reservoir into the right
side of the engine compartment.
(2) Align and insert the three mounting tabs (one
at the top and two at the bottom) into the two slots
at the bottom and the channel-like slot at the top of
the radiator shroud (Fig. 15).
(3) Place both hands on the top of the washer reservoir and push the unit downward far enough for
the locking feature on the washer reservoir to snap
into the depression in the radiator shroud.

(1) Position the washer reservoir into the left side
of the engine compartment (Fig. 17).
(2) Install and tighten the two screws that secure
the washer reservoir to the left vertical member of
the radiator support. Tighten the screws to 10 N·m
(85 in. lbs.).
(3) Reconnect the left headlamp and dash wire
harness connector for the washer pump/motor unit to
the motor connector receptacle (Fig. 16).
(4) Reconnect the left headlamp and dash wire
harness connector for the washer fluid level switch to
the switch connector receptacle.
(5) Reconnect the reservoir washer hose to the
barbed nipple of the inline fitting at the engine compartment washer hose in the right headlamp and
dash wire harness.
(6) Engage the reservoir washer hose into the integral routing clips on the top of the radiator fan
shroud.
(7) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(8) Reconnect the battery negative cable.
(9) Close and latch the hood.

8R - 18

WIPERS/WASHERS

WIPER ARM
DESCRIPTION

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

Fig. 18 Wiper Arm
1
2
3
4
5
6
7
8

HOOK
STRAP
PIVOT END
KEY
LATCH
HINGE PIN
TENSION SPRING
CHANNEL

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
(Fig. 18). These wiper arms feature an over-center
hinge that allows easy access to the windshield glass
for cleaning. The wiper arm has a die cast metal
pivot end with a large internally serrated socket formation at one end. A key within the socket formation
indexes the wiper arm to a keyway in the pivot shaft
of the wiper module to provide wiper alignment, and
a spring-loaded latch on the underside of the wiper
arm pivot end locks the unit to the pivot shaft when
it is fully installed. The right and left wiper arms for
this model are not interchangeable, as the right
wiper arm is slightly longer than the left one.
The wide end of a tapered, stamped steel channel
hinges on and is secured with a hinge pin to the
blade end of the wiper arm pivot end. 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
engaged with a wire hook on the underside of the die
cast pivot end, while the other end of the spring is
hooked through the small hole in the steel strap. The

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
proper wiper blade travel on the glass. The serrated
and keyed socket formation in the wiper arm pivot
end interlocks with the serrations and keyway on the
outer circumference of the wiper pivot shaft, providing positive engagement and alignment of this connection. The latch positively locks the wiper arm to
the wiper pivot shaft when the arm is fully installed.
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.

REMOVAL
(1) Lift the wiper arm to its over-center position to
hold the wiper blade off of the glass and relieve the
spring tension on the wiper arm to wiper pivot shaft
connection.
(2) Pull the latch on the pivot end of the wiper
arm outward (Fig. 19).

Fig. 19 Wiper Arm Remove/Install
1 - WIPER ARM PIVOT END
2 - LATCH

(3) Remove the wiper arm pivot end from the
wiper pivot shaft.

WIPERS/WASHERS

8R - 19

WIPER ARM (Continued)

INSTALLATION
The right and left wiper arms are not interchangeable. The right wiper arm is slightly longer than the
left. Be certain that each wiper arm is installed on
the proper wiper pivot.
(1) Place the wiper arm hinge in its over-center
position prior to attempting installation.
(2) The wiper arms are indexed to the wiper pivot
shafts with integral keys in the wiper arm pivot ends
and keyways in the wiper pivot shafts. Align the key
of the wiper arm to the keyway on the wiper pivot
shaft.
(3) Once the wiper blade is aligned, push the pivot
of the wiper arm down firmly and evenly over the
wiper pivot shaft until it is fully engaged. When the
wiper arm is fully engaged on the wiper pivot, the
spring-loaded latch (Fig. 19) will snap back into place
against the wiper arm pivot end.
(4) Gently lower the wiper arm until the wiper
blade is in position on the windshield glass.

WIPER BLADE
DESCRIPTION

Fig. 20 Wiper Blade
1
2
3
4
5
6
7

SUPERSTRUCTURE
ELEMENT
PIVOT BLOCK
RELEASE TAB
PIVOT PIN
CLAWS
FLEXOR

Each wiper blade is secured by an integral latching
pivot block to the hook formation on the tip of each
wiper arm, and rests on the glass near the base of
the windshield when the wipers are not in operation
(Fig. 20). 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.
All models have two 60.00 centimeter (23.62 inch)
long wiper blades with non-replaceable rubber elements (squeegees). The wiper blades cannot be
adjusted or repaired. If faulty, worn, or damaged the
entire wiper blade unit must be replaced.

OPERATION
The wiper blades are 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 that
may be encountered 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,
yet 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 notched end of the wiper element flexor
should always be oriented towards the end of the
wiper blade that is nearest to the wiper pivot.
(1) Lift the wiper arm to raise the wiper blade and
element off of the glass, until the wiper arm hinge is
in its over-center position.
(2) To remove the wiper blade from the wiper arm,
depress 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 formation on
the end of the arm (Fig. 21).

8R - 20

WIPERS/WASHERS

WIPER BLADE (Continued)

WIPER HIGH/LOW RELAY
DESCRIPTION

Fig. 22 ISO Micro Relay
Fig. 21 Wiper Blade Remove/Install
1
2
3
4
5
6

SUPERSTRUCTURE
WIPER ARM
PIVOT BLOCK
RELEASE TAB
HOOK
ELEMENT

(3) Extract the hook formation on the tip of the
wiper arm through the opening in the wiper blade
superstructure just ahead of the wiper blade pivot
block/latch unit.
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.
(4) Gently lower the tip of the wiper arm onto the
glass.

INSTALLATION
NOTE: The notched end of the wiper element flexor
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,
until the wiper arm hinge is in its over-center position.
(2) Position the wiper blade near the hook formation on the tip of the arm with the notched end of the
wiper element flexor 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 into
the hook (Fig. 21).
(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.
Latch engagement will be accompanied by an audible
click.
(5) Gently lower the wiper blade onto the glass.

30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

The wiper high/low relay is located in the Integrated Power Module (IPM) in the engine compartment near the battery. The wiper high/low relay is a
conventional International Standards Organization
(ISO) micro relay (Fig. 22). 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 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.
The wiper high/low relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.

OPERATION
The wiper high/low relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current output to 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 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.

WIPERS/WASHERS

8R - 21

WIPER HIGH/LOW RELAY (Continued)
The wiper high/low relay terminals are connected
to the vehicle electrical system through a connector
receptacle in the Integrated Power Module (IPM).
The inputs and outputs of the wiper high/low relay
include:
• Common Feed Terminal - The common feed
terminal (30) is connected to the output of the wiper
on/off relay at all times through the wiper on/off
relay output circuit.
• Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the Front
Control Module (FCM) through a wiper high/low
relay control circuit. The FCM controls wiper motor
operation by controlling a ground path through this
circuit.
• Coil Battery Terminal - The coil battery terminal (86) receives battery current when the ignition
switch is in the On or Accessory positions from a fuse
in the Integrated Power Module (IPM) through a
fused ignition switch output (run-acc) circuit.
• Normally Open Terminal - The normally open
terminal (87) is connected to the high speed brush of
the wiper motor through a wiper high/low relay high
speed output circuit, and is connected to the high
speed brush whenever the relay is energized.
• Normally Closed Terminal - The normally
closed terminal (87A) is connected to the low speed
brush of the wiper motor through a wiper high/low
relay low speed output circuit, and is connected to
the low speed brush whenever the relay is de-energized.
The wiper high/low relay can be diagnosed using
conventional diagnostic tools and methods. However,
conventional diagnostic methods may not prove conclusive in the diagnosis of the instrument cluster, the
Front Control Module (FCM), or the electronic message inputs to or outputs from the instrument cluster
and the FCM that control the operation of the wiper
high/low relay. The most reliable, efficient, and accurate means to diagnose the wiper high/low relay, the
instrument cluster, the FCM, or the electronic message inputs and outputs related to the wiper high/low
relay operation requires the use of a DRBIIIt scan
tool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - WIPER HIGH/LOW
RELAY
The wiper high/low relay (Fig. 23) is located in the
Integrated Power Module (IPM) in the engine compartment near the battery. 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.

Fig. 23 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

(1) Remove the wiper high/low relay from the IPM.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER HIGH/LOW 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 ± 8 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.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Integrated Power
Module (IPM) (Fig. 24).
(3) Remove the wiper high/low relay by grasping it
firmly and pulling it straight out from the receptacle
in the IPM.

INSTALLATION
(1) Position the wiper high/low relay to the proper
receptacle in the Integrated Power Module (IPM)
(Fig. 24).
(2) Align the wiper high/low relay terminals with
the terminal cavities in the IPM receptacle.
(3) Push firmly and evenly on the top of the wiper
high/low relay until the terminals are fully seated in
the terminal cavities in the IPM receptacle.
(4) Reinstall the cover onto the IPM.
(5) Reconnect the battery negative cable.

8R - 22

WIPERS/WASHERS

WIPER HIGH/LOW RELAY (Continued)

Fig. 24 Integrated Power Module
1 - 15 - CARTRIDGE FUSE
16 - 53 - BLADE FUSE
54 - HEATED MIRROR RELAY
55 - WIPER ON/OFF RELAY
56 - A/C CONDENSER FAN RELAY
57 - ENGINE CONTROL RELAY
58 - FUEL PUMP RELAY
59 - TRANSMISSION RELAY
60 - WIPER HIGH/LOW RELAY
61 - SPARE
62 - FOG LAMP RELAY
63 - ADJUSTABLE PEDAL RELAY
64 - A/C CLUTCH RELAY
65 - SPARE
66 - O2 RELAY
67 - SPARE
68 - SPARE
69 - SPARE
70 - SPARE
71 - SPARE
72 - STARTER RELAY
73 - PARK LAMP RELAY

WIPER MODULE
DESCRIPTION
The wiper motor bracket is secured with two
screws below the wiper motor through two rubber
insulators to the bottom of the cowl plenum panel
beneath the cowl plenum cover/grille panel (Fig. 25).
Two screws secure the top of the wiper module
bracket to the cowl plenum panel through rubber
insulators located on the outboard end of each pivot
bracket. The ends of the wiper pivot shafts that protrude through dedicated openings in the cowl plenum
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 die cast

Fig. 25 Wiper Module
1 - PIVOT BRACKET (2)
2 - TUBE
3 - CLAMP
4 - PIVOT SHAFT (2)
5 - INSULATOR (4)
6 - LINKAGE BUSHING (4)
7 - DRIVE LINK (2)
8 - PIVOT CRANK ARM (2)
9 - PIGTAIL WIRE CONNECTOR
10 - MOTOR CRANK ARM
11 - WIPER MOTOR

pivot bracket formation near each end where the two
wiper pivots are secured. A stamped steel clamp
secures the center of the tubular member to the die
cast bracket integral to the wiper motor with two
screws.
• Crank Arm - The wiper motor crank arm is a
stamped steel unit with 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 - Two stamped steel drive links connect the wiper motor crank arm to the wiper pivot
lever arms. The left side drive link has a plastic socket-type bushing on each end. The right side drive
link has a plastic socket-type bushing on one end,
and a plastic sleeve-type bushing on the other end.
The socket-type bushing on one end of each drive
link is snap-fit over the ball stud on the lever arm of
its respective pivot. The right side drive link sleevetype bushing end is then fit over the motor crank
arm ball stud, and the other socket-type bushing of
the left side drive link is snap-fit over the exposed
end of the wiper motor crank arm ball stud.

WIPERS/WASHERS

8R - 23

WIPER MODULE (Continued)
• Motor - The wiper motor features an integral
die cast bracket to which the wiper module bracket is
secured with a stamped steel clamp and two screws
near the top and which has two rubber insulated
mounting ears at the bottom. This die casting also
serves as the wiper motor transmission housing from
which the wiper motor output shaft exits. 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 automatic resetting circuit breaker.
• Pivots - The two front wiper pivots are secured
within the die cast pivot brackets on the outboard
ends of the wiper module main member. The lever
arms that extend from the center 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 a serrated driver with a keyway. The
lower ends of the pivot shafts are installed through
lubricated bushings in the pivot brackets and are
secured with snap rings.
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
battery current inputs received by the wiper motor
through the wiper on/off and wiper high/low relays.
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 components. The park switch alternately opens and closes the wiper park switch sense
circuit to ground, 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) Remove both wiper arms from the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARM - REMOVAL).
(2) Unlatch and open the hood.
(3) Disconnect and isolate the battery negative
cable.
(4) Remove the cowl plenum cover/grille panel
from over the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - REMOVAL).
(5) Disconnect the left headlamp and dash wire
harness connector for the wiper motor from the
motor pigtail wire connector (Fig. 26).
(6) Remove the two screws that secure the wiper
module to the top of the cowl plenum panel at the
pivot brackets.
(7) Remove the two screws that secure the wiper
module to the bottom of the cowl plenum panel.
(8) Remove the wiper module from the cowl plenum panel as a unit.

INSTALLATION
(1) Position the wiper module into the cowl plenum as a unit (Fig. 26).
(2) Install the two screws that secure the wiper
module to the top of the cowl plenum panel at the
pivot brackets. Tighten the screw on the driver side,
followed by the screw on the passenger side. Tighten
the screws to 7 N·m (60 in. lbs.).
(3) Install and tighten the screws that secure the
wiper module to the bottom of the cowl plenum
panel. Tighten the screw on the passenger side, followed by the screw on the driver side. Tighten the
screws to 7 N·m (60 in. lbs.).
(4) Reconnect the left headlamp and dash wire
harness connector for the wiper motor to the motor
pigtail wire connector.
(5) Reinstall the cowl plenum cover/grille panel
over the cowl plenum. (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - INSTALLATION).
(6) Reconnect the battery negative cable.
(7) Close and latch the hood.
(8) Reinstall both wiper arms onto the wiper pivots. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARMS - INSTALLATION).

8R - 24

WIPERS/WASHERS

WIPER MODULE (Continued)

Fig. 26 Wiper Module Remove/Install
1
2
3
4
5

COWL PLENUM WASHER HOSE
PLASTIC FASTENER (6)
SCREW (2)
WIPER ARM & BLADE (2)
COWL PLENUM COVER/GRILLE PANEL

6 - WIPER MODULE
7 - WIRE HARNESS CONNECTOR
8 - PLENUM PANEL
9 - SCREW (4)
10 - ENGINE COMPARTMENT WASHER HOSE

WIPERS/WASHERS

WIPER ON/OFF RELAY
DESCRIPTION

Fig. 27 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

The wiper on/off relay is located in the Integrated
Power Module (IPM) in the engine compartment near
the battery. The wiper on/off relay is a conventional
International Standards Organization (ISO) micro
relay (Fig. 27). 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 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.
The wiper on/off relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.

OPERATION
The wiper on/off relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current output to 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 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.

8R - 25

The wiper on/off relay terminals are connected to
the vehicle electrical system through a connector
receptacle in the Integrated Power Module (IPM).
The inputs and outputs of the wiper on/off relay
include:
• Common Feed Terminal - The common feed
terminal (30) is connected to the common feed terminal of the wiper high/low relay at all times through
the wiper on/off relay output circuit.
• Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the Front
Control Module (FCM) through a wiper on/off relay
control circuit. The FCM controls wiper motor operation by controlling a ground path through this circuit.
• Coil Battery Terminal - The coil battery terminal (86) receives battery current at all times from
a fuse in the IPM through a fused ignition switch
output (run-acc) circuit.
• Normally Open Terminal - The normally open
terminal (87) receives battery current at all times
from a fuse in the IPM through a fused ignition
switch output (run-acc) circuit, and provides battery
current to the wiper on/off relay output circuit whenever the relay is energized.
• Normally Closed Terminal - The normally
closed terminal (87A) is connected to ground at all
times through a take out of the left headlamp and
dash wire harness with an eyelet terminal connector
that is secured by a screw to the front end sheet
metal, and is connected to the wiper on/off relay output circuit whenever the relay is de-energized.
The wiper on/off relay may be diagnosed using conventional diagnostic tools and methods. However,
conventional diagnostic methods may not prove conclusive in the diagnosis of the instrument cluster, the
Front Control Module (FCM), or the electronic message inputs to or outputs from the instrument cluster
and the FCM that control the operation of the wiper
on/off relay. The most reliable, efficient, and accurate
means to diagnose the wiper on/off relay, the instrument cluster, the FCM, or the electronic message
inputs and outputs related to the wiper on/off relay
operation requires the use of a DRBIIIt scan tool.
Refer to the appropriate diagnostic information.

8R - 26

WIPERS/WASHERS

WIPER ON/OFF RELAY (Continued)

DIAGNOSIS AND TESTING - WIPER ON/OFF
RELAY
The wiper on/off relay (Fig. 28) is located in the
Integrated Power Module (IPM) in the engine compartment near the battery. 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.

Fig. 29 Integrated Power Module

Fig. 28 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED

(1) Remove the wiper on/off relay from the IPM.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ON/OFF 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 ± 8 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.

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Integrated Power
Module (IPM) (Fig. 29).
(3) Remove the wiper on/off relay by grasping it
firmly and pulling it straight out from the receptacle
in the IPM.

1 - 15 - CARTRIDGE FUSE
16 - 53 - BLADE FUSE
54 - HEATED MIRROR RELAY
55 - WIPER ON/OFF RELAY
56 - A/C CONDENSER FAN RELAY
57 - ENGINE CONTROL RELAY
58 - FUEL PUMP RELAY
59 - TRANSMISSION RELAY
60 - WIPER HIGH/LOW RELAY
61 - SPARE
62 - FOG LAMP RELAY
63 - ADJUSTABLE PEDAL RELAY
64 - A/C CLUTCH RELAY
65 - SPARE
66 - O2 RELAY
67 - SPARE
68 - SPARE
69 - SPARE
70 - SPARE
71 - SPARE
72 - STARTER RELAY
73 - PARK LAMP RELAY

INSTALLATION
(1) Position the wiper on/off relay to the proper
receptacle in the Integrated Power Module (IPM)
(Fig. 29).
(2) Align the wiper on/off relay terminals with the
terminal cavities in the IPM receptacle.
(3) Push firmly and evenly on the top of the wiper
on/off relay until the terminals are fully seated in the
terminal cavities in the IPM receptacle.
(4) Reinstall the cover onto the IPM.
(5) Reconnect the battery negative cable.

WIRING

8W - 1

WIRING
TABLE OF CONTENTS
page

WIRING DIAGRAM INFORMATION. . . . . . .
COMPONENT INDEX . . . . . . . . . . . . . . . . . .
POWER DISTRIBUTION . . . . . . . . . . . . . . .
GROUND DISTRIBUTION . . . . . . . . . . . . . .
BUS COMMUNICATIONS . . . . . . . . . . . . . .
CHARGING SYSTEM . . . . . . . . . . . . . . . . . .
STARTING SYSTEM . . . . . . . . . . . . . . . . . .
FUEL/IGNITION SYSTEM . . . . . . . . . . . . . .
TRANSMISSION CONTROL SYSTEM . . . . .
VEHICLE SPEED CONTROL . . . . . . . . . . . .
REAR WHEEL ANTILOCK BRAKES . . . . . . .
ALL WHEEL ANTILOCK BRAKES . . . . . . . .
VEHICLE THEFT SECURITY SYSTEM . . . . .
INSTRUMENT CLUSTER . . . . . . . . . . . . . . .
HORN/CIGAR LIGHTER/POWER OUTLET . .
AIR CONDITIONING . . . . . . . . . . . . . . . . . .
AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . .

8W-01-1
8W-02-1
8W-10-1
8W-15-1
8W-18-1
8W-20-1
8W-21-1
8W-30-1
8W-31-1
8W-33-1
8W-34-1
8W-35-1
8W-39-1
8W-40-1
8W-41-1
8W-42-1
8W-43-1

page

INTERIOR LIGHTING. . . . . . . . . . . . . . . . . .
AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . .
OVERHEAD CONSOLE. . . . . . . . . . . . . . . . .
FRONT LIGHTING . . . . . . . . . . . . . . . . . . . .
REAR LIGHTING . . . . . . . . . . . . . . . . . . . . .
TURN SIGNALS. . . . . . . . . . . . . . . . . . . . . .
WIPERS. . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAILER TOW. . . . . . . . . . . . . . . . . . . . . . .
POWER WINDOWS. . . . . . . . . . . . . . . . . . .
POWER DOOR LOCKS . . . . . . . . . . . . . . . .
POWER MIRRORS . . . . . . . . . . . . . . . . . . .
POWER SEATS . . . . . . . . . . . . . . . . . . . . . .
SPLICE INFORMATION . . . . . . . . . . . . . . . .
CONNECTOR PIN-OUTS . . . . . . . . . . . . . . .
CONNECTOR/GROUND/SPLICE
LOCATION . . . . . . . . . . . . . . . . . . . . . . . .
POWER DISTRIBUTION . . . . . . . . . . . . . . .

8W-44-1
8W-47-1
8W-49-1
8W-50-1
8W-51-1
8W-52-1
8W-53-1
8W-54-1
8W-60-1
8W-61-1
8W-62-1
8W-63-1
8W-70-1
8W-80-1
8W-91-1
8W-97-1

8W-01 WIRING DIAGRAM INFORMATION

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 . . . . . . . . . . .
WARNING
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
...5
...6
...6
...7
...7
...7

...8
...9

page
STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND . . . . . . . . . . . . . . . . . . . 9
STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND ON FUSES
POWERING SEVERAL LOADS . . . . . . . . . . . 10
STANDARD PROCEDURE - TESTING FOR A
VOLTAGE DROP . . . . . . . . . . . . . . . . . . . . . . 10
SPECIAL TOOLS
WIRING/TERMINAL . . . . . . . . . . . . . . . . . . . . 10
CONNECTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIODE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
TERMINAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
WIRE
STANDARD PROCEDURE - WIRE SPLICING . . 15

...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.

SYMBOLS
International symbols are used throughout the wiring diagrams. These symbols are consistent with
those being used around the world (Fig. 3).

8W - 01 - 2

8W-01 WIRING DIAGRAM INFORMATION

WIRING DIAGRAM INFORMATION (Continued)

Fig. 1 WIRING DIAGRAM EXAMPLE 1

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

WIRING DIAGRAM INFORMATION (Continued)

Fig. 3 WIRING DIAGRAM SYMBOLS

8W-01 WIRING DIAGRAM INFORMATION

8W - 01 - 5

WIRING DIAGRAM INFORMATION (Continued)

TERMINOLOGY

WIRE COLOR CODE CHART

This is a list of terms and definitions used in the
wiring diagrams.
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).

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

COLOR CODE

COLOR

BLUE

BLACK

BROWN

DARK BLUE

DARK GREEN

GRAY

LIGHT BLUE

LIGHT GREEN

ORANGE

PINK

RED

TAN

VIOLET

WHITE

YELLOW

WITH TRACER

8W - 01 - 6

8W-01 WIRING DIAGRAM INFORMATION

WIRING DIAGRAM INFORMATION (Continued)

DESCRIPTION - CIRCUIT FUNCTIONS
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.

CIRCUIT IDENTIFICATION CODE CHART
CIRCUIT

FUNCTION

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.

BATTERY FEED

BRAKE CONTROLS

CLIMATE CONTROLS

DIAGNOSTIC CIRCUITS

DIMMING ILLUMINATION
CIRCUITS

FUSED CIRCUITS

MONITORING CIRCUITS
(GAUGES)

OPEN

NOT USED

OPEN

8W-01 thru
8W-09

General information and Diagram
Overview

POWERTRAIN CONTROL
MODULE

8W-10 thru
8W-19

Main Sources of Power and
Vehicle Grounding

EXTERIOR LIGHTING

Starting and Charging

INTERIOR LIGHTING

8W-20 thru
8W-29

NOT USED

Powertrain/Drivetrain Systems

NOT USED

8W-30 thru
8W-39

POWER OPTION (BATTERY
FEED)

8W-40 thru
8W-49

Body Electrical items and A/C

POWER OPTIONS (IGNITION
FEED)

8W-50 thru
8W-59

Exterior Lighting, Wipers and
Trailer Tow

PASSIVE RESTRAINT

8W-60 thru
8W-69

Power Accessories

SUSPENSION/STEERING

8W-70

Splice Information

TRANSMISSION/TRANSAXLE/
TRANSFER CASE

8W-80

Connector Pin Outs

8W-91

Connector, Ground and Splice
Locations

OPEN

SPEED CONTROL, WIPER/
WASHER

OPEN

AUDIO SYSTEMS

OPEN

GROUNDS

WIRING SECTION CHART
GROUP

TOPIC

8W-01 WIRING DIAGRAM INFORMATION

8W - 01 - 7

WIRING DIAGRAM INFORMATION (Continued)

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

WARNING
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: USE SAFETY STANDS ANYTIME A PROCEDURE REQUIRES BEING UNDER A VEHICLE.

WARNING: BE SURE THAT THE IGNITION SWITCH
ALWAYS IS IN THE OFF POSITION, UNLESS THE
PROCEDURE REQUIRES IT TO BE ON.
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.
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.
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.
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.

8W - 01 - 8

8W-01 WIRING DIAGRAM INFORMATION

WIRING DIAGRAM INFORMATION (Continued)
• Ohmmeter - Used to check the resistance
between two points of a circuit. Low or no resistance
in a circuit means good continuity.
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.

factory 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.

STANDARD PROCEDURE
STANDARD PROCEDURE - ELECTROSTATIC
DISCHARGE (ESD) SENSITIVE DEVICES

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
• 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

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.
(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 non-

Fig. 6 ELECTROSTATIC DISCHARGE SYMBOL

8W-01 WIRING DIAGRAM INFORMATION

8W - 01 - 9

WIRING DIAGRAM INFORMATION (Continued)

STANDARD PROCEDURE - TESTING OF
VOLTAGE POTENTIAL

STANDARD PROCEDURE - TESTING FOR
CONTINUITY

(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.

(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.

Fig. 7 TESTING FOR VOLTAGE POTENTIAL
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.

8W - 01 - 10

8W-01 WIRING DIAGRAM INFORMATION

WIRING DIAGRAM INFORMATION (Continued)

STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND ON FUSES POWERING
SEVERAL LOADS

SPECIAL TOOLS
WIRING/TERMINAL

(1) Refer to the wiring diagrams and disconnect or
isolate all items on the suspected fused circuits.
(2) Replace the blown fuse.
(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

PROBING TOOL PACKAGE 6807

(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.

TERMINAL PICK TOOL SET 6680

Fig. 9 TESTING FOR VOLTAGE DROP

TERMINAL REMOVING TOOLS 6932 AND 8638

TERMINAL REMOVING TOOL 6934

8W-01 WIRING DIAGRAM INFORMATION

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).

Fig. 10 REMOVAL OF DRESS COVER
1 - DRESS COVER
2 - CONNECTOR LOCK
3 - CONNECTOR

(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).

8W - 01 - 11

INSTALLATION
(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 - 12

8W-01 WIRING DIAGRAM INFORMATION

CONNECTOR (Continued)

Fig. 11 EXAMPLES OF CONNECTOR SECONDARY TERMINAL LOCKS
1 - Secondary Terminal Lock

8W-01 WIRING DIAGRAM INFORMATION

CONNECTOR (Continued)

Fig. 12 TERMINAL REMOVAL
1
2
3
4
5
6

- TYPICAL CONNECTOR
- PICK FROM SPECIAL TOOL KIT 6680
- APEX CONNECTOR
- PICK FROM SPECIAL TOOL KIT 6680
- AUGAT CONNECTOR
- SPECIAL TOOL 6932

7 - MOLEX CONNECTOR
8 - SPECIAL TOOL 6742
9 - THOMAS AND BETTS CONNECTOR
10 - SPECIAL TOOL 6934
11 - TYCO CONNECTOR
12 - SPECIAL TOOL 8638

8W - 01 - 13

8W - 01 - 14

8W-01 WIRING DIAGRAM INFORMATION

DIODE

TERMINAL

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).

(1) Follow steps for removing terminals described
in the connector removal section.
(2) Cut the wire 6 inches from the back of the connector.

INSTALLATION

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.

(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.

8W-01 WIRING DIAGRAM INFORMATION

8W - 01 - 15

(5) Solder the connection together using rosin core
type solder only (Fig. 16).

WIRE
STANDARD PROCEDURE - WIRE SPLICING
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).

CAUTION: DO NOT USE ACID CORE SOLDER.

Fig. 16 SOLDER SPLICE
1 - SOLDER
2 - SPLICE BAND
3 - SOLDERING IRON

(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. 14 SPLICE BAND
1 - SPLICE BAND

(4) Using crimping tool, Mopar p/n 05019912AA,
crimp the splice clip and wires together (Fig. 15).

Fig. 17 HEAT SHRINK TUBE
1 - SEALANT
2 - HEAT SHRINK TUBE

Fig. 15 CRIMPING TOOL
1 - CRIMPING TOOL

8W-02 COMPONENT INDEX

8W - 02 - 1

8W-02 COMPONENT INDEX
Component
Page
4WD Switch . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
A/C Compressor Clutch Relay . . . . . . . . . . . . 8W-42
A/C Compressor Clutch . . . . . . . . . . . . . . . . . 8W-42
A/C Pressure Transducer . . . . . . . . . . . . . . . . 8W-42
A/C-Heater Control . . . . . . . . . . . . . . . . . . . . 8W-42
Accelerator Pedal Position Sensor . . . . . . . . . 8W-30
Adjustable Pedal Motor . . . . . . . . . . . . . . . . . 8W-30
Adjustable Pedal Relay . . . . . . . . . . . . . . . . . 8W-30
Adjustable Pedal Switch . . . . . . . . . . . . . . . . 8W-30
Airbag Control Modules . . . . . . . . . . . . . . . . 8W-43
Airbags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43
Ambient Temperature Sensor . . . . . . . . . . . . 8W-49
Amplifier Audio . . . . . . . . . . . . . . . . . . . . . . . 8W-47
Auto Shut Down Relay . . . . . . . . . . . . . . . . . 8W-30
Automatic Day/Night Mirror . . . . . . . . . . . . . 8W-49
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . 8W-20
Backup Lamp Switch . . . . . . . . . . . . . . . . . . 8W-51
Battery Temperature Sensor . . . . . . . . . . . . . 8W-30
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20
Blend Door Actuator . . . . . . . . . . . . . . . . . . . 8W-42
Blower Motor Resistor Block . . . . . . . . . . . . . 8W-42
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . . 8W-33
Brake Transmission Shift Interlock
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40
Camshaft Position Sensor . . . . . . . . . . . . . . . 8W-30
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Center High Mounted Stop Lamp/Cargo
Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44, 51
Center High Mounted Stop LampAftermarket . . . . . . . . . . . . . . . . . . . . . 8W-33, 51
Cigar Lighter Outlet . . . . . . . . . . . . . . . . . . . 8W-41
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Clearance Lamps . . . . . . . . . . . . . . . . . . . . . . 8W-50
Clockspring . . . . . . . . . . . . . . . . . 8W-33, 41, 43, 47
Clutch Interlock Brake Switch . . . . . . . . . . . 8W-21
Coil On Plugs . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Compass/Mini-Trip Computer . . . . . . . . . . . . 8W-49
Condenser Fan Relay . . . . . . . . . . . . . . . . . . 8W-42
Condenser Fan . . . . . . . . . . . . . . . . . . . . . . . 8W-42
Controller Antilock Brake . . . . . . . . . . . . 8W-34, 35
Crankshaft Position Sensor . . . . . . . . . . . . . . 8W-30
Cylinder Lock Switch-Driver . . . . . . . . . . . . . 8W-61
Cylinder Lock Switch-Passenger . . . . . . . . . . 8W-61
Data Link Connector . . . . . . . . . . . . . . . . . . . 8W-18
Data Link Connector-Engine . . . . . . . . . . . . . 8W-18
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44
Door Ajar Switches . . . . . . . . . . . . . . . . . . . . 8W-40
Door Lock Motor/Ajar Switches . . . . . . . . 8W-40, 61
Door Lock Switch-Passenger . . . . . . . . . . . . . 8W-61
Driver Door Module . . . . . . . . . . . . . . 8W-60, 61, 62
Electric Brake Provision . . . . . . . . . . . . . 8W-33, 54

Component
Page
Electronic Throttle Control Module . . . . . . . . 8W-30
Engine Control Module . . . . . . . . . . . . . . . . . 8W-30
Engine Coolant Temperature Sensor . . . . . . . 8W-30
Engine Oil Pressure Switch . . . . . . . . . . . . . . 8W-30
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . 8W-30
Evaporator Temperature Sensor . . . . . . . . . . 8W-42
Fender Lamps . . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . . 8W-50
Fog Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Front Control Module . . . . . . . . . . . . . . . . . . 8W-10
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Injector Packs . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Pump Motor . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . 8W-30
Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . 8W-30
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Fusible Link . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20
Glove Box Lamp And Switch . . . . . . . . . . . . . 8W-44
Headlamp Switch . . . . . . . . . . . . . . . . . . 8W-40, 50
Headlamps . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Heated Mirror Relay . . . . . . . . . . . . . . . . . . . 8W-62
Heated Seat Cushions . . . . . . . . . . . . . . . . . . 8W-63
Heated Seat Switches . . . . . . . . . . . . . . . . . . 8W-63
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Horns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Idle Air Control Motor . . . . . . . . . . . . 8W-30, 30-36
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Inlet Air Temperature/Pressure Sensor . . . . . 8W-30
Input Speed Sensor . . . . . . . . . . . . . . . . . . . . 8W-31
Instrument Cluster . . . . . . . . . . . . . . . . . . . . 8W-40
Intake Air Heater Relays . . . . . . . . . . . . . . . 8W-30
Intake Air Temperature Sensor . . . . . . . . . . . 8W-30
Intake Air Temperature/Manifold Absolute
Pressure Sensor . . . . . . . . . . . . . . . . . . . . . 8W-30
Integrated Power Module . . . . . . . . . . . . . . . 8W-10
Knock Sensors . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Leak Detection Pump . . . . . . . . . . . . . . . . . . 8W-30
License Lamps . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Lift Pump Motor . . . . . . . . . . . . . . . . . . . . . . 8W-30
Line Pressure Sensor . . . . . . . . . . . . . . . . 8W-30, 31
Lumbar Motors . . . . . . . . . . . . . . . . . . . . . . . 8W-63
Manifold Absolute Pressure Sensor . . . . . . . . 8W-30
Mode Door Actuators . . . . . . . . . . . . . . . . . . . 8W-42
Multi-Function Switch . . . . . . . . . . . . 8W-40, 52, 53
Output Speed Sensor . . . . . . . . . . . . . . . . . . . 8W-31

8W - 02 - 2

8W-02 COMPONENT INDEX

Component
Page
Overdrive Switch . . . . . . . . . . . . . . . . . . . . . . 8W-31
Overhead Map/Reading Lamp . . . . . . . . . . . . 8W-44
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Oxygen Sensor Downstream Relay . . . . . . . . 8W-30
Park Brake Switch . . . . . . . . . . . . . . . . . . . . 8W-40
Park Lamp Relay . . . . . . . . . . . . . . . . . . . 8W-50, 52
Park/Turn Signal Lamps . . . . . . . . . . . . . 8W-50, 52
Passenger Airbag On/Off Switch . . . . . . . . . . 8W-43
Blend Door Actuators . . . . . . . . . . . . . . . . . . 8W-42
Passenger Lumbar Switch . . . . . . . . . . . . . . . 8W-63
Power Mirrors . . . . . . . . . . . . . . . . . . . . . . . . 8W-62
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Power Outlet-Console . . . . . . . . . . . . . . . . . . 8W-41
Power Seat Motors . . . . . . . . . . . . . . . . . . . . 8W-63
Power Seat Switches . . . . . . . . . . . . . . . . . . . 8W-63
Power Steering Pressure Switch . . . . . . . . . . 8W-30
Power Window Circuit Breaker . . . . . . . . . . . 8W-10
Power Window Motors . . . . . . . . . . . . . . . . . . 8W-60
Power Window Switches . . . . . . . . . . . . . . . . 8W-60
Powertrain Control Module . . . . . . . . . . . . . . 8W-30
PTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10
PTO Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47
Recirculation Door Actuator . . . . . . . . . . . . . 8W-42
Red Brake Warning Indicator Switch . . . 8W-34, 35
Remote Radio Switches . . . . . . . . . . . . . . . . . 8W-47
Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70
Seat Belt Pretensioners . . . . . . . . . . . . . . . . . 8W-43
Seat Belt Switch-Driver . . . . . . . . . . . . . . . . 8W-40
Seat Belt Tensioner Reducer . . . . . . . . . . . . . 8W-40
Seat Heater Interface Module . . . . . . . . . . . . 8W-63
Sentry Key Immobilizer Module . . . . . . . . . . 8W-39
Spare Relay . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47

Component
Page
Speed Control Servo . . . . . . . . . . . . . . . . . . . 8W-33
Speed Control Switches . . . . . . . . . . . . . . . . . 8W-33
Starter Motor Relay . . . . . . . . . . . . . . . . . . . 8W-21
Starter Motor . . . . . . . . . . . . . . . . . . . . 8W-21, 21-3
Tail/Stop Lamps . . . . . . . . . . . . . . . . . . . . . . 8W-52
Tail/Stop/Turn Signal Lamps . . . . . . . . . . 8W-51, 52
Tail/Turn Lamps . . . . . . . . . . . . . . . . . . . . . . 8W-52
Tailgate Lamp Assembly . . . . . . . . . . . . . . . . 8W-51
Throttle Position Sensor . . . . . . . . . . . . . . . . 8W-30
Throttle Position Switch . . . . . . . . . . . . . . . . 8W-30
Trailer Tow Connector . . . . . . . . . . . . . . . . . . 8W-54
Trailer Tow Connector-Add On . . . . . . . . . . . 8W-54
Trailer Tow Left Turn Relay . . . . . . . . . . . . . 8W-54
Trailer Tow Right Turn Relay . . . . . . . . . . . . 8W-54
Transfer Case Control Module . . . . . . . . . . . . 8W-31
Transfer Case Mode Sensor . . . . . . . . . . . . . . 8W-31
Transfer Case Selector Switch . . . . . . . . . . . . 8W-31
Transfer Case Shift Motor . . . . . . . . . . . . . . . 8W-31
Transmission Control Module . . . . . . . . . . . . 8W-31
Transmission Control Relay . . . . . . . . . . . . . 8W-31
Transmission Range Sensor . . . . . . . . . . . . . . 8W-31
Transmission Solenoid Assembly . . . . . . . . . . 8W-31
Transmission Solenoid/TRS Assembly . . . . . . 8W-31
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-44
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . 8W-30
Vistronic Fan Drive . . . . . . . . . . . . . . . . . . . . 8W-30
Washer Fluid Level Switch . . . . . . . . . . . . . . 8W-53
Washer Pump Motor-Front . . . . . . . . . . . . . . 8W-53
Water In Fuel Sensor . . . . . . . . . . . . . . . . . . 8W-30
Wheel Speed Sensors . . . . . . . . . . . . . . . . . . . 8W-35
Wiper High/Low Relay . . . . . . . . . . . . . . . . . 8W-53
Wiper Motor-Front . . . . . . . . . . . . . . . . . . . . 8W-53

8W-10 POWER DISTRIBUTION

8W - 10 - 1

8W-10 POWER DISTRIBUTION
Component

Page

A/C Compressor Clutch . . . . . . . . . . . . . . . . . . . . 8W-10-16, 43, 44
A/C Compressor Clutch Relay . . . . . . . . . . . . . . . . . 8W-10-16, 43, 44
A/C-Heater Control . . . . . . . . . . . . . . . . . . . . . . 8W-10-46, 47, 58
Adjustable Pedal Relay . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 34
Adjustable Pedal Switch . . . . . . . . . . . . . . . . . 8W-10-14, 34, 46, 58
Airbag Control Module . . . . . . . . . . . . . . . . . . . . . . 8W-10-46, 48
Airbag Control Module-Left Side Impact . . . . . . . . . . . . . . . 8W-10-46
Airbag Control Module-Right Side Impact . . . . . . . . . . . . . . 8W-10-46
Ambient Temperature Sensor . . . . . . . . . . . . . . . . . . . 8W-10-52, 54
Amplifier Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-33
Auto Shut Down Relay . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 18
Automatic Day/Night Mirror . . . . . . . . . . . . . . . . . . . 8W-10-45, 52
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11
Backup Lamp Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-10-48, 53
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 18
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-56
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . . 8W-10-13, 32, 43, 44
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21, 23
Center High Mounted Stop Lamp/Cargo Lamp . . . . . . . . . . . . 8W-10-42
Cigar Lighter Outlet . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-50
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-56
Clearance Lamp No. 1 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Clearance Lamp No. 2 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Clearance Lamp No. 3 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Clearance Lamp No. 4 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Clearance Lamp No. 5 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Clutch Interlock Brake Switch . . . . . . . . . . . . . . . . . . . . 8W-10-39
Coil On Plug No. 1 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19, 22
Coil On Plug No. 2 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21
Coil On Plug No. 3 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19, 22
Coil On Plug No. 4 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21
Coil On Plug No. 5 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19, 22
Coil On Plug No. 6 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21
Coil On Plug No. 7 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19, 22
Coil On Plug No. 8 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21
Compass/Mini-Trip Computer . . . . . . . . . . . . . . . . . . . 8W-10-42, 45
Condenser Fan . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 49
Condenser Fan Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 49
Controller Antilock Brake . . . . . . . . . . . . . . . . . . . 8W-10-13, 30, 48
Data Link Connector . . . . . . . . . . . . . . . . . . . . . . . 8W-10-32, 54
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-42
Door Lock Switch-Passenger . . . . . . . . . . . . . . . . . . . . . 8W-10-45
Driver Door Module . . . . . . . . . . . . . . . . . . . . . . . 8W-10-42, 56
Electric Brake Provision . . . . . . . . . . . . . . . . . . . . . . . 8W-10-18
Engine Control Module . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-43
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-45
Fender Lamp-Front Left . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Fender Lamp-Front Right . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Fender Lamp-Rear Left . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Fender Lamp-Rear Right . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 38
Fog Lamp-Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
Fog Lamp-Right . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
Front Control Module . . . . 8W-10-12, 31, 32, 34, 35, 36, 48, 45, 51, 52, 54 , 55
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-57
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 57
Fuel Injector No. 1 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22, 24
Fuel Injector No. 2 . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21, 23, 24
Fuel Injector No. 3 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22, 24
Fuel Injector No. 4 . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21, 23, 24
Fuel Injector No. 5 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22, 24
Fuel Injector No. 6 . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21, 23, 24
Fuel Injector No. 7 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22, 24
Fuel Injector No. 8 . . . . . . . . . . . . . . . . . . . . 8W-10-20, 21, 23, 24
Fuel Injector No. 9 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-24
Fuel Injector No. 10 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-23
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 42
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 42, 43, 44
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 18
Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 12, 18
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 26
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 26
Fuse 5 . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 12, 13, 27, 28, 29
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 13, 30
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 30
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 31
Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 26
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 26
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 13, 32
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 49, 57
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 32
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 39
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 16, 36
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 43, 44
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 17, 42
Fuse 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 32
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 33
Fuse 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12, 26
Fuse 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 33
Fuse 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 33
Fuse 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 32
Fuse 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 33
Fuse 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 17, 47
Fuse 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-43, 44, 45
Fuse 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 36
Fuse 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 36

Component

Page

Fuse 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 36
Fuse 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-48
Fuse 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-47, 58
Fuse 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-48
Fuse 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-47, 48
Fuse 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 15, 34
Fuse 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 38
Fuse 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 34
Fuse 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 34
Fuse 45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 16, 38
Fuse 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 15, 35
Fuse 47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 35
Fuse 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 34
Fuse 49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 18
Fuse 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-45
Fuse 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 14, 32
Fuse 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-47, 48
Fuse 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-45
Fusible Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-51, 52
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-31, 51, 55, 57
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-27, 29
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-26
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11, 28
Glove Box Lamp And Switch . . . . . . . . . . . . . . . . . . . . . 8W-10-42
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
Headlamp-Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-55
Headlamp-Right . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-55
Heated Mirror Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 47
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15, 38
Horn-High Note . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
Horn-Low Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-24
Ignition Coil-Left . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-23
Ignition Coil-Right . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-23
Ignition Switch . . . . . . . . . . . . . . . . 8W-10-12, 26, 39, 45, 48, 50, 56
Instrument Cluster . . . . . . . . . . . . . . . . 8W-10-13, 26, 32, 33, 45, 50
Integrated Power Module . 8W-10-2, 3, 5, 11, 12, 13,, 14, 15, 16, 17, 18, 26, 27,
28, 29, 30, 31, 32, 33, 34, 35, 36, 38, 39, 42, 43, 44, 45, 46, 47, 48, 49, 50, 52,
54, 55, 57, 58
Leak Detection Pump . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-28
License Lamp-Left . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-36
License Lamp-Right . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
Overhead Map/Reading Lamp . . . . . . . . . . . . . . . . . . . . 8W-10-42
Oxygen Sensor 1/1 Upstream . . . . . . . . . . . . . . . . . . . . . 8W-10-25
Oxygen Sensor 1/2 Downstream . . . . . . . . . . . . . . . . . . . 8W-10-25
Oxygen Sensor 2/1 Upstream . . . . . . . . . . . . . . . . . . . . . 8W-10-25
Oxygen Sensor 2/2 Downstream . . . . . . . . . . . . . . . . . . . 8W-10-25
Oxygen Sensor Downstream Relay . . . . . . . . . . . . . . . . 8W-10-11, 18
Park Lamp Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16, 36
Park/Turn Signal Lamp-Left Front . . . . . . . . . . . . . . . . 8W-10-36, 51
Park/Turn Signal Lamp-Right Front . . . . . . . . . . . . . . . 8W-10-36, 51
Passenger Airbag On/Off Switch . . . . . . . . . . . . . . . . . . . 8W-10-46
Passenger Lumbar Switch . . . . . . . . . . . . . . . . . . . . . . 8W-10-30
Power Mirror-Left . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-47
Power Mirror-Right . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-47
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13, 33
Power Outlet-Console . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-34
Power Seat Switch-Driver . . . . . . . . . . . . . . . . . . . . . . 8W-10-30
Power Seat Switch-Passenger . . . . . . . . . . . . . . . . . . . . 8W-10-30
Power Window Circuit Breaker . . . . . . . . . . . . . . . . . . . . 8W-10-56
Powertrain Control Module . 8W-10-17, 18, 19, 21, 23, 24, 28, 29, 33, 39, 40, 41,
42, 43, 44, 49, 57
PTC No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-42, 43, 44, 45
PTC No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-50
PTC No. 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-35
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-32, 50
Seat Belt Tensioner Reducer . . . . . . . . . . . . . . . . . . . . . 8W-10-50
Seat Heater Interface Module . . . . . . . . . . . . . . . . . . . . 8W-10-34
Sentry Key Immobilizer Module . . . . . . . . . . . . . . . 8W-10-33, 43, 44
Spare Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-58
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 39
Starter Motor Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 39
Tail/Stop/Turn Signal Lamp-Left . . . . . . . . . . . . . 8W-10-36, 51, 52, 54
Tail/Stop/Turn Signal Lamp-Right . . . . . . . . . . . . . 8W-10-37, 51, 52, 54
Tailgate Lamp Assembly . . . . . . . . . . . . . . . . . . . . . 8W-10-36, 41
Trailer Tow Connector . . . . . . . . . . . . . . . . . . . 8W-10-15, 16, 35, 36
Trailer Tow Connector-Add On . . . . . . . . . . . . . . 8W-10-18, 35, 36, 52
Trailer Tow Left Turn Relay . . . . . . . . . . . . . . . . . . . 8W-10-15, 35
Trailer Tow Right Turn Relay . . . . . . . . . . . . . . . . . . . 8W-10-15, 35
Transfer Case Control Module . . . . . . . . . . . . . . . . 8W-10-13, 34, 39
Transmission Control Module . . . . . . . . . . . . . . . 8W-10-12, 27, 41, 56
Transmission Control Relay . . . . . . . . . . . . . . . . 8W-10-12, 27, 28, 29
Transmission Range Sensor . . . . . . . . . . . . . . . . . . 8W-10-40, 48, 53
Transmission Solenoid Assembly . . . . . . . . . . . . . . . . . 8W-10-12, 28
Transmission Solenoid/TRS Assembly . . . . . . . . . 8W-10-27, 29, 40, 48, 53
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-32
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-43
Vistronic Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-58
Washer Fluid Level Switch . . . . . . . . . . . . . . . . . . . . 8W-10-52, 54
Washer Pump Motor-Front . . . . . . . . . . . . . . . . . . . . . . 8W-10-52
Wiper High/Low Relay . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 31
Wiper Motor-Front . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-31, 52
Wiper On/Off Relay . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14, 31

8W-15 GROUND DISTRIBUTION

8W - 15 - 1

8W-15 GROUND DISTRIBUTION
Component

Page

A/C Compressor Clutch . . . . . . . . . . . . . . . . . . 8W-15-9, 11
A/C-Heater Control . . . . . . . . . . . . . . . . . . . . 8W-15-15, 17
Adjustable Pedal Switch . . . . . . . . . . . . . . . . . . . 8W-15-17
Airbag Control Module . . . . . . . . . . . . . . . . . . . . 8W-15-18
Airbag Control Module-Left Side Impact . . . . . . . . . 8W-15-18
Airbag Control Module-Right Side Impact . . . . . . . . 8W-15-18
Amplifier Audio . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Automatic Day/Night Mirror . . . . . . . . . . . . . . . . 8W-15-15
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . . . . 8W-15-13
Brake Transmission Shift Interlock Solenoid . . . . . . . 8W-15-14
Center High Mounted Stop Lamp/Cargo Lamp . . . . . 8W-15-15
Cigar Lighter Outlet . . . . . . . . . . . . . . . . . . . . . 8W-15-17
Clearance Lamp No. 1 . . . . . . . . . . . . . . . . . . . . 8W-15-16
Clearance Lamp No. 2 . . . . . . . . . . . . . . . . . . . . 8W-15-16
Clearance Lamp No. 3 . . . . . . . . . . . . . . . . . . . . 8W-15-16
Clearance Lamp No. 4 . . . . . . . . . . . . . . . . . . . . 8W-15-16
Clearance Lamp No. 5 . . . . . . . . . . . . . . . . . . . . 8W-15-16
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Clutch Interlock Brake Switch . . . . . . . . . . . . . . 8W-15-2, 5
Compass/Mini-Trip Computer . . . . . . . . . . . . . . . . 8W-15-15
Condenser Fan . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4, 6
Controller Antilock Brake . . . . . . . . . . . . . . . . . . . 8W-15-4
Cylinder Lock Switch-Driver . . . . . . . . . . . . . . . . 8W-15-19
Cylinder Lock Switch-Passenger . . . . . . . . . . . . . . 8W-15-19
Data Link Connector . . . . . . . . . . . . . . . . . . . . . 8W-15-13
Data Link Connector-Engine . . . . . . . . . . . . . . . . 8W-15-11
Door Ajar Switch-Driver . . . . . . . . . . . . . . . . . . . 8W-15-19
Door Ajar Switch-Left Rear . . . . . . . . . . . . . . . . . 8W-15-20
Door Ajar Switch-Passenger . . . . . . . . . . . . . . . . . 8W-15-19
Door Ajar Switch-Right Rear . . . . . . . . . . . . . . . . 8W-15-20
Door Lock Motor/Ajar Switch-Driver . . . . . . . . . . . . 8W-15-19
Door Lock Motor/Ajar Switch-Left Rear . . . . . . . . . . 8W-15-20
Door Lock Motor/Ajar Switch-Passenger . . . . . . . . . 8W-15-19
Door Lock Motor/Ajar Switch-Right Rear . . . . . . . . . 8W-15-20
Door Lock Switch-Passenger . . . . . . . . . . . . . . . . . 8W-15-19
Driver Door Module . . . . . . . . . . . . . . . . . . . . . . 8W-15-21
Electric Brake Provision . . . . . . . . . . . . . . . . . . 8W-15-4, 6
Engine Control Module . . . . . . . . . . . . . . . . . . . . 8W-15-11
Fender Lamp-Front Left . . . . . . . . . . . . . . . . . . . . 8W-15-3
Fender Lamp-Front Right . . . . . . . . . . . . . . . . . . . 8W-15-3
Fender Lamp-Rear Left . . . . . . . . . . . . . . . . . . . . 8W-15-3
Fender Lamp-Rear Right . . . . . . . . . . . . . . . . . . . 8W-15-3
Fog Lamp-Left . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2, 5
Fog Lamp-Right . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2, 5
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . 8W-15-3, 4, 6
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5, 6
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-8, 9, 10
G108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
G114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11

Component

Page

G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12, 13
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14, 15
G203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-17
G204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-18
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-20
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-22
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10, 11
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Headlamp-Left . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2, 5
Headlamp-Right . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Heated Seat Cushion-Driver . . . . . . . . . . . . . . . . . 8W-15-22
Heated Seat Cushion-Passenger . . . . . . . . . . . . . . 8W-15-22
Heated Seat Switch-Driver . . . . . . . . . . . . . . . . . 8W-15-13
Heated Seat Switch-Passenger . . . . . . . . . . . . . . . 8W-15-13
Horn-High Note . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4, 6
Horn-Low Note . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4, 6
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-12
Instrument Cluster . . . . . . . . . . . . . . . . . . . . 8W-15-12, 14
Intake Air Heater Relay No. 1 . . . . . . . . . . . . . . . . 8W-15-7
Intake Air Heater Relay No. 2 . . . . . . . . . . . . . . . . 8W-15-7
Integrated Power Module . . . . . . . . . . . . . . 8W-15-2, 4, 5, 8
Leak Detection Pump . . . . . . . . . . . . . . . . . . . . . 8W-15-10
License Lamp-Left . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
License Lamp-Right . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
Lift Pump Motor . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
Overdrive Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-15-13
Oxygen Sensor 1/1 Upstream . . . . . . . . . . . . . . . . 8W-15-10
Oxygen Sensor 1/2 Downstream . . . . . . . . . . . . . 8W-15-9, 10
Oxygen Sensor 2/1 Upstream . . . . . . . . . . . . . . . . 8W-15-10
Oxygen Sensor 2/2 Downstream . . . . . . . . . . . . . 8W-15-9, 10
Park/Turn Signal Lamp-Left Front . . . . . . . . . . . . 8W-15-2, 6
Park/Turn Signal Lamp-Right Front . . . . . . . . . . . . 8W-15-7
Power Mirror-Left . . . . . . . . . . . . . . . . . . . . . . . 8W-15-21
Power Mirror-Right . . . . . . . . . . . . . . . . . . . . . . 8W-15-22
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-17
Power Outlet-Console . . . . . . . . . . . . . . . . . . . . . 8W-15-21
Power Seat Switch-Driver . . . . . . . . . . . . . . . . . . 8W-15-21
Power Seat Switch-Passenger . . . . . . . . . . . . . . . . 8W-15-21
Power Steering Pressure Switch . . . . . . . . . . . . . . . 8W-15-9
Powertrain Control Module . . . . . . . . . . . . . 8W-15-8, 10, 11
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-15
Red Brake Warning Indicator Switch . . . . . . . . . . 8W-15-2, 6
Seat Belt Switch-Driver . . . . . . . . . . . . . . . . . . . 8W-15-20
Seat Heater Interface Module . . . . . . . . . . . . . . . . 8W-15-22
Sentry Key Immobilizer Module . . . . . . . . . . . . . . 8W-15-12
Speed Control Servo . . . . . . . . . . . . . . . . . . . . . 8W-15-2, 5
Tail/Stop/Turn Signal Lamp-Left . . . . . . . . . . . . . . . 8W-15-3
Tail/Stop/Turn Signal Lamp-Right . . . . . . . . . . . . . . 8W-15-3
Tailgate Lamp Assembly . . . . . . . . . . . . . . . . . . . . 8W-15-3
Trailer Tow Connector . . . . . . . . . . . . . . . . . . 8W-15-3, 4, 6
Trailer Tow Connector-Add On . . . . . . . . . . . . . 8W-15-3, 4, 6
Transfer Case Control Module . . . . . . . . . . . . . . . 8W-15-17
Transfer Case Selector Switch . . . . . . . . . . . . . . . . 8W-15-13
Transmission Control Module . . . . . . . . . . . . . . . . . 8W-15-8
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2, 6
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
Washer Pump Motor-Front . . . . . . . . . . . . . . . . . 8W-15-4, 7
Wiper Motor-Front . . . . . . . . . . . . . . . . . . . . 8W-15-2, 4, 5

8W-18 BUS COMMUNICATIONS

8W - 18 - 1

8W-18 BUS COMMUNICATIONS
Component
Page
A/C-Heater Control . . . . . . . . . . . . . . . . . . . 8W-18-4
Airbag Control Module . . . . . . . . . . . . . . . . 8W-18-4
Airbag Control Module-Left
Side Impact . . . . . . . . . . . . . . . . . . . . 8W-18-5, 6
Airbag Control Module-Right
Side Impact . . . . . . . . . . . . . . . . . . . . 8W-18-5, 6
Amplifier Audio . . . . . . . . . . . . . . . . . . . . . 8W-18-4
Compass/Mini-Trip Computer . . . . . . . . . . . 8W-18-4
Controller Antilock Brake . . . . . . . . . . . . 8W-18-5, 6
Data Link Connector . . . . . . . . . . . . . 8W-18-2, 3, 4
Data Link Connector-Engine . . . . . . . . . . . 8W-18-3
Engine Control Module . . . . . . . . . . . . . . . . 8W-18-3

Component
Page
Front Control Module . . . . . . . . . . . . . . . 8W-18-5, 6
Fuse 51 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-2, 3
G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-3
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-2, 3
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-18-4
Integrated Power Module . . . . . . . . 8W-18-2, 3, 5, 6
Powertrain Control Module . . . . . . 8W-18-2, 3, 5, 6
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-4
Sentry Key Immobilizer Module . . . . . . . 8W-18-5, 6
Transfer Case Control Module . . . . . . . . 8W-18-5, 6
Transmission Control Module . . . . . . . . . 8W-18-2, 5

8W-20 CHARGING SYSTEM

8W - 20 - 1

8W-20 CHARGING SYSTEM
Component
Page
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . 8W-20-3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Engine Control Module . . . . . . . . . . . . . . 8W-20-3, 4
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Fusible Link . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3, 4
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
G108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3

Component
Page
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
Generator . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Integrated Power Module . . . . . . . . . . 8W-20-2, 3, 4
Leak Detection Pump . . . . . . . . . . . . . . . . . 8W-20-2
Powertrain Control Module . . . . . . . . . . 8W-20-2, 3
Starter Motor . . . . . . . . . . . . . . . . . . . . . 8W-20-2, 3
Transmission Control Relay . . . . . . . . . . . . 8W-20-2

8W-21 STARTING SYSTEM

8W - 21 - 1

8W-21 STARTING SYSTEM
Component
Page
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . 8W-21-3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2, 3
Clutch Interlock Brake Switch . . . . . . . . . . 8W-21-4
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2, 3
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-4
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-4
Ignition Switch . . . . . . . . . . . . . . . . . . . . 8W-21-2, 3
Integrated Power Module . . . . . . . . . . 8W-21-2, 3, 4

Component
Page
Powertrain Control Module . . . . . . . . . . 8W-21-2, 4
Starter Motor . . . . . . . . . . . . . . . . . . . . . 8W-21-2, 3
Starter Motor Relay . . . . . . . . . . . . . . . . 8W-21-2, 3
Transfer Case Control Module . . . . . . . . . . 8W-21-4
Transmission Range Sensor . . . . . . . . . . . . 8W-21-4
Transmission Solenoid/TRS Assembly . . . . 8W-21-4

8W-30 FUEL/IGNITION SYSTEM

8W - 30 - 1

8W-30 FUEL/IGNITION SYSTEM
Component

Page

A/C Compressor Clutch Relay . . . . . . . . . . . 8W-30-27, 36, 83
A/C Pressure Transducer . . . . . . . 8W-30-19, 20, 21, 48, 53, 70
Accelerator Pedal Position Sensor . . . . . . . . . . . . . 8W-30-55
Adjustable Pedal Motor . . . . . . . . . . . . . . . . . . . . 8W-30-87
Adjustable Pedal Relay . . . . . . . . . . . . . . . . . . . . 8W-30-87
Adjustable Pedal Switch . . . . . . . . . . . . . . . . . . . 8W-30-87
Ambient Temperature Sensor . . . . . . . . . . . . . . . . 8W-30-56
Auto Shut Down Relay . . . . . . . . . . . . . . . . . . 8W-30-4, 31
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-77
Battery Temperature Sensor . . . . . . . . . . . . 8W-30-28, 39, 81
Brake Lamp Switch . . . . . . . . . . . . . 8W-30-25, 35, 65, 82, 89
Camshaft Position Sensor . . . . . . . 8W-30-17, 18, 37, 55, 70, 71
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-6, 11, 43
Clockspring . . . . . . . . . . . . . . . . . . 8W-30-25, 35, 65, 84, 90
Clutch Interlock Brake Switch . . . . . . . . . . . . . . . 8W-30-32
Coil On Plug No. 1 . . . . . . . . . . . . . . . . . . . 8W-30-8, 42, 61
Coil On Plug No. 2 . . . . . . . . . . . . . . . . . . . 8W-30-7, 40, 60
Coil On Plug No. 3 . . . . . . . . . . . . . . . . . . . 8W-30-8, 42, 61
Coil On Plug No. 4 . . . . . . . . . . . . . . . . . . . 8W-30-7, 40, 60
Coil On Plug No. 5 . . . . . . . . . . . . . . . . . . . 8W-30-6, 41, 61
Coil On Plug No. 6 . . . . . . . . . . . . . . . . . . . 8W-30-6, 43, 60
Coil On Plug No. 7 . . . . . . . . . . . . . . . . . . . . 8W-30-41, 61
Coil On Plug No. 8 . . . . . . . . . . . . . . . . . . . . 8W-30-43, 60
Condenser Fan Relay . . . . . . . . . . . . . . . . . . . 8W-30-27, 36
Controller Antilock Brake . . . . . . . . . . . 8W-30-23, 33, 38, 82
Crankshaft Position Sensor . . . . . . . . . . . . . 8W-30-17, 18, 37
Data Link Connector . . . . . . . . . . 8W-30-27, 36, 46, 80, 89, 91
Data Link Connector-Engine . . . . . . . . . . . . . . . . 8W-30-75
Electronic Throttle Control Module . . . . . . . . . . . . 8W-30-63
Engine Control Module . . . . . . 8W-30-67, 68, 69, 70, 71, 72, 73,
74, 75, 76, 77, 78, 79, 80, 81, 82,
83, 84, 90, 91
Engine Coolant Temperature
Sensor . . . . . . . . . . . . . . . . . 8W-30-19, 20, 21, 48, 64, 72
Engine Oil Pressure Switch . . . . . . 8W-30-19, 20, 21, 29, 78, 81
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . . 8W-30-28, 39
Front Control Module . . . . . . . . . . . . . . . . . . . . . 8W-30-87
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-85
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . . . 8W-30-85
Fuel Injector No. 1 . . . . . . . . . . . . . . . 8W-30-8, 9, 11, 42, 62
Fuel Injector No. 2 . . . . . . . . . . . . . . . 8W-30-7, 9, 12, 40, 59
Fuel Injector No. 3 . . . . . . . . . . . . . . . 8W-30-8, 9, 11, 42, 62
Fuel Injector No. 4 . . . . . . . . . . . . . . . 8W-30-7, 9, 12, 40, 60
Fuel Injector No. 5 . . . . . . . . . . . . . . . 8W-30-6, 9, 11, 41, 62
Fuel Injector No. 6 . . . . . . . . . . . . . . . 8W-30-6, 9, 12, 43, 59
Fuel Injector No. 7 . . . . . . . . . . . . . . . . 8W-30-9, 11, 41, 62
Fuel Injector No. 8 . . . . . . . . . . . . . . . . 8W-30-9, 12, 43, 59
Fuel Injector No. 9 . . . . . . . . . . . . . . . . . . . . . . . 8W-30-11
Fuel Injector No. 10 . . . . . . . . . . . . . . . . . . . . . . 8W-30-12
Fuel Injector Pack No. 1 . . . . . . . . . . . . . . . . . . . 8W-30-67
Fuel Injector Pack No. 2 . . . . . . . . . . . . . . 8W-30-67, 68, 69
Fuel Injector Pack No. 3 . . . . . . . . . . . . . . . . . . . 8W-30-69
Fuel Pump Module . . . . . . . . . . . . . . . . 8W-30-3, 30, 79, 83
Fuel Pump Motor . . . . . . . . . . . . . . . . . . . . . . . 8W-30-76
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . 8W-30-3, 30
Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . 8W-30-74
Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-4, 31
Fuse 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-50, 88
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-85
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3, 30
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . 8W-30-2, 29, 77, 90
Fuse 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-79, 87
Fuse 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-87
Fuse 49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-4, 31
Fuse 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-28, 88

Component

Page

Fusible Link . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-77
G103 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3, 25, 30, 35
G104 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3, 25, 30, 35
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-81, 86
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-85
G107 . . . . . . . . . 8W-30-2, 16, 24, 29, 34, 40, 42, 45, 47, 50, 54
G114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-78
G117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-91
G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-75, 85
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-23, 33, 91
G203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-87
Generator . . . . . . . . . . . . . . . . . . . . . . . 8W-30-24, 34, 75
Idle Air Control Motor . . . . . . . . . . . . . . . . . . 8W-30-27, 36
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
Ignition Coil-Left . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10
Ignition Coil-Right . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10
Ignition Switch . . . . . . . . . . . . . . . . . . . . 8W-30-23, 33, 46
Inlet Air Temperature/Pressure Sensor . . . . . . . . . . 8W-30-73
Input Speed Sensor . . . . . . . . . . . . . . . . . . . . . . 8W-30-49
Intake Air Heater Relay No. 1 . . . . . . . . . . . . . . . 8W-30-81
Intake Air Heater Relay No. 2 . . . . . . . . . . . . . . . 8W-30-81
Intake Air Temperature Sensor . . . . . . 8W-30-19, 20, 21, 48, 64
Intake Air Temperature/Manifold Absolute Pressure
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-74
Integrated Power Module . . 8W-30-2, 3, 4, 26, 27, 29, 30, 31, 36,
50, 77, 79, 80, 83, 85, 86, 87, 88, 90
Knock Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-22
Knock Sensor-Left . . . . . . . . . . . . . . . . . . . . . . . 8W-30-57
Knock Sensor-Right . . . . . . . . . . . . . . . . . . . . . . 8W-30-57
Leak Detection Pump . . . . . . . . . . . . . . . . . . 8W-30-24, 34
Lift Pump Motor . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-75
Line Pressure Sensor . . . . . . . . . . . . . . . . . . . . . 8W-30-44
Manifold Absolute Pressure
Sensor . . . . . . . . . . . . . . . . . 8W-30-19, 20, 21, 48, 55, 64
Output Speed Sensor . . . . . . . . . . . . . . . . 8W-30-26, 49, 88
Overdrive Switch . . . . . . . . . . . . . . . . . . . 8W-30-23, 33, 91
Oxygen Sensor 1/1 Upstream . . . . . . . 8W-30-13, 14, 15, 47, 54
Oxygen Sensor 1/2 Downstream . . . . . 8W-30-13, 14, 16, 45, 54
Oxygen Sensor 2/1 Upstream . . . . . . . . . . . . . . 8W-30-15, 47
Oxygen Sensor 2/2 Downstream . . . . . . . . . . . . 8W-30-16, 45
Oxygen Sensor Downstream Relay . . . . . . . . . . . 8W-30-4, 31
Power Steering Pressure Switch . . . . . . . . . . . . 8W-30-24, 34
Powertrain Control Module . . 8W-30-2, 3, 4, 5, 6, 7, 8, 9, 10, 11,
12, 13, 14, 15, 16 17, 18, 19, 20, 21, 22, 23, 24, 25, 27, 28, 29,
30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46,
47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63,
64, 65, 66, 77, 79, 82, 84, 85, 88, 89, 90, 91
PTC No. 1 . . . . . . . . . . . 8W-30-2, 3, 27, 29, 30, 36, 80, 83, 86
PTO Switch . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-23, 33
Speed Control Servo . . . . . . . . . . . . . . . . . 8W-30-25, 35, 89
Speed Control Switch-Left . . . . . . . . . . . . . 8W-30-65, 84, 90
Speed Control Switch-Right . . . . . . . . . . . . 8W-30-65, 84, 90
Starter Motor Relay . . . . . . . . . . . . . . . . . . . . . . 8W-30-29
Throttle Position Sensor . . . . . . . . . . . . . . . . . 8W-30-22, 44
Throttle Position Switch . . . . . . . . . . . . . . . . . . . 8W-30-72
Transfer Case Control Module . . . . . . . . . . . . . . . 8W-30-65
Transmission Control Module . . . . . . . 8W-30-17, 23, 33, 38, 66
Transmission Control Relay . . . . . . . . . . . . 8W-30-26, 50, 88
Transmission Range Sensor . . . . . . . . . . . . . . . . . . 8W-30-5
Transmission Solenoid Assembly . . . . . . . 8W-30-20, 21, 26, 88
Transmission Solenoid/TRS Assembly . . 8W-30-5, 32, 50, 51, 52
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-86
Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . . . 8W-30-71
Vistronic Fan Drive . . . . . . . . . . . . . . . . . . . . . . 8W-30-79
Water In Fuel Sensor . . . . . . . . . . . . . . . . . . . 8W-30-72, 76

8W-31 TRANSMISSION CONTROL SYSTEM

8W - 31 - 1

8W-31 TRANSMISSION CONTROL SYSTEM
Component
Page
Automatic Day/Night Mirror . . . . . . . . 8W-31-7, 15
Brake Lamp Switch . . . . . . . . . . . . . . . . . 8W-31-17
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-18
Clutch Interlock Brake Switch . . . . . . . . . 8W-31-20
Data Link Connector . . . . . . . 8W-31-5, 8, 17, 19, 25
Engine Control Module . . . . . . . . . . . . 8W-31-18, 19
Front Control Module . . . . . . . . . . . . . . 8W-31-7, 10
Fuse 5 . . . . . . . . . . . . . . . . . . . . 8W-31-2, 10, 13, 16
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-18
Fuse 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-23
Fuse 38 . . . . . . . . . . . . . . . . . . . . . . 8W-31-7, 10, 15
Fuse 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-20
Fuse 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-16
G107 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2, 4, 10
G117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-19
G201 . . . . . . . . . . . . . . . . . . . . . 8W-31-9, 11, 19, 23
G203 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-20, 25
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-31-5
Input Speed Sensor . . . . . . . . . . . . . . . 8W-31-6, 14
Instrument Cluster . . . . . . . . . . . . . 8W-31-5, 15, 23
Integrated Power Module . . . 8W-31-2, 7, 10, 13, 15,
16, 18, 20, 23
Line Pressure Sensor . . . . . . . . . . . . . . . . . 8W-31-6
Output Speed Sensor . . . . . . . . 8W-31-6, 13, 14, 16

Component
Page
Overdrive Switch . . . . . . . . . . . . . . 8W-31-9, 11, 19
Powertrain Control
Module . . 8W-31-3, 5, 8, 9, 10, 11, 12, 13, 14, 15,
16, 17, 18, 19
Speed Control Servo . . . . . . . . . . . . . . . . . 8W-31-17
Speed Control Switch-Left . . . . . . . . . . . . 8W-31-18
Speed Control Switch-Right . . . . . . . . . . . 8W-31-18
Starter Motor Relay . . . . . . . . . . . . . . . . . 8W-31-20
Tail/Stop/Turn Signal Lamp-Left . . . . . . . . 8W-31-7
Tail/Stop/Turn Signal Lamp-Right . . . . . . . 8W-31-7
Throttle Position Sensor . . . . . . . . . . . . . . . 8W-31-9
Transfer Case Control
Module . . . . . . . . . . . 8W-31-20, 21, 22, 23, 24, 25
Transfer Case Mode Sensor . . . . . . . . 8W-31-21, 22
Transfer Case Selector Switch . . . . . . 8W-31-23, 24
Transfer Case Shift Motor . . . . . . . . . . . . 8W-31-25
Transmission Control
Module . . . . . . . . . . . . . . 8W-31-2, 3, 4, 5, 6, 8, 9
Transmission Control Relay . . . 8W-31-2, 10, 13, 16
Transmission Range Sensor . . . . . . . . . . . 8W-31-15
Transmission Solenoid Assembly . . . . 8W-31-13, 16
Transmission Solenoid/TRS
Assembly . . . . . . . . 8W-31-2, 3, 4, 6, 7, 10, 11, 12

8W-33 VEHICLE SPEED CONTROL

8W - 33 - 1

8W-33 VEHICLE SPEED CONTROL
Component
Page
Brake Lamp Switch . . . . . . . . . . . . . . . . 8W-33-2, 6
Center High Mounted Stop LampAftermarket . . . . . . . . . . . . . . . . . . . . . . 8W-33-6
Center High Mounted Stop Lamp/Cargo
Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-6
Clockspring . . . . . . . . . . . . . . . . . . . . . . . 8W-33-3, 4
Controller Antilock Brake . . . . . . . . . . . . . . 8W-33-6
Electric Brake Provision . . . . . . . . . . . . . . . 8W-33-6
Fuse 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-6

Component
Page
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-2
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-6
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-33-6
Integrated Power Module . . . . . . . . . . . . . . 8W-33-6
Powertrain Control Module . . . . . . . . 8W-33-2, 5, 6
Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-33-2
Speed Control Switch-Left . . . . . . . . . . . 8W-33-3, 4
Speed Control Switch-Right . . . . . . . . . . 8W-33-3, 4

8W-34 REAR WHEEL ANTILOCK BRAKES

8W - 34 - 1

8W-34 REAR WHEEL ANTILOCK BRAKES
Component
Page
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-34-3
Controller Antilock Brake . . . . . . . . . . . . 8W-34-2, 3
Data Link Connector . . . . . . . . . . . . . . . . . 8W-34-2
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-34-2
Fuse 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-34-2
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-34-2
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-34-3

Component
Page
Integrated Power Module . . . . . . . . . . . . . . 8W-34-2
Powertrain Control Module . . . . . . . . . . 8W-34-2, 3
Red Brake Warning Indicator Switch . . . . . 8W-34-2
Transmission Control Module . . . . . . . . . . . 8W-34-2
Wheel Speed Sensor-Rear . . . . . . . . . . . . . . 8W-34-3

8W-35 ALL WHEEL ANTILOCK BRAKES

8W - 35 - 1

8W-35 ALL WHEEL ANTILOCK BRAKES
Component
Page
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-35-3
Controller Antilock Brake . . . . . . . . . . . . 8W-35-2, 3
Data Link Connector . . . . . . . . . . . . . . . . . 8W-35-2
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2
Fuse 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-3
Integrated Power Module . . . . . . . . . . . . . . 8W-35-2

Component
Page
Powertrain Control Module . . . . . . . . . . 8W-35-2, 3
Red Brake Warning Indicator Switch . . . . . 8W-35-2
Transmission Control Module . . . . . . . . . . . 8W-35-2
Wheel Speed Sensor-Left Front . . . . . . . . . 8W-35-3
Wheel Speed Sensor-Rear . . . . . . . . . . . . . . 8W-35-3
Wheel Speed Sensor-Right Front . . . . . . . . 8W-35-3

8W-39 VEHICLE THEFT SECURITY SYSTEM

8W - 39 - 1

8W-39 VEHICLE THEFT SECURITY SYSTEM
Component
Cylinder Lock Switch-Driver . . . . . . . . .
Cylinder Lock Switch-Passenger . . . . . .
Data Link Connector . . . . . . . . . . . . . . .
Door Lock Motor/Ajar Switch-Driver . . .
Door Lock Motor/Ajar Switch-Left Rear .
Door Lock Motor/Ajar Switch-Passenger
Door Lock Motor/Ajar Switch-Right Rear
Front Control Module . . . . . . . . . . . . . . .
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuse 22 . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuse 45 . . . . . . . . . . . . . . . . . . . . . . . . . .
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Page
8W-39-5
8W-39-4
8W-39-3
8W-39-5
8W-39-5
8W-39-4
8W-39-4
8W-39-3
8W-39-3
8W-39-2
8W-39-2
8W-39-3
8W-39-3

Component
Page
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-4, 5
Headlamp-Left . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Headlamp-Right . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-3
Instrument Cluster . . . . . . . . . . . . . . . 8W-39-2, 4, 5
Integrated Power Module . . . . . . . . . . . . 8W-39-2, 3
Park Lamp Relay . . . . . . . . . . . . . . . . . . . . 8W-39-3
PTC No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
Sentry Key Immobilizer Module . . . . . . . . . 8W-39-2

8W-40 INSTRUMENT CLUSTER

8W - 40 - 1

8W-40 INSTRUMENT CLUSTER
Component
Page
A/C-Heater Control . . . . . . . . . . . . . . . . . . 8W-40-11
Brake Transmission Shift Interlock
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-10
Center High Mounted Stop Lamp/Cargo
Lamp . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5, 11
Clockspring . . . . . . . . . . . . . . . . . . . . . 8W-40-10, 13
Cylinder Lock Switch- Driver . . . . . . . . . . . 8W-40-6
Cylinder Lock Switch- Passenger . . . . . . . . 8W-40-6
Data Link Connector . . . . . . . . . . . . . . . . . 8W-40-5
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-40-11
Door Ajar Switch-Driver . . . . . . . . . . . . . . 8W-40-12
Door Ajar Switch-Left Rear . . . . . . . . . . . 8W-40-12
Door Ajar Switch-Passenger . . . . . . . . . . . 8W-40-12
Door Ajar Switch-Right Rear . . . . . . . . . . 8W-40-12
Door Lock Motor/Ajar Switch-Driver . . . . . 8W-40-7
Door Lock Motor/Ajar Switch-Left Rear . . . 8W-40-7
Door Lock Motor/Ajar SwitchPassenger . . . . . . . . . . . . . . . . . . . . . . 8W-40-6, 8
Door Lock Motor/Ajar SwitchRight Rear . . . . . . . . . . . . . . . . . . . . . 8W-40-7, 8
Door Lock Switch-Passenger . . . . . . . . . . . 8W-40-6
Driver Door Module . . . . . . . . . . . . . . . . . . 8W-40-8
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . 8W-40-3
Fog Lamp-Left . . . . . . . . . . . . . . . . . . . . . . 8W-40-3
Fog Lamp-Right . . . . . . . . . . . . . . . . . . . . . 8W-40-3
Fuse 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5
Fuse 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5

Component
Page
Fuse 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-3
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-3, 11
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-10
G301 . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2, 6, 7, 12
Glove Box Lamp And Switch . . . . . . . . . . 8W-40-11
Headlamp Switch . . . . . . . . . . . . . . . . . . . . 8W-40-3
Heated Seat Switch- Driver . . . . . . . . . 8W-40-8, 11
Heated Seat Switch- Passenger . . . . . . 8W-40-8, 11
Horn Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-40-13
Ignition Switch . . . . . . . . . . . . . . . . . . . 8W-40-5, 13
Instrument Cluster . . . . . . . . 8W-40-2, 3, 4, 5, 6, 7,
8, 9, 10, 11, 12, 13
Integrated Power Module . . . . . . . . 8W-40-2, 3, 5, 9
Multi-Function Switch . . . . . . . . . . . . . . . . 8W-40-4
Park Brake Switch . . . . . . . . . . . . . . . . . . 8W-40-13
Powertrain Control Module . . . . . . . . . . . 8W-40-13
PTC No. 2 . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2, 9
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-9, 11
Remote Radio Switch-Left . . . . . . . . . . . . 8W-40-10
Remote Radio Switch-Right . . . . . . . . . . . 8W-40-10
Seat Belt Switch-Driver . . . . . . . . . . . . . . . 8W-40-2
Seat Belt Tensioner Reducer . . . . . . . . . . . 8W-40-2
Transfer Case Selector Switch . . . . . . . . . 8W-40-13
Transmission Control Module . . . . . . . . . . 8W-40-13
Transmission Range Sensor . . . . . . . . . . . . 8W-40-5

8W-41 HORN/CIGAR LIGHTER/POWER OUTLET

8W - 41 - 1

8W-41 HORN/CIGAR LIGHTER/POWER OUTLET
Component
Cigar Lighter Outlet . .
Clockspring . . . . . . . .
Data Link Connector .
Front Control Module .
Fuse 25 . . . . . . . . . . . .
Fuse 29 . . . . . . . . . . . .
Fuse 42 . . . . . . . . . . . .
Fuse 45 . . . . . . . . . . . .
G106 . . . . . . . . . . . . . .
G203 . . . . . . . . . . . . . .

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Page
8W-41-3
8W-41-4
8W-41-2
8W-41-2
8W-41-3
8W-41-3
8W-41-3
8W-41-2
8W-41-2
8W-41-3

Component
Page
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-4
Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2
Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-4
Horn-High Note . . . . . . . . . . . . . . . . . . . . . 8W-41-2
Horn-Low Note . . . . . . . . . . . . . . . . . . . . . . 8W-41-2
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-41-4
Integrated Power Module . . . . . . . . . . . . 8W-41-2, 3
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . 8W-41-3
Power Outlet-Console . . . . . . . . . . . . . . . 8W-41-3, 4

8W-42 AIR CONDITIONING

8W - 42 - 1

8W-42 AIR CONDITIONING
Component
Page
A/C Compressor Clutch . . . . . . . . . . . . . . . 8W-42-7
A/C Compressor Clutch Relay . . . . . . . . . . 8W-42-7
A/C Pressure Transducer . . . . . . . . . . . . 8W-42-8, 9
A/C-Heater Control . . . . . . . . . . . 8W-42-2, 3, 4, 5, 6
Blend Door Actuator . . . . . . . . . . . . . . . . . . 8W-42-6
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2
Blower Motor Resistor Block . . . . . . . . . . . 8W-42-2
Condenser Fan . . . . . . . . . . . . . . . . . . . . . 8W-42-10
Condenser Fan Relay . . . . . . . . . . . . . . . . 8W-42-10
Data Link Connector . . . . . . . . . . . . . 8W-42-3, 4, 8
Driver Blend Door Actuator . . . . . . . . . . . . 8W-42-5
Engine Control Module . . . . . . . . . . . . . . 8W-42-7, 9
Evaporator Temperature Sensor . . . . . . . . . 8W-42-4
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-10
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-7
Fuse 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3
Fuse 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-4

Component
Page
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-7
G120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-7
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-4
G203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2
Heated Mirror Relay . . . . . . . . . . . . . . . 8W-42-3, 4
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-42-2
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-42-2
Integrated Power Module . . . . . . . 8W-42-3, 4, 7, 10
Mode Door Actuator 1 . . . . . . . . . . . . . . . 8W-42-5, 6
Mode Door Actuator 2 . . . . . . . . . . . . . . . 8W-42-5, 6
Passenger Blend Door Actuator . . . . . . . . . 8W-42-5
Powertrain Control Module . . . . . . . . 8W-42-7, 8, 10
PTC No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-7
Recirculation Door Actuator . . . . . . . . . . 8W-42-5, 6

8W-43 AIRBAG SYSTEM

8W - 43 - 1

8W-43 AIRBAG SYSTEM
Component
Page
Airbag Control Module . . . . . . . . . . . . . . 8W-43-2, 3
Airbag Control Module-Left Side Impact . . 8W-43-4
Airbag Control Module-Right Side Impact . 8W-43-4
Airbag-Driver . . . . . . . . . . . . . . . . . . . . . . . 8W-43-3
Airbag-Left Curtain . . . . . . . . . . . . . . . . . . 8W-43-4
Airbag-Passenger . . . . . . . . . . . . . . . . . . . . 8W-43-3
Airbag-Right Curtain . . . . . . . . . . . . . . . . . 8W-43-4
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-3
Data Link Connector . . . . . . . . . . . . . . . 8W-43-2, 4

Component
Page
Fuse 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2
Fuse 53 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2, 4
G204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2, 4
Integrated Power Module . . . . . . . . . . . . 8W-43-2, 4
Passenger Airbag On/Off Switch . . . . . . . . . 8W-43-2
Seat Belt Pretensioner-Left . . . . . . . . . . . . 8W-43-3
Seat Belt Pretensioner-Right . . . . . . . . . . . 8W-43-3

8W-44 INTERIOR LIGHTING

8W - 44 - 1

8W-44 INTERIOR LIGHTING
Component
Center High Mounted Stop Lamp/Cargo
Lamp . . . . . . . . . . . . . . . . . . . . . . . . .
Dome Lamp . . . . . . . . . . . . . . . . . . . . . .
Door Ajar Switch-Driver . . . . . . . . . . . . .
Door Ajar Switch-Left Rear . . . . . . . . . .
Door Ajar Switch-Passenger . . . . . . . . . .
Door Ajar Switch-Right Rear . . . . . . . . .
Door Lock Motor/Ajar Switch-Driver . . .
Door Lock Motor/Ajar Switch-Left Rear .
Door Lock Motor/Ajar Switch-Passenger
Door Lock Motor/Ajar Switch-Right Rear

Page
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8W-44-2
8W-44-2
8W-44-3
8W-44-3
8W-44-4
8W-44-4
8W-44-3
8W-44-3
8W-44-4
8W-44-4

Component
Page
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2
Fuse 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-3
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-3
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-3
Glove Box Lamp And Switch . . . . . . . . . . . 8W-44-2
Instrument Cluster . . . . . . . . . . . . . . . 8W-44-2, 3, 4
Integrated Power Module . . . . . . . . . . . . 8W-44-2, 3
Overhead Map/Reading Lamp . . . . . . . . . . 8W-44-2
Underhood Lamp . . . . . . . . . . . . . . . . . . . . 8W-44-3

8W-47 AUDIO SYSTEM

8W - 47 - 1

8W-47 AUDIO SYSTEM
Component
Page
Amplifier Audio . . . . . . . . . . . . . . . . . . . 8W-47-4, 5
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-7
Data Link Connector . . . . . . . . . . . . . . . 8W-47-2, 5
Fuse 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-5
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-7
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-2, 5
Instrument Cluster . . . . . . . . . . . . . . . . . 8W-47-2, 7
Integrated Power Module . . . . . . . . . . . . . . 8W-47-5
Radio . . . . . . . . . . . . . . . . . . . . . . . 8W-47-2, 3, 4, 7
Remote Radio Switch-Left . . . . . . . . . . . . . 8W-47-7

Component
Page
Remote Radio Switch-Right . . . . . . . . . . . . 8W-47-7
Speaker-Center Instrument Panel . . . . . . . 8W-47-4
Speaker-Left Front Door . . . . . . . . . . . . . 8W-47-3, 6
Speaker-Left Instrument Panel . . . . . . . . . 8W-47-4
Speaker-Left Rear . . . . . . . . . . . . . . . . . 8W-47-3, 6
Speaker-Right Front Door . . . . . . . . . . . 8W-47-3, 6
Speaker-Right Instrument Panel . . . . . . . . 8W-47-4
Speaker-Right Rear . . . . . . . . . . . . . . . . 8W-47-3, 6

8W-49 OVERHEAD CONSOLE

8W - 49 - 1

8W-49 OVERHEAD CONSOLE
Component
Page
Ambient Temperature Sensor . . . . . . . . . 8W-49-3, 4
Automatic Day/Night Mirror . . . . . . . . . . . 8W-49-2
Backup Lamp Switch . . . . . . . . . . . . . . . . . 8W-49-2
Compass/Mini-Trip Computer . . . . . . . . . . . 8W-49-2
Data Link Connector . . . . . . . . . . . . . . . . . 8W-49-2
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-3
Front Control Module . . . . . . . . . . . . . . . . . 8W-49-3
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-2, 3
Fuse 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-2

Component
Page
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-2
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-49-3
Integrated Power Module . . . . . . . . . . . . 8W-49-2, 3
Overhead Map/Reading Lamp . . . . . . . . . . 8W-49-3
Powertrain Control Module . . . . . . . . . . . . 8W-49-4
Transmission Range Sensor . . . . . . . . . . . . 8W-49-2
Transmission Solenoid/TRS Assembly . . . . 8W-49-2

8W-50 FRONT LIGHTING

8W - 50 - 1

8W-50 FRONT LIGHTING
Component
Page
Clearance Lamp No. 1 . . . . . . . . . . . . . . . . 8W-50-6
Clearance Lamp No. 2 . . . . . . . . . . . . . . . . 8W-50-6
Clearance Lamp No. 3 . . . . . . . . . . . . . . . . 8W-50-6
Clearance Lamp No. 4 . . . . . . . . . . . . . . . . 8W-50-6
Clearance Lamp No. 5 . . . . . . . . . . . . . . . . 8W-50-6
Data Link Connector . . . . . . . . . . . . . . . . . 8W-50-2
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . 8W-50-5
Fog Lamp-Left . . . . . . . . . . . . . . . . . . . . . . 8W-50-5
Fog Lamp- Right . . . . . . . . . . . . . . . . . . . . 8W-50-5
Front Control Module . . . . . . . . . . . 8W-50-2, 3, 4, 5
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-4
Fuse 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-4
Fuse 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-4
Fuse 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-5
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-3, 4, 5

Component
Page
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-3, 4, 5
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-3, 4
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-5
G203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-6
Headlamp Switch . . . . . . . . . . . . . . . . . . 8W-50-2, 5
Headlamp-Left . . . . . . . . . . . . . . . . . . . . . . 8W-50-3
Headlamp-Right . . . . . . . . . . . . . . . . . . . . . 8W-50-3
Instrument Cluster . . . . . . . . . . . . . . . . . 8W-50-2, 5
Integrated Power Module . . . . . . . . 8W-50-2, 3, 4, 5
Multi-Function Switch . . . . . . . . . . . . . . . . 8W-50-2
Park Lamp Relay . . . . . . . . . . . . . . . . . . . . 8W-50-4
Park/Turn Signal Lamp-Left Front . . . . . . . 8W-50-4
Park/Turn Signal Lamp-Right Front . . . . . 8W-50-4

8W-51 REAR LIGHTING

8W - 51 - 1

8W-51 REAR LIGHTING
Component
Page
Backup Lamp Switch . . . . . . . . . . . . . . . 8W-51-3, 5
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-51-7
Center High Mounted Stop LampAftermarket . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
Center High Mounted Stop Lamp/Cargo
Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
Fender Lamp-Front Left . . . . . . . . . . . . . . . 8W-51-4
Fender Lamp-Front Right . . . . . . . . . . . . . 8W-51-4
Fender Lamp-Rear Left . . . . . . . . . . . . . . . 8W-51-4
Fender Lamp-Rear Right . . . . . . . . . . . . . . 8W-51-4
Front Control Module . . . . . . . . . 8W-51-2, 3, 5, 6, 7
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2, 3, 7
Fuse 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
Fuse 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-3
Fuse 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
Fuse 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2
Fuse 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-3

Component
Page
G103 . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2, 3, 5, 6
G104 . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2, 3, 5, 6
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
Integrated Power Module . . . . . . 8W-51-2, 3, 5, 6, 7
License Lamp-Left . . . . . . . . . . . . . . . . . . . 8W-51-2
License Lamp-Right . . . . . . . . . . . . . . . . . . 8W-51-3
Park Lamp Relay . . . . . . . . . . . . . . . . 8W-51-2, 3, 7
Park/Turn Signal Lamp-Left Front . . . . . . . 8W-51-2
Park/Turn Signal Lamp-Right Front . . . . . 8W-51-3
Tail/Stop/Turn Signal Lamp-Left . . . . . . 8W-51-2, 5
Tail/Stop/Turn Signal Lamp-Right . . . . . . . 8W-51-6
Tailgate Lamp Assembly . . . . . . . . . . . . . 8W-51-2, 4
Trailer Tow Connector . . . . . . . . . . . . . . . . 8W-51-7
Trailer Tow Connector- Add On . . . . . . . 8W-51-5, 7
Transmission Range Sensor . . . . . . . . . . . . 8W-51-5
Transmission Solenoid/TRS Assembly . . . . 8W-51-5

8W-52 TURN SIGNALS

8W - 52 - 1

8W-52 TURN SIGNALS
Component
Page
Data Link Connector . . . . . . . . . . . . . . . . . 8W-52-2
Front Control Module . . . . . . . . . 8W-52-2, 3, 4, 5, 6
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-3
Fuse 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-3
Fuse 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-3
Fuse 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-6
Fuse 47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-6
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-3, 4, 5
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-3
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-52-2
Integrated Power Module . . . . . . 8W-52-2, 3, 4, 5, 6
Multi-Function Switch . . . . . . . . . . . . . . . . 8W-52-2

Component
Page
Park Lamp Relay . . . . . . . . . . . . . . . . . . . . 8W-52-3
Park/Turn Signal Lamp-Left Front . . . . . . . 8W-52-3
Park/Turn Signal Lamp-Right Front . . . . . 8W-52-3
Tail/Stop Lamp . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5
Tail/Stop/Turn Signal Lamp-Left . . . . . . 8W-52-3, 4
Tail/Stop/Turn Signal Lamp-Right . . . . . . . 8W-52-5
Tail/Turn Lamp . . . . . . . . . . . . . . . . . . . 8W-52-4, 5
Trailer Tow Connector . . . . . . . . . . . . . . . . 8W-52-6
Trailer Tow Connector-Add On . . . . . . . . . . 8W-52-6
Trailer Tow Left Turn Relay . . . . . . . . . . . . 8W-52-6
Trailer Tow Right Turn Relay . . . . . . . . . . . 8W-52-6

8W-53 WIPERS

8W - 53 - 1

8W-53 WIPERS
Component
Page
Data Link Connector . . . . . . . . . . . . . . . . . 8W-53-2
Front Control Module . . . . . . . . . . . . . 8W-53-2, 3, 4
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-3
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-4
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-4
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-3, 4
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-53-2
Integrated Power Module . . . . . . . . . . 8W-53-2, 3, 4

Component
Page
Multi-Function Switch . . . . . . . . . . . . . . . . 8W-53-2
Washer Fluid Level Switch . . . . . . . . . . . . . 8W-53-4
Washer Pump Motor-Front . . . . . . . . . . . . . 8W-53-4
Wiper High/Low Relay . . . . . . . . . . . . . . 8W-53-3, 4
Wiper Motor-Front . . . . . . . . . . . . . . . . . 8W-53-3, 4
Wiper On/Off Relay . . . . . . . . . . . . . . . . . . 8W-53-3

8W-54 TRAILER TOW

8W - 54 - 1

8W-54 TRAILER TOW
Component
Page
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-54-5
Electric Brake Provision . . . . . . . . . . . . . . . 8W-54-5
Front Control Module . . . . . . . . . . . . . 8W-54-2, 3, 5
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-5
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2, 3
Fuse 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-5
Fuse 33 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2, 3
Fuse 46 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2, 3
Fuse 47 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2, 3
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-3, 4

Component
Page
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-3, 4, 5
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-5
Integrated Power Module . . . . . . . . . . 8W-54-2, 3, 5
Park Lamp Relay . . . . . . . . . . . . . . . . . . 8W-54-2, 3
PTC No. 5 . . . . . . . . . . . . . . . . . . . . . . . . 8W-54-2, 3
Trailer Tow Connector . . . . . . . . . . . . 8W-54-2, 3, 4
Trailer Tow Connector-Add On . . . . . . 8W-54-2, 4, 5
Trailer Tow Left Turn Relay . . . . . . . . . . 8W-54-2, 3
Trailer Tow Right Turn Relay . . . . . . . . . 8W-54-2, 3

8W-60 POWER WINDOWS

8W - 60 - 1

8W-60 POWER WINDOWS
Component
Page
Circuit Breaker . . . . . . . . . . . . . . . . . . . 8W-60-2, 4
Driver Door Module . . . . . . . . 8W-60-2, 3, 4, 5, 6, 7
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-60-2, 4
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-60-2
Power Window Circuit Breaker . . . . . . . 8W-60-2, 4
Power Window Motor-Driver . . . . . . . . . 8W-60-2, 4
Power Window Motor-Left Rear . . . . . . . . . 8W-60-7

Component
Power Window
Power Window
Power Window
Power Window
Power Window

Page
Motor-Passenger . . . . . . . 8W-60-3, 5
Motor-Right Rear . . . . . . . . 8W-60-6
Switch-Left Rear . . . . . . 8W-60-4, 7
Switch-Passenger . . . . 8W-60-3, 4, 5
Switch-Right Rear . . . . . 8W-60-4, 6

8W-61 POWER DOOR LOCKS

8W - 61 - 1

8W-61 POWER DOOR LOCKS
Component
Page
Cylinder Lock Switch-Driver . . . . . . . . . . . 8W-61-2
Cylinder Lock Switch-Passenger . . . . . . 8W-61-3, 5
Door Lock Motor/Ajar Switch-Driver . . . . . 8W-61-2
Door Lock Motor/Ajar Switch-Left Rear . . . 8W-61-5
Door Lock Motor/Ajar
Switch-Passenger . . . . . . . . . . . . . . . . 8W-61-3, 4
Door Lock Motor/Ajar Switch-Right
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-4

Component
Page
Door Lock Switch- Passenger . . . . . . . . . 8W-61-3, 4
Driver Door Module . . . . . . . . . . . . . . . . . . 8W-61-2
Fuse 28 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-3, 4
G301 . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-2, 3, 4, 5
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-2
Instrument Cluster . . . . . . . . . . . . . 8W-61-2, 3, 4, 5
Integrated Power Module . . . . . . . . . . . . 8W-61-3, 4

8W-62 POWER MIRRORS

8W - 62 - 1

8W-62 POWER MIRRORS
Component
Page
A/C-Heater Control . . . . . . . . . . . . . . . . . . . 8W-62-3
Driver Door Module . . . . . . . . . . . . . . . . 8W-62-2, 3
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-2
Fuse 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-3
Fuse 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-3
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-2, 3

Component
Page
Heated Mirror Relay . . . . . . . . . . . . . . . . . 8W-62-3
Integrated Power Module . . . . . . . . . . . . 8W-62-2, 3
Power Mirror-Left . . . . . . . . . . . . . . . . . . 8W-62-2, 3
Power Mirror-Right . . . . . . . . . . . . . . . . 8W-62-2, 3

8W-63 POWER SEATS

8W - 63 - 1

8W-63 POWER SEATS
Component
Page
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-2
Fuse 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-6
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-5
G302 . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-2, 3, 4, 6
Heated Seat Cushion-Driver . . . . . . . . . . . . 8W-63-6
Heated Seat Cushion-Passenger . . . . . . . . . 8W-63-6
Heated Seat Switch-Driver . . . . . . . . . . . 8W-63-5, 6
Heated Seat Switch-Passenger . . . . . . . . 8W-63-5, 6
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-63-5
Integrated Power Module . . . . . . . . . . . . 8W-63-2, 6
Lumbar Motor-Driver . . . . . . . . . . . . . . . . . 8W-63-2
Lumbar Motor-Passenger . . . . . . . . . . . . 8W-63-3, 4
Passenger Lumbar Switch . . . . . . . . . . . . . 8W-63-3

Component
Power Seat Motor-Driver Front Vertical .
Power Seat Motor-Driver Horizontal . . .
Power Seat Motor-Driver Rear Vertical .
Power Seat Motor-Passenger Front
Vertical . . . . . . . . . . . . . . . . . . . . . . . .
Power Seat Motor-Passenger Horizontal
Power Seat Motor-Passenger Rear
Vertical . . . . . . . . . . . . . . . . . . . . . . . .
Power Seat Switch-Driver . . . . . . . . . . .
Power Seat Switch-Passenger . . . . . . . . .
Seat Heater Interface Module . . . . . . . .

Page
. . 8W-63-2
. . 8W-63-2
. . 8W-63-2
. . 8W-63-4
. . 8W-63-4
.
.
.
.

.
.
.
.

8W-63-4
8W-63-2
8W-63-4
8W-63-6

8W-70 SPLICE INFORMATION

8W - 70 - 1

8W-70 SPLICE INFORMATION
Component
S101
S102
S103
S104
S105
S106
S107
S108
S109
S110
S111
S112
S114
S117
S119
S120
S121
S122
S123
S124
S125
S126
S127
S129
S130
S131
S132
S133
S134
S135
S136
S137
S138
S139
S140
S141
S142
S143
S144
S145
S146
S147
S148
S149
S150
S152
S154
S155
S156
S157
S158
S159
S160
S162
S163
S164
S165
S166
S168
S169
S170
S171
S172
S173
S174
S175
S176
S178
S179
S181

Page

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-36
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-36
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-38
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-33
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-23
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-30
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-34-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-54
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-52
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-39
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-27, 29
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-41
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-82
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-82
. . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-3, 4, 5, 6, 8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-3, 4
. . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-3, 4, 5, 6, 8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-20, 21
. . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-6, 14, 49
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-18
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-43, 44
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-25
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-25
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-58
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-24
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21, 23
. . . . . . . . . . . . . . . . . . . . . . . . 8W-70-3, 4, 5, 6, 7, 8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-32
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-46
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-24
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-22
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-10, 9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-23
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-55
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19, 58
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-43
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-72
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-68
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-67
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20, 67
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20, 65
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-45
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-47
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-69
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-67
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-12
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-11, 68
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-69
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-69
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-17
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-16

Component
S182
S183
S184
S186
S191
S201
S202
S204
S205
S206
S207
S208
S209
S210
S212
S213
S214
S216
S217
S218
S219
S220
S221
S222
S224
S225
S226
S228
S230
S231
S301
S302
S304
S305
S306
S307
S308
S309
S310
S311
S312
S313
S314
S315
S316
S317
S318
S319
S320
S321
S322
S323
S324
S325
S326
S327
S328
S329
S330
S331
S332
S333
S334
S335
S336
S337
S340
S341
S342
S343

Page

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-25
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-9, 16
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-16
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-44
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-49
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-42
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-32
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-45
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-3, 4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-3, 4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-15
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-5
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-13
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-50
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-33
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-5
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-7
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-7
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-33
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-46
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-46
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-5, 6
. . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-4, 18, 90
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-5, 6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-42
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-45
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-5, 6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-15
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3, 4, 6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-18
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-20
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-19
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-19
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-22
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-22
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-2, 30
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-3, 4, 21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-30
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-7
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-4, 8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-36
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-52
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-36
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-34
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-63-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-35
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-35
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-60-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-62-3, 47
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-46
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-6, 37
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-6, 16
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-37

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 1

8W-80 CONNECTOR PIN-OUTS
Component
Page
4WD Switch (Manual Transfer Case) . . . . . 8W-80-5
A/C Compressor Clutch . . . . . . . . . . . . . . . 8W-80-5
A/C Pressure Transducer . . . . . . . . . . . . . . 8W-80-5
A/C Pressure Transducer (Diesel) . . . . . . . . 8W-80-5
A/C-Heater Control C1 . . . . . . . . . . . . . . . . 8W-80-6
A/C-Heater Control C2 . . . . . . . . . . . . . . . . 8W-80-6
Accelerator Pedal Position Sensor
(5.7L/Diesel M/T Normal Build) . . . . . . . 8W-80-6
Adjustable Pedal Motor . . . . . . . . . . . . . . . 8W-80-7
Adjustable Pedal Switch . . . . . . . . . . . . . . . 8W-80-7
Airbag Control Module . . . . . . . . . . . . . . . . 8W-80-7
Airbag Control Module-Left Side Impact . . 8W-80-8
Airbag Control Module-Right Side Impact . 8W-80-8
Airbag-Driver Squib 1 . . . . . . . . . . . . . . . . 8W-80-8
Airbag-Left Curtain Squib . . . . . . . . . . . . . 8W-80-8
Airbag-Passenger Squib 1 . . . . . . . . . . . . . 8W-80-9
Airbag-Right Curtain Squib . . . . . . . . . . . . 8W-80-9
Ambient Temperature Sensor . . . . . . . . . . . 8W-80-9
Amplifier Audio C1 . . . . . . . . . . . . . . . . . . . 8W-80-9
Amplifier Audio C2 . . . . . . . . . . . . . . . . . . 8W-80-10
Automatic Day/Night Mirror (Except
Base) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-10
Backup Lamp Switch (3.7L/4.7L/5.7L/
8.0L) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-10
Battery Temperature Sensor . . . . . . . . . . . 8W-80-11
Blend Door Actuator (Single-Zone) . . . . . . 8W-80-11
Blower Motor . . . . . . . . . . . . . . . . . . . . . . 8W-80-11
Blower Motor Resistor Block . . . . . . . . . . 8W-80-11
Boost Pressure Sensor (Diesel) . . . . . . . . . 8W-80-11
Brake Fluid Level Switch . . . . . . . . . . . . . 8W-80-12
Brake Lamp Switch . . . . . . . . . . . . . . . . . 8W-80-12
Brake Transmission Shift Interlock
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-12
C100 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-12
C100 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-13
C100 (Gas) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-13
C100 (Gas) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-13
C106 (5.7L) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-14
C106 (5.7L) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-14
C107 (5.7L) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-15
C107 (5.7L) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-15
C108 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-15
C108 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-16
C110 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-16
C110 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-16
C112 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-17
C112 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-17
C115 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-17
C115 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-17
C116 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-17
C116 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-18
C117 (Diesel) . . . . . . . . . . . . . . . . . . . . . . 8W-80-18

Component
C117 (Diesel) . . . . . . . . . .
C130 . . . . . . . . . . . . . . . . .
C130 . . . . . . . . . . . . . . . . .
C200 . . . . . . . . . . . . . . . . .
C200 . . . . . . . . . . . . . . . . .
C201 . . . . . . . . . . . . . . . . .
C201 . . . . . . . . . . . . . . . . .
C202 . . . . . . . . . . . . . . . . .
C202 . . . . . . . . . . . . . . . . .
C206 . . . . . . . . . . . . . . . . .
C206 (SLT+) . . . . . . . . . . .
C216 . . . . . . . . . . . . . . . . .
C216 . . . . . . . . . . . . . . . . .
C217 . . . . . . . . . . . . . . . . .
C217 . . . . . . . . . . . . . . . . .
C218 . . . . . . . . . . . . . . . . .
C218 . . . . . . . . . . . . . . . . .
C219 . . . . . . . . . . . . . . . . .
C219 . . . . . . . . . . . . . . . . .
C220 . . . . . . . . . . . . . . . . .
C220 . . . . . . . . . . . . . . . . .
C301 . . . . . . . . . . . . . . . . .
C301 . . . . . . . . . . . . . . . . .
C302 . . . . . . . . . . . . . . . . .
C302 . . . . . . . . . . . . . . . . .
C304 . . . . . . . . . . . . . . . . .
C304 . . . . . . . . . . . . . . . . .
C305 . . . . . . . . . . . . . . . . .
C305 . . . . . . . . . . . . . . . . .
C306 . . . . . . . . . . . . . . . . .
C306 . . . . . . . . . . . . . . . . .
C307 (Tail Lamp Jumper) .
C307 (Tail Lamp Jumper) .
C308 . . . . . . . . . . . . . . . . .
C308 . . . . . . . . . . . . . . . . .
C309 . . . . . . . . . . . . . . . . .
C309 . . . . . . . . . . . . . . . . .
C310 (Tail Lamp Jumper) .
C310 (Tail Lamp Jumper) .
C311 (Except SLT+) . . . . .
C311 (Except SLT+) . . . . .
C312 . . . . . . . . . . . . . . . . .
C312 . . . . . . . . . . . . . . . . .
C313 . . . . . . . . . . . . . . . . .
C313 . . . . . . . . . . . . . . . . .
C314 . . . . . . . . . . . . . . . . .
C314 . . . . . . . . . . . . . . . . .
C315 (Heated/Power Seat)
C315 . . . . . . . . . . . . . . . . .
C316 . . . . . . . . . . . . . . . . .
C316 . . . . . . . . . . . . . . . . .
C317 . . . . . . . . . . . . . . . . .

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Page
8W-80-18
8W-80-18
8W-80-20
8W-80-22
8W-80-22
8W-80-22
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-80-25
8W-80-25
8W-80-25
8W-80-26
8W-80-28
8W-80-29
8W-80-30
8W-80-30
8W-80-31
8W-80-31
8W-80-31
8W-80-32
8W-80-32
8W-80-32
8W-80-33
8W-80-33
8W-80-33
8W-80-34
8W-80-34
8W-80-34
8W-80-35
8W-80-35
8W-80-35
8W-80-36
8W-80-36
8W-80-36
8W-80-36
8W-80-37
8W-80-37
8W-80-37
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 - 2
Component
C317 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C319 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C319 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C322 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C322 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C323 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C323 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C327 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C327 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C328 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C328 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Camshaft Position Sensor (Diesel) . . . . .
Camshaft Position Sensor (Gas) . . . . . . .
Capacitor . . . . . . . . . . . . . . . . . . . . . . . .
Center High Mounted Stop Lamp/Cargo
Lamp . . . . . . . . . . . . . . . . . . . . . . . . .
Cigar Lighter Outlet . . . . . . . . . . . . . . . .
Clearance Lamp No. 1 (Heavy Duty) . . .
Clearance Lamp No. 2 (Heavy Duty) . . .
Clearance Lamp No. 3 (Heavy Duty) . . .
Clearance Lamp No. 4 (Heavy Duty) . . .
Clearance Lamp No. 5 (Heavy Duty) . . .
Clockspring C1 . . . . . . . . . . . . . . . . . . . .
Clockspring C2 . . . . . . . . . . . . . . . . . . . .
Clockspring C3 . . . . . . . . . . . . . . . . . . . .
Clockspring C4 . . . . . . . . . . . . . . . . . . . .
Clockspring C5 (Remote Radio) . . . . . . .
Clutch Interlock Brake Switch . . . . . . . .
Coil On Plug No. 1 (3.7L/4.7L/5.7L) . . . .
Coil On Plug No. 2 (3.7L/4.7L/5.7L) . . . .
Coil On Plug No. 3 (3.7L/4.7L/5.7L) . . . .
Coil On Plug No. 4 (3.7L/4.7L/5.7L) . . . .
Coil On Plug No. 5 (3.7L/4.7L/5.7L) . . . .
Coil On Plug No. 6 (3.7L/4.7L/5.7L) . . . .
Coil On Plug No. 7 (4.7L/5.7L) . . . . . . . .
Coil On Plug No. 8 (4.7L/5.7L) . . . . . . . .
Compass/Mini-Trip Computer
(Except Base) . . . . . . . . . . . . . . . . . . .
Condenser Fan . . . . . . . . . . . . . . . . . . . .
Controller Antilock Brake C1 . . . . . . . . .
Controller Antilock Brake C2 (ABS) . . . .
Crankshaft Position Sensor . . . . . . . . . .
Cylinder Lock Switch-Driver (Premium) .
Cylinder Lock Switch-Passenger
(Premium) . . . . . . . . . . . . . . . . . . . . .
Data Link Connector . . . . . . . . . . . . . . .
Data Link Connector . . . . . . . . . . . . . . .
Dome Lamp . . . . . . . . . . . . . . . . . . . . . .
Door Ajar Switch-Driver (Base) . . . . . . .
Door Ajar Switch-Left Rear (Base) . . . . .
Door Ajar Switch-Passenger (Base) . . . . .
Door Ajar Switch-Right Rear (Base) . . . .
Door Lock Motor/Ajar Switch-Driver
(Except Base) . . . . . . . . . . . . . . . . . . .

8W-80 CONNECTOR PIN-OUTS

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Page
8W-80-40
8W-80-40
8W-80-40
8W-80-40
8W-80-41
8W-80-41
8W-80-41
8W-80-42
8W-80-42
8W-80-42
8W-80-42
8W-80-42
8W-80-42
8W-80-43

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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
8W-80-45
8W-80-45
8W-80-46
8W-80-46
8W-80-46
8W-80-46
8W-80-47
8W-80-47
8W-80-47

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8W-80-47
8W-80-48
8W-80-48
8W-80-48
8W-80-49
8W-80-49

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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-80-51

Component
Door Lock Motor/Ajar Switch-Left Rear
(Except Base) . . . . . . . . . . . . . . . . . . .
Door Lock Motor/Ajar Switch-Passenger
(Except Base) . . . . . . . . . . . . . . . . . . .
Door Lock Motor/Ajar Switch-Right Rear
(Except Base) . . . . . . . . . . . . . . . . . . .
Door Lock Switch-Passenger . . . . . . . . . .
Door Window/Lock Switch . . . . . . . . . . .
Driver Blend Door Actuator
(Dual-Zone) . . . . . . . . . . . . . . . . . . . . .
Driver Door Module C1 . . . . . . . . . . . . .
Driver Door Module C2 . . . . . . . . . . . . .
Driver Heated Seat Cushion . . . . . . . . . .
Electric Brake Provision . . . . . . . . . . . . .
Electronic Throttle Control Module
(5.7L) . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Control Module . . . . . . . . . . . . . .
Engine Control Module . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor
(3.7L/4.7L/5.7L) . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor
(Diesel) . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Pressure Switch . . . . . . . . . .
Evap/Purge Solenoid (Except NGC) . . . .
Evap/Purge Solenoid (NGC) . . . . . . . . . .
Evaporator Temperature Sensor . . . . . . .
Fender Lamp-Front Left . . . . . . . . . . . . .
Fender Lamp-Front Right . . . . . . . . . . .
Fender Lamp-Rear Left . . . . . . . . . . . . .
Fender Lamp-Rear Right . . . . . . . . . . . .
Fog Lamp-Left . . . . . . . . . . . . . . . . . . . .
Fog Lamp-Right . . . . . . . . . . . . . . . . . . .
Fuel Control Actuator (Diesel) . . . . . . . .
Fuel Heater (Diesel) . . . . . . . . . . . . . . . .
Fuel Injector No. 1 (Diesel) . . . . . . . . . . .
Fuel Injector No. 1 . . . . . . . . . . . . . . . . .
Fuel Injector No. 2 (Diesel) . . . . . . . . . . .
Fuel Injector No. 2 . . . . . . . . . . . . . . . . .
Fuel Injector No. 3 (Diesel) . . . . . . . . . . .
Fuel Injector No. 3 . . . . . . . . . . . . . . . . .
Fuel Injector No. 4 (Diesel) . . . . . . . . . . .
Fuel Injector No. 4 . . . . . . . . . . . . . . . . .
Fuel Injector No. 5 (Diesel) . . . . . . . . . . .
Fuel Injector No. 5 . . . . . . . . . . . . . . . . .
Fuel Injector No. 6 (Diesel) . . . . . . . . . . .
Fuel Injector No. 6 . . . . . . . . . . . . . . . . .
Fuel Injector No. 7
(4.7L/5.7L/5.9L/8.0L) . . . . . . . . . . . . . .
Fuel Injector No. 8
(4.7L/5.7L/5.9L/8.0L) . . . . . . . . . . . . . .
Fuel Injector No. 9 (8.0L) . . . . . . . . . . . .
Fuel Injector No. 10 (8.0L) . . . . . . . . . . .
Fuel Pump Module . . . . . . . . . . . . . . . . .
Fuel Pump Motor (Diesel) . . . . . . . . . . .
Generator . . . . . . . . . . . . . . . . . . . . . . . .

DR
Page
. 8W-80-51
. 8W-80-51
. 8W-80-52
. 8W-80-52
. 8W-80-52
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8W-80-52
8W-80-53
8W-80-53
8W-80-53
8W-80-53

. 8W-80-54
. 8W-80-54
. 8W-80-55
. 8W-80-56
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8W-80-56
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
8W-80-59
8W-80-59
8W-80-60
8W-80-60
8W-80-60
8W-80-60
8W-80-60
8W-80-61
8W-80-61
8W-80-61
8W-80-61
8W-80-61

. 8W-80-62
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8W-80-62
8W-80-62
8W-80-62
8W-80-63
8W-80-63
8W-80-63

8W-80 CONNECTOR PIN-OUTS

Component
Glove Box Lamp And Switch . . . . . . . . . .
Headlamp Switch . . . . . . . . . . . . . . . . . . .
Headlamp-Left . . . . . . . . . . . . . . . . . . . . .
Headlamp-Right . . . . . . . . . . . . . . . . . . . .
Heated Seat Cushion-Passenger . . . . . . . .
Heated Seat Switch-Driver . . . . . . . . . . . .
Heated Seat Switch-Passenger . . . . . . . . .
Horn Switch . . . . . . . . . . . . . . . . . . . . . . .
Horn-High Note . . . . . . . . . . . . . . . . . . . .
Horn-Low Note . . . . . . . . . . . . . . . . . . . . .
Idle Air Control Motor (3.7L/5.9L/8.0L) . .
Idle Air Control Motor (NGC) . . . . . . . . . .
Ignition Coil (5.9L) . . . . . . . . . . . . . . . . . .
Ignition Coil-Left (8.0L) . . . . . . . . . . . . . .
Ignition Coil-Right (8.0L) . . . . . . . . . . . . .
Ignition Switch . . . . . . . . . . . . . . . . . . . . .
Inlet Air Temperature/ Pressure Sensor
(Diesel) . . . . . . . . . . . . . . . . . . . . . . . . .
Input Speed Sensor (3.7L/4.7L/5.7L) . . . . .
Instrument Cluster C1 . . . . . . . . . . . . . . .
Instrument Cluster C2 . . . . . . . . . . . . . . .
Instrument Cluster C3 . . . . . . . . . . . . . . .
Intake Air Temperature Sensor . . . . . . . .
Intake Air Temperature/Manifold Absolute
Pressure Sensor (Diesel) . . . . . . . . . . . .
Integrated Power Module C1 . . . . . . . . . .
Integrated Power Module C2 . . . . . . . . . .
Integrated Power Module C3 . . . . . . . . . .
Integrated Power Module C4 . . . . . . . . . .
Integrated Power Module C5 . . . . . . . . . .
Integrated Power Module C6 . . . . . . . . . .
Integrated Power Module C7 . . . . . . . . . .
Knock Sensor (3.7L) . . . . . . . . . . . . . . . . .
Knock Sensor-Left (5.7L) . . . . . . . . . . . . .
Knock Sensor-Right (5.7L) . . . . . . . . . . . .
Leak Detection Pump (NGC) . . . . . . . . . .
Leak Detection Pump . . . . . . . . . . . . . . . .
License Lamp-Left . . . . . . . . . . . . . . . . . .
License Lamp-Right . . . . . . . . . . . . . . . . .
Lift Pump Motor (Diesel) . . . . . . . . . . . . .
Line Pressure Sensor (3.7L/5.7L) . . . . . . .
Line Pressure Sensor (4.7L) . . . . . . . . . . .
Lumbar Motor-Driver . . . . . . . . . . . . . . . .
Lumbar Motor-Passenger . . . . . . . . . . . . .
Manifold Absolute Pressure Sensor
(3.7L/4.7L/5.7L) . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure Sensor
(5.9L/8.0L) . . . . . . . . . . . . . . . . . . . . . .
Mode Door Actuator 1 (Panel To Floor) . . .
Mode Door Actuator 2 (Defrost To Floor) .
Multi-Function Switch . . . . . . . . . . . . . . .
Output Speed Sensor (3.7L/4.7L/5.7L) . . .
Output Speed Sensor (5.9L) . . . . . . . . . . .
Output Speed Sensor (Diesel) . . . . . . . . . .

Page
8W-80-63
8W-80-63
8W-80-64
8W-80-64
8W-80-64
8W-80-64
8W-80-65
8W-80-65
8W-80-65
8W-80-65
8W-80-65
8W-80-66
8W-80-66
8W-80-66
8W-80-66
8W-80-67
8W-80-67
8W-80-67
8W-80-68
8W-80-68
8W-80-69
8W-80-69
8W-80-69
8W-80-70
8W-80-70
8W-80-71
8W-80-71
8W-80-72
8W-80-72
8W-80-73
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-80-76
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 - 3

Component
Page
Overdrive Switch . . . . . . . . . . . . . . . . . . . 8W-80-78
Overhead Map/Reading Lamp (Except
Base) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-78
Oxygen Sensor 1/1 Upstream . . . . . . . . . . 8W-80-78
Oxygen Sensor 1/2 Downstream . . . . . . . . 8W-80-79
Oxygen Sensor 2/1 Upstream (California 4.7L/
California 5.9L) . . . . . . . . . . . . . . . . . . 8W-80-79
Oxygen Sensor 2/2 Downstream (California
4.7L/California 5.9L) . . . . . . . . . . . . . . . 8W-80-79
Park/Turn Signal Lamp-Left Front . . . . . . 8W-80-80
Park/Turn Signal Lamp-Right Front . . . . 8W-80-80
Passenger Blend Door Actuator (DualZone) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-80
Passenger Lumbar Switch . . . . . . . . . . . . 8W-80-80
Power Mirror-Left . . . . . . . . . . . . . . . . . . . 8W-80-80
Power Mirror-Right . . . . . . . . . . . . . . . . . 8W-80-81
Power Outlet . . . . . . . . . . . . . . . . . . . . . . 8W-80-81
Power Outlet-Console (Except Base) . . . . . 8W-80-81
Power Seat Motor-Driver Front Vertical . . 8W-80-81
Power Seat Motor-Driver Horizontal . . . . 8W-80-82
Power Seat Motor-Driver Rear Vertical . . 8W-80-82
Power Seat Switch-Driver . . . . . . . . . . . . 8W-80-82
Power Seat Switch-Passenger . . . . . . . . . . 8W-80-82
Power Steering Pressure Switch
(3.7L/4.7L/5.7L) . . . . . . . . . . . . . . . . . . 8W-80-83
Power Window Motor-Driver . . . . . . . . . . 8W-80-83
Power Window Motor-Left Rear . . . . . . . . 8W-80-83
Power Window Motor-Passenger . . . . . . . . 8W-80-83
Power Window Motor-Right Rear . . . . . . . 8W-80-83
Power Window Switch-Left Rear . . . . . . . 8W-80-84
Power Window Switch-Right Rear . . . . . . 8W-80-84
Power Window-Circuit Breaker . . . . . . . . 8W-80-84
Powertrain Control Module . . . . . . . . . . . 8W-80-84
Powertrain Control Module . . . . . . . . . . . 8W-80-85
Powertrain Control Module . . . . . . . . . . . 8W-80-86
Powertrain Control Module C1 (JTEC) . . . 8W-80-87
Powertrain Control Module C1 (NGC) . . . 8W-80-88
Powertrain Control Module C2 (JTEC) . . . 8W-80-89
Powertrain Control Module C2 (NGC) . . . 8W-80-90
Powertrain Control Module C3 (JTEC) . . . 8W-80-91
Powertrain Control Module C3 (NGC) . . . 8W-80-92
Powertrain Control Module C4 (NGC) . . . 8W-80-93
Radio (Base) . . . . . . . . . . . . . . . . . . . . . . . 8W-80-94
Radio (Premium) . . . . . . . . . . . . . . . . . . . 8W-80-94
Recirculation Door Actuator . . . . . . . . . . . 8W-80-95
Remote Radio Switch-Left . . . . . . . . . . . . 8W-80-95
Remote Radio Switch-Right . . . . . . . . . . . 8W-80-95
Seat Heater Interface Module . . . . . . . . . . 8W-80-95
Sentry Key Immobilizer Module . . . . . . . . 8W-80-96
Speaker-Center Instrument Panel . . . . . . 8W-80-96
Speaker-Left Front Door . . . . . . . . . . . . . . 8W-80-96
Speaker-Left Instrument Panel . . . . . . . . 8W-80-96
Speaker-Left Rear . . . . . . . . . . . . . . . . . . 8W-80-96
Speaker-Right Front Door . . . . . . . . . . . . 8W-80-97

8W - 80 - 4

8W-80 CONNECTOR PIN-OUTS

Component
Page
Speaker-Right Instrument Panel . . . . . . . 8W-80-97
Speaker-Right Rear . . . . . . . . . . . . . . . . . 8W-80-97
Speed Control Servo . . . . . . . . . . . . . . . . . 8W-80-97
Speed Control Switch-Left (ETC) . . . . . . . 8W-80-98
Speed Control Switch-Left (Except ETC) . 8W-80-98
Speed Control Switch-Right (ETC) . . . . . . 8W-80-98
Speed Control Switch-Right (Except
ETC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-98
Switch-Driver Seat Belt . . . . . . . . . . . . . . 8W-80-98
Switch-Passenger Airbag On-Off . . . . . . . 8W-80-99
Tail/Stop/Turn Signal Lamp-Left . . . . . . . 8W-80-99
Tail/Stop/Turn Signal Lamp-Right . . . . . . 8W-80-99
Tension Reducer-Seat Belt (Standard
Cab) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-99
Tensioner-Left Seat Belt . . . . . . . . . . . . . 8W-80-100
Tensioner-Right Seat Belt . . . . . . . . . . . . 8W-80-100
Throttle Position Sensor . . . . . . . . . . . . . 8W-80-100
Throttle Position Sensor (Diesel) . . . . . . 8W-80-100
Trailer Tow Connector . . . . . . . . . . . . . . 8W-80-101
Trailer Tow Connector-Add On . . . . . . . . 8W-80-101
Transfer Case Control Module C1 . . . . . . 8W-80-101
Transfer Case Control Module C2 . . . . . . 8W-80-102
Transfer Case Control Module C3 . . . . . . 8W-80-102
Transfer Case Mode Sensor . . . . . . . . . . 8W-80-102
Transfer Case Position Sensor (4.7L/
5.9L) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-103
Transfer Case Selector Switch . . . . . . . . 8W-80-103
Transfer Case Shift Motor . . . . . . . . . . . 8W-80-103
Transmission Control Module . . . . . . . . . 8W-80-104

Component
Transmission Range Sensor (5.9L/
Diesel) . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Solenoid Assembly (5.9L/
8.0L) . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Solenoid/Trs Assembly
(3.7L/4.7L/5.7L) . . . . . . . . . . . . . . . . .
Underhood Lamp . . . . . . . . . . . . . . . . . .
Vacuum Pump (Diesel) . . . . . . . . . . . . . .
Vehicle Speed Sensor (Diesel) . . . . . . . . .
Vistronic Fan Drive (Diesel) . . . . . . . . . .
Washer Fluid Level Switch . . . . . . . . . . .
Washer Pump Motor-Front . . . . . . . . . . .
Water In Fuel Sensor (Diesel) . . . . . . . . .
Wheel Speed Sensor-Left Front
(ABS) . . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Speed Sensor-Rear (ABS) . . . . . . .
Wheel Speed Sensor-Right Front
(ABS) . . . . . . . . . . . . . . . . . . . . . . . . .
Wiper Motor-Front . . . . . . . . . . . . . . . . .
Washer Fluid Level Switch . . . . . . . . . . .
Washer Pump Motor-Front . . . . . . . . . . .
Water In Fuel Sensor (Diesel) . . . . . . . . .
Wheel Speed Sensor-Left Front
(ABS) . . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Speed Sensor-Rear (ABS) . . . . . . .
Wheel Speed Sensor-Right Front
(ABS) . . . . . . . . . . . . . . . . . . . . . . . . .
Wiper Motor-Front . . . . . . . . . . . . . . . . .

DR
Page
8W-80-105
8W-80-105
8W-80-106
8W-80-106
8W-80-106
8W-80-107
8W-80-107
8W-80-107
8W-80-107
8W-80-107
8W-80-108
8W-80-108
8W-80-108
8W-80-108
8W-80-109
8W-80-109
8W-80-109
8W-80-109
8W-80-110
8W-80-110
8W-80-110

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 5

4WD SWITCH (MANUAL TRANSFER CASE) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K77 18BR/WT

4WD SWITCH SENSE

K4 18BK/LB

SENSOR GROUND

A/C COMPRESSOR CLUTCH - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

C3 20DB/BK

A/C CLUTCH RELAY OUTPUT

Z359 18BK/BR

GROUND

A/C PRESSURE TRANSDUCER - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

K4 18BK/LB

SENSOR GROUND

K6 18VT/WT (EXCEPT NGC)

5 VOLT SUPPLY

K7 18OR (NGC)

5-VOLT SUPPLY

C18 18DB

A/C PRESSURE SIGNAL

A/C PRESSURE TRANSDUCER (DIESEL) - 4 WAY
CAV

CIRCUIT

FUNCTION

K55 18LB/WT

MASS AIR FLOW SENSOR SIGNAL

K72 18DG/OR

5 VOLTS SUPPLY

C18 18DB

A/C PRESSURE SIGNAL

8W - 80 - 6

8W-80 CONNECTOR PIN-OUTS

A/C-HEATER CONTROL C1 - BLACK 16 WAY
CAV

CIRCUIT

FUNCTION

F15 20DB

FUSED IGNITION SWITCH OUTPUT (RUN)

Z120 20WT/BK

GROUND

C57 20DB/GY

SENSOR GROUND

C33 20DB/RD

MODE DOOR 2 DRIVER

C12 20LG/BK

EVAPORATOR TEMPERATURE SENSOR SIGNAL

Y165 20OR/YL

PANEL LAMPS DRIVER

C62 20DB/PK

BLEND DOOR DRIVER

C35 20DG/YL

MODE DOOR 1 DRIVER

C34 20DB/WT

COMMON DOOR DRIVER

C32 20GY/DB

RECIRCULATION DOOR DRIVER

C46 20YL/LG

PASSENGER BLEND DOOR DRIVER

C16 20LB/YL

HEATED MIRROR RELAY CONTROL

D25 20VT/LG

PCI BUS

A/C-HEATER CONTROL C2 - BLACK 10 WAY
CAV

CIRCUIT

FUNCTION

C4 16TN

BLOWER MOTOR LOW DRIVER

C6 14LB

BLOWER MOTOR M2 DRIVER

Z37 10BK/DB

GROUND

C5 16LG

BLOWER MOTOR M1 DRIVER

C7 10BK/TN

BLOWER MOTOR HIGH DRIVER

ACCELERATOR PEDAL POSITION SENSOR (5.7L/DIESEL M/T NORMAL BUILD) - 6 WAY
CAV

CIRCUIT

FUNCTION

K81 20DB/DG

APPS NO. 2 SIGNAL

K6 20VT/WT

5-VOLT SUPPLY

K7 20OR

5-VOLT SUPPLY

K981 20BR/DG

APPS NO. 2 RETURN

K255 20WT/DG

APPS NO. 1 SIGNAL

K223 20PK/DB

APPS NO. 1 RETURN

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 7

ADJUSTABLE PEDAL MOTOR - WHITE 2 WAY
CAV

CIRCUIT

FUNCTION

Y151 18LG/BR

ADJUSTABLE PEDAL MOTOR (DOWN)

Y152 18LG/OR

ADJUSTABLE PEDAL MOTOR (UP)

ADJUSTABLE PEDAL SWITCH - BLUE 6 WAY
CAV

CIRCUIT

FUNCTION

Y151 18LG/BR

ADJUSTABLE PEDAL MOTOR (DOWN)

Y153 18DB/RD

ADJUSTABLE PEDAL RELAY OUTPUT

Z154 18BK/BR

GROUND

F15 20DB

FUSED IGNITION SWITCH OUTPUT (RUN)

Y152 18LG/OR

ADJUSTABLE PEDAL MOTOR (UP)

AIRBAG CONTROL MODULE - YELLOW 23 WAY
CAV

CIRCUIT

FUNCTION

Z6 18BK/PK

GROUND

R45 18DG/LB

DRIVER SQUIB 1 LINE 2

R43 18BK/LB

DRIVER SQUIB 1 LINE 1

R42 18BK/YL

PASSENGER SQUIB 1 LINE 1

R44 18DG/YL

PASSENGER SQUIB 1 LINE 2

R53 18LG/YL

RIGHT SEAT BELT TENSIONER LINE 2

R55 18LG/DG

RIGHT SEAT BELT TENSIONER LINE 1

R56 18LB/DG

LEFT SEAT BELT TENSIONER LINE 1

R54 18LB/YL

LEFT SEAT BELT TENSIONER LINE 2

F14 18LG/YL

FUSED IGNITION SWITCH OUTPUT (RUN-START)

F23 18DB/YL

FUSED IGNITION SWITCH OUTPUT (RUN)

R4 18BR/YL

PASSENGER AIRBAG MUX SWITCH RETURN

R5 18VT/YL

PASSENGER AIRBAG MUX SWITCH SENSE

D25 20VT/DG

PCI BUS

R166 18LG/TN

PASSENGER AIRBAG INDICATOR DRIVER

8W - 80 - 8

8W-80 CONNECTOR PIN-OUTS

AIRBAG CONTROL MODULE-LEFT SIDE IMPACT - YELLOW 8 WAY
CAV

CIRCUIT

FUNCTION

F14 18LG/YL

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Z11 18BK/WT

GROUND

R77 18LB/BR

LEFT CURTAIN SQUIB 1 LINE 2

R75 18LB/OR

LEFT CURTAIN SQUIB 1 LINE 1

Z11 18BK/WT

GROUND

D25 20DB/VT

PCI BUS

AIRBAG CONTROL MODULE-RIGHT SIDE IMPACT - YELLOW 8 WAY
CAV

CIRCUIT

FUNCTION

F14 18LG/YL

FUSED IGNITION SWITCH OUTPUT (RUN-START)

R76 18LB/WT

RIGHT CURTAIN SQUIB 1 LINE 2

R74 18LB/YL

RIGHT CURTAIN SQUIB 1 LINE 1

Z29 18BK/PK

GROUND

D25 20DB/VT

PCI BUS

AIRBAG-DRIVER SQUIB 1 - YELLOW 2 WAY
CAV

CIRCUIT

FUNCTION

R45 BK

DRIVER SQUIB 1 LINE 2

R43 BK

DRIVER SQUIB 1 LINE 1

AIRBAG-LEFT CURTAIN SQUIB - YELLOW 2 WAY
CAV

CIRCUIT

FUNCTION

R75 18LB/OR

LEFT CURTAIN SQUIB 1 LINE 1

R77 18LB/BR

LEFT CURTAIN SQUIB 1 LINE 2

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 9

AIRBAG-PASSENGER SQUIB 1 - YELLOW 2 WAY
CAV

CIRCUIT

FUNCTION

R42 18BK/YL

PASSENGER SQUIB 1 LINE 1

R44 18DG/YL

PASSENGER SQUIB 1 LINE 2

AIRBAG-RIGHT CURTAIN SQUIB - YELLOW 2 WAY
CAV

CIRCUIT

FUNCTION

R74 18LB/YL

RIGHT CURTAIN SQUIB 1LINE 1

R76 18LB/WT

RIGHT CURTAIN SQUIB 1 LINE 2

AMBIENT TEMPERATURE SENSOR - 2 WAY
CAV

CIRCUIT

FUNCTION

G31 20VT/LG (NGC)

AAT SIGNAL

G31 20VT/LG

AMBIENT TEMPERATURE SENSOR SIGNAL

Y137 20VT/LB

SENSOR GROUND

K4 20VT/LB (NGC)

SENSOR GROUND

AMPLIFIER AUDIO C1 - GRAY 12 WAY
CAV

CIRCUIT

FUNCTION

X53 20DG

LEFT FRONT SPEAKER (+)

X55 20BR/RD

LEFT FRONT SPEAKER (-)

X57 20BR/LB

LEFT REAR SPEAKER (-)

Z115 18DB/BK

GROUND

X60 20DG/RD

RADIO 12 VOLT OUTPUT

X56 20DB/RD

RIGHT FRONT SPEAKER (-)

X54 20VT

RIGHT FRONT SPEAKER (+)

X51 20BR/YL

LEFT REAR SPEAKER (+)

X58 20DB/OR

RIGHT REAR SPEAKER (-)

X52 20DB/WT

RIGHT REAR SPEAKER (+)

Z126 18BK/DB

GROUND

D25 20VT/GY

PCI BUS

8W - 80 - 10

8W-80 CONNECTOR PIN-OUTS

AMPLIFIER AUDIO C2 - GRAY 18 WAY
CAV

CIRCUIT

FUNCTION

F75 18VT

FUSED B(+)

X91 18WT/BK

LEFT REAR SPEAKER (-)

X82 18LB/VT

RIGHT FRONT DOOR SPEAKER (+)

X87 18LG/RD

LEFT FRONT DOOR SPEAKER (+)

X84 18OR/BK

RIGHT INSTRUMENT PANEL SPEAKER (+)

X83 18YL/RD

LEFT INSTRUMENT PANEL SPEAKER (-)

F75 18VT

FUSED B(+)

X93 18WT/RD

LEFT REAR SPEAKER (+)

X92 18TN/BK

RIGHT REAR SPEAKER (-)

X94 18TN/VT

RIGHT REAR SPEAKER (+)

X80 18LB/BK

RIGHT FRONT DOOR SPEAKER (-)

X85 18LG/DG

LEFT FRONT DOOR SPEAKER (-)

X86 18OR/RD

RIGHT INSTRUMENT PANEL SPEAKER (-)

X81 18YL/BK

LEFT INSTRUMENT PANEL SPEAKER (+)

AUTOMATIC DAY/NIGHT MIRROR (EXCEPT BASE) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

Y107 20VT/RD

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Z104 20BK/OR

GROUND

L1 20VT/BK

BACK-UP LAMP FEED

BACKUP LAMP SWITCH (3.7L/4.7L/5.7L/8.0L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

L1 18VT/BK

BACK-UP LAMP FEED

L10 18BR/LG

FUSED IGNITION SWITCH OUTPUT (RUN)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 11

BATTERY TEMPERATURE SENSOR - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K118 18PK/YL

BATT TEMP SIGNAL

K4 18BK/LB

SENSOR GROUND

BLEND DOOR ACTUATOR (SINGLE-ZONE) - 2 WAY
CAV

CIRCUIT

FUNCTION

C34 20DB/WT

COMMON DOOR DRIVER

C62 20DB/PK

BLEND DOOR DRIVER

BLOWER MOTOR - 2 WAY
CAV

CIRCUIT

FUNCTION

C7 10BK/TN

BLOWER MOTOR HIGH DRIVER

C1 10DG

BLOWER MOTOR FEED

BLOWER MOTOR RESISTOR BLOCK - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

C5 16LG

BLOWER MOTOR M1 DRIVER

C7 12BK/TN

BLOWER MOTOR HIGH DRIVER

C4 16TN

BLOWER MOTOR LOW DRIVER

C6 14LB

BLOWER MOTOR M2 DRIVER

BOOST PRESSURE SENSOR (DIESEL) - 3 WAY
CAV

CIRCUIT

FUNCTION

K72 18DG/OR

5 VOLTS SUPPLY

K9 18LB

FUEL PRESSURE SENSOR 5 VOLT SUPPLY

K55 18LB/WT

MASS AIR FLOW SENSOR SIGNAL

8W - 80 - 12

8W-80 CONNECTOR PIN-OUTS

BRAKE FLUID LEVEL SWITCH - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G9 20GY/BK

BRAKE FLUID LEVEL SWITCH SENSE

Z231 20BK/DG

GROUND

BRAKE LAMP SWITCH - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

A108 18TN/RD

FUSED B(+)

L50 18WT/TN

BRAKE LAMP SWITCH OUTPUT

V30 20DB/RD

SPEED CONTROL BRAKE SWITCH OUTPUT

V30 20DB/RD (NGC)

FUSED IGNITION SWITCH (RUN-START)

V32 20YL/RD

SPEED CONTROL SUPPLY

V32 20YL/RD (5.7L)

BRAKE SWITCH NO. 2 SIGNAL

Z241 20BK/VT

GROUND

K29 20WT/PK

BRAKE SWITCH SENSE

K29 20WT/PK (NGC)

BRAKE SWITCH NO. 1 SIGNAL

BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y204 18OR/WT

BTSI SOLENOID CONTROL

Z123 18BK/OR

GROUND

C100 (DIESEL) - (DASH TO ENGINE)
CAV

CIRCUIT

K152 28WT

B6 20WT/DB

B7 20WT

Z11 18BK/WT

Y1 18LG

K4 18BK/LB

Y169 18WT/TN

Y168 18WT/LB

Y3 18WT

L60 18LG/TN

L7 18BK/YL

F15 20DB

Y5 18OR

K154 18GY

8W-80 CONNECTOR PIN-OUTS

C100 (DIESEL) - (ENGINE TO DASH)
CAV

CIRCUIT

K152 18WT

B6 20WT/DB

B7 20WT

Z11 18BK/WT

Y1 18LG

K4 18BK/LB

Y169 18WT/TN

Y168 18WT/LB

Y3 18WT

L60 18LG/TN

L7 18BK/YL

F15 20DB

Y5 18OR

K154 18GY

C100 (GAS) - BLACK (DASH TO ENGINE)
CAV

CIRCUIT

V10 20BR (EXCEPT 8.0L)

B6 20WT/DB

B7 20WT

G29 20BK/TN (EXCEPT 8.0L)

Y137 20VT/LB (EXCEPT 8.0L)

Y169 18WT/TN

Y168 18WT/LB

L60 18LG/TN

L7 18BK/YL

C100 (GAS) - BLACK (ENGINE TO DASH)
CAV

CIRCUIT

V10 20BR (EXCEPT 8.0L)

B6 20WT/DB

B7 20WT

G29 20BK/TN (EXCEPT 8.0L)

Y137 20VT/LB (EXCEPT 8.0L)

Y169 18WT/TN

Y168 18WT/LB

L60 18LG/TN

L7 18BK/YL

8W - 80 - 13

8W - 80 - 14

8W-80 CONNECTOR PIN-OUTS

C106 (5.7L) - BLACK
CAV

CIRCUIT

K11 18WT/DB

K12 18TN

K13 18YL/WT

K14 18LB/BR

K38 18GY

K58 18BR/DB

K26 18VT/TN

K28 18GY/LB

K91 18TN/RD

K92 18TN/PK

K93 18TN/OR

K94 18TN/LG

K95 18TN/DG

K96 18TN/LB

K97 18BR

K98 18LB

C106 (5.7L) - BLACK (ENGINE TO
TRANSMISSION)
CAV

CIRCUIT

K11 18WT/DB

K12 18TN

K13 18YL/WT

K14 18LB/BR

K38 18GY

K58 18BR/DB

K26 18VT/TN

K28 18GY/LB

K91 18TN/RD

K92 18TN/PK

K93 18TN/OR

K94 18TN/LG

K95 18TN/DG

K96 18TN/LB

K97 18BR

K98 18LB/RD

8W-80 CONNECTOR PIN-OUTS

C107 (5.7L) - BLACK
CAV

CIRCUIT

K4 18BK/LB

K1 18DG/RD

K21 18BK/RD

K101 18WT

K6 18VT/WT

K888 18BR/PK

A142 16DG/OR

K7 18OR

K2 18TN/BK

K122 18DB/GY

K22 18OR/DB

F855 18OR/PK

A142 16DG/OR

C107 (5.7L) - BLACK (ENGINE TO
TRANSMISSION)
CAV

CIRCUIT

K4 18BK/LB

K1 18DG/RD

K21 18BK/RD

K101 18WT

K6 18VT/WT

K888 18BR/PK

A142 16DG/OR

K7 18OR

K2 18TN/BK

K122 18DB/GY

K22 18OR/DB

F855 18OR/PK

A142 16DG/OR

C108 (DIESEL)
CAV

CIRCUIT

G7 18WT/OR

C13 18DB/OR

A93 14RD/BK

K118 18PK/YL

G8 18LB/BK

D25 18VT/YL

K77 18BR/WT

V32 18YL/WT

K152 18WT

K22 18OR/DB

K154 18GY

8W - 80 - 15

8W - 80 - 16

8W-80 CONNECTOR PIN-OUTS

C108 (DIESEL) - (ENGINE TO TRANSMISSION)
CAV

CIRCUIT

G7 18WT/OR

C13 18DB/OR

A53 14RD/BK

K118 18PK/YL

G8 18LB/BK

D25 18VT/YL

K77 18BR/WT

V32 18YL/RD

K152 18WT

K22 18OR/DB

K154 18GY

C110 (DIESEL)
CAV

CIRCUIT

C3 18DB/BK

K29 18WT/PK

K4 18BK/LB

V37 18RD/LG

Y1 18LG

Y5 18OR

Y3 18WT

D20 18LG

D21 18PK

Y135 18LG/BK

C110 (DIESEL) - (ENGINE TO TRANSMISSION)
CAV

CIRCUIT

C3 18DB/BK

K29 18WT/PK

K24 18WT/DG

K4 18BK/LB

V37 18RD/LG

Y1 18LG

Y5 18OR

Y3 18WT

D20 18LG

D21 18PK

Y135 18LG/BK

8W-80 CONNECTOR PIN-OUTS

C112 (DIESEL)
CAV

CIRCUIT

C3 18DB/BK

A93 14RD/BK

Y523 18VT/WT

T503 18GY/BR

C112 (DIESEL)
CAV

CIRCUIT

C3 18DB/BK

A93 14RD/BK

K69 18BR/LB

K68 18BR/LG

C115 (DIESEL)
CAV

CIRCUIT

K91 14TN/RD

K12 14YL/WT

K91 14TN/RD

K11 14WT/DB

C115 (DIESEL) - (INJECTOR SIDE)
CAV

CIRCUIT

K91 14TN/RD

K12 14YL/WT

K91 14TN/RD

K11 14WT/DB

C116 (DIESEL)
CAV

CIRCUIT

K92 14TN/PK

K14 14RD/WT

K91 14TN/RD

K13 14TN

8W - 80 - 17

8W - 80 - 18

8W-80 CONNECTOR PIN-OUTS
C116 (DIESEL) - (INJECTOR SIDE)
CAV

CIRCUIT

K92 14TN/PK

K14 14RD/WT

K91 14TN/RD

K13 14TN

C117 (DIESEL)
CAV

CIRCUIT

K92 14TN/PK

K58 14BR/DB

K92 14TN/PK

K38 14GY

C117 (DIESEL) - (INJECTOR SIDE)
CAV

CIRCUIT

K92 14TN/PK

K58 14BR/DB

K92 14TN/PK

K38 14GY

C130 - BLACK (DASH TO ENGINE)
CAV

CIRCUIT

A41 16YL (EXCEPT DIESEL/EXCEPT 8.0L)

A93 12RD/BK (DIESEL)

K108 18WT/TN (NGC)

V35 20LG/RD (EXCEPT 5.7L/EXCEPT 8.0L)

V32 20YL/RD

K51 20DB/YL (EXCEPT DIESEL)

K914 20VT/BR (DIESEL)

Y169 18WT/TN

B6 20WT/DB (ABS)

K118 18PK/YL

L1 18VT/BK

A14 20RD/WT

L7 18BK/YL

D25 20VT/OR (DIESEL/5.7L)

T6 20OR/WT

K6 20VT/WT (5.7L)

K127 18DB/OR (8.0L/3.7L/5.9L)

V38 20VT/OR (5.7L)

G29 20/BK/TN (EXCEPT DIESEL/EXCEPT 8.0L)

F15 20DB (DIESEL)

B7 20WT (ABS)

D15 18WT/DG (EXCEPT 8.0L)

K29 20WT/PK

L10 18BR/LG

L60 18LG/TN

Y168 18WT/LB

V10 20BR (EXCEPT DIESEL/8.0L)

Y116 20YL/GY (ETC)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 19

C130 - BLACK (DASH TO ENGINE)
CAV

CIRCUIT

Y112 20YL/BR (ETC)

Y113 20 YL/OR (ETC)

Y114 20YL/VT (ETC)

Y117 20YL/DB (ETC)

Y145 20DB/YL (EXCEPT DIESEL)

B222 20DG/WT (EXCEPT ABS)

T24 20BR/YL (DIESEL/8.0L)

T752 18DG/OR (EXCEPT DIESEL/EXCEPT 8.0L)

D6 18PK/LB

Y215 18YL/PK (5.7L)

K81 20DB/DG (5.7L)

Y115 20YL/WT (ETC)

G7 20WT/OR (EXCEPT 5.7L)

B22 20DG/YL (5.7L)

K52 18PK/BK (EXCEPT DIESEL)

K31 20BR

Y135 18LG/BK

K30 18PK

A141 18DG/WT (EXCEPT 5.7L/EXCEPT 4.7L)

K255 20WT/DG (5.7L)

V36 20TN/RD (EXCEPT 5.7L)

C13 20DB/OR

Y193 20YL/RD (3.7/5.9L/8.0L)

Y128 20DG/GY (3.7L/5.9L8.0L)

A42 18DG (8.0L/3.7L/5.9L)

K981 20BR/DG (5.7L)

K173 18LG (EXCEPT DIESEL)

Y137 20VT/LB (EXCEPT 8.0L/EXCEPT DIESEL)

K223 20PK/DB (5.7L)

G115 20YL/WT (DIESEL)

T24 20BR/YL (NGC)

G31 20VT/LG (NGC)

K7 20OR (5.7L)

D20 20LG

D25 20VT/BR (EXCEPT DIESEL)

K4 18BK/LB

D21 20PK

C3 20DB/BK

V37 20RD/LG

G8 20LB/BK

A61 16DG/BK (3.7L/5.7L/5.9L)

T16 16RD

A142 16DG/OR (GAS)

Y124 16DG/WT (ETC)

Y125 16DG/WT (ETC)

A51 16RD/WT (3.7L/4.7L/5.7L/5.9L)

8W - 80 - 20

8W-80 CONNECTOR PIN-OUTS
C130 - BLACK (ENGINE TO DASH)
CAV

CIRCUIT

A41 16YL (4.7L/5.7L/3.7L A/T)

A41 14YL (3.7L M/T)

A93 14RD/BK (DIESEL)

K108 18WT/TN (4.7L/5.7L)

V35 18LG/RD (EXCEPT 5.7L)

V32 18YL/RD (EXCEPT 5.7L)

V32 20YL/RD (5.7L)

K4 18BK/LB (DIESEL)

VT/PK (DIESEL)

K51 20DB/YL

Y169 18WT/TN

B6 20WT/DB

K118 18PK/YL

L1 18VT/BK

A14 20RD/WT (EXCEPT DIESEL)

L7 18BK/YL

D25 20VT/OR (3.7L A/T) (5.7L A/T)

VT/YL (DIESEL)

T6 18OR/WT (A/T EXCEPT 5.7L)

T6 20OR/WT (5.7L A/T)

K6 18VT/WT (5.7L)

V38 20VT/OR (5.7L)

K127 18DB/OR (3.7L/5.9L/8.0L)

G29 18BK/TN (3.7L/4.7L)

F15 20DB (DIESEL)

G29 20BK/TN (5.9L/5.7L)

B7 20WT

D15 18WT/DG (3.7L A/T/4.7L A/T/5.7L A/T/DIESEL)

K29 20WT/PK (5.7L)

K29 18WT/PK (EXCEPT 5.7L)

L10 18BR/LG

L60 18LG/TN

Y168 18WT/LB

V10 20BR (EXCEPT 8.0L/DIESEL)

Y116 20YL/GY (5.7L ETC)

Y116 20YL/GY (5.9L/8.0L)

Y112 20LB/BR (5.9L/8.0L)

Y112 20YL/BR (5.7L ETC/DIESEL)

Y113 20YL/OR (5.7L ETC)

Y113 20YL/OR (5.9L/8.0L ETC)

Y114 20YL/VT (5.9L/8.0L ETC)

Y114 20 YL/VT (5.7L ETC)

Y117 20YL/DB (5.7L ETC)

Y117 20YL/DB (5.9L/8.0L ETC)

Y145 20DB/YL (EXCEPT DIESEL)

B222 20DG/WT (5.7L)

T752 18DG/OR (4.7L/5.7L)

T24 20BR/YL (3.7L A/T) (5.9L A/T) (8.0L A/T)

D6 20PK/LB (3.7L A/T) (4.7L A/T) (5.7L A/T)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 21

C130 - BLACK (ENGINE TO DASH)
CAV
F6

CIRCUIT
-

Y215 20YL/PK (5.7L)

K81 18DB/DG (5.7L)

Y115 20YL/WT (ETC)

B22 20DG/YL (5.7L)

G7 18WT/OR (EXCEPT 5.7L)

K52 18PK/BK (EXCEPT DIESEL)

K31 18BR (EXCEPT DIESEL)

Y135 18LG/BK

K30 18PK (A/T)

K255 18WT/DG (5.7L/DIESEL)

A141 18DG/WT (EXCEPT 5.7L)

V36 18TN/RD (EXCEPT 5.7L)

C13 20DB/OR

Y193 20YL/RD (5.9L/8.0L)

Y128 20DB/GY (5.9L/8.0L)

K981 18BR/DG (5.7L)

A42 18DG (5.9L/8.0L)

K125 18WT/DB (5.9L/8.0L)

Z16 18BK (3.7L A/T) (4.7L A/T) (5.7L A/T)

Y137 20VT/LB (5.7L/5.9L)

Y137 18VT/LB (3.7L/4.7L)

K223 18PK/DB (5.7L)

T24 18BR/YL (NGC)

G31 18VT/LG (NGC)

K7 18OR (5.7L)

D20 20LG (5.7L/DIESEL)

D20 18LG (EXCEPT 5.7L)

D25 20VT/BR (5.7L)

D25 20VT/BK (EXCEPT 5.7L/DIESEL)

K4 18BK/LB

D21 20PK (5.7L)

D21 18PK (EXCEPT 5.7L)

C3 20DB/BK

V37 20RD/LG (5.7L)

V37 18RD/LG (EXCEPT 5.7L)

G8 20LB/BK (5.7L/DIESEL)

A61 16DG/BK (3.7L A/T) (5.7L A/T)

T16 16RD 3.7L/4.7L/5.7L)

T16 16RD (5.9L/8.0L)

A142 16DG/OR (8.0L)

A142 16DG/OR (EXCEPT 8.0L/DIESEL)

Y124 16DG/VT (5.7L/5.9L/8.0LETC/DIESEL)

Y125 16DG/WT (5.7L/5.9L/8.0LETC/DIESEL)

A51 16RD/WT (5.7LA/T)

8W - 80 - 22

8W-80 CONNECTOR PIN-OUTS

C200 - GRAY (I/P TO HVAC)
CAV

CIRCUIT

C7 10BK/TN

C34 20DB/WT

C4 16TN

C32 20GY/DB

C6 14LB

C5 16LG

C1 10DG

C33 20DB/RD

C12 20LG/BK

C57 20DB/GY

C62 20DB/PK

C46 20YL/LG

C35 20DG/YL

C200 - (HVAC TO I/P)
CAV

CIRCUIT

C7 10BK/TN

C34 20DB/WT

C4 16TN

C32 20GY/DB

C6 14LB

C5 16LG

C1 10DG

C33 20DB/RD

C12 20LG/BK (A/C ONLY)

C57 20DB/GY (A/C ONLY)

C62 20DB/PK

C46 20YL/LG (DUAL-ZONE)

C35 20DG/YL

C201 - (I/P TO HEADLINER)
CAV

CIRCUIT

D25 20VT

Z104 20BK/OR

L50 18WT/TN

Z56 18BK

Y107 20VT/RD

M3 20PK/DB

M20 20BR

M11 20PK/LB

L1 20VT/BK

F32 20RD/YL

8W-80 CONNECTOR PIN-OUTS

C201 - WHITE (HEADLINER TO I/P)
CAV

CIRCUIT

D25 20VT

Z104 18BK/OR

L50 18WT/TN

Z56 18BK

Y107 20VT/RD (EXCEPT BASE)

M3 20PK/DB

M20 20BR

M11 20PK/LB

L1 18VT/BK

F32 18RD/YL

C202 - (DASH TO FOG LAMPS)
CAV

CIRCUIT

L39 18LB

Z144 BK/OR

C202 - BLACK (FOG LAMPS TO DASH)
CAV

CIRCUIT

L39 18LB

Z144 18BK/OR

C206 - (CLEARANCE LAMP TO I/P)
CAV

CIRCUIT

L7 20BK/YL

Z253 20BK/RD

8W - 80 - 23

8W - 80 - 24

8W-80 CONNECTOR PIN-OUTS

C206 (SLT+)
CAV

CIRCUIT

L7 18BK/YL

Z253 18BK/RD

C216 - BLACK (DASH TO CHASSIS)
CAV

CIRCUIT

B113 20RD/VT

B114 20WT/VT

L76 18BK/OR

L24 18WT/LG

L62 18BR/RD

K4 18BK/LB

G8 20LB/BK

L7 18BK/YL

C216 - (CHASSIS TO DASH)
CAV

CIRCUIT

B113 18RD/VT

B114 18WT/VT

L76 18BK/OR

L24 18WT/LG

L62 18BR/RD

K4 18BK/LB

G8 18LB/BK

L7 18BK/YL

C217 - (CHASSIS TO DASH)
CAV

CIRCUIT

Y141 18YL/PK

B40 14LB

Y133 14WT/RD

Y174 18PK/VT

A64 16DG/WT

L50 18WT/TN

Z52 14BK

L22 18LB/WT

L63 18DG/RD

L1 18VT/BK

Y140 18WT/PK

Z13 16BK

8W-80 CONNECTOR PIN-OUTS

C217 - BLACK (DASH TO CHASSIS)
CAV

CIRCUIT

Y141 18DG/WT

B40 14LB

Y133 14RD/OR

Y174 18PK/VT

A64 16DG/WT

L50 18WT/TN

Z52 14BK

L22 18LB/WT

L63 18DG/RD

L1 18VT/BK

Y140 18 WT/PK

Z13 16BK

C218 - WHITE (DASH TO BODY)
CAV

CIRCUIT

Y148 18YL/RD

F121 16TN/BK

F235 18RD

F14 18LG/YL

F37 12 RD/LB

C218 - (BODY TO DASH)
CAV

CIRCUIT

Y148 16YL/RD

F121 16TN/BK (EXCEPT BASE)

F235 18RD (SLT+)

F14 18LG/YL (SIDE IMPACT AIRBAGS)

F37 12RD/LB

8W - 80 - 25

8W - 80 - 26

8W-80 CONNECTOR PIN-OUTS

C219 - GRAY (DASH TO I/P)
CAV

CIRCUIT

Y113 20YL/OR (ETC)

D15 18WT/DG (EXCEPT 8.0L)

L50 18WT/TN

A51 16RD/WT (GAS EXCEPT 8.0L)

D21 20PK

A108 18TN/RD

A41 16YL

D20 20LG

A2 10PK/BK

A30 10RD/WT (EXCEPT BASE)

V38 20VT/OR (5.7L)

V37 20RD/LG

T6 20OR/WT

L7 18BK/YL

Y107 20VT/RD

V32 20YL/RD

A22 16BK/OR

G11 20WT/LG

V30 20DB/RD (EXCEPT 5.7L)

Y135 18LG/BK (5.7L)

Z10 20BK/TN (DIESEL)

M1 18PK

L1 18VT/BK

D25 20VT/OR (EXCEPT 4.7L)

D25 20VT/BK

K4 18BK/LB (GAS EXCEPT 5.7L)

K914 20VT/BR (DIESEL)

Y215 18YL/PK (5.7L)

E1 20TN

F15 20DB

F35 18RD

D25 20VT/BR (GAS)

F30 18RD

A34 16LB/RD (5.7L ETC)

A21 16DB

Y128 20DG/GY (3.7L/5.9L/8.0L/DIESEL)

Y125 16DG/WT (5.7L ETC)

A1 16RD

Y135 18LG/BK

8W-80 CONNECTOR PIN-OUTS
C219 - GRAY (DASH TO I/P)
CAV

CIRCUIT

Y153 18DB/RD (EXCEPT BASE)

D6 18PK/LB

C16 20LB/YL (EXCEPT BASE)

Y193 20YL/RD (EXCEPT NGC/DIESEL)

A12 18RD/TN

F75 18VT (EXCEPT BASE)

Y117 20YL/DB (5.7L ETC)

Y124 16DG/VT (ETC)

Y112 20YL/BR (ETC)

F32 20RD/YL

F23 18DB/YL

T24 20BR/YL (5.7L ETC)

Y116 20YL/GY (5.7L ETC)

Y131 14RD/WT

A31 14BK/WT

A38 16OR

F14 18LG/YL

L39 18LB

K29 20WT/PK (EXCEPT BASE)

A14 20RD/WT

Y115 20YL/WT (5.7L ETC)

D25 20VT/PK

Y105 20BR/RD

Y114 20YL/VT (5.7L ETC)

8W - 80 - 27

8W - 80 - 28

8W-80 CONNECTOR PIN-OUTS
C219 - GRAY (I/P TO DASH)
CAV

CIRCUIT

Y113 20YL/OR (SLT+)

D15 18WT/DG

L50 18WT/TN

A51 16RD/WT

D21 18PK

A108 18TN/RD

A41 16YL

D20 20LG

A2 10PK/BK

A30 10RD/WT

V38 20VT/OR

V37 20RD/WT

T6 20OR/WT

L7 18BK/YL

Y107 20VTRD

V32 20YL/RD

A22 16BK/OR

G11 20WT/LG

V30 20DB/RD

M1 18PK

L1 18VT/BR

D25 20VT/OR

D25 20VT/BK

K4 20BK/LB

E1 20TN

F15 20DB

F35 18RD

D25 20VT/BR

F30 18RD

A21 16DB

T128 20DG/GY

Y125 16DG/WT (SLT+)

A1 16RD

Y135 20LG/BK

Y153 18DB/RD (SLT+)

D6 18PK/LB

C16 20LB/YL

Y193 20YL/RD

A12 18RD/TN

F75 18VT

Y117 20YL/DB (SLT+)

Y124 16DG/VT (SLT+)

Y112 20YL/BR (SLT+)

F32 20RD/YL

8W-80 CONNECTOR PIN-OUTS
C219 - GRAY (I/P TO DASH)
CAV

CIRCUIT

F23 18DB/YL

T24 20BR/YL (SLT+)

Y116 20YL/GY (SLT+)

Y131 14RD/WT

A31 14BK/WT

A38 16OR

F14 18LG/YL

L39 20LB

K29 20WT/PK

A14 20RD/WT

Y115 20YL/WT (SLT+)

D25 20VT/PK

Y105 20BR/RD

Y114 20YL/VT (SLT+)

C220 - WHITE (I/P TO BODY)
CAV

CIRCUIT

Y105 20BR/RD

X91 18WT/BK

F32 20RD/YL

X87 18LG/RD

G75 20TN

G77 20VT/OR

X85 18LG/DG

G10 20LG/RD

G73 20LG/OR

X93 18WT/RD

Y201 18TN/OR

D25 20DB/VT

BK/WT

Y157 18TN/PK

P97 20WT/DG

P55 18DB

F21 12TN

R56 18LB/DG

R54 18LB/YL

8W - 80 - 29

8W - 80 - 30

8W-80 CONNECTOR PIN-OUTS

C220 - (BODY TO I/P)
CAV

CIRCUIT

Y105 20BR/RD

X91 18WT/BK

F32 18RD/YL

X87 18LG/RD

G75 20TN

G77 20VT/OR

X85 18LG/DG

G10 20LG/RD

G73 20LG/OR (EXCEPT BASE)

X93 18WT/RD

D25 20DB/VT

Z11 18 BK/WT

Y157 18TN/PK (EXCEPT BASE)

P97 20WT/DG (EXCEPT BASE)

P55 18DB (EXCEPT BASE)

F21 12TN (EXCEPT BASE)

R56 18LB/DG

R54 18LB/YL

C301 - WHITE (BODY TO PASSENGER DOOR)
CAV

CIRCUIT

G74 20TN/RD

P76 20OR/YL (EXCEPT BASE)

P72 20YL/BK (EXCEPT BASE)

X82 18LB/RD

X80 18LB/BK

P74 20DB (EXCEPT BASE)

Q1 12TY (EXCEPT BASE)

Z315 20BK/LG

8W-80 CONNECTOR PIN-OUTS

C301 - WHITE (PASSENGER DOOR TO BODY)
CAV

CIRCUIT

G74 20TN/RD

P76 20OR/YL

P72 20YL/BK

X82 18LB/RD

X80 18LB/BK

P74 20DB

Q1 14YL

Z315 20BK/LG

C302 - BLACK (BODY TO PASSENGER DOOR)
CAV

CIRCUIT

Y107 20VT/RD

Y156 18TN/WT

P96 20WT/LG

Q16 14BR/WT

Q26 14VT/WT

G72 20DG/OR

Y200 18TN/VT

Z311 20BK/LB

F121 18TN/BK

C302 - BLACK (PASSENGER DOOR TO BODY)
CAV

CIRCUIT

Y107 20VT/RD

Y156 18TN/WT

P96 20WT/LG

Q16 14BR/WT

Q26 14VT/WT

G72 20DG/OR

Y200 18TN/VT

Z311 20BK/LB

F121 18TN/BK

8W - 80 - 31

8W - 80 - 32

8W-80 CONNECTOR PIN-OUTS

C304 - WHITE (BODY TO DRIVER DOOR)
CAV

CIRCUIT

G75 20TN

P76 20OR/YL (EXCEPT BASE)

P72 20YL/BK (EXCEPT BASE)

X87 18LG/RD

X85 18LG/DG

P74 20DB (EXCEPT BASE)

F21 12TN (EXCEPT BASE)

Q1 12YL (EXCEPT BASE)

F32 18RD/YL (EXCEPT BASE)

Z314 20BK/LG

C304 - WHITE (DRIVER DOOR TO BODY)
CAV

CIRCUIT

G75 20TN

P76 20OR/YL

P72 20YL/BK

X87 18LG/RD

X85 18LG/DG

P74 20DB

F21 14TN

Q1 14YL

F32 18RD/YL

Z314 20BK/LG

C305 - BLACK (BODY TO DRIVER DOOR)
CAV

CIRCUIT

F121 18TN/BK

Q16 14BR/WT

Q26 14VT/WT

Y157 18TN/PK

P55 18DB

Z239 14BK/LB

Q28 14DG/WT

P97 20WT/DG

G73 20LG/OR

Q18 14GY/BK

Q27 14RD/BK

Q17 14DB/WT

8W-80 CONNECTOR PIN-OUTS

C305 - BLACK (DRIVER DOOR TO BODY)
CAV

CIRCUIT

F121 18TN/BK

Q16 14BR/WT

Q26 14VT/WT

Y157 18TN/PK

P55 15DB

Z239 14BK/LB

Q28 14DG/WT

P97 20WT/DG

G73 20LG/OR

Q18 14GY/BK

Q27 14RD/BK

Q17 14DB/WT

C306 - WHITE (BODY TO LEFT REAR DOOR)
CAV

CIRCUIT

Z75 20BK

G77 20TN/OR

Y157 18TN/PK

Y201 18TN/OR

Q1 14YL

Q17 14DB/WT

Q27 14RD/BK

X91 18WT/BK

X93 18WT/RD

C306 - WHITE (LEFT REAR DOOR TO BODY)
CAV

CIRCUIT

Z75 20BK

G77 20VT/OR

Y157 18TN/PK (EXCEPT BASE)

Y201 18TN/OR (EXCEPT BASE)

Q1 14YL (EXCEPT BASE)

Q17 14DB/WT (EXCEPT BASE)

Q27 14/RD/BK (EXCEPT BASE)

X91 18WT/BK

X93 18WT/RD

8W - 80 - 33

8W - 80 - 34

8W-80 CONNECTOR PIN-OUTS

C307 (TAIL LAMP JUMPER) - (CHASSIS TO TAIL
LAMPS)
CAV

CIRCUIT

L7 18 BK/YL

Z151 18 BK

L22 18LB/WT

L62 18BR/RD

L1 18VT/BK

C307 (TAIL LAMP JUMPER) - (TAIL LAMPS TO
CHASSIS)
CAV

CIRCUIT

L7 18BK/YL

Z151 18BK

L22 18WT/LG

L62 18DG/RD

L1 18VT/BK

C308 - (BODY TO I/P)
CAV

CIRCUIT

G74 20TN/RD

G72 20DG/OR (EXCEPT BASE)

X80 18LB/BK

P96 20WT/LG (EXCEPT BASE)

G76 20TN/YL

Y200 18TN/VY (EXCEPT BASE)

Y156 18TN/WT (EXCEPT BASE)

Y107 20VT/RD (EXCEPT BASE)

R53 18LG/YL

R55 18LG/DG

X94 18TN/VT

X92 18TN/BK

X82 18LB/RD

8W-80 CONNECTOR PIN-OUTS

C308 - WHITE (I/P TO BODY)
CAV

CIRCUIT

G74 20TN/RD

G72 20DG/OR

X80 18LB/BK

P96 20WT/LG

G76 20TN/YL

Y200 18TN/VT

Y156 18TN/WT

Y107 20VT/RD

R53 18LG/YL

R55 18LG/DG

X94 18TN/VT

X92 18TN/BK

X82 18LB/VT

C309 - WHITE (I/P TO BODY)
CAV

CIRCUIT

P133 20TN/DG

P137 20VT/DG

P140 20VT/BK

P134 20TN/LG

P138 20VT/LG

P139 20VT/WT

C309 - (BODY TO I/P)
CAV

CIRCUIT

P133 20TN/DG

P137 20VT/DG

P140 20VT/BK

P134 20TN/LG

P138 20VT/LG

P139 20VY/WT

8W - 80 - 35

8W - 80 - 36

8W-80 CONNECTOR PIN-OUTS

C310 (TAIL LAMP JUMPER) - (CHASSIS TO LEFT
TAIL)
CAV

CIRCUIT

Y174 18PK/VT

Z150 18BK

L24 18WT/LG

L63 18DG/RD

L1 18VT/BK

C310 (TAIL LAMP JUMPER) - (LEFT TAIL TO
CHASSIS)
CAV

CIRCUIT

Y174 18PK/VT

Z150 18BK

L24 18WT/LG

L63 18DG/RD

L1 18VT/BK

C311 (EXCEPT SLT+) - (SEAT TO BODY)
CAV

CIRCUIT

Z238 14BK

F37 12RD/LB

G10 20LG/RD

Y148 16BR/YL

Z237 20BK/OR

C311 (EXCEPT SLT+) - GRAY (BODY TO SEAT)
CAV

CIRCUIT

Z238 14BK

F37 12RD/LB

G10 20LG/RD

Y148 16YL/RD

Z237 20BK/OR

8W-80 CONNECTOR PIN-OUTS

C312 - WHITE (BODY TO RIGHT REAR DOOR)
CAV

CIRCUIT

Z74 20BK

G76 20TN/YL

Y200 18TN/VT

Y156 18TN/WT

Q1 14YL

Q18 14GY/BK

Q28 14 DG/WT

X92 18TN/BK

X94 18TN/VT

C312 - WHITE (RIGHT REAR DOOR TO BODY)
CAV

CIRCUIT

Z74 20BK

G76 20VT/OR

Y200 18TN/OR (EXCEPT BASE)

Y156 18TN/PK (EXCEPT BASE)

Q1 14YL (EXCEPT BASE)

Q18 14DB/WT (EXCEPT BASE)

Q28 14RD/BK (EXCEPT BASE)

X92 18WT/BK

X94 18WT/RD

C313 - DK GRAY (JUMPER TO DRIVER SEAT)
CAV

CIRCUIT

F37 12RD/LB

Z238 14BK

P106 12DG/WT

P13 12RD/WT

P107 12OR/BK

Z88 14BK/LB

F37 12RD/LB

P11 12YL/WT

P17 12RD/LB

P15 12YL/LB

P21 12RD/LG

P19 12YL/LG

8W - 80 - 37

8W - 80 - 38

8W-80 CONNECTOR PIN-OUTS

C313 - (DRIVER SEAT TO JUMPER)
CAV

CIRCUIT

F37 12RD/LB

Z238 14BK

P106 12DG/WT

P13 12RD/WT

P107 12OR/BK

Z88 14BK/LB

F37 12RD/LB

P11 12YL/WT

P17 12RD/LB

P15 12YL/LB

P21 12RD/LG

P19 12YL/LG

C314 - DK GRAY (DRIVER SEAT TO JUMPER)
CAV

CIRCUIT

Y148 16BR/YL

Z300 16BK/WT

C314 - (JUMPER TO DRIVER SEAT)
CAV

CIRCUIT

Y148 16BR/YL

Z300 16BK/WT

C315 (HEATED/POWER SEAT) - DK GRAY
(DRIVER SEAT TO JUMPER)
CAV

CIRCUIT

Z121 20BK/WT

P142 18TN/DB

F37 12RD/LB

P144 20BK/LG

P86 20PK/BK

Z238 14BK

8W-80 CONNECTOR PIN-OUTS

C315 - (JUMPER TO DRIVER SEAT)
CAV

CIRCUIT

Z121 20BK/WT

P142 18TN/DB

P37 12RD/LB

P144 20BK/LG

P86 20PK/BK

Z238 14BK

C316 - (JUMPER TO PASSENGER SEAT)
CAV

CIRCUIT

Z121 20BK/WT

P142 18TN/DB

F37 12RD/LB

P144 20BK/LG

P86 20PK/BK

Z238 14BK

C316 - (PASSENGER SEAT TO JUMPER)
CAV

CIRCUIT

Z121 20BK/WT

P142 18TN/DB

F37 12RD/LB

P144 20BK/LG

P86 20PK/BK

Z238 14BK

C317 - (PASSENGER SEAT TO SEAT SWITCH)
CAV

CIRCUIT

F37 12RD/LB

Z238 14BK

P105 12LG/DB

P10 12YL/WT

P104 12YL/LB

Z238 14BK

F37 12RD/LB

P12 12RD/WT

P16 12 RD/LB

P14 12YL/LB

P18 12YL/LG

P20 12RD/LG

8W - 80 - 39

8W - 80 - 40

8W-80 CONNECTOR PIN-OUTS

C317 - (SEAT SWITCH PASSENGER SEAT)
CAV

CIRCUIT

Z238 18BK

P105 12LG/DB

F37 12RD/LB

P104 12YL/LB

Z238 18BK

C319 - (JUMPER TO POWER POINT)
CAV

CIRCUIT

Y148 16BR/YL

Z300 16BK/WT

C319 - (POWER POINT TO JUMPER)
CAV

CIRCUIT

Y148 18BR/YL

Z300 18BK/WT

C322 - DK GRAY (SEAT TO BODY)
CAV

CIRCUIT

F235 18RD (SLT + HEATED POWER DRIVER SEAT)

Z300 16BK/WT (MANUAL DRIVER SEAT WITH POWER
POINT)

Z238 14BK (POWER DRIVER SEAT)

P137 20VT/DG (SLT+HEATED POWER DRIVER SEAT)

F37 12RD/LB (POWER DRIVER SEAT)

G10 20LG/RD (DRIVER POWER/MANUAL SEAT)

P133 20TN/DG (SLT+HEATED POWER DRIVER SEAT)

G10 20 LG/RD (SLT+HEATED POWER DRIVER SEAT)

Y148 16BR/YL (POWER DRIVER SEAT/DRIVER MANUAL
SEAT WITH POWER POINT

Z237 20BK/OR (POWER DRIVER SEAT)

P139 20VT/WT (SLT+HEATED POWER DRIVER SEAT)

P138 20VT/LG (SLT+HEATED POWER DRIVER SEAT)

Z238 14BK (SLT+HEATED POWER DRIVER SEAT)

F37 12RD/LB (SLT+HEATED POWER DRIVER SEAT)

P134 20TN/LG (SLT+HEATED POWER DRIVER SEAT)

P140 20VT/BK (SLT+HEATED POWER DRIVER SEAT)

Z237 20BK/OR (SLT+HEATED POWER DRIVER SEAT)

Z121 20BK/LG (SLT+HEATED POWER DRIVER SEAT)

Y148 16BR/YL (SLT+HEATED POWER DRIVER SEAT)

8W-80 CONNECTOR PIN-OUTS

C322 - (BODY TO SEAT)
CAV

CIRCUIT

F235 18RD

P137 20VT/DG

P133 20TN/DG

G10 20LG/RD

P139 20VT/WT

P138 20VT/LG

Z238 14BK

F37 12RD/LB

P134 20TN/LG

P140 20VT/BK

Z237 20BK/OR

Z121 20BK/LG

Y148 16YL/RD

C323 - (JUMPER TO PASSENGER LUMBAR)
CAV

CIRCUIT

Z238 18BK

P105 12LG/DB

F37 12RD/LB

P104 12YL/LB

Z238 18BK

C323 - (PASSENGER LUMBAR TO JUMPER)
CAV

CIRCUIT

Z238 18BK

P105 12LG/DB

F37 12RD/LB

P104 12YL/LB

Z238 18BK

8W - 80 - 41

8W - 80 - 42

8W-80 CONNECTOR PIN-OUTS

C327 - BLACK (CHASSIS TO
DUAL-REAR-WHEELS)
CAV

CIRCUIT

Y174 20PK/VT

Z57 20BK

C327 - BLACK (DUAL-REAR-WHEELS TO
CHASSIS)
CAV

CIRCUIT

Y174 18PBK/YL

Z57 18BK

C328 - BLACK (CHASSIS TO
DUAL-REAR-WHEELS
CAV

CIRCUIT

L7 20BK/YL

Z48 20BK

C328 - BLACK (DUAL-REAR-WHEELS TO
CHASSIS)
CAV

CIRCUIT

Y174 18PK/VT

Z57 18BK

CAMSHAFT POSITION SENSOR (DIESEL) - 3 WAY
CAV

CIRCUIT

FUNCTION

K72 18DG/OR

5 VOLTS SUPPLY

K55 18LB/WT

MASS AIR FLOW SENSOR SIGNAL

K53 18DB/RD

MASS AIR FLOW SENSOR SIGNAL RETURN

CAMSHAFT POSITION SENSOR (GAS) - GRAY 3 WAY
CAV

CIRCUIT

FUNCTION

K44 18TN/YL

CAMSHAFT POSITION SENSOR SIGNAL

K44 18TN/YL (4.7L/5.7L)

CMP SIGNAL

K4 20BK/LB (5.9L)

5 VOLT SUPPLY

K4 18BK/LB (3.7L)

SENSOR GROUND

K4 20BK/LB (4.7L/5.7L)

SENSOR GROUND

K7 18OR (3.7L)

5 VOLT SUPPLY

K7 20OR (5.9L)

5 VOLT SUPPLY

K6 20VT/WT (4.7L/5.7L)

5 VOLT SUPPLY

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 43

CAPACITOR - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

CENTER HIGH MOUNTED STOP LAMP/CARGO LAMP - 4 WAY
CAV

CIRCUIT

FUNCTION

F32 18RD/YL

FUSED B(+)

M3 20PK/DB

CARGO LAMP DRIVER

Z56 18BK

GROUND

L50 18WT/TN

BRAKE LAMP SWITCH OUTPUT

CIGAR LIGHTER OUTLET - RED 3 WAY
CAV

CIRCUIT

FUNCTION

F30 18RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

Z301 18TN/BK

GROUND

CLEARANCE LAMP NO. 1 (HEAVY DUTY) - 2 WAY
CAV

CIRCUIT

FUNCTION

L7 20BK/YL

HEADLAMP SWITCH OUTPUT

Z253 20BK/RD

GROUND

CLEARANCE LAMP NO. 2 (HEAVY DUTY) - 2 WAY
CAV

CIRCUIT

FUNCTION

L7 20BK/YL

HEADLAMP SWITCH OUTPUT

Z253 20BK/RD

GROUND

8W - 80 - 44

8W-80 CONNECTOR PIN-OUTS

CLEARANCE LAMP NO. 3 (HEAVY DUTY) - 2 WAY
CAV

CIRCUIT

FUNCTION

L7 20BK/YL

HEADLAMP SWITCH OUTPUT

Z253 20BK/RD

GROUND

CLEARANCE LAMP NO. 4 (HEAVY DUTY) - 2 WAY
CAV

CIRCUIT

FUNCTION

L7 20BK/YL

HEADLAMP SWITCH OUTPUT

Z253 20BK/RD

GROUND

CLEARANCE LAMP NO. 5 (HEAVY DUTY) - 2 WAY
CAV

CIRCUIT

FUNCTION

L7 20BK/YL

HEADLAMP SWITCH OUTPUT

Z253 20BK/RD

GROUND

CLOCKSPRING C1 - 6 WAY
CAV

CIRCUIT

FUNCTION

Z5 20BK/LB

GROUND

X20 20GY/WT

RADIO CONTROL MUX

V38 20VT/OR (5.7L)

S/C SWITCH SIGNAL NO.2

V37 20RD/LG

SPEED CONTROL SWITCH SIGNAL

K4 20BK/LB

SENSOR GROUND

X3 20BK/RD

HORN SWITCH SENSE

CLOCKSPRING C2 - YELLOW 4 WAY
CAV

CIRCUIT

FUNCTION

R43 18BK/LB

DRIVER SQUIB 1 LINE 1

R45 18DG/LB

DRIVER SQUIB 1 LINE 2

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 45

CLOCKSPRING C3 - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

X3 20BK/RD

HORN RELAY CONTROL

K4 20BK/LB

SENSOR GROUND

V37 20RD/LG

S/C SWITCH NO.1 SIGNAL

V38 20VT/OR (ELECTRONIC
TRANSMISSION CONTROL)

SPEED CONTROL RELAY CONTROL

CLOCKSPRING C4 - 2 WAY
CAV

CIRCUIT

FUNCTION

Z374 20BK/WT

GROUND

CLOCKSPRING C5 (REMOTE RADIO) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Z5 22BK/LB

GROUND

X20 22GY (WITHOUT ETC)

RADIO CONTROL MUX

X20 22RD/BK (WITH ETC)

RADIO CONTROL MUX

CLUTCH INTERLOCK BRAKE SWITCH - DK GREEN 2 WAY
CAV

CIRCUIT

FUNCTION

T24 20BR/YL

PARK/NEUTRAL POSITION SWITCH SENSE (T41)

Z248 20BK

GROUND

COIL ON PLUG NO. 1 (3.7L/4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K91 18TN/RD

COIL ON PLUG DRIVER NO. 1

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K91 18TN/RD (NGC)

COIL CONTROL NO. 1

8W - 80 - 46

8W-80 CONNECTOR PIN-OUTS

COIL ON PLUG NO. 2 (3.7L/4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K92 18TN/PK

COIL ON PLUG DRIVER NO. 2

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K92 18TN/PK (NGC)

COIL CONTROL NO. 2

COIL ON PLUG NO. 3 (3.7L/4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K93 18TN/OR

COIL ON PLUG DRIVER NO. 3

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K93 18TN/OR (NGC)

COIL CONTROL NO. 3

COIL ON PLUG NO. 4 (3.7L/4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K94 18TN/LG

COIL ON PLUG DRIVER NO. 4

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K94 18TN/LG (NGC)

COIL CONTROL NO. 4

COIL ON PLUG NO. 5 (3.7L/4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K95 18TN/DG

COIL ON PLUG DRIVER NO. 5

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K95 18TN/DG (NGC)

COIL CONTROL NO. 5

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 47

COIL ON PLUG NO. 6 (3.7L/4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K96 18TN/LB

COIL ON PLUG DRIVER NO. 6

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K96 18TN/LB (NGC)

COIL CONTROL NO. 6

COIL ON PLUG NO. 7 (4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K97 18BR

COIL CONTROL NO. 7

A142 16DG/OR (5.7L)

ASD RELAY OUTPUT

A142 16DG/OR

AUTOMATIC SHUT DOWN RELAY OUTPUT

K97 18BR (5.7L)

COIL CONTROL NO. 7

COIL ON PLUG NO. 8 (4.7L/5.7L) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K98 18LB/RD

COIL CONTROL NO. 8

A142 16DG/OR (5.7L)

ASD RELAY OUTPUT

A142 16DG/OR

AUTOMATIC SHUT DOWN RELAY OUTPUT

K98 18LB/RD (5.7L)

COIL CONTROL NO. 8

COMPASS/MINI-TRIP COMPUTER (EXCEPT BASE) - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

Y107 20VT/RD

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Z104 20BK/OR

GROUND

F32 20RD/YL

FUSED B(+)

D25 20VT

PCI BUS

8W - 80 - 48

8W-80 CONNECTOR PIN-OUTS

CONDENSER FAN - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Z212 16LG/BK

GROUND

C23 16DG

CONDENSER FAN RELAY OUTPUT

CONTROLLER ANTILOCK BRAKE C1 - BLACK 14 WAY
CAV

CIRCUIT

FUNCTION

B113 20RD/VT

REAR WHEEL SPEED SENSOR (+)

B222 20DG/WT (EXCEPT 4 WHEEL
ABS)

VEHICLE SPEED SIGNAL NO.2

D25 20VT/BK

PCI BUS

A20 20RD/DB

FUSED IGNITION SWITCH OUTPUT (RUN)

Z102 12BK/VT

GROUND

A10 14RD/DG

FUSED B(+)

B114 20WT/VT

REAR WHEEL SPEED SENSOR (-)

K29 20WT/PK

BRAKE SWITCH SENSE

G9 20GY/BK

BRAKE FLUID LEVEL SWITCH SENSE

G7 20WT/OR (EXCEPT 4.7L ABS/5.7L
ABS)

VEHICLE SPEED SIGNAL NO.1

B22 20DG/YL (4.7L ABS/5.7 ABS)

VEHICLE SPEED SIGNAL NO.1

Z101 12BK/PK (4 WHEEL ABS)

GROUND

A10 14RD/DG (4 WHEEL ABS)

FUSED B(+)

CONTROLLER ANTILOCK BRAKE C2 (ABS) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

B9 20RD

LEFT FRONT WHEEL SPEED SENSOR (+)

B8 20RD/DB

LEFT FRONT WHEEL SPEED SENSOR (-)

B6 20WT/DB

RIGHT FRONT WHEEL SPEED SENSOR (-)

B7 20WT

RIGHT FRONT WHEEL SPEED SENSOR (+)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 49

CRANKSHAFT POSITION SENSOR - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

K24 18GY/BK

CRANKSHAFT POSITION SENSOR SIGNAL

K7 18OR (5.7L)

5 VOLT SUPPLY

K24 18GY/BK (4.7L/)

CKP SIGNAL

K4 18BK/LB (3.7L/4.7L/5.7L)

SENSOR GROUND

K4 20BK/LB (5.9L)

SENSOR GROUND

K7 18OR (3.7L/4.7L)

5 VOLT SUPPLY

K24 18GY/BK (5.7L)

CKP SIGNAL

K7 20OR (5.9L)

5 VOLT SUPPLY

CYLINDER LOCK SWITCH-DRIVER (PREMIUM) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G73 20LG/OR

DRIVER CYLINDER LOCK SWITCH MUX

Z70 20BK/LG

GROUND

CYLINDER LOCK SWITCH-PASSENGER (PREMIUM) - LT GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

G72 20DG/OR

PASSENGER CYLINDER LOCK SWITCH MUX

Z69 20BK/LG

GROUND

DATA LINK CONNECTOR - BLACK 16 WAY
CAV

CIRCUIT

FUNCTION

D25 20LB/VT

PCI BUS

Z305 18BK/DG

GROUND

Z306 18OR/BK

GROUND

D21 18PK

SCI TRANSMIT (PCM)

D6 18PK/LB

SCI RECEIVE (TCM)

D20 20LG

SCI RECEIVE (PCM)

D15 18WT/DG

SCI TRANSMIT (TCM)

M1 18PK

FUSED B(+)

8W - 80 - 50

8W-80 CONNECTOR PIN-OUTS

DATA LINK CONNECTOR - ENGINE (DIESEL) - 3 WAY
CAV

CIRCUIT

FUNCTION

D1 18VT/BR

CCD BUS (+)

D2 18WT/BK

CCD BUS (-)

Z11 14BK/WT

GROUND

DOME LAMP - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

M20 20BR

COURTESY LAMP DRIVER

F32 18RD/YL

FUSED B(+)

DOOR AJAR SWITCH-DRIVER (BASE) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G75 20TN

DRIVER DOOR AJAR SWITCH SENSE

Z314 20BK/LG

GROUND

DOOR AJAR SWITCH-LEFT REAR (BASE) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G77 20VT/OR

LEFT REAR DOOR AJAR SWITCH SENSE

Z75 20BK

GROUND

DOOR AJAR SWITCH-PASSENGER (BASE) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G74 20TN

PASSENGER DOOR AJAR SWITCH SENSE

Z315 20BK/LG

GROUND

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 51

DOOR AJAR SWITCH-RIGHT REAR (BASE) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G76 20VT/OR

RIGHT REAR DOOR AJAR SWITCH SENSE

Z74 20BK

GROUND

DOOR LOCK MOTOR/AJAR SWITCH-DRIVER (EXCEPT BASE) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

G75 20TN

DRIVER DOOR AJAR SWITCH SENSE

Z314 20BK/LG

GROUND

P55 18 DB

DOOR UNLOCK DRIVER LEFT FRONT

Y157 18TN/PK

DOOR LOCK DRIVER LEFT DOORS

DOOR LOCK MOTOR/AJAR SWITCH-LEFT REAR (EXCEPT BASE) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

G77 20VT/OR

LEFT REAR DOOR AJAR SWITCH SENSE

Z75 20BK

GROUND

Y201 18TN/OR

DOOR UNLOCK DRIVER LEFT REAR

Y157 18TN/PK

DOOR LOCK DRIVER LEFT DOORS

DOOR LOCK MOTOR/AJAR SWITCH-PASSENGER (EXCEPT BASE) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

G74 20TN/RD

PASSENGER DOOR AJAR SWITCH SENSE

Z315 20BK/LG

GROUND

Y156 18TN/WT

DOOR UNLOCK DRIVER RIGHT DOORS

Y200 18TN/VT

DOOR LOCK DRIVER RIGHT DOORS

8W - 80 - 52

8W-80 CONNECTOR PIN-OUTS

DOOR LOCK MOTOR/AJAR SWITCH-RIGHT REAR (EXCEPT BASE) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

G76 20VT/OR

RIGHT REAR DOOR AJAR SWITCH SENSE

Z74 20BK

GROUND

Y156 18TN/OR

DOOR UNLOCK DRIVER RIGHT DOORS

Y200 18TN/PK

DOOR LOCK DRIVER RIGHT DOORS

DOOR LOCK SWITCH-PASSENGER - WHITE 6 WAY
CAV

CIRCUIT

FUNCTION

P96 20WT/LG

PASSENGER DOOR LOCK SWITCH MUX

Y107 20VT/RD

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Z74 20BK/LG

GROUND

DOOR WINDOW/LOCK SWITCH - PASSENGER - BLUE 6 WAY
CAV

CIRCUIT

FUNCTION

Q12 14BR

RIGHT FRONT WINDOW DRIVER (UP)

Q26 14VT/WT

MASTER WINDOW SWITCH RIGHT FRONT (DOWN)

Q16 14BR/WT

MASTER WINDOW SWITCH RIGHT FRONT (UP)

Q22 14VT

RIGHT FRONT WINDOW DRIVER (DOWN)

Q1 14YL

POWER WINDOW SWITCH FEED

DRIVER BLEND DOOR ACTUATOR (DUAL-ZONE) - 2 WAY
CAV

CIRCUIT

FUNCTION

C34 20DB/WT

COMMON DOOR DRIVER

C62 20DB/PK

BLEND DOOR DRIVER

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 53

DRIVER DOOR MODULE C1 - BLUE 12 WAY
CAV

CIRCUIT

FUNCTION

Q28 14DG/WT

RIGHT REAR WINDOW DRIVER (DOWN)

Q18 14GY/BK

RIGHT REAR WINDOW DRIVER (UP)

Q16 14BR/WT

MASTER WINDOW SWITCH RIGHT FRONT (UP)

Q17 14DB/WT

LEFT REAR WINDOW DRIVER (UP)

Q11 14LB

LEFT FRONT WINDOW DRIVER (UP)

Q26 14VT/WT

MASTER WINDOW SWITCH RIGHT FRONT (DOWN)

P97 20WT/DG

DRIVER DOOR LOCK SWITCH MUX

Z67 14BK

GROUND

F21 14TN

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

Q27 14RD/BK

LEFT REAR WINDOW DRIVER (DOWN)

Z75 20BK

GROUND

Q21 14WT

LEFT FRONT WINDOW DRIVER (DOWN)

DRIVER DOOR MODULE C2 - BLUE 8 WAY
CAV

CIRCUIT

FUNCTION

P71 20YL

LEFT MIRROR UP DRIVER

P76 20OR/YL

LEFT MIRROR COMMON DRIVER (RIGHT/DOWN)

F32 18RD/YL

FUSED B(+)

P74 20DB

RIGHT MIRROR LEFT DRIVER

Z239 20BK

GROUND

P75 20DB/WT

LEFT MIRROR LEFT DRIVER

P72 20YL/BK

RIGHT MIRROR UP DRIVER

Q1 14YL

POWER WINDOW SWITCH FEED

DRIVER HEATED SEAT CUSHION - DK GRAY 4 WAY
CAV

CIRCUIT

FUNCTION

P141 18TN/LB

DRIVER SEAT TEMPERATURE SENSOR INPUT

Z121 20BK/LG

GROUND

P143 20BK/DG

DRIVER SEAT TEMPERATURE 5 VOLT SUPPLY

P86 20PK/BK

SEAT HEATER DRIVER

ELECTRIC BRAKE PROVISION - BLUE 4 WAY
CAV

CIRCUIT

FUNCTION

Y133 14RD/OR

FUSED B(+)

B40 14LB

TRAILER TOW BRAKE B(+)

L50 18WT/TN

BRAKE LAMP SWITCH OUTPUT

Z255 18DG/BK

GROUND

8W - 80 - 54

8W-80 CONNECTOR PIN-OUTS

ELECTRONIC THROTTLE CONTROL MODULE (5.7L) - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

K22 18OR/DB

TP NO.1 SIGNAL

K7 18OR

5 VOLT SUPPLY

F888 18BR/PK

ETC MOTOR(+)

K122 18DB/GY

TP NO.2 SIGNAL

F855 18OR/PK

ETC MOTOR(-)

K101 18WT

TP SENSOR RETURN

ENGINE CONTROL MODULE - C1 (DIESEL) - 60 WAY
CAV

CIRCUIT

FUNCTION

D1 18VT/BR

CCD BUS (+)

D2 18WT/BK

CCD BUS (-)

K65 18OR/RD

FUEL PUMP SUPPLY

K20 18DG

GENERATOR FIELD CONTROL

K102 18PK/BK

FUEL PRESSURE SENSOR SIGNAL

K232 18YL

APPS SIGNAL

K21 18BK/RD

INTAKE AIR TEMPERATURE SENSOR SIGNAL

K2 18TN/BK

ENGINE COOLANT TEMPERATURE SENSOR SIGNAL

K31 18BR

FUEL PUMP RELAY CONTROL

G17 18WT/TN

SPEEDOMETER SIGNAL

K104 18RD/WT

SENSOR GROUND

K53 18DB/RD

HALL EFFECT

Y501 18DB/YL

5 VOLT SUPPLY

C18 18DB

A/C PRESSURE SIGNAL

K6 18VT/WT

5 VOLT SUPPLY

Y502 18DG/YL

INLET AIR TEMPERATURE/PRESSURE RETURN

K118 16WT/DB

BATTERY TEMPERATURE SENSOR SIGNAL

G20 18VT/YL

IGNITION SWITCH SENSE

K55 18LB/WT

MASS AIR FLOW SENSOR SIGNAL

K56 18LG/OR

APPS SENSOR RETURN

K49 18VT/BK

APPS IDLE SWITCH

K14 16RD/WT

FUEL INJECTOR NO. 4 DRIVER

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 55

ENGINE CONTROL MODULE - C1 (DIESEL) - 60 WAY
CAV

CIRCUIT

FUNCTION

K13 16TN

FUEL INJECTOR NO. 3 DRIVER

K900 18DB/DG

5 VOLT SUPPLY

K9 18LB

5 VOLT SUPPLY

K101 18WT

APPS NOT IDLE SWITCH

K62 18BR/DB

LETF PUMP

K58 16BR/DB

FUEL INJECTOR NO. 6 DRIVER

K12 16YL/WT

FUEL INJECTOR NO. 2 DRIVER

K167 18BR/YL

ACCELERATOR PEDAL POSITION SENSOR GROUND
NO. 1

G910 18VT/RD

FUEL PRESSURE SENSOR SIGNAL RETURN

K72 18DG/OR

MAP SENSOR SIGNAL

K38 16GY

FUEL INJECTOR NO. 5 DRIVER

K92 16TN/PK

COIL ON PLUG DRIVER NO. 2

K91 16TN/RD

COIL ON PLUG DRIVER NO. 1

ENGINE CONTROL MODULE - C2 (DIESEL) - 50 WAY
CAV

CIRCUIT

FUNCTION

K22 18DR/DB

THROTTLE POSITION SENSOR SIGNAL

K24 18WT/DG

CRANKSHAFT POSITION SENSOR SIGNAL

K69 18 BR/LB

INJECTOR CONTROL SIGNAL NO.1

K154 18GY

GLOW PLUG RELAY NO. 1 OUTPUT

K152 18WT

GLOW PLUG RELAY NO. 1 CONTROL

Y5 18OR

FAN SPEED SENSOR

G7 18WT/OR

VEHICLE SPEED SIGNAL

G60 18GY/YL

ENGINE OIL PRESSURE SWITCH SENSE

D21 18PK

SCI TRANSMIT

D20 18LG

SCI RECEIVE

A140 16DG/WT

FUSED B(+)

Z816 16BK/TN

GROUND

Y3 18WT

K4 18BK/LB

SENSOR GROUND

G8 18 LB/BK

FUEL LEVEL SENSOR SIGNAL

K77 18 BR/WT

TRANSFER CASE POSITION SENSOR INPUT

8W - 80 - 56

8W-80 CONNECTOR PIN-OUTS

ENGINE CONTROL MODULE - C2 (DIESEL) - 50 WAY
CAV

CIRCUIT

FUNCTION

D25 18VT/YL

PCI BUS

A140 16DG/WT

FUSED B(+)

Y135 18LG/BK

FUSED IGNITION SWITCH OUTPUT (RUN-START)

K68 18BR/LG

INLET AIR PRESSURE SENSE

V32 18YL/RD

SPEED CONTROL SUPPLY

K29 18WT/PK

BRAKE SWITCH SENSE

A140 16BG/WT

FUSED B(+)

C13 18DB/OR

A/C CLUTCH RELAY CONTROL

Y1 18LG

PARK LOCKOUT SOLENOID CONTROL

V37 18RD/YL

S/C SWITCH SIGNAL

K118 18PK/YL

BATTERY TEMPERATURE SENSOR SIGNAL

Z816 16BK/TN

GROUND

Z816 16BK/TN

GROUND

ENGINE COOLANT TEMPERATURE SENSOR (3.7L/4.7L/5.7L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K4 18BK/LB

SENSOR GROUND

K2 18TN/BK

ENGINE COOLANT TEMPERATURE SENSOR SIGNAL

K2 18TN/BK (4.7L/5.7L)

ECT SIGNAL

ENGINE COOLANT TEMPERATURE SENSOR (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K104 18RD/WT

SENSOR GROUND

K2 18TN/BK

ENGINE COOLANT TEMPERATURE SENSOR SIGNAL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 57

ENGINE OIL PRESSURE SWITCH - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

G60 18GY/YL

ENGINE OIL PRESSURE SWITCH SENSE

EVAP/PURGE SOLENOID (EXCEPT NGC) - 2 WAY
CAV

CIRCUIT

FUNCTION

K52 18PK/BK

EVAPORATIVE SOLENOID CONTROL

Y134 20GY/RD

FUSED IGNITION SWITCH OUTPUT (RUN-START)

EVAP/PURGE SOLENOID (NGC) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K108 18WT/TN

EVAP PURGE RETURN

K52 18PK/BK

EVAP PURGE CONTROL

EVAPORATOR TEMPERATURE SENSOR - 2 WAY
CAV

CIRCUIT

FUNCTION

C57 20DB/GY

SENSOR GROUND

C12 20LG/BK

EVAPORATOR TEMPERATURE SENSOR SIGNAL

8W - 80 - 58

8W-80 CONNECTOR PIN-OUTS

FENDER LAMP-FRONT LEFT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z57 18BK

GROUND

FENDER LAMP-FRONT RIGHT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z57 18BK

GROUND

FENDER LAMP-REAR LEFT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z57 18BK

GROUND

FENDER LAMP-REAR RIGHT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z57 18BK

GROUND

FOG LAMP-LEFT - GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

Z144 18BK/OR

GROUND

L39 18/LB

FOG LAMP RELAY OUTPUT

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 59

FOG LAMP-RIGHT - WHITE 2 WAY
CAV

CIRCUIT

FUNCTION

Z144 18BK/OR

GROUND

L39 18LB

FOG LAMP RELAY OUTPUT

FUEL CONTROL ACTUATOR (DIESEL) - 3 WAY
CAV

CIRCUIT

FUNCTION

K915 18VT/RD

FUEL RAIL SENSOR RETURN

K102 18PK/BK

FUEL PUMP DRIVER

K72 18DG/OR

5 VOLT SUPPLY

FUEL HEATER (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

A93 14RD/BK

FUEL HEATER RELAY OUTPUT

Z378 14BK

GROUND

FUEL INJECTOR NO. 1 (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K91 14TN/RD

COMMON INJECTOR DRIVER

K11 14WT/DB

FUEL INJECTOR NO. 1 CONTROL

FUEL INJECTOR NO. 1 - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K11 18WT/DB

FUEL INJECTOR NO. 1 DRIVER

K11 18WT/DB (NGC)

INJECTOR CONTROL NO. 1

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

8W - 80 - 60

8W-80 CONNECTOR PIN-OUTS

FUEL INJECTOR NO. 2 (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K91 14TN/RD

COMMON INJECTOR DRIVER

K12 14YL/WT

FUEL INJECTOR NO.1 CONTROL

FUEL INJECTOR NO. 2 - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K12 18TN

FUEL INJECTOR NO. 2 DRIVER

K12 18TN (NGC)

INJECTOR CONTROL NO. 2

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 3 (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K91 14TNRD

COMMON INJECTOR DRIVER

K13 14TN

FUEL INJECTOR NO. 3 CONTROL

FUEL INJECTOR NO. 3 - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K13 18YL/WT

FUEL INJECTOR NO. 3 DRIVER

K13 18YL/WT (NCG)

INJECTOR CONTROL NO. 3

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 4 (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K92 14TN/PK

COMMON INJECTOR DRIVER

K14 14RD/WT

FUEL INJECTOR NO. 4 CONTROL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 61

FUEL INJECTOR NO. 4 - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K14 18LB/BR

FUEL INJECTOR NO. 4 DRIVER

K14 18LB/BR (NGC)

INJECTOR CONTROL NO. 4

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 5 (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K92 14TN/PK

COMMON INJECTOR DRIVER

K38 14GY

FUEL INJECTOR NO. 5 CONTROL

FUEL INJECTOR NO. 5 - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K38 18GY

FUEL INJECTOR NO. 5 DRIVER

K38 18GY (NGC)

INJECTOR CONTROL NO. 5

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 6 (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K92 14TN/PK

COMMON INJECTOR DRIVER

K58 14BR/DB

FUEL INJECTOR NO. 6 CONTROL

FUEL INJECTOR NO. 6 - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K58 18BR/DB

FUEL INJECTOR NO. 6 DRIVER

K58 18BR/DB (NGC)

INJECTOR CONTROL NO. 6

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

8W - 80 - 62

8W-80 CONNECTOR PIN-OUTS

FUEL INJECTOR NO. 7 (4.7L/5.7L/5.9L/8.0L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K26 18VT/TN

FUEL INJECTOR NO. 7 DRIVER

K26 18VT/TN (NGC)

INJECTOR CONTROL NO. 7

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 8 (4.7L/5.7L/5.9L/8.0L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K28 18GY/LB

FUEL INJECTOR NO. 8 DRIVER

K28 18GY/LB (NGC)

INJECTOR CONTROL NO. 8

A142 16DG/OR (NGC)

ASD RELAY OUTPUT

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 9 (8.0L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K115 18TN

FUEL INJECTOR NO. 9 DRIVER

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

FUEL INJECTOR NO. 10 (8.0L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K116 18WT/DB

FUEL INJECTOR NO. 10 DRIVER

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 63

FUEL PUMP MODULE - LT GRAY 4 WAY
CAV

CIRCUIT

FUNCTION

Z211 18BK

GROUND

K4 18BK/LB

SENSOR GROUND

G8 18LB/BK

FUEL LEVEL SENSOR SIGNAL

A64 16DG/WT

FUEL PUMP RELAY OUTPUT

FUEL PUMP MOTOR (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K31 18BR

FUEL PUMP SIGNAL RETURN

K65 18OR/RD

FUEL PUMP RELAY CONTROL

GENERATOR - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K125 18WT/DB (JTEC/DIESEL)

GENERATOR SOURCE

K20 18DG (NGC)

GEN FIELD CONTROL

K20 18DG (JTEC/DIESEL)

GENERATOR FIELD CONTROL

GLOVE BOX LAMP AND SWITCH - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

M11 20PK/LB

COURTESY LAMP GROUND

F32 20RD/YL

FUSED B(+)

HEADLAMP SWITCH - BLACK 8 WAY
CAV

CIRCUIT

FUNCTION

Y163 20OR/WT

HEADLAMP SWITCH ILLUMINATION CONTROL

Z214 20LB/BK

GROUND

L39 20LB

FOG LAMP RELAY OUTPUT

Y111 20VT/WT

PANEL LAMPS DIMMER SIGNAL

Y167 20WT/DB

HEADLAMP SWITCH RETURN

Y126 20VT/YL

HEADLAMP SWITCH SIGNAL

8W - 80 - 64

8W-80 CONNECTOR PIN-OUTS

HEADLAMP-LEFT - BLUE 3 WAY
CAV

CIRCUIT

FUNCTION

Y171 18WT/DG

LEFT LOW BEAM OUTPUT

Z141 18BK/LB

GROUND

Y170 18WT/LG

LEFT HIGH BEAM OUTPUT

HEADLAMP-RIGHT - BLUE 3 WAY
CAV

CIRCUIT

FUNCTION

Y169 18WT/TN

RIGHT LOW BEAM OUTPUT

Z142 18BK/LG

GROUND

Y168 18WT/LB

RIGHT HIGH BEAM OUTPUT

HEATED SEAT CUSHION-PASSENGER - BLUE 4 WAY
CAV

CIRCUIT

FUNCTION

P142 20TN/DB

PASSENGER SEAT TEMPERATURE SENSOR INPUT

Z121 20BK/WT

GROUND

P144 20BK/LG

PASSENGER SEAT TEMPERATURE 5 VOLT SUPPLY

P86 20PK/BK

SEAT HEATER DRIVER

HEATED SEAT SWITCH-DRIVER - RED 6 WAY
CAV

CIRCUIT

FUNCTION

P137 20VT/DG

DRIVER SEAT LOW HEAT LED DRIVER

Y161 20OR/RD

PANEL LAMPS FEED

Z259 20BK/LG

GROUND

P131 20RD/DG

HEATED SEAT SWITCH SUPPLY

P139 20VT/WT

DRIVER SEAT HIGH HEAT LED DRIVER

P133 20TN/DG

DRIVER SEAT HEATER MUX SWITCH

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 65

HEATED SEAT SWITCH-PASSENGER - BLUE 6 WAY
CAV

CIRCUIT

FUNCTION

P138 20VT/LG

PASSENGER SEAT LOW HEAT LED DRIVER

Y161 20OR/RD

PANEL LAMPS FEED

Z260 20DG/BK

GROUND

P131 20RD/DG

HEATED SEAT SWITCH SUPPLY

P140 20VT/BK

PASSENGER SEAT HIGH HEAT LED DRIVER

P134 20TN/LG

PASSENGER SEAT HEATER MUX SWITCH

HORN SWITCH - WHITE 2 WAY
CAV

CIRCUIT

FUNCTION

X3 20BK/RD

HORN SWITCH SENSE

HORN-HIGH NOTE - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

X2 18DG/RD

HORN RELAY OUTPUT

Z307 18BK/WT

GROUND

HORN-LOW NOTE - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

X2 18DG/RD

HORN RELAY OUTPUT

Z308 18BK/BR

GROUND

IDLE AIR CONTROL MOTOR (3.7L/5.9L/8.0L) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

K39 18GY/RD

IDLE AIR CONTROL MOTOR NO. 3 DRIVER

K60 18YL/BK

IDLE AIR CONTROL MOTOR NO. 2 DRIVER

K40 18BR/WT

IDLE AIR CONTROL MOTOR NO. 1 DRIVER

K59 18VT/BK

IDLE AIR CONTROL MOTOR NO. 4 DRIVER

8W - 80 - 66

8W-80 CONNECTOR PIN-OUTS

IDLE AIR CONTROL MOTOR (NGC) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K60 18YL/BK

IAC RETURN

K39 18GY/RD

IAC MOTOR CONTROL

IGNITION COIL (5.9L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K19 18BK/GY

IGNITION COIL NO. 1 DRIVER

IGNITION COIL-LEFT (8.0L) - 3 WAY
CAV

CIRCUIT

FUNCTION

K17 18DB/TN

IGNITION COIL NO. 8 DRIVER

A142 14DG.OR

AUTO SHUT DOWN RELAY OUTPUT

K32 18YL/GY

IGNITION COIL NO. 4 DRIVER

IGNITION COIL-RIGHT (8.0L) - 4 WAY
CAV

CIRCUIT

FUNCTION

K19 18BK/GY

IGNITION COIL NO. 1 DRIVER

A142 14DG/OR

AUTO SHUT DOWN RELAY OUTPUT

K18 18RD/YL

IGNITION COIL NO. 3 DRIVER

K43 18DG/GY

IGNITION COIL NO. 6 DRIVER

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 67

IGNITION SWITCH - BLACK 14 WAY
CAV

CIRCUIT

FUNCTION

A2 12PK/BK

FUSED B(+)

A51 16RD/WT

FUSED B(+)

A21 16DB

FUSED IGNITION SWITCH OUTPUT (RUN-START)

A1 16RD

FUSED B(+)

G26 20LB

KEY-IN IGNITION SWITCH SENSE

Z42 20BK/DG

GROUND

A22 16BK/OR

FUSED B(+)

C1 12DG

BLOWER MOTOR FEED

A31 14DB

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

F1 10BR/RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

Y131 14RD/WT

FUSED B(+)

A30 10CK/WT

FUSED B(+)

A41 16YL

FUSED IGNITION SWITCH OUTPUT (RUN-START)

A38 16OR

FUSED IGNITION SWITCH OUTPUT (RUN)

INLET AIR TEMPERATURE/ PRESSURE SENSOR (DIESEL) - 4 WAY
CAV

CIRCUIT

FUNCTION

Y502 18DG/YL

INLET AIR TEMPERATURE/PRESSURE RETURN

Y523 18VT/WT

INLET AIR TEMPERATURE SENSE

Y501 18DB/YL

SUPPLY VOLTAGE

Y503 18GY/BR

INLET AIR PRESSURE SENSE

INPUT SPEED SENSOR (3.7L/4.7L/5.7L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

T52 18RD/BK

INPUT SPEED SENSOR SIGNAL

T13 18DB/BK

SPEED SENSOR GROUND

8W - 80 - 68

8W-80 CONNECTOR PIN-OUTS

INSTRUMENT CLUSTER C1 - GRAY 26 WAY
CAV

CIRCUIT

FUNCTION

F35 18RD

FUSED B(+)

Y200 18TN/VT

DOOR LOCK DRIVER RIGHT DOORS

Y204 18OR/WT

BTSI SOLENOID CONTROL

G10 20LG/RD

SEAT BELT SWITCH SENSE

Y156 18TN/WT

DOOR UNLOCK DRIVER RIGHT DOORS

Y201 18TN/OR

DOOR UNLOCK DRIVER LEFT REAR

Z105 18TN/BK

GROUND

F35 18RD

FUSED B(+)

Y157 18TN/PK

DOOR LOCK DRIVER LEFT DOORS

X3 20BK/RD

HORN SWITCH SENSE

G75 20TN

DRIVER DOOR AJAR SWITCH SENSE

G77 20VT/OR

LEFT REAR DOOR AJAR SWITCH SENSE

G76 20TN/YL

RIGHT REAR DOOR AJAR SWITCH SENSE

G74 20TN/RD

PASSENGER DOOR AJAR SWITCH SENSE

L50 18WT/TN

BRAKE LAMP SWITCH OUTPUT

G26 20LB

KEY-IN IGNITION SWITCH SENSE

P55 18DB

DOOR UNLOCK DRIVER LEFT FRONT

INSTRUMENT CLUSTER C2 - GRAY 16 WAY
CAV

CIRCUIT

FUNCTION

Y109 20VT/OR

WASH/BEAM SELECT SWITCH FEED

P96 20WT/LG

PASSENGER DOOR LOCK SWITCH MUX

P97 20WT/DG

DRIVER DOOR LOCK SWITCH MUX

Y111 20VT/WT

PANEL LAMPS DIMMER SIGNAL

Y126 20VT/YL

HEADLAMP SWITCH RETURN

G72 20DG/OR

PASSENGER CYLINDER LOCK SWITCH MUX

G73 20LG/OR

DRIVER CYLINDER LOCK SWITCH MUX

Y110 20WT/VT

TURN LAMPS SWITCH FEED

V8 20VT

INTERMITENT WIPER SWITCH SENSE

X20 20GY/WT (PREMIUM)

RADIO CONTROL MUX

Y193 20YL/RD

TRANS RANGE SENSOR MUX

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 69

INSTRUMENT CLUSTER C3 - WHITE 26 WAY
CAV

CIRCUIT

FUNCTION

M3 20 PK/DB

CARGO LAMP DRIVER

M20 20BR

COURTESY LAMP DRIVER

M11 20PK/LB

COURTESY LAMP GROUND

Y165 20OR/YL

PANEL LAMPS DRIVER

Y108 20VT/BR

WIPER/TURN/BEAM SELECT SWITCH RETURN

Y167 20WT/DB

HEADLAMP SWITCH RETURN

Y128 20DG/GY

TRANS RANGE SENSOR ELECTRONIC CLUSTER 5
VOLT SUPPLY

Z202 20LB/BK

GROUND

Z203 20VT/BK

GROUND

Y105 20BK/RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

E1 20TN

FUSED B(+)

P131 20RD/DG (ELECTRIC 4X4)

HEATED SEAT SWITCH SUPPLY

Y189 20OR/BK (SLT+)

PANEL LAMPS FEED

Y161 20OR/RD (ELECTRIC 4X4)

PANEL LAMPS FEED

Y163 20OR/WT

HEADLAMP SWITCH ILLUMINATION CONTROL

Y166 20OR/DB

PANEL LAMPS DRIVER

D25 20VT/YL

PCI BUS

G11 20WT/LG

PARK BRAKE SWITCH SENSE

Z106 20LG/BK

GROUND

A51 16RD/WT

IGNITION SWITCH OUTPUT (OFF-RUN-START)

Y107 20VT/RD

FUSED IGNITION SWITCH OUTPUT (RUN-START)

M1 18PK

FUSED B(+)

INTAKE AIR TEMPERATURE SENSOR - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K4 18BK/LB

SENSOR GROUND

K21 18BK/RD

INTAKE AIR TEMPERATURE SENSOR SIGNAL

INTAKE AIR TEMPERATURE/MANIFOLD ABSOLUTE PRESSURE SENSOR (DIESEL) - 4 WAY
CAV

CIRCUIT

FUNCTION

K55 18LB/WT

MAP SENSOR SIGNAL

K21 18BK/RD

INTAKE AIR TEMPERATURE SENSOR SIGNAL

K72 18DG/OR

5 VOLT SUPPLY

K9 18LB

5 VOLT SUPPLY

8W - 80 - 70

8W-80 CONNECTOR PIN-OUTS

INTEGRATED POWER MODULE C1 - 26 WAY
CAV

CIRCUIT

FUNCTION

A112 12RD/TN (DIESEL)

FUSED B(+)

A17 16RD/BK (EXCEPT DIESEL)

FUSED B(+)

Y107 20VT/RD

FUSED IGNITION SWITCH OUTPUT (RUN-START)

A20 20RD/DB

FUSED IGNITION SWITCH OUTPUT (RUN)

Y141 18DG/WT

TRAILER TOW LEFT TURN RELAY OUTPUT

Y140 18WT/PK

TRAILER TOW RIGHT TURN RELAY OUTPUT

Y131 14RD/WT

FUSED B(+)

M1 18PK

FUSED B(+)

L7 18BK/YL

TRAILER TOW RELAY OUTPUT

A21 16DB

FUSED IGNITION SWITCH OUTPUT (RUN-START)

F35 18RD

FUSED B(+)

F32 20RD/YL

FUSED B(+)

X2 18DG/RD

HORN RELAY OUTPUT

A64 16DG/WT (EXCEPT 4.7L)

FUEL PUMP RELAY OUTPUT

A108 18TN/RD

FUSED B(+)

L76 18BK/OR

FUSED PARK LAMP RELAY OUTPUT

F32 18RD/YL

FUSED B(+)

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Y145 18DB/YL

CONDENSER FAN RELAY CONTROL

INTEGRATED POWER MODULE C2 - WHITE 15 WAY
CAV

CIRCUIT

FUNCTION

A30 10RD/WT (EXCEPT BASE)

FUSED B(+)

A34 16LB/RD (ETC)

FUSED B(+)

Y148 18YL/RD

FUSED B(+)

A61 16DG/BK (3.9L/5.7L/5.9L)

FUEL PUMP RELAY OUTPUT

F37 12RD/LB (EXCEPT BASE)

FUSED B(+)

A2 10PK/BK

FUSED B(+)

A14 20RD/WT

FUSED B(+)

A10 14RD/DG

FUSED B(+)

A12 18RD/TN

FUSED B(+)

A22 16BK/OR

FUSED B(+)

F30 18RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

F75 18VT (EXCEPT BASE)

FUSED B(+)

A1 16RD

FUSED B(+)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 71

INTEGRATED POWER MODULE C3 - GREEN 20 WAY
CAV

CIRCUIT

FUNCTION

V10 20BR

WASHER PUMP MOTOR SENSE

L62 18BR/RD

RIGHT REAR TURN LAMP DRIVER

Z21 18BK/LG

GROUND

D25 20VT/PK

PCI BUS

Z12 18BK/TN

GROUND

L1 18VT/BK

BACKUP LAMP FEED

G31 20VT/LG (EXCEPT BASE)

AMBIENT TEMPERATURE SENSOR SIGNAL

L61 18LG

LEFT FRONT TURN LAMP DRIVER

L24 18WT/LG

LEFT STOP LAMP DRIVER

L63 18DG/RD

LEFT REAR TURN LAMP DRIVER

L60 18LG/TN

RIGHT FRONT TURN LAMP DRIVER

Y137 20VT/LB

SENSOR GROUND

INTEGRATED POWER MODULE C4 - BLACK 20 WAY
CAV

CIRCUIT

FUNCTION

Z2 18BK/LG

GROUND

L22 18LB/WT

RIGHT STOP LAMP DRIVER

Y134 20GY/RD (3.7L/5.9L)

FUSED IGNITION SWITCH OUTPUT (RUN-START)

K173 20LG (DIESEL)

GROUND

V5 20DG

WIPER PARK SWITCH SENSE

G29 20BK/TN

WASHER FLUID SWITCH SENSE

Y135 18LG/BK

FUSED IGNITION SWITCH OUTPUT (RUN-START)

8W - 80 - 72

8W-80 CONNECTOR PIN-OUTS

INTEGRATED POWER MODULE C5 - 26 WAY
CAV

CIRCUIT

FUNCTION

A38 16OR

FUSED IGNITION SWITCH OUTPUT (RUN)

K173 18LG (GAS EXCEPT 5.9L)

GROUND

K173 18LG (5.9L)

GROUND

K173 20LG (DIESEL)

GROUND

L10 18BR/LG

FUSED IGNITION SWITCH OUTPUT (RUN)

C23 16DG

CONDENSER FAN RELAY OUTPUT

F15 20DB (DIESEL)

FUSED IGNITION SWITCH OUTPUT (RUN)

G115 20YL/WT (DIESEL)

FUSED B(+)

Z316 12BK/OR

GROUND
-

C13 18DB/OR

A/C COMPRESSOR CLUTCH RELAY CONTROL

A42 18DG (CALIFORNIA)

OXYGEN SENSOR DOWNSTREAM RELAY OUTPUT

Z114 18BK/LG (DIESEL)

GROUND

Y145 20DB/YL (EXCEPT DIESEL)

A17 16RD/BK (EXCEPT DIESEL)

Y135 18LG/BK (DIESEL)

K30 18PK

TRANSMISSION CONTROL RELAY CONTROL

F121 16TN/BK

HEATED MIRROR RELAY OUTPUT

C3 18DB/BK

A/C COMPRESSOR CLUTCH RELAY OUTPUT

C16 20LB/YL

HEATED MIRROR RELAY CONTROL

V4 16RD/YL

WIPER RELAY HIGH SPEED OUTPUT

F23 18DB/YL

FUSED B(+)

F14 18LG/YL

FUSED IGNITION SWITCH OUTPUT (RUN-START)

F15 20DB

FUSED IGNITION SWITCH OUTPUT (RUN)

Y106 20OR/RD (ELECTRIC TRANSFER
CASE)

FUSED IGNITION SWITCH OUTPUT (RUN)

FUSED IGNITION SWITCH OUTPUT (RUN-START)

INTEGRATED POWER MODULE C6 - BLACK 15 WAY
CAV

CIRCUIT

FUNCTION

Y133 14RD/OR

FUSED B(+)

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

A93 12RD/BK (DIESEL)

FUEL HEATER RELAY OUTPUT

C23 16DG (EXCEPT DIESEL)

A112 12RD/TN (DIESEL)

A17 16RD/BK (EXCEPT DIESEL)

A31 14BK/WT

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

T16 14RD

TRANSMISSION CONTROL RELAY OUTPUT

FUSED B(+)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 73

INTEGRATED POWER MODULE C7 - GRAY 26 WAY
CAV

CIRCUIT

FUNCTION

T40 14BR

STARTER MOTOR RELAY OUTPUT

V3 16BR/WT

WIPER RELAY LOW SPEED OUTPUT

Y105 20BR/RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

F235 18RD

FUSED B(+)

Y171 18WT/DG

LEFT LOW BEAM DRIVER

Y168 18WT/LB

RIGHT HIGH BEAM DRIVER

A64 16DG/WT

FUEL PUMP RELAY OUTPUT

K51 20DB/YL

AUTO SHUT DOWN RELAY CONTROL

K127 18DB/OR (CALIFORNIA)

OXYGEN SENSOR DOWNSTREAM RELAY CONTROL

Y170 18WT/LG

LEFT HIGH BEAM DRIVER

Y153 18DB/RD

ADJUSTABLE PEDAL RELAY OUTPUT

K31 20BR

L39 18LB (FOG LAMPS)

FOG LAMP RELAY OUTPUT

A41 16YL

FUSED IGNITION SWITCH OUTPUT (START)

Y169 18WT/TN

RIGHT LOW BEAM DRIVER

T24 20BR/YL (EXCEPT NGC)

PARK/NEUTRAL POSITION SWITCH SENSE (T41)

T752 18DG/OR (NGC)

E1 20TN

FUSED B(+)

A141 18DG/WT (EXCEPT NGC)

FUSED AUTO SHUT DOWN RELAY OUTPUT

KNOCK SENSOR (3.7L) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

K73 18YL/BK

KNOCK SENSOR NO. 1 SIGNAL

K4 18BK/LB

SENSOR GROUND

K74 18BR/VT

KNOCK SENSOR NO. 2 SIGNAL

K4 18BK/LB

SENSOR GROUND

8W - 80 - 74

8W-80 CONNECTOR PIN-OUTS

KNOCK SENSOR-LEFT (5.7L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K73 18YL/BK

KNOCK SENSOR NO. 1 SIGNAL

Y205 18BR/WT

KNOCK SIGNAL RETURN

KNOCK SENSOR-RIGHT (5.7L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K74 18BR/VT

KNOCK SENSOR NO. 2 SIGNAL

Y206 18DB/VT

kNOCK SIGNAL RETURN

LEAK DETECTION PUMP (NGC) - BLACK 3 WAY
CAV

CIRCUIT

FUNCTION

Z54 18BK/PK

GROUND

K107 18OR

NVLD SWITCH SIGNAL

K106 18WT/DG

NVLD SOLENOID CONTROL

LEAK DETECTION PUMP - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

K125 18WT/DB

GENERATOR SOURCE

K106 18WT/DG

LEAK DETECTION PUMP SWITCH SENSE

K107 18OR

LEAK DETECTION PUMP SOLENOID CONTROL

LICENSE LAMP-LEFT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z53 18BK

GROUND

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 75

LICENSE LAMP-RIGHT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

L7 18BK/YL

HEADLAMP SWITCH OUTPUT

Z53 18BK

GROUND

LIFT PUMP MOTOR (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K62 18BK/OR

LIFT PUMP FEED

Z11 18BK/WT

GROUND

LINE PRESSURE SENSOR (3.7L/5.7L) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

Z113 18BK

GROUND

T39 18GY/LB

5 VOLT SUPPLY

T38 18VT/TN

LINE PRESSURE SENSOR SIGNAL

LINE PRESSURE SENSOR (4.7L) - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

K4 18BK/LB

SENSOR GROUND

K6 18VT/WT

5 VOLT SUPPLY

T38 18VT/TN

LINE PRESSURE SENSOR SIGNAL

8W - 80 - 76

8W-80 CONNECTOR PIN-OUTS

LUMBAR MOTOR-DRIVER - DK GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

P106 12DG/WT

LUMBAR MOTOR FORWARD

P107 12OR/BK

LUMBAR MOTOR REARWARD

LUMBAR MOTOR-PASSENGER - 2 WAY
CAV

CIRCUIT

FUNCTION

P105 12LG/DB

LUMBAR MOTOR FORWARD

P104 12YL/LB

LUMBAR MOTOR REARWARD

MANIFOLD ABSOLUTE PRESSURE SENSOR (3.7L/4.7L/5.7L) - GRAY 3 WAY
CAV

CIRCUIT

FUNCTION

K1 18DG/RD

MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL

K4 18BK/LB

SENSOR GROUND

K4 20BK/LB (NGC)

SENSOR GROUND

K7 18OR

5 VOLT SUPPLY

K6 18VT/WT (NGC)

5 VOLT SUPPLY

MANIFOLD ABSOLUTE PRESSURE SENSOR (5.9L/8.0L) - 3 WAY
CAV

CIRCUIT

FUNCTION

K4 18BK/LB

SENSOR GROUND

K7 18OR (8.0L)

5 VOLT SUPPLY

K1 18DG/RD

MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL

K4 18BK/LB (8.0L)

SENSOR GROUND

K1 18DG/RD (8.0L)

MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL

K7 18OR

5 VOLT SUPPLY

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 77

MODE DOOR ACTUATOR 1 (PANEL TO FLOOR) - 2 WAY
CAV

CIRCUIT

FUNCTION

C34 20DB/WT

COMMON DOOR DRIVER

C35 20DG/YL

MODE DOOR 1 DRIVER

MODE DOOR ACTUATOR 2 (DEFROST TO FLOOR) - 2 WAY
CAV

CIRCUIT

FUNCTION

C34 20DB/WT

COMMON DOOR DRIVER

C33 20DB/RD

MODE DOOR 2 DRIVER

MULTI-FUNCTION SWITCH - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

Y109 20VT/OR

WASH/BEAM SELECT SWITCH SIGNAL

Y108 20VT/BR

WIPER/TURN/BEAM SELECT SWITCH RETURN

Y110 20WT/VT

TURN LAMPS SWITCH SIGNAL

V8 20VT

INTERMITTENT WIPER SWITCH SIGNAL

OUTPUT SPEED SENSOR (3.7L/4.7L/5.7L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

T14 18LG/WT

OUTPUT SPEED SENSOR SIGNAL

T13 18DB/BK

SPEED SENSOR GROUND

OUTPUT SPEED SENSOR (5.9L) - DK BLUE 2 WAY
CAV

CIRCUIT

FUNCTION

T14 18LG/WT

OUTPUT SPEED SENSOR SIGNAL

T13 18DB/BK

SPEED SENSOR GROUND

8W - 80 - 78

8W-80 CONNECTOR PIN-OUTS

OUTPUT SPEED SENSOR (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

T14 18LG/WT

OUTPUT SPEED SENSOR SIGNAL

T13 18DB/BK

SPEED SENSOR GROUND

OVERDRIVE SWITCH - WHITE 2 WAY
CAV

CIRCUIT

FUNCTION

T6 20OR/WT

OVERDRIVE OFF SWITCH SENSE

Z71 20BK/TN

GROUND

OVERHEAD MAP/READING LAMP (EXCEPT BASE) - NATURAL 3 WAY
CAV

CIRCUIT

FUNCTION

M11 20PK/LB

COURTESY LAMP GROUND

F32 18RD/YL

FUSED B(+)

M20 20BR

COURTESY LAMP DRIVER

OXYGEN SENSOR 1/1 UPSTREAM - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

A141 18DG/WT

FUSED AUTO SHUT DOWN RELAY OUTPUT

K41 18BK/DG (NGC)

O2 1/1 HEATER CONTROL

Z192 18BK/WT (NGC)

GROUND

K199 18BR/VT

OXYGEN SENSOR 1/1 HEATER CONTROL

K4 18BK/LB

SENSOR GROUND

Y213 18PK/LB (NGC)

O2 UPSTREAM RETURN

K99 18BR/OR (NGC)

O2 1/1 SIGNAL

K41 18BK/DG

OXYGEN SENSOR 1/1 SIGNAL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 79

OXYGEN SENSOR 1/2 DOWNSTREAM - NATURAL 4 WAY
CAV

CIRCUIT

FUNCTION

A141 18DG/WT (EXCEPT CALIFORNIA)

FUSED AUTO SHUT DOWN RELAY OUTPUT

A42 18DG (CALIFORNIA)

OXYGEN SENSOR RELAY OUTPUT

K199 18BR/VT (NGC)

O2 1/2 HEATER CONTROL

Z188 18BK/LB (NGC)

SENSOR GROUND

Z193 18BK/WT (CALIFORNIA)

GROUND

K299 18BR/WT (EXCEPT CALIFORNIA)

OXYGEN SENSOR 1/2 HEATER CONTROL

K4 18BK/LB

SENSOR GROUND

K904 18BR/DG (NGC)

O2 RETURN DOWNSTREAM

K141 18TN/WT (NGC)

02 1/2 SIGNAL

K141 18TN/WT

OXYGEN SENSOR 1/2 SIGNAL

OXYGEN SENSOR 2/1 UPSTREAM (CALIFORNIA 4.7L/CALIFORNIA 5.9L) - 4 WAY
CAV

CIRCUIT

FUNCTION

A141 18DG/WT

FUSED AUTO SHUT DOWN RELAY OUTPUT

K299 18BR/WT (NGC)

O2 2/1 HEATER CONTROL

Z193 18BK/DG (NGC)

GROUND

K299 18BR/WT

OXYGEN SENSOR 2/1 HEATER CONTROL

K4 18BK/LB

SENSOR GROUND

Y213 18PK/LB (NGC)

O2 UPSTREAM RETURN

K241 18LG/RD (NGC)

02 2/1 SIGNAL

K241 18LG/RD

OXYGEN SENSOR 2/1 SIGNAL

OXYGEN SENSOR 2/2 DOWNSTREAM (CALIFORNIA 4.7L/CALIFORNIA 5.9L) - 4 WAY
CAV

CIRCUIT

FUNCTION

A42 18DG

OXYGEN SENSOR DOWNSTREAM RELAY OUTPUT

K399 18BR/GY (NGC)

O2 2/2 HEATER CONTROL

Z186 18BK/LB (NGC)

GROUND

Z192 18RD

GROUND

K4 18DB

SENSOR GROUND

K904 18BR/DG (NGC)

O2 RETURN DOWNSTREAM

K341 18TN/WT (NGC)

O2 2/2 SIGNAL

K341 18OR

OXYGEN SENSOR 2/2 SIGNAL

8W - 80 - 80

8W-80 CONNECTOR PIN-OUTS

PARK/TURN SIGNAL LAMP-LEFT FRONT - BROWN 3 WAY
CAV

CIRCUIT

FUNCTION

L61 18LG

LEFT FRONT TURN LAMP DRIVER

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z148 18DB/BK

GROUND

PARK/TURN SIGNAL LAMP-RIGHT FRONT - BROWN 3 WAY
CAV

CIRCUIT

FUNCTION

L60 18LG/TN

RIGHT FRONT TURN LAMP DRIVER

L7 18BK/YL

HEADLAMP SWITCH OUTPUT

Z147 18BK/LB

GROUND

PASSENGER BLEND DOOR ACTUATOR (DUAL-ZONE) - 2 WAY
CAV

CIRCUIT

FUNCTION

C34 20DB/WT

COMMON DOOR DRIVER

C46 20YL/LG

PASSENGER BLEND DOOR DRIVER

PASSENGER LUMBAR SWITCH - 5 WAY
CAV

CIRCUIT

FUNCTION

Z238 18BK

GROUND

P104 12YL/LB

LUMBAR MOTOR REARWARD

F37 12RD/LB

FUSED B(+)

P105 12LG/DB

LUMBAR MOTOR FORWARD

Z238 18BK

GROUND

POWER MIRROR-LEFT - BLACK 8 WAY
CAV

CIRCUIT

FUNCTION

F121 18TN/BK

HEATED MIRROR RELAY OUTPUT

P76 20OR/YL

LEFT MIRROR COMMON DRIVER (RIGHT/DOWN)

P75 20DB/WT

LEFT MIRROR LEFT DRIVER

P71 20YL

LEFT MIRROR UP DRIVER

Z310 20BK/OR

GROUND

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 81

POWER MIRROR-RIGHT - BLACK 8 WAY
CAV

CIRCUIT

FUNCTION

F121 18TN/BK

HEATED MIRROR RELAY OUTPUT

P76 20OR/YL

LEFT MIRROR COMMON DRIVER (RIGHT/DOWN)

P74 20DB

RIGHT MIRROR LEFT DRIVER

P72 20YL/BK

RIGHT MIRROR UP DRIVER

Z311 20BK/LB

GROUND

POWER OUTLET - RED 3 WAY
CAV

CIRCUIT

FUNCTION

A12 18RD/TN

FUSED B(+)

Z300 18BK/LB

GROUND

POWER OUTLET-CONSOLE (EXCEPT BASE) - 3 WAY
CAV

CIRCUIT

FUNCTION

Y148 18BR/YL

FUSED B(+)

Z300 18BK/WT

GROUND

POWER SEAT MOTOR-DRIVER FRONT VERTICAL - RED 2 WAY
CAV

CIRCUIT

FUNCTION

P21 12RD/LG

LEFT SEAT FRONT DOWN

P19 12YL/LG

LEFT SEAT FRONT UP

8W - 80 - 82

8W-80 CONNECTOR PIN-OUTS

POWER SEAT MOTOR-DRIVER HORIZONTAL - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

P17 12RD/LB

LEFT SEAT HORIZONTAL REARWARD

P15 12YL/LB

LEFT SEAT HORIZONTAL FORWARD

POWER SEAT MOTOR-DRIVER REAR VERTICAL - 2 WAY
CAV

CIRCUIT

FUNCTION

P12 12RD/WT8

RIGHT SEAT REAR DOWN

P10 12YL/WT

RIGHT SEAT REAR UP

POWER SEAT SWITCH-DRIVER - 12 WAY
CAV

CIRCUIT

FUNCTION

F37 12RD/LB

FUSED B(+)

Z238 14BK

GROUND

P106 12DG/WT

LUMBAR MOTOR FORWARD

P13 12RD/WT

LEFT SEAT REAR DOWN

P107 12OR/BK

LUMBAR MOTOR REARWARD

Z88 14BK/LB

GROUND

F37 12RD/LB

FUSED B(+)

P11 12YL/WT

LEFT SEAT REAR UP

P17 12RD/LB

LEFT SEAT HORIZONTAL REARWARD

P15 12YL/LB

LEFT SEAT HORIZONTAL FORWARD

P21 12RD/LG

LEFT SEAT FRONT DOWN

P19 12YL/LG

LEFT SEAT FRONT UP

POWER SEAT SWITCH-PASSENGER - 12 WAY
CAV

CIRCUIT

FUNCTION

F37 12RD/LB

FUSED B(+)

Z238 14BK

GROUND

P104 12YL/LB

LUMBAR MOTOR REARWARD

P10 12YL/WT

RIGHT SEAT REAR DOWN

P105 12LG/DB

LUMBAR MOTOR FORWARD

Z238 14BK

GROUND

F37 12RD/LB

FUSED B(+)

P12 12RD/WT

RIGHT SEAT REAR UP

P16 12RD/LB

RIGHT SEAT HORIZONTAL REARWARD

P14 12YL/LB

RIGHT SEAT HORIZONTAL FORWARD

P18 12YL/LG

RIGHT SEAT FRONT DOWN

P20 12RD/LG

RIGHT SEAT FRONT UP

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 83

POWER STEERING PRESSURE SWITCH (3.7L/4.7L/5.7L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Z244 20BK/DG

GROUND

S28 18YL/BK

P/S SWITCH SIGNAL

POWER WINDOW MOTOR-DRIVER - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Q21 14WT

LEFT FRONT WINDOW DRIVER (DOWN)

Q11 14LB

LEFT FRONT WINDOW DRIVER (UP)

POWER WINDOW MOTOR-LEFT REAR - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Q23 14RD/WT

DRIVER REAR WINDOW DRIVER (DOWN)

Q13 14DB

DRIVER REAR WINDOW DRIVER (UP)

POWER WINDOW MOTOR-PASSENGER - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Q22 14VT

RIGHT FRONT WINDOW DRIVER (DOWN)

Q12 14BR

RIGHT FRONT WINDOW DRIVER (UP)

POWER WINDOW MOTOR-RIGHT REAR - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Q24 14RD/WT

PASSENGER REAR WINDOW DRIVER (DOWN)

Q12 14DB

PASSENGER REAR WINDOW DRIVER (UP)

8W - 80 - 84

8W-80 CONNECTOR PIN-OUTS

POWER WINDOW SWITCH-LEFT REAR - BLUE 6 WAY
CAV

CIRCUIT

FUNCTION

Q13 14DB

DRIVER REAR WINDOW DRIVER (UP)

Q27 14RD/BK

LEFT REAR WINDOW DRIVER (DOWN)

Q17 14DB/WT

LEFT REAR WINDOW DRIVER (UP)

Q23 14RD/WT

DRIVER REAR WINDOW DRIVER (DOWN)

Q1 14YL

POWER WINDOW SWITCH FEED

POWER WINDOW SWITCH-RIGHT REAR - BLUE 6 WAY
CAV

CIRCUIT

FUNCTION

Q12 14DB

PASSENGER REAR WINDOW DRIVER (UP)

Q28 14RD/BK

RIGHT REAR WINDOW DRIVER (DOWN)

Q18 14DB/WT

RIGHT REAR WINDOW DRIVER (UP)

Q24 14RD/WT

PASSENGER REAR WINDOW DRIVER (DOWN)

Q1 14YL

POWER WINDOW SWITCH FEED

POWER WINDOW-CIRCUIT BREAKER - GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

F1 10DB

IGNITION SWITCH OUTPUT (RUN-ACC)

F21 12TN

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

POWERTRAIN CONTROL MODULE - C1 (DIESEL) - 32 WAY
CAV

CIRCUIT

FUNCTION

Y135 18LG/BK

FUSED IGNITION SWITCH OUTPUT (RUN-START)

K914 18VT/RD

SENSOR GROUND

T24 18GY/BK

PARK/NEUTRAL POSITION SWITCH SENSE (T41)

K24 18GY/BK

CRANKSHAFT POSITION SENSOR SIGNAL

A14 18RD/WT

FUSED B(+)

K22 18OR/DB

ACCELERATOR PEDAL POSITION SENSOR SIGNAL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 85

POWERTRAIN CONTROL MODULE - C1 (DIESEL) - 32 WAY
CAV

CIRCUIT

FUNCTION

Z82 14BK/TN

GROUND

Z81 14BK/TN

GROUND

POWERTRAIN CONTROL MODULE - C2 (DIESEL) - 32 WAY
CAV

CIRCUIT

FUNCTION

T54 18VT

TRANSMISSION TEMPERATURE SENSOR SIGNAL

K88 18VT/WT

GOVERNOR PRESSURE SOLENOID CONTROL
-

K54 18OR/BK

TORQUE CONVERTER CLUTCH SOLENOID CONTROL

T60 18BR

3-4 SHIFT SOLENOID CONTROL

T13 18DB/BK

SPEED SENSOR GROUND

G7 18WT/OR

VEHICLE SPEED SIGNAL

T14 18LG/WT

OUTPUT SPEED SENSOR SIGNAL

T25 18LG/RD

GOVERNOR PRESSURE SENSOR SIGNAL

K30 18PK

TRANSMISSION CONTROL RELAY CONTROL

K6 18VT/WT

5 VOLT SUPPLY

8W - 80 - 86

8W-80 CONNECTOR PIN-OUTS

POWERTRAIN CONTROL MODULE - C3 (DIESEL) - 32 WAY
CAV

CIRCUIT

FUNCTION

V36 18TN/RD

SPEED CONTROL VACUUM SOLENOID CONTROL

V35 18LG/RD

SPEED CONTROL VENT SOLENOID CONTROL

V32 18YL/RD

SPEED CONTROL SUPPLY

T16 14RD

TRANSMISSION CONTROL RELAY OUTPUT

T6 18OR/WT

OVERDRIVE OFF SWITCH SENSE

K29 18WT/PK

BRAKE SWITCH SENSE

D15 18WT/DG

SCI TRANSMIT

D6 18PK/LB

SCI RECEIVE

D25 18VT/BR

PCI BUS

V37 18RD/LG

SPEED CONTROL SWITCH SIGNAL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 87

POWERTRAIN CONTROL MODULE C1 (JTEC) - BLACK 32 WAY
CAV

CIRCUIT

FUNCTION

K93 18TN/OR (3.7L)

COIL DRIVER NO. 3

K18 18RD/YL (8.0L)

IGNITION COIL NO.1 DRIVER

Y135 18LG/BK

FUSED IGNITION SWITCH OUTPUT (RUN-START)

K94 18TN/LG (3.7L)

COIL DRIVER NO. 4

K32 18YL/GY (8.0L)

IGNITION COIL NO.4 DRIVER

K4 18BK/LB

SENSOR GROUND

K96 18TN/LB (3.7L)

COIL DRIVER NO. 6

K43 18DG/GY (8.0L)

IGNITION COIL NO.5 DRIVER

T24 18BR/YL

PARK/NEUTRAL POSITION SWITCH SENSE (T41)

K91 18TN/RD (3.7L)

COIL DRIVER NO. 1

K19 18BK/GY (5.9L/8.0L)

IGNITION COIL NO. 1 DRIVER

K24 18GY/BK

CRANKSHAFT POSITION SENSOR SIGNAL

K98 18LB/RD (4.7L)

COIL DRIVER NO. 8

K17 18DB/TN (8.0L)

IGNITION COIL NO. 2 DRIVER

K39 18GY/RD

IDLE AIR CONTROL NO. 3 DRIVER

K60 18YL/BK

IDLE AIR CONTROL NO. 2 DRIVER

S28 18YL/BK (3.7L)

POWER STEERING PRESSURE SWITCH SIGNAL

G113 18OR (5.9L)

PTO SWITCH SENSE

A41 14YL (3.7L)

FUSED IGNITION SWITCH OUTPUT (RUN-START)

K77 18BR/WT (5.9L) (MANUAL
TRANSFER CASE)

TRANSFER CASE POSITION SENSOR INPUT

K21 18BK/RD

INTAKE AIR TEMPERATURE SENSOR SIGNAL

K2 18TN/BK

ENGINE COOLANT TEMPERATURE SENSOR SIGNAL

K7 18OR

5 VOLT SUPPLY

K44 18TN/YL

CAMSHAFT POSITION SENSOR SIGNAL

K59 18VT/BK

IDLE AIR CONTROL NO. 4 DRIVER

K40 18BR/WT

IDLE AIR CONTROL NO. 1 DRIVER

K95 18TN/DG (3.7L)

COIL DRIVER NO. 5

A14 18RD/WT

FUSED B(+)

K22 18OR/DB

THROTTLE POSITION SENSOR SIGNAL

K41 18BK/DG

OXYGEN SENSOR 1/1 SIGNAL

K141 18TN/WT

OXYGEN SENSOR 1/2 SIGNAL

K241 18LG/RD (CALIFORNIA)

OXYGEN SENSOR 2/1 SIGNAL

K1 18DG/RD

MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL

K341 18TN/WT (CALIFORNIA)

OXYGEN SENOR 2/2 SIGNAL

Z82 14BK/TN

GROUND

Z81 14BK/TN

GROUND

8W - 80 - 88

8W-80 CONNECTOR PIN-OUTS

POWERTRAIN CONTROL MODULE C1 (NGC) - BLACK 38 WAY
CAV

CIRCUIT

FUNCTION

K98 18LB/RD

COIL CONTROL NO.8

K97 18BR

COIL CONTROL NO.7

K28 18GY/LB

INJECTOR CONTROL NO.8

K26 18VT/TN

INJECTOR CONTROL NO.7

B222 20DG/WT (5.7L)

VEHICLE SPEED SIGNAL NO. 2
GROUND

Z81 16BK/TN

Y135 18LG/BK

FUSED IGNITION SWITCH OUTPUT

A51 16RD/WT (4.7)

FUSED IGNITION SWITCH OUTPUT (OFF-RUN-START)

Y135 LG/BK (5.7)

FUSED IGNITION SWITCH OUTPUT

B22 20DG/YL (5.7L)

VEHICLE SPEED SIGNAL NO.1

G7 18WT/OR (4.7L)

VEHICLE SPEED SIGNAL

Z82 16BK/TN

GROUND

G60 18GY/YL

OIL PRESSURE SIGNAL

C18 18DB

A/C PRESSURE SIGNAL

G31 18VT/LG

AAT SIGNAL

D20 18LG

SCI RECEIVE (PCM)

D6 18PK/LB

SCI RECEIVE (TCM)

K6 18VT/WT (4.7L)

5-VOLT SUPPLY

A14 20RD/WT

FUSED B+

A41 16YL

FUSED IGNITION SWITCH OUTPUT

K141 18TN/WT

O2 1/2 SIGNAL

Y213 18PK/LB

O2 RETURN UPSTREAM

K341 18TN/WT (4.7L)

O2 2/2 SIGNAL

D21 18PK

SCI TRANSMIT (PCM)

D15 18WT/DG (4.7L)

SCI TRANSMIT (TCM)

D25 20VT/BR

PCI BUS

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 89

POWERTRAIN CONTROL MODULE C2 (JTEC) - WHITE 32 WAY
CAV

CIRCUIT

FUNCTION

T54 18VT (5.9L/8.0L)

TRANSMISSION TEMPERATURE SENSOR SIGNAL

K26 18VT/TN (5.9L/8.0L)

FUEL INJECTOR NO. 7 DRIVER

K115 18TN (8.0L)

FUEL INJECTOR NO.9 DRIVER

K11 18WT/DB

FUEL INJECTOR NO. 1 DRIVER

K13 18YL/WT

FUEL INJECTOR NO. 3 DRIVER

K38 18GY

FUEL INJECTOR NO. 5 DRIVER

K97 18BR (4.7L)

COIL DRIVER NO. 7

K88 18VT/WT (5.9L)

GOVERNOR PRESSURE SOLENOID CONTROL
COIL DRIVER NO. 2

K92 18TN/PK (3.7L)

K20 18DG

GENERATOR FIELD

K54 18OR/BK (5.9L)

TORQUE CONVERTER CLUTCH SOLENOID CONTROL

K58 18BR/DB

FUEL INJECTOR NO. 6 DRIVER

K28 18GY/LB (5.9L/8.0L)

FUEL INJECTOR NO. 8 DRIVER

K116 18WT/DB (8.0L)

FUEL INJECTOR NO.10 DRIVER

K12 18TN

FUEL INJECTOR NO. 2 DRIVER

K14 18LB/BR

FUEL INJECTOR NO. 4 DRIVER

Y145 18DB/YL

CONDENSER FAN RELAY CONTROL

C18 18DB

A/C PRESSURE SIGNAL

T60 18BR (5.9L/8.0L)

3-4 SHIFT SOLENOID CONTROL

G60 18GY/YL

ENGINE OIL PRESSURE SENSOR SIGNAL

T13 18DB/BK (5.9L8.0L)

SPEED SENSOR GROUND

G7 18WT/OR

VEHICLE SPEED SIGNAL

T14 18LG/WT (5.9L/8.0L)

OUTPUT SPEED SENSOR SIGNAL

T25 18LG/RD (5.9L/8.0L)

GOVERNOR PRESSURE SENSOR SIGNAL

K30 18PK (5.9L/8.0L)

TRANSMISSION CONTROL RELAY CONTROL

K6 18VT/WT

5 VOLT SUPPLY

8W - 80 - 90

8W-80 CONNECTOR PIN-OUTS

POWERTRAIN CONTROL MODULE C2 (NGC) - GRAY 38 WAY
CAV

CIRCUIT

FUNCTION

K96 18TN/LB

COIL CONTROL NO.6

K95 18TN/DG

COIL CONTROL NO.5

K94 18TN/LG

COIL CONTROL NO.4

K58 18BR/DB

INJECTOR CONTROL NO.6

K38 18GY

INJECTOR CONTROL NO.5

F888 18BR/PK (5.7L)

ETC MOTOR (+) CONTROL

K93 18TN/OR

COIL CONTROL NO.3

K92 18TN/PK

COIL CONTROL NO.3

K91 18TN/RD

COIL CONTROL NO.1

K14 18LB/BR

INJECTOR CONTROL NO.4

K13 18YL/WT

INJECTOR CONTROL NO.3

K12 18TN

INJECTOR CONTROL NO.2

K11 18WT/DB

INJECTOR CONTROL NO.1

K101 18WT (5.7L)

TP SENSOR RETURN

K299 18BR/WT (4.7L)

O2 2/1 HEATER CONTROL

K41 18DK/DG

O2 1/1 HEATER CONTROL

K20 18DG

GEN FIELD CONTROL

K2 18TN/BK

ECT SIGNAL

K22 18OR/DB

TP NO.1 SIGNAL

K1 18DG/RD

MAP SIGNAL

Y205 18BR/WT (5.7L)

KNOCK SENSOR NO.1 RETURN

K73 18YL/BK (5.7L)

KNOCK SENSOR NO. 1 SIGNAL

K77 18BR/WT

TRANSFER CASE POSITION SENSOR INPUT

K4 18BK/LB

SENSOR GROUND

K60 18YL/BK (4.7L)

IAC SIGNAL

K122 18DB/GY (5.7L)

TP NO.2 SIGNAL

K7 18OR

5 VOLT SUPPLY

K21 18BK/RD

IAT SIGNAL

K99 18BR/OR

O2 1/1 SIGNAL

K902 18BR/DG

O2 RETURN DOWNSTREAM

K241 18LG/RD (4.7L)

O2 2/1 SIGNAL

K44 18TN/YL

CMP SIGNAL

K24 18GY/BK

CKP SIGNAL

K74 18BR/VT (5.7L)

KNOCK SENSOR NO. 2 SIGNAL

Y206 18DB/VT (5.7L)

KNOCK SENSOR NO.2 RETURN

K39 18GY/RD

IAC CONTROL

F855 18OR/PK (5.7L)

ETC MOTOR (-) CONTROL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 91

POWERTRAIN CONTROL MODULE C3 (JTEC) - GRAY 32 WAY
CAV

CIRCUIT

FUNCTION

C13 18DB/OR

A/C CLUTCH RELAY CONTROL

K51 18DB/YL

AUTO SHUT DOWN RELAY CONTROL

V36 18TN/RD

SPEED CONTROL VACUUM SOLENOID CONTROL

V35 18LG/RD

SPEED CONTROL VENT SOLENOID CONTROL

K73 18YL/BK (3.7L)

KNOCK SENSOR NO. 1 SIGNAL

K199 18BR/VT

OXYGEN SENSOR 1/1 HEATER CONTROL

K127 18DB/OR

OXYGEN SENSOR DOWNSTREAM RELAY CONTROL

K106 18WT/DG

LEAK DETECTION PUMP SWITCH SENSE

V32 18YL/RD

SPEED CONTROL SUPPLY

A142 16DG/OR

AUTO SHUT DOWN RELAY OUTPUT

T6 18OR/WT (5.9L)

OVERDRIVE OFF SWITCH SENSE

T10 18YL/DG (5.9L DIESEL)

TORQUE MANAGEMENT REQUEST SENSE

K107 18OR

LEAK DETECTION PUMP SOLENOID CONTROL

K118 18PK/YL

BATTERY TEMPERATURE SENSOR SIGNAL

K299 18BR/WT (CALIFORNIA)

OXYGEN SENSOR 2/1 HEATER CONTROL

K299 18BR/WT (EXCEPT CALIFORNIA)

OXYGEN SENSOR 1/2 HEATER CONTROL

K74 18BR/VT (3.7L)

KNOCK SENSOR NO. 2 SIGNAL

K31 18BR

FUEL PUMP RELAY CONTROL

K52 18PK/BK

EVAPORATIVE EMISSION SOLENOID CONTROL

K29 18WT/PK

BRAKE SWITCH SENSE

K125 18WT/DB

GENERATOR SOURCE

G8 18LB/BK

FUEL LEVEL SENSOR SIGNAL

D21 18PK

SCI TRANSMIT

D20 18LG

SCI RECEIVE

D25 18VT/BR

PCI BUS

V37 18RD/LG

SPEED CONTROL SWITCH SIGNAL

8W - 80 - 92

8W-80 CONNECTOR PIN-OUTS

POWERTRAIN CONTROL MODULE C3 (NGC) - WHITE 38 WAY
CAV

CIRCUIT

FUNCTION

K51 20DB.YL

ASD RELAY CONTROL

V35 18LG/RD (4.7L)

S/C VENT CONTROL

Y145 20DB/YL

CONDENSER FAN RELAY CONTROL

V32 20YL/RD (4.7L)

S/C POWER SUPPLY

K106 18WT/DG (4.7L)

NVLD SOLENOID CONTROL

K199 18BR/VT

O2 1/2 HEATER CONTROL

K399 18BR/GY (4.7L)

O2 2/2 HEATER CONTROL

C13 20DB/OR

A/C CLUTCH RELAY CONTROL

V36 18TN/RD (4.7L)

S/C VACUUM CONTROL

V32 20YL/RD (5.7L)

BRAKE SWITCH NO.2 SIGNAL

Y215 20YL/PK (5.7L)

S/C SWITCH RETURN

K223 18PK/DB (5.7L)

APPS NO.1 RETURN

K981 18BR/DG (5.7L)

APPS NO.2 RETURN

V38 20VT/OR (5.7L)

S/C SWITCH NO.2 SIGNAL

A142 16DG/OR

ASD RELAY OUTPUT

K108 18WT/TN

EVAP PURGE SOL SIGNAL

T24 20BR/YL

TRS T24 SENSE (P/N SENSE)

G113 18OR

PTO SWITCH SENSE

K29 18WT/PK

BRAKE SWITCH SIGNAL

K255 18WT/DG (5.7L)

APPS NO.1 SIGNAL

A142 16DG/OR

ASD RELAY OUTPUT

K52 18PK/BK

EVAP PURGE SOL CONTROL

S28 18YL/BK

P/S SWITCH SIGNAL

K118 18PK/YL

BATT TEMP SIGNAL

G8 18LB/BK

FUEL LEVEL SIGNAL

V37 18RD/LG

S/C SWITCH NO.1 SIGNAL

K107 18OR

NVLD SWITCH SIGNAL

K81 18DB/DG (5.7L)

APPS NO.2 SIGNAL

K31 18BR

FUEL PUMP RELAY CONTROL

T752 18DG/OR

STARTER RELAY CONTROL

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 93

POWERTRAIN CONTROL MODULE C4 (NGC) - GREEN 38 WAY
CAV

CIRCUIT

FUNCTION

T60 18BR (4.7L)

OVERDRIVE SOLENOID CONTROL

T159 18DG/WT (4.7L)

4C SOLENOID CONTROL

Y207 18RD/WT (5.7L)

TPS NO. 1 OUTPUT

T140 18VT/LG (4.7L)

PRESSURE CONTROL SOLENOID CONTROL

Y208 18DB/YL (5.7L)

APPS NO. 1 OUTPUT

T119 18WT/DB (4.7L)

2C SOLENOID CONTROL

T10 18YL/DG (5.7L)

TORQUE MANAGEMENT REQUEST SENSE

T59 18PK (4.7L)

UNDERDRIVE SOLENOID CONTROL

Y209 18TN/BK (5.7L)

SENSOR GROUND

T120 18LG (4.7L)

LR SOLENOID CONTROL

T118 18YL/DB (4.7L)

PRESSURE CONTROL SOLENOID CONTROL

Y210 18YL/RD (5.7L EATX)

RPM SIGNAL

Z13 16BK/RD (4.7L)

GROUND

Z13 16BK/RD (4.7L)

GROUND

Z13 16BK/RD (4.7L)

GROUND

T1 18LG/BK (4.7L)

TRS T1 SENSE

T3 18VT (4.7L)

TRS T3 SENSE

T6 18OR/WT (4.7L)

OVERDRIVE OFF SWITCH SENSE

K30 18PK (4.7L)

TRANSMISSION CONTROL RELAY CONTROL

T16 16RD (4.7L)

TRANSMISSION CONTROL RELAY OUTPUT

T48 18DB (4.7L)

4C PRESSURE SWITCH SENSE

T29 18GY (4.7L)

UNDERDRIVE PRESSURE SWITCH SENSE

T9 18OR/BK (4.7L)

OVERDRIVE PRESSURE SWITCH SENSE

T4 18PK/OR (4.7L)

TRS T2 SENSE

T16 16RD (4.7L)

TRANSMISSION CONTROL RELAY OUTPUT

T50 18DG (4.7L)

LOW/REVERSE PRESSURE SWITCH SENSE

T147 18LB (4.7L)

2C PRESSURE SWITCH SENSE

T38 18VT/TN (4.7L)

LINE PRESSURE SENSOR SIGNAL

T14 18LG/WT (4.7L)

OUTPUT SPEED SENSOR SIGNAL

T52 18RD/BK (4.7L)

INPUT SPEED SENSOR SIGNAL

T13 18DB/BK (4.7L)

SPEED SENSOR GROUND

T54 18VT (4.7L)

TRANSMISSION TEMPERATURE SENSOR SIGNAL

T42 18VT/WT (4.7L)

TRS T42 SENSE

T16 16RD (4.7L)

TRANSMISSION CONTROL RELAY OUTPUT

8W - 80 - 94

8W-80 CONNECTOR PIN-OUTS

RADIO (BASE) - GRAY 22 WAY
CAV

CIRCUIT

FUNCTION

M1 18PK

FUSED B(+)

Y105 20BR/RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

Y166 20OR/DB

PANEL LAMPS DRIVER

X82 18LB/VT

RIGHT FRONT DOOR SPEAKER (+)

X80 18LB/BK

RIGHT FRONT DOOR SPEAKER (-)

X85 18LG/DG

LEFT FRONT DOOR SPEAKER (-)

X87 18LG/RD

LEFT FRONT DOOR SPEAKER (+)

Z9 18BK/DG

GROUND

M1 18PK

FUSED B(+)

D25 20VT/LB

PCI BUS

X93 18WT/RD

LEFT REAR SPEAKER (+)

X91 18WT/BK

LEFT REAR SPEAKER (-)

X92 18TN/BK

RIGHT REAR SPEAKER (-)

X94 18TN/VT

RIGHT REAR SPEAKER (+)

Z9 18BK/DG

GROUND

RADIO (PREMIUM) - GRAY 22 WAY
CAV

CIRCUIT

FUNCTION

M1 18PK

FUSED B(+)

Y105 20BR/RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

Y166 20OR/DB

PANEL LAMPS DRIVER

X54 20VT

RIGHT FRONT SPEAKER (+)

X56 20DB/RD

RIGHT FRONT SPEAKER (-)

X55 20BR/RD

LEFT FRONT SPEAKER (-)

X53 20DG

LEFT FRONT SPEAKER (+)

Z9 18BK/DG

GROUND

M1 18PK

FUSED B(+)

X60 20DG/RD

RADIO 12V OUTPUT

D25 20VT/LB

PCI BUS

X51 20BR/YL

LEFT REAR SPEAKER (+)

X57 20BR/LB

LEFT REAR SPEAKER (-)

X58 20DB/OR

RIGHT REAR SPEAKER (-)

X52 20DB/WT

RIGHT REAR SPEAKER (+)

Z9 18BK/DG

GROUND

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 95

RECIRCULATION DOOR ACTUATOR - 2 WAY
CAV

CIRCUIT

FUNCTION

C34 20DB/WT

COMMON DOOR DRIVER

C32 20GY/DB

RECIRCULATION DOOR DRIVER

REMOTE RADIO SWITCH-LEFT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

X20 22GY (EXCEPT ETC)

RADIO CONTROL MUX

X20 22RD/BK (ETC)

RADIO CONTROL MUX

Z5 22BK/LB

GROUND

REMOTE RADIO SWITCH-RIGHT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

X20 22GY (EXCEPT ETC)

RADIO CONTROL MUX

X20 22RD/BK (ETC)

RADIO CONTROL MUX

Z5 22BK/LB

GROUND

SEAT HEATER INTERFACE MODULE - GREEN 14 WAY
CAV

CIRCUIT

FUNCTION

P133 20TN/DG

DRIVER SEAT HEATER MUX SWITCH

P86 20PK/BK

SEAT HEATER DRIVER

P142 18TN/DB

PASSENGER SEAT TEMPERATURE SENSOR INPUT

F235 18RD

FUSED B(+)

P141 18TN/LB

DRIVER SEAT TEMPERATURE SENSOR INPUT

F235 18RD

FUSED B(+)

P144 20BK/LG

PASSENGER SEAT TEMPERATURE 5 VOLT SUPPLY

P143 20BK/DG

DRIVER SEAT TEMPERATURE 5 VOLT SUPPLY

P134 20TN/LG

PASSENGER SEAT HEATER MUX SWITCH

P138 20VT/LG

PASSENGER SEAT LOW HEAT LED DRIVER

P140 20VT/BK

PASSENGER SEAT HIGH HEAT LED DRIVER

P137 20VT/DG

DRIVER SEAT LOW HEAT LED DRIVER

Z121 20BK/LG

GROUND

P139 20VT/WT

DRIVER SEAT HIGH HEAT LED DRIVER

8W - 80 - 96

8W-80 CONNECTOR PIN-OUTS

SENTRY KEY IMMOBILIZER MODULE - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

D25 20VT/WT

PCI BUS

Y135 20LG/BK

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Z110 20BK/GY

GROUND

A14 20RD/WT

FUSED B(+)

SPEAKER-CENTER INSTRUMENT PANEL - WHITE 2 WAY
CAV

CIRCUIT

FUNCTION

X83 20YL/RD

LEFT INSTRUMENT PANEL SPEAKER (-)

X84 20OR/BK

RIGHT INSTRUMENT PANEL SPEAKER (+)

SPEAKER-LEFT FRONT DOOR - WHITE 3 WAY
CAV

CIRCUIT

FUNCTION

X85 18LG/DG

LEFT FRONT DOOR SPEAKER (-)

X87 18LG/RD

LEFT FRONT DOOR SPEAKER (+)

SPEAKER-LEFT INSTRUMENT PANEL - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

X81 18YL/BK

LEFT INSTRUMENT PANEL SPEAKER (+)

X83 18YL/RD

LEFT INSTRUMENT PANEL SPEAKER (-)

SPEAKER-LEFT REAR - WHITE 3 WAY
CAV

CIRCUIT

FUNCTION

X93 18WT/RD

LEFT REAR SPEAKER (+)

X91 18WT/BK

LEFT REAR SPEAKER (-)

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 97

SPEAKER-RIGHT FRONT DOOR - WHITE 3 WAY
CAV

CIRCUIT

FUNCTION

X80 18LB/BK

RIGHT FRONT DOOR SPEAKER (-)

X82 18LB/VT

RIGHT FRONT DOOR SPEAKER (+)

SPEAKER-RIGHT INSTRUMENT PANEL - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

X84 18OR/BK

RIGHT INSTRUMENT PANEL SPEAKER (+)

X86 18OR/RD

RIGHT INSTRUMENT PANEL SPEAKER (-)

SPEAKER-RIGHT REAR - WHITE 3 WAY
CAV

CIRCUIT

FUNCTION

X94 18TN/VT

RIGHT REAR SPEAKER (+)

X92 18TN/BK

RIGHT REAR SPEAKER (-)

SPEED CONTROL SERVO - BLACK 4 WAY
CAV

CIRCUIT

FUNCTION

V36 20TN/RD

SPEED CONTROL VACUUM SOLENOID CONTROL

V36 20TN/RD (NGC)

S/C VACUUM CONTROL

V35 20LG/RD (NGC)

S/C VENT CONTROL

V35 20LG/RD

SPEED CONTROL VENT SOLENOID CONTROL

V30 20DB/RD

SPEED CONTROL BRAKE SWITCH OUTPUT

V30 20DB/RD (NGC)

S/C BRAKE SWITCH OUTPUT

Z10 20BK/TN

GROUND

8W - 80 - 98

8W-80 CONNECTOR PIN-OUTS

SPEED CONTROL SWITCH-LEFT (ETC) - WHITE 3 WAY
CAV

CIRCUIT

FUNCTION

V38 20VT/OR

S/C SWITCH NO.2 SIGNAL

Y215 20BK/LB

S/C SWITCH RETURN

V37 20RD/LG

S/C SWITCH NO.1 SIGNAL

SPEED CONTROL SWITCH-LEFT (EXCEPT ETC) - GREEN 2 WAY
CAV

CIRCUIT

FUNCTION

V37 20RD/LG

S/C SWITCH NO.1 SIGNAL

K4 20BK/LB

SENSOR GROUND

SPEED CONTROL SWITCH-RIGHT (ETC) - WHITE 3 WAY
CAV

CIRCUIT

FUNCTION

V38 20VT/OR

S/C SWITCH NO.2 SIGNAL

Y215 20BK/LB

S/C SWITCH RETURN

V37 20RD/LG

S/C SWITCH NO.1 SIGNAL

SPEED CONTROL SWITCH-RIGHT (EXCEPT ETC) - GREEN 2 WAY
CAV

CIRCUIT

FUNCTION

V37 20RD/LG

S/C SWITCH NO.1 SIGNAL

K4 20BK/LB

SENSOR GROUND

SWITCH-DRIVER SEAT BELT - DK GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

Z237 20BK/OR

GROUND

G10 20LG/RD

SEAT BELT SWITCH SENSE

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 99

SWITCH-PASSENGER AIRBAG ON-OFF - BLUE 6 WAY
CAV

CIRCUIT

FUNCTION

R5 18VT/YL

PASSENGER AIRBAG MUX SWITCH SENSE

R4 18BR/YL

PASSENGER AIRBAG MUX SWITCH RETURN

R166 18LG/TN

PASSENGER AIRBAG INDICATOR DRIVER

F14 18LG/YL

FUSED IGNITION SWITCH OUTPUT (RUN-START)

TAIL/STOP/TURN SIGNAL LAMP-LEFT - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

Y174 18PK/VT

FUSED PARK LAMP RELAY OUTPUT

Z150 18BK

GROUND

L24 18WT/LG

LEFT STOP LAMP FEED

L63 18DG/RD

LEFT REAR TURN LAMP DRIVER

L1 18VT/BK

BACK-UP LAMP FEED

TAIL/STOP/TURN SIGNAL LAMP-RIGHT - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

L7 18PK/VT

HEADLAMP SWITCH OUTPUT

Z151 18BK

GROUND

L22 18WT/LG

RIGHT STOP LAMP FEED

L62 18DG/RD

RIGHT REAR TURN LAMP DRIVER

L1 18VT/BK

BACK-UP LAMP FEED

TENSION REDUCER-SEAT BELT (STANDARD CAB) - 2 WAY
CAV

CIRCUIT

FUNCTION

Y105 20BR/RD

FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

G10 20LG/RD

SEAT BELT SWITCH SENSE

8W - 80 - 100

8W-80 CONNECTOR PIN-OUTS

TENSIONER-LEFT SEAT BELT - YELLOW 2 WAY
CAV

CIRCUIT

FUNCTION

R54 18LB/YL

LEFT SEAT BELT TENSIONER LINE 2

R56 18LB/DG

LEFT SEAT BELT TENSIONER LINE 1

TENSIONER-RIGHT SEAT BELT - YELLOW 2 WAY
CAV

CIRCUIT

FUNCTION

R53 18LG/YL

RIGHT SEAT BELT TENSIONER LINE 2

R55 18LG/DG

RIGHT SEAT BELT TENSIONER LINE 1

THROTTLE POSITION SENSOR - NATURAL 3 WAY
CAV

CIRCUIT

FUNCTION

K7 18OR

5 VOLT SUPPLY

K22 18OR/DB (4.7L/5.9L)

TP NO.1 SIGNAL

K4 18BK/LB (3.7L)

SENSOR GROUND

K4 18BK/LB (4.7L/5.9L)

SENSOR GROUND

K22 18OR/DB (3.7L)

TP NO.1 SIGNAL

THROTTLE POSITION SENSOR (DIESEL) - 6 WAY
CAV

CIRCUIT

FUNCTION

K104 18RD/WT

SENSOR GROUND

K101 18WT

THROTTLE POSITION SENSOR RETURN

K232 18YL

THROTTLE POSITION SIGNAL

K56 18LG/OR

SUPPLY VOLTAGE

K900 18DB/DG

SENSOR GROUND

K49 18VT/BK

No Function Defined

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 101

TRAILER TOW CONNECTOR - 4 WAY
CAV

CIRCUIT

FUNCTION

Z52 14BK

GROUND

L76 18BK/OR

PARK LAMP RELAY OUTPUT

Y141 18YL/PK

TRAILER TOW LEFT TURN RELAY OUTPUT

Y140 18WT/PK

TRAILER TOW RIGHT TURN RELAY OUTPUT

TRAILER TOW CONNECTOR-ADD ON - 10 WAY
CAV

CIRCUIT

FUNCTION

Y140 18WT/PK

TRAILER TOW RIGHT TURN RELAY OUTPUT

L1 18VT/BK

BACKUP LAMP FEED

Y133 14WT/RD

FUSED B(+)

L76 18BK/OR

PARK LAMP RELAY OUTPUT

B40 14LB

TRAILER TOW BRAKE B(+)

Z52 14BK

GROUND

Z52 14BK

GROUND

Y141 18YL/PK

TRAILER TOW LEFT TURN RELAY OUTPUT

TRANSFER CASE CONTROL MODULE C1 - BLACK 16 WAY
CAV

CIRCUIT

FUNCTION

D25 20VT/DB

PCI BUS

Y122 20DG/BR

4WD LOW INDICATOR

Y123 20DG/OR

4WD HIGH INDICATOR

Y120 20YL/DG

MODE SELECT

Y116 20YL/GY

MODE SENSOR GROUND

Z366 18BK/RD

GROUND

Y121 20YL/LG

NEUTRAL INDICATOR

Y187 20RD

2WD/AWD INDICATOR

Y112 20YL/BR

MODE SENSOR D

Z114 20LG/BK

SENSOR GROUND

8W - 80 - 102

8W-80 CONNECTOR PIN-OUTS

TRANSFER CASE CONTROL MODULE C2 - GRAY 16 WAY
CAV

CIRCUIT

FUNCTION

Y114 20YL/VT

MODE SENSOR B

Y113 20YL/OR

MODE SENSOR A

T24 20BR/YL

PARK/NEUTRAL POSITION SWITCH SENSE (T41)

Y117 20YL/DB

5 VOLT MODE SENSOR SUPPLY

Y115 20YL/WT

MODE SENSOR C

Y118 20YL/LB

5 VOLT SELECTOR SWITCH SUPPLY

TRANSFER CASE CONTROL MODULE C3 - 4 WAY
CAV

CIRCUIT

FUNCTION

Z21 16BK/LG

GROUND

A34 16LB/RD

FUSED B(+)

Y124 16DG/VT

SHIFT MOTOR CONTROL A

Y125 16DG/WT

SHIFT MOTOR CONTROL B

TRANSFER CASE MODE SENSOR - 6 WAY
CAV

CIRCUIT

FUNCTION

Y112 20YL/BR

MODE SENSOR D

Y117 20YL/DB

5 VOLT MODE SENSOR SUPPLY

Y114 20YL/VT

MODE SENSOR B

Y116 20YL/GY

MODE SENSOR GROUND

Y113 20YL/OR

MODE SENSOR A

Y115 20 YL/WT

MODE SENSOR C

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 103

TRANSFER CASE POSITION SENSOR (4.7L/5.9L) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

K77 18BR/WT

TRANSFER CASE POSITION SENSOR INPUT

K4 18BK/LB

SENSOR GROUND

TRANSFER CASE SELECTOR SWITCH - 12 WAY
CAV

CIRCUIT

FUNCTION

Y118 20YL/LB

5 VOLT SELECTOR SWITCH SUPPLY

Y187 20RD

2WD/AWD INDICATOR

Y121 20YL/LG

NEUTRAL INDICATOR

Y120 20YL/DG

MODE SELECT

Y189 20OR/BK

PANEL LAMPS FEED

Y107 20VT/RD

FUSED IGNITION SWITCH OUTPUT (RUN)

Y122 20DG/BR

4WD LOW INDICATOR

Y123 20DG/OR

4WD HIGH INDICATOR

Z358 20BK/YL

MODE SELECTOR SWITCH GROUND

TRANSFER CASE SHIFT MOTOR - 2 WAY
CAV

CIRCUIT

FUNCTION

Y125 16DG/WT

SHIFT MOTOR CONTROL B

Y124 16DG/VT

SHIFT MOTOR CONTROL A

8W - 80 - 104

8W-80 CONNECTOR PIN-OUTS

TRANSMISSION CONTROL MODULE - BLACK 60 WAY
CAV

CIRCUIT

FUNCTION

T1 18LG/BK

TRS T1 SENSE

T4 18PK/OR

TRS T2 SENSE

T3 18VT

TRS T3 SENSE

Y210 18YL/RD (5.7L)

EATX RPM SIGNAL

K24 18GY/BK (3.7L)

CRANKSHAFT POSITION SENSOR SIGNAL

D15 18WT/DG

SCI TRANSMIT (TCM)

A41 16YL

FUSED IGNITION SWITCH OUTPUT (START)

T9 18OR/BK

OVERDRIVE PRESSURE SWITCH SENSE

T10 18YL/DG

TORQUE MANAGEMENT REQUEST SENSE

A51 16RD/WT

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Y208 18DB/YL (5.7L)

APPS NO.1 OUTPUT

K22 18OR/DB (3.7L)

THROTTLE POSITION SENSOR SIGNAL

T13 18DB/BK

SPEED SENSOR GROUND

T14 18LG/WT

OUTPUT SPEED SENSOR SIGNAL

K30 19PK

TRANSMISSION CONTROL RELAY CONTROL

T16 16RD

TRANSMISSION CONTROL RELAY OUTPUT

T16 16RD

TRANSMISSION CONTROL RELAY OUTPUT

T118 18YL/DB

PRESSURE CONTROL SOLENOID CONTROL

T119 18WT/DB

2C SOLENOID CONTROL

T120 18LG

LR SOLENOID CONTROL

B22 20DG/YL (5.7L)

VEHICLE SPEED SIGNAL

G7 18WT/OR (3.7L)

VEHICLE SPEED SIGNAL

T29 18GY

UNDERDRIVE PRESSURE SWITCH SENSE

T38 18VT/TN

LINE PRESSURE SENSOR SIGNAL

T16 16RD

TRANSMISSION CONTROL RELAY OUTPUT

Z13 16BK/RD

GROUND

T39 18GY/LB

5 VOLT SUPPLY

Z13 16BK/RD

GROUND

T140 18VT/LG

MS SOLENOID CONTROL

T41 18BK/WT

TRS T41 SENSE(C1)

T42 18VT/WT

TRS T42 SENSE

D25 20VT/OR

PCI BUS

Y207 18RD/WT (5.7L)

TPS NO.1 OUTPUT

D6 18PK/LB

SCI TRANSMIT

T147 18LB

2C PRESSURE SWITCH SENSE

T48 18DB

4C PRESSURE SWITCH SENSE

T6 20OR/WT

OVERDRIVE OFF SWITCH SENSE

T50 18DG

LOW/REVERSE PRESSURE SWITCH SENSE

Y209 18TN/BK (5.7L)

SENSOR GROUND

K4 18BK/LB (3.7L)

SENSOR GROUND

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 105

TRANSMISSION CONTROL MODULE - BLACK 60 WAY
CAV

CIRCUIT

FUNCTION

T52 18RD/BK

INPUT SPEED SENSOR SIGNAL

Z113 18BK

GROUND

T54 18VT

TRANSMISSION TEMPERATURE SENSOR SIGNAL

T59 18PK

UNDERDRIVE SOLENOID CONTROL

A61 16DG/BK

FUSED B(+)

Z13 16BK/RD

GROUND

T159 18DG/WT

4C SOLENOID CONTROL

T60 18BR

OVERDRIVE SOLENOID CONTROL

TRANSMISSION RANGE SENSOR (5.9L/DIESEL) - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

L10 18BR/LG

FUSED IGNITION SWITCH OUTPUT (RUN)

Y193 20YL/RD

TRANS RANGE SENSOR ELECTRONIC CLUSTER MUX

L1 18VT/BK

BACKUP LAMP FEED

Y128 20DG/GY

TRANS RANGE SENSOR ELECTRONIC CLUSTER 5
VOLT SUPPLY

T24 20BR/YL

PARK/NEUTRAL POSITION SWITCH SENSE (T41)

TRANSMISSION SOLENOID ASSEMBLY (5.9L/8.0L) - 8 WAY
CAV

CIRCUIT

FUNCTION

T16 16RD

TRANSMISSION CONTROL RELAY OUTPUT

K6 18VT/WT

5 VOLT SUPPLY

K4 18BK/LB

SENSOR GROUND

T25 18LG/RD

GOVERNOR PRESSURE SENSOR SIGNAL

K88 18VT/WT

GOVERNOR PRESSURE SOLENOID CONTROL

T60 18BR

3-4 SHIFT SOLENOID CONTROL

K54 18OR/BK

TORQUE CONVERTER CLUTCH SOLENOID CONTROL

T54 18VT

TRANSMISSION TEMPERATURE SENSOR SIGNAL

8W - 80 - 106

8W-80 CONNECTOR PIN-OUTS

TRANSMISSION SOLENOID/TRS ASSEMBLY (3.7L/4.7L/5.7L) - BLACK 23 WAY
CAV

CIRCUIT

FUNCTION

L10 18BR/LG

FUSED IGNITION SWITCH OUTPUT (RUN)

T120 18LG

LR SOLENOID CONTROL

T24 18BR/YL

TRS T41 SENSE

T41 18BK/WT (5.7L)

TRS T41 SENSE

T24 20BR/YL (4.7L)

TRS T41 SENSE

T42 18VT/WT

TRS T42 SENSE

L1 18VT/BK

BACK-UP LAMP FEED

T60 18BR

OVERDRIVE SOLENOID CONTROL

T3 18VT

TRS T3 SENSE

T1 18LG/BK

TRS T1 SENSE

T16 16RD

TRANSMISSION CONTROL RELAY OUTPUT

T48 18DB

4C PRESSURE SWITCH SENSE

T118 18YL/DB

PRESSURE CONTROL SOLENOID CONTROL

T4 18PK/OR

TRS T2 SENSE

T50 18DG

LOW/REVERSE PRESSURE SWITCH SENSE

T147 18LB

2C PRESSURE SWITCH SENSE

T9 18OR/BK

OVERDRIVE PRESSURE SWITCH SENSE

T59 18PK

UNDERDRIVE SOLENOID CONTROL

T29 18GY

UNDERDRIVE PRESSURE SWITCH SENSE

T159 18DG/WT

4C SOLENOID CONTROL

T119 18WT/DB

2C SOLENOID CONTROL

T140 18VT/LG

PRESSURE CONTROL SOLENOID CONTROL

T13 18DB/BK (5.7L)

SPEED SENSOR GROUND

K4 18BK/LB (4.7L)

SENSOR GROUND

T54 18VT

TRANSMISSION TEMPERATURE SENSOR SIGNAL

UNDERHOOD LAMP - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Z235 20LB/BK

GROUND

M1 18PK

FUSED B(+)

VACUUM PUMP (DIESEL) - 4 WAY
CAV

CIRCUIT

FUNCTION

Y135 18LG/BK

FUSED IGNITION SWITCH OUTPUT (RUN-START)

Z11 18BK/WT

GROUND

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 107

VEHICLE SPEED SENSOR (DIESEL) - 3 WAY
CAV

CIRCUIT

FUNCTION

K6 18VT/WT

5 VOLT SUPPLY

K167 18BR/TL

ACCELERATOR PEDAL POSITION SENSOR GROUND
NO. 1

G17 18WT/TN

SPEEDOMETER SIGNAL

VISTRONIC FAN DRIVE (DIESEL) - 6 WAY
CAV

CIRCUIT

FUNCTION

Y1 18LG

PARK LOCKOUT SOLENOID CONTROL

K4 18BK/LB

SENSOR GROUND

Y5 18OR

FAN SPEED

Y3 18WT

SENSOR SUPPLY

F15 20DB

FUSED IGNTION SWITCH OUTPUT (RUN)

WASHER FLUID LEVEL SWITCH - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y137 20VT/LB EXCEPT 8.0L/DIESEL

SENSOR GROUND

G29 20BK/TN

WASHER FLUID SWITCH SENSE

Y137 20VT/LB 8.0L/DIESEL

SENSOR GROUND

WASHER PUMP MOTOR-FRONT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Z216 20BK/VT

GROUND

V10 20BR

WASHER PUMP MOTOR CONTROL

WATER IN FUEL SENSOR (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K104 18RD/WT

SENSOR GROUND

G20 18VT/YL

IGNITION SWITCH SENSE

8W - 80 - 108

8W-80 CONNECTOR PIN-OUTS

WHEEL SPEED SENSOR-LEFT FRONT (ABS) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

B8 20RD/DB

LEFT FRONT WHEEL SPEED SENSOR (-)

B9 20RD

LEFT FRONT WHEEL SPEED SENSOR (+)

WHEEL SPEED SENSOR-REAR (ABS) - 2 WAY
CAV

CIRCUIT

FUNCTION

B114 18WT/VT

REAR WHEEL SPEED SENSOR (-)

B113 18RD/VT

REAR WHEEL SPEED SENSOR (+)

WHEEL SPEED SENSOR-RIGHT FRONT (ABS) - GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

B6 20WT/DB

RIGHT FRONT WHEEL SPEED SENSOR (-)

B7 20WT

RIGHT FRONT WHEEL SPEED SENSOR (+)

WIPER MOTOR-FRONT - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

V5 20DG

WIPER PARK SWITCH SENSE

Z247 20BK/LB

GROUND

Z44 18BK/DG

GROUND

V3 16BR/WT

WIPER RELAY LOW SPEED OUTPUT

V4 16RD/YL

WIPER RELAY HIGH SPEED OUTPUT

8W-80 CONNECTOR PIN-OUTS

8W - 80 - 109

WASHER FLUID LEVEL SWITCH - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Y137 20VT/LB

SENSOR GROUND

G29 20BK/TN

WASHER FLUID SWITCH SENSE

WASHER PUMP MOTOR-FRONT - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

Z216 20BK/VT

GROUND

V10 20BR

WASHER PUMP MOTOR CONTROL

WATER IN FUEL SENSOR (DIESEL) - 2 WAY
CAV

CIRCUIT

FUNCTION

K104 18RD/WT

SENSOR GROUND

G20 18VT/YL

IGNITION SWITCH SENSE

WHEEL SPEED SENSOR-LEFT FRONT (ABS) - BLACK 2 WAY
CAV

CIRCUIT

FUNCTION

B8 20RD/DB

LEFT FRONT WHEEL SPEED SENSOR (-)

B9 20RD

LEFT FRONT WHEEL SPEED SENSOR (+)

8W - 80 - 110

8W-80 CONNECTOR PIN-OUTS

WHEEL SPEED SENSOR-REAR (ABS)- 2 WAY
CAV

CIRCUIT

FUNCTION

B114 18WT/VT

REAR WHEEL SPEED SENSOR (-)

B113 18RD/VT

REAR WHEEL SPEED SENSOR (+)

WHEEL SPEED SENSOR-RIGHT FRONT (ABS) - GRAY 2 WAY
CAV

CIRCUIT

FUNCTION

B6 20WT/DB

RIGHT FRONT WHEEL SPEED SENSOR (-)

B7 20WT

RIGHT FRONT WHEEL SPEED SENSOR (+)

WIPER MOTOR-FRONT - BLACK 6 WAY
CAV

CIRCUIT

FUNCTION

V5 20DG

WIPER PARK SWITCH SENSE

Z247 20BK/LB

GROUND

Z44 18BK/DG

GROUND

V3 16BR/WT

WIPER RELAY LOW SPEED OUTPUT

V4 16RD/YL

WIPER RELAY HIGH SPEED OUTPUT

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 1

8W-91 CONNECTOR/GROUND/SPLICE LOCATION
TABLE OF CONTENTS
page
CONNECTOR/GROUND/SPLICE LOCATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

CONNECTOR/GROUND/SPLICE
LOCATION
DESCRIPTION

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.

This section provides illustrations identifying connector, ground, and splice locations in the vehicle.
Connector, ground, and splice indexes are provided.

CONNECTORS
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

4WD Switch (Manual Transfer
Case)

Near T/O for Backup Lamp Switch

A/C Compressor Clutch

At A/C Compressor

3, 5, 8, 9, 10

A/C Pressure Transducer

Left Side of A/C Compressor

3, 5, 8, 9, 10

A/C-Heater Control C1

Center of Instrument Panel

36, 37, 38

A/C-Heater Control C2

Center of Instrument Panel

36, 37

Adjustable Pedal Motor

Left of Instrument Panel

Adjustable Pedal Switch

Left of Instrument Panel

37, 39

Airbag Control Module

Lower Center of Instrument Panel

37, 38

Airbag Control Module-Left Side
Impact

Left B-Pillar

44, 45

Airbag Control Module-Right Side
Impact

Right B-Pillar

N/S

Airbag-Driver Squib 1

On Steering Wheel

Airbag-Left Curtain Squib

Top Left B-Pillar

44, 45

Airbag-Passenger Squib 1

Right Front of Instrument Panel

37, 40

Airbag-Right Curtain Squib

Top Right B-Pillar

N/S

Ambient Temperature Sensor

Left Rear of Hood

Amplifier Audio C1

Top Center of Instrument Panel

37, 40

Amplifier Audio C2

Top Center of Instrument Panel

37, 40

Automatic Day/Night Mirror (Except
Base)

Top Center of Windshield

N/S

Backup Lamp Switch

Left Rear of Transmission

Battery Temperature Sensor

Below Battery Tray

26, 28, 29, 30

Blend Door Actuator (Single Zone)

Behind Right Side of Instrument
Panel

N/S

8W - 91 - 2

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

Blower Motor

Behind Right Side of Instrument
Panel

N/S

Blower Motor Resistor Block

Behind Right Side of Instrument
Panel

N/S

Brake Lamp Switch

Top of Brake Pedal Arm

32, 37, 39

Rear of Engine

26, 27

Brake Provision-Electric
Brake Transmission Shift Interlock
Solenoid

Near Steering Column

33, 37, 39

C100

Near G107

21, 22, 23, 24, 25

C102

Near Integrated Power Module

C106 (5.7L)

Left Rear Engine

C107 (5.7L)

Left Rear Engine

C112 (Diesel)

Near T/O for Water In Fuel Sensor

N/S

C113

Left Side Engine

C114

Left side Engine

C115 (Diesel)

Left Side Engine

C130

Left Rear of Engine

21, 22, 23, 24, 26

C200

Under Instrument Panel

C201

Near Left Instrument Panel
Speaker

37, 39

C205

Left Rear Side of Engine
Compartment

N/S

C206

Right Instrument Panel

37, 40, 46

C216

Middle Left Frame

26, 28, 48

C217

Middle Left Frame

26, 28, 37, 48

C218

Left Side of Instrument Panel

26, 27, 41, 44

C219

Left Side of Instrument Panel

26, 27, 33, 37, 39, 41

C220

Left Side of Instrument Panel

37, 39, 41

C301

Right Kick Panel

C302

Left Front Door

C304

Left Side of Instrument Panel

42, 44, 45

C305

At Left Front Door

42, 44, 45

C306

Middle Front of Door

43, 45

C307

Near Right License Lamp

48, 49

C308

Under Instrument Panel

40, 41

C309

Left Side of Instrument Panel

39, 41, 44, 45

C310

Left Rear of Frame

48, 49

C311

Left Rear of Frame

44, 45

C312

Under Seat

N/S

C313

DK GY

At Driver Seat

N/S

C314

DK GY

At Driver Seat

N/S

C315

DK GY

At Driver Seat

N/S

C316

At Passenger Seat

N/S

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 3

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

C317

At Passenger Seat

N/S

C319

Bottom Left of Left Door

N/S

C322

DK GY

Left Rear of Frame

N/S

C323

Left Side of Instrument Panel

N/S

C327

Right Rear Fender

48, 49

C328

Left Rear Fender

48, 49, 50

Camshaft Position Sensor

Capacitor

Right Front Side of Engine

3, 6, 8, 9

Left Rear of Engine Compartment

N/S

Center High Mounted Stop
Lamp/Cargo Lamp

Rear of Cab

Cigar Lighter Outlet

NAT

Rear of Cigar Lighter

34, 37, 38

Clearance Lamp No. 1

Left Roof

Clearance Lamp No. 2

Left-Center Roof

Clearance Lamp No. 3

Center Roof

Clearance Lamp No. 4

Right-Center Roof

Clearance Lamp No. 5

Right Roof

Clockspring C1

Steering Column

Clockspring C2

Steering Column

Clockspring C3

Steering Column

N/S

Clockspring C4

Steering Column

N/S

Clutch Interlock Brake Switch

At Clutch Pedal

26, 27

Coil On Plug No.1

Left Top Side of Intake Manifold

Coil On Plug No.2

Right Top Side of Intake Manifold

Coil On Plug No.3

Left Top Side of Intake Manifold

Coil On Plug No.4

Right Top Side of Intake Manifold

Coil On Plug No.5

Left Top Side of Intake Manifold

Coil On Plug No.6

Right Top Side of Intake Manifold

Coil On Plug No.7

Left Top Side of Intake Manifold

Coil On Plug No.8

Right Top Side of Intake Manifold

Compass/Mini-Trip Computer

In Overhead Console

N/S

Condenser Fan

Near Condenser

26, 27

Controller Anti-Lock Brake C1

Left Fender Side Shield

26, 27, 28

Controller Anti-Lock Brake C2
(ABS)

Left Fender Side Shield

26, 28

Crankshaft Position Sensor

Right Rear of Engine Block

3, 6, 8, 9

Cylinder Lock Switch-Driver
(Premium)

In Left Front Door

Cylinder Lock Switch-Passenger
(Premium)

LT GY

In Right Front Door

N/S

Data Link Connector

Left Bottom of Instrument Panel

37, 39

Data Link Connector - Engine
(Diesel)

Near T/O for Water In Fuel Sensor

N/S

Dome Lamp

Center of Headliner

N/S

8W - 91 - 4

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

Door Ajar Switch-Driver (Base)

Left Front Door

Door Ajar Switch-Left Rear (Base)

Left Rear Door

Door Ajar Switch-Passenger (Base)

Right Front Door

N/S

Door Ajar Switch-Right Rear (Base)

Right Rear Door

Door Lock Motor/Ajar Switch-Driver
(Except Base)

Left Front Door

Door Lock Motor/Ajar Switch-Left
Rear (Except Base)

Left Rear Door

Door Lock Motor/Ajar SwitchPassenger (Except Base)

Right Front Door

N/S

Door Lock Motor/Ajar Switch-Right
Rear (Except Base)

Right Rear Door

Door Lock Switch-Passenger

In Right Front Door

N/S

Driver Airbag Squib

In Steering Column

N/S

Driver Blend Door Actuator (Dual
Zone)

Right Side of HVAC

N/S

Driver Door Module C1

In Left Front Door

Driver Door Module C2

In Left Front Door

Engine Control Module C1

Left Engine

Engine Control Module C2

Left Engine

Engine Coolant Temperature
Sensor

Near Generator

4, 7, 9

Engine Oil Pressure Sensor

Lower Left Side of Engine

4, 6, 8, 9, 11

Evap/Purge Solenoid

Left Fender Side Shield

26, 28

Evaporator Temperature Sensor

Right Side of HVAC

N/S

Fog Lamp-Left

Left Front Facia

N/S

Fog Lamp-Right

Right Front Facia

N/S

Fuel Control Actuator (Diesel)

Left Rear Engine

Fuel Heater (Diesel)

Left Side Engine

Fuel Injector No.1

At Fuel Injector

4, 8

Fuel Injector No. 2

At Fuel Injector

3, 7

Fuel Injector No. 3

At Fuel Injector

4, 8

Fuel Injector No. 4

At Fuel Injector

3, 7

Fuel Injector No. 5

At Fuel Injector

4, 8

Fuel Injector No. 6

At Fuel Injector

3, 7

Fuel Injector No. 7

At Fuel Injector

4, 8

Fuel Injector No. 8

At Fuel Injector

3, 7

Fuel Pump Module

LT GY

At Fuel Tank

Fuel Pump Motor (Diesel)

Left Side Engine

Generator

Front of Engine

4, 6, 7, 10

Glove Box Lamp and Switch

At Glove Box

37, 40

Governor Pressure Sensor

Left Rear of Transmission

N/S

Headlamp Switch

Left Side of Instrument Panel

34, 37, 39

Headlamp-Left

At Headlamp

26, 30, 31

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 5

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

Headlamp-Right

At Headlamp

1, 25, 29

Heated Seat Cushion - Driver

Under Driver Seat

N/S

Heated Seat Cushion - Passenger

Under Passenger Seat

N/S

Heated Seat Switch-Driver

Center of Instrument Panel

35, 37, 38

Heated Seat Switch-Passenger

Center of Instrument Panel

35, 37, 38

Horn Switch

In Steering Wheel

N/S

Horn-High Note

Left Front Fender

26, 30, 31

Horn-Low Note

Left Front Fender

26, 31

Idle Air Control Motor

On Throttle Body

4, 8

Ignition Coil

Left Rear of Engine

7, 17

Ignition Coil - Left (8.0L)

Right Side Engine

Ignition Coil - Right (8.0L)

Right Side Engine

Ignition Switch

Steering Column

Inlet Air Temperature/Manifold
Absolute Pressure Sensor

Right Side Engine

Input Speed Sensor

At Transmission

14, 15

Instrument Cluster C1

Rear of Instrument Cluster

Instrument Cluster C2

Rear of Instrument Cluster

Instrument Cluster C3

Rear of Instrument Cluster

Right Engine Compartment

Intake Air Heater Relay
Intake Air Temperature/Manifold
Absolute Temperature Sensor
(Diesel)

Left rear Engine

N/S

Intake Air Temperature Sensor

On Intake Manifold

4, 7, 9

Integrated Power Module C1

Left Front Fender

29, 30

Integrated Power Module C2

Left Front Fender

29, 30

Integrated Power Module C3

Left Front Fender

29, 30

Integrated Power Module C4

Left Front Fender

29, 30

Integrated Power Module C5

Left Front Fender

29, 30

Integrated Power Module C6

Left Front Fender

28, 29, 30

Integrated Power Module C7

Left Front Fender

29, 30

Integrated Power Module FCM

In IPM

N/S

Knock Sensor

Left Rear of Engine

5, 6, 17

Leak Detection Pump (Except 8.0L)

Left Middle of Chassis

Leak Detection Pump (8.0L)

Left Transmission

License Lamp-Left

At Rear Bumper

48, 49

License Lamp-Right

At Rear Bumper

48, 49

Lift Pump Motor

Near T/O for WIF Sensor

N/S

Line Pressure Sensor

Right Rear of Transmission

14, 18, 19

Lumbar Motor-Driver

DK GY

At Driver Seat

N/S

Lumbar Motor-Passenger

At Passenger Seat

N/S

Manifold Absolute Pressure Sensor
(4.7L)

Left Front of Intake Manifold

8W - 91 - 6

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

Manifold Absolute Pressure Sensor
(5.9L)

Left Front of Intake Manifold

Mode Door Actuator 1

Right Side of HVAC

N/S

Mode Door Actuator 2

Right Side of HVAC

N/S

Multi-Function Switch

On Steering Column

N/S

Natural Vacuum Leak Detection
Assembly

Rear of Transmission

18, 19

Output Speed Sensor

Left Side of Transmission

11, 12, 14, 15

Overdrive Switch

Center of Instrument Panel

Overhead Map/Reading Lamp
(Except Base)

NAT

Center of Headliner

N/S

Oxygen Sensor 1/1 Upstream

Left Front of Side of Transmission

11, 12, 14, 16

Oxygen Sensor 1/2 Downstream

NAT

Left Rear of Side of Transmission

11, 14, 16

Oxygen Sensor 2/1 Upstream

Right Front Side of Transmission

11, 12, 14, 16, 17, 18,
19

Oxygen Sensor 2/2 Downstream

Right Rear Side of Transmission

11, 12, 14, 16, 17, 18,
19

Park Brake Switch

At Park Brake

26, 27

Park/Turn Signal Lamp-Left Front

At Lamp

26, 30, 31

Park/Turn Signal Lamp-Right Front

At Lamp

1, 25, 29

Right Side of Instrument Panel

35, 37, 40

Right Side of HVAC

N/S

At Passenger Seat

N/S

At Mirror

Power Mirror-Right

At Mirror

N/S

Power Outlet

Center of Instrument Panel

Power Outlet-Console

Center of Instrument Panel

N/S

Power Seat Motor-Driver Front
Vertical

At Driver Seat

N/S

Power Seat Motor-Driver Horizontal

At Driver Seat

N/S

Power Seat Motor-Driver Rear
Vertical

At Driver Seat

N/S

Power Seat Switch-Driver

At Driver Seat

N/S

Power Seat Switch-Passenger

At Passenger Seat

N/S

Power Steering Pressure Switch

Near Power Steering Pump

4, 5

Under Instrument Panel

33, 37, 39

Passenger Airbag On/Off Switch
Passenger Blend Door Actuator
(Dual Zone)

Passenger Lumbar Switch
Power Mirror-Left

Power Window Circuit Breaker
Power Window Motor-Driver

In Driver Door at Motor

Power Window Motor-Left Rear

In Door at Motor

Power Window Motor-Passenger

In Passenger Door at Motor

N/S

Power Window Motor-Right Rear

In Door at Motor

Power Window Switch-Left Rear

In Door

Power Window Switch-Right Rear

In Door

Powertrain Control Module C1

Right Rear Engine Compartment

21, 22, 23, 24

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 7

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

Powertrain Control Module C2

Right Rear Engine Compartment

21, 22, 23, 24

Powertrain Control Module C3

Right Rear Engine Compartment

21, 22, 23, 24

Powertrain Control Module C4

Right Rear Engine Compartment

Near G107

21, 22, 24

PTO Sense
Radio (Base)

Rear of Radio

37, 38

Radio (Premium)

Rear of Radio

37, 38

Recirculation Door Actuator

Right Side of HVAC

N/S

Red Brake Warning Indicator
Switch

Near Master Cylinder

26, 28, 31

Remote Radio Switch-Left

At Steering Wheel

N/S

Remote Radio Switch-Right

At Steering Wheel

N/S

Seat Belt Pretensioner-Left

Left B-Pillar

44, 45

Seat Belt Pretensioner-Right

Right B-Pillar

N/S

Seat Belt Switch-Driver

DK GY

Left B-Pillar

N/S

Seat Belt Tension Reducer
(Standard Cab)

Left B-Pillar

Seat Heater Interface Module

Under Driver Seat

N/S

Sentry Key Immobilizer Module

On Steering Column

Side Marker - Left Front (Dual
Wheels)

Front of Left Rear Fender

Side Marker - Left Rear (Dual
Wheels)

Rear of Left Rear Fender

Side Marker - Right Front (Dual
Wheels)

Front of Right Rear Fender

Side Marker - Right Rear (Dual
Wheels)

Rear of Right Rear Fender

Speaker-Center Instrument Panel

Center of Instrument Panel

37, 38

Speaker-Left Front Door

In Left Front Door

Speaker-Left Instrument Panel

Left Side of Instrument Panel

37, 39

Speaker-Left Rear (Standard Cab)

In Lower Left B-Pillar

Speaker-Left Rear Door (Quad
Cab)

In Left Rear Door

Speaker-Right Front Door

In Right Front Door

N/S

Speaker-Right Instrument Panel

Right Side of Instrument Panel

37, 40

Speaker-Right Rear (Standard
Cab)

In Lower Right B-Pillar

N/S

Speaker-Right Rear Door (Quad
Cab)

In Right Rear Door

Speed Control Servo

Left Front Side of Engine
Compartment

26, 28

Speed Control Switch - Left
(Except ETC)

Steering Wheel

N/S

Speed Control Switch - Right
(Except ETC)

Steering Wheel

N/S

Speed Control Switch-Left (ETC)

At Steering Wheel

N/S

8W - 91 - 8

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
CONNECTOR NAME/NUMBER

COLOR

LOCATION

FIG.

Speed Control Switch-Right (ETC)

At Steering Wheel

N/S

Tail/Stop/Turn Signal Lamp-Left

At Lamp

N/S

Tail/Stop/Turn Signal Lamp-Right

At Lamp

N/S

Throttle Position Sensor

NAT

Throttle Body

4, 8

Trailer Tow Connector

At Trailer Hitch

Trailer Tow Connector-Add On

At Trailer Hitch

49, 51

Transfer Case Control Module C1

Left Side of Instrument Panel

37, 39

Transfer Case Control Module C2

Left Side of Instrument Panel

37, 39

Transfer Case Control Module C3

Left Side of Instrument Panel

37, 39

Transfer Case Mode Sensor

Left Front Side of Transfer Case

Transfer Case Position Sensor

Front Middle of Transfer Case

14, 15, 16, 20

Transfer Case Selector Switch

Center of Instrument Panel

35, 37, 38

Transfer Case Shift Motor

Left Rear of Transmission

Transmission Control Module

Left Rear of Engine Compartment

Transmission Range Sensor

Left side of Transmission

11, 12

Transmission Solenoid Assembly

Left Side of Transmission

11, 12

Transmission Solenoid/TRS
Assembly (3.7L/4.7L)

Left Side of Transmission

14, 15

Underhood Lamp

Underside of Hood

Front Engine Compartment

Vistronic Fan Drive
Washer Fluid Level Switch

At Reservoir

25, 29, 30

Washer Pump Motor-Front

At Washer Fluid Reservoir

25, 29, 30

Water In Fuel Sensor (Diesel)

Right Side Engine

Wheel Speed Sensor-Left Front

Left Rear Lower Side of Engine
Compartment

26, 31

Wheel Speed Sensor-Rear

Right Rear of Body

Wheel Speed Sensor-Right Front

Right Rear Lower Side of Engine
Compartment

Wiper Motor-Front

Left Side of Cowl

26, 28

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 9

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
GROUNDS
GROUND
NUMBER

LOCATION

FIG.

G100

Left Front Engine

N/S

G101

Left Front Engine

N/S

G102

Left Front Chassis

N/S

G103

Left Front Engine Compartment

G104

Left Front Engine Compartment

G105

Right Front Chassis

G106

Left Rear Engine Compartment

26, 31

G107

Right Rear Engine Compartment

10, 21, 22, 24

G201

Right Side of Instrument Panel

G202

Center of Instrument Panel

37, 38

G203

Center of Instrument Panel

37, 38

G204

Right Side of Instrument Panel

G301

Left Front Body

41, 44, 45

G302

Left Front Body

41, 44, 45

SPLICES
SPLICE
NUMBER

LOCATION

FIG.

S101

Left Front Fender

S102

Left Front Fender

S103

Left Rear of Engine Compartment

S104

Front Facia

N/S

S105

Front Facia

N/S

S106

Left Rear of Engine Compartment

S107

Left Front Fender

S108

Headlamp and Dash, Left Side

26, 28

S109

Left Front Fender

26, 28, 29

S110

Left Front Fender

S111

Center Rear of Engine Compartment

22, 24

S114

Left Rear of Engine Compartment

26, 27, 28

S115

Left Rear of Engine Compartment

26, 28, 31

S117

Left Rear of Engine Compartment

N/S

S118

Right Rear Engine Compartment

S119

Left Rear of Engine Compartment

N/S

S120

Left Front Fender

S121

Left Front Fender

23, 26

S122

Left Front Fender

S123

Left Front Fender

12, 26

S124

Center Rear of Engine Compartment

9, 11, 12, 23

S125

Center Rear of Engine Compartment

21, 23

8W - 91 - 10

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
SPLICE
NUMBER

LOCATION

FIG.

S126

Center Rear of Engine Compartment

N/S

S128

Right Rear of Engine

3, 22

S129

Top Front of Transmission

3, 23

S130

Top Front of Transmission

3, 8, 9, 12, 14, 16, 17,
21, 22, 24

S131

Left Rear of Engine Compartment

S132

Left Rear of Engine Compartment

21, 22, 24

S133

Left Rear of Engine

11, 22

S134

Left Rear of Engine Compartment

S135

Headlamp and Dash, Left Side

S136

Left Front Fender

21, 29

S137

Left Rear of Engine Compartment

S138

Left Rear of Engine

3, 11

S139

Right Front of Transmission

14, 16, 17, 24

S141

Right Rear of Engine

S142

Left Side of Engine

S143

Left Side of Engine Compartment

S144

Top Front of Transmission

3, 14, 16, 17, 23, 24

S145

Left Front Fender

S146

Left Front Fender

S147

Right Rear of Engine

S148

Top Front of Transmission

3, 14, 16, 17, 22, 23,
24

S149

Left Rear of Engine

3, 4, 14

S150

Top Center of Engine

3, 5, 8

S153

Rear Engine Compartment

S154

Left Top Engine

5, 22

S155

Left Rear Engine Compartment near T/O for Fuel Control Actuator

N/S

S156

Left Rear Engine Compartment

S157

Near T/O for Camshaft Position Sensor

N/S

S158

Near T/O for C114

S159

Near T/O for Engine Control Module

N/S

S160

Top Left Engine

S170

Left Engine

S171

Top Left Engine

S172

In T/O for Fuel Control Actuator

N/S

S173

Near T/O for Engine Control Module

N/S

S174

Near T/O for C114

N/S

S175

Near T/O for Engine Control Module

N/S

S176

Left Side Engine Near T/O for Fuel Control Actuator

N/S

S181

Top of Transmission

S182

Top of Transmission

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 11

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
SPLICE
NUMBER

LOCATION

FIG.

S183

Top of Transmission

S184

Top of Transmission

S191

Near Integrated Power Module

S197

Left Rear Engine Compartment

S201

Left Side of Instrument Panel

S204

Left Side of Instrument Panel

S205

Left Side of Instrument Panel

S206

At Steering Column

N/S

S207

At Steering Column

N/S

S208

Center of Instrument Panel

37, 38

S209

Center of Instrument Panel

S210

Center of Instrument Panel

S212

Left Side of Instrument Panel

33, 39

S213

Center of Instrument Panel in T/O for Instrument Cluster
Connectors

N/S

S214

Left Side of Instrument Panel

33, 39

S216

Center of Instrument Panel

S217

Left Side of Instrument Panel

37, 40

S218

Left Side of Instrument Panel

S219

Center of Instrument Panel

N/S

S220

Center of Instrument Panel

N/S

S221

Center of Instrument Panel

37, 38

S222

Center of Instrument Panel

S224

Right Side of HVAC

N/S

S225

Center of Instrument Panel

S226

Right Side of HVAC

N/S

S230

Right Instrument Panel

S231

Left Instrument Panel

S301

Center of Headliner

N/S

S302

Center of Headliner

N/S

S304

Center of Headliner

N/S

S305

Center of Body

44, 45

S306

Left Side of Frame

N/S

S307

Center of Headliner

N/S

S308

Left Rear Chassis

48, 49

S309

Center Rear of Chassis

S310

Center of Body

44, 45

S311

Left Front of Body

41, 44, 45

S312

Right Door

N/S

S313

Left Front Door

S314

Left Rear Frame Rail

N/S

S315

Left Front Body

41, 44, 45

8W - 91 - 12

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)
SPLICE
NUMBER

LOCATION

FIG.

S316

At Driver Seat

N/S

S317

At Passenger Seat

N/S

S318

At Passenger Seat

N/S

S319

Left Front Door

S320

Center of Body

S321

Left Front Body

N/S

S322

Left Front Body

N/S

S323

Left Front Body

S324

Left Rear Chassis

48, 49

S325

Left Rear Chassis

48, 49

S326

Left Rear Chassis

48, 49

S327

Left Rear Chassis

48, 49

S328

At Driver Seat

N/S

S329

At Driver Seat

N/S

S330

Center Rear of Chassis

S331

Center Rear of Chassis

S332

Left Front Door

S333

Left Front Body

S334

Left Front Body

41, 44, 45

S335

Left Front Body

41, 44, 45

S338

Left Rear Fender

S339

Left Rear Fender

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

Fig. 1 RIGHT SIDE FRONT LIGHTING

Fig. 2 LEFT FRONT BUMPER AND RIGHT BATTERY TRAY

8W - 91 - 13

8W - 91 - 14

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 3 RIGHT SIDE ENGINE, 4.7L

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 15

Fig. 4 LEFT SIDE ENGINE, 4.7L

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 16

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 5 LEFT SIDE ENGINE (5.7L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 17

Fig. 6 RIGHT SIDE ENGINE (5.7L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 18

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 7 RIGHT SIDE ENGINE, 5.9L

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 19

Fig. 8 LEFT SIDE ENGINE, 5.9L

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 20

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 9 ENGINE (8.0L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 21

Fig. 10 ENGINE (DIESEL)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 22

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 11 LEFT SIDE ENGINE AND TRANSMISSION, 5.9L

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 23

Fig. 12 LEFT SIDE ENGINE AND TRANSMISSION (8.0L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 24

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

Fig. 13 LEAK DETECTION PUMP (8.0L)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 25

Fig. 14 TRANSMISSION 45RFE (4X4)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 26

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

Fig. 15 TRANSMISSION 45RFE (4X4) (5.7L)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 27

Fig. 16 MANUAL TRANSMISSION (4X4)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 28

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 17 TRANSMISSION, 4.7L

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 29

Fig. 18 TRANSMISSION 45RFE AUTO (5.7L HEAVY DUTY) (MANUAL SIMILAR)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 30

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 19 45RFE TRANSMISSION (5.7L) (LIGHT DUTY)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 31

Fig. 20 LEFT FRONT TRANSFER CASE

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 32

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 21 REAR ENGINE COMPARTMENT (4.7L/5.7L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 33

Fig. 22 REAR ENGINE COMPARTMENT (8.0L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 34

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 23 REAR ENGINE COMPARTMENT (DIESEL)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 35

Fig. 24 TOP REAR ENGINE COMPARTMENT (5.9L)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 36

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 25 RIGHT SIDE ENGINE COMPARTMENT

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 37

Fig. 26 LEFT SIDE ENGINE COMPARTMENT

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 38

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 27 LEFT SIDE ENGINE COMPARTMENT

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 39

Fig. 28 LEFT SIDE ENGINE COMPARTMENT

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 40

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 29 LEFT SIDE ENGINE COMPARTMENT

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 41

Fig. 30 INTEGRATED POWER MODULE AND FAN

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 42

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 31 LEFT SIDE ENGINE COMPARTMENT AND HOOD

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 43

Fig. 32 STEERING COLUMN

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 44

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 33 LEFT STEERING COLUMN

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 45

Fig. 34 INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 46

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 35 REAR INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 47

Fig. 36 CENTER INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 48

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 37 INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 49

Fig. 38 CENTER INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 50

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 39 LEFT INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 51

Fig. 40 RIGHT INSTRUMENT PANEL

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 52

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 41 STANDARD CAB FRONT BODY

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 53

Fig. 42 STANDARD CAB LEFT FRONT DOOR PREMIUM

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 54

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 43 LEFT REAR DOOR (RIGHT SIDE SIMILAR)

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 55

Fig. 44 STANDARD CAB LEFT SIDE BODY

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 56

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 45 QUAD CAB LEFT SIDE BODY

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

Fig. 46 ROOF

Fig. 47 REAR BODY

8W - 91 - 57

8W - 91 - 58

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

Fig. 48 CHASSIS

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 59

Fig. 49 REAR CHASSIS

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

8W - 91 - 60

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

Fig. 50 LEFT REAR FENDER (RIGHT SIDE SIMILAR)

8W-91 CONNECTOR/GROUND/SPLICE LOCATION

8W - 91 - 61

Fig. 51 REAR BUMPER

CONNECTOR/GROUND/SPLICE LOCATION (Continued)

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
..........................
INTEGRATED POWER MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FRONT CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FRONT
CONTROL MODULE . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
IOD FUSE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .

...1
...1
...2
...2
...2
...2
.
.
.
.

.
.
.
.

.3
.3
.3
.4

...4
...5
...5
...5
...5

page
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL
.............................6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
POWER OUTLET
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - POWER OUTLET
.7
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - RELAY
.........8
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
MICRO RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - MICRO-RELAY
...9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

...6

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:
• Integrated Power Module (IPM)
• Front Control Module (FCM)
• Power Distribution Center (PDC)
• Power Outlets
• Cigar Lighter Outlets
• Relays
Refer to Wiring Diagrams for complete circuit schematics.
The power distribution system also incorporates
various types of circuit control and protection features, including:
• Automatic resetting circuit breakers
• Blade-type fuses
• Cartridge fuses
• 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.

OPERATION
The power distribution system for this vehicle is
designed to provide safe, reliable, and centralized distribution 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.

8W - 97 - 2

8W-97 POWER DISTRIBUTION

POWER DISTRIBUTION (Continued)

SPECIAL TOOLS
POWER DISTRIBUTION SYSTEMS

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 outlet 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
Terminal Pick Kit 6680

CIGAR LIGHTER OUTLET
DESCRIPTION
On models equipped a cigar lighter outlet is
installed to the left of the center stack area in the
lower instrument panel. The cigar lighter outlet is
secured by a snap fit within the bezel.
The cigar lighter outlet, plastic cap and the knob
and heating element unit are available for service
replacement. 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 outlet 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 when the ignition switch is in
the Accessory or Run positions.
The cigar lighter 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 outlet
shell, the heating element resistor coil is grounded
through its housing to the outlet 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
outlet shell.
Two small spring-clip retainers are located on
either side of the insulated contact inside the bottom
of the outlet shell. These clips engage and hold the
heating element against the insulated contact long

For complete circuit diagrams, refer to Wiring
Diagrams.
(1) Check the fused B(+) fuse in the integrated
power module. 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 Run position.
Check for battery voltage at the fused B(+) fuse in
the integrated power module. If OK, go to Step 3. If
not OK, repair the open or short as required.
(3) Remove the cigar lighter knob and element
from the cigar lighter outlet shell. Check for continuity between the inside circumference of the cigar
lighter outlet shell 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 Run position.
Check for battery voltage at the insulated contact
located at the back of the cigar lighter outlet shell. 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.
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 Accessory or Run positions.
Check for battery voltage at the fused B(+) circuit
cavity of the cigar lighter wire harness connector. If
OK, replace the faulty cigar lighter outlet. If not OK,
repair the open fused B(+) circuit to the integrated
power module fuse as required.

8W-97 POWER DISTRIBUTION

INTEGRATED POWER MODULE
DESCRIPTION

8W - 97 - 3

components: the Power Distribution Center (PDC),
the integrated power module cover, the Front Control
Module (FCM) and the Integrated Power Module
Assembly which includes the power distribution center, the cover and FCM. Refer to the Front Control Module in the Electronic Control Module
section of this service manual for information on the
front control module.

OPERATION
All of the current from the battery and the generator output enters the integrated power module via a
stud on the top of the module. The integrated power
module cover is removed to access the fuses or relays.
Internal connections of all of the power distribution
center circuits is accomplished by a combination of
bus bars and a printed circuit board. Refer to the
Wiring section of the service manual for complete
integrated power module circuit schematics.

REMOVAL
(1) Disconnect the negative and positive battery
cables.

Fig. 1 DR INTEGRATED POWER MODULE
1 - POWER DISTRIBUTION CENTER HOUSING
2 - FRONT CONTROL MODULE ELECTRICAL CONNECTOR

The Integrated Power Module (IPM) (Fig. 1) is a
combination of the Power Distribution Center (PDC)
and the Front Control Module (FCM). The IPM is
located in the engine compartment, next to the battery on this model. The power distribution center
mates directly with the Front Control Module (FCM)
to form the Integrated Power Module Fuse and Relay
Center. The power distribution center (PDC) is a
printed circuit board based module that contains
fuses and relays, while the front control module contains the electronics controlling the integrated power
module and other functions. This integrated power
module connects directly to the battery positive via a
stud located on top of the unit. The ground connection is via electrical connectors. The integrated power
module provides the primary means of voltage distribution and protection for the entire vehicle.
The molded plastic integrated power module housing includes a base and cover. The integrated power
module cover is easily opened or removed for service
access by unscrewing the cover retaining nut and has
a fuse and relay layout map integral to the inside
surface of the cover. This integrated power module
housing base and cover are secured in place via bolts
to the left front fender support assembly.
Replaceable components of the integrated power
module assembly are broken down into the following

Fig. 2 DR INTEGRATED POWER MODULE
1
2
3
4

COVER RETAINING BOLT
INTEGRATED POWER MODULE RETAINING BOLT
RETAINING SCREW
INTEGRATED POWER MODULE COVER

(2) Unsnap cover and remove the B+ terminal nut
from the integrated power module B+ terminal.
Remove the B+ cable from the integrated power module.
(3) Disconnect the gray connector from the integrated power module.

8W - 97 - 4

8W-97 POWER DISTRIBUTION

INTEGRATED POWER MODULE (Continued)
(4) Remove the integrated power module retaining
bolt and screw (Fig. 2).

Fig. 4 INTEGRATED POWER MODULE ELECTRICAL
CONNECTIONS
Fig. 3 REMOVING INTEGRATED POWER MODULE
(5) Grasp the integrated power module with two
hands and slide the assembly in the direction shown
(Fig. 3) to free the module from its mounting bracket.
Position the assembly upside down to access the electrical connectors located on the bottom of the unit.
(6) Disconnect the electrical connectors by depressing the locking tab and rotating the connector arm
outboard, until the connector is free from the module
assembly. Be certain to pull the connectors straight
off.
(7) Position the integrated power module on a
bench and remove the four front control module
retaining screws.
(8) Disconnect the front control module by pulling
it straight off the integrated power module.

INSTALLATION
(1) Connect the front control module by pushing it
straight on the integrated power module electrical
receptacle.
(2) Install the four front control module retaining
screws. Torque to 30 in. lbs. +/-5.
NOTE: Integrated power module electrical connectors are color coded to ease location reference (Fig.
4).
(3) Connect the electrical connectors by pushing
straight on and rotating the connector arm inboard,
until the connector is firmly locked in place on the
module assembly.

1
2
3
4
5
6
7
8

RETAINING LATCH
GRAY CONNECTOR
GREEN CONNECTOR
GREEN CONNECTOR
BLUE CONNECTOR
WHITE CONNECTOR
BLACK CONNECTOR
BLACK CONNECTOR

(4) Grasp the integrated power module with two
hands and install the assembly on the battery tray
(Fig. 5).
(5) Install the integrated power module retaining
bolt and screw.
(6) Connect the gray connector on the integrated
power module housing.
(7) Install the B+ terminal cable and nut on the
integrated power module B+ terminal. Snap the
cover in place.
(8) Connect the negative and positive battery
cables.

8W-97 POWER DISTRIBUTION

8W - 97 - 5

FRONT CONTROL MODULE (Continued)
•
•
•
•
•
•

Power Ground
Ambient Temperature Sensing
Ignition Switch Run
Washer Fluid Level Switch
Windshield Wiper Park Switch
PCI Bus Circuit

DIAGNOSIS AND TESTING - FRONT CONTROL
MODULE

Fig. 5 INTEGRATED POWER MODULE MOUNTING
TABS
1 - INTEGRATED POWER MODULE MOUNTING HOLES
2 - BATTERY TRAY ASSEMBLY
3 - FRONT CONTROL MODULE

tery and provides the primary means of circuit protection and power distribution for all vehicle
electrical systems. The front control module controls
power to some of these vehicle systems electrical and
electromechanical loads based on inputs received
from hard wired switch inputs and data received on
the PCI bus circuit (J1850).
For information on the Integrated Power Module Refer to the Power Distribution Section of
the service manual.

OPERATION
As messages are sent over the PCI bus circuit, the
front control module reads these messages and controls power to some of the vehicles electrical systems
by completing the circuit to ground (low side driver)
or completing the circuit to 12 volt power (high side
driver). The following functions are Controlled by
the Front Control Module:
• Headlamp Power with Voltage Regulation
• Windshield Wiper “ON/OFF” Relay Actuation
• Windshield Wiper “HI/LO” Relay Actuation
• Windshield Washer Pump Motor
• Fog Lamp Relay Actuation
• Park Lamp Relay Actuation
• Horn Relay Actuation
The following inputs are Received/Monitored by
the Front Control Module:
• B+ Connection Detection

The front control module is a printed circuit board
based module with a on-board micro-processor. The
front control module interfaces with other electronic
modules in the vehicle via the Programmable Communications Interface (PCI) data bus (J1850). In
order to obtain conclusive testing the Programmable
Communications Interface (PCI) data bus network
and all of the electronic modules that provide inputs
to, or receive outputs from the front control module
must be checked. All PCI (J1850) communication
faults must be resolved prior to further diagnosing
any front control module related issues.
The front control module was designed to be diagnosed with an appropriate diagnostic scan tool, such
as the DRB IIIt. The most reliable, efficient, and
accurate means to diagnose the front control module
requires the use of a DRB IIIt scan tool and the
proper Body Diagnostic Procedures manual.
Before any testing of the front control module is
attempted, the battery should be fully charged and
all wire harness and ground connections inspected
around the affected areas on the vehicle.

8W - 97 - 6

8W-97 POWER DISTRIBUTION

IOD FUSE
DESCRIPTION

Fig. 6 IOD FUSE LOCATION
1 - IOD FUSE

All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse that is disconnected within the Integrated Power Module when the vehicle is shipped
from the factory. Dealer personnel are to reconnect
the IOD fuse in the Integrated Power Module as part
of the preparation procedures performed just prior to
new vehicle delivery.
A laser printed fuse layout map is integral to the
Integrated Power Module cover to ensure proper fuse
identification. The IOD fuse is a 20 ampere mini
blade-type fuse, located in fuse cavity # 51 (Fig. 6).
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
Integrated Power Module cavity, and as a fuse holder
that conveniently stores the fuse in the same Integrated Power Module cavity after it has been disconnected.

CIRCUITS INCLUDED WITH IOD FUSE
•
•
•
•
•
•
•

Cluster (CCN)
Diagnostic Connector
Map Lamps
Glove Box Lamp
Courtesy Lamps
Radio
Underhood Lamp

OPERATION
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.
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 Integrated
Power Module fuse cavity # 51 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 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.
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.

REMOVAL
The Ignition-Off Draw (IOD) fuse is disconnected
from Integrated Power Module fuse cavity # 51 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) Remove the Integrated Power Module cover.
(3) Grasp the outer tabs of the IOD fuse holder
unit in fuse cavity # 51 between the thumb and forefinger and pull the unit firmly upward.
(4) Install the Integrated Power Module cover.

8W-97 POWER DISTRIBUTION

8W - 97 - 7

IOD FUSE (Continued)

INSTALLATION
(1) Turn the ignition switch to the Off position.
(2) Remove the Integrated Power Module cover.
(3) To install the IOD fuse, use a thumb to press
the IOD fuse holder unit in fuse cavity # 51 firmly
into the Integrated Power Module.
(4) Install the Integrated Power Module cover.

POWER OUTLET
DESCRIPTION
Two power outlets are utilized on this model. One
in the instrument panel center lower bezel and the
other in the center console. 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 integrated power module 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 Wiring
Diagrams.
(1) Check the fused B(+) fuse in the integrated
power module. 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 integrated power module. 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.
(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 integrated power
module 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.
(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 panel (Fig. 7).
(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.
(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 - 8

8W-97 POWER DISTRIBUTION

POWER OUTLET (Continued)

Fig. 8 ISO Relay
30
85
86
87
87A

Fig. 7 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

(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.

RELAY
DESCRIPTION
A relay (Fig. 8) 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 integrated power module.
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.

COMMON FEED
COIL GROUND
COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED

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.

DIAGNOSIS AND TESTING - RELAY
The relays are located in the integrated power
module. 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.

8W-97 POWER DISTRIBUTION

8W - 97 - 9

RELAY (Continued)

DIAGNOSIS & TESTING - RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) of
the integrated power module is connected to battery
voltage and should be hot at all times. Check for battery voltage at the fused B(+) circuit cavity in the
integrated power module receptacle for the relay. If
OK, go to Step 2. If not OK, repair the fused B(+) circuit to the integrated power module 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 integrated power module
that feeds the accessory when the relay is energized
by the ignition switch. There should be continuity
between the integrated power module cavity for relay
terminal 87 and the fused B(+) fuse in the integrated
power module at all times. If OK, go to Step 4. If not
OK, repair the open fused B(+) circuit to the integrated power module 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 integrated power
module 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 integrated power
module 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) Disconnect and isolate the negative battery
cable.
(2) Remove the relay by grasping it firmly and
pulling it straight out from its receptacle. A slight
back and fourth rocking motion may help the
removal process.

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.
(4) Connect the negative battery cable.

MICRO RELAY
DESCRIPTION

Fig. 9 DR 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. 9). 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
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.

OPERATION
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

8W - 97 - 10

8W-97 POWER DISTRIBUTION

MICRO RELAY (Continued)
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 DRB IIIt
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.

INSTALLATION
(1) Align the micro-relay terminals with the terminal cavities in the receptacle.
(2) Push firmly and evenly on the top of the relay
until the terminals are fully seated in the terminal
cavities in the receptacle.
(3) Connect the battery negative cable.

ENGINE

9-1

ENGINE
TABLE OF CONTENTS
page

page

ENGINE - 3.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ENGINE - 4.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
ENGINE - 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . 176

ENGINE - 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . 223
ENGINE 5.9L DIESEL . . . . . . . . . . . . . . . . . . . . . 280
ENGINE 8.0L. . . . . . . . . . . . . . . . . . . . . . . . . . . . 351

ENGINE - 3.7L
TABLE OF CONTENTS
page
ENGINE - 3.7L
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - LUBRICATION . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE . . . . . . . 8
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . . . . . 9
STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . . . . . . 9
STANDARD PROCEDURE - ENGINE
GASKET SURFACE PREPARATION . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
SPECIFICATIONS
SPECIFICATIONS – 3.7L ENGINE . . . . . . . . . 12
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
SPECIAL TOOLS
. . . . . . . . . . . . . . . . . . . . . . . 16
AIR CLEANER ELEMENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
CYLINDER HEAD - LEFT
DIAGNOSIS AND TESTING - CYLINDER HEAD
GASKET . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23

page
CAMSHAFT(S)
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - REFACING .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
ROCKER ARM
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
VALVE GUIDE SEALS
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
VALVE SPRINGS
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD - RIGHT
DIAGNOSIS AND TESTING - HYDRAULIC
LASH ADJUSTER
................
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
CAMSHAFT(S)
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .

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9-2

ENGINE - 3.7L

ROCKER ARM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
VALVE GUIDE SEALS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
VALVE SPRINGS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—CYLINDER BORE
HONING
..........................
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
CRANKSHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE
MAIN BEARING FITTING . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - FRONT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FLEX PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
CONNECTING ROD BEARING FITTING
..
STANDARD PROCEDURE—PISTON
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
STRUCTURAL COVER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .

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. 56
. 56
. 56

. . 57
. . 58

REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE . . . . . . . . . . . .
DIAGNOSIS AND TESTING - REAR SEAL
AREA LEAKS . . . . . . . . . . . . . . . . . . . . .
OIL PAN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL PRESSURE SENSOR/SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL
STANDARD PROCEDURE - ENGINE OIL
SERVICE . . . . . . . . . . . . . . . . . . . . . . . .
INTAKE MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - INTAKE
MANIFOLD LEAKS . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
EXHAUST MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
VALVE TIMING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE
MEASURING TIMING CHAIN WEAR . . .
SERVICE PROCEDURE - TIMING
VERIFICATION . . . . . . . . . . . . . . . . . . . .
BALANCE SHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .

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ENGINE - 3.7L

9-3

IDLER SHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 80
TIMING BELT / CHAIN COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

INSTALLATION . . . . . . . . . . . . . . . . .
TIMING BELT/CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . .
INSPECTION
..................
INSTALLATION . . . . . . . . . . . . . . . . .

ENGINE - 3.7L

block and houses the lower half of the crankshaft
main bearings. The cylinders are numbered from
front to rear with the left bank being numbered 1,3,
and 5 and the right bank being numbered 2,4, and 6.
The firing order is 1–6–5–4–3–2. The engine serial
number is located at the right front side of the
engine block

DESCRIPTION
The 3.7 liter (226 CID) six-cylinder engine is an
90° single overhead camshaft engine (Fig. 1). The
cast iron cylinder block is made up of two different
components; the first component is the cylinder bore
and upper block, the second component is the bedplate that comprises the lower portion of the cylinder

Fig. 1 3.7 L ENGINE

. . . . . . . . 81
. . . . . . . . 81
. . . . . . . . 83
. . . . . . . . 84

9-4

ENGINE - 3.7L

ENGINE - 3.7L (Continued)

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 performance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)—PERFORMANCE and (Refer to 9 - ENGINE DIAGNOSIS AND TESTING)—MECHANICAL for
possible causes and corrections of malfunctions.
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY DIAGNOSIS AND TESTING) and (Refer to 14 FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS
AND TESTING) for the fuel system diagnosis.

Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagnosis is provided within the following diagnosis:
• Cylinder Compression Pressure Test (Refer to 9 ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine 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).

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
CONDITION
ENGINE WILL NOT START

ENGINE STALLS OR ROUGH IDLE

POSSIBLE CAUSE

CORRECTION

1. Weak battery

1. Charge or replace as necessary.

2. Corroded or loose battery
connections.

2. Clean and tighten battery
connections. Apply a coat of light
mineral grease to the terminals.

3. Faulty starter.

3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).

4. Faulty coil or control unit.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

5. Incorrect spark plug gap.

5. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

6. Incorrect right bank cam timing.

6. Refer to engine timing in this
section.

7. Dirt or water in fuel system.

7. Clean system and replace fuel
filter.

8.Faulty fuel pump, relay or wiring.

8.Repair or replace as necessary.

9. Faulty cam or crank sensor

9. Refer to Ignition system.

1. Vacuum leak.

1. Inspect intake manifold and
vacuum hoses, repair or replace as
necessary.

2. Faulty crank position sensor

2. Replace crank position sensor.

3. Faulty coil.

3. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

ENGINE - 3.7L

9-5

ENGINE - 3.7L (Continued)
CONDITION

1. ENGINE LOSS OF POWER

1. ENGINE MISSES ON
ACCELERATION

1. ENGINE MISSES AT HIGH
SPEED

POSSIBLE CAUSE

CORRECTION

4. Incorrect cam timing.

4. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).

1. Dirty or incorrectly gapped spark
plugs.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Dirt or water in fuel system.

2. Clean system and replace fuel
filter.

3. Faulty fuel pump.

3. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL PUMP DIAGNOSIS AND TESTING).

4. Blown cylinder head gasket.

4. Replace cylinder head gasket.

5. Low compression.

5. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING), repair
as necessary.

6. Burned, warped or pitted valves.

6. Replace as necessary.

7. Plugged or restricted exhaust
system.

7. Inspect and replace as
necessary.

8. Faulty coil.

8. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

9. Incorrect cam timing.

9. Refer to Engine TIming in this
section.

1. Spark plugs dirty or incorrectly
gapped.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Dirt in fuel system.

2. Clean fuel system.

3. Burned, warped or pitted valves.

3. Replcae as necessary.

4. Faulty coil.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

1. Spark plugs dirty or incorrectly
gapped.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Faulty coil.

2. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

3. Dirt or water in fuel system.

3. Clean system and replace fuel
filter.

9-6

ENGINE - 3.7L

ENGINE - 3.7L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION
NOISY VALVES

CONNECTING ROD NOISE

MAIN BEARING NOISE

POSSIBLE CAUSES

CORRECTIONS

1. High or low oil level in
crankcase.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Thin or diluted oil.

2. Change oil and filter.

3. Low oil pressure.

3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

4. Dirt in lash adjusters.

4. Replace as necessary.

5. Worn rocker arms.

5. Replace as necessary.

6. Worn lash adjusters

6. Replace as necessary.

7. Worn valve guides.

7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)

8. Excessive runout of valve seats
on valve faces.

8. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)

1. Insufficient oil supply.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Low oil pressure.

2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

3. Thin or diluted oil.

3. Change oil and filter.

4. Excessive bearing clearance.

4. Replace as necessary.

5. Connecting rod journal
out-of-round.

5. Service or replace crankshaft.

6. Misaligned connecting rods.

6. Replace bent connecting rods.

1. Insufficient oil supply.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Low oil pressure.

2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

3. Thin or diluted oil.

3. Change oil and filter.

4. Excessive bearing clearance.

4. Replace as necessary.

5. Excessive end play.

5. Check thrust washers for wear.

6. Crankshaft journal out-of round.

6. Service or replace crankshaft.

7. Loose flywheel or torque
converter.

7. Tighten to correct torque

ENGINE - 3.7L

9-7

ENGINE - 3.7L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
CONDITION

POSSIBLE CAUSES

CORRECTION

OIL LEAKS

1. Gaskets and O-Rings.

(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 (Refer to 9
- ENGINE/ENGINE BLOCK/
CRANKSHAFT OIL SEAL - REAR REMOVAL).

3. Crankshaft seal flange.
Scratched, nicked or grooved.

3. Polish or replace crankshaft.

4. Oil pan flange cracked.

4. Replace oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN REMOVAL).

5. Timing chain cover seal,
damaged or misaligned.

5. Replace seal (Refer to 9 ENGINE/ENGINE BLOCK/
CRANKSHAFT OIL SEAL - FRONT
- REMOVAL).

6. Scratched or damaged vibration
damper hub.

6. Polish or replace damper.

OIL PRESSURE DROP

1. Low oil level.

1. Check and correct oil level.

2. Faulty oil pressure sending unit.

2. Replace sending unit (Refer to 9
- ENGINE/LUBRICATION/OIL
PRESSURE SENSOR/SWITCH REMOVAL).

3. Low oil pressure.

3. Check oil pump and bearing
clearance.

4. Clogged oil filter.

4. Replace oil filter (Refer to 9 ENGINE/LUBRICATION/OIL FILTER
- REMOVAL).

5. Worn oil pump.

5. Replace oil pump (Refer to 9 ENGINE/LUBRICATION/OIL PUMP
- REMOVAL).

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. Replace oil pump (Refer to 9 ENGINE/LUBRICATION/OIL PUMP
- REMOVAL).

9. Oil pick up tube loose, damaged
or clogged.

9. Replace as necessary.

9-8

ENGINE - 3.7L

ENGINE - 3.7L (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 (Refer to 9 ENGINE/ENGINE BLOCK/PISTON
RINGS - STANDARD
PROCEDURE).

3. Incorrect ring size installed.

3. Replace rings (Refer to 9 ENGINE/ENGINE BLOCK/PISTON
RINGS - STANDARD
PROCEDURE).

4. Worn valve guides.

4. Ream guides and replace valves
(Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE).

5. Leaking valve guide seals.

5. Replace valve guide seals.

DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE
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.
(3) Secure the throttle in the wide-open position.
(4) Disable the fuel system (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY - DESCRIPTION).
(5) Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN
RELAY - REMOVAL).
(6) Insert a compression pressure gauge and rotate
the engine with the engine starter motor for three
revolutions.
(7) Record the compression pressure on the 3rd
revolution. Continue the test for the remaining cylinders.
(8) (Refer to 9 - ENGINE - SPECIFICATIONS) for
the correct engine compression pressures.

• Exhaust and intake valve leaks (improper seating).
• Leaks between adjacent cylinders or into water
jacket.
• Any causes for combustion/compression pressure
loss.
(1) Check the coolant level and fill as required. DO
NOT install the radiator cap.
(2) Start and operate the engine until it attains
normal operating temperature, then turn the engine
OFF.
(3) Remove the spark plugs.
(4) Remove the oil filler cap.
(5) Remove the air cleaner hose.
(6) 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.
(7) Perform the test procedures on each cylinder
according to the tester manufacturer’s instructions.
Set piston of cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping
through the throttle body, tailpipe and 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.
Refer to CYLINDER COMBUSTION PRESSURE
LEAKAGE DIAGNOSIS CHART.

ENGINE - 3.7L

9-9

ENGINE - 3.7L (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.
Inspect valve springs. 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.
Inspect valve springs. 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 - 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 - 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

9 - 10

ENGINE - 3.7L

ENGINE - 3.7L (Continued)
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 than 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 - ENGINE GASKET
SURFACE PREPARATION
To ensure engine gasket sealing, proper surface
preparation must be performed, especially with the
use of aluminum engine components and multi-layer
steel cylinder head gaskets.
Never use the following to clean gasket surfaces:
• Metal scraper
• Abrasive pad or paper to clean cylinder block
and head
• High speed power tool with an abrasive pad or a
wire brush (Fig. 2)
NOTE: Multi-Layer Steel (MLS) head gaskets require
a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:

• Solvent or a commercially available gasket
remover
• Plastic or wood scraper (Fig. 2)
• Drill motor with 3M Roloc™ Bristle Disc (white
or yellow) (Fig. 2)
CAUTION: Excessive pressure or high RPM (beyond
the recommended speed), can damage the sealing
surfaces. The mild (white, 120 grit) bristle disc is
recommended. If necessary, the medium (yellow, 80
grit) bristle disc may be used on cast iron surfaces
with care.

Fig. 2 Proper Tool Usage For Surface Preparation
1 - ABRASIVE PAD
2 - 3M ROLOC™ BRISTLE DISC
3 - PLASTIC/WOOD SCRAPER

REMOVAL
(1) Disconnect the battery negative cable.
(2) Remove hood. Mark hood hinge location for
reinstallation.
(3) Remove air cleaner assembly.
(4) Remove radiator core support bracket.
(5) Remove fan shroud with viscous fan assembly.
(6) Remove drive belt.
(7) Remove A/C compressor and secure away from
engine.
(8) Remove generator and secure away from
engine.
NOTE: Do NOT remove the phenolic pulley from the
P/S pump. It is not required for P/S pump removal.
(9) Remove power steering pump with lines
attached and secure away from engine.
(10) Drain cooling system.
(11) Disconnect the heater hoses from the engine.

ENGINE - 3.7L

9 - 11

ENGINE - 3.7L (Continued)
(12) Disconnect heater hoses from heater core and
remove hose assembly.
(13) Disconnect throttle and speed control cables.
(14) Remove upper radiator hose from engine.
(15) Remove lower radiator hose from engine.
(16) Remove radiator/cooling module assembly.
(17) Disconnect the engine to body ground straps
at the left side of cowl.
(18) Disconnect the engine wiring harness at the
following points:
• Intake air temperature (IAT) sensor
• Fuel Injectors
• Throttle Position (TPS) Switch
• Idle Air Control (IAC) Motor
• Engine Oil Pressure Switch
• Engine Coolant Temperature (ECT) Sensor
• Manifold Absolute Pressure MAP) Sensor
• Camshaft Position (CMP) Sensor
• Coil Over Plugs
• Crankshaft Position Sensor
(19) Remove coil over plugs.
(20) Release fuel rail pressure.
(21) Remove fuel rail and secure away from
engine.
NOTE: It is not necessary to release the quick connect fitting from the fuel supply line for engine
removal.
(22) Remove the PCV hose.
(23) Remove the breather hoses.
(24) Remove the vacuum hose for the power brake
booster.
(25) Disconnect knock sensors.
(26) Remove engine oil dipstick tube.
(27) Remove intake manifold.
(28) Install engine lifting fixture,special tool#8247,
using original fasteners from the removed intake
manifold, and fuel rail. Torque to factory specifications.
NOTE: Recheck bolt torque for engine lift plate
before removing engine.
(29) Secure the left and right engine wiring harnesses away from engine.
(30) Raise vehicle.
(31) Disconnect oxygen sensor wiring.
(32) Disconnect crankshaft postion sensor.
(33) Disconnect the engine block heater power
cable, if equipped.
(34) Disconnect the front propshaft at the front
differential and secure out of way.
NOTE: It is necessary to disconnect the front propshaft for access to the starter and left side exhaust
flange.

(35) Remove the starter.
(36) Remove the ground straps from the left and
right side of the block.
(37) Disconnect the right and left exhaust pipes at
the manifolds and from the crossover, and remove
from the vehicle.
NOTE: The exhaust clamps at the manifolds cannot
be reused. New clamps must be used or leaks may
occur.
(38) Remove the structural cover.
(39) Remove torque convertor bolts, and mark
location for reassembly.
(40) Remove transmission bellhousing to engine
bolts.
(41) Remove left and right engine mount thru
bolts.
(42) Lower the vehicle.
(43) Support the transmission with a suitable jack.
(44) Connect a suitable engine hoist to the engine
lift plate.
(45) Remove engine from vehicle.

INSTALLATION
(1) Position the engine in the vehicle.
(2) Install both left and right side engine mounts
onto engine.
(3) Raise the vehicle.
(4) Install the transmission bellhousing to engine
mounting bolts. Tighten the bolts to 41 N·m (30ft.
lbs.).
(5) Tighten the engine mount thru bolts.
(6) Install the torque convertor bolts.
(7) Connect the ground straps on the left and right
side of the engine.
(8) Install the starter.
(9) Connect the crankshaft position sensor.
(10) Install the engine block heater power cable, if
equipped.
CAUTION: The structural cover requires a specific
torque sequence. Failure to follow this sequence
may cause severe damage to the cover.
(11) Install the structural cover.
NOTE: New clamps must be used on exhaust manifold flanges. Failure to use new clamps may result
in exhaust leaks.
(12)
(13)
(14)
(15)
(16)

Install the left and right exhaust pipes.
Connect the left and right oxygen sensors.
Lower vehicle.
Remove the engine lift plate.
Connect the knock sensors.

9 - 12

ENGINE - 3.7L

ENGINE - 3.7L (Continued)
(17) Connect the engine to body ground straps at
the left side of the cowl.
(18) Install the intake manifold.
(19) Install the engine oil dipstick tube.
(20) Install the power brake booster vacuum hose.
(21) Install the breather hoses.
(22) Install the PCV hose.
(23) Install the fuel rail.
(24) Install the coil over plugs.
(25) Connect the engine wiring harness at the following points:
• Intake air temperature (IAT) sensor
• Fuel Injectors
• Throttle Position (TPS) Switch
• Idle Air Control (IAC) Motor
• Engine Oil Pressure Switch
• Engine Coolant Temperature (ECT) Sensor
• Manifold Absolute Pressure MAP) Sensor
• Camshaft Position (CMP) Sensor
• Coil Over Plugs
• Crankshaft Position Sensor
(26) Reinstall the radiator/cooling module assembly.
(27) Connect lower radiator hose.
(28) Connect upper radiator hose.
(29) Connect throttle and speed control cables.
(30) Install the heater hose assembly.
(31) Install coolant recovery bottle.
(32) Install the power steering pump.
(33) Install the generator.
(34) Install the A/C compressor.
(35) Install the drive belt.
(36) Install the fan shroud with the viscous fan
assembly.
(37) Install the radiator core support bracket.
(38) Install the air cleaner assembly.
(39) Refill the engine cooling system.
(40) Recharge the air conditioning.
(41) Install the hood.
(42) Check and fill engine oil.
(43) Connect the battery negative cable.
(44) Start the engine and check for leaks.

SPECIFICATIONS
SPECIFICATIONS – 3.7L ENGINE
DESCRIPTION

SPECIFICATION

Engine Type

90° SOHC V-6 12-Valve

Displacement

3.7 Liters / 3700 cc
226 ( Cubic Inches)

Bore

93.0 mm (3.66 in.)

Stroke

90.8 mm (3.40 in.)

Compression Ratio

9.1:1

Horsepower

210 BHP @ 5200 RPM

Torque

225 LB-FT @ 4200 RPM

Lead Cylinder

#1 Left Bank

Firing Order

1-6-5-4-3-2

CYLINDER BLOCK
Cylinder Block

Cast Iron

Bore Diameter

93.0 ± .0075 mm
(3.6619 ± 0.0003 in.)

Out of Round (MAX)

0.076 mm (0.003 in.)

Taper (MAX)

0.051 mm (0.002 in.)
PISTONS

Material

Aluminum Alloy

Diameter

92.975 mm (3.6605 in.)

Weight

367.5 grams (12.96 oz)

Ring Groove Diameter
No. 1

83.73 - 83.13 mm
(3.296 - 3.273 in.)

No. 2

82.833 - 83.033 mm
(3.261 - 3.310 in.)

No. 3

83.88 - 84.08 mm
(3.302 - 3.310 in.)

PISTON PINS
Type

Floating

Clearance In Piston

0.006 - 0.015 mm
(0.0002 - 0.0005 in.)

Diameter

24.017 - 24.020 mm
(0.9455 - 0.9456 in.)
PISTON RINGS

Ring Gap
Top Compression Ring

0.20 - 0.36 mm
(0.0079 - 0.0142 in.)

ENGINE - 3.7L

9 - 13

ENGINE - 3.7L (Continued)
DESCRIPTION
Second Compression
Ring

SPECIFICATION

DESCRIPTION

SPECIFICATION

0.37 - 0.63 mm

End Play

0.052 - 0.282 mm
(0.0021 - 0.0112 in.)

(0.0146 - 0.0249 in.)
Oil Control (Steel Rails)

0.25 - 0.76 mm
(0.0099 - 0.30 in.)

End Play (MAX)

0.282 mm (0.0112 in)

Connecting Rod
Journal
Diameter

Side Clearance
Top Compression Ring

.051 - .094 mm
Bearing Clearance

(0.0020 - 0.0037 in.)
Second Compression
Ring

0.015 - 0.055 mm

0.040 - 0.080 mm
Out of Round (MAX)

0.005 mm (0.0002 in.)

Taper (MAX)

0.006 mm (0.0002 in.)

(0.0016 - 0.0031 in.)
Oil Ring (Steel Ring)

57.908 - 57.892 mm

.019 - .229 mm
(.0007 - .0091 in.)

CAMSHAFT
Bore Diameter

26.02 - 26.04 mm
(1.0245 - 1.0252 in.)

Ring Width
Top Compression Ring

1.472 - 1.490 mm

Bearing Journal Diameter

(1.0227 - 1.0235 in.)

(0.057 - 0.058 in.)
Second Compression
Ring
Oil Ring (Steel Rails)

1.472 - 1.490 mm

25.975 - 25.995 mm

Bearing Clearance

0.025 - 0.065 mm
(0.001 - 0.0026 in.)

(0.057 - 0.058 in.)

Bearing Clearance (MAX)

0.065 mm (0.0026 in.)

0.445 - 0.470 mm

End Play

.075 - .200 mm
(0.003 - 0.0079 in.)

(0.017 - 0.018 in.)
CONNECTING RODS
Bearing Clearance

Piston Pin Clearance

Intake

0.10 - 0.35 mm

Opens (ATDC)

0.0°

(0.004 - 0.0138 in.)

Closes (ATDC)

236°

Duration

236°

Opens (BTDC)

233°

Closes (ATDC)

17°

Duration

250°

Valve Overlap

17°

.015 - .028 mm
(0.0006 - 0.0011 in.)

Bearing Bore Out of
Round

0.004 mm

(MAX)

(0.0002 in.)

Total Weight (Less
Bearing)

612 grams (21.588
ounces)

Exhaust

VALVES

CRANKSHAFT
Face Angle

Main Bearing Journal
Diameter

63.488 - 63.512 mm
(2.4996 - 2.5005 in.)

Bearing Clearance

.200 mm (0.0079 in.)

VALVE TIMING

0.015 - 0.055 mm
(0.0006 - 0.0022 in.)

Side Clearance

End Play (MAX)

45° - 45.5°

Head Diameter
Intake

(1.9103 - 1.9205 in.)

0.002 - 0.034 mm
Exhaust

Out of Round (MAX)

0.005 mm (0.0002 in.)

Taper (MAX)

0.006 mm (0.0004 in.)

48.52 - 48.78 mm
36.87 - 37.13 mm
1.4516 - 1.4618 in.)

9 - 14

ENGINE - 3.7L

ENGINE - 3.7L (Continued)
DESCRIPTION

SPECIFICATION

Length (Overall)
Intake

113.45 - 114.21 mm

DESCRIPTION
Spring Force (Valve
Open)
Intake

984.0
28.12
221.2
1.107

- 1040.0 N @
mm
- 233.8 lbs. @
in.)

Exhaust

965.0
28.12
216.9
1.107

- 1055.0 N @
mm
- 237.1 lbs. @
in.)

(4.4666 - 4.4965)
Exhaust

SPECIFICATION

114.92 - 115.68 mm
(4.5244 - 4.5543 in.)

Stem Diameter
Intake

6.931 - 6.957 mm
(0.2729 - 0.2739 in.)

Exhaust

6.902 - 6.928 mm

Number of Coils

(0.2717 - 0.2728 in.)
Stem - to - Guide
Clearance

Intake

7.30

Exhaust

7.45

Wire Diameter
Intake

0.018 - 0.069 mm

Intake and Exhaust

(0.0008 - 0.0028 in.)
Exhaust

0.047 - 0.098 mm
(0.0019 - 0.0039 in.)

Max. Allowable Stem to -

4.77 × 3.80mm
(0.1878 - 0.1496 in.)

Installed Height (Spring
Seat to Bottom of
Retainer)
Nominal

Guide Clearance
(Rocking
Method)
Intake

0.069 mm (0.0028 in.)

Exhaust

0.098 mm (0.0039 in.)

Valve Lift (Zero Lash)
Intake

12.00 mm (0.472 in.)

Exhaust

10.90 mm (0.4292 in.)

Intake

40.12 mm (1.579 in.)

Exhaust

40.12 mm (1.579 in.)

CYLINDER HEAD
Gasket Thickness
(Compressed)

0.7 mm (0.0276 in.)

Valve Seat Angle

44.5° - 45.0°

Valve Seat Runout (MAX)

0.051 mm (0.002 in.)

Valve Seat Width

VALVE SPRING

Intake

Free Length (Approx)

(0.0698 - 0.0928 in.)

Intake

48.92 mm (1.9260 in.)

Exhaust

49.81 mm (1.9610 in.)

Spring Force (Valve
Closed)
Intake

Exhaust

1.75 - 2.36 mm

Exhaust

1.71 - 2.32 mm
(0.0673 - 0.0911 in.)

Guide Bore Diameter
(Std.)
361.0 - 390.0 N @ 40.12
mm
(81.15 - 87.67 lbs. @
1.5795 in.)
390.0 - 430.0 N @ 40.12
mm
(87.67 - 96.66 lbs. @
1.5795 in.)

6.975 - 7.00 mm
(0.2747 - 0.2756 in.)

Cylinder Head Warpage
(Flatness)

0.0508 mm (0.002 in.)
OIL PUMP

Clearance Over
Rotors/End Face (MAX)

0.095 mm
(0.0038 in.)

ENGINE - 3.7L

9 - 15

ENGINE - 3.7L (Continued)
DESCRIPTION

SPECIFICATION

DESCRIPTION

Cover Out - of -Flat
(MAX)

0.025 mm (0.001 in.)

Inner and Outer Rotor
Thickness

12.02 mm (0.4731 in.)

Outer Rotor to pocket
(Diametral) clearance
(MAX)

.235 mm (.0093 in.)

Outer Rotor Diameter
(MIN)

85.925 mm (0.400 in.)

N·m

Ft.

In.

Lbs.

Flexplate—Bolts

—

Engine Mount Bracket to
Block—Bolts

—

Rear Mount to
Transmission—Bolts

—

M10 Bolts

—

M8 Bolts

—

250

—

105

Generator Mounting—Bolts

Tip Clearance Between
Rotors

Intake Manifold—Bolts

(MAX)

Refer to Procedure
for

0.150 mm (0.006 in.)
OIL PRESSURE

Tightening Sequence

At Curb Idle Speed
(MIN)*

25 kPa (4 psi)

@ 3000 rpm

170 - 758 kPa (25 - 110
psi)

* CAUTION: If pressure is zero at curb idle, DO
NOT run engine at 3000 rpm.

Oil Pan—Bolts

—

130

Oil Pan—Drain Plug

—

Oil Pump—Bolts

—

250

Oil Pump Cover—Bolts

—

105

Oil Pickup Tube—Bolt and
Nut

—

250

Block—Bolt

—

130

Oil Dipstick Tube to Engine

TORQUE
DESCRIPTION

N·m

Oil Fill Tube—Bolts

—

105

Ft.

In.

Timing Chain Guide—Bolts

—

250

Lbs.

Timing Chain Tensioner Arm

—

250

Hydraulic Tensioner—Bolts

—

250

Timing Chain Primary
Tensioner—Bolts

—

250

Timing Drive Idler Sprocket—
Bolt

—

Camshaft
Non - Oiled Sprocket Bolt

122

—

100

—

250

Timing Chain Cover—Bolts

—

Thermostat Housing—Bolts

—

105

Connecting Rod Cap—Bolts

—

Water Pump—Bolts

—

Bearing Cap Bolts
Counterbalance

shaft
retaining bolt

PLUS 90° TURN
Bed Plate—Bolts

Refer to Procedure

Crankshaft Damper—Bolt

175

130

—

Cylinder Head—Bolts
M11 Bolts

Refer

ToProcedure

M8 Bolts

Cylinder Head Cover—Bolts

—

105

Exhaust Manifold—Bolts

—

Exhaust Manifold Heat
Shield—Nuts

—

Then loosen 45°

9 - 16

ENGINE - 3.7L

ENGINE - 3.7L (Continued)

SPECIAL TOOLS

Spanner Wrench 6958

Handle C-4171

Adapter Pins 8346
Rear Crankshaft Seal Installer 8349

Front Crankshaft Seal Remover 8511
Rear Crankshaft Seal Remover 8506

Front Crankshaft Seal Installer 8348

Connecting Rod Guides 8507

ENGINE - 3.7L

DR
ENGINE - 3.7L (Continued)

Crankshaft Damper Installer 8512

Chain Tensioner Pins 8514

Puller 1026

VALVE SPRING COMPRESSOR 8426

Crankshaft Damper Removal Insert 8513

ENGINE LIFTING FIXTURE 8427

Chain Tensioner Wedge 8379

CAMSHAFT HOLDER 8428

9 - 17

9 - 18

ENGINE - 3.7L

ENGINE - 3.7L (Continued)

HOLDER SECONDARY CAMSHAFT CHAIN 8429

INSTALLER - REMOVER - COUNTER BALANCE
SHAFT 8641

Valve Spring Tester C-647
Remover, Rocker Arm 8516

Dial Indicator C-3339

Idler Shaft Remover 8517

Valve Spring Compressor C-3422-B

Valve Spring Compressor Adapters 8519

ENGINE - 3.7L

DR
ENGINE - 3.7L (Continued)

Pressure Tester Kit 7700
Bore Size Indicator C-119

Bloc–Chek–Kit C-3685–A

Oil Pressure Gauge C-3292

Piston Ring Compressor C-385

ENGINE SUPPORT FIXTURE 8534

9 - 19

9 - 20

ENGINE - 3.7L

AIR CLEANER ELEMENT
REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter) replacement.
(1) Loosen clamp (Fig. 3) and disconnect air duct
at air cleaner cover.
(2) Pry over 4 spring clips (Fig. 3) from housing
cover (spring clips retain cover to housing).
(3) Release housing cover from locating tabs on
housing (Fig. 3) and remove cover.
(4) Remove air cleaner element (filter) from housing.
(5) Clean inside of housing before replacing element.

Fig. 4 AIR CLEANER HOUSING
1 - AIR CLEANER HOUSING ASSEMBLY
2 - LOCATING PINS (4)

(3) Pry up 4 spring clips (Fig. 3) and lock cover to
housing.
(4) Install air duct to air cleaner cover and tighten
hose clamp to 3 N·m (30 in. lbs.) torque.
(5) If any other hose clamps were removed from
air intake system, tighten them to 3.4 N·m (30 in.
lbs.) torque.
(6) If any bolts were removed from air resonator
housing or air intake tubing, tighten them to 4.5 N·m
(40 in. lbs.) torque.

CYLINDER HEAD - LEFT
Fig. 3 AIR CLEANER HOUSING COVER
1
2
3
4
5

- CLAMP
- AIR DUCT
- AIR CLEANER COVER
- LOCATING TABS
- CLIPS (4)

Housing Assembly
(1) Loosen clamp (Fig. 3) and disconnect air duct
at air cleaner cover.
(2) Lift entire housing assembly from 4 locating
pins (Fig. 4).

INSTALLATION
(1) Install filter element into housing.
(2) Position housing cover into housing locating
tabs (Fig. 3).

DIAGNOSIS AND TESTING - CYLINDER HEAD
GASKET
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

ENGINE - 3.7L

9 - 21

CYLINDER HEAD - LEFT (Continued)
• 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 (Refer
to 9 - ENGINE - DIAGNOSIS AND TESTING). An
engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 50–70%
reduction in compression pressure.

(6) Remove the intake manifold(Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL).
(7) Remove the master cylinder and booster assembly(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/POWER BRAKE BOOSTER - REMOVAL).
(8) Remove the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(9) Remove the fan shroud and fan blade assembly(Refer to 7 - COOLING/ENGINE/RADIATOR FAN
- REMOVAL).
(10) Remove accessory drive belt(Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(11) Remove the power steering pump and set
aside.
(12) Rotate the crankshaft until the damper timing mark is aligned with TDC indicator mark (Fig.
5).

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 negative cable from the battery.
(2) Raise the vehicle on a hoist.
(3) Disconnect the exhaust pipe at the left side
exhaust manifold.
(4) Drain the engine coolant(Refer to 7 - COOLING - STANDARD PROCEDURE).
(5) Lower the vehicle.

Fig. 5 Engine Top Dead Center
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

(13) Verify the V6 mark on the camshaft sprocket
is at the 12 o’clock position (Fig. 6). Rotate the crankshaft one turn if necessary.
(14) Remove the crankshaft damper(Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(15) Remove the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).

9 - 22

ENGINE - 3.7L

CYLINDER HEAD - LEFT (Continued)

Fig. 6 CAMSHAFT SPROCKET V6 MARKS (#1 TDC, Exhaust stroke)
1 - LEFT CYLINDER HEAD
2 - RIGHT CYLINDER HEAD

(16) Lock the secondary timing chains to the idler

NOTE: Mark the secondary timing chain prior to
removal to aid in installation.
(17) Mark the secondary timing chain, one link on
each side of the V6 mark on the camshaft drive gear.
(18) Remove the left side secondary chain tensioner. Refer to Timing Chain and Sprockets.
(19) Remove the cylinder head access plug (Fig. 8).

Fig. 7 Using Special Tool 8429
1 - SPECIAL TOOL 8429
2 - CAMSHAFT CHAIN
3 - CRANKSHAFT TIMING GEAR

sprocket using Special Tool 8429 Timing Chain Holding Fixture (Fig. 7).

Fig. 8 Cylinder Head Access Plugs
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

(20) Remove the left side secondary chain
guide(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - REMOVAL).

ENGINE - 3.7L

9 - 23

CYLINDER HEAD - LEFT (Continued)
(21) Remove the retaining bolt and the camshaft
drive gear.

(1) Clean the cylinder head and cylinder block
mating surfaces (Fig. 10).

CAUTION: Do not allow the engine to rotate. Severe
damage to the valve train can occur.
CAUTION: Do not overlook the four smaller bolts at
the front of the cylinder head. Do not attempt to
remove the cylinder head without removing these
four bolts.
NOTE: The cylinder head is attached to the cylinder
block with twelve bolts.
(22) Remove the cylinder head retaining bolts.
(23) Remove the cylinder head and gasket. Discard
the gasket.
CAUTION: Do not lay the cylinder head on its gasket sealing surface, due to the design of the cylinder head gasket any distortion to the cylinder head
sealing surface may prevent the gasket from properly sealing resulting in leaks.

Fig. 10 Proper Tool Usage For Surface Preparation
1 - PLASTIC/WOOD SCRAPER

INSTALLATION
NOTE: The cylinder head bolts are tightened using
a torque plus angle procedure. The bolts must be
examined BEFORE reuse. If the threads are necked
down the bolts should be replaced.
Necking can be checked by holding a straight edge
against the threads. If all the threads do not contact
the scale, the bolt should be replaced (Fig. 9).

(2) Position the new cylinder head gasket on the
locating dowels.
CAUTION: When installing cylinder head, use care
not damage the tensioner arm or the guide arm.
(3) Position the cylinder head onto the cylinder
block. Make sure the cylinder head seats fully over
the locating dowels.
NOTE: The four smaller cylinder head mounting
bolts require sealant to be added to them before
installing. Failure to do so may cause leaks.
(4) Lubricate the cylinder head bolt threads with
clean engine oil and install the eight M11 bolts.
(5) Coat the four M8 cylinder head bolts with
Mopart Lock and Seal Adhesive then install the
bolts.

Fig. 9 Checking Cylinder Head Bolts for Stretching
(Necking)
1
2
3
4

STRETCHED BOLT
THREADS ARE NOT STRAIGHT ON LINE
THREADS ARE STRAIGHT ON LINE
UNSTRETCHED BOLT

CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a metal scraper
because the surfaces could be cut or ground. Use
only a wooden or plastic scraper.

NOTE: The cylinder head bolts are tightened using
an angle torque procedure, however, the bolts are
not a torque-to-yield design.
(6) Tighten the bolts in sequence using the following steps and torque values:
• Step 1: Tighten bolts 1–8, 27 N·m (20 ft. lbs.).
• Step 2: Verify that bolts 1–8, all reached 27 N·m
(20 ft. lbs.), by repeating step-1 without loosening the
bolts. Tighten bolts 9 thru 12 to 14 N·m (10 ft. lbs.).
• Step 3: Tighten bolts 1–8, 90 degrees (Fig. 11).

9 - 24

ENGINE - 3.7L

CYLINDER HEAD - LEFT (Continued)
• Step 4: Tighten bolts 1–8, 90 degrees, again.
Tighten bolts 9–12, 26 N·m (19 ft. lbs.)

Fig. 11 Cylinder head Tightening Sequence

(16) Install the fan blade assembly and fan shroud(Refer to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(17) Install the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(18) Reinstall the master cylinder and booster
assembly(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/POWER BRAKE BOOSTER - INSTALLATION).
(19) Install the intake manifold(Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(20) Refill the cooling system(Refer to 7 - COOLING - STANDARD PROCEDURE).
(21) Raise the vehicle.
(22) Install the exhaust pipe onto the left exhaust
manifold.
(23) Lower the vehicle.
(24) Connect the negative cable to the battery.
(25) Start the engine and check for leaks.

CAMSHAFT(S)

* - INDICATES SEALANT ON THREADS

(7) Position the secondary chain onto the camshaft
drive gear, making sure one marked chain link is on
either side of the V6 mark on the gear then using
Special Tool 8428 Camshaft Wrench, position the
gear onto the camshaft.
CAUTION: Remove excess oil from camshaft
sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torqueing of bolt
resulting in bolt failure.
(8) Install the camshaft drive gear retaining bolt.
(9) Install the left side secondary chain guide(Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/
CHAIN AND SPROCKETS - INSTALLATION).
(10) Install the cylinder head access plug.
(11) Re-set and Install the left side secondary
chain tensioner(Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
(12) Remove Special Tool 8429.
(13) Install the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(14) Install the crankshaft damper(Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION). Tighten damper bolt 175 N·m (130
Ft. Lbs.).
(15) Install the power steering pump.

DESCRIPTION
The camshafts consist of powdered metal steel
lobes which are sinter-bonded to a steel tube. Four
bearing journals are machined into the camshaft.
Camshaft end play is controlled by two thrust walls
that border the nose piece journal. Engine oil enters
the hollow camshafts at the third journal and lubricates every intake lobe rocker through a drilled passage in the intake lobe.

ENGINE - 3.7L

9 - 25

CAMSHAFT(S) (Continued)
(3) Mark one link on the secondary timing chain
on both sides of the V6 mark on the camshaft
sprocket to aid in installation.
CAUTION: Do not hold or pry on the camshaft target wheel (Located on the right side camshaft
sprocket) for any reason, Severe damage will occur
to the target wheel resulting in a vehicle no start
condition.
(4) Loosen but DO NOT remove the camshaft
sprocket retaining bolt. Leave the bolt snug against
the sprocket.
NOTE: The timing chain tensioners must be
secured prior to removing the camshaft sprockets.
Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal
in order to reset tensioners.
CAUTION: Do not force wedge past the narrowest
point between the chain strands. Damage to the
tensioners may occur.
(5) Position Special Tool 8379 timing chain wedge
between the timing chain strands, tap the tool to
securely wedge the timing chain against the tensioner arm and guide (Fig. 12).

Fig. 13 Special Tool 8428
1 - Camshaft hole
2 - Special Tool 8428

(7) Using Special Tool 8428 Camshaft Wrench,
gently allow the camshaft to rotate 5° clockwise until
the camshaft is in the neutral position (no valve
load).
(8) Starting at the outside working inward, loosen
the camshaft bearing cap retaining bolts 1/2 turn at
a time. Repeat until all load is off the bearing caps.
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL
OCCUR TO THE BEARING CAPS.
NOTE: When the camshaft is removed the rocker
arms may slide downward, mark the rocker arms
before removing camshaft.
(9) Remove the camshaft bearing caps and the
camshaft.

INSTALLATION
Fig. 12 SECURING TIMING CHAIN TENSIONERS
USING TIMING CHAIN WEDGE — Typical
1
2
3
4

SPECIAL TOOL 8379
CAMSHAFT SPROCKET
CAMSHAFT SPROCKET BOLT
CYLINDER HEAD

(6) Hold the camshaft with Special Tool 8428 Camshaft Wrench, while removing the camshaft sprocket
bolt and sprocket (Fig. 13).

(1) Lubricate camshaft journals with clean engine
oil.
NOTE: Position the left side camshaft so that the
camshaft sprocket dowel is near the 1 o’clock position, This will place the camshaft at the neutral
position easing the installation of the camshaft
bearing caps.
(2) Position the camshaft into the cylinder head.

9 - 26

ENGINE - 3.7L

CAMSHAFT(S) (Continued)
(3) Install the camshaft bearing caps, hand tighten
the retaining bolts.
NOTE: Caps should be installed so that the
stamped numbers on the caps are in numerical
order, ( 1 thru 4 ) from the front to the rear of the
engine. All caps should be installed so that the
stamped arrows on the caps point toward the front
of the engine.
(4) Working in 1⁄2 turn increments, tighten the
bearing cap retaining bolts starting with the middle
cap working outward (Fig. 14).

(10) Using Special Tool 6958 spanner wrench with
adapter pins 8346, torque the camshaft sprocket
retaining bolt to 122 N·m (90 ft. lbs.).
(11) Install the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

CYLINDER HEAD COVER(S)
DESCRIPTION
The cylinder head covers are made of single layer
stamped steel, and are not interchangable from sideto-side (Fig. 15).

Fig. 14 CAMSHAFT BEARING CAPS TIGHTENING
(5) Torque the camshaft bearing cap retaining
bolts to 11 N·m (100 in. lbs.).
(6) Position the camshaft drive gear into the timing chain aligning the V6 mark between the two
marked chain links (Two links marked during removal).
(7) Using Special Tool 8428 Camshaft Wrench,
rotate the camshaft until the camshaft sprocket
dowel is aligned with the slot in the camshaft
sprocket. Install the sprocket onto the camshaft.

Fig. 15 CYLINDER HEAD COVERS
1 - LEFT SIDE CYLINDER HEAD COVER
2 - RIGHT SIDE CYLINDER HEAD COVER

REMOVAL
CAUTION: Remove excess oil from camshaft
sprocket bolt. Failure to do so can cause bolt overtorque resulting in bolt failure.
(8) Remove excess oil from bolt, then install the
camshaft sprocket retaining bolt and hand tighten.
(9) Remove Special Tool 8379 timing chain wedge.

(1) Disconnect negative cable from battery.
(2) Remove the resonator assemble and air inlet
hose.
(3) Disconnect injector connectors and un-clip the
injector harness.
(4) Route injector harness in front of cylinder head
cover.
(5) Disconnect the left side breather tube and
remove the breather tube.

ENGINE - 3.7L

9 - 27

CYLINDER HEAD COVER(S) (Continued)
(6) Remove the cylinder head cover mounting bolts
(Fig. 16).
(7) Remove cylinder head cover and gasket.
NOTE: The gasket may be used again, providing no
cuts, tears, or deformation has occurred.

(5) Install the resonator and air inlet hose.
(6) Connect negative cable to battery.

INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves are made of heat resistant steel and
have chrome plated stems to prevent scuffing. Each
valve is actuated by a roller rocker arm which pivots
on a stationary lash adjuster. All valves use three
bead lock keepers to retain the springs and promote
valve rotation.

Fig. 16 CYLINDER HEAD COVER -TYPICAL
1 - SCREWS
2 - CYLINDER HEAD COVER

INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
NOTE: The gasket may be used again, provided no
cuts, tears, or deformation has occurred.
(1) Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary.
(2) Tighten cylinder head cover bolts and double
ended studs to 12 N·m (105 in. lbs.).
(3) Install left side breather and connect breather
tube.
(4) Connect injector electrical connectors and injector harness retaining clips.

(1) Using a suitable dial indicator measure the
center of the valve seat Total run out must not
exceed 0.051 mm (0.002 in).
(2) Apply a small amount of Prussian blue to the
valve seat, insert the valve into the cylinder head,
while applying light pressure on the valve rotate the
valve. Remove the valve and examine the valve face.
If the blue is transferred below the top edge of the
valve face, lower the valve seat using a 15 degree
stone. If the blue is transferred to the bottom edge of
the valve face, raise the valve seat using a 65 degree
stone.
(3) When the seat is properly positioned the width
of the intake seat must be 1.75 – 2.36 mm (0.0689 –
0.0928 in.) and the exhaust seat must be 1.71 – 2.32
mm (0.0673 – 0.0911 in.).
(4) Check the valve spring installed height after
refacing the valve and seat. The installed height for
both intake and exhaust valve springs must not
exceed 40.74 mm (1.6039 in.).

9 - 28

ENGINE - 3.7L

INTAKE/EXHAUST VALVES & SEATS (Continued)
(5) The valve seat and valve face must maintain a
face angle of 44.5 – 45 degrees angle (Fig. 17).

Fig. 18 Rocker Arm Removal
Fig. 17 Valve Assembly Configuration
1
2
3
4
5
6

VALVE LOCKS (3–BEAD)
RETAINER
VALVE STEM OIL SEAL
INTAKE VALVE
EXHAUST VALVE
VALVE SPRING

REMOVAL
NOTE: The cylinder heads must be removed in
order to perform this procedure.
(1) Remove rocker arms and lash adjusters(Refer
to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). (Fig. 18).
(2) Remove the camshaft bearing caps and the
camshaft.
NOTE: All six valve springs and valves are removed
in the same manner; this procedure only covers
one valve and valve spring.
(3) Using Special Tool C-3422–B or C-3422–C
Valve Spring Compressor and Special tool 8519
Adapter, compress the valve spring.
NOTE: It may be necessary to tap the top of the
valve spring to loosen the spring retainers locks
enough to be removed.
(4) Remove the two spring retainer lock halves.
NOTE: the valve spring is under tension use care
when releasing the valve spring compressor.

1 - CAMSHAFT
2 - SPECIAL TOOL 8516

(5) Remove the valve spring compressor.
(6) Remove the spring retainer, and the spring.
NOTE: Check for sharp edges on the keeper
grooves. Remove any burrs from the valve stem
before removing the valve from the cylinder head.
(7) Remove the valve from the cylinder head.
NOTE: The valve stem seals are common between
intake and exhaust.
(8) Remove the valve stem seal. Mark the valve for
proper installation.

TESTING VALVE SPRINGS
NOTE: Whenever the valves are removed from the
cylinder head it is recommended that the valve
springs be inspected and tested for reuse.
Inspect the valve springs for physical signs of wear
or damage. Turn table of tool C-647 until surface is
in line with the 40.12 mm (1.579 in.) mark on the
threaded stud and the zero mark on the front. Place
spring over the 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 two. This
will give the spring load at test length. Fractional
measurements are indicated on the table for finer

ENGINE - 3.7L

9 - 29

INTAKE/EXHAUST VALVES & SEATS (Continued)
adjustments. Refer to Specifications Section to obtain
specified height and allowable tensions. Replace any
springs that do not meet specifications (Fig. 19).

Fig. 19 Testing Valve Springs
1 - SPECIAL TOOL C-647

INSTALLATION
(1) coat the valve stem with clean engine oil and
insert it into the cylinder head.
(2) Install the valve stem seal. make sure the seal
is fully seated and that the garter spring at the top
of the seal is intact.
(3) Install the spring and the spring retainer (Fig.
20).
(4) Using the valve spring compressor, compress
the spring and install the two valve spring retainer
halves.
(5) Release the valve spring compressor and make
sure the two spring retainer halves and the spring
retainer are fully seated.
(6) lubricate the camshaft journal with clean
engine oil then Position the camshaft (with the
sprocket dowel on the left camshaft at 11 o’clock and
the right camshaft at 12 o’clock), then position the
camshaft bearing caps.
(7) Install the camshaft bearing cap retaining
bolts. Tighten the bolts 9–13 N·m (100 in. lbs.) in 1⁄2
turn increments in the sequence shown (Fig. 21).
(8) Position the hydraulic lash adjusters and
rocker arms(Refer to 9 - ENGINE/CYLINDER
HEAD/ROCKER ARM / ADJUSTER ASSY - INSTALLATION).

Fig. 20 Valve Assembly Configuration
1
2
3
4
5
6

VALVE LOCKS (3–BEAD)
RETAINER
VALVE STEM OIL SEAL
INTAKE VALVE
EXHAUST VALVE
VALVE SPRING

Fig. 21 Camshaft Bearing Caps Tightening
Sequence

9 - 30

ENGINE - 3.7L

ROCKER ARM
DESCRIPTION
The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 2.8
mm (0.11 inch) oil hole in the lash adjuster socket for
roller and camshaft lubrication.

REMOVAL
NOTE: Disconnect the battery negative cable to prevent accidental starter engagement.
(1) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) For rocker arm removal on cylinder #4, Rotate
the crankshaft until cylinder #1 is at BDC intake
stroke.
(3) For rocker arm removal on cylinder #1, Rotate
the crankshaft until cylinder #1 is at BDC combustion stroke.
(4) For rocker arm removal on cylinders #3 and #5,
Rotate the crankshaft until cylinder #1 is at TDC
exhaust stroke.
(5) For rocker arm removal on cylinders #2 and #6,
Rotate the crankshaft until cylinder #1 is at TDC
ignition stroke.
(6) Using special tool 8516 Rocker Arm Remover,
press downward on the valve spring, remove rocker
arm (Fig. 22).

Fig. 22 Rocker Arm - Removal
1 - CAMSHAFT
2 - SPECIAL TOOL 8516

INSTALLATION
CAUTION: Make sure the rocker arms are installed
with the concave pocket over the lash adjusters.
Failure to do so may cause severe damage to the
rocker arms and/or lash adjusters.
NOTE: Coat the rocker arms with clean engine oil
prior to installation.
(1) For rocker arm installation on cylinders #4,
Rotate the crankshaft until cylinder #1 is at BDC
intake stroke.
(2) For rocker arm installation on cylinder #1,
Rotate the crankshaft until cylinder #1 is at BDC
combustion stroke.
(3) For rocker arm installation on cylinders #3 and
#5, Rotate the crankshaft until cylinder #1 is at TDC
exhaust stroke.
(4) For rocker arm installation on cylinders #2 and
#6, Rotate the crankshaft until cylinder #1 is at TDC
ignition stroke.
(5) Using special tool 8516 press downward on the
valve spring, install rocker arm (Fig. 23).

Fig. 23 Rocker Arm - Installation
1 - CAMSHAFT
2 - SPECIAL TOOL 8516

(6) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

ENGINE - 3.7L

9 - 31

VALVE GUIDE SEALS

INSTALLATION

DESCRIPTION

NOTE: All six valve springs and seals are removed
in the same manner; this procedure only covers
one valve seal and valve spring.

The valve guide seals are made of rubber and
incorporate an integral steel valve spring seat. The
integral garter spring maintains consistent lubrication control to the valve stems.

VALVE SPRINGS
DESCRIPTION
The valve springs are made from high strength
chrome silicon steel. The springs are NOT common
for intake and exhaust applications. The valve spring
seat is integral with the valve stem seal, which is a
positive type seal to control lubrication.

REMOVAL
(1) Remove the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Using Special Tool 8516 Valve Spring Compressor, remove the rocker arms and the hydraulic lash
adjusters.
(3) Remove the spark plug for the cylinder the
valve spring and seal are to be removed from.
(4) Apply shop air to the cylinder to hold the
valves in place when the spring is removed.
NOTE: All six valve springs and seals are removed
in the same manner; this procedure only covers
one valve seal and valve spring.
(5) Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
NOTE: It may be necessary to tap the top of the
valve spring to loosen the spring retainers locks
enough to be removed.
(6) Remove the two spring retainer lock halves.
NOTE: the valve spring is under tension use care
when releasing the valve spring compressor.
(7) Remove the valve spring compressor.
NOTE: The valve springs are NOT common between
intake and exhaust.
(8) Remove the spring retainer, and the spring.
(9) Remove the valve stem seal.
NOTE: The valve stem seals are common between
intake and exhaust.

(1) Apply shop air to the cylinder to hold the
valves in place while the spring is installed.
NOTE: The valve stem seals are common between
intake and exhaust.
(2) Install the valve stem seal.
NOTE: The valve springs are NOT common between
intake and exhaust.
(3) Install the spring retainer, and the spring.
(4) Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
(5) Install the two spring retainer lock halves.
NOTE: the valve spring is under tension use care
when releasing the valve spring compressor.
(6) Remove the valve spring compressor.
(7) Disconnect the shop air to the cylinder.
(8) Install the spark plug for the cylinder the valve
spring and seal was installed on.
(9) Using Special Tool 8516 Valve Spring Compressor, install the rocker arms and the hydraulic lash
adjusters.
(10) Install the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

CYLINDER HEAD - RIGHT
DIAGNOSIS AND TESTING - HYDRAULIC LASH
ADJUSTER
A tappet-like noise may be produced from several
items. Check the following items.
(1) Engine oil level too high or too low. This may
cause aerated oil to enter the adjusters and cause
them to be spongy.
(2) Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be
required.
(3) Turn engine off and let set for a few minutes
before restarting. Repeat this several times after
engine has reached normal operating temperature.
(4) Low oil pressure.
(5) The oil restrictor in cylinder head gasket or the
oil passage to the cylinder head is plugged with
debris.

9 - 32

ENGINE - 3.7L

CYLINDER HEAD - RIGHT (Continued)
(6) Air ingested into oil due to broken or cracked
oil pump pick up.
(7) Worn valve guides.
(8) Rocker arm ears contacting valve spring
retainer.
(9) Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
(10) Oil leak or excessive cam bore wear in cylinder head.
(11) Faulty lash adjuster.
a. Check lash adjusters for sponginess while
installed in cylinder head and cam on camshaft at
base circle. Depress part of rocker arm over adjuster.
Normal adjusters should feel very firm. Spongy
adjusters can be bottomed out easily.
b. Remove suspected lash adjusters, and replace.
c. Before installation, make sure adjusters are at
least partially full of oil. This can be verified by little
or no plunger travel when lash adjuster is depressed.

REMOVAL
(1) Disconnect battery negative cable.
(2) Raise the vehicle on a hoist.
(3) Disconnect the exhaust pipe at the right side
exhaust manifold.
(4) Drain the engine coolant(Refer to 7 - COOLING - STANDARD PROCEDURE).
(5) Lower the vehicle.
(6) Remove the intake manifold(Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL).
(7) Remove the cylinder head cover(Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
(8) Remove the fan shroud(Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - REMOVAL).
(9) Remove oil fill housing from cylinder head.
(10) Remove accessory drive belt(Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(11) Rotate the crankshaft until the damper timing
mark is aligned with TDC indicator mark.
(12) Verify the V6 mark on the camshaft sprocket
is at the 12 o’clock position. Rotate the crankshaft
one turn if necessary.
(13) Remove the crankshaft damper(Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(14) Remove the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(15) Lock the secondary timing chains to the idler
sprocket using Special Tool 8429 Timing Chain Holding Fixture.
NOTE: Mark the secondary timing chain prior to
removal to aid in installation.

(16) Mark the secondary timing chain, one link on
each side of the V6 mark on the camshaft drive gear.
(17) Remove the right side secondary chain tensioner(Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
(18) Remove the cylinder head access plug.
(19) Remove the right side secondary chain
guide(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - REMOVAL).
CAUTION: The nut on the right side camshaft
sprocket should not be removed for any reason, as
the sprocket and camshaft sensor target wheel is
serviced as an assembly. If the nut was removed
retorque nut to 5 N·m (44 in. lbs.).
(20) Remove the retaining bolt and the camshaft
drive gear.
CAUTION: Do not allow the engine to rotate. severe
damage to the valve train can occur.
CAUTION: Do not overlook the four smaller bolts at
the front of the cylinder head. Do not attempt to
remove the cylinder head without removing these
four bolts.
CAUTION: Do not hold or pry on the camshaft target wheel for any reason. A damaged target wheel
can result in a vehicle no start condition.
NOTE: The cylinder head is attached to the cylinder
block with twelve bolts.
(21) Remove the cylinder head retaining bolts.
(22) Remove the cylinder head and gasket. Discard
the gasket.
CAUTION: Do not lay the cylinder head on its gasket sealing surface, do to the design of the cylinder
head gasket any distortion to the cylinder head
sealing surface may prevent the gasket from properly sealing resulting in leaks.

INSTALLATION
NOTE: The cylinder head bolts are tightened using
a torque plus angle procedure. The bolts must be
examined BEFORE reuse. If the threads are necked
down the bolts should be replaced.
Necking can be checked by holding a straight edge
against the threads (Fig. 24). If all the threads do not
contact the scale, the bolt should be replaced.

ENGINE - 3.7L

9 - 33

CYLINDER HEAD - RIGHT (Continued)
(3) Position the cylinder head onto the cylinder
block. Make sure the cylinder head seats fully over
the locating dowels.
NOTE: The four M8 cylinder head mounting bolts
require sealant to be added to them before installing. Failure to do so may cause leaks.

Fig. 24 Checking Cylinder Head Bolts for Stretching
(Necking)

(4) Lubricate the cylinder head bolt threads with
clean engine oil and install the eight M10 bolts.
(5) Coat the four M8 cylinder head bolts with
Mopar Lock and Seal Adhesive then install the
bolts.

1
2
3
4

NOTE: The cylinder head bolts are tightened using
an angle torque procedure, however, the bolts are
not a torque-to-yield design.

STRETCHED BOLT
THREADS ARE NOT STRAIGHT ON LINE
THREADS ARE STRAIGHT ON LINE
UNSTRETCHED BOLT

CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a metal scraper
because the surfaces could be cut or ground. Use
only a wooden or plastic scraper.
(1) Clean the cylinder head and cylinder block
mating surfaces (Fig. 25).

(6) Tighten the bolts in sequence using the following steps and torque values:
• Step 1: Tighten bolts 1–8, 27 N·m (20 ft. lbs.).
• Step 2: Verify that bolts 1–8, all reached 27 N·m
(20 ft. lbs.), by repeating step-1 without loosening the
bolts. Tighten bolts 9 thru 12 to 14 N·m (10 ft. lbs.).
• Step 3: Tighten bolts 1–8, 90 degrees (Fig. 26).
• Step 4: Tighten bolts 1–8, 90 degrees, again.
Tighten bolts 9–12, 26 N·m (19 ft. lbs.)

Fig. 25 Proper Tool Usage For Surface Preparation
1 - PLASTIC/WOOD SCRAPER

(2) Position the new cylinder head gasket on the
locating dowels.

Fig. 26 Cylinder Head Tightening Sequence
* - INDICATES SEALANT ON THREADS

CAUTION: When installing cylinder head, use care
not damage the tensioner arm or the guide arm.

CAUTION: The nut on the right side camshaft
sprocket should not be removed for any reason, as
the sprocket and camshaft sensor target wheel is
serviced as an assembly. If the nut was removed
retorque nut to 5 ft. lbs.( 60 in. lbs.).

9 - 34

ENGINE - 3.7L

CYLINDER HEAD - RIGHT (Continued)
(7) Position the secondary chain onto the camshaft
drive gear, making sure one marked chain link is on
either side of the V6 mark on the gear then using
Special Tool 8428 Camshaft Wrench, position the
gear onto the camshaft.

that border the nose piece journal. Engine oil enters
the hollow camshafts at the third journal and lubricates every intake lobe rocker through a drilled passage in the intake lobe.

REMOVAL
CAUTION: Remove excess oil from camshaft
sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torquing of bolt resulting in bolt failure.
(8) Install the camshaft drive gear retaining bolt.
(9) Install the right side secondary chain guide(Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/
CHAIN AND SPROCKETS - INSTALLATION).
(10) Install the cylinder head access plug.
(11) Re-set and install the right side secondary
chain tensioner(Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
(12) Remove Special Tool 8429.
(13) Install the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(14) Install the crankshaft damper(Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION). Tighten damper bolt 175 N·m (130
Ft. Lbs.).
(15) Install accessory drive belt(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(16) Install the fan shroud(Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - INSTALLATION).
(17) Install the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(18) Install the intake manifold(Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(19) Install oil fill housing onto cylinder head.
(20) Refill the cooling system(Refer to 7 - COOLING - STANDARD PROCEDURE).
(21) Raise the vehicle.
(22) Install the exhaust pipe onto the right
exhaust manifold.
(23) Lower the vehicle.
(24) Reconnect battery negative cable.
(25) Start the engine and check for leaks.

CAMSHAFT(S)
DESCRIPTION
The camshafts consist of powdered metal steel
lobes which are sinter-bonded to a steel tube. Four
bearing journals are machined into the camshaft.
Camshaft end play is controlled by two thrust walls

CAUTION: When the timing chain is removed and
the cylinder heads are still installed, DO NOT forcefully rotate the camshafts or crankshaft independently of each other. Severe valve and/or piston
damage can occur.
CAUTION: When removing the cam sprocket, timing
chains or camshaft, Failure to use special tool 8379
will result in hydraulic tensioner ratchet over extension, Requiring timing chain cover removal to re-set
the tensioner ratchet.
(1) Remove the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Set engine to TDC cylinder #1, camshaft
sprocket V6 marks at the 12 o’clock position.
(3) Mark one link on the secondary timing chain
on both sides of the V6 mark on the camshaft
sprocket to aid in installation.
CAUTION: Do not hold or pry on the camshaft target wheel for any reason, Severe damage will occur
to the target wheel. A damaged target wheel could
cause a vehicle no start condition.
(4) Loosen but DO NOT remove the camshaft
sprocket retaining bolt. Leave bolt snug against
sprocket.
NOTE: The timing chain tensioners must be
secured prior to removing the camshaft sprockets.
Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal
in order to reset tensioners.
CAUTION: Do not force wedge past the narrowest
point between the chain strands. Damage to the
tensioners may occur.
(5) Position Special Tool 8379 timing chain wedge
between the timing chain strands. Tap the tool to
securely wedge the timing chain against the tensioner arm and guide.
(6) Remove the camshaft position sensor.
(7) Hold the camshaft with Special Tool 8428 Camshaft Wrench, while removing the camshaft sprocket
bolt and sprocket.

ENGINE - 3.7L

9 - 35

CAMSHAFT(S) (Continued)
(8) Starting at the outside working inward, loosen
the camshaft bearing cap retaining bolts 1/2 turn at
a time. Repeat until all load is off the bearing caps.
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL
OCCUR TO THE BEARING CAPS.
NOTE: When the camshaft is removed the rocker
arms may slide downward, mark the rocker arms
before removing camshaft.
(9) Remove the camshaft bearing caps and the
camshaft.

INSTALLATION
(1) Lubricate camshaft journals with clean engine
oil.
NOTE: Position the right side camshaft so that the
camshaft sprocket dowel is near the 10 o’clock
position, This will place the camshaft at the neutral
position easing the installation of the camshaft
bearing caps.
(2) Position the camshaft into the cylinder head.
(3) Install the camshaft bearing caps, hand tighten
the retaining bolts.
NOTE: Caps should be installed so that the
stamped numbers on the caps are in numerical
order, ( 1 thru 4 ) from the front to the rear of the
engine. All caps should be installed so that the
stamped arrows on the caps point toward the front
of the engine.
(4) Working in 1/2 turn increments, tighten the
bearing cap retaining bolts starting with the middle
cap working outward (Fig. 27).
(5) Torque the camshaft bearing cap retaining
bolts to 11 N·m (100 in. lbs.).
(6) Position the camshaft drive gear into the timing chain aligning the V6 mark between the two
marked chain links (Two links marked during removal).
(7) Using Special Tool 8428 Camshaft Wrench,
rotate the camshaft until the camshaft sprocket
dowel is aligned with the slot in the camshaft
sprocket. Install the sprocket onto the camshaft.
CAUTION: Remove excess oil from camshaft
sprocket bolt. Failure to do so can cause bolt overtorque resulting in bolt failure.
(8) Remove excess oil from camshaft sprocket bolt,
then install the camshaft sprocket retaining bolt and
hand tighten.

Fig. 27 CAMSHAFT BEARING CAPS TIGHTENING
(9) Remove timing chain wedge special tool 8379.
(10) Using Special Tool 6958 spanner wrench with
adapter pins 8346, torque the camshaft sprocket
retaining bolt to 122 N·m (90 ft. lbs.).
(11) Install the camshaft position sensor.
(12) Install the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

CYLINDER HEAD COVER(S)
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove air cleaner assembly, resonator assembly and air inlet hose.
(3) Drain cooling system, below the level of the
heater hoses(Refer to 7 - COOLING - STANDARD
PROCEDURE).
(4) Remove accessory drive belt(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
(5) Remove air conditioning compressor retaining
bolts and move compressor to the left.
(6) Remove heater hoses.
(7) Disconnect injector and ignition coil connectors.
(8) Disconnect and remove positive crankcase ventilation (PCV) hose.
(9) Remove oil fill tube.
(10) Un-clip injector and ignition coil harness and
move away from cylinder head cover.
(11) Remove right rear breather tube and filter
assembly.

9 - 36

ENGINE - 3.7L

CYLINDER HEAD COVER(S) (Continued)
(12) Remove cylinder head cover retaining bolts.
(13) Remove cylinder head cover.

(3) For rocker arm removal on cylinder #1, Rotate
the crankshaft until cylinder #1 is at BDC combustion stroke.
(4) For rocker arm removal on cylinders #3 and #5,
Rotate the crankshaft until cylinder #1 is at TDC
exhaust stroke.
(5) For rocker arm removal on cylinders #2 and #6,
Rotate the crankshaft until cylinder #1 is at TDC
ignition stroke.
(6) Using special tool 8516 Rocker Arm Remover,
press downward on the valve spring, remove rocker
arm (Fig. 28).

(1) Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary.
(2) Tighten cylinder head cover bolts and double
ended studs to 12 N·m (105 in. lbs).
(3) Install right rear breather tube and filter
assembly.
(4) Connect injector, ignition coil electrical connectors and harness retaining clips.
(5) Install the oil fill tube.
(6) Install PCV hose.
(7) Install heater hoses.
(8) Install air conditioning compressor retaining
bolts.
(9) Install accessory drive belt(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(10) Fill Cooling system(Refer to 7 - COOLING STANDARD PROCEDURE).
(11) Install air cleaner assembly, resonator assembly and air inlet hose.
(12) Connect battery negative cable.

Fig. 28 Rocker Arm - Removal

ROCKER ARM

1 - CAMSHAFT
2 - SPECIAL TOOL 8516

DESCRIPTION
The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 2.8
mm (0.11 inch) oil hole in the lash adjuster socket for
roller and camshaft lubrication.

REMOVAL
NOTE: Disconnect the battery negative cable to prevent accidental starter engagement.
(1) Remove the cylinder head cover (Refer
ENGINE/CYLINDER
HEAD/CYLINDER
COVER(S) - REMOVAL).
(2) For rocker arm removal on cylinder #4,
the crankshaft until cylinder #1 is at BDC
stroke.

to 9 HEAD
Rotate
intake

VALVE GUIDE SEALS
DESCRIPTION
The valve guide seals are made of rubber and
incorporate an integral steel valve spring seat. The
integral garter spring maintains consistent lubrication control to the valve stems.

VALVE SPRINGS
DESCRIPTION
The valve springs are made from high strength
chrome silicon steel. There are different springs for
intake and exhaust applications. The valve spring
seat is integral with the valve stem seal, which is a
positive type seal to control lubrication.

ENGINE - 3.7L

9 - 37

VALVE SPRINGS (Continued)

INSTALLATION
NOTE: All six valve springs and seals are removed
in the same manner; this procedure only covers
one valve seal and valve spring.
(1) Apply shop air to the cylinder to hold the
valves in place while the spring is installed.
NOTE: The valve stem seals are common between
intake and exhaust.
(2) Install the valve stem seal.

NOTE: The valve springs are NOT common between
intake and exhaust.
(3) Install the spring retainer, and the spring.
(4) Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
(5) Install the two spring retainer lock halves.
NOTE: the valve spring is under tension use care
when releasing the valve spring compressor.
(6) Remove the valve spring compressor.
(7) Disconnect the shop air to the cylinder.
(8) Install the spark plug for the cylinder the valve
spring and seal was installed on.
(9) Using Special Tool 8516 Valve Spring Compressor, install the rocker arms and the hydraulic lash
adjusters.
(10) Install the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

ENGINE BLOCK
DESCRIPTION
The cylinder block is made of cast iron. The block
is a closed deck design with the left bank forward. To
provide high rigidity and improved NVH an
enhanced compacted graphite bedplate is bolted to
the block. The block design allows coolant flow
between the cylinders bores, and an internal coolant
bypass to a single poppet inlet thermostat is included
in the cast aluminum front cover.

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.

9 - 38

ENGINE - 3.7L

ENGINE BLOCK (Continued)
(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. 29).

CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean out:
• The galley at the oil filter adaptor hole.
• The front and rear oil galley holes.
• The feed holes for the crankshaft main bearings.
Once the block has been completely cleaned, apply
Loctite PST pipe sealant with Teflon 592 to the
threads of the front and rear oil galley plugs. Tighten
the 1/4 inch NPT plugs to 20 N·m (177 in. lbs.)
torque. Tighten the 3/8 inch NPT plugs to 27 N·m
(240 in. lbs.) torque.

INSPECTION
(1) It is mandatory to use a dial bore gauge to
measure each cylinder bore diameter. To correctly
select the proper size piston, a cylinder bore gauge,
capable of reading in 0.003 mm (.0001 in.) INCREMENTS is required. If a bore gauge is not available,
do not use an inside micrometer (Fig. 30).

Fig. 29 CYLINDER BORE CROSSHATCH PATTERN
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE

(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 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.

Fig. 30 BORE GAUGE-TYPICAL
1
2
3
4

FRONT
BORE GAUGE
CYLINDER BORE
38 MM (1.5 in)

ENGINE - 3.7L

9 - 39

ENGINE BLOCK (Continued)
(4) Determine taper by subtracting the smaller
diameter from the larger diameter.
(5) Rotate measuring device 90° and repeat steps
above.
(6) Determine out-of-roundness by comparing the
difference between each measurement.
(7) If cylinder bore taper does not exceed 0.025
mm (0.001 inch) and out-of-roundness does not
exceed 0.025 mm (0.001 inch), the cylinder bore can
be honed. If the cylinder bore taper or out- of-round
condition exceeds these maximum limits, the cylinder
block must be replaced. A slight amount of taper
always exists in the cylinder bore after the engine
has been in use for a period of time.

CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of nodular cast iron.
The crankshaft is a three throw split pin design with
six counterweights for balancing purposes. The
crankshaft is supported by four select fit main bearings with the number two serving as the thrust
washer location. The main journals of the crankshaft
are cross drilled to improve rod bearing lubrication.
The number six counterweight has provisions for
crankshaft position sensor target wheel mounting.
The select fit main bearing markings are located on
the rear side of the target wheel (Fig. 31). The crankshaft oil seals are one piece design. The front oil seal
is retained in the timing chain cover, and the rear
seal is pressed in to a bore formed by the cylinder
block and the bedplate assembly.

REMOVAL
NOTE: To remove the crankshaft from the engine,
the engine must be removed from the vehicle.
(1) Remove the engine(Refer to 9 - ENGINE REMOVAL).
(2) Remove the engine oil pump(Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
CAUTION: DO NOT pry on the oil pan gasket when
removing the oil pan, The oil pan gasket is mounted
to the cylinder block in three locations and will
remain attached to block when removing oil pan.
Gasket can not be removed with oil pan.
(3) Remove the bedplate mounting bolts. Note the
location of the two stud bolts for installation.
(4) Remove the connecting rods from the crankshaft.

Fig. 31 CRANKSHAFT AND TARGET RING
1 - CRANKSHAFT
2 - CRANKSHAFT POSITION SENSOR TARGET RING

CAUTION: The bedplate to cylinder block mating
surface is a critical sealing surface. Do not pry on
or damage this surface in anyway.
NOTE: The bedplate contains the lower main bearing halves. Use care when handling bedplate as not
to drop or damage bearing halves. Installing main
bearing halves in the wrong position will cause
severe damage to the crankshaft.
NOTE: The bedplate has pry points cast into it. Use
these points only. The pry points are shown below.
(5) Carefully pry on the pry points (Fig. 32) to
loosen the bedplate then remove the bedplate.
CAUTION: When removing the crankshaft, use care
not to damage bearing surfaces on the crankshaft.
(6) Remove the crankshaft.
(7) Remove the crankshaft tone wheel.

9 - 40

ENGINE - 3.7L

CRANKSHAFT (Continued)

Fig. 32 BEDPLATE PRY POINT LOCATION

(2) Thoroughly clean the bedplate to cylinder block
sealing surfaces and main bearing bores. Remove all
oil and sealant residue.
(3) Inspect the bedplate main bearing bores for
cracks, scoring or severe blueing. If either condition
exists the engine must be replaced.
(4) Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing. If either condition
exist replace the thrust washers.
(5) Inspect the oil pan gasket/windage tray for
splits, tears or cracks in the gasket sealing surfaces.
Replace gasket as necessary.

ENGINE - 3.7L

9 - 41

CRANKSHAFT (Continued)

INSTALLATION
CAUTION: Main bearings are select fit. Refer to
Crankshaft Main Bearings in this section for proper
bearing selections.

CAUTION: When installing crankshaft, use care not
to damage bearing surfaces on the crankshaft.

(5) Apply a 2.5mm (0.100 inch) bead of Mopart
Engine RTV sealant to the cylinder block-to-bedplate
mating surface as shown (Fig. 34).

NOTE: Apply sealant to the tone wheel retaining
screws prior to installation.
(1) Lubricate upper main bearing halves with
clean engine oil.
(2) Install the crankshaft tone wheel. Torque the
mounting screws to 15 N·m (11 ft. lbs.).
(3) Position crankshaft in cylinder block.
(4) Install the thrust washers (Fig. 33).

Fig. 34 BEDPLATE SEALANT
1 - CYLINDER BLOCK
2 - SEALENT
3 - SEALANT

(6) Coat the crankshaft main bearing journals
with clean engine oil and position the bedplate onto
the cylinder block.

Fig. 33 Crankshaft Thrust Washer Installation
1 - CRANKSHAFT THRUST WASHER

CAUTION: The bedplate to cylinder block mating
surface must be coated with MoparT Engine RTV
sealant prior to installation. Failure to do so will
cause severe oil leaks.

NOTE: Lubricate the bedplate retaining bolts with
clean engine oil prior to installation.

9 - 42

ENGINE - 3.7L

CRANKSHAFT (Continued)

Fig. 35 BEDPLATE TIGHTENING SEQUENCE
(7) Install the bedplate retaining bolts, making
sure to place the stud bolts in the correct location,
Torque the bolts in the sequence shown (Fig. 35).
• Hand tighten bolts 1D,1G and 1F until the bedplate contacts the block.
• Tighten bolts 1A–1J to 54 N·m (40 ft. lbs.)
• Tighten bolts 1–8 to 7 N·m (5 ft. lbs.)
• Turn bolts 1–8 an additional 90°.
• Tighten bolts A–E 27 N·m ( 20 ft. lbs.).
(8) Measure crankshaft end play.

(9) Install the connecting rods and measure side
clearance(Refer to 9 - ENGINE/ENGINE BLOCK/
PISTON & CONNECTING ROD - STANDARD PROCEDURE).
(10) Install oil pump(Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(11) Install the engine(Refer to 9 - ENGINE INSTALLATION).

ENGINE - 3.7L

CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE
MAIN BEARING FITTING
SELECT FIT IDENTIFICATION
The main bearings are “select fit” to achieve proper
oil clearances. For main bearing selection, the crankshaft position sensor target wheel has grade identification marks stamped into it (Fig. 36). These marks
are read from left to right, corresponding with journal number 1, 2, 3, 4. The crankshaft position sensor
target wheel is mounted to the number 6 counter
weight on the crankshaft.

9 - 43

MAIN BEARING JOURNAL DIAMETER
(CRANKSHAFT REMOVED)
Remove the crankshaft from the cylinder block(Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT
- REMOVAL).
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal
with a micrometer. Measure at two locations 90°
apart at each end of the journal.
The maximum allowable taper is 0.008mm (0.0004
inch.) and maximum out of round is 0.005mm (0.002
inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting
Chart). Select inserts required to obtain the specified
bearing-to-journal clearance.
Install the crankshaft into the cylinder block(Refer
to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT INSPECTION).
Check crankshaft end play.

CRANKSHAFT MAIN BEARING SELECTION
(1) Service main bearings are available in four
grades. The chart below identifies the four service
grades available.
Crankshaft

JOURNAL SIZE
SIZE mm (in.)

MARKING

Fig. 36 MARKINGS ON TARGET WHEEL
1 - REARMOST CRANKSHAFT COUNTER WEIGHT
2 - TARGET WHEEL
3 - MAIN BEARING SELECT FIT MARKINGS

INSPECTION
Wipe the inserts clean and inspect for abnormal
wear patterns and for metal or other foreign material
imbedded in the lining. Normal main bearing insert
wear patterns are illustrated.
Inspect the back of the inserts for fractures, scrapings or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.

9R9 Size

63.488 - 63.496 mm
(2.4995 - 2.4998 in.)

9S9 Size

63.496 - 63.500 mm (2.4998 - 2.4999
in.)

9T9 Size

63.500 - 63.504 mm (2.4999 - 2.501
in.)

9U9 Size

63.504 - 63.512 mm (2.5001 - 2.5004
in.)
Bearing size

Bearing
Code

Size

Application

Upper Bearing
A

.2.443 - 2.447
mm

Use with crankshaft
size 9R9

(.0961 - .0963
in.)
B

2.439 - 2.443
mm

Use with crankshaft
9S, T9

(0.960 -.o961
in.)
C

2.435 - 2.439
mm

Use with crankshaft
9U9

9 - 44

ENGINE - 3.7L

CRANKSHAFT MAIN BEARINGS (Continued)
Crankshaft

JOURNAL SIZE
SIZE mm (in.)

CRANKSHAFT OIL SEAL FRONT

MARKING

REMOVAL

(.0958 - .0960
in.)
Lower Bearing Main 919 and 949
919

2.441 - 2.447
mm

Use with crankshaft
9R, S9

(.0961 -.0963
in.)
929

2.435 - 2.441
mm

Use with crankshaft
9T, U9

(.0958 - .0962
in.)
Lower Main Bearing 929 and 939
939

2.429 - 2.435
mm

Use with crankshaft
9R, S9

(.0956 - .0958
in.)
949

2.423 - 2.429
mm

Use with crankshaft
9T, U9

(.0953 - .0956
in.)

(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(3) Remove A/C compressor mouning fasteners and
set aside.
(4) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(5) Remove upper radiator hose.
(6) Disconnect electrical connector for fan mounted
inside radiator shroud.
(7) Remove radiator shroud attaching fasteners.
NOTE: Transmission cooler line snaps into shroud
lower right hand corner.
(8) Remove radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN REMOVAL).
(9) Remove crankshaft damper bolt.
(10) Remove damper using Special Tools 8513
Insert and 1026 Three Jaw Puller (Fig. 37).

Bearing Clearances
Main 91, 49
Crankshaft
9R9

.004 - .034 mm ( .00015 - .0013 in.)

Crankshaft
9S9

.004 - .030 mm ( .00015 - .0011 in.)

Crankshaft
9T9

.006 - .032 mm (.0002 - .0012 in.)

Crankshaft
9U9

.002 - .032 mm (.00007 -. 0012 in.)

Main 92, 39
Crankshaft
9R9

.016 - .046 mm (.0006 - .0018 in.)

Crankshaft
9S9

.016 - .042 mm (.00062 - .016 in.)

Crankshaft
9T9

.018 - .044 mm (.0007 - .0017 in.)

Crankshaft
9U9

.014 - .044 mm (.0005 - .0017 in.)

Fig. 37 Crankshaft Damper Removal
1 - SPECIAL TOOL 8513 INSERT
2 - SPECIAL TOOL 1026

ENGINE - 3.7L

9 - 45

CRANKSHAFT OIL SEAL - FRONT (Continued)
(11) Using Special Tool 8511, remove crankshaft
front seal (Fig. 38).

Fig. 39 Crankshaft Front Seal Installation
Fig. 38 Crankshaft Front Seal Removal

1 - TIMING CHAIN COVER
2 - SPECIAL TOOL 8348
3 - SPECIAL TOOL 8512

1 - SPECIAL TOOL 8511

INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.
(1) Using Special Tool 8348 and 8512, install
crankshaft front seal (Fig. 39).
(2) Install vibration damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
(3) Install radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(4) Install upper radiator hose.
(5) Install A/C compressor and tighten fasteners to
54 N·m (40 ft. lbs.).
(6) Install accessory drive belt refer (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(7) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(8) Connect negative cable to battery.

CRANKSHAFT OIL SEAL REAR
REMOVAL
NOTE: This procedure can be performed in vehicle.
(1) If being preformed in vehicle, remove the
transmission.
(2) Remove the flexplate (Refer to 9 - ENGINE/
ENGINE BLOCK/FLEX PLATE - REMOVAL).
NOTE: The crankshaft oil seal CAN NOT be reused
after removal.
NOTE: The crankshaft rear oil seal remover Special
Tool 8506 must be installed deeply into the seal.
Continue to tighten the removal tool into the seal
until the tool can not be turned farther. Failure to
install tool correctly the first time will cause tool to
pull free of seal without removing seal from engine.

9 - 46

ENGINE - 3.7L

CRANKSHAFT OIL SEAL - REAR (Continued)
(3) Using Special Tool 8506 (Fig. 40), remove the
crankshaft rear oil seal.

(3) Using Special Tools 8349 Crankshaft Rear Oil
Seal Installer and C-4171 Driver Handle (Fig. 42),
with a hammer, tap the seal into place. Continue to
tap on the driver handle until the seal installer seats
against the cylinder block crankshaft bore.

Fig. 40 Crankshaft Rear Oil Seal Removal
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8506

INSTALLATION
(1) Lubricate the crankshaft flange with engine oil.
(2) Position the magnetic seal guide Special Tool
8349–2 (Fig. 41) onto the crankshaft rear face. Then
position the crankshaft rear oil seal onto the guide.

Fig. 41 Crankshaft Rear Oil Seal Guide Special Tool
8349–2 and Oil
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8349–2 GUIDE

Fig. 42 Crankshaft Rear Oil Seal Installation
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8349–1 INSTALLER
3 - SPECIAL TOOL C-4171 HANDLE

(4) Install the flexplate.
(5) Install the transmission.

ENGINE - 3.7L

9 - 47

FLEX PLATE

PISTON & CONNECTING ROD

REMOVAL

DESCRIPTION

(1) Remove the transmission.
(2) Remove the bolts and flexplate.

INSTALLATION
(1) Position the flexplate onto the crankshaft and
install the bolts hand tight.
(2) Tighten the flexplate retaining bolts to 95 N·m
(70 ft. lbs.) in the sequence shown (Fig. 43).
(3) Install the transmission.

CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink
or a scratch awl.
The pistons are made of a high strength aluminum
alloy. The connecting rods are made of forged powdered metal, with a “fractured cap” design. A full
floating piston pin is used to attach the piston to the
connecting rod (Fig. 44).

Fig. 44 PISTON AND ROD ASSEMBLY
1 - CONNECTING ROD
2 - PISTON
3 - PISTON PIN

Fig. 43 Flexplate Tightening Sequence
1 - FLEXPLATE

4 - OIL SLINGER SLOT

9 - 48

ENGINE - 3.7L

PISTON & CONNECTING ROD (Continued)

STANDARD PROCEDURE
CONNECTING ROD BEARING FITTING
Inspect the connecting rod bearings for scoring.
Check the bearings for normal wear patterns, scoring, grooving, fatigue and pitting (Fig. 45). Replace
any bearing that shows abnormal wear.
Inspect the connecting rod journals for signs of
scoring, nicks and burrs (Fig. 46).

Fig. 46 Scoring Caused by Insufficient Lubrication
or Damaged Crankshaft Journal

Fig. 45 Connecting Rod Bearing Inspection
1 - UPPER BEARING HALF
2 - MATING EDGES
3 - GROOVES CAUSED BY ROD BOLTS SCRATCHING JOURNAL
DURING INSTALLATION
4 - WEAR PATTERN - ALWAYS GREATER ON UPPER BEARING

Misaligned or bent connecting rods can cause
abnormal wear on pistons, piston rings, cylinder
walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to
any of these components indicate the probability of a
misaligned connecting rod, inspect it for correct rod
alignment. Replace misaligned, bent or twisted connecting rods.
(1) Wipe the oil from the connecting rod journal.
(2) Lubricate the upper bearing insert and position
in connecting rod. Center bearing insert in connecting rod (Fig. 47)
(3) Use piston ring compressor and Guide Pins
Special Tool 8507 (Fig. 48) to install the rod and piston assemblies. The oil slinger slots in the rods must
face front of the engine. The “F”’s near the piston
wrist pin bore should point to the front of the engine.
(4) Install the lower bearing insert in the bearing
cap. Center bearing insert in connecting rod (Fig. 47).

Fig. 47 Bearing Insert Location
1 - Connecting Rod
2 - Bearing Insert
- A, B less then .50 mm (.0196 in.)

The lower insert must be dry. Place strip of Plastigage across full width of the lower insert at the center of bearing cap. Plastigage must not crumble in
use. If brittle, obtain fresh stock.

ENGINE - 3.7L

9 - 49

PISTON & CONNECTING ROD (Continued)

Fig. 49 Measuring Bearing Clearance with
Plastigage
1 - PLASTIGAGE SCALE
2 - COMPRESSED PLASTIGAGE

Fig. 48 Piston and Connecting Rod -Installation Typical
1
2
3
4

“F” TOWARD FRONT OF ENGINE
OIL SLINGER SLOT
RING COMPRESSOR
SPECIAL TOOL 8507

(5) Install bearing cap and connecting rod on the
journal and tighten bolts to 27 N·m (20 ft. lbs.) plus a
90° turn. DO NOT rotate crankshaft. Plastigage will
smear, resulting in inaccurate indication.
(6) Remove the bearing cap and determine amount
of bearing-to-journal clearance by measuring the
width of compressed Plastigage (Fig. 49). Refer to
Engine Specifications for the proper clearance. Plastigage should indicate the same clearance
across the entire width of the insert. If the
clearance varies, it may be caused by either a
tapered journal, bent connecting rod or foreign
material trapped between the insert and cap or
rod.
(7) If the correct clearance is indicated, replacement of the bearing inserts is not necessary. Remove
the Plastigage from crankshaft journal and bearing
insert. Proceed with installation.
(8) If bearing-to-journal clearance exceeds the
specification, determin which services bearing set to
use the bearing sizes are as follows:

Bearing
Mark

SIZE

USED WITH
JOURNAL SIZE

.025 US

Std.

.025 mm

57.883-57.867 mm

(.001 in.)

(2.2788-2.2783 in.)

STANDARD

57.908-57.892 mm
(2.2798-2.2792 in.)

.250 US

.250 mm

57.658-57.646 mm

(.010 in.)

(2.2700-2.2695 in.)

CAUTION: Connecting Rod Bolts are Torque to
Yield Bolts and Must Not Be Reused. Always
replace the Rod Bolts whenever they are loosened
or removed.
(9) Repeat the Plastigage measurement to verify
your bearing selection prior to final assembly.
(10) Once you have selected the proper insert,
install the insert and cap. Tighten the connecting rod
bolts to 27 N·m (20 ft. lbs.) plus a 90° turn.

9 - 50

ENGINE - 3.7L

PISTON & CONNECTING ROD (Continued)
Slide snug-fitting feeler gauge between the connecting rod and crankshaft journal flange (Fig. 50).
Refer to Engine Specifications for the proper clearance. Replace the connecting rod if the side clearance
is not within specification.

Fig. 51 DO NOT MEASURE MOLY COATED PISTON
1 - MOLY COATED
2 - MOLY COATED

Fig. 50 Checking Connecting Rod Side Clearance Typical

STANDARD PROCEDURE—PISTON FITTING
(1) To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm (
.0001 in.) INCREMENTS is required. If a bore gauge
is not available, do not use an inside micrometer.
(2) Measure the inside diameter of the cylinder
bore at a point 38.0 mm (1.5 inches) below top of
bore. Start perpendicular (across or at 90 degrees) to
the axis of the crankshaft at point A and then take
an additional bore reading 90 degrees to that at point
B (Fig. 52).
(3) The coated pistons will be serviced with the
piston pin and connecting rod pre-assembled.
(4) 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 (Fig. 51). 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 0.003
mm (.0001 in.) increments is required.
(5) Piston installation into the cylinder bore
requires slightly more pressure than that required
for non-coated pistons. The bonded coating on the
piston will give the appearance of a line-to-line fit
with the cylinder bore.

REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove the following components:
• Oil pan and gasket/windage tray (Refer to 9 ENGINE/LUBRICATION/OIL PAN - REMOVAL).

Fig. 52 BORE GAUGE -TYPICAL
1
2
3
4

FRONT
BORE GAUGE
CYLINDER BORE
38 MM (1.5 in)

• Cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL).
• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).

ENGINE - 3.7L

9 - 51

PISTON & CONNECTING ROD (Continued)
(3) If necessary, 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. Pistons and connecting rods must be removed from top of cylinder block.
When removing piston and connecting rod assemblies
from the engine, rotate crankshaft so the each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch
to mark connecting rods or caps, as damage to
connecting rods could occur
NOTE: Connecting rods and bearing caps are not
interchangeable and should be marked before
removing to ensure correct reassembly.
(4) Mark connecting rod and bearing cap positions
using a permanent ink marker or scribe tool.
CAUTION: Care must be taken not to damage the
fractured rod and cap joint face surfaces, as engine
damage may occur.

GINE 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) Before installing piston and connecting rod
assemblies into the bore, install the piston rings.
(2) Immerse the piston head and rings in clean
engine oil. Position a ring compressor over the piston
and rings. Tighten ring compressor. Ensure position
of rings do not change during this operation.
(3) Position bearing onto connecting rod. Ensure that
hole in bearing shell aligns with hole in connecting rod.
Lubricate bearing surface with clean engine oil.
(4) Install Special Tool 8507 Connecting Rod
Guides into connecting rod bolt threads (Fig. 53).

(5) Remove connecting rod cap. Install Special Tool
8507 Connecting Rod Guides into the connecting rod
being removed. Remove piston from cylinder bore.
Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur
(6) Immediately after piston and connecting rod
removal, install bearing cap on the mating connecting rod to prevent damage to the fractured cap and
rod surfaces.

CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the pistons or connecting rods. The pistons have a Moly coating, this
coating must not be damaged.
(1) Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
(2) Use a wood or plastic scraper to clean the ring
land grooves.
CAUTION: DO NOT remove the piston pin from the
piston and connecting rod assembly.

INSPECTION
Check the connecting rod journal for excessive
wear, taper and scoring (Refer to 9 - ENGINE/EN-

Fig. 53 PISTON AND CONNECTING ROD
INSTALLATION
1
2
3
4

“F” TOWARD FRONT OF ENGINE
OIL SLINGER SLOT
RING COMPRESSOR
SPECIAL TOOL 8507

9 - 52

ENGINE - 3.7L

PISTON & CONNECTING ROD (Continued)
(5) The pistons are marked on the piston pin bore
surface with an raised “F” indicating installation
position. This mark must be pointing toward the
front of engine on both cylinder banks. The connecting rod oil slinger slot faces the front of the engine
(Fig. 54).

• Timing chain and cover. (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- INSTALLATION).
• Cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
• Oil pan and gasket/windage tray. (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(11) Fill crankcase with proper engine oil to correct level.
(12) Connect negative cable to battery.

Fig. 54 PISTON AND CONNECTING ROD
ORIENTATION
1 - MAJOR THRUST SIDE OF PISTON
2 - OIL SLINGER SLOT

(3) Using a piston, to ensure that the ring is
squared in the cylinder bore, slide the ring downward
into the cylinder.
(4) Using a feeler gauge check the ring end gap
(Fig. 55). Replace any rings not within specification.

(6) Wipe cylinder bore clean and lubricate with
engine oil.
(7) Rotate crankshaft until connecting rod journal
is on the center of cylinder bore. Insert rod and piston into cylinder bore and carefully position connecting rod guides over crankshaft journal.
(8) Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into position on rod journal.
CAUTION: Connecting Rod Bolts are Torque to
Yield Bolts and Must Not Be Reused. Always
replace the Rod Bolts whenever they are loosened
or removed.
(9) Lubricate rod bolts and bearing surfaces with
engine oil. Install connecting rod cap and bearing.
Tighten bolts to 27 N·m (20 ft. lbs.) plus 90°.
(10) Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).

Fig. 55 Ring End Gap Measurement - Typical
1 - FEELER GAUGE

ENGINE - 3.7L

9 - 53

PISTON RINGS (Continued)
PISTON RING SIDE CLEARANCE
NOTE: Make sure the piston ring grooves are clean
and free of nicks and burrs.
(5) Measure the ring side clearance as shown (Fig.
56)make sure the feeler gauge fits snugly between
the ring land and the ring. Replace any ring not
within specification.

PISTON RING SPECIFICATION CHART
Ring Position
Upper Ring

(6) Rotate the ring around the piston, the ring
must rotate in the groove with out binding.

Clearance

.051-.094mm

0.11mm
(0.004 in.)

0.04-0.08mm

0.10mm

(0.0016-0.0031
in.)

(0.004 in.)

Oil Control Ring

.019-.229mm

.25mm

(Steel Rails)

(.0007-.0090
in.)

(0.010 in.)

Ring Position

Ring Gap

Wear Limit

Upper Ring

0.20-0.36mm

0.43mm

(0.0079-0.0142
in.)

(0.0017 in.)

0.37-0.63mm

0.74mm

(0.0146-0.0249
in.)

(0.029 in.)

Oil Control Ring

0.025-0.76mm

1.55mm

(Steel Rail)

(0.0099- 0.03
in.)

(0.061 in.)

Intermediate
Ring

1 - FEELER GAUGE

Maximum

(0.0020- .0037
in.)
Intermediate
Ring

Fig. 56 Measuring Piston Ring Side Clearance

Groove

9 - 54

ENGINE - 3.7L

PISTON RINGS (Continued)
(8) Install the oil ring expander.
(9) Install upper side rail (Fig. 57) by placing one
end between the piston ring groove and the expander
ring. Hold end firmly and press down the portion to
be installed until side rail is in position. Repeat this
step for the lower side rail.
(10) Install No. 2 intermediate piston ring using a
piston ring installer (Fig. 58).
(11) Install No. 1 upper piston ring using a piston
ring installer (Fig. 58).
(12) Position piston ring end gaps as shown in
(Fig. 59). It is important that expander ring gap is at
least 45° from the side rail gaps, but not on the piston pin center or on the thrust direction.

Fig. 59 Piston Ring End Gap Position
1
2
3
4
5

Fig. 57 Side Rail—Installation

SIDE RAIL UPPER
NO. 1 RING GAP
PISTON PIN
SIDE RAIL LOWER
NO. 2 RING GAP AND SPACER EXPANDER GAP

(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Remove radiator upper hose.
(5) Remove upper fan shroud.
(6) Using Special Tools 6958 Spanner with Adapter
Pins 8346, loosen fan and viscous assembly from
water pump (Fig. 60).
(7) Remove fan and viscous assembly.

1 - SIDE RAIL END

Fig. 58 Upper and Intermediate Rings—Installation

VIBRATION DAMPER
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).

Fig. 60 FAN ASSEMBLY-REMOVAL/ASSEMBLY
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN

ENGINE - 3.7L

9 - 55

VIBRATION DAMPER (Continued)
(8) Disconnect electrical connector for fan mounted
inside radiator shroud.

threaded rod’s threads with Mopart Nickel AntiSeize or (Loctite No. 771).

NOTE: Transmission cooler line snaps into shroud
lower right hand corner.
(9) Remove crankshaft damper bolt.
(10) Remove damper using Special Tools 8513
Insert and 1026 Three Jaw Puller (Fig. 61).

Fig. 62 PROPER ASSEMBLY METHOD FOR
SPECIAL TOOL 8512–A
1
2
3
4
5

BEARING
NUT
THREADED ROD
BEARING HARDENED SURFACE (FACING NUT)
HARDENED WASHER

(3) Using Special Tool 8512–A, press damper onto
crankshaft (Fig. 63).

Fig. 61 CRANKSHAFT DAMPER-REMOVAL
1 - SPECIAL TOOL 8513 INSERT
2 - SPECIAL TOOL 1026

INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512–A, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.
(1) Align crankshaft damper slot with key in
crankshaft. Slide damper onto crankshaft slightly.
CAUTION: Special Tool 8512–A, is assembled in a
specific sequence. Failure to assemble this tool in
this sequence can result in tool failure and severe
damage to either the tool or the crankshaft.
(2) Assemble Special Tool 8512–A as follows, The
nut is threaded onto the shaft first. Then the roller
bearing is placed onto the threaded rod (The hardened bearing surface of the bearing MUST face the
nut). Then the hardened washer slides onto the
threaded rod (Fig. 62). Once assembled coat the

Fig. 63 Crankshaft Damper Installation
1 - SPECIAL TOOL 8512

(4) Install then tighten crankshaft damper bolt to
175 N·m (130 ft. lbs.).

9 - 56

ENGINE - 3.7L

VIBRATION DAMPER (Continued)
(5) Install fan blade assembly (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH INSTALLATION).
(6) Install radiator upper shroud and tighten fasteners to 11 N·m (95 in. lbs.).
(7) Connect electrical connector for shroud fan.
(8) Install radiator upper hose.
(9) Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(10) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(11) Connect negative cable to battery.

STRUCTURAL COVER
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission
bell housing to the engine bedplate.

INSTALLATION
CAUTION: The structural cover must be installed as
described in the following steps. Failure to do so
will cause severe damage to the cover.
(1)
(2)
gine.
(3)
NOT

Position the structural cover in the vehicle.
Install all four bolts retaining the cover-to-enDO NOT tighten the bolts at this time.
Install the four cover-to-transmission bolts. Do
tighten at this time.

CAUTION: The structural cover must be held tightly
against both the engine and the transmission bell
housing during tightening sequence. Failure to do
so may cause damage to the cover.
(4) Starting with the two rear cover-to-engine
bolts, tighten bolts (1) (Fig. 65) to 54 N·m (40 ft. lbs.),
then tighten bolts (2) (Fig. 65) and (3) to 54 N·m ( 40
ft. lbs.) in the sequence shown.

OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration.

REMOVAL
(1) Raise vehicle on hoist.
(2) Remove the left hand exhaust pipe from
exhaust manifold.
(3) Loosen the right hand exhaust manifold-to-exhaust pipe retaining bolts.
(4) Remove the eight bolts retaining structural
cover (Fig. 64) in the sequence shown.
(5) Pivot the exhaust pipe downward and remove
the structural cover.

Fig. 65 Structural Cover
1 - BOLT
2 - BOLT
3 - BOLT

(5) Install the exhaust pipe on left hand exhaust
manifold.
(6) Tighten exhaust manifold-to-exhaust pipe
retaining bolts to 20–26 N·m (15–20 ft. lbs.).

Fig. 64 Structural Cover
1 - BOLT
2 - BOLT
3 - BOLT

ENGINE - 3.7L

(12) Raise the engine far enough to be able to
remove the left and right engine mounts.
(13) Remove the (8) mount to engine attaching
bolts
(14) Remove the engine mounts.

FRONT MOUNT
REMOVAL
2WD
(1) Disconnect the negative cable from the battery.
CAUTION: Remove the viscous fan before raising
engine. Failure to do so may cause damage to the
fan blade, fan clutch and fan shroud.
(2) Remove the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(3) Raise the vehicle.
(4) Remove the engine oil filter.
(5) Remove the oil drain trough.
(6) Support the engine with a suitable jack and a
block of wood across the full width of the engine oil
pan.
(7) Support the front axle with a suitable jack.
(8) Remove the (4) bolts that attach the engine
mounts to the front axle.
(9) Remove the (3) bolts that attach the front axle
to the left engine bracket.
(10) Lower the front axle.
(11) Remove the through bolts

4WD
(1) Disconnect the negative cable from the battery.
CAUTION: Remove the viscous fan before raising
engine. Failure to do so may cause damage to the
fan blade, fan clutch and fan shroud.
(2) Remove the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(3) Raise the vehicle.
(4) Remove the skid plate.
(5) Remove the front crossmember.
(6) Remove the engine oil filter.
(7) Remove the oil drain trough.
(8) Support the engine with a suitable jack and a
block of wood across the full width of the engine oil
pan.
(9) Support the front axle with a suitable jack.
(10) Remove the (4) bolts that attach the engine
mounts to the front axle (Fig. 66).

Fig. 66 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

9 - 57

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

9 - 58

ENGINE - 3.7L

FRONT MOUNT (Continued)
(11) Remove the (3) bolts that attach the front axle
to the left engine bracket.
(12) Lower the front axle.
(13) Remove the (6) through bolts
(14) Raise the engine far enough to be able to
remove the left (Fig. 67) and right (Fig. 68) engine
mounts.

Fig. 68 ENGINE MOUNT SUPPORT BRACKET RH
1 - BOLT
2 - ENGINE MOUNT SUPPORT BRACKET

Fig. 67 ENGINE MOUNT SUPPORT BRACKET
1 - BOLT
2 - ENGINE MOUNT SUPPORT BRACKET
3 - BOLT

(15) Remove the engine mounts.

INSTALLATION
2WD
NOTE: For mount to engine block and left engine
bracket to front axle bolts, apply MoparT Lock and
Seal Adhesive, Medium Strength Threadlocker.
(1) Install the right and left side engine mounts to
the engine block with (8) bolts. Torque bolts to 54
N·m (40 ft. lbs.).
(2) Insert the (2) through bolts into the right and
left side engine mounts and loose assemble the two
nuts onto the through bolts.
(3) Lower the engine until the through bolts rest
onto the slots in the frame brackets.

(4) Tighten the through bolt nuts to 94 N·m (70 ft.
lbs.).
(5) Install the oil drain trough.
(6) Install the engine oil filter.
(7) Lower the vehicle.
(8) Install the viscous fan (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(9) Reconnect the negative battery cable.

4WD
NOTE: For mount to engine block and left engine
bracket to front axle bolts, apply MoparT Lock and
Seal Adhesive, Medium Strength Threadlocker.
(1) Install the right and left side engine mounts to
the front axle. Torque nuts to 94 N·m (70 ft. lbs.).
(2) Raise the front axle into the frame and install
the left and right side through bolts. Torque nuts to
94 N·m (70 ft. lbs.).
(3) Insert the two upper through bolts into the
right and left side engine mounts and loose assemble
the two nuts onto the through bolts.
(4) Lower the engine until the left and right side
engine brackets rest on the through bolts, and the

ENGINE - 3.7L

9 - 59

FRONT MOUNT (Continued)

Fig. 69 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

lower engine bracket through holes align with the
engine mounts, and the left engine bracket holes
align with the front axle slots (Fig. 69).
(5) Loose assemble the (3) bolts that attach the
front axle to the left engine bracket.
(6) Loose assemble the lower through bolts.
(7) Torque the nuts for the (4) through bolts to 101
N·m (75 ft. lbs.).

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

(8) Torque the (3) bolts that attach the front axle
to the left engine bracket to 101 N·m (75 ft. lbs.).
(9) Install the oil drain trough.
(10) Install the engine oil filter.
(11) Install the front crossmember.
(12) Install the skid plate.
(13) Lower the vehicle.
(14) Install the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(15) Reconnect the negative battery cable.

9 - 60

ENGINE - 3.7L

REAR MOUNT
REMOVAL
(1)
(2)
(3)
(Fig.

Raise the vehicle on a hoist.
Using a suitable jack, support transmission.
Remove the nuts from the transmission mount
70).

(1) Install the two bolts that attach the transmission mount to the transmission bracket.
(2) Torque the bolts to 61N·m (45 ft.lbs.) torque.
(3) Lower the transmission so the transmission
mount rests on the crossmember, and the studs of
the transmission mount are aligned in the slots in
the crossmember.
(4) Install the nuts onto the transmission mount
studs through the crossmember access slot.
(5) Torque the nuts to 54N·m (40 ft. lbs.).

LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.

OPERATION

Fig. 70 TRANSMISSION MOUNT
1
2
3
4

MOUNT
CROSSMEMBER
NUT
BOLT

(4) Remove the two bolts that attach the transmission mount to the engine bracket.
(5) Raise the transmission enough to remove the
mount from the crossmember.
(6) Remove the mount.

INSTALLATION
NOTE: Threadlocking compound must be applied to
the bolts before installation.

Oil from the oil pan is pumped by a gerotor type oil
pump directly mounted to the crankshaft nose. Oil
pressure is controlled by a relief valve mounted
inside the oil pump housing. For lubrication flow
refer to (Fig. 71)
The camshaft exhaust valve lobes and rocker arms
are lubricated through a small hole in the rocker
arm; oil flows through the lash adjuster then through
the rocker arm and onto the camshaft lobe. Due to
the orientation of the rocker arm, the camshaft
intake lobes are not lubed in the same manner as the
exhaust lobes. The intake lobes are lubed through
internal passages in the camshaft. Oil flows through
a bore in the number 3 camshaft bearing bore, and
as the camshaft turns, a hole in the camshaft aligns
with the hole in the camshaft bore allowing engine
oil to enter the camshaft tube. The oil then exits
through 1.6mm (0.063 in.) holes drilled into the
intake lobes, lubricating the lobes and the rocker
arms.

ENGINE - 3.7L

9 - 61

LUBRICATION (Continued)
ENGINE LUBRICATION FLOW CHART - BLOCK: TABLE 1
FROM

Oil Pickup Tube

Oil Pump

Oil Filter

Block Main Oil Gallery

1. Crankshaft Main Journal
2. Left Cylinder Head*
3. Right Cylinder Head*
4. Counterbalance Shaft Rear Journal

Crankshaft Main Journals

Crankshaft Rod Journals

Crankshaft Number One Main Journal

1. Front Timing Chain Idler Shaft
2. Counterbalance Shaft - Front Journal
3. Both Secondary Chain Tensioners

Left Cylinder Head

Refer to Engine Lubrication Flow Chart - Cylinder
Heads: Table 2

Right Cylinder Head

Refer to Engine Lubrication Flow Chart - Cylinder
Heads: Table 2

* The cylinder head gaskets have an oil restricter to control oil flow to the cylinder heads

ENGINE LUBRICATION FLOW CHART - CYLINDER HEADS: TABLE 2
FROM

Cylinder Head Oil Port (in bolt hole)

Diagonal Cross Drilling to Main Oil Gallery

Main Oil Gallery (drilled through head from rear to
front)

1. Base of Camshaft Towers
2. Lash Adjuster Towers

Base of Camshaft Towers

Vertical Drilling Through Tower to Camshaft Bearings**

Lash Adjuster Towers

Diagonal Drillings to Hydraulic Lash Adjuster Pockets

** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake
lobes, which have oil passages drilled into them to lubricate the rocker arms.

9 - 62

ENGINE - 3.7L

LUBRICATION (Continued)

Fig. 71 LUBRICATION OIL FLOW
1
2
3
4
5
6

OIL FLOW TO RIGHT CYLINDER HEAD
CYLINDER BLOCK MAIN OIL GALLERY
LEFT CYLINDER HEAD OIL GALLERY
OIL FLOW TO BOTH SECONDARY TENSIONERS
OIL FLOW TO LEFT CYLINDER HEAD
OIL PRESSURE SENSOR LOCATION

7 - OIL FLOW TO COUNTER BALANCE SHAFT
8 - OIL PUMP OUTLET TO CYLINDER BLOCK
9 - OIL PUMP
10 - OIL FLOW TO CRANKSHAFT MAIN JOURNALS
11 - CRANKSHAFT MAIN BEARING JOURNALS
12 - RIGHT CYLINDER HEAD OIL GALLERY

ENGINE - 3.7L

9 - 63

LUBRICATION (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL LEAK
Begin with a thorough 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
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
(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 24 km (15 miles), and
repeat inspection. If the oil leak source is not positively identified at this time, proceed with the air
leak detection test method.

Air Leak Detection Test Method
(1) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(2) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(3) 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.
(4) 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.
(5) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(6) 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.

(7) 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.

INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
camshaft bore cup plugs oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces.
(4) If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks
in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until disassembled.

9 - 64

ENGINE - 3.7L

LUBRICATION (Continued)

DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE
(1) Remove oil pressure sending unit (Fig. 72)and
install gauge assembly C-3292.

following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, camshaft bore
cup plugs, oil galley pipe plugs, oil filter runoff,
and main bearing cap to cylinder block mating surfaces. See Engine, for proper repair procedures of
these items.
(4) If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil
Leaks in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).

Fig. 72 OIL PRESSURE SENDING UNIT -TYPICAL
1
2
3
4

BELT
OIL PRESSURE SENSOR
OIL FILTER
ELEC. CONNECTOR

(2) Run engine until thermostat opens.
(3) Oil Pressure:
• Curb Idle–25 kPa (4 psi) minimum
• 3000 rpm–170 - 758 kPa (25 - 110 psi)
(4) If oil pressure is 0 at idle, shut off engine.
Check for a clogged oil pick-up screen or a pressure
relief valve stuck open.

DIAGNOSIS AND TESTING - REAR SEAL AREA
LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The

(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING), under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, (Refer to 9 ENGINE/ENGINE
BLOCK/CRANKSHAFT
OIL
SEAL - REAR - REMOVAL).

ENGINE - 3.7L

OIL PAN
DESCRIPTION
The engine oil pan is made of laminated steel and
has a single plane sealing surface. The sandwich
style oil pan gasket has an integrated windage tray
and steel carrier (Fig. 73). The sealing area of the
gasket is molded with rubber and is designed to be
reused as long as the gasket is not cut, torn or
ripped.

9 - 65

clearance at fan shroud to fan and cowl to intake
manifold.
(7) Raise engine using special tool # 8534 to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not
come out with oil pan.
(8) Remove the oil pan mounting bolts and oil pan.
(9) Unbolt oil pump pickup tube and remove tube.
(10) Inspect the integral windage tray (Fig. 74)
and gasket and replace as needed.

Fig. 73 Oil Pan And Gasket
1 - OIL PAN
2 - WINDAGE TRAY AND INTEGRATED OIL PAN GASKET

REMOVAL
(1) Disconnect the negative battery cable.
(2) Install engine support fixture special tool #
8534. Do not raise engine at this time.
(3) Loosen both left and right side engine mount
through bolts. Do not remove bolts.
(4) Remove the structural dust cover, if equipped.
(5) Drain engine oil.
(6) Remove the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - REMOVAL).
CAUTION: Only raise the engine enough to provide
clearance for oil pan removal. Check for proper

Fig. 74 Oil Pan And Gasket
1 - OIL PAN
2 - WINDAGE TRAY AND INTEGRATED OIL PAN GASKET

CLEANING
(1) Clean oil pan in solvent and wipe dry with a
clean cloth.
(2) Clean the oil pan gasket surface. DO NOT use
a grinder wheel or other abrasive tool to clean sealing surface.
(3) Clean oil screen and tube thoroughly in clean
solvent.

9 - 66

ENGINE - 3.7L

OIL PAN (Continued)

INSPECTION
(1) Inspect oil drain plug and plug hole for
stripped or damaged threads. Repair as necessary.
(2) Inspect the oil pan mounting flange for bends
or distortion. Straighten flange, if necessary.

INSTALLATION
(1) Clean the oil pan gasket mating surface of the
bedplate and oil pan.
(2) Inspect integrated oil pan gasket, and replace
as necessary.
(3) Position the integrated oil pan gasket/windage
tray assembly.
(4) Install the oil pickup tube
(5) Install the mounting bolt and nuts. Tighten
nuts to 28 N·m (20 ft. lbs.).
(6) Position the oil pan and install the mounting
bolts. Tighten the mounting bolts to 15 N·m (11 ft.
lbs.) in the sequence shown (Fig. 75).
(7) Lower the engine into mounts using special
tool # 8534.
(8) Install both the left and right side engine
mount through bolts. Tighten the nuts to 68 N·m (50
ft. lbs.).
(9) Remove special tool # 8534.
(10) Install structural dust cover, if equipped.
(11) Install the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - INSTALLATION).
(12) Fill engine oil.
(13) Reconnect the negative battery cable.
(14) Start engine and check for leaks.

OIL PRESSURE SENSOR/
SWITCH
DESCRIPTION
The 3–wire, solid-state engine oil pressure sensor
(sending unit) is located in an engine oil pressure
gallery.

OPERATION
The oil pressure sensor uses three circuits. They
are:

Fig. 75 Oil Pan Mounting Bolt Sequence
• A 5–volt power supply from the Powertrain Control Module (PCM)
• A sensor ground through the PCM’s sensor
return
• A signal to the PCM relating to engine oil pressure
The oil pressure sensor has a 3–wire electrical
function very much like the Manifold Absolute Pressure (MAP) sensor. Meaning different pressures
relate to different output voltages.
A 5–volt supply is sent to the sensor from the PCM
to power up the sensor. The sensor returns a voltage
signal back to the PCM relating to engine oil pressure. This signal is then transferred (bussed) to the
instrument panel on either a CCD or PCI bus circuit
(depending on vehicle line) to operate the oil pressure
gauge and the check gauges lamp. Ground for the
sensor is provided by the PCM through a low-noise
sensor return.

ENGINE - 3.7L

9 - 67

OIL PRESSURE SENSOR/SWITCH (Continued)

REMOVAL
(1)
(2)
(3)
(4)
(5)

Disconnect the negative cable from the battery.
Raise vehicle on hoist.
Remove front splash shield.
Disconnect oil pressure sender wire (Fig. 76).
Remove the pressure sender (Fig. 76).

DISASSEMBLY
(1) Remove oil pump cover screws and lift off cover
plate.
(2) Remove pump inner and outer rotors.
NOTE: Once the oil pressure relief valve, cup plug,
and pin are removed, the pump assembly must be
replaced.
(3) If it is necessary to remove the pressure relief
valve, drive the roll pin from pump housing and
remove cup plug, spring and valve.

Fig. 76 OIL PRESSURE SENDING UNIT
1
2
3
4

BELT
OIL PRESSURE SENSOR
OIL FILTER
ELEC. CONNECTOR

INSTALLATION
(1)
(2)
(3)
(4)
(5)

Install oil pressure sender.
Connect oil pressure sender wire.
Install front splash shield.
Lower vehicle.
Connect the negative battery cable.

OIL PUMP
REMOVAL
(1) Remove the oil pan and pick-up tube (Refer to
9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(2) Remove the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(3) Remove the timing chains and tensioners
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - REMOVAL).
(4) Remove the four bolts, primary timing chain
tensioner and the oil pump.

(1) Clean all parts thoroughly. Mating surface of
the oil pump housing should be smooth. If the pump
cover is scratched or grooved the oil pump assembly
should be replaced.
(2) Lay a straight edge across the pump cover surface (Fig. 77). If a 0.025 mm (0.001 in.) feeler gauge
can be inserted between the cover and the straight
edge the oil pump assembly should be replaced.
(3) Measure the thickness of the outer rotor (Fig.
78). If the outer rotor thickness measures at 12.005
mm (0.472 in.) or less the oil pump assembly must be
replaced.
(4) Measure the diameter of the outer rotor. If the
outer rotor diameter measures at 85.925 mm (3.382
in.) or less the oil pump assembly must be replaced.
(5) Measure the thickness of the inner rotor (Fig.
79). If the inner rotor thickness measures at 12.005
mm (0.472 in.) or less then the oil pump assembly
must be replaced.
(6) Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump body
and measure clearance between the outer rotor and
the body (Fig. 80). If the measurement is 0.235mm
(0.009 in.) or more the oil pump assembly must be
replaced.
(7) Install the inner rotor in the into the oil pump
body. Measure the clearance between the inner and
outer rotors (Fig. 81). If the clearance between the
rotors is .150 mm (0.006 in.) or more the oil pump
assembly must be replaced.
(8) Place a straight edge across the body of the oil
pump (between the bolt holes), if a feeler gauge of
.095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced (Fig. 82).

9 - 68

ENGINE - 3.7L

OIL PUMP (Continued)
NOTE: The 3.7 Oil pump is released as an assembly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.

Fig. 79 Measuring Inner Rotor Thickness

Fig. 77 Checking Oil Pump Cover Flatness
1 - STRAIGHT EDGE
2 - FEELER GAUGE
3 - OIL PUMP COVER

Fig. 80 Measuring Outer Rotor Clearance
1 - FEELER GAUGE
2 - OUTER ROTOR

INSTALLATION
Fig. 78 Measuring Outer Rotor Thickness

ASSEMBLY
(1) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
(2) Install inner and outer rotors
(3) Install oil pump cover plate and install cover
bolts and tighten them to 12 N·m (105 in. lbs.).
(4) Prime oil pump before installation by filling
rotor cavity with engine oil.
(5) If oil pressure is low and pump is within specifications, inspect for worn engine bearings or other
causes for oil pressure loss.

(1) Position the oil pump onto the crankshaft and
install one oil pump retaining bolts.
(2) Position the primary timing chain tensioner
and install three retaining bolts.
(3) Tighten the oil pump and primary timing chain
tensioner retaining bolts to 28 N·m (250 in. lbs.) in
the sequence shown (Fig. 83).
(4) Install the secondary timing chain tensioners
and timing chains (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
(5) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).

ENGINE - 3.7L

9 - 69

OIL PUMP (Continued)

Fig. 81 Measuring Clearance Between Rotors
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR

Fig. 83 Oil Pump And Primary Timing Chain
Tensioner Tightening Sequence
(2) Using a suitable oil filter wrench loosen filter.
(3) Rotate the oil filter counterclockwise (Fig. 84)
to remove it from the cylinder block oil filter boss.

Fig. 82 Measuring Clearance Over Rotors
1 - STRAIGHT EDGE
2 - FEELER GAUGE

(6) Install the pick-up tube and oil pan (Refer to 9
- ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

Fig. 84 OIL FILTER
1 - ENGINE OIL FILTER

(4) When filter separates from cylinder block oil
filter boss, tip gasket end upward to minimize oil
spill. Remove filter from vehicle.

9 - 70

ENGINE - 3.7L

OIL FILTER (Continued)
NOTE: Make sure filter gasket was removed with filter.
(5) With a wiping cloth, clean the gasket sealing
surface of oil and grime.

INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 85) hand
tighten filter one full turn, do not over tighten.
(3) Add oil, verify crankcase oil level and start
engine. Inspect for oil leaks.

Fig. 85 Oil Filter Sealing Surface-Typical
1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER

OIL
STANDARD PROCEDURE - ENGINE OIL
SERVICE
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.

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 in the 4.7L
engines. These 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. 86).

Fig. 86 TEMPERATURE/ENGINE OIL VISCOSITY 4.7L ENGINE

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.

ENGINE OIL SPECIFICATION
CAUTION: Do not use non-detergent or straight
mineral oil when adding or changing crankcase
lubricant. Engine failure can result.

Fig. 87 Engine oil Container Standard Notations

ENGINE - 3.7L

9 - 71

OIL (Continued)

OIL LEVEL INDICATOR (DIPSTICK)

ENGINE OIL CHANGE

The engine oil level indicator is located at the right
rear of the engine on the 4.7L engines. (Fig. 88).

Change engine oil at mileage and time intervals
described in Maintenance Schedules.
Run engine until achieving normal operating temperature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist and support vehicle on safety stands.
(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 if
damaged.
(6) Install drain plug in crankcase.
(7) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this section.
(8) Install oil fill cap.
(9) Start engine and inspect for leaks.
(10) Stop engine and inspect oil level.

USED ENGINE OIL DISPOSAL
Fig. 88 ENGINE OIL DIPSTICK 4.7L ENGINE
1 - TRANSMISSION DIPSTICK
2 - ENGINE OIL DIPSTICK
3 - ENGINE OIL FILL CAP

CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800
kilometers (500 miles). Unless the engine has exhibited loss of oil pressure, run the engine for about five
minutes before checking oil level. Checking engine oil
level on a cold engine is not accurate.
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.

Care should be exercised when disposing used
engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this
section.

INTAKE MANIFOLD
DESCRIPTION
The intake manifold (Fig. 89) is made of a composite material and features 300 mm (11.811 in.) long
runners which maximizes low end torque. The intake
manifold uses single plane sealing which consist of
six individual press in place port gaskets to prevent
leaks. The throttle body attaches directly to the
intake manifold. Eight studs and two bolts are used
to fasten the intake to the head.

DIAGNOSIS AND TESTING - INTAKE
MANIFOLD LEAKS
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.

9 - 72

ENGINE - 3.7L

INTAKE MANIFOLD (Continued)
(8) Disconnect left and right radio suppressor straps.
(9) Disconnect and remove ignition coil towers.
(10) Remove top oil dipstick tube retaining bolt
and ground strap.
(11) Bleed fuel system. Refer to FUEL SYSTEM.
(12) Remove fuel rail.
(13) Remove throttle body assembly and mounting
bracket.
(14) Drain cooling system below coolant temperature level. Refer to COOLING SYSTEM.
(15) Remove the heater hoses from the engine
front cover and the heater core.
(16) Unclip and remove heater hoses and tubes
from intake manifold.
(17) Remove coolant temperature sensor. Refer to
FUEL SYSTEM.
(18) Remove intake manifold retaining fasteners in
reverse order of tightening sequence.
(19) Remove intake manifold.

INSTALLATION
(1) Install intake manifold gaskets.
(2) Install intake manifold.
(3) Install intake manifold retaining bolts and
tighten in sequence shown in to 12 N·m (105 in. lbs.)
(Fig. 90).

Fig. 89 Intake Manifold
1 - THROTTLE BODY
2 - INTAKE MANIFOLD
3 - INTAKE PORT GASKETS

(2) Spray a small stream of water (spray bottle) at
the suspected leak area.
(3) If engine RPM’S change, the area of the suspected leak has been found.
(4) Repair as required.

REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove resonator assembly and air inlet hose.
(3) Disconnect throttle and speed control cables.
(4) Disconnect electrical connectors for the following components: Refer to FUEL SYSTEM for component locations.
• Manifold Absolute Pressure (MAP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Coolant Temperature (CTS) Sensor
• Idle Air Control (IAC) Motor
(5) Disconnect vapor purge hose, brake booster
hose, speed control servo hose, positive crankcase
ventilation (PCV) hose.
(6) Disconnect generator electrical connections.
(7) Disconnect air conditioning compressor electrical connections.

Fig. 90 Intake Manifold Tightening Sequence
(4) Install left and right radio suppressor straps.
(5) Install throttle body assembly.
(6) Connect throttle cable and speed control cable
to throttle body.
(7) Install fuel rail.
(8) Install ignition coil towers.

ENGINE - 3.7L

9 - 73

INTAKE MANIFOLD (Continued)
(9) Position and install heater hoses and tubes
onto intake manifold.
(10) Install the heater hoses to the heater core and
engine front cover.
(11) Connect electrical connectors for the following
components:
• Manifold Absolute Pressure (MAP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Coolant Temperature (CTS) Sensor
• Idle Air Control (IAC) Motor
• Ignition coil towers
• Fuel injectors
(12) Install top oil dipstick tube retaining bolt and
ground strap.
(13) Connect generator electrical connections.
(14) Connect Vapor purge hose, Brake booster
hose, Speed control servo hose, Positive crankcase
ventilation (PCV) hose.
(15) Fill cooling system.
(16) Install resonator assembly and air inlet hose.
(17) Connect negative cable to battery.

exhaust manifold gasket is used to improve sealing
to the cylinder head. The exhaust manifolds are covered by a three layer laminated heat shield for thermal protection and noise reduction. The heat shields
(Fig. 92) are fastened with a torque prevailing nut
that is backed off slightly to allow for the thermal
expansion of the exhaust manifold.

EXHAUST MANIFOLD
DESCRIPTION
The exhaust manifolds (Fig. 91) are log style with
a patented flow enhancing design to maximize performance. The exhaust manifolds are made of high silicon molybdenum cast iron. A perforated core graphite

Fig. 92 Exhaust Manifold Heat Shields
1
2
3
4

RIGHT SIDE EXHAUST MANIFOLD HEAT SHIELD
RIGHT SIDE EXHAUST MANIFOLD FLANGE
LEFT SIDE EXHAUST MANIFOLD HEAT SHIELD
LEFT SIDE EXHAUST MANIFOLD FLANGE

REMOVAL
RIGHT EXHAUST MANIFOLD

Fig. 91 EXHAUST MANIFOLDS
1 - LEFT SIDE EXHAUST MANIFOLD
2 - RIGHT SIDE EXHAUST MANIFOLD

(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 shield (Fig. 93).
(6) Remove bolts, nuts and washers attaching
manifold to cylinder head.
(7) Remove manifold and gasket from the cylinder
head.

9 - 74

ENGINE - 3.7L

EXHAUST MANIFOLD (Continued)

Fig. 93 Exhaust Manifold Right
1 - HEAT SHIELD
2 - NUTS
3 - MANIFOLD FLANGE

LEFT EXHAUST MANIFOLD
(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. 94).
(6) Remove bolts, nuts and washers attaching
manifold to cylinder head.
(7) Remove manifold and gasket from the cylinder
head.

INSTALLATION
RIGHT EXHAUST MANIFOLD
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.
(1) Position the engine exhaust manifold and gasket on the two studs located on the cylinder head.
Install conical washers and nuts on these studs.
(2) Install remaining conical washers. Starting at
the center arm and working outward, tighten the
bolts and nuts to 25 N·m (18 ft. lbs.) torque.
(3) Install the exhaust heat shields.
(4) Raise and support the vehicle.

Fig. 94 Exhaust Manifold left
1 - HEAT SHIELD
2 - NUTS
3 - MANIFOLD FLANGE

CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.
(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.

LEFT EXHAUST MANIFOLD
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.
(1) Position the engine exhaust manifold and gasket on the two studs located on the cylinder head.
Install conical washers and nuts on these studs.
(2) Install remaining conical washers. Starting at
the center arm and working outward, tighten the
bolts and nuts to 25 N·m (18 ft. lbs.) torque.
(3) Install the exhaust heat shields.
(4) Raise and support the vehicle.
CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.
(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.

ENGINE - 3.7L

VALVE TIMING
DESCRIPTION
The timing drive system has been designed to provide quiet performance and reliability to support a
non-free wheeling engine. Specifically the intake
valves are non-free wheeling and can be easily damaged with forceful engine rotation if camshaft-tocrankshaft timing is incorrect. The timing drive
system consists of a primary chain, two secondary
timing chain drives (Fig. 95) and a counterbalance
shaft drive.

OPERATION
The primary timing chain is a single inverted tooth
chain type. The primary chain drives the large 50

tooth idler sprocket directly from a 25 tooth crankshaft sprocket. Primary chain motion is controlled by
a pivoting leaf spring tensioner arm and a fixed
guide. The arm and the guide both use nylon plastic
wear faces for low friction and long wear. The primary chain receives oil splash lubrication from the
secondary chain drive and designed oil pump leakage. The idler sprocket assembly connects the primary chain drive, secondary chain drives, and the
counterbalance shaft. The idler sprocket assembly
consists of two integral 26 tooth sprockets a 50 tooth
sprocket and a helical gear that is press-fit to the
assembly. The spline joint for the 50 tooth sprocket is
a non – serviceable press fit anti rattle type. A spiral
ring is installed on the outboard side of the 50 tooth
sprocket to prevent spline disengagement. The idler
sprocket assembly spins on a stationary idler shaft.

Fig. 95 Timing Drive System
1 - RIGHT CAMSHAFT SPROCKET AND SECONDARY CHAIN
2 - SECONDARY TIMING CHAIN TENSIONER (LEFT AND RIGHT
SIDE NOT INTERCHANGEABLE)
3 - SECONDARY TENSIONER ARM
4 - LEFT CAMSHAFT SPROCKET AND SECONDARY CHAIN
5 - CHAIN GUIDE (LEFT AND RIGHT SIDE ARE NOT
INTERCHANGEABLE)

9 - 75

6
7
8
9

PRIMARY CHAIN
IDLER SPROCKET
CRANKSHAFT SPROCKET
PRIMARY CHAIN TENSIONER

9 - 76

ENGINE - 3.7L

VALVE TIMING (Continued)
The idler shaft is a light press-fit into the cylinder
block. A large washer on the idler shaft bolt and the
rear flange of the idler shaft are used to control
sprocket thrust movement. Pressurized oil is routed
through the center of the idler shaft to provide lubrication for the two bushings used in the idler sprocket
assembly.
There are two secondary drive chains, both are
roller type, one to drive the camshaft in each SOHC
cylinder head. There are no shaft speed changes in
the secondary chain drive system. Each secondary
chain drives a 26 tooth cam sprocket directly from
the 26 tooth sprocket on the idler sprocket assembly.
A fixed chain guide and a hydraulic oil damped tensioner are used to maintain tension in each secondary chain system. The hydraulic tensioners for the
secondary chain systems are fed pressurized oil from
oil reservoir pockets in the block. Each tensioner
incorporates a controlled leak path through a device
known as a vent disc located in the nose of the piston
to manage chain loads. Each tensioner also has a
mechanical ratchet system that limits chain slack if
the tensioner piston bleeds down after engine shut
down. The tensioner arms and guides also utilize
nylon wear faces for low friction and long wear. The
secondary timing chains receive lubrication from a
small orifice in the tensioners. This orifice is protected from clogging by a fine mesh screen which is
located on the back of the hydraulic tensioners.

NOTE: Components referred to as left hand or right
hand are as viewed from the drivers position inside
the vehicle.
NOTE: The blue link plates on the chains and the
dots on the camshaft drive sprockets may not line
up during the timing verification procedure. The
blue link plates are lined up with the sprocket dots
only when re-timing the complete timing drive.
Once the timing drive is rotated blue link-to-dot
alignment is no longer valid.
Engine base timing can be verified by the following
procedure:
(1) Remove the cylinder head covers. Refer to the
procedure in this section.
(2) Using a mirror, locate the TDC arrow on the
front cover (Fig. 96). Rotate the crankshaft until the
mark on the crankshaft damper is aligned with the
TDC arrow on the front cover. The engine is now at
TDC.

STANDARD PROCEDURE
MEASURING TIMING CHAIN WEAR
NOTE: This procedure must be performed with the
timing chain cover removed.
(1) Remove the timing chain cover. Refer to Timing
Chain Cover in this section for procedure.
(2) To determine if the secondary timing chains
are worn, rotate the engine clockwise until maximum
tensioner piston extension is obtained. Measure the
distance between the secondary timing chain tensioner housing and the step ledge on the piston. The
measurement at point (A) must be less than 15mm
(.5906 inches).
(3) If the measurement exceeds the specification
the secondary timing chains are worn and require
replacement. Refer to Timing Chain and Sprockets in
this section for procedure.

SERVICE PROCEDURE - TIMING VERIFICATION
CAUTION: The 3.7L is a non free-wheeling design
engine. Therefore, correct engine timing is critical.

Fig. 96 Engine Top Dead Center (TDC) Indicator
Mark
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

(3) Note the location of the V6 mark stamped into
the camshaft drive gears. If the V6 mark on each
camshaft drive gear is at the twelve o’clock position,
the engine is at TDC on the exhaust stroke. If the V6
mark on each gear is at the six o’clock position, the
engine is at TDC on the compression stroke. (Fig.
100)

ENGINE - 3.7L

9 - 77

VALVE TIMING (Continued)
(4) If both of the camshaft drive gears are off in
the same or opposite directions, the primary chain or
both secondary chains are at fault. Refer to Timing
Chain and Sprockets procedure in this section.
(5) If only one of the camshaft drive gears is off
and the other is correct, the problem is confined to
one secondary chain. Refer to Single camshaft timing, in this procedure.
(6) If both camshaft drive gear V6 marks are at
the twelve o’clock or the six o’clock position the
engine base timing is correct. Reinstall the cylinder
head covers.

TIMING - SINGLE CAMSHAFT
NOTE: to adjust the timing on one camshaft, preform the following procedure.
(1) Using Chain Tensioner Wedge (Fig. 99), Special
Tool 8379, stabilize the secondary chain drive. For
reference purposes, mark the chain-to-sprocket position. (Fig. 98)
(2) Remove the camshaft drive gear retaining bolt.

COUNTER BALANCE SHAFT TIMING
(1) Ensure that the engine is at TDC with both
camshaft sprocket V6 marks in the 12 o’clock position. (Fig. 100)
(2) Look down the left cylinder head chain cavity.
The timing dot on the counter balance shaft drive
gear should be in the 6 o’clock position (Fig. 97).

Fig. 98 SECURING TIMING CHAIN TENSIONER
USING TIMING CHAIN WEDGE
1 - CYLINDER HEAD
2 -SPECIAL TOOL 8379
3 - TIMING CHAIN

Fig. 97 COUNTERBALANCE SHAFT ALIGNMENT
MARKS
1 - COUNTERBALANCE SHAFT GEAR
2 - TIMING MARK
3 - IDLER SPROCKET GEAR

9 - 78

ENGINE - 3.7L

VALVE TIMING (Continued)
(5) Using Special Tool 8428 Camshaft Wrench,
rotate the camshaft until the alignment dowel on the
camshaft is aligned with the slot in the camshaft
drive gear.
CAUTION: Remove excess oil from camshaft
sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torqueing of bolt
resulting in bolt failure.

Fig. 99 CAMSHAFT DRIVE GEAR REMOVAL/
INSTALLATION
1
2
3
4

(6) Position the camshaft drive gear onto the camshaft, remove oil from bolt then install the retaining
bolt. Using Special Tools, Spanner Wrench 6958 with
Adapter Pins 8346 and a suitable torque wrench,
Tighten retaining bolt to 122 N·m (90 ft. Lbs.).
(7) Remove Special Tool 8379.
(8) Rotate the crankshaft two full revolutions, then
verify that the camshaft drive gear V6 marks are in
fact aligned.
(9) Install the cylinder head covers. Refer to Cylinder Head Cover in this section.

SPECIAL TOOL 8279 TIMING CHAIN WEDGE
CAMSHAFT DRIVE GEAR
RETAINING BOLT
CYLINDER HEAD

(3) Carefully remove the camshaft drive gear from
the camshaft.
(4) Re-index the camshaft drive gear in the chain
until the V6 mark is at the same position as the V6
mark on the opposite camshaft drive gear.

Fig. 100 CAMSHAFT SPROCKET V6 MARKS (#1 TDC, Exhaust stroke)
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

ENGINE - 3.7L

9 - 79

BALANCE SHAFT
REMOVAL
(1) Remove the primary and secondary timing
chains. Refer to TIMING CHAIN and SPROCKET.
NOTE: The balance shaft and gear are serviced as
an assembly. Do not attempt to remove the gear
from the balance shaft.Remove the retaining bolt
from the counterbalance shaft thrust plate (Fig.
101).

Fig. 102 Counterbalance Shaft Removal/Installation
Tool
1 - COUNTERBALANCE SHAFT REMOVAL AND INSTALLATION
TOOL
2 - COUNTERBALANCE SHAFT THRUST PLATE

Fig. 101 Counterbalance Shaft Retaining Plate
1
2
3
4

IDLER SHAFT
COUNTERBALANCE SHAFT THRUST PLATE
COUNTERBALANCE SHAFT DRIVE GEAR
RETAINING BOLT

(2) Using Special Tool 8641 Counterbalance shaft
remover/installer tool, carefully install counterbalance shaft into engine.
(3) Install Counterbalance shaft thrust plate
retaining bolt finger tight.Do not tighten bolt at this
time.
(4) Position the right side of the thrust plate with
the right chain guide bolt, install bolt finger tight.
(5) Torque the thrust plate retaining bolt to 28
N·m (250 in. lbs.).
(6) Remove the chain guide bolt so that guide can
be installed.

(2) Using Special Tool 8641 Counterbalance shaft
remover/installer tool, remove the counterbalance
shaft from the engine (Fig. 102).

IDLER SHAFT

INSTALLATION

REMOVAL

NOTE: The balance shaft and gear are serviced as
an assembly. Do not attempt to remove the gear
from the balance shaft.
(1) Coat counterbalance shaft bearing journals
with clean engine oil.
NOTE: The balance shaft is heavy, and care should
be used when installing shaft, so bearings are not
damaged.

(1) Remove the primary and secondary timing
chains and sprockets. Refer to procedure in this section.
NOTE: To remove the idler shaft, it is necessary to
tap threads into the shaft, to install the removal
tool.
(2) Using a 12 mm X 1.75 tap, cut threads in the
idler shaft center bore.
(3) Cover the radiator core with a suitable cover.

9 - 80

ENGINE - 3.7L

IDLER SHAFT (Continued)
CAUTION: Use care when removing the idler shaft,
Do not strike the radiator cooling fins with the slide
hammer.
(4) Using Special Tool 8517 Slide Hammer, remove
the idler shaft.

INSTALLATION
(1) Thoroughly clean the idler shaft bore.
(2) Position the idler shaft in the bore.
NOTE: The two lubrication holes in the idler shaft
do not require any special alignment.
NOTE: Before using the retaining bolt to install the
idler shaft, coat the threads and the pilot on the
idler shaft, with clean engine oil.
(3) Using the primary idler sprocket retaining bolt
and washer, carefully draw the idler shaft into the
bore until fully seated.
(4) Coat the idler shaft with clean engine oil.
(5) Install the timing chains and sprockets. Refer
to procedure in this section.

TIMING BELT / CHAIN
COVER(S)
REMOVAL
(1) Disconnect the battery negative cable.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove electric cooling fan and fan shroud
assembly.
(4) Remove fan and fan drive assembly (Refer to 7
COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - REMOVAL).
(5) Disconnect both heater hoses at timing cover.
(6) Disconnect lower radiator hose at engine.
(7) Remove accessory drive belt tensioner assembly
(Fig. 103).
(8) Remove crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(9) Remove the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - REMOVAL).
(10) Remove A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - REMOVAL).
CAUTION: The 3.7L engine uses an anerobic sealer
instead of a gasket to seal the front cover to the
engine block, from the factory. For service, MoparT
Engine RTV sealant must be substituted.

Fig. 103 ACCESSORY DRIVE BELT TENSIONER
1 - TENSIONER ASSEMBLY
2 - FASTENER TENSIONER TO FRONT COVER

NOTE: It is not necessary to remove the water
pump for timing cover removal.
(11) Remove the bolts holding the timing cover to
engine block (Fig. 104).

Fig. 104 TIMING CHAIN COVER FASTENERS
(12) Remove the timing cover.

ENGINE - 3.7L

9 - 81

TIMING BELT / CHAIN COVER(S) (Continued)

INSTALLATION
CAUTION: Do not use oil based liquids to clean timing cover or block surfaces. Use only rubbing alcohol, along with plastic or wooden scrapers. Use no
wire brushes or abrasive wheels or metal scrapers,
or damage to surfaces could result.
(1) Clean timing chain cover and block surface
using rubbing alcohol.
CAUTION: The 3.7L uses a special anerobic sealer
instead of a gasket to seal the timing cover to the
engine block, from the factory. For service repairs,
MoparT Engine RTV must be used as a substitute.
(2) Inspect the water passage o-rings for any damage, and replace as necessary.
(3) Apply Mopart Engine RTV sealer to front cover
following the path below using a 3 to 4mm thick
bead (Fig. 105).

Fig. 106 TIMING CHAIN COVER FASTENERS
(7) Install the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
(8) Install accessory drive belt tensioner assembly
(Refer to 7 - COOLING/ACCESSORY DRIVE/BELT
TENSIONERS - INSTALLATION).
(9) Install radiator upper and lower hoses.
(10) Install both heater hoses.
(11) Install electric fan shroud and viscous fan
drive assembly (Refer to 7 - COOLING/ENGINE/FAN
DRIVE VISCOUS CLUTCH - INSTALLATION).
(12) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(13) Connect the battery negative cable.

TIMING BELT/CHAIN AND
SPROCKETS
REMOVAL

Fig. 105 TIMING COVER SEALANT
1 - TIMING CHAIN COVER
2 - WATER PASSAGE ORING
3 - MOPART ENGINE RTV SEALER

(4) Install cover. Tighten fasteners in sequence as
shown in to 58 N·m (43 ft. lbs.) (Fig. 106).
(5) Install crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(6) Install the A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION).

(1) Disconnect negative cable from battery.
(2) Drain cooling system(Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove right and left cylinder head covers(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
(4) Remove radiator fan shroud(Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(5) Rotate engine until timing mark on crankshaft
damper aligns with TDC mark on timing chain cover
(Fig. 108) and the camshaft sprocket “V6” marks are
at the 12 o’clock position (#1 TDC exhaust stroke)
(Fig. 107).
(6) Remove power steering pump(Refer to 19 STEERING/PUMP - REMOVAL).
(7) Remove access plug from left and right cylinder
heads for access to chain guide fasteners (Fig. 109).

9 - 82

ENGINE - 3.7L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 107 CAMSHAFT SPROCKET V6 MARKS, (#1 TDC EXHAUST STROKE)
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

Fig. 109 Cylinder Head Access Plugs
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

Fig. 108 Engine Top Dead Center
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

ENGINE - 3.7L

9 - 83

TIMING BELT/CHAIN AND SPROCKETS (Continued)
(8) Remove the oil fill housing to gain access to the
right side tensioner arm fastener.
(9) Remove crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL) and timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(10) Collapse and pin primary chain tensioner.
CAUTION: Plate behind left secondary chain tensioner could fall into oil pan. Therefore, cover pan
opening.
(11) Remove secondary chain tensioners.
(12) Remove camshaft position sensor (Fig. 110).

CAUTION: Do not forcefully rotate the camshafts or
crankshaft independently of each other. Damaging
intake valve to piston contact will occur. Ensure
negative battery cable is disconnected to guard
against accidental starter engagement.
(13) Remove left and right camshaft sprocket bolts.
(14) While holding the left camshaft steel tube
with Special Tool 8428 Camshaft Wrench, remove the
left camshaft sprocket. Slowly rotate the camshaft
approximately 5 degrees clockwise to a neutral position.
(15) While holding the right camshaft steel tube
with Special Tool 8428 Camshaft Wrench, remove the
right camshaft sprocket.
(16) Remove idler sprocket assembly bolt.
(17) Slide the idler sprocket assembly and crank
sprocket forward simultaneously to remove the primary and secondary chains.
(18) Remove both pivoting tensioner arms and
chain guides.
(19) Remove primary chain tensioner.

INSPECTION

Fig. 110 Camshaft Position Sensor
1 - CYLINDER HEAD
2 - CAMSAHFT POSITION SENSOR
3 - SCREW

CAUTION: Care should be taken not to damage
camshaft target wheel. Do not hold target wheel
while loosening or tightening camshaft sprocket.
Do not place the target wheel near a magnetic
source of any kind. A damaged or magnetized target wheel could cause a vehicle no start condition.

Inspect the following components:
• Sprockets for excessive tooth wear. Some tooth
markings are normal and not a cause for sprocket
replacement.
• Idler sprocket assembly bushing and shaft for
excessive wear.
• Idler sprocket assembly spline joint. The joint
should be tight with no backlash or axial movement.
• Chain guides and tensioner arms. Replace these
parts if grooving in plastic face is more than 1 mm
(0.039 in.) deep. If plastic face is severely grooved or
melted, the tensioner lube jet may be clogged. The
tensioner should be replaced.
• Secondary chain tensioner piston and ratcheting
device. Inspect for evidence of heavy contact between
tensioner piston and tensioner arm. If this condition
exist the tensioner tensioner arm and chain should
be replaced.
• Primary chain tensioner plastic faces. Replace as
required.

9 - 84

ENGINE - 3.7L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

INSTALLATION
(1) Using a vise, lightly compress the secondary
chain tensioner piston until the piston step is flush
with the tensioner body. Using a pin or suitable tool,
release ratchet pawl by pulling pawl back against
spring force through access hole on side of tensioner.
While continuing to hold pawl back, Push ratchet
device to approximately 2 mm from the tensioner
body. Install Special Tool 8514 lock pin into hole on
front of tensioner (Fig. 111). Slowly open vise to
transfer piston spring force to lock pin.

(4) Install the left side chain guide. Tighten the
bolts to 28 N·m (250 in. lbs.).
(5) Install left side chain tensioner arm, and Torxt
bolt. Tighten Torxt bolt to 28 N·m (250 in. lbs.).
(6) Install the right side chain guide. Tighten the
bolts to 28 N·m (250 in. lbs.).
(7) Install both secondary chains onto the idler
sprocket. Align two plated links on the secondary
chains to be visible through the two lower openings
on the idler sprocket (4 o’clock and 8 o’clock). Once
the secondary timing chains are installed, position
special tool 8429 to hold chains in place for installation.
(8) Align primary chain double plated links with
the timing mark at 12 o’clock on the idler sprocket.
Align the primary chain single plated link with the
timing mark at 6 o’clock on the crankshaft sprocket.
(9) Lubricate idler shaft and bushings with clean
engine oil.
NOTE: The idler sprocket must be timed to the
counterbalance shaft drive gear before the idler
sprocket is fully seated.

Fig. 111 RESETTING SECONDARY CHAIN
TENSIONERS
1
2
3
4
5

VISE
INSERT LOCK PIN
RATCHET PAWL
RATCHET
PISTON

(2) Position primary chain tensioner over oil pump
and insert bolts into lower two holes on tensioner
bracket. Tighten bolts to 28 N·m (250 in. lbs.).
(3) Install right side chain tensioner arm. Install
Torxt bolt. Tighten Torxt bolt to 28 N·m (250 in.
lbs.).
CAUTION: The silver bolts retain the guides to the
cylinder heads and the black bolts retain the guides
to the engine block.

Fig. 112 INSTALLING IDLER GEAR, PRIMARY AND
SECONDARY TIMING CHAINS
1 - SPECIAL TOOL 8429
2 - PRIMARY CHAIN IDLER SPROCKET
3 - CRANKSHAFT SPROCKET

ENGINE - 3.7L

9 - 85

TIMING BELT/CHAIN AND SPROCKETS (Continued)
(10) Install all chains, crankshaft sprocket, and
idler sprocket as an assembly (Fig. 112). After guiding both secondary chains through the block and cylinder head openings, affix chains with a elastic strap
or equivalent. This will maintain tension on chains to
aid in installation. Align the timing mark on the
idler sprocket gear to the timing mark on the counterbalance shaft drive gear, then seat idler sprocket
fully (Fig. 113). Before installing idler sprocket bolt,
lubricate washer with oil, and tighten idler sprocket
assembly retaining bolt to 34 N·m (25 ft. lbs.).

(14) Verify that all plated links are aligned with
the marks on all sprockets and the “V6” marks on
camshaft sprockets are at the 12 o’clock position.
CAUTION: Ensure the plate between the left secondary chain tensioner and block is correctly
installed.
(15) Install both secondary chain
Tighten bolts to 28 N·m (250 in. lbs.).

tensioners.

NOTE: Left and right secondary chain tensioners
are not common.
(16) Remove all locking pins (3) from tensioners.
CAUTION: After pulling locking pins out of each
tensioner, DO NOT manually extend the tensioner(s)
ratchet. Doing so will over tension the chains,
resulting in noise and/or high timing chain loads.
(17) Using Special Tool 6958, Spanner with Adaptor Pins 8346, tighten left (Fig. 114) and right (Fig.
115). camshaft sprocket bolts to 122 N·m (90 ft. lbs.).

Fig. 113 COUNTERBALANCE SHAFT ALIGNMENT
MARKS
1 - COUNTERBALANCE SHAFT GEAR
2 - TIMING MARK
3 - IDLER SPROCKET GEAR

NOTE: It will be necessary to slightly rotate camshafts for sprocket installation.
(11) Align left camshaft sprocket “L” dot to plated
link on chain.
(12) Align right camshaft sprocket “R” dot to
plated link on chain.
CAUTION: Remove excess oil from the camshaft
sprocket bolt. Failure to do so can result in overtorque of bolt resulting in bolt failure.
(13) Remove Special Tool 8429, then attach both
sprockets to camshafts. Remove excess oil from bolts,
then Install sprocket bolts, but do not tighten at this
time.

Fig. 114 TIGHTENING LEFT SIDE CAMSHAFT
SPROCKET BOLT
1
2
3
4

TORQUE WRENCH
CAMSHAFT SPROCKET
LEFT CYLINDER HEAD
SPECIAL TOOL 6958 SPANNER WITH ADAPTER PINS 8346

9 - 86

ENGINE - 3.7L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 115 TIGHTENING RIGHT SIDE CAMSHAFT
SPROCKET BOLT
1
2
3
4

TORQUE WRENCH
SPECIAL TOOL 6958 WITH ADAPTER PINS 8346
LEFT CAMSHAFT SPROCKET
RIGHT CAMSHAFT SPROCKET

(18) Rotate engine two full revolutions. Verify timing marks are at the follow locations:
• primary chain idler sprocket dot is at 12 o’clock
• primary chain crankshaft sprocket dot is at 6
o’clock
• secondary chain camshaft sprockets “V6” marks
are at 12 o’clock
• counterbalancer shaft drive gear dot is aligned
to the idler sprocket gear dot
(19) Lubricate all three chains with engine oil.
(20) After installing all chains, it is recommended
that the idler gear end play be checked. The end play
must be within 0.10–0.25 mm (0.004–0.010 in.). If
not within specification, the idler gear must be
replaced (Fig. 116).
(21) Install timing chain cover and crankshaft
damper. Refer to procedures.
(22) Install cylinder head covers(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

Fig. 116 MEASURING IDLER GEAR END PLAY
1 - IDLER SPROCKET ASSEMBLY
2 - DIAL INDICATOR

NOTE: Before installing threaded plug in right cylinder head, the plug must be coated with sealant to
prevent leaks.
(23) Coat the large threaded access plug with
Mopart Thread Sealant with Teflon, then install
into the right cylinder head and tighten to 81 N·m
(60 ft. lbs.).
(24) Install the oil fill housing.
(25) Install access plug in left cylinder head.
(26) Install power steering pump(Refer to 19 STEERING/PUMP - INSTALLATION).
(27) Fill cooling system(Refer to 7 - COOLING STANDARD PROCEDURE).
(28) Connect negative cable to battery.

ENGINE - 4.7L

9 - 87

ENGINE - 4.7L
TABLE OF CONTENTS
page
ENGINE - 4.7L
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . 89
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . 91
DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE . . . . . . . . . . . . . 92
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE . . . . . . 92
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION . . . . . . . . . . . 93
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . . . . 93
STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . . . . . 93
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 96
SPECIFICATIONS
4.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 98
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
SPECIAL TOOLS
4.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 102
AIR CLEANER ELEMENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 105
CYLINDER HEAD
DESCRIPTION
DESCRIPTION - CYLINDER HEAD . . . . . . . 106
DESCRIPTION - VALVE GUIDES . . . . . . . . . 106
REMOVAL
REMOVAL - LEFT CYLINDER HEAD . . . . . . 106
REMOVAL - RIGHT CYLINDER HEAD . . . . . 108
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 110
INSTALLATION
INSTALLATION - LEFT CYLINDER HEAD . . . 110
INSTALLATION - RIGHT CYLINDER HEAD . . 111
CAMSHAFT(S) - LEFT
DESCRIPTION
. . . . . . . . . . . . . . . . . . . . . . . . 113
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 114
CAMSHAFT(S) - RIGHT
DESCRIPTION
. . . . . . . . . . . . . . . . . . . . . . . . 117
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 118
CYLINDER HEAD COVER(S)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 121

page
REMOVAL
REMOVAL - RIGHT SIDE . . . . . . . . . . . . . .
REMOVAL - LEFT SIDE . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - RIGHT SIDE . . . . . . . . . .
INSTALLATION—LEFT SIDE . . . . . . . . . . .
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM / ADJUSTER ASSEMBLY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HYDRAULIC
LASH ADJUSTER . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
VALVE SPRINGS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
VALVE STEM SEALS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—CYLINDER BORE
HONING
..........................
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING
ROD BEARING FITTING . . . . . . . . . . . . . .
CORE PLUGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE—CRANKSHAFT
MAIN BEARING - FITTING . . . . . . . . . . . . .
INSPECTION
........................
CRANKSHAFT OIL SEAL - FRONT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .

. 121
. 121
. 121
. 121
. 122
. 122
. 122
. 123
. 124
. 124
. 124
. 124
. 125
. 125
. 126
. 126
. 126
. 126
. 127
. 127

. 128
. 129
. 130
. 130
. 130
. 131
. 131

. 133
. 133
. 134
. 134

9 - 88

ENGINE - 4.7L

CRANKSHAFT OIL SEAL - REAR
DIAGNOSIS AND TESTING - REAR SEAL
AREA LEAKS . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FLEX PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—PISTON FITTING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
STRUCTURAL COVER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—ENGINE OIL
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL
STANDARD PROCEDURE - ENGINE OIL
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . .
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
OIL PAN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .

. . 135
. . 135
. . 136
. . 137
. . 137
. . 137
. 137
. . 137
. . 138
. . 138
. . 139

. . 140
. . 141
. . 142
.
.
.
.

. 143
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. . 147
. . 147
. . 148
. . 148

. . 150
. . 150

. . 151
. . 152
. . 153
. . 153
. . 153

OIL PRESSURE SENSOR/SWITCH
DESCRIPTION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 154
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 154
OPERATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 154
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 154
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 154
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 155
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 155
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 157
INTAKE MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 157
DIAGNOSIS AND TESTING—INTAKE
MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . 157
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 158
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 158
EXHAUST MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 159
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 161
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 162
VALVE TIMING
DESCRIPTION—TIMING DRIVE SYSTEM . . . . 164
OPERATION - TIMING DRIVE SYSTEM
. . . . . 164
STANDARD PROCEDURE
STANDARD PROCEDURE—MEASURING
TIMING CHAIN WEAR . . . . . . . . . . . . . . . . . 165
STANDARD PROCEDURE - ENGINE TIMING
- VERIFICATION . . . . . . . . . . . . . . . . . . . . . 165
TIMING BELT / CHAIN COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 169
TIMING BELT/CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 171
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 172
IDLER SHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 175

ENGINE - 4.7L

9 - 89

ENGINE - 4.7L
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
CONDITION
ENGINE WILL NOT START

ENGINE STALLS OR ROUGH IDLE

1. ENGINE LOSS OF POWER

POSSIBLE CAUSE

CORRECTION

1. Weak battery

1. Charge or replace as necessary.

2. Corroded or loose battery
connections.

2. Clean and tighten battery
connections. Apply a coat of light
mineral grease to the terminals.

3. Faulty starter.

3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).

4. Faulty coil or control unit.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

5. Incorrect spark plug gap.

5. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

6. Dirt or water in fuel system.

6. Clean system and replace fuel
filter.

7. Faulty fuel pump, relay or wiring.

7. Repair or replace as necessary.

1. Idle speed set to low.

1. (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION/IDLE AIR
CONTROL MOTOR - REMOVAL).

2. Idle mixture too lean or too rich.

2. Refer to Powertrain Diagnosis
Information.

3. Vacuum leak.

3. Inspect intake manifold and
vacuum hoses, repair or replace as
necessary.

4. Faulty coil.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

5. Incorrect engine timing.

5. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).

1. Dirty or incorrectly gapped spark
plugs.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Dirt or water in fuel system.

2. Clean system and replace fuel
filter.

3. Faulty fuel pump.

3. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL PUMP DIAGNOSIS AND TESTING).

4. Blown cylinder head gasket.

4. Replace cylinder head gasket.

9 - 90

ENGINE - 4.7L

ENGINE - 4.7L (Continued)
CONDITION

1. ENGINE MISSES ON
ACCELERATION

1. ENGINE MISSES AT HIGH
SPEED

POSSIBLE CAUSE

CORRECTION

5. Low compression.

5. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).

6. Burned, warped or pitted valves.

6. Replace as necessary.

7. Plugged or restricted exhaust
system.

7. Inspect and replace as
necessary.

8. Faulty coil.

8. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

1. Spark plugs dirty or incorrectly
gapped.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Dirt in fuel system.

2. Clean fuel system.

3. Burned, warped or pitted valves.

3. Replcae as necessary.

4. Faulty coil.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

1. Spark plugs dirty or incorrectly
gapped.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Faulty coil.

2. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

3. Dirt or water in fuel system.

3. Clean system and replace fuel
filter.

ENGINE - 4.7L

9 - 91

ENGINE - 4.7L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION
NOISY VALVES

CONNECTING ROD NOISE

MAIN BEARING NOISE

POSSIBLE CAUSES

CORRECTIONS

1. High or low oil level in
crankcase.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Thin or diluted oil.

2. Change oil and filter.

3. Low oil pressure.

3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

4. Dirt in lash adjusters.

4. Replace as necessary.

5. Worn rocker arms.

5. Replace as necessary.

6. Worn lash adjusters

6. Replace as necessary.

7. Worn valve guides.

7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)

8. Excessive runout of valve seats
on valve faces.

8. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)

1. Insufficient oil supply.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Low oil pressure.

2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

3. Thin or diluted oil.

3. Change oil and filter.

4. Excessive bearing clearance.

4. Replace as necessary.

5. Connecting rod journal
out-of-round.

5. Service or replace crankshaft.

6. Misaligned connecting rods.

6. Replace bent connecting rods.

1. Insufficient oil supply.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Low oil pressure.

2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

3. Thin or diluted oil.

3. Change oil and filter.

4. Excessive bearing clearance.

4. Replace as necessary.

5. Excessive end play.

5. Check thrust washers for wear.

6. Crankshaft journal out-of round.

6. Service or replace crankshaft.

7. Loose flywheel or torque
converter.

7. Tighten to correct torque

9 - 92

ENGINE - 4.7L

ENGINE - 4.7L (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.
Inspect valve springs. 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.
Inspect valve springs. 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

ENGINE - 4.7L

9 - 93

ENGINE - 4.7L (Continued)

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 performance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)—PERFORMANCE and (Refer to 9 - ENGINE DIAGNOSIS AND TESTING)—MECHANICAL for
possible causes and corrections of malfunctions.
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY DIAGNOSIS AND TESTING) and (Refer to 14 FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS
AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagnosis is provided within the following diagnosis:
• Cylinder Compression Pressure Test (Refer to 9 ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine 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).

place 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.

9 - 94

ENGINE - 4.7L

ENGINE - 4.7L (Continued)
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.

(12) Remove starter (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - REMOVAL).
(13) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).

REMOVAL
Fig. 1 Crankshaft Position Sensor
NOTE: This procedure applies to both the 4X2 and
4X4 vehicles, steps that apply to the 4X4 vehicle
only, are identified.
(1) Disconnect the battery negative and positive
cables.
(2) Remove the battery and the battery tray.
(3) Raise vehicle on hoist.
(4) Remove exhaust crossover pipe from exhaust
manifolds.
(5) 4X4 vehicles Disconnect axle vent tube from
left side engine mount.
(6) Remove the through bolt retaining nut and bolt
from both the left and right side engine mounts.
(7) 4X4 vehicles Remove locknut from left and
right side engine mount brackets.
(8) Disconnect two ground straps from the lower
left hand side and one ground strap from the lower
right hand side of the engine.
(9) Disconnect crankshaft position sensor. (Fig. 1)
NOTE: The following step applies to 4X4 vehicles
equipped with automatic transmission only.
(10) 4X4 vehicles Remove the axle isolator
bracket from the engine, transmission and the axle.
(11) Remove structural cover (Refer to 9 ENGINE/ENGINE BLOCK/STRUCTURAL COVER REMOVAL).

1
2
3
4

CRANKSHAFT POSITION SENSOR
CYLINDER HEAD COVER
CAMSHAFT POSITION SENSOR
RIGHT SIDE CYLINDER BLOCK

(14) Remove torque converter bolts (Automatic
Transmission Only).
(15) Remove transmission to engine mounting
bolts.
(16) Disconnect the engine block heater power
cable from the block heater, if equipped.
(17) Lower vehicle.
(18) Remove throttle body resonator assembly and
air inlet hose.
(19) Disconnect throttle and speed control cables.
(20) Disconnect tube from both the left and right
side crankcase breathers (Fig. 2). Remove breathers
(21) Discharge A/C system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/REFRIGERANT - STANDARD PROCEDURE).
(22) Remove A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - REMOVAL).
(23) Remove shroud, fan assembly (Refer to 7 COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - REMOVAL) and accessory drive belt
(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - REMOVAL).
(24) Disconnect transmission oil cooler lines at the
radiator.

ENGINE - 4.7L

9 - 95

ENGINE - 4.7L (Continued)

Fig. 2 Crankcase Breather Connection Points
1 - CRANKCASE BREATHERS

(25) Disconnect radiator upper and lower hoses.
(26) Remove radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL), A/C condenser
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/A/C CONDENSER - REMOVAL) and
transmission oil cooler.
(27) Remove generator (Refer to 8 - ELECTRICAL/
CHARGING/GENERATOR - REMOVAL).
(28) Disconnect the two heater hoses from the timing chain cover and heater core.
(29) Unclip and remove heater hoses and tubes
from the intake manifold.
(30) Disconnect engine harness at the following
points :
• Intake air temperature (IAT) sensor (Fig. 3)
• Fuel Injectors
• Throttle Position (TPS) Switch
• Idle Air Control (IAC) Motor
• Engine Oil Pressure Switch
• Engine Coolant Temperature (ECT) Sensor
• Manifold absolute pressure (MAP) Sensor
• Camshaft Position (CMP) Sensor
• Coil Over Plugs
(31) Disconnect the vacuum lines at the throttle
body and intake manifold.
(32) Release fuel rail pressure (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE) then disconnect the fuel supply quick connect
fitting at the fuel rail (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING STANDARD PROCEDURE).
(33) Remove power steering pump and position out
of the way.
(34) Install Special Tools 8400 Lifting Studs, into
the cylinder heads.
(35) Install Engine Lifting Fixture Special Tool
8347 (Fig. 4) following these steps.
• Holding the lifting fixture at a slight angle, slide
the large bore in the front plate over the hex portion
of the lifting stud.

Fig. 3 Throttle Body Connection Points
1
2
3
4
5

THROTTLE BODY
TPS
IAC MOTOR
IAT SENSOR
MOUNTING SCREWS

• Position the two remaining fixture arms onto
the two Special Tools 8400 Lifting Studs, in the cylinder heads.
• Pull foward and upward on the lifting fixture so
that the lifting stud rest in the slotted area below the
large bore.
• Secure the lifting fixture to the three studs
using three 7/16 – 14 N/C locknuts.
• Make sure the lifting loop in the lifting fixture is
in the last hole (closest to the throttle body) to minimize the angle of engine during removal.
(36) Disconnect body ground strap at the right side
cowl (Fig. 5).
(37) Disconnect body ground strap at the left side
cowl (Fig. 6).
NOTE: It will be necessary to support the transmission in order to remove the engine.
(38) Position a suitable jack under the transmission.
(39) Remove engine from the vehicle.

9 - 96

ENGINE - 4.7L

ENGINE - 4.7L (Continued)

Fig. 5 Body Ground Strap—Right Side Removal /
Installation
1 - NUT
2 - A/C ACCUMULATOR
3 - GROUND STRAP

Fig. 4 Engine Lifting Fixture Attachment Locations
1
2
3
4

- ATTACHING LOCATION
- ADJUSTABLE HOOK
- SPECIAL TOOL 8347 ENGINE LIFT FIXTURE
- ATTACHING LOCATIONS

INSTALLATION
(1) Position engine in the vehicle.
Position both the left and right side engine mount
brackets and install the through bolts and nuts.
Tighten nuts to 4X2 vehicles 95 N·m (70 ft. lbs.).
4X4 vehicles 102 N·m (75 ft. lbs.).
(2) 4X4 vehicles Install locknuts onto the engine
mount brackets. Tighten locknuts to 41 N·m (30 ft.
lbs.).
(3) Remove jack from under the transmission.
(4) Remove Engine Lifting Fixture Special Tool
8347 (Fig. 4).
(5) Remove Special Tools 8400 Lifting Studs.
(6) Position generator wiring behind the oil dipstick tube, then install the oil dipstick tube upper
mounting bolt.
(7) Connect both left and right side body ground
straps.
(8) Install power steering pump.

Fig. 6 Body Ground Strap—Left Side Removal /
Installation
1 - NUT
2 - GROUND STRAP
3 - BRAKE BOOSTER

ENGINE - 4.7L

9 - 97

ENGINE - 4.7L (Continued)
(9) Connect fuel supply line quick connect fitting
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
QUICK CONNECT FITTING - STANDARD PROCEDURE).
(10) Connect the vacuum lines at the throttle body
and intake manifold.
(11) Connect engine harness at the following
points (Fig. 3):
• Intake Air Temperature (IAT) Sensor
• Idle Air Control (IAC) Motor
• Fuel Injectors
• Throttle Position (TPS) Switch
• Engine Oil Pressure Switch
• Engine Coolant Temperature (ECT) Sensor
• Manifold Absolute Pressure (MAP) Sensor
• Camshaft Position (CMP) Sensor
• Coil Over Plugs
(12) Position and install heater hoses and tubes
onto intake manifold.
(13) Install the heater hoses onto the heater core
and the engine front cover.
(14) Install generator (Refer to 8 - ELECTRICAL/
CHARGING/GENERATOR - INSTALLATION).
(15) Install A/C condenser (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/A/C CONDENSER - INSTALLATION), radiator (Refer to 7 COOLING/ENGINE/RADIATOR - INSTALLATION)
and transmission oil cooler.
(16) Connect radiator upper and lower hoses.
(17) Connect the transmission oil cooler lines to
the radiator.
(18) Install accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION), fan assembly and shroud (Refer to
7 - COOLING/ENGINE/FAN DRIVE VISCOUS
CLUTCH - INSTALLATION).
(19) Install A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION).
(20) Install both breathers. Connect tube to both
crankcase breathers (Fig. 2).

(21) Connect throttle and speed control cables.
(22) Install throttle body resonator assembly and
air inlet hose. Tighten clamps 4 N·m (35 in. lbs.).
(23) Raise vehicle.
(24) Install transmission to engine mounting bolts.
Tighten the bolts to 41 N·m (30 ft. lbs.).
(25) Install torque converter bolts (Automatic
Transmission Only).
(26) Connect crankshaft position sensor (Fig. 1).
(27) 4X4 vehicles Position and install the axle
isolator bracket onto the axle, transmission and
engine block. Tighten bolts to specification (Refer to 9
- ENGINE - SPECIFICATIONS).
(28) Install starter (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - INSTALLATION).
CAUTION: The structural cover requires a specific
torque sequence. Failure to follow this sequence
may cause severe damage to the cover.
(29) Install structural cover (Refer to 9 - ENGINE/
ENGINE BLOCK/STRUCTURAL COVER - INSTALLATION).
(30) Install exhaust crossover pipe.
(31) Install engine block heater power cable, If
equipped.
(32) 4X4 vehicles Connect axle vent tube to left
side engine mount.
(33) Lower vehicle.
(34) Check and fill engine oil.
(35) Recharge the A/C system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/REFRIGERANT - STANDARD PROCEDURE).
(36) Refill the engine cooling system (Refer to 7 COOLING - STANDARD PROCEDURE).
(37) Install the battery tray and battery.
(38) Connect the battery positive and negative
cables.
(39) Start the engine and check for leaks.

9 - 98

ENGINE - 4.7L

ENGINE - 4.7L (Continued)

SPECIFICATIONS

DESCRIPTION

SPECIFICATION
(0.0146 - 0.0249 in.)

4.7L ENGINE
DESCRIPTION

SPECIFICATION

GENERAL SPECIFICATIONS
Engine Type

90° SOHC V-8 16-Valve

Displacement

4.7 Liters / 4701cc
(287 Cubic Inches)

Bore

93.0 mm (3.66 in.)

Stroke

86.5 mm (3.40 in.)

Compression Ratio

9.0:1

Horsepower

235 BHP @ 4800 RPM

Torque

295 LB-FT @ 3200 RPM

Lead Cylinder

#1 Left Bank

Firing Order

1-8-4-3-6-5-7-2

CYLINDER BLOCK
Cylinder Block

Cast Iron

Bore Diameter

93.010 ± .0075 mm
(3.6619 ± 0.0003 in.)

Out of Round (MAX)

0.076 mm (0.003 in.)

Taper (MAX)

0.051 mm (0.002 in.)

Second Compression
Ring

(0.0146 - 0.0249 in.)
Oil Control (Steel Rails)

Material

Aluminum Alloy

Diameter

92.975 mm (3.6605 in.)

Weight

367.5 grams (12.96 oz)

Side Clearance
Top Compression Ring
Second Compression
Ring
Oil Ring (Steel Ring)

83.73 - 83.97 mm
82.833 - 83.033 mm
83.88 - 84.08 mm
(3.302 - 3.310 in.)

PISTON PINS
Type

Pressed Fit

Clearance In Piston

0.010 - 0.019 mm
(0.0004 - 0.0008 in.)

Diameter

24.013 - 24.016 mm

(.0007 - .0091 in.)
Ring Width
Top Compression Ring

1.472 - 1.490 mm
(0.057 - 0.058 in.)

Second Compression
Ring

1.472 - 1.490 mm
(0.057 - 0.058 in.)
0.445 - 0.470 mm
(0.017 - 0.018 in.)

CONNECTING RODS
Bearing Clearance
Side Clearance

0.015 - 0.055 mm

PISTON RINGS

0.10 - 0.35 mm
(0.004 - 0.0138 in.)

Piston Pin Bore Diameter

.025 - .048 mm

(Interference Fit)

(0.001 - 0.0019 in.)

Bearing Bore Out of
Round

0.004 mm

(MAX)

(0.0002 in.)

Total Weight (Less
Bearing)

555 grams (19.5771
ounces)

CRANKSHAFT
Main BearingJournal
Diameter

(0.9454 - 0.9455 in.)

63.488 - 63.512 mm
(2.4996 - 2.5005 in.)

Bearing Clearance

Ring Gap
Top Compression Ring

.019 - .229 mm

(0.0006 - 0.0022 in.)

(3.261 - 3.310 in.)
No. 3

0.040 - 0.080 mm
(0.0016 - 0.0031 in.)

(3.296 - 3.269 in.)
No. 2

.051 - .094 mm
(0.0020 - 0.0037 in.)

Ring Groove Diameter
No. 1

0.25 - 0.76 mm
(0.0099 - 0.30 in.)

Oil Ring (Steel Rails)

PISTONS

0.37 - 0.63 mm

0.018 - 0.052 mm
(0.0008 - 0.0021 in.)

0.37 - 0.63 mm

Out of Round (MAX)

0.005 mm (0.0002 in.)

ENGINE - 4.7L

9 - 99

ENGINE - 4.7L (Continued)
DESCRIPTION

SPECIFICATION

Taper (MAX)

0.008 mm (0.0004 in.)

End Play

0.052 - 0.282 mm

DESCRIPTION
Length (Overall)
Intake

(0.0021 - 0.0112 in.)
End Play (MAX)

113.45 - 114.21 mm
(4.4666 - 4.4965)

0.282 mm (0.0112 in)

Connecting Rod
Journal

SPECIFICATION

Exhaust

114.92 - 115.68 mm
(4.5244 - 4.5543 in.)

Diameter

50.992 - 51.008 mm

Stem Diameter
Intake

(2.0076 - 2.0082 in.)
Bearing Clearance

(0.2729 - 0.2739 in.)

0.015 - 0.055 mm
Exhaust

(0.0006 -0.0022 in.)
Out of Round (MAX)

0.005 mm (0.0002 in.)

Taper (MAX)

0.008 mm (0.0004 in.)
CAMSHAFT

Bore Diameter

Stem - to - Guide
Clearance
Intake
Exhaust

25.975 - 25.995 mm

(0.001 - 0.0026 in.)
Bearing Clearance (MAX)

0.065 mm (0.0026 in.)

End Play

.075 - .200 mm
(0.003 - 0.0079 in.)

End Play (MAX)

.200 mm (0.0079 in.)

VALVE TIMING

.047 - .098 mm
(0.0019 - 0.0039 in.)

(1.0227 - 1.0235 in.)
0.025 - 0.065 mm

.018 - .069 mm
(0.0008 - 0.0028 in.)

(1.0245 - 1.0252 in.)

Bearing Clearance

6.902 - 6.928 mm
(0.2717 - 0.2728 in.)

26.02 - 26.04 mm

Bearing Journal Diameter

6.931 - 6.957 mm

Max. Allowable Stem to Guide Clearance
(Rocking
Method)
Intake

0.069 mm (0.0028 in.)

Exhaust

0.098 mm (0.0039 in.)

Valve Lift (Zero Lash)

Intake
Opens (BTDC)

4.4°

Closes (ATDC)

239.1°

Duration

243.5°

Intake
Exhaust

11.25 mm (0.443 in.)
10.90 mm (0.4292 in.)

VALVE SPRING
Free Length (Approx)

Exhaust
Opens (BTDC)

240.5°

Closes (ATDC)

13.2°

Duration

253.70°

Valve Overlap

17.6°

Intake and Exhaust
Spring Force (Valve
Closed)
Intake and Exhaust

VALVES
Face Angle
Intake

48.52 - 48.78 mm
(1.9103 - 1.9205 in.)

Exhaust

36.87 - 37.13 mm
1.4516 - 1.4618 in.)

313.0 - 354.0 N @ 40.12
mm
(70.3652 - 79.58237 lbs.
@ 1.5795 in.)

45° - 45.5°

Head Diameter

49.0 mm (1.9291 in.)

Spring Force (Valve
Open)
Intake and Exhaust

776.0 - 870.0 N @ 28.88
mm
174.4517 - 195.5838 lbs.
@ 1.1370 in.)

9 - 100

ENGINE - 4.7L

ENGINE - 4.7L (Continued)
DESCRIPTION

SPECIFICATION

DESCRIPTION

7.3

Clearance Over Rotors /
End Face (MAX)

.095 mm - (0.0038 in.)

4.6 - 3.67 mm

Cover Out - of -Flat
(MAX)

.025 mm (0.001 in.)

(0.1811 - 0.1445 in.)

Inner and Outer Rotor

Number of Coils

SPECIFICATION
OIL PUMP

Intake and Exhaust
Wire Diameter
Intake and Exhaust
Installed Height (Spring
Seat to Bottom of
Retainer)
Nominal
Intake

40.12 mm (1.5795 in.)

Exhaust

40.12 mm (1.5795 in.)

CYLINDER HEAD
(Compressed)

.7 mm (0.0276 in.)

Valve Seat Angle

44.5° - 45.0°

Valve Seat Runout (MAX)

0.051 mm (0.002 in.)

Valve Seat Width
1.75 - 2.36 mm
(0.0698 - 0.0928 in.)
Exhaust

1.71 - 2.32 mm
(0.0673 - 0.0911 in.)

Guide Bore Diameter
(Std.)

6.975 - 7.00 mm
(0.2747 - 0.2756 in.)

Cylinder Head Warpage
(Flatness)

12.02 mm (0.4731 in.)

Outer Rotor to Pocket
Diametral Clearance
(MAX)

.235 mm (.0093 in.)

Outer Rotor Diameter
(MIN)

85.925 mm (0.400 in.)

Tip Clearance Between
Rotors
(MAX)

Gasket Thickness

Intake

Thickness

0.0508 mm (0.002 in.)

.150 mm (0.006 in.)
OIL PRESSURE

At Curb Idle Speed
(MIN)*

25 kPa (4 psi)

@ 3000 rpm

170 - 758 kPa (25 - 110
psi)

* CAUTION: If pressure is zero at curb idle, DO
NOT run
engine at 3000 rpm.

ENGINE - 4.7L

9 - 101

N·m

Ft.

In.

Lbs.

ENGINE - 4.7L (Continued)

TORQUE

DESCRIPTION

N·m

Ft.

In.

Lbs.

—

Camshaft
Non - Oiled Sprocket Bolt
Bearing Cap Bolts

122

Oil Pan—Bolts

—

130

Oil Pan—Drain Plug

—

Oil Pump—Bolts

—

250

Oil Pump Cover—Bolts

—

105

—

250

Block—Bolt

—

130

—

100

Timing Chain Cover—Bolts

—

Oil Pickup Tube—Bolt and
Nut

Connecting Rod Cap—Bolts

—

Oil Dipstick Tube to Engine

PLUS 90° TURN
Bed Plate—Bolts

Refer to Procedure

Oil Fill Tube—Bolts

—

105

Crankshaft Damper—Bolt

175

Timing Chain Guide—Bolts

—

250

—

150

130

—

Cylinder Head—Bolts
M11 Bolts

—

M8 Bolts

—

Cylinder Head Cover—Bolts

—

105

Exhaust Manifold—Bolts

—

Exhaust Manifold Heat
Shield—Nuts

—

Then loosen 45°
Flexplate—Bolts

—

Engine Mount Bracket to
Block—Bolts

—

Rear Mount to
Transmission—Bolts

—

M10 Bolts

—

M8 Bolts

—

250

—

105

Generator Mounting—Bolts

Intake Manifold—Bolts

Refer to Procedure
for
Tightening Sequence

Timing Chain Tensioner
Arm—Special
Pin Bolt
Hydraulic Tensioner—Bolts

—

250

Timing Chain Primary
Tensioner—Bolts

—

250

Timing Drive Idler Sprocket—
Bolt

—

Thermostat Housing—Bolts

—

115

Water Pump—Bolts

—

9 - 102

ENGINE - 4.7L

ENGINE - 4.7L (Continued)

SPECIAL TOOLS
4.7L ENGINE

Front Crankshaft Seal Remover 8511
Spanner Wrench 6958

Front Crankshaft Seal Installer 8348

Adapter Pins 8346

Engine Lifting Studs 8400
Handle C-4171

Engine Lift Fixture 8347
Rear Crankshaft Seal Installer 8349

ENGINE - 4.7L

9 - 103

ENGINE - 4.7L (Continued)

Rear Crankshaft Seal Remover 8506

Crankshaft Damper Removal Insert 8513

Connecting Rod Guides 8507
Chain Tensioner Wedge 8350

Crankshaft Damper Installer 8512
Chain Tensioner Pins 8514

Puller 1026

Secondary Chain Holder 8515

9 - 104

ENGINE - 4.7L

ENGINE - 4.7L (Continued)

Valve Spring Tester C-647
Remover, Rocker Arm 8516

Dial Indicator C-3339

Valve Spring Compressor 8387

Valve Spring Compressor C-3422-B

Idler Shaft Remover 8517

Bore Size Indicator C-119

Valve Spring Compressor Adapters 8519
Oil Pressure Gauge C-3292

ENGINE - 4.7L

9 - 105

ENGINE - 4.7L (Continued)

AIR CLEANER ELEMENT
REMOVAL
Filter Element Only

Piston Ring Compressor C-385

Housing removal is not necessary for element (filter) replacement.
(1) Loosen clamp (Fig. 7) and disconnect air duct
at air cleaner cover.
(2) Pry over 4 spring clips (Fig. 7) from housing
cover (spring clips retain cover to housing).
(3) Release housing cover from locating tabs on
housing (Fig. 7) and remove cover.
(4) Remove air cleaner element (filter) from housing.
(5) Clean inside of housing before replacing element.

Pressure Tester Kit 7700

Bloc–Chek–Kit C-3685–A

Fig. 7 AIR CLEANER HOUSING COVER
ENGINE SUPPORT FIXTURE 8534

1
2
3
4
5

- CLAMP
- AIR DUCT
- AIR CLEANER COVER
- LOCATING TABS
- CLIPS (4)

Housing Assembly
(1) Loosen clamp (Fig. 7) and disconnect air duct
at air cleaner cover.
(2) Lift entire housing assembly from 4 locating
pins (Fig. 8).

INSTALLATION
(1) Install filter element into housing.
(2) Position housing cover into housing locating
tabs (Fig. 7).

9 - 106

ENGINE - 4.7L

AIR CLEANER ELEMENT (Continued)

REMOVAL
REMOVAL - LEFT CYLINDER HEAD

Fig. 8 AIR CLEANER HOUSING
1 - AIR CLEANER HOUSING ASSEMBLY
2 - LOCATING PINS (4)

(3) Pry up 4 spring clips (Fig. 7) and lock cover to
housing.
(4) Install air duct to air cleaner cover and tighten
hose clamp to 3 N·m (30 in. lbs.) torque.
(5) If any other hose clamps were removed from
air intake system, tighten them to 3.4 N·m (30 in.
lbs.) torque.
(6) If any bolts were removed from air resonator
housing or air intake tubing, tighten them to 4.5 N·m
(40 in. lbs.) torque.

(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle on a hoist.
(3) Disconnect the exhaust pipe at the left side
exhaust manifold.
(4) Drain the engine coolant. Refer to COOLING
SYSTEM.
(5) Lower the vehicle.
(6) Remove the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL).
(7) Remove the master cylinder and booster assembly. Refer to section 5 brakes.
(8) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(9) Remove the fan shroud and fan blade assembly
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL).
(10) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(11) Remove the power steering pump and set
aside.
(12) Rotate the crankshaft until the damper timing mark is aligned with TDC indicator mark (Fig.
9).

CYLINDER HEAD
DESCRIPTION
DESCRIPTION - CYLINDER HEAD
The cylinder heads are made of an aluminum alloy.
The cylinder head features two valves per cylinder
with pressed in powdered metal valve guides. The
cylinder heads also provide enclosures for the timing
chain drain, necessitating unique left and right cylinder heads.

DESCRIPTION - VALVE GUIDES
The valve guides are made of powered metal and
are pressed into the cylinder head. The guides are
not replaceable or serviceable, and valve guide reaming is not recommended. If the guides are worn
beyond acceptable limits, replace the cylinder heads.

Fig. 9 Engine Top Dead Center (TDC) Indicator Mark
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

ENGINE - 4.7L

9 - 107

CYLINDER HEAD (Continued)
(13) Verify the V8 mark on the camshaft sprocket
is at the 12 o’clock position (Fig. 11). Rotate the
crankshaft one turn if necessary.
(14) Remove the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(15) Remove the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(16) Lock the secondary timing chains to the idler
sprocket using Special Tool 8515 (Fig. 10).
NOTE: Mark the secondary timing chain prior to
removal to aid in installation.
(17) Mark the secondary timing chain, one link on
each side of the V8 mark on the camshaft drive gear
(Fig. 11).
(18) Remove the left side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
(19) Remove the cylinder head access plug (Fig.
12).
(20) Remove the left side secondary chain guide
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - REMOVAL).
(21) Remove the retaining bolt and the camshaft
drive gear.
CAUTION: Do not allow the engine to rotate. Severe
damage to the valve train can occur.

Fig. 10 Using Special Tool 8515 to Hold Chains to
Idler Sprocket.
1
2
3
4
5
6

LOCK ARM
RIGHT CAMSHAFT CHAIN
SECONDARY CHAINS RETAINING PINS (4)
IDLER SPROCKET
LEFT CAMSHAFT CHAIN
SPECIAL TOOL 8515

CAUTION: Do not overlook the four smaller bolts at
the front of the cylinder head. Do not attempt to
remove the cylinder head without removing these
four bolts.

Fig. 11 Camshaft Sprocket V8 Marks
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

9 - 108

ENGINE - 4.7L

CYLINDER HEAD (Continued)

Fig. 12 Cylinder Head Access Plugs
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

NOTE: The cylinder head is attached to the cylinder
block with fourteen bolts.
(22) Remove the cylinder head retaining bolts.
(23) Remove the cylinder head and gasket. Discard
the gasket.
CAUTION: Do not lay the cylinder head on its gasket sealing surface, due to the design of the cylinder head gasket any distortion to the cylinder head
sealing surface may prevent the gasket from properly sealing resulting in leaks.

REMOVAL - RIGHT CYLINDER HEAD
(1) Disconnect battery negitive cable.
(2) Raise the vehicle on a hoist.
(3) Disconnect the exhaust pipe at the right side
exhaust manifold.
(4) Drain the engine coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
(5) Lower the vehicle.
(6) Remove the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
REMOVAL).
(7) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(8) Remove the fan shroud (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(9) Remove oil fill housing from cylinder head.
(10) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(11) Rotate the crankshaft until the damper timing
mark is aligned with TDC indicator mark (Fig. 13).

Fig. 13 Engine Top Dead Center (TDC) Indicator
Mark
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

(12) Verify the V8 mark on the camshaft sprocket
is at the 12 o’clock position (Fig. 14). Rotate the
crankshaft one turn if necessary.
(13) Remove the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(14) Remove the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(15) Lock the secondary timing chains to the idler
sprocket using Special Tool 8515 (Fig. 15).
NOTE: Mark the secondary timing chain prior to
removal to aid in installation.
(16) Mark the secondary timing chain, one link on
each side of the V8 mark on the camshaft drive gear
(Fig. 14).
(17) Remove the right side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
(18) Remove the cylinder head access plug (Fig.
16).
(19) Remove the right side secondary chain guide
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - REMOVAL).
(20) Remove the retaining bolt and the camshaft
drive gear.

ENGINE - 4.7L

9 - 109

CYLINDER HEAD (Continued)

Fig. 14 Camshaft Sprocket V8 Marks
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

Fig. 16 Cylinder Head Access Plugs
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

Fig. 15 Using Special Tool 8515 to Hold Chains to
Idler Sprocket.
1
2
3
4
5
6

LOCK ARM
RIGHT CAMSHAFT CHAIN
SECONDARY CHAINS RETAINING PINS (4)
IDLER SPROCKET
LEFT CAMSHAFT CHAIN
SPECIAL TOOL 8515

CAUTION: Do not allow the engine to rotate. severe
damage to the valve train can occur.

CAUTION: Do not overlook the four smaller bolts at
the front of the cylinder head. Do not attempt to
remove the cylinder head without removing these
four bolts.
CAUTION: Do not hold or pry on the camshaft target wheel for any reason. A damaged target wheel
can result in a vehicle no start condition.

9 - 110

ENGINE - 4.7L

CYLINDER HEAD (Continued)
NOTE: The cylinder head is attached to the cylinder
block with fourteen bolts.
(21) Remove the cylinder head retaining bolts.
(22) Remove the cylinder head and gasket. Discard
the gasket.
CAUTION: Do not lay the cylinder head on its gasket sealing surface, do to the design of the cylinder
head gasket any distortion to the cylinder head
sealing surface may prevent the gasket from properly sealing resulting in leaks.

CLEANING
To ensure engine gasket sealing, proper surface
preparation must be performed, especially with the
use of aluminum engine components. (Refer to 9 ENGINE - STANDARD PROCEDURE)

Fig. 17 Checking Cylinder Head Bolts for Stretching
(Necking)
1
2
3
4

STRETCHED BOLT
THREADS ARE NOT STRAIGHT ON LINE
THREADS ARE STRAIGHT ON LINE
UNSTRETCHED BOLT

INSPECTION
(1) Inspect the cylinder head for out-of-flatness,
using a straightedge and a feeler gauge. If tolerances
exceed 0.0508 mm (0.002 in.) replace the cylinder
head.
(2) Inspect the valve seats for damage. Service the
valve seats as necessary.
(3) Inspect the valve guides for wear, cracks or
looseness. If either condition exist, replace the cylinder head.

INSTALLATION
INSTALLATION - LEFT CYLINDER HEAD
NOTE: The cylinder head bolts are tightened using
a torque plus angle procedure. The bolts must be
examined BEFORE reuse. If the threads are necked
down the bolts should be replaced.

Fig. 18 Proper Tool Usage for
1 - PLASTIC/WOOD SCRAPER

Necking can be checked by holding a straight edge
against the threads. If all the threads do not contact
the scale, the bolt should be replaced (Fig. 17).

(3) Position the cylinder head onto the cylinder
block. Make sure the cylinder head seats fully over
the locating dowels.

CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a metal scraper
because the surfaces could be cut or ground. Use
only a wooden or plastic scraper.

NOTE: The four smaller cylinder head mounting
bolts require sealant to be added to them before
installing. Failure to do so may cause leaks.

(1) Clean the cylinder head and cylinder block
mating surfaces (Fig. 18).
(2) Position the new cylinder head gasket on the
locating dowels.

(4) Lubricate the cylinder head bolt threads with
clean engine oil and install the ten M11 bolts.
(5) Coat the four M8 cylinder head bolts with
Mopart Lock and Seal Adhesive then install the
bolts.

CAUTION: When installing cylinder head, use care
not damage the tensioner arm or the guide arm.

ENGINE - 4.7L

9 - 111

CYLINDER HEAD (Continued)
NOTE: The cylinder head bolts are tightened using
an angle torque procedure, however, the bolts are
not a torque-to-yield design.
(6) Tighten the bolts in sequence (Fig. 19) using
the following steps and torque values:
• Step 1: Tighten bolts 1–10, 20 N·m (15 ft. lbs.).
• Step 2: Tighten bolts 1–10, 47 N·m (35 ft. lbs.).
Tighten bolts 11–14, 25 N·m (18 ft. lbs.).
• Step 3: Tighten bolts 1–10, 90 degrees. Tighten
bolts 11–14, 30 N·m (22 ft. lbs.).

(19) Install the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(20) Refill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
(21) Raise the vehicle.
(22) Install the exhaust pipe onto the left exhaust
manifold.
(23) Lower the vehicle.
(24) Connect the negative cable to the battery.
(25) Start the engine and check for leaks.

Fig. 19 Cylinder Head Tightening Sequence
(7) Position the secondary chain onto the camshaft
drive gear, making sure one marked chain link is on
either side of the V8 mark on the gear and position
the gear onto the camshaft.
(8) Install the camshaft drive gear retaining bolt.
(9) Install the left side secondary chain guide
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - INSTALLATION).
(10) Install the cylinder head access plug (Fig. 20).
(11) Re-set and Install the left side secondary
chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
(12) Remove Special Tool 8515.
(13) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(14) Install the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(15) Install the power steering pump.
(16) Install the fan blade assembly and fan shroud
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - INSTALLATION).
(17) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(18) Reinstall the master cylinder and booster
assembly. Refer to section 5 brakes.

Fig. 20 Cylinder Head Access Plugs
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

INSTALLATION - RIGHT CYLINDER HEAD
NOTE: The cylinder head bolts are tightened using
a torque plus angle procedure. The bolts must be
examined BEFORE reuse. If the threads are necked
down the bolts should be replaced.
Necking can be checked by holding a straight edge
against the threads. If all the threads do not contact
the scale, the bolt should be replaced (Fig. 21).
CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a metal scraper
because the surfaces could be cut or ground. Use
only a wooden or plastic scraper.
(1) Clean the cylinder head and cylinder block
mating surfaces (Fig. 22).
(2) Position the new cylinder head gasket on the
locating dowels.
CAUTION: When installing cylinder head, use care
not damage the tensioner arm or the guide arm.

9 - 112

ENGINE - 4.7L

CYLINDER HEAD (Continued)
NOTE: The cylinder head bolts are tightened using
an angle torque procedure, however, the bolts are
not a torque-to-yield design.
(6) Tighten the bolts in sequence (Fig. 23) using
the following steps and torque values:
• Step 1: Tighten bolts 1–10, 20 N·m (15 ft. lbs.).
• Step 2: Tighten bolts 1–10, 47 N·m (35 ft. lbs.).
Tighten bolts 11–14, 25 N·m (18 ft. lbs.).
• Step 3: Tighten bolts 1–10, 90 degrees. Tighten
bolts 11–14, 30 N·m (22 ft. lbs.).

Fig. 21 Checking Cylinder Head Bolts for Stretching
(Necking)
1
2
3
4

STRETCHED BOLT
THREADS ARE NOT STRAIGHT ON LINE
THREADS ARE STRAIGHT ON LINE
UNSTRETCHED BOLT

Fig. 23 Cylinder Head Tightening Sequence
(7) Position the secondary chain onto the camshaft
drive gear, making sure one marked chain link is on
either side of the V8 mark on the gear and position
the gear onto the camshaft.
(8) Install the camshaft drive gear retaining bolt.
(9) Install the right side secondary chain guide
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT / CHAIN COVER(S) - INSTALLATION).
(10) Install the right side cylinder head access
plug (Fig. 24).

Fig. 22 Proper Tool Usage for
1 - PLASTIC/WOOD SCRAPER

(3) Position the cylinder head onto the cylinder
block. Make sure the cylinder head seats fully over
the locating dowels.
NOTE: The four smaller cylinder head mounting
bolts require sealant to be added to them before
installing. Failure to do so may cause leaks.
(4) Lubricate the cylinder head bolt threads with
clean engine oil and install the ten M10 bolts.
(5) Coat the four M8 cylinder head bolts with
Mopart Lock and Seal Adhesive then install the
bolts.

Fig. 24 Cylinder Head Access Plugs
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

ENGINE - 4.7L

9 - 113

CYLINDER HEAD (Continued)
(11) Re-set and install the right side secondary
chain tensioner.
(12) Remove Special Tool 8515.
(13) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(14) Install the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(15) Install accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(16) Install the fan shroud.
(17) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(18) Install the intake manifold (Refer to 9 ENGINE/MANIFOLDS/INTAKE
MANIFOLD
INSTALLATION).
(19) Install oil fill housing onto cylinder head.
(20) Refill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
(21) Raise the vehicle.
(22) Install the exhaust pipe onto the right
exhaust manifold.
(23) Lower the vehicle.
(24) Reconnect battery negitive cable.
(25) Start the engine and check for leaks.

CAUTION: When removing the cam sprocket, timing
chains or camshaft, Failure to use Special Tool
8350 will result in hydraulic tensioner ratchet over
extension, requiring timing chain cover removal to
reset the tensioner ratchet.
(1) Remove cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Set engine to TDC cylinder #1, camshaft
sprocket V8 marks at the 12 o’clock position.
(3) Mark one link on the secondary timing chain
on both sides of the V8 mark on the camshaft
sprocket to aid in installation.
CAUTION: Do not hold or pry on the camshaft target wheel (Located on the right side camshaft
sprocket) for any reason, Severe damage will occur
to the target wheel resulting in a vehicle no start
condition.
(4) Loosen but DO NOT remove the camshaft
sprocket retaining bolt. Leave the bolt snug against
the sprocket.
NOTE: The timing chain tensioners must be
secured prior to removing the camshaft sprockets.
Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal
in order to reset tensioners.

CAMSHAFT(S) - LEFT
DESCRIPTION
The camshafts consist of powdered metal steel
lobes which are sinter-bonded to a steel tube. A steel
post or nose piece is friction-welded to the steel camshaft tube. Five bearing journals are machined into
the camshaft, four on the steel tube and one on the
steel nose piece. Camshaft end play is controlled by
two thrust walls that border the nose piece journal.
Engine oil enters the hollow camshafts at the third
journal and lubricates every intake lobe rocker
through a drilled passage in the intake lobe.

CAUTION: Do not force wedge past the narrowest
point between the chain strands. Damage to the
tensioners may occur.
(5) Position Special Tool 8350 timing chain wedge
between the timing chain strands, tap the tool to
securely wedge the timing chain against the tensioner arm and guide (Fig. 25).
NOTE: When gripping the camshaft, place the pliers
on the tube portion of the camshaft only. Do not
grip the lobes or the sprocket areas.

9 - 114

ENGINE - 4.7L

CAMSHAFT(S) - LEFT (Continued)

Fig. 25 Securing Timing Chain Tensioners Using Timing Chain Wedge
1 - LEFT CYLINDER HEAD
2 - RIGHT CYLINDER HEAD

(6) Hold the camshaft with adjustable pliers while
removing the camshaft sprocket bolt and sprocket
(Fig. 26).

3 - SPECIAL TOOL 8350 WEDGE
4 - SPECIAL TOOL 8350 WEDGE

(7) Using the pliers, gently allow the camshaft to
rotate 15° clockwise until the camshaft is in the neutral position (no valve load).
(8) Starting at the outside working inward, loosen
the camshaft bearing cap retaining bolts 1/2 turn at
a time. Repeat until all load is off the bearing caps.
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL
OCCUR TO THE BEARING CAPS.
NOTE: When the camshaft is removed the rocker
arms may slide downward, mark the rocker arms
before removing camshaft.
(9) Remove the camshaft bearing caps and the
camshaft.

INSTALLATION
(1) Lubricate camshaft journals with clean engine
oil.

Fig. 26 Camshaft Sprocket and Chain
1 - CAMSHAFT SPROCKET AND CHAIN
2 - ADJUSTABLE PLIERS
3 - CAMSHAFT

NOTE: Position the left side camshaft so that the
camshaft sprocket dowel is near the 1 o’clock position, This will place the camshaft at the neutral
position easing the installation of the camshaft
bearing caps.
(2) Position the camshaft into the cylinder head.

ENGINE - 4.7L

9 - 115

CAMSHAFT(S) - LEFT (Continued)
(3) Install the camshaft bearing caps, hand tighten
the retaining bolts.
(4) Working in 1⁄2 turn increments, tighten the
bearing cap retaining bolts starting with the middle
cap working outward (Fig. 27).

(5) Torque the camshaft bearing cap retaining
bolts to 11 N·m (100 in. lbs.).
(6) Position the camshaft drive gear into the timing chain aligning the V8 mark between the two
marked chain links (Two links marked during
removal) (Fig. 28).
NOTE: When gripping the camshaft, place the pliers
on the tube portion of the camshaft only. Do not
grip the lobes or the sprocket areas.

Fig. 27 Camshaft Bearing Caps Tightening
Sequence

Fig. 28 Timing Chain to Sprocket Alignment
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

9 - 116

ENGINE - 4.7L

CAMSHAFT(S) - LEFT (Continued)
(7) Using the adjustable pliers, rotate the camshaft until the camshaft sprocket dowel is aligned
with the slot in the camshaft sprocket. Install the
sprocket onto the camshaft (Fig. 29).
CAUTION: Remove excess oil from camshaft
sprocket bolt. Failure to do so can cause bolt overtorque resulting in bolt failure.
(8) Remove excess oil from bolt, then install the
camshaft sprocket retaining bolt and hand tighten.
(9) Remove Special Tool 8350 timing chain wedge
(Fig. 30).

Fig. 29 Camshaft Sprocket Installation
1 - ADJUSTABLE PLIERS
2 - CAMSHAFT DOWEL

Fig. 30 SPECIAL TOOL 8350
1 - LEFT CYLINDER HEAD
2 - RIGHT CYLINDER HEAD

3 - SPECIAL TOOL 8350 WEDGE
4 - SPECIAL TOOL 8350 WEDGE

ENGINE - 4.7L

9 - 117

CAMSHAFT(S) - LEFT (Continued)
(10) Using Special Tool 6958 spanner wrench with
adapter pins 8346 (Fig. 31), torque the camshaft
sprocket retaining bolt to 122 N·m (90 ft. lbs.).
(11) Install the cylinder head cover.

REMOVAL
CAUTION: When the timing chain is removed and
the cylinder heads are still installed, DO NOT forcefully rotate the camshafts or crankshaft independently of each other. Severe valve and/or piston
damage can occur.
CAUTION: When removing the cam sprocket, timing
chains or camshaft, Failure to use special tool 8350
will result in hydraulic tensioner ratchet over extension, Requiring timing chain cover removal to re-set
the tensioner ratchet.
(1) Remove the cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Set engine to TDC cylinder #1, camshaft
sprocket V8 marks at the 12 o’clock position.
(3) Mark one link on the secondary timing chain
on both sides of the V8 mark on the camshaft
sprocket to aid in installation.
CAUTION: Do not hold or pry on the camshaft target wheel for any reason, Severe damage will occur
to the target wheel. A damaged target wheel could
cause a vehicle no start condition.
(4) Loosen but DO NOT remove the camshaft
sprocket retaining bolt. Leave bolt snug against
sprocket.

Fig. 31 Tightening Left Side Cam Sprocket
Retaining Bolt
1
2
3
4

TORQUE WRENCH
CAMSHAFT SPROCKET
LEFT CYLINDER HEAD
SPECIAL TOOL 6958 SPANNER WITH ADAPTER PINS 8346

CAMSHAFT(S) - RIGHT
DESCRIPTION
The camshafts consist of powdered metal steel
lobes which are sinter-bonded to a steel tube. A steel
post or nose piece is friction-welded to the steel camshaft tube. Five bearing journals are machined into
the camshaft, four on the steel tube and one on the
steel nose piece. Camshaft end play is controlled by
two thrust walls that border the nose piece journal.
Engine oil enters the hollow camshafts at the third
journal and lubricates every intake lobe rocker
through a drilled passage in the intake lobe.

NOTE: The timing chain tensioners must be
secured prior to removing the camshaft sprockets.
Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal
in order to reset tensioners.
CAUTION: Do not force wedge past the narrowest
point between the chain strands. Damage to the
tensioners may occur.

9 - 118

ENGINE - 4.7L

CAMSHAFT(S) - RIGHT (Continued)
(5) Position Special Tool 8350 timing chain wedge
between the timing chain strands. Tap the tool to
securely wedge the timing chain against the tensioner arm and guide (Fig. 32).
(6) Remove the camshaft position sensor (Fig. 33).
NOTE: When gripping the camshaft, place the pliers
on the tube portion of the camshaft only. Do not
grip the lobes or the sprocket areas.
(7) Hold the camshaft with adjustable pliers while
removing the camshaft sprocket bolt and sprocket
(Fig. 34).
(8) Using the pliers, gently allow the camshaft to
rotate 45° counter-clockwise until the camshaft is in
the neutral position (no valve load).
(9) Starting at the outside working inward, loosen
the camshaft bearing cap retaining bolts 1/2 turn at
a time. Repeat until all load is off the bearing caps.
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL
OCCUR TO THE BEARING CAPS.
NOTE: When the camshaft is removed the rocker
arms may slide downward, mark the rocker arms
before removing camshaft.
(10) Remove the camshaft bearing caps and the
camshaft.

Fig. 33 Camshaft Position Sensor
1
2
3
4

CRANKSHAFT POSITION SENSOR
CYLINDER HEAD COVER
CAMSHAFT POSITION SENSOR
RIGHT SIDE CYLINDER BLOCK

INSTALLATION
(1) Lubricate camshaft journals with clean engine
oil.

Fig. 32 Securing Timing Chain Tensioners Using Timing Chain Wedge
1 - LEFT CYLINDER HEAD
2 - RIGHT CYLINDER HEAD

3 - SPECIAL TOOL 8350 WEDGE
4 - SPECIAL TOOL 8350 WEDGE

ENGINE - 4.7L

9 - 119

CAMSHAFT(S) - RIGHT (Continued)

Fig. 34 Camshaft Sprocket and Chain
1
2
3
4

- ADJUSTABLE PLIERS
- SPROCKET BOLT
- CAMSHAFT SPROCKET AND CHAIN
- CAMSHAFT

NOTE: Position the right side camshaft so that the
camshaft sprocket dowel is near the 10 o’clock
position, This will place the camshaft at the neutral
position easing the installation of the camshaft
bearing caps.
(2) Position the camshaft into the cylinder head.
(3) Install the camshaft bearing caps, hand tighten
the retaining bolts.
(4) Working in 1/2 turn increments, tighten the
bearing cap retaining bolts starting with the middle
cap working outward (Fig. 35).
(5) Torque the camshaft bearing cap retaining
bolts to 11 N·m (100 in. lbs.).
(6) Position the camshaft drive gear into the timing chain aligning the V8 mark between the two
marked chain links (Two links marked during
removal) (Fig. 36).
NOTE: When gripping the camshaft, place the pliers
on the tube portion of the camshaft only. Do not
grip the lobes or the sprocket areas.
(7) Using the adjustable pliers, rotate the camshaft until the camshaft sprocket dowel is aligned
with the slot in the camshaft sprocket. Install the
sprocket onto the camshaft (Fig. 37).

Fig. 35 Camshaft Bearing Caps Tightening
Sequence
CAUTION: Remove excess oil from camshaft
sprocket bolt. Failure to do so can cause bolt overtorque resulting in bolt failure.
(8) Remove excess oil from camshaft sprocket bolt,
then install the camshaft sprocket retaining bolt and
hand tighten.
(9) Remove timing chain wedge special tool 8350
(Fig. 32).
(10) Using Special Tool 6958 spanner wrench with
adapter pins 8346 (Fig. 38), torque the camshaft
sprocket retaining bolt to 122 N·m (90 ft. lbs.).
(11) Install the camshaft position sensor (Fig. 33).
(12) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

9 - 120

ENGINE - 4.7L

CAMSHAFT(S) - RIGHT (Continued)

Fig. 36 Timing Chain to Sprocket Alignment
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

Fig. 38 Tightening Right Side Cam Sprocket
Retaining Bolt
Fig. 37 Camshaft Sprocket Installation
1 - ADJUSTABLE PLIERS
2 - CAMSHAFT DOWEL

1
2
3
4

TORQUE WRENCH
SPECIAL TOOL 6958 WITH ADAPTER PINS 8346
LEFT CAMSHAFT SPROCKET
RIGHT CAMSHAFT SPROCKET

ENGINE - 4.7L

CYLINDER HEAD COVER(S)
DESCRIPTION
The cylinder head covers are made of die cast magnesium, and are not interchangeable from side-toside. It is imperative that nothing rest on the
cylinder head covers. Prolonged contact with other
items may wear a hole in the cylinder head cover.

REMOVAL

9 - 121

CLEANING
Clean cylinder head cover gasket surface.
Clean head rail, if necessary.

INSTALLATION
INSTALLATION - RIGHT SIDE
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.

REMOVAL - RIGHT SIDE
(1) Disconnect battery negative cable.
(2) Remove air cleaner assembly, resonator assembly and air inlet hose.
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(5) Remove air conditioning compressor retaining
bolts and move compressor to the left.
(6) Remove heater hoses.
(7) Disconnect injector and ignition coil connectors.
(8) Disconnect and remove positive crankcase ventilation (PCV) hose.
(9) Remove oil fill tube.
(10) Un-clip injector and ignition coil harness and
move away from cylinder head cover.
(11) Remove right rear breather tube and filter
assembly.
(12) Remove cylinder head cover retaining bolts.
(13) Remove cylinder head cover.

CAUTION: DO NOT allow other components including the wire harness to rest on or against the
engine cylinder head cover. Prolonged contact with
other objects may wear a hole in the cylinder head
cover.
(1) Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary.
(2) Install cylinder head cover and hand start all
fasteners. Verify that all double ended studs are in
the correct location shown in (Fig. 39).

NOTE: The gasket may be used again, provided no
cuts, tears, or deformation has occurred.

Fig. 39 Cylinder Head Cover—Right

REMOVAL - LEFT SIDE
(1) Disconnect negative cable from battery.
(2) Remove the resonator assemble and air inlet
hose.
(3) Disconnect injector connectors and un-clip the
injector harness.
(4) Route injector harness in front of cylinder head
cover.
(5) Disconnect the left side breather tube and
remove the breather tube.
(6) Remove the cylinder head cover mounting
bolts.
(7) Remove cylinder head cover and gasket.
NOTE: The gasket may be used again, provided no
cuts, tears, or deformation has occurred.

ITEM
1

DESCRIPTION
Cover Fasteners

TORQUE
12 N·m (105 in. lbs.)

(3) Tighten cylinder head cover bolts and double
ended studs to 12 N·m (105 in. lbs).
(4) Install right rear breather tube and filter
assembly.
(5) Connect injector, ignition coil electrical connectors and harness retaining clips.
(6) Install the oil fill tube.
(7) Install PCV hose.
(8) Install heater hoses.
(9) Install air conditioning compressor retaining
bolts.
(10) Install accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).

9 - 122

ENGINE - 4.7L

CYLINDER HEAD COVER(S) (Continued)
(11) Fill Cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(12) Install air cleaner assembly, resonator assembly and air inlet hose.
(13) Connect battery negative cable.

INSTALLATION—LEFT SIDE
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components including the wire harness to rest on or against the cylinder head cover. Prolonged contact with other
objects may wear a hole in the engine cylinder head
cover.
(1) Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary.
(2) Install cylinder head cover and hand start all
fasteners. Verify that all studs are in the correct location shown in (Fig. 40).

Fig. 40 Cylinder Head Cover—Left
ITEM
1

DESCRIPTION
Cover Fasteners

TORQUE
12 N·m (105 in. lbs.)

(3) Tighten cylinder head cover bolts and double
ended studs to 12 N·m (105 in. lbs.).
(4) Install left side breather and connect breather
tube.
(5) Connect injector electrical connectors and injector harness retaining clips.
(6) Install the resonator and air inlet hose.
(7) Connect negative cable to battery.

Fig. 41 Rocker Arm Removal
1 - CAMSHAFT
2 - SPECIAL TOOL 8516

(2) Remove the camshaft bearing caps and the
camshaft.
NOTE: All six valve springs and valves are removed
in the same manner; this procedure only covers
one valve and valve spring.
(3) Using Special Tool C-3422–B or C-3422–C
Valve Spring Compressor and Special tool 8519
Adapter, compress the valve spring.

ENGINE - 4.7L

9 - 123

INTAKE/EXHAUST VALVES & SEATS (Continued)
NOTE: It may be necessary to tap the top of the
valve spring to loosen the spring retainers locks
enough to be removed.
(4) Remove the two spring retainer lock halves.
NOTE: the valve spring is under tension use care
when releasing the valve spring compressor.
(5) Remove the valve spring compressor.
(6) Remove the spring retainer, and the spring.
NOTE: Check for sharp edges on the keeper
grooves. Remove any burrs from the valve stem
before removing the valve from the cylinder head.
(7) Remove the valve from the cylinder head.
NOTE: The valve stem seals are common between
intake and exhaust.

Fig. 42 Testing Valve Springs
1 - SPECIAL TOOL C-647

(8) Remove the valve stem seal. Mark the valve for
proper installation.

Fig. 43 Valve Assembly Configuration
1
2
3
4
5
6

VALVE LOCKS (3–BEAD)
RETAINER
VALVE STEM OIL SEAL
INTAKE VALVE
EXHAUST VALVE
VALVE SPRING

(6) lubricate the camshaft journal with clean
engine oil then Position the camshaft (with the
sprocket dowel on the left camshaft at 11 o’clock and
the right camshaft at 12 o’clock), then position the
camshaft bearing caps.

9 - 124

ENGINE - 4.7L

INTAKE/EXHAUST VALVES & SEATS (Continued)
(7) Install the camshaft bearing cap retaining
bolts. Tighten the bolts 9–13 N·m (100 in. lbs.) in 1⁄2
turn increments in the sequence shown (Fig. 44).

(5) The oil restrictor in cylinder head gasket or the
oil passage to the cylinder head is plugged with
debris.
(6) Air ingested into oil due to broken or cracked
oil pump pick up.
(7) Worn valve guides.
(8) Rocker arm ears contacting valve spring
retainer.
(9) Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
(10) Oil leak or excessive cam bore wear in cylinder head.
(11) Faulty lash adjuster.
a. Check lash adjusters for sponginess while
installed in cylinder head and cam on camshaft at
base circle. Depress part of rocker arm over adjuster.
Normal adjusters should feel very firm. Spongy
adjusters can be bottomed out easily.
b. Remove suspected lash adjusters, and replace.
c. Before installation, make sure adjusters are at
least partially full of oil. This can be verified by little
or no plunger travel when lash adjuster is depressed.

REMOVAL
Fig. 44 Camshaft Bearing Caps Tightening
Sequence
(8) Position the hydraulic lash adjusters and
rocker arms.

ROCKER ARM / ADJUSTER
ASSEMBLY
DESCRIPTION
The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 2.8
mm (0.11 inch) oil hole in the lash adjuster socket for
roller and camshaft lubrication.

DIAGNOSIS AND TESTING - HYDRAULIC LASH
ADJUSTER
A tappet-like noise may be produced from several
items. Check the following items.
(1) Engine oil level too high or too low. This may
cause aerated oil to enter the adjusters and cause
them to be spongy.
(2) Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be
required.
(3) Turn engine off and let set for a few minutes
before restarting. Repeat this several times after
engine has reached normal operating temperature.
(4) Low oil pressure.

NOTE: Disconnect the battery negative cable to prevent accidental starter engagement.
(1) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) For rocker arm removal on cylinders 3 and 5
Rotate the crankshaft until cylinder #1 is at TDC
exhaust stroke.
(3) For rocker arm removal on cylinders 2 and 8
Rotate the crankshaft until cylinder #1 is at TDC
compression stroke.
(4) For rocker arm removal on cylinders 4 and 6
Rotate the crankshaft until cylinder #3 is at TDC
compression stroke.
(5) For rocker arm removal on cylinders 1 and 7
Rotate the crankshaft until cylinder #2 is at TDC
compression stroke.
(6) Using special tool 8516 Rocker Arm Remover,
press downward on the valve spring, remove rocker
arm (Fig. 45).

ENGINE - 4.7L

9 - 125

ROCKER ARM / ADJUSTER ASSEMBLY (Continued)

REMOVAL
(1) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Using Special Tool 8516 Rocker Arm Remover,
remove the rocker arms and the hydraulic lash
adjusters (Fig. 46).

Fig. 45 Rocker Arm—Removal
1 - CAMSHAFT
2 - SPECIAL TOOL 8516

(1) For rocker arm installation on cylinders 3 and
5 Rotate the crankshaft until cylinder #1 is at TDC
exhaust stroke.
(2) For rocker arm installation on cylinders 2 and
8 Rotate the crankshaft until cylinder #1 is at TDC
compression stroke.
(3) For rocker arm installation on cylinders 4 and
6 Rotate the crankshaft until cylinder #3 is at TDC
compression stroke.
(4) For rocker arm installation on cylinders 1 and
7 Rotate the crankshaft until cylinder #2 is at TDC
compression stroke.
(5) Using special tool 8516 press downward on the
valve spring, install rocker arm (Fig. 45).
(6) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

Fig. 46 Rocker Arm—Removal
1 - CAMSHAFT
2 - SPECIAL TOOL 8516

(3) Remove the spark plug for the cylinder the
valve spring and seal are to be removed from.
(4) Apply shop air to the cylinder to hold the
valves in place when the spring is removed
(5) Remove the camshaft (Refer to 9 - ENGINE/
CYLINDER HEAD/CAMSHAFT(S) - REMOVAL).
NOTE: All eight valve springs and seals are
removed in the same manner; this procedure only
covers one valve seal and valve spring.

VALVE SPRINGS

(6) Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.

DESCRIPTION

NOTE: It may be necessary to tap the top of the
valve spring to loosen the spring retainers locks
enough to be removed.

The valve springs are made from high strength
chrome silicon steel. The springs are common for
intake and exhaust applications. The valve spring
seat is integral with the valve stem seal, which is a
positive type seal to control lubrication.

(7) Remove the two spring retainer lock halves.
NOTE: the valve spring is under tension use care
when releasing the valve spring compressor.
(8) Remove the valve spring compressor.

9 - 126

ENGINE - 4.7L

VALVE SPRINGS (Continued)
(9) Remove the spring retainer, and the spring.
(10) Remove the valve stem seal.
NOTE: The valve stem seals are common between
intake and exhaust.

INSTALLATION
(1) coat the valve stem with clean engine oil and
install the valve stem seal. Make sure the seal is
fully seated and that the garter spring at the top of
the seal is intact.
(2) Install the spring and the spring retainer (Fig.
47).
(3) Using Special Tool 8387 Valve Spring Compressor, compress the spring and install the two valve
spring retainer halves.
(4) Release the valve spring compressor and make
sure the two spring retainer halves and the spring
retainer are fully seated.

VALVE STEM SEALS
DESCRIPTION
The valve stem seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter spring maintains consistent lubrication
control to the valve stems.

Fig. 47 Valve Assembly Configuration
1
2
3
4
5
6

VALVE LOCKS (3–BEAD)
RETAINER
VALVE STEM OIL SEAL
INTAKE VALVE
EXHAUST VALVE
VALVE SPRING

(5) Install the camshaft (Refer to 9 - ENGINE/
CYLINDER HEAD/CAMSHAFT(S) - INSTALLATION).
(6) Position the hydraulic lash adjusters and
rocker arms (Fig. 46).
(7) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

(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.

ENGINE - 4.7L

9 - 127

ENGINE BLOCK (Continued)
(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. 48).

Fig. 48 CYLINDER BORE CROSSHATCH PATTERN
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE

Fig. 49 BORE GAUGE-TYPICAL
(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 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.

1
2
3
4

FRONT
BORE GAUGE
CYLINDER BORE
38 MM (1.5 in)

(2) Measure the inside diameter of the cylinder
bore at three levels below top of bore. Start perpendicular (across or at 90 degrees) to the axis of the
crankshaft and then take two additional reading.
(3) Measure the cylinder bore diameter crosswise
to the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the bore.
(4) Determine taper by subtracting the smaller
diameter from the larger diameter.
(5) Rotate measuring device 90° and repeat steps
above.
(6) Determine out-of-roundness by comparing the
difference between each measurement.
(7) If cylinder bore taper does not exceed 0.025
mm (0.001 inch) and out-of-roundness does not
exceed 0.025 mm (0.001 inch), the cylinder bore can
be honed. If the cylinder bore taper or out- of-round
condition exceeds these maximum limits, the cylinder
block must be replaced. A slight amount of taper
always exists in the cylinder bore after the engine
has been in use for a period of time.

9 - 128

ENGINE - 4.7L

CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING ROD
BEARING FITTING
Inspect the connecting rod bearings for scoring and
bent alignment tabs (Fig. 50). Check the bearings for
normal wear patterns, scoring, grooving, fatigue and
pitting (Fig. 51). Replace any bearing that shows
abnormal wear.
Inspect the connecting rod journals for signs of
scoring, nicks and burrs.

(3) Use piston ring compressor and Guide Pins
Special Tool 8507 (Fig. 52) to install the rod and piston assemblies. The oil slinger slots in the rods must
face front of the engine. The “F”’s near the piston
wrist pin bore should point to the front of the engine.

Fig. 50 Locking Tab Inspection
1 - ABNORMAL CONTACT AREA CAUSED BY LOCKING TABS
NOT FULLY SEATED OR BEING BENT

Fig. 52 Piston and Connecting Rod - Installation
1
2
3
4

Fig. 51 Scoring Caused by Insufficient Lubrication
or Damaged Crankshaft Journal
Misaligned or bent connecting rods can cause
abnormal wear on pistons, piston rings, cylinder
walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to
any of these components indicate the probability of a
misaligned connecting rod, inspect it for correct rod
alignment. Replace misaligned, bent or twisted connecting rods.
(1) Wipe the oil from the connecting rod journal.
(2) Lubricate the upper bearing insert and install
in connecting rod.

“F” TOWARD FRONT OF ENGINE
OIL SLINGER SLOT
RING COMPRESSOR
SPECIAL TOOL 8507

(4) Install the lower bearing insert in the bearing
cap. The lower insert must be dry. Place strip of Plastigage across full width of the lower insert at the center of bearing cap. Plastigage must not crumble in
use. If brittle, obtain fresh stock.
(5) Install bearing cap and connecting rod on the
journal and tighten bolts to 27 N·m (20 ft. lbs.) plus a
90° turn. DO NOT rotate crankshaft. Plastigage will
smear, resulting in inaccurate indication.
(6) Remove the bearing cap and determine amount
of bearing-to-journal clearance by measuring the
width of compressed Plastigage (Fig. 53). Refer to
Engine Specifications for the proper clearance. Plastigage should indicate the same clearance
across the entire width of the insert. If the
clearance varies, it may be caused by either a

ENGINE - 4.7L

9 - 129

CONNECTING ROD BEARINGS (Continued)
tapered journal, bent connecting rod or foreign
material trapped between the insert and cap or
rod.

Fig. 54 Checking Connecting Rod Side Clearance Typical
Fig. 53 Measuring Bearing Clearance with
Plastigage
1 - PLASTIGAGE SCALE
2 - COMPRESSED PLASTIGAGE

(7) If the correct clearance is indicated, replacement of the bearing inserts is not necessary. Remove
the Plastigage from crankshaft journal and bearing
insert. Proceed with installation.
(8) If bearing-to-journal clearance exceeds the
specification, determin which services bearing set to
use the bearing sizes are as follows:
Bearing
Mark

SIZE

CORE PLUGS
REMOVAL
(1) Drain the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
(2) Using a blunt tool such as a drift or a screw
driver and a hammer, strike the bottom edge of the
cup plug (Fig. 55)

USED WITH
JOURNAL SIZE

.025 US

Std.

.025 mm

50.983-50.967 mm

(.001 in.)

(2.0073-2.0066 in.)

STANDARD

50.992-51.008 mm
(2.0076-2.0082 in.)

.250 US

.250 mm

50.758-50.742 mm

(.010 in.)

(1.9984-1.9978 in.)

(9) Repeat the Plastigage measurement to verify
your bearing selection prior to final assembly.
(10) Once you have selected the proper insert,
install the insert and cap. Tighten the connecting rod
bolts to 27 N·m (20 ft. lbs.) plus a 90° turn.
Slide snug-fitting feeler gauge between the connecting rod and crankshaft journal flange (Fig. 54).
Refer to Engine Specifications for the proper clearance. Replace the connecting rod if the side clearance
is not within specification.

Fig. 55 Engine Core Plug Removal
1
2
3
4
5

CYLINDER BLOCK
REMOVE PLUG WITH PLIERS
STRIKE HERE WITH HAMMER
DRIFT PUNCH
CUP PLUG

(3) Using a suitable pair of pliers, grasp the core
plug and remove.

9 - 130

ENGINE - 4.7L

CORE PLUGS (Continued)

INSTALLATION
NOTE: Thoroughly clean core plug bore, remove all
of the old sealer.
(1) Coat the edges of the engine core plug and the
core plug bore with Mopar Gasket Maker, or equivalent.
NOTE: It is not necessary to wait for the sealant to
cure on the core plugs. The cooling system can be
filled and the vehicle returned to service immediately.
(2) Using proper plug driver, drive core plug into
the core plug bore. The sharp edge of the core plug
should be at least 0.50 mm (0.020 in.) inside the lead
in chamfer.
(3) Refill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).

CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of nodular cast iron.
The crankshaft is a crosshaped four throw design with
eight counterweights for balancing purposes. The crankshaft is supported by five select fit main bearings with
the number three serving as the thrust washer location.
The main journals of the crankshaft are cross drilled to
improve rod bearing lubrication. The number eight
counterweight has provisions for crankshaft position
sensor target wheel mounting. The select fit main bearing markings are located on the rear side of the target
wheel. The crankshaft oil seals are one piece design.
The front oil seal is retained in the timing chain cover,
and the rear seal is pressed in to a bore formed by the
cylinder block and the bedplate assembly.

(4) Remove the oil pump pickup tube and oil pan
gasket /windage tray.
(5) Remove the bedplate mounting bolts. Note the
location of the three stud bolts for installation.
(6) Remove the connecting rods from the crankshaft.
CAUTION: The bedplate to cylinder block mating
surface is a critical sealing surface. Do not pry on
or damage this surface in anyway.
NOTE: The bedplate contains the lower main bearing halves. Use care when handling bedplate as not
to drop or damage bearing halves. Installing main
bearing halves in the wrong position will cause
sever damage to the crankshaft.
NOTE: The bedplate has pry points cast into it. Use
these points only. The pry points are on both the
left and right sides, only the left side is shown.
(7) Carefully pry on the pry points (Fig. 56) to
loosen the bedplate then remove the bedplate.

REMOVAL
NOTE: To remove the crankshaft from the engine,
the engine must be removed from the vehicle.
(1) Remove the engine. (Refer to 9 - ENGINE REMOVAL).
(2) Remove the engine oil pump.(Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
CAUTION: DO NOT pry on the oil pan gasket when
removing the oil pan, The oil pan gasket is mounted
to the cylinder block in three locations and will
remain attached to block when removing oil pan.
Gasket can not be removed with oil pan.
(3) Remove oil pan. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).

Fig. 56 Bedplate Pry Point Location
1 - CYLINDER BLOCK
2 - BEDPLATE
3 - PRY POINT

CAUTION: When removing the crankshaft, use care
not to damage bearing surfaces on the crankshaft.
(8) Remove the crankshaft.
(9) Remove the crankshaft target wheel.

ENGINE - 4.7L

9 - 131

CRANKSHAFT (Continued)

INSPECTION
NOTE: Thoroughly inspect the connecting rod bearing bores and main bearing bores for scoring, blueing or severe scratches. Further disassembly may
be required.
If connecting rod bearing bores show damage, the
cylinder heads must be removed to service the piston
and rod assemblies. If the bedplate or the cylinder
block main bearing bores show damage the engine
must be replaced.
(1) If required, remove the main bearing halves
from the cylinder block and bedplate.
(2) Thoroughly clean the bedplate to cylinder block
sealing surfaces and main bearing bores. Remove all
oil and sealant residue.
(3) Inspect the bedplate main bearing bores for
cracks, scoring or severe blueing. If either condition
exists the engine must be replaced.
(4) Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing. If either condition
exist replace the thrust washer.
(5) Inspect the oil pan gasket/windage tray for
splits, tears or cracks in the gasket sealing surfaces.
Replace gasket as necessary.

INSTALLATION
CAUTION: Main bearings are select fit. (Refer to 9 ENGINE/ENGINE
BLOCK/CRANKSHAFT
MAIN
BEARINGS - STANDARD PROCEDURE) for proper
bearing selections.

Fig. 57 Crankshaft Thrust Washer Installation
1 - CRANKSHAFT THRUST WASHER

NOTE: Make sure that the bedplate and cylinder
block sealing surfaces are clean and free of oil or
other contaminants. Contaminants on the sealing
surfaces may cause main bearing distortion and/or
oil leaks.
(5) Apply a 2.5mm (0.100 inch) (Fig. 58) bead of
Mopart Gen II Silicone Rubber Adhesive sealant to
the cylinder block-to-bedplate mating surface as
shown (Fig. 59).

(1) Lubricate upper main bearing halves with
clean engine oil.
CAUTION: When installing crankshaft, use care not
to damage bearing surfaces on the crankshaft.
NOTE: Apply sealant to the target wheel retaining
screws prior to installation.
(2) Install the crankshaft target wheel. Torque the
mounting screws to 15 N·m (12 ft. lbs.).
(3) Position crankshaft in cylinder block.
(4) Install the thrust washers (Fig. 57).
CAUTION: The bedplate to cylinder block mateing
surface must be coated with sealant prior to installation. Failure to do so will cause severe oil leaks.
NOTE: The installation time to install the bedplate
after the sealant has been applied is critical.

Fig. 58 Cutting Aplicator to Achieve 2.5mm (0.100 in.)
Bead
1 - CUT HERE

9 - 132

ENGINE - 4.7L

CRANKSHAFT (Continued)

Fig. 59 Cylinder Block-to-Bedplate
Sealent Bead Location

(8) Measure crankshaft end play. (Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT - STANDARD PROCEDURE).
(9) Install the connecting rods and measure side
clearance. (Refer to 9 - ENGINE/ENGINE BLOCK/
CONNECTING ROD BEARINGS - STANDARD
PROCEDURE).
(10) Position the oil pan gasket/windage tray,
using a new o-ring, install the oil pickup tube.
Torque the bolt to 28N·n (20 ft. lbs.) torque the nuts
to 28N·m (20 ft. lbs.).
(11) Install the oil pan. Torque the retaining bolts to
15 N·m (11 ft. lbs.) in the sequence shown (Fig. 61).

1 - CYLINDER BLOCK
2 - SEALANT BEAD LOCATION

(6) Coat the crankshaft main bearing journals
with clean engine oil and position the bedplate onto
the cylinder block.
NOTE: Lubricate the bedplate retaining bolts with
clean engine oil prior to installation.
(7) Install the bedplate retaining bolts, making
sure to place the stud bolts in the correct location,
Torque the bolts in the sequence shown (Fig. 60).
• Tighten bolts A – L to 54 N·m (40 ft. lbs.)
• Tighten bolts 1–10 to 2.8 N·m (25 in. lbs.)
• Turn bolts 1–10 an additional 90°.
• Tighten bolts A1– A6 to 27 N·m (20 ft. lbs.)

Fig. 61 Oil Pan Tightening Sequence
(12) Install the engine (Refer to 9 - ENGINE INSTALLATION).

Fig. 60 Bedplate Tightening Sequence
1 - BEDPLATE

2 - CYLINDER BLOCK

ENGINE - 4.7L

CRANKSHAFT MAIN
BEARINGS

9 - 133

NOTE: Service main bearings are coded. These
codes identify what size (grade) the bearing is.

MAIN BEARING SELECTION CHART—4.7L

STANDARD PROCEDURE—CRANKSHAFT MAIN
BEARING - FITTING

GRADE

MAIN BEARING JOURNAL DIAMETER
(CRANKSHAFT REMOVED)

MARKING
A

Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal
with a micrometer. Measure at two locations 90°
apart at each end of the journal.
The maximum allowable taper is 0.008mm (0.0004
inch.) and maximum out of round is 0.005mm (0.002
inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting
Chart). Select inserts required to obtain the specified
bearing-to-journal clearance.

FOR USE WITH
JOURNAL SIZE

0.008 mm
U/S

63.488–63.496 mm

(0.0004 in.)
U/S

(2.4996–2.4999 in.)

NOMINAL

63.496–63.504 mm
(2.4999–2.5002 in.)

CRANKSHAFT MAIN BEARING SELECTION
The main bearings are “select fit” to achieve proper
oil clearances. For main bearing selection, the crankshaft position sensor target wheel has grade identification marks stamped into it (Fig. 62). These marks
are read from left to right, corresponding with journal number 1, 2, 3, 4 and 5. The crankshaft position
sensor target wheel is mounted to the number 8
counter weight on the crankshaft.

SIZE mm
(in.)

0.008 mm
O/S

63.504–63.512 mm

(0.0004 in.)
O/S

(2.5002–2.5005 in.)

Fig. 63 Main Bearing Wear Patterns
1
2
3
4

Fig. 62 Main Bearing Markings on Target Wheel
1 - REARMOST CRANKSHAFT COUNTER WEIGHT
2 - TARGET WHEEL
3 - MAIN BEARING SELECT FIT MARKINGS

UPPER INSERT
NO WEAR IN THIS AREA
LOW AREA IN BEARING LINING
LOWER INSERT

NOTE: If any of the crankshaft journals are scored,
the crankshaft must be repaired or replaced.
Inspect the back of the inserts for fractures, scrapings or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.

9 - 134

ENGINE - 4.7L

CRANKSHAFT OIL SEAL FRONT

(11) Using Special Tool 8511, remove crankshaft
front seal (Fig. 65).

REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(3) Remove A/C compressor mouning fasteners and
set aside.
(4) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(5) Remove upper radiator hose.
(6) Disconnect electrical connector for fan mounted
inside radiator shroud.
(7) Remove radiator shroud attaching fasteners.
NOTE: Transmission cooler line snaps into shroud
lower right hand corner.
(8) Remove radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN REMOVAL).
(9) Remove crankshaft damper bolt.
(10) Remove damper using Special Tools 8513
Insert and 1026 Three Jaw Puller (Fig. 64).

Fig. 65 Crankshaft Front Seal Removal
1 - SPECIAL TOOL 8511

INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.

Fig. 64 Crankshaft Damper Removal
1 - SPECIAL TOOL 8513 INSERT
2 - SPECIAL TOOL 1026

(1) Using Special Tool 8348 and 8512, install
crankshaft front seal (Fig. 66).
(2) Install vibration damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
(3) Install radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(4) Install upper radiator hose.
(5) Install A/C compressor and tighten fasteners to
54 N·m (40 ft. lbs.).
(6) Install accessory drive belt refer (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(7) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(8) Connect negative cable to battery.

ENGINE - 4.7L

9 - 135

CRANKSHAFT OIL SEAL - FRONT (Continued)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.

Fig. 66 Crankshaft Front Seal Installation
1 - TIMING CHAIN COVER
2 - SPECIAL TOOL 8348
3 - SPECIAL TOOL 8512

(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING), under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, (Refer to 9 ENGINE/ENGINE
BLOCK/CRANKSHAFT
OIL
SEAL - REAR - REMOVAL).

REMOVAL

CRANKSHAFT OIL SEAL REAR

NOTE: This procedure can be performed in vehicle.

DIAGNOSIS AND TESTING - REAR SEAL AREA
LEAKS

(1) If being preformed in vehicle, remove the
transmission.
(2) Remove the flexplate (Refer to 9 - ENGINE/
ENGINE BLOCK/FLEX PLATE - REMOVAL).

NOTE: The crankshaft oil seal CAN NOT be reused
after removal.
NOTE: The crankshaft rear oil seal remover Special
Tool 8506 must be installed deeply into the seal.
Continue to tighten the removal tool into the seal
until the tool can not be turned farther. Failure to
install tool correctly the first time will cause tool to
pull free of seal without removing seal from engine.

9 - 136

ENGINE - 4.7L

CRANKSHAFT OIL SEAL - REAR (Continued)
(3) Using Special Tool 8506 (Fig. 67), remove the
crankshaft rear oil seal.

(3) Using Special Tools 8349 Crankshaft Rear Oil
Seal Installer and C-4171 Driver Handle (Fig. 69),
with a hammer, tap the seal into place. Continue to
tap on the driver handle until the seal installer seats
against the cylinder block crankshaft bore.

Fig. 67 Crankshaft Rear Oil Seal Removal
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8506

INSTALLATION
(1) Lubricate the crankshaft flange with engine oil.
(2) Position the magnetic seal guide Special Tool
8349–2 (Fig. 68) onto the crankshaft rear face. Then
position the crankshaft rear oil seal onto the guide.

Fig. 68 Crankshaft Rear Oil Seal Guide Special Tool
8349–2 and Oil
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8349–2 GUIDE

Fig. 69 Crankshaft Rear Oil Seal Installation
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8349–1 INSTALLER
3 - SPECIAL TOOL C-4171 HANDLE

(4) Install the flexplate.
(5) Install the transmission.

ENGINE - 4.7L

FLEX PLATE
REMOVAL
(1) Remove the transmission.
(2) Remove the bolts and flexplate.

INSTALLATION
(1) Position the flexplate onto the crankshaft and
install the bolts hand tight.
(2) Tighten the flexplate retaining bolts to 60 N·m
(45 ft. lbs.) in the sequence shown (Fig. 70).
(3) Install the transmission.

9 - 137

STANDARD PROCEDURE—PISTON FITTING
(1) To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm (
.0001 in.) INCREMENTS is required. If a bore gauge
is not available, do not use an inside micrometer.
(2) Measure the inside diameter of the cylinder
bore at a point 38.0 mm (1.5 inches) below top of
bore. Start perpendicular (across or at 90 degrees) to
the axis of the crankshaft at point A and then take
an additional bore reading 90 degrees to that at point
B (Fig. 72).
(3) The coated pistons will be serviced with the
piston pin and connecting rod pre-assembled.
(4) 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 (Fig. 71). 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 0.003 mm (.0001 in.) increments is
required.
(5) Piston installation into the cylinder bore
requires slightly more pressure than that required
for non-coated pistons. The bonded coating on the
piston will give the appearance of a line-to-line fit
with the cylinder bore.

Fig. 70 Flexplate Tightening Sequence
1 - FLEXPLATE

PISTON & CONNECTING ROD
DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink
or a scratch awl.
The pistons are made of a high strength aluminum
alloy. The anodized top ring groove and crown has
been replaced with a coated top ring that is blue in
color on the bottom surface. Piston skirts are coated
with a solid lubricant (Molykote) to reduce friction
and provide scuff resistance. The connecting rods are
made of forged powdered metal, with a “fractured
cap” design. A pressed fit piston pin is used to attach
the piston and connecting rod.

Fig. 71 DO NOT MEASURE MOLY COATED PISTON
1 - MOLY COATED
2 - MOLY COATED

9 - 138

ENGINE - 4.7L

PISTON & CONNECTING ROD (Continued)

Fig. 73 Identify Connecting Rod to Cylinder
Position—Typical
CAUTION: Care must be taken not to damage the
fractured rod and cap joint face surfaces, as engine
damage may occur.

Fig. 72 BORE GAUGE -TYPICAL
1 - FRONT
2 - BORE GAUGE
3 - CYLINDER BORE
4 - 38 MM
(1.5 in)

REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL).
• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
(3) If necessary, 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. Pistons and
connecting rods must be removed from top of cylinder
block. When removing piston and connecting rod
assemblies from the engine, rotate crankshaft so the
each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch
to mark connecting rods or caps, as damage to
connecting rods could occur
NOTE: Connecting rods and bearing caps are not
interchangeable and should be marked before
removing to ensure correct reassembly.
(4) Mark connecting rod and bearing cap positions
using a permanent ink marker or scribe tool (Fig.
73).

ENGINE - 4.7L

9 - 139

PISTON & CONNECTING ROD (Continued)
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.

(5) The pistons are marked on the piston pin bore
surface with an raised “F” indicating installation
position. This mark must be pointing toward the
front of engine on both cylinder banks. The connecting rod oil slinger slot faces the front of the engine
(Fig. 75).

INSTALLATION
(1) Before installing piston and connecting rod
assemblies into the bore, install the piston rings.
(2) Immerse the piston head and rings in clean
engine oil. Position a ring compressor over the piston
and rings. Tighten ring compressor. Ensure position of rings do not change during this operation.
(3) Position bearing onto connecting rod. Ensure
that hole in bearing shell aligns with hole in connecting rod. Lubricate bearing surface with clean engine
oil.
(4) Install Special Tool 8507 Connecting Rod
Guides into connecting rod bolt threads (Fig. 74).

Fig. 75 PISTON AND CONNECTING ROD
ORIENTATION
1 - MAJOR THRUST SIDE OF PISTON
2 - OIL SLINGER SLOT

Fig. 74 PISTON AND CONNECTING ROD
INSTALLATION
1
2
3
4

“F” TOWARD FRONT OF ENGINE
OIL SLINGER SLOT
RING COMPRESSOR
SPECIAL TOOL 8507

(9) Lubricate rod bolts and bearing surfaces with
engine oil. Install connecting rod cap and bearing.
Tighten bolts to 27 N·m (20 ft. lbs.) plus 90°.
(10) Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
• Timing chain and cover. (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- INSTALLATION).

9 - 140

ENGINE - 4.7L

PISTON & CONNECTING ROD (Continued)
• Cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
• Oil pan and gasket/windage tray. (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(11) Fill crankcase with proper engine oil to correct level.
(12) Connect negative cable to battery.

PISTON RING SIDE CLEARANCE
NOTE: Make sure the piston ring grooves are clean
and free of nicks and burrs.
(5) Measure the ring side clearance as shown (Fig.
77)make sure the feeler gauge fits snugly between
the ring land and the ring. Replace any ring not
within specification.

PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING
Before reinstalling used rings or installing new
rings, the ring clearances must be checked.
(1) Wipe the cylinder bore clean.
(2) Insert the ring in the cylinder bore.
NOTE: The ring gap measurement must be made
with the ring positioned at least 12mm (0.50 inch.)
from bottom of cylinder bore.
(3) Using a piston, to ensure that the ring is
squared in the cylinder bore, slide the ring downward
into the cylinder.
(4) Using a feeler gauge check the ring end gap
(Fig. 76). Replace any rings not within specification.

Fig. 77 Measuring Piston Ring Side Clearance
1 - FEELER GAUGE

(6) Rotate the ring around the piston, the ring
must rotate in the groove with out binding.

Fig. 76 Ring End Gap Measurement - Typical
1 - FEELER GAUGE

ENGINE - 4.7L

9 - 141

PISTON RINGS (Continued)
PISTON RING SPECIFICATION CHART
Ring Position
Upper Ring

Groove

Maximum

Clearance

.051-.094mm

0.11mm

(0.0020- .0037
in.)

(0.004 in.)

0.04-0.08mm

0.10mm

(0.0016-0.0031
in.)

(0.004 in.)

Oil Control Ring

.019-.229mm

.25mm

(Steel Rails)

(.0007-.0090
in.)

(0.010 in.)

Ring Position

Ring Gap

Wear Limit

Upper Ring

0.20-0.36mm

0.43mm

(0.0079-0.0142
in.)

(0.0017 in.)

0.37-0.63mm

0.74mm

(0.0146-0.0249
in.)

(0.029 in.)

Oil Control Ring

0.025-0.76mm

1.55mm

(Steel Rail)

(0.0099- 0.03
in.)

(0.061 in.)

Intermediate
Ring

least 45° from the side rail gaps, but not on the piston pin center or on the thrust direction.

Fig. 78 Side Rail—Installation
1 - SIDE RAIL END

(7) The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2 ring is installed with
manufacturers I.D. mark (Dot) facing up, towards top
of the piston.
NOTE: Piston rings are installed in the following
order:
• Oil ring expander.
• Upper oil ring side rail.
• Lower oil ring side rail.
• No. 2 Intermediate piston ring.
• No. 1 Upper piston ring.
(8) Install the oil ring expander.
(9) Install upper side rail (Fig. 78) by placing one
end between the piston ring groove and the expander
ring. Hold end firmly and press down the portion to
be installed until side rail is in position. Repeat this
step for the lower side rail.
(10) Install No. 2 intermediate piston ring using a
piston ring installer (Fig. 79).
(11) Install No. 1 upper piston ring using a piston
ring installer (Fig. 79).
(12) Position piston ring end gaps as shown in
(Fig. 80). It is important that expander ring gap is at

Fig. 79 Upper and Intermediate Rings—Installation

VIBRATION DAMPER
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Remove radiator upper hose.
(5) Remove upper fan shroud.
(6) Using Special Tools 6958 Spanner with Adapter
Pins 8346, loosen fan and viscous assembly from
water pump (Fig. 81).
(7) Remove fan and viscous assembly.
(8) Disconnect electrical connector for fan mounted
inside radiator shroud.

9 - 142

ENGINE - 4.7L

VIBRATION DAMPER (Continued)

Fig. 80 Piston Ring End Gap Position
1
2
3
4
5

SIDE RAIL UPPER
NO. 1 RING GAP
PISTON PIN
SIDE RAIL LOWER
NO. 2 RING GAP AND SPACER EXPANDER GAP

Fig. 82 CRANKSHAFT DAMPER-REMOVAL
1 - SPECIAL TOOL 8513 INSERT
2 - SPECIAL TOOL 1026

Fig. 81 FAN ASSEMBLY-REMOVAL/ASSEMBLY
1 - SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER
PINS 8346
2 - FAN

NOTE: Transmission cooler line snaps into shroud
lower right hand corner.
(9) Remove crankshaft damper bolt.
(10) Remove damper using Special Tools 8513
Insert and 1026 Three Jaw Puller (Fig. 82).

(2) Assemble Special Tool 8512–A as follows, The
nut is threaded onto the shaft first. Then the roller
bearing is placed onto the threaded rod (The hardened bearing surface of the bearing MUST face the
nut). Then the hardened washer slides onto the
threaded rod (Fig. 83). Once assembled coat the
threaded rod’s threads with Mopart Nickel AntiSeize or (Loctite No. 771).
(3) Using Special Tool 8512–A, press damper onto
crankshaft (Fig. 84).
(4) Install then tighten crankshaft damper bolt to
175 N·m (130 ft. lbs.).
(5) Install fan blade assembly (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH INSTALLATION).

ENGINE - 4.7L

9 - 143

VIBRATION DAMPER (Continued)
(10) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(11) Connect negative cable to battery.

STRUCTURAL COVER
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission
bell housing to the engine bedplate.

OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration.

Fig. 83 PROPER ASSEMBLY METHOD FOR
SPECIAL TOOL 8512–A
1
2
3
4
5

BEARING
NUT
THREADED ROD
BEARING HARDENED SURFACE (FACING NUT)
HARDENED WASHER

REMOVAL
(1) Raise vehicle on hoist.
(2) Remove the left hand exhaust pipe from
exhaust manifold.
(3) Loosen the right hand exhaust manifold-to-exhaust pipe retaining bolts.
(4) Remove the eight bolts retaining structural
cover (Fig. 85) in the sequence shown.
(5) Pivot the exhaust pipe downward and remove
the structural cover.

Fig. 85 Structural Cover
Fig. 84 Crankshaft Damper Installation
1 - SPECIAL TOOL 8512

(6) Install radiator upper shroud and tighten fasteners to 11 N·m (95 in. lbs.).
(7) Connect electrical connector for shroud fan.
(8) Install radiator upper hose.
(9) Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).

1 - BOLT
2 - BOLT
3 - BOLT

INSTALLATION
CAUTION: The structural cover must be installed as
described in the following steps. Failure to do so
will cause severe damage to the cover.
(1) Position the structural cover in the vehicle.
(2) Install all four bolts retaining the cover-to-engine. DO NOT tighten the bolts at this time.

9 - 144

ENGINE - 4.7L

STRUCTURAL COVER (Continued)
(3) Install the four cover-to-transmission bolts. Do
NOT tighten at this time.
CAUTION: The structural cover must be held tightly
against both the engine and the transmission bell
housing during tightening sequence. Failure to do
so may cause damage to the cover.
(4) Starting with the two rear cover-to-engine
bolts, tighten bolts (1) (Fig. 86) to 54 N·m (40 ft. lbs.),
then tighten bolts (2) (Fig. 86) and (3) to 54 N·m ( 40
ft. lbs.) in the sequence shown.

(6) Support the engine with a suitable jack and a
block of wood across the full width of the engine oil
pan.
(7) Support the front axle with a suitable jack.
(8) Remove the (4) bolts that attach the engine
mounts to the front axle.
(9) Remove the (3) bolts that attach the front axle
to the left engine bracket.
(10) Lower the front axle.
(11) Remove the through bolts
(12) Raise the engine far enough to be able to
remove the left and right engine mounts.
(13) Remove the (8) mount to engine attaching
bolts
(14) Remove the engine mounts.

4WD

Fig. 86 Structural Cover
1 - BOLT
2 - BOLT
3 - BOLT

(5) Install the exhaust pipe on left hand exhaust
manifold.
(6) Tighten exhaust manifold-to-exhaust pipe
retaining bolts to 20–26 N·m (15–20 ft. lbs.).

(1) Disconnect the negative cable from the battery.
(2) Remove the viscous fan.
(3) Raise the vehicle.
(4) Remove the skid plate.
(5) Remove the front crossmember.
(6) Remove the engine oil filter.
(7) Remove the oil drain trough.
(8) Support the engine with a suitable jack and a
block of wood across the full width of the engine oil
pan.
(9) Support the front axle with a suitable jack.
(10) Remove the (4) bolts that attach the engine
mounts to the front axle (Fig. 87).
(11) Remove the (3) bolts that attach the front axle
to the left engine bracket.
(12) Lower the front axle.
(13) Remove the (6) through bolts
(14) Raise the engine far enough to be able to
remove the left (Fig. 89) and right (Fig. 88) engine
mounts.
(15) Remove the engine mounts.

ENGINE - 4.7L

9 - 145

FRONT MOUNT (Continued)

Fig. 87 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

(5) Install the oil drain trough.
(6) Install the engine oil filter.
(7) Lower the vehicle.
(8) Install the viscous fan (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(9) Reconnect the negative battery cable.

Fig. 88 ENGINE MOUNT SUPPORT BRACKET RH
1 - BOLT
2 - ENGINE MOUNT SUPPORT BRACKET

9 - 146

ENGINE - 4.7L

FRONT MOUNT (Continued)
(4) Lower the engine until the left and right side
engine brackets rest on the through bolts, and the
lower engine bracket through holes align with the
engine mounts, and the left engine bracket holes
align with the front axle slots (Fig. 90).
(5) Loose assemble the (3) bolts that attach the
front axle to the left engine bracket.
(6) Loose assemble the lower through bolts.
(7) Torque the nuts for the (4) through bolts to 101
N·m (75 ft. lbs.).
(8) Torque the (3) bolts that attach the front axle
to the left engine bracket to 101 N·m (75 ft. lbs.).
(9) Install the oil drain trough.
(10) Install the engine oil filter.
(11) Install the front crossmember.
(12) Install the skid plate.
(13) Lower the vehicle.
(14) Install the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(15) Reconnect the negative battery cable.

Fig. 89 ENGINE MOUNT SUPPORT BRACKET
1 - BOLT
2 - ENGINE MOUNT SUPPORT BRACKET
3 - BOLT

Fig. 90 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

ENGINE - 4.7L

9 - 147

REAR MOUNT

INSTALLATION

REMOVAL

NOTE: Threadlocking compound must be applied to
the bolts before installation.

(1)
(2)
(3)
(Fig.

Raise the vehicle on a hoist.
Using a suitable jack, support transmission.
Remove the nuts from the transmission mount
91).

Fig. 91 TRANSMISSION MOUNT
1
2
3
4

MOUNT
CROSSMEMBER
NUT
BOLT

(4) Remove the two bolts that attach the transmission mount to the engine bracket.
(5) Raise the transmission enough to remove the
mount from the crossmember.
(6) Remove the mount.

9 - 148

ENGINE - 4.7L

OPERATION

LUBRICATION
DESCRIPTION
The lubrication system (Fig. 92) is a full flow filtration pressure feed type.

Fig. 92 Engine Oil Lubrication System
1
2
3
4
5
6

LEFT CYLINDER HEAD OIL GALLERY
OIL PRESSURE SENSOR LOCATION
TO LEFT CYLINDER HEAD
OIL FEED TO IDLER SHAFT
OIL PUMP OUTLET TO BLOCK
OIL PUMP

7 - TO CRANKSHAFT MAIN JOURNALS
8 - RIGHT CYLINDER HEAD OIL GALLERY
9 - TO RIGHT CYLINDER HEAD
10 - CYLINDER BLOCK MAIN GALLERY
11 - OIL FEED TO BOTH SECONDARY TENSIONERS

ENGINE - 4.7L

9 - 149

LUBRICATION (Continued)
The camshaft exhaust valve lobes and rocker arms
are lubricated through a small hole in the rocker
arm; oil flows through the lash adjuster then through
the rocker arm and onto the camshaft lobe. Due to
the orentation of the rocker arm, the camshaft intake
lobes are not lubed in the same manner as the
exhaust lobes. The intake lobes are lubed through
internal passages in the camshaft. Oil flows through

a bore in the number 3 camshaft bearing bore, and
as the camshaft turns, a hole in the camshaft aligns
with the hole in the camshaft bore allowing engine
oil to enter the camshaft tube. The oil then exits
through 1.6mm (0.063 in.) holes drilled into the
intake lobes, lubricating the lobes and the rocker
arms.

ENGINE LUBRICATION FLOW CHART—BLOCK: TABLE 1
FROM

Oil Pickup Tube

Oil Pump

Oil Filter

Block Main Oil Gallery

1. Crankshaft Main Journal
2. Left Cylinder Head*
3. Right Cylinder Head*

Crankshaft Main Journals
Crankshaft Number One Main Journal

Crankshaft Rod Journals
1.Front Timing Chain Idler Shaft
2.Both Secondary Chain Tensioners

Left Cylinder Head

See Table 2

Right Cylinder Head

See Table 2

* The cylinder head gaskets have an oil restricter to control oil flow to the cylinder heads.

ENGINE LUBRICATION FLOW CHART—CYLINDER HEADS: TABLE 2
FROM
Cylinder Head Oil Port (in bolt hole)
Main Oil Gallery (drilled through head from rear to
front)

TO
Diagonal Cross Drilling to Main Oil Gallery
1. Base of Camshaft Towers
2. Lash Adjuster Towers

Base of Camshaft Towers

Vertical Drilling Through Tower to Camshaft Bearings**

Lash Adjuster Towers

Diagonal Drillings to Hydraulic Lash Adjuster Pockets

** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake
lobes, which have oil passages drilled into them to lubricate the rocker arms.

9 - 150

ENGINE - 4.7L

LUBRICATION (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE
(1) Remove oil pressure sending unit (Fig. 93)and
install gauge assembly C-3292.

(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 24 km (15 miles), and
repeat inspection. If the oil leak source is not positively identified at this time, proceed with the air
leak detection test method.

Fig. 93 OIL PRESSURE SENDING UNIT -TYPICAL
1
2
3
4

BELT
OIL PRESSURE SENSOR
OIL FILTER
ELEC. CONNECTOR

DIAGNOSIS AND TESTING—ENGINE OIL LEAK
Begin with a thorough 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
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.

(4) 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.
(5) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(6) 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.
(7) 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.

ENGINE - 4.7L

9 - 151

LUBRICATION (Continued)
camshaft bore cup plugs oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces.
(4) If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks
in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.

CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until disassembled.

Fig. 94 TEMPERATURE/ENGINE OIL VISCOSITY 4.7L ENGINE

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.

ENGINE OIL SPECIFICATION
CAUTION: Do not use non-detergent or straight
mineral oil when adding or changing crankcase
lubricant. Engine failure can result.

API SERVICE GRADE CERTIFIED
Use an engine oil that is API Service Grade Certified. MOPARt provides engine oils that conform to
this service grade.

Fig. 95 Engine oil Container Standard Notations

OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the right
rear of the engine on the 4.7L engines. (Fig. 96).

CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
pressure loss or oil foaming can result.

9 - 152

ENGINE - 4.7L

OIL (Continued)
(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 if
damaged.
(6) Install drain plug in crankcase.
(7) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this section.
(8) Install oil fill cap.
(9) Start engine and inspect for leaks.
(10) Stop engine and inspect oil level.

USED ENGINE OIL DISPOSAL
Care should be exercised when disposing used
engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this
section.

OIL FILTER
Fig. 96 ENGINE OIL DIPSTICK 4.7L ENGINE
1 - TRANSMISSION DIPSTICK
2 - ENGINE OIL DIPSTICK
3 - ENGINE OIL FILL CAP

Inspect engine oil level approximately every 800
kilometers (500 miles). Unless the engine has exhibited loss of oil pressure, run the engine for about five
minutes before checking oil level. Checking engine oil
level on a cold engine is not accurate.
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.

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 (Fig. 97)to
remove it from the cylinder block oil filter boss.

ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in Maintenance Schedules.
Run engine until achieving normal operating temperature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist and support vehicle on safety stands.
(3) Remove oil fill cap.

Fig. 97 Oil Filter - 4.7L Engine
1 - ENGINE OIL FILTER

ENGINE - 4.7L

9 - 153

OIL FILTER (Continued)
(4) When filter separates from cylinder block oil
filter boss, tip gasket end upward to minimize oil
spill. Remove filter from vehicle.
NOTE: Make sure filter gasket was removed with filter.
(5) With a wiping cloth, clean the gasket sealing
surface of oil and grime.

INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 98) hand
tighten filter one full turn, do not over tighten.
(3) Add oil, verify crankcase oil level and start
engine. Inspect for oil leaks.

(8) Raise engine using special tool # 8534 to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not
come out with oil pan.
(9) Remove the oil pan mounting bolts and oil pan.
(10) Unbolt oil pump pickup tube and remove
tube.
(11) Inspect the integral windage tray and gasket
and replace as needed.

INSTALLATION
(1) Clean the oil pan gasket mating surface of the
bedplate and oil pan.
(2) Position the oil pan gasket and pickup tube
with new o-ring. Install the mounting bolt and nuts.
Tighten bolt and nuts to 28 N·m (20 ft. lbs.).
(3) Position the oil pan and install the mounting
bolts. Tighten the mounting bolts to 15 N·m (11 ft.
lbs.) in the sequence shown (Fig. 99).

Fig. 98 Oil Filter Sealing Surface-Typical
1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER

OIL PAN
REMOVAL
(1) Disconnect the negative battery cable.
(2) Install engine support fixture special tool #
8534. Do not raise engine at this time.
(3) Loosen both left and right side engine mount
through bolts. Do not remove bolts.
(4)
(5) Remove the structural dust cover, if equipped.
(6) Drain engine oil.
(7) Remove the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - REMOVAL).
CAUTION: Only raise the engine enough to provide
clearance for oil pan removal. Check for proper
clearance at fan shroud to fan and cowl to intake
manifold.

Fig. 99 Oil Pan Mounting Bolts and Oil Pan
(4) Lower the engine into mounts using special
tool # 8534.
(5) Install both the left and right side engine
mount through bolts. Tighten the nuts to 68 N·m (50
ft. lbs.).
(6) Remove special tool # 8534.
(7) Install structural dust cover, if equipped.
(8) Install the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - INSTALLATION).
(9) Fill engine oil.
(10) Reconnect the negative battery cable.
(11) Start engine and check for leaks.

9 - 154

ENGINE - 4.7L

OIL PRESSURE SENSOR/
SWITCH

REMOVAL
(1)
(2)
(3)
(4)
(5)

DESCRIPTION

Disconnect the negative cable from the battery.
Raise vehicle on hoist.
Remove front splash shield.
Disconnect oil pressure sender wire (Fig. 100).
Remove the pressure sender (Fig. 100).

DESCRIPTION
The 3–wire, solid-state engine oil pressure sensor
(sending unit) is located in an engine oil pressure
gallery.

DESCRIPTION
The 3–wire, electrical/mechanical engine oil pressure sensor (sending unit) is located in an engine oil
pressure gallery.

OPERATION
OPERATION
The oil pressure sensor uses three circuits. They
are:
• A 5–volt power supply from the Powertrain Control Module (PCM)
• A sensor ground through the PCM’s sensor
return
• A signal to the PCM relating to engine oil pressure
The oil pressure sensor has a 3–wire electrical
function very much like the Manifold Absolute Pressure (MAP) sensor. Meaning different pressures
relate to different output voltages.
A 5–volt supply is sent to the sensor from the PCM
to power up the sensor. The sensor returns a voltage
signal back to the PCM relating to engine oil pressure. This signal is then transferred (bussed) to the
instrument panel on either a CCD or PCI bus circuit
(depending on vehicle line) to operate the oil pressure
gauge and the check gauges lamp. Ground for the
sensor is provided by the PCM through a low-noise
sensor return.

OPERATION
The oil pressure sensor uses two circuits. They are:
• A signal to the PCM relating to engine oil pressure
• A sensor ground through the PCM’s sensor
return
The oil pressure sensor returns a voltage signal
back to the PCM relating to engine oil pressure. This
signal is then transferred (bussed) to the instrument
panel on a CCD bus circuit to operate the oil pressure gauge and the check gauges lamp. Ground for
the sensor is provided by the PCM through a lownoise sensor return.

Fig. 100 OIL PRESSURE SENDING UNIT
1
2
3
4

BELT
OIL PRESSURE SENSOR
OIL FILTER
ELEC. CONNECTOR

INSTALLATION
(1)
(2)
(3)
(4)
(5)

Install oil pressure sender.
Connect oil pressure sender wire.
Install front splash shield.
Lower vehicle.
Connect the negative battery cable.

ENGINE - 4.7L

9 - 155

OIL PUMP (Continued)

rotors is .150 mm (0.006 in.) or more the oil pump
assembly must be replaced.
(8) Place a straight edge across the body of the oil
pump (between the bolt holes), if a feeler gauge of
.095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced (Fig. 106).
NOTE: The 3.7 Oil pump is released as an assembly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.

CLEANING
(1) Wash all parts in a suitable solvent.

INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump. If
these components are disassembled and or
removed from the pump the entire oil pump assembly must be replaced.
(1) Clean all parts thoroughly. Mating surface of
the oil pump housing should be smooth. If the pump
cover is scratched or grooved the oil pump assembly
should be replaced.
(2) Lay a straight edge across the pump cover surface (Fig. 101). If a 0.025 mm (0.001 in.) feeler gauge
can be inserted between the cover and the straight
edge the oil pump assembly should be replaced.
(3) Measure the thickness of the outer rotor (Fig.
102). If the outer rotor thickness measures at 12.005
mm (0.472 in.) or less the oil pump assembly must be
replaced.
(4) Measure the diameter of the outer rotor. If the
outer rotor diameter measures at 85.925 mm (3.382
in.) or less the oil pump assembly must be replaced.
(5) Measure the thickness of the inner rotor (Fig.
103). If the inner rotor thickness measures at 12.005
mm (0.472 in.) or less then the oil pump assembly
must be replaced.
(6) Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump body
and measure clearance between the outer rotor and
the body (Fig. 104). If the measurement is 0.235mm
(0.009 in.) or more the oil pump assembly must be
replaced.
(7) Install the inner rotor in the into the oil pump
body. Measure the clearance between the inner and
outer rotors (Fig. 105). If the clearance between the

Fig. 101 Checking Oil Pump Cover Flatness
1 - STRAIGHT EDGE
2 - FEELER GAUGE
3 - OIL PUMP COVER

Fig. 102 Measuring Outer Rotor Thickness

9 - 156

ENGINE - 4.7L

OIL PUMP (Continued)

Fig. 103 Measuring Inner Rotor Thickness

Fig. 105 Measuring Clearance Between Rotors
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR

Fig. 104 Measuring Outer Rotor Clearance
1 - FEELER GAUGE
2 - OUTER ROTOR

Fig. 106 Measuring Clearance Over Rotors
1 - STRAIGHT EDGE
2 - FEELER GAUGE

ENGINE - 4.7L

9 - 157

OIL PUMP (Continued)

INSTALLATION
(1) Position the oil pump onto the crankshaft and
install one oil pump retaining bolts.
(2) Position the primary timing chain tensioner
and install three retaining bolts.
(3) Tighten the oil pump and primary timing chain
tensioner retaining bolts to 28 N·m (250 in. lbs.) in
the sequence shown (Fig. 107).

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 RPM is observed the area of the
suspected leak has been found.
(4) Repair as required.

REMOVAL

Fig. 107 Oil Pump And Primary Timing Chain
Tensioner Tightening Sequence
(4) Install the secondary timing chain tensioners
and timing chains (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
(5) Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(6) Install the pick-up tube and oil pan (Refer to 9
- ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

INTAKE MANIFOLD
DESCRIPTION
The intake manifold is made of a composite material and features long runners which maximizes low
end torque. The intake manifold uses single plane
sealing which consist of eight individual press in
place port gaskets to prevent leaks. Eight studs and
two bolts are used to fasten the intake to the head.

(1) Disconnect negative cable from battery.
(2) Remove resonator assembly and air inlet hose.
(3) Disconnect throttle and speed control cables.
(4) Disconnect electrical connectors for the following components:
• Manifold Absolute Pressure (MAP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Coolant Temperature (CTS) Sensor
• Idle Air Control (IAC) Motor
(5) Disconnect brake booster hose and positive
crankcase ventilation (PCV) hose.
(6) Disconnect generator electrical connections.
(7) Disconnect air conditioning compressor electrical connections.
(8) Disconnect left and right radio suppressor
straps.
(9) Disconnect and remove ignition coil towers
(Refer to 8 - ELECTRICAL/IGNITION CONTROL/
IGNITION COIL - REMOVAL).
(10) Remove top oil dipstick tube retaining bolt
and ground strap.
(11) Bleed fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE).
(12) Remove fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL RAIL - REMOVAL).
(13) Remove throttle body assembly and mounting
bracket.
(14) Drain cooling system below coolant temperature level (Refer to 7 - COOLING - STANDARD
PROCEDURE).
(15) Remove the heater hoses from the engine
front cover and the heater core.

9 - 158

ENGINE - 4.7L

INTAKE MANIFOLD (Continued)
(16) Unclip and remove heater hoses and tubes
from intake manifold (Fig. 108).

CLEANING
NOTE: There is NO approved repair procedure for the
intake manifold. If severe damage is found during
inspection, the intake manifold must be replaced.
Before installing the intake manifold thoroughly
clean the mating surfaces. Use a suitable cleaning
solvent, then air dry.

INSPECTION
(1) Inspect the intake sealing surface for cracks,
nicks and distortion.
(2) Inspect the intake manifold vacuum hose fittings for looseness or blockage.
(3) Inspect the manifold to throttle body mating
surface for cracks, nicks and distortion.

INSTALLATION

Fig. 108 Heater Hoses and Tubes Removal /
Installation
1 - HEATER HOSES AND TUBES
2 - ROUTING/RETAINING CLIPS

(17) Remove coolant temperature sensor (Refer to
7 - COOLING/ENGINE/ENGINE COOLANT TEMPERATURE SENSO - REMOVAL).
(18) Remove intake manifold retaining fasteners in
reverse order of tightening sequence (Fig. 109).
(19) Remove intake manifold.

Fig. 109 Intake Manifold Tightening Sequence

(1) Install intake manifold gaskets.
(2) Position intake manifold.
(3) Install intake manifold retaining bolts and
tighten in sequence shown in (Fig. 109) to 12 N·m
(105 in. lbs.).
(4) Install left and right radio suppressor straps.
(5) Install throttle body assembly.
(6) Install throttle cable bracket.
(7) Connect throttle cable and speed control cable
to throttle body.
(8) Install fuel rail (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL RAIL - INSTALLATION).
(9) Install ignition coil towers (Refer to 8 - ELECTRICAL/IGNITION CONTROL/IGNITION COIL INSTALLATION).
(10) Position and install heater hoses and tubes
onto intake manifold.
(11) Install the heater hoses to the heater core and
engine front cover.
(12) Connect electrical connectors for the following
components:
• Manifold Absolute Pressure (MAP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Coolant Temperature (CTS) Sensor
• Idle Air Control (IAC) Motor
• Ignition coil towers
• Fuel injectors
(13) Install top oil dipstick tube retaining bolt and
ground strap.
(14) Connect generator electrical connections.
(15) Connect Brake booster hose and Positive
crankcase ventilation (PCV) hose.
(16) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(17) Install resonator assembly and air inlet hose.
(18) Connect negative cable to battery.

EXHAUST MANIFOLD
DESCRIPTION
The exhaust manifolds are log style with a patented
flow enhancing design to maximize performance. The
exhaust manifolds are made of high silicon molybdenum
cast iron. A perforated core graphite exhaust manifold
gasket is used to improve sealing to the cylinder head.
The exhaust manifolds are covered by a three layer laminated heat shield for thermal protection and noise
reduction. The heat shields are fastened with a torque
prevailing nut that is backed off slightly to allow for the
thermal expansion of the exhaust manifold.

REMOVAL
RIGHT EXHAUST MANIFOLD
(1) Disconnect negative cable for battery.
(2) Remove air cleaner assembly, resonator assembly and air inlet hose.
(3) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).

ENGINE - 4.7L

9 - 159

(4) Remove A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - REMOVAL).
(5) Remove A/C accumulator support bracket fastener.
(6) Drain coolant below heater hose level (Refer to
7 - COOLING - STANDARD PROCEDURE).
(7) Remove heater hoses at engine.
(8) Remove fasteners attaching exhaust manifold
heat shield.
(9) Remove heat shield.
(10) Remove upper exhaust manifold attaching fasteners.
(11) Raise vehicle on hoist.
(12) Disconnect exhaust pipe from manifold.
(13) Remove fasteners attaching starter. Move
starter aside.
(14) Remove lower exhaust manifold attaching fasteners.
(15) Remove exhaust manifold and gasket (Fig.
110). Manifold is removed from below the engine
compartment.

9 - 160

ENGINE - 4.7L

EXHAUST MANIFOLD (Continued)

Fig. 110 Exhaust Manifold—Right
ITEM
1

DESCRIPTION
Stud (Qty 2)

Bolt (Qty 4)

Stud (Qty 2)

TORQUE
25 N·m (18 ft. lbs.)

ITEM
4
5

DESCRIPTION
Nut (Qty 2)
Nut (Qty 2)

TORQUE
8 N·m (72 in. lbs.),
then loosen 45
degrees

ENGINE - 4.7L

9 - 161

EXHAUST MANIFOLD (Continued)

LEFT EXHAUST MANIFOLD

CLEANING

(1) Disconnect negative cable for battery.
(2) Hoist vehicle.
(3) Disconnect exhaust pipe at manifold.
(4) Lower vehicle.
(5) Remove the front two exhaust heat shield
retaining fasteners. Raise vehicle and remove the
fasteners at rear of heat shield.
(6) Remove heat shield (Fig. 111).
(7) Lower vehicle and remove the upper exhaust
manifold retaining bolts (Fig. 111).
(8) Raise vehicle and remove the lower exhaust
manifold retaining bolts (Fig. 111).
(9) Remove exhaust manifold and gasket (Fig.
111). Manifold is removed from below the engine
compartment.

(1) Clean the exhaust manifold using a suitable
cleaning solvent, then allow to air dry.
(2) Clean all gasket residue from the manifold
mating surface.

INSPECTION
(1) Inspect the exhaust manifold for cracks in the
mating surface and at every mounting bolt hole.
(2) Using a straight edge and a feeler gauge, check
the mating surface for warp and twist.
(3) Inspect the manifold to exhaust pipe mating
surface for cracks, gouges, or other damage that
would prevent sealing.

Fig. 111 Exhaust Manifold—Left
ITEM
1

DESCRIPTION
Stud (Qty 2)

Bolt (Qty 4)

Stud (Qty 2)

TORQUE
25 N·m (18 ft. lbs.)

ITEM
4
5

DESCRIPTION
Nut (Qty 2)
Nut (Qty 2)

TORQUE
8 N·m (72 in. lbs.),
then loosen 45
degrees

9 - 162

ENGINE - 4.7L

EXHAUST MANIFOLD (Continued)

INSTALLATION
RIGHT EXHAUST MANIFOLD
(1) Install exhaust manifold and gasket (Fig. 112)
from below engine compartment.
(2) Install lower exhaust manifold fasteners. DO
NOT tighten until all fasteners are in place.
(3) Lower vehicle and install upper exhaust manifold fasteners. Tighten all manifold bolts starting at
center and working outward to 25 N·m (18 ft. lbs.).
CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.

(4) Install exhaust manifold heat shield. Tighten
fasteners to 8 N·m (72 in. lbs.), then loosen 45
degrees.
(5) Install starter and fasteners.
(6) Connect exhaust pipe to manifold.
(7) Connect heater hoses at engine.
(8) Install fastener attaching A/C accumulator.
(9) Install A/C compressor and fasteners.
(10) Install accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(11) Install air cleaner assembly, resonator assembly and air inlet hose.
(12) Install battery and connect cables.
(13) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).

Fig. 112 Exhaust Manifold—Right
ITEM
1

DESCRIPTION
Stud (Qty 2)

Bolt (Qty 4)

Stud (Qty 2)

TORQUE
25 N·m (18 ft. lbs.)

ITEM
4
5

DESCRIPTION
Nut (Qty 2)
Nut (Qty 2)

TORQUE
8 N·m (72 in. lbs.),
then loosen 45
degrees

ENGINE - 4.7L

9 - 163

EXHAUST MANIFOLD (Continued)

LEFT EXHAUST MANIFOLD
(1) Install exhaust manifold and gasket from below
engine compartment.
(2) Install lower exhaust manifold fasteners (Fig.
113). DO NOT tighten until all fasteners are in place.
(3) Lower vehicle and install upper exhaust manifold fasteners (Fig. 113). Tighten all manifold bolts
starting at center and working outward to 25 N·m
(18 ft. lbs.).

CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.
(4) Install exhaust manifold heat shield (Fig. 113).
Tighten fasteners to 8 N·m (72 in. lbs.), then loosen
45 degrees.
(5) Connect exhaust pipe to manifold.
(6) Connect negative cable to battery.

Fig. 113 Exhaust Manifold—Left
ITEM
1

DESCRIPTION
Stud (Qty 2)

Bolt (Qty 4)

Stud (Qty 2)

TORQUE
25 N·m (18 ft. lbs.)

ITEM
4
5

DESCRIPTION
Nut (Qty 2)
Nut (Qty 2)

TORQUE
8 N·m (72 in. lbs.),
then loosen 45
degrees

9 - 164

ENGINE - 4.7L

VALVE TIMING
DESCRIPTION—TIMING DRIVE SYSTEM
The timing drive system (Fig. 114) has been
designed to provide quiet performance and reliability
to support a non-free wheeling engine. Specifically
the intake valves are non-free wheeling and can be
easily damaged with forceful engine rotation if camshaft-to-crankshaft timing is incorrect. The timing
drive system consists of a primary chain and two secondary timing chain drives.

OPERATION - TIMING DRIVE SYSTEM
The primary timing chain is a single inverted tooth
type. The primary chain drives the large fifty tooth
idler sprocket directly from a 25 tooth crankshaft
sprocket. Primary chain motion is controlled by a
pivoting leaf spring tensioner arm and a fixed guide.
The arm and the guide both use nylon plastic wear
faces for low friction and long wear. The primary

chain receives oil splash lubrication from the secondary chain drive and oil pump leakage. The idler
sprocket assembly connects the primary and secondary chain drives. The idler sprocket assembly consists of two integral thirty tooth sprockets and a fifty
tooth sprocket that is splined to the assembly. The
spline joint is a non – serviceable press fit anti rattle
type. The idler sprocket assembly spins on a stationary idler shaft. The idler shaft is press-fit into the
cylinder block. A large washer on the idler shaft bolt
and the rear flange of the idler shaft are used to control sprocket thrust movement. Pressurized oil is
routed through the center of the idler shaft to provide lubrication for the two bushings used in the
idler sprocket assembly.
There are two secondary drive chains, both are
inverted tooth type, one to drive the camshaft in each
SOHC cylinder head. There are no shaft speed
changes in the secondary chain drive system. Each
secondary chain drives a thirty tooth cam sprocket

Fig. 114 Timing Drive System
1 - RIGHT CAMSHAFT SPROCKET AND SECONDARY CHAIN
2 - SECONDARY TIMING CHAIN TENSIONER (LEFT AND RIGHT
SIDE NOT COMMON)
3 - SECONDARY TENSIONER ARM
4 - LEFT CAMSHAFT SPROCKET AND SECONDARY CHAIN
5 - CHAIN GUIDE
6 - TWO PLATED LINKS ON RIGHT CAMSHAFT CHAIN

7 - PRIMARY CHAIN
8 - IDLER SPROCKET
9 - CRANKSHAFT SPROCKET
10 - PRIMARY CHAIN TENSIONER
11 - TWO PLATED LINKS ON LEFT CAMSHAFT CHAIN
12 - SECONDARY TENSIONER ARM

ENGINE - 4.7L

9 - 165

VALVE TIMING (Continued)
directly from the thirty tooth sprocket on the idler
sprocket assembly. A fixed chain guide and a hydraulic oil damped tensioner are used to maintain tension
in each secondary chain system. The hydraulic tensioners for the secondary chain systems are fed pressurized oil from oil reservoir pockets in the block.
Each tensioner also has a mechanical ratchet system
that limits chain slack if the tensioner piston bleeds
down after engine shut down. The tensioner arms
and guides also utilize nylon wear faces for low friction and long wear. The secondary timing chains
receive lubrication from a small orifice in the tensioners. This orifice is protected from clogging by a
fine mesh screen which is located on the back of the
hydraulic tensioners.

STANDARD PROCEDURE
STANDARD PROCEDURE—MEASURING
TIMING CHAIN WEAR
NOTE: This procedure must be performed with the
timing chain cover removed.
(1) Remove the timing chain cover. (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(2) To determine if the secondary timing chains
are worn, rotate the engine clockwise until maximum
tensioner piston extension is obtained. Measure the
distance between the secondary timing chain tensioner housing and the step ledge on the piston (Fig.
115). The measurement at point (A) must be less
than 15mm (0.5906 inches).
(3) If the measurement exceeds the specification
the secondary timing chains are worn and require
replacement. (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT/CHAIN AND SPROCKETS REMOVAL).
NOTE: If the secondary chains are to be replaced
the primary chain must also be replaced.

Fig. 115 Measuring Secondary Timing Chains For
Wear
1 - SECONDARY TENSIONER ARM
2 - SECONDARY CHAIN TENSIONER PISTON

STANDARD PROCEDURE - ENGINE TIMING VERIFICATION
CAUTION: The 4.7L is a non free-wheeling design
engine. Therefore, correct engine timing is critical.
NOTE: Components referred to as left hand or right
hand are as viewed from the drivers position inside
the vehicle.
NOTE: The blue link plates on the chains and the
dots on the camshaft drive sprockets may not line
up during the timing verification procedure. The
blue link plates are lined up with the sprocket dots
only when re-timing the complete timing drive.
Once the timing drive is rotated blue link-to-dot
alignment is no longer valid.

9 - 166

ENGINE - 4.7L

VALVE TIMING (Continued)
Engine base timing can be verified by the following
procedure:
(1) Remove the cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Using a mirror, locate the TDC arrow on the
front cover (Fig. 116). Rotate the crankshaft until the
mark on the crankshaft damper is aligned with the
TDC arrow on the front cover. The engine is now at
TDC.
(3) Note the location of the V8 mark stamped into
the camshaft drive gears (Fig. 117). If the V8 mark
on each camshaft drive gear is at the twelve o’clock
position, the engine is at TDC (cylinder #1) on the
exhaust stroke. If the V8 mark on each gear is at the
six o’clock position, the engine is at TDC (cylinder
#1) on the compression stroke.
(4) If both of the camshaft drive gears are off in
the same or opposite directions, the primary chain or
both secondary chains are at fault. Refer to Timing
Chain and Sprockets procedure in this section.
(5) If only one of the camshaft drive gears is off
and the other is correct, the problem is confined to
one secondary chain. Refer to Single camshaft timing, in this procedure.
(6) If both camshaft drive gear V8 marks are at
the twelve o’clock or the six o’ clock position the
engine base timing is correct. Reinstall the cylinder
head covers.

Fig. 116 Engine Top Dead Center (TDC) Indicator
Mark
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

Fig. 117 Camshaft Sprocket V8 Marks
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

ENGINE - 4.7L

9 - 167

VALVE TIMING (Continued)

SINGLE CAMSHAFT TIMING
NOTE: to adjust the timing on one camshaft, preform the following procedure.
(1) Using Chain Tensioner Wedge, special tool
8350, stabilize the secondary chain drive (Fig. 118).
For reference purposes, mark the chain-to-sprocket
position (Fig. 118).
(2) Remove the camshaft drive gear retaining bolt.
(3) Carefully remove the camshaft drive gear from
the camshaft.
(4) Re-index the camshaft drive gear in the chain
until the V8 mark is at the same position as the V8
mark on the opposite camshaft drive gear.
NOTE: When gripping the camshaft, place the pliers
on the tube portion of the camshaft only. Do not
grip the lobes or the sprocket areas.
(5) Using a suitable pair of adjustable pliers,
rotate the camshaft until the alignment dowel on the
camshaft is aligned with the slot in the camshaft
drive gear (Fig. 119).
CAUTION: Remove excess oil from camshaft
sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torqueing of bolt
resulting in bolt failure.

Fig. 119 Camshaft Dowel
1 - ADJUSTABLE PLIERS
2 - CAMSHAFT DOWEL

Fig. 118 Securing Timing Chain Tensioners Using Timing Chain Wedge
1 - LEFT CYLINDER HEAD
2 - RIGHT CYLINDER HEAD

3 - SPECIAL TOOL 8350 WEDGE
4 - SPECIAL TOOL 8350 WEDGE

9 - 168

ENGINE - 4.7L

VALVE TIMING (Continued)
Tighten retaining bolt to 122N·m (90 ft. Lbs.) (Fig.
120) (Fig. 121).

Fig. 121 Camshaft Sprocket Installation—Right
Cylinder Head
1
2
3
4

Fig. 120 Camshaft Sprocket Left Cylinder Head
1
2
3
4

TORQUE WRENCH
SPECIAL TOOL 6958 WITH ADAPTER PINS 8346
LEFT CAMSHAFT SPROCKET
RIGHT CAMSHAFT SPROCKET

(5) Disconnect lower radiator hose at engine.
(6) Remove crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(7) Remove accessory drive belt tensioner assembly
(Fig. 122).

TORQUE WRENCH
CAMSHAFT SPROCKET
LEFT CYLINDER HEAD
SPECIAL TOOL 6958 SPANNER WITH ADAPTER PINS 8346

(7) Remove special tool 8350.
(8) Rotate the crankshaft two full revolutions, then
reverify that the camshaft drive gear V8 marks are
in fact aligned.
(9) Install the cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).

TIMING BELT / CHAIN
COVER(S)
REMOVAL
(1) Disconnect the battery negative cable.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove fan and fan drive assembly (Refer to 7
COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - REMOVAL).
(4) Disconnect both heater hoses at timing cover.

Fig. 122 Accessory Drive Belt Tensioner
1 - TENSIONER ASSEMBLY
2 - FASTENER TENSIONER TO FRONT COVER

ENGINE - 4.7L

9 - 169

TIMING BELT / CHAIN COVER(S) (Continued)
(8) Remove the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - REMOVAL).
(9) Remove A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - REMOVAL).
(10) Remove cover and gasket (Fig. 123).

TIMING BELT/CHAIN AND
SPROCKETS
REMOVAL
(1) Disconnect negative cable from battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(3) Remove right and left cylinder head covers
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
(4) Remove radiator fan shroud.
(5) Rotate engine until timing mark on crankshaft
damper aligns with TDC mark on timing chain cover
(Fig. 124) (#1 cylinder exhaust stroke) and the camshaft sprocket “V8” marks are at the 12 o’clock position (Fig. 125).

Fig. 123 Timing Chain Cover Fasteners

INSTALLATION
(1) Clean timing chain cover and block surface.
Inspect cover gasket and replace as necessary.
(2) Install cover and gasket. Tighten fasteners in
sequence as shown in (Fig. 123) to 54 N·m (40 ft.
lbs.).
(3) Install the A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION).
(4) Install the generator (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
(5) Install crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(6) Install accessory drive belt tensioner assembly
(Refer to 7 - COOLING/ACCESSORY DRIVE/BELT
TENSIONERS - INSTALLATION).
(7) Install radiator lower hose.
(8) Install both heater hoses.
(9) Install radiator shroud and viscous fan drive
assembly (Refer to 7 - COOLING/ENGINE/FAN
DRIVE VISCOUS CLUTCH - INSTALLATION).
(10) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(11) Connect the battery negative cable.

Fig. 124 Engine Top Dead Center (TDC) Indicator
Mark
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS

(6) Remove power steering pump (Refer to 19 STEERING/PUMP - REMOVAL).
(7) Remove access plugs (2) from left and right cylinder heads for access to chain guide fasteners (Fig.
126).
(8) Remove the oil fill housing to gain access to the
right side tensioner arm fastener.
(9) Remove crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL) and timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).

9 - 170

ENGINE - 4.7L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 125 Camshaft Sprocket V8 Marks
1 - LEFT CYLINDER HEAD

2 - RIGHT CYLINDER HEAD

Fig. 126 Cylinder Head Access Plug Location
1 - RIGHT CYLINDER HEAD ACCESS PLUG
2 - LEFT CYLINDER HEAD ACCESS PLUG

(10) Collapse and pin primary chain tensioner
(Fig. 127).
CAUTION: Plate behind left secondary chain tensioner could fall into oil pan. Therefore, cover pan
opening.
(11) Remove secondary chain tensioners.
(12) Remove camshaft position sensor from right
cylinder head (Fig. 128).

Fig. 127 Collapsing And Pinning Primary Chain
Tensioner
1 - PRIMARY CHAIN TENSIONER
2 - ADJUSTABLE PLIERS
3 - SPECIAL TOOL 8514

ENGINE - 4.7L

9 - 171

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 128 Camshaft Position Sensor—Removal
1
2
3
4

CRANKSHAFT POSITION SENSOR
CYLINDER HEAD COVER
CAMSHAFT POSITION SENSOR
RIGHT SIDE CYLINDER BLOCK

Fig. 129 Camshaft Rotation—Left Side
1 - CAMSHAFT SPROCKET AND CHAIN
2 - ADJUSTABLE PLIERS
3 - CAMSHAFT

CAUTION: Do not forcefully rotate the camshafts or
crankshaft independently of each other. Damaging
intake valve to piston contact will occur. Ensure
negative battery cable is disconnected to guard
against accidental starter engagement.
(13) Remove left and right camshaft sprocket bolts.
(14) While holding the left camshaft steel tube
with adjustable pliers, (Fig. 129) remove the left
camshaft sprocket. Slowly rotate the camshaft
approximately 15 degrees clockwise to a neutral position.
(15) While holding the right camshaft steel tube
with adjustable pliers, (Fig. 130) remove the right
camshaft sprocket. Slowly rotate the camshaft
approximately 45 degrees counterclockwise to a neutral position.
(16) Remove idler sprocket assembly bolt.
(17) Slide the idler sprocket assembly and crank
sprocket forward simultaneously to remove the primary and secondary chains.
(18) Remove both pivoting tensioner arms and
chain guides.
(19) Remove chain tensioner.

INSPECTION
Inspect the following components:

Fig. 130 Camshaft Rotation—Right Side
1 - ADJUSTABLE PLIERS
2 - CAMSHAFT DOWEL

• Sprockets for excessive tooth wear. Some tooth
markings are normal and not a cause for sprocket
replacement.

9 - 172

ENGINE - 4.7L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 131 Timing Chain System
1 - RIGHT CAMSHAFT SPROCKET AND SECONDARY CHAIN
2 - SECONDARY TIMING CHAIN TENSIONER (LEFT AND RIGHT
SIDE NOT COMMON)
3 - SECONDARY TENSIONER ARM
4 - LEFT CAMSHAFT SPROCKET AND SECONDARY CHAIN
5 - CHAIN GUIDE
6 - TWO PLATED LINKS ON RIGHT CAMSHAFT CHAIN

• Idler sprocket assembly bushing and shaft for
excessive wear.
• Idler sprocket assembly spline joint. The joint
should be tight with no backlash or axial movement.
• Chain guides and tensioner arms. Replace these
parts if grooving in plastic face is more than 1 mm
(0.039 in.) deep. If plastic face is severely grooved or
melted, the tensioner lube jet may be clogged. The
tensioner should be replaced.
• secondary chain tensioner piston and ratcheting
device. Inspect for evidence of heavy contact between
tensioner piston and tensioner arm. If this condition
exist the tensioner and tensioner arm should be
replaced.
• Primary chain tensioner plastic faces. Replace as
required (Fig. 131).

INSTALLATION
(1) Using a vise, lightly compress the secondary
chain tensioner piston until the piston step is flush

7 - PRIMARY CHAIN
8 - IDLER SPROCKET
9 - CRANKSHAFT SPROCKET
10 - PRIMARY CHAIN TENSIONER
11 - TWO PLATED LINKS ON LEFT CAMSHAFT CHAIN
12 - SECONDARY TENSIONER ARM

with the tensioner body. Using a pin or suitable tool,
release ratchet pawl by pulling pawl back against
spring force through access hole on side of tensioner.
While continuing to hold pawl back, Push ratchet
device to approximately 2 mm from the tensioner
body. Install Special Tool 8514 lock pin into hole on
front of tensioner. Slowly open vise to transfer piston
spring force to lock pin (Fig. 132).
(2) Position primary chain tensioner over oil pump
and insert bolts into lower two holes on tensioner
bracket. Tighten bolts to 28 N·m (250 in. lbs.).
CAUTION: Overtightening the tensioner arm torxT
bolt can cause severe damage to the cylinder head.
Tighten torxT bolt to specified torque only.
(3) Install right side chain tensioner arm. Apply
Mopart Lock N, Seal to torxt bolt, tighten bolt to 17
N·m (150 in. lbs.).

ENGINE - 4.7L

9 - 173

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 133 Installing Secondary Timing Chains on
Idler Sprocket
Fig. 132 Resetting Secondary Chain Tensioners
1
2
3
4
5

VISE
INSERT LOCK PIN
RATCHET PAWL
RATCHET
PISTON

NOTE: The silver bolts retain the guides to the cylinder heads and the black bolts retain the guides to
the engine block.
(4) Install the left side chain guide. Tighten the
bolts to 28 N·m (250 in. lbs.).
CAUTION: Overtightening the tensioner arm torxT
bolt can cause severe damage to the cylinder head.
Tighten torxT bolt to specified torque only.
(5) Install left side chain tensioner arm. Apply
Mopart Lock N, Seal to torxt bolt, tighten bolt to 17
N·m (150 in. lbs.).
(6) Install the right side chain guide. Tighten the
bolts to 28 N·m (250 in. lbs.).
(7) Install both secondary chains onto the idler
sprocket. Align two plated links on the secondary
chains to be visible through the two lower openings
on the idler sprocket (4 o’clock and 8 o’clock). Once
the secondary timing chains are installed, position
special tool 8515 to hold chains in place for installation (Fig. 133).
(8) Align primary chain double plated links with
the timing mark at 12 o’clock on the idler sprocket.
Align the primary chain single plated link with the
timing mark at 6 o’clock on the crankshaft sprocket
(Fig. 131).

1
2
3
4
5
6

LOCK ARM
RIGHT CAMSHAFT CHAIN
SECONDARY CHAINS RETAINING PINS (4)
IDLER SPROCKET
LEFT CAMSHAFT CHAIN
SPECIAL TOOL 8515

(9) Lubricate idler shaft and bushings with clean
engine oil.
(10) Install all chains, crankshaft sprocket, and
idler sprocket as an assembly (Fig. 134). After guiding both secondary chains through the block and cylinder head openings, affix chains with a elastic strap
or the equivalent, This will maintain tension on
chains to aid in installation.
NOTE: It will be necessary to slightly rotate camshafts for sprocket installation.
(11) Align left camshaft sprocket “L” dot to plated
link on chain.
(12) Align right camshaft sprocket “R” dot to
plated link on chain.
CAUTION: Remove excess oil from the camshaft
sprocket bolt. Failure to do so can result in overtorque of bolt resulting in bolt failure.
(13) Remove Special Tool 8515, then attach both
sprockets to camshafts. Remove excess oil from bolts,
then Install sprocket bolts, but do not tighten at this
time.
(14) Verify that all plated links are aligned with
the marks on all sprockets and the “V8” marks on
camshaft sprockets are at the 12 o’clock position (Fig.
131).

9 - 174

ENGINE - 4.7L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 134 Installing Idler Gear, Primary and
Secondary Timing Chains
1 - SPECIAL TOOL 8429
2 - PRIMARY CHAIN IDLER SPROCKET
3 - CRANKSHAFT SPROCKET

CAUTION: Ensure the plate between the left secondary chain tensioner and block is correctly
installed.
(15) Install both secondary chain
Tighten bolts to 28 N·m (250 in. lbs.).

Fig. 135 Tightening Left Side Camshaft Sprocket
Bolt

tensioners.

NOTE: Left and right secondary chain tensioners
are not common.
(16) Before installing idler sprocket bolt, lubricate
washer with oil, and tighten idler sprocket assembly
retaining bolt to 34 N·m (25 ft. lbs.).
(17) Remove all locking pins (3) from tensioners.
CAUTION: After pulling locking pins out of each
tensioner, DO NOT manually extend the tensioner(s)
ratchet. Doing so will over tension the chains,
resulting in noise and/or high timing chain loads.
(18) Using Special Tool 6958, Spanner with Adaptor Pins 8346, tighten left (Fig. 135) and right (Fig.
136). camshaft sprocket bolts to 122 N·m (90 ft. lbs.).
(19) Rotate engine two full revolutions. Verify timing marks are at the follow locations:
• primary chain idler sprocket dot is at 12 o’clock
(Fig. 131)
• primary chain crankshaft sprocket dot is at 6
o’clock (Fig. 131)
• secondary chain camshaft sprockets “V8” marks
are at 12 o’clock (Fig. 131)
(20) Lubricate all three chains with engine oil.

1
2
3
4

TORQUE WRENCH
CAMSHAFT SPROCKET
LEFT CYLINDER HEAD
SPECIAL TOOL 6958 SPANNER WITH ADAPTER PINS 8346

(21) After installing all chains, it is recommended
that the idler gear end play be checked (Fig. 137).
The end play must be within 0.10–0.25 mm (0.004–
0.010 in.). If not within specification, the idler gear
must be replaced.
(22) Install timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION) and crankshaft
damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
(23) Install cylinder head covers (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
NOTE: Before installing threaded plug in right cylinder head, the plug must be coated with sealant to
prevent leaks.
(24) Coat the large threaded access plug with
Mopart Thread Sealant with Teflon, then install
into the right cylinder head and tighten to 81 N·m
(60 ft. lbs.) (Fig. 126).

ENGINE - 4.7L

9 - 175

TIMING BELT/CHAIN AND SPROCKETS (Continued)
(29) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(30) Connect negative cable to battery.

IDLER SHAFT
REMOVAL
(1) Remove the primary and secondary timing
chains and sprockets (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT/CHAIN AND SPROCKETS REMOVAL) .
NOTE: To remove the idler shaft, it is necessary to
tap threads into the shaft, to install the removal
tool.

Fig. 136 Tightening Right Side Camshaft Sprocket
Bolt
1
2
3
4

TORQUE WRENCH
SPECIAL TOOL 6958 WITH ADAPTER PINS 8346
LEFT CAMSHAFT SPROCKET
RIGHT CAMSHAFT SPROCKET

(2) Using a 12 mm X 1.75 tap, cut threads in the
idler shaft center bore.
(3) Cover the radiator core with a suitable cover.
CAUTION: Use care when removing the idler shaft,
Do not strike the radiator cooling fins with the slide
hammer.
(4) Using Special Tool 8517 Slide Hammer, remove
the idler shaft.

Fig. 137 Measuring Idler Gear End Play
1 - IDLER SPROCKET ASSEMBLY
2 - DIAL INDICATOR

(25) Install the oil fill housing.
(26) Install access plug in left cylinder head (Fig.
126).
(27) Install power steering pump (Refer to 19 STEERING/PUMP - INSTALLATION).
(28) Install radiator fan shroud.

9 - 176

ENGINE - 5.7L

ENGINE - 5.7L
TABLE OF CONTENTS
page
ENGINE - 5.7L
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 - CYLINDER
COMPRESSION PRESSURE . . . . . . . . . . .
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE . . . .
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - LUBRICATION . . . . . . . . . . .
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . .
STANDARD PROCEDURE—HYDROSTATIC
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . .
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . .
AIR INTAKE SYSTEM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD
OPERATION—CYLINDER HEAD . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION
DESCRIPTION - VALVE GUIDES . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - REFACING . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .

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. 197
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page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM / ADJUSTER ASSY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
VALVE STEM SEALS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
VALVE SPRINGS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
ENGINE BLOCK
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
CAMSHAFT & BEARINGS (IN BLOCK)
REMOVAL
REMOVAL - CAMSHAFT CORE HOLE PLUG
REMOVAL - CAMSHAFT . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION
INSTALLATION - CAMSHAFT CORE HOLE
PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - CAMSHAFT . . . . . . . . . .
CRANKSHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE - CRANKSHAFT
MAIN BEARING - FITTING . . . . . . . . . . . .
INSPECTION
.......................
CRANKSHAFT OIL SEAL - FRONT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - REAR
DIAGNOSIS AND TESTING - REAR SEAL
AREA LEAKS . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT REAR OIL SEAL RETAINER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FLEX PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE—PISTON FITTING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .

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. . 206
. . 207

PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 209
STRUCTURAL COVER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 210
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 210
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 210
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 211
REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 213
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 214
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . 214
DIAGNOSIS AND TESTING - ENGINE OIL
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
OIL
STANDARD PROCEDURE - ENGINE OIL
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 217
OIL PAN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

ENGINE - 5.7L

INSTALLATION . . . . . . . . . . . . . . . .
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . .
INSPECTION
.................
INSTALLATION . . . . . . . . . . . . . . . .
INTAKE MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - INTAKE
MANIFOLD LEAKAGE . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . .
INSPECTION
.................
INSTALLATION . . . . . . . . . . . . . . . .
EXHAUST MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . .
INSPECTION
.................
INSTALLATION . . . . . . . . . . . . . . . .
TIMING/CHAIN COVER
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
TIMING/CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
TIMING CHAIN/TENSIONER
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .

9 - 177

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. . . . . . . . 222

9 - 178

ENGINE - 5.7L

DIAGNOSIS AND TESTING

DESCRIPTION

DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION

The 5.7L engine (Fig. 1)(345 CID) eight-cylinder
engine is a 90° V-Type lightweight, deep skirt cast
iron block, aluminum heads, single cam, overhead
valve engine with hydraulic roller tappets. The heads
incorporate splayed valves with a hemispherical style
combustion chamber and dual spark plugs. 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.

Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).

Fig. 1 5.7L ENGINE

ENGINE - 5.7L

9 - 179

ENGINE - 5.7L (Continued)
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)—PERFORMANCE and (Refer to 9 - ENGINE DIAGNOSIS AND TESTING)—MECHANICAL for
possible causes and corrections of malfunctions.
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY DIAGNOSIS AND TESTING) and (Refer to 14 FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS
AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagnosis is provided within the following diagnosis:

• Cylinder Compression Pressure Test (Refer to 9 ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine 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).

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
CONDITION
ENGINE WILL NOT START

ENGINE STALLS OR ROUGH IDLE

POSSIBLE CAUSE

CORRECTION

1. Weak battery

1. Charge or replace as necessary.

2. Corroded or loose battery
connections.

2. Clean and tighten battery
connections. Apply a coat of light
mineral grease to the terminals.

3. Faulty starter.

3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).

4. Faulty coil or control unit.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

5. Incorrect spark plug gap.

5. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

6. Dirt or water in fuel system.

6. Clean system and replace fuel
filter.

7. Faulty fuel pump, relay or wiring.

7. Repair or replace as necessary.

1. Idle speed set to low.

1. (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION/IDLE AIR
CONTROL MOTOR - REMOVAL).

2. Idle mixture too lean or too rich.

2. Refer to Powertrain Diagnosis
Information.

3. Vacuum leak.

3. Inspect intake manifold and
vacuum hoses, repair or replace as
necessary.

4. Faulty coil.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

5. Incorrect engine timing.

5. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).

9 - 180

ENGINE - 5.7L

ENGINE - 5.7L (Continued)
CONDITION
1. ENGINE LOSS OF POWER

1. ENGINE MISSES ON
ACCELERATION

1. ENGINE MISSES AT HIGH
SPEED

POSSIBLE CAUSE

CORRECTION

1. Dirty or incorrectly gapped spark
plugs.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Dirt or water in fuel system.

2. Clean system and replace fuel
filter.

3. Faulty fuel pump.

3. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL PUMP DIAGNOSIS AND TESTING).

4. Blown cylinder head gasket.

4. Replace cylinder head gasket.

5. Low compression.

5. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).

6. Burned, warped or pitted valves.

6. Replace as necessary.

7. Plugged or restricted exhaust
system.

7. Inspect and replace as
necessary.

8. Faulty coil.

8. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

1. Spark plugs dirty or incorrectly
gapped.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Dirt in fuel system.

2. Clean fuel system.

3. Burned, warped or pitted valves.

3. Replcae as necessary.

4. Faulty coil.

4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

1. Spark plugs dirty or incorrectly
gapped.

1. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).

2. Faulty coil.

2. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).

3. Dirt or water in fuel system.

3. Clean system and replace fuel
filter.

ENGINE - 5.7L

9 - 181

ENGINE - 5.7L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION
NOISY VALVES

CONNECTING ROD NOISE

MAIN BEARING NOISE

POSSIBLE CAUSES

CORRECTIONS

1. High or low oil level in
crankcase.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Thin or diluted oil.

2. Change oil and filter.

3. Low oil pressure.

3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

4. Dirt in lash adjusters.

4. Replace as necessary.

5. Worn rocker arms.

5. Replace as necessary.

6. Worn lash adjusters

6. Replace as necessary.

7. Worn valve guides.

7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)

8. Excessive runout of valve seats
on valve faces.

8. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)

1. Insufficient oil supply.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Low oil pressure.

2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

3. Thin or diluted oil.

3. Change oil and filter.

4. Excessive bearing clearance.

4. Replace as necessary.

5. Connecting rod journal
out-of-round.

5. Service or replace crankshaft.

6. Misaligned connecting rods.

6. Replace bent connecting rods.

1. Insufficient oil supply.

1. (Refer to LUBRICATION &
MAINTENANCE SPECIFICATIONS)

2. Low oil pressure.

2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

3. Thin or diluted oil.

3. Change oil and filter.

4. Excessive bearing clearance.

4. Replace as necessary.

5. Excessive end play.

5. Check thrust washers for wear.

6. Crankshaft journal out-of round.

6. Service or replace crankshaft.

7. Loose flywheel or torque
converter.

7. Tighten to correct torque

9 - 182

ENGINE - 5.7L

ENGINE - 5.7L (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.
Inspect valve springs. 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.
Inspect valve springs. 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

ENGINE - 5.7L

9 - 183

ENGINE - 5.7L (Continued)

DIAGNOSIS AND TESTING—ENGINE DIAGNOSIS - LUBRICATION
CONDITION

POSSIBLE CAUSES

CORRECTION

OIL LEAKS

1. Gaskets and O-Rings.

(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.Front 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.

2. Faulty oil pressure sending unit.

2. Replace sending unit.

3. Low oil pressure.

3. Check pump and bearing
clearance.

OIL PRESSURE DROP

OIL PUMPING AT RINGS; SPARK
PLUGS FOULING

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. Replace oil pump.

9. Oil pickup tube loose or
damaged.

9. Replace as necessary.

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.

9 - 184

ENGINE - 5.7L

ENGINE - 5.7L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
ENGINE MECHANICAL DIAGNOSIS CHART
CONDITION
NOISY VALVES/LIFTERS

CONNECTING ROD NOISE

MAIN BEARING 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

4. Excessive connecting rod bearing
clearance

4. 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.

ENGINE - 5.7L

9 - 185

ENGINE - 5.7L (Continued)
CONDITION

LOW OIL PRESSURE

OIL LEAKS

EXCESSIVE OIL CONSUMPTION OR
SPARK PLUGS OIL FOULED

POSSIBLE CAUSES

CORRECTION

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 pickup tube loose, broken, bent
or clogged

8. Inspect oil pickup tube and pump,
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

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

9 - 186

ENGINE - 5.7L

ENGINE - 5.7L (Continued)

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.

REMOVAL
(1) Disconnect the battery negative cable.
(2) Remove the air cleaner resonator and duct
work as an assembly.
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(5) Remove the viscous fan/drive (Refer to 7 COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(6) Remove radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
(7) Remove the upper crossmember and top core
support.
NOTE: It is not necessary to drain A/C system for
engine removal.
(8) Remove the A/C compressor with the lines
attached. Secure compressor out of the way.
(9) Remove generator assembly (Refer to 8 ELECTRICAL/CHARGING/GENERATOR - REMOVAL).
(10) Perform the Fuel System Pressure Release
procedure (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - STANDARD PROCEDURE).
(11) Remove the intake manifold and IAFM as an
assembly(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(12) Disconnect the heater hoses.
NOTE: It is not necessary to disconnect P/S hoses
from pump, for P/S pump removal.
(13) Remove the power steering pump and set
aside.
(14) Disconnect the fuel supply line (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(15) Raise and support the vehicle on a hoist and
drain the engine oil.
(16) Remove engine front mount thru-bolt nuts.
(17) Disconnect the transmission oil cooler lines
from their retainers at the oil pan bolts.
(18) Disconnect exhaust pipe at manifolds.
(19) Disconnect the starter wires. Remove starter
motor (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).

ENGINE - 5.7L

9 - 187

ENGINE - 5.7L (Continued)
(20) Remove the structural dust cover and transmission inspection cover,(Refer to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL COVER - REMOVAL).
(21) Remove drive plate to converter bolts (Automatic transmission equipped vehicles).
(22) Remove transmission bell housing to engine
block bolts.
(23) Lower the vehicle.
(24) Install engine lift fixture, special tool # 8984.
(25) Separate engine from transmission, remove
engine from vehicle, and install engine assembly on a
repair stand.

INSTALLATION
(1) Install engine lift fixture Special tool # 8984.
(2) Position the engine in the engine compartment.
(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) Position the thru-bolt into the support cushion
brackets.
(5) Lower engine assembly until engine mount
through bolts rest in mount perches.
(6) Install remaining transmission to engine block
mounting bolts and tighten.
(7) Tighten engine mount through bolts.
(8) Install drive plate to torque converter bolts.
(Automatic transmission models)
(9) Install the structural dust cover and transmission dust cover,(Refer to 9 - ENGINE/ENGINE
BLOCK/STRUCTURAL COVER - INSTALLATION) .
(10) Install the starter and connect the starter
wires (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
(11) Install exhaust pipe to manifold.

(12) Lower the vehicle.
(13) Remove engine lift fixture, special tool # 8984.
(14) Connect the fuel supply line (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
(15) Reinstall the power steering pump.
(16) Connect the heater hoses.
(17) Install the intake manifold.
(18) Using a new gasket, install throttle body
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/
THROTTLE BODY - INSTALLATION).
(19) Install the generator and wire connections
(Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
(20) Install a/c compressor and lines (Refer to 24 HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION).
(21) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(22) Install upper radiator support crossmember.
(23) Install radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION).
(24) Connect the radiator lower hose.
(25) Connect the transmission oil cooler lines to
the radiator.
(26) Install the fan shroud.
(27) Install the fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(28) Connect the radiator upper hose.
(29) Install the washer bottle.
(30) Connect the transmission cooler lines.
(31) Install the air cleaner resonator and duct
work..
(32) Add engine oil to crankcase (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - SPECIFICATIONS).
(33) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(34) Connect battery negative cable.
(35) Start engine and inspect for leaks.
(36) Road test vehicle.

9 - 188

ENGINE - 5.7L

ENGINE - 5.7L (Continued)

SPECIFICATIONS

DESCRIPTION

5.7L ENGINE

SPECIFICATION

Bearing to Journal
Clearance Standard

DESCRIPTION

No. 1

SPECIFICATION

0.040 – 0.080 mm
(.0015 – .003 in.)

GENERAL SPECIFICATIONS
Engine Type

90° V-8 OHV

Bore and Stroke

99.5 x 90.9 mm

No. 2

(0.0019 – .0035 in.)
No. 3

5.7L (345 c.i.)

Compression Ratio

9.6:1

Firing Order

1–8–4–3–6–5–7–2

Lubrication

Pressure Feed – Full
Flow
Filtration

Cooling System

Liquid Cooled – Forced

No. 4

Cast Iron

Cylinder Head

Aluminum

Crankshaft

Nodular Iron

Camshaft

Hollow assembled
camshaft

Pistons

Aluminum Alloy w/strut

Connecting Rods

Powdered metal

CAMSHAFT

No. 5

Camshaft End Play

CONNECTING RODS
Piston Pin bore Diameter

58.2 mm

(0.9431 – 0.9438 in.)
Side Clearance

No. 5

0.10 - 0.35mm
( 0.003 - 0.0137 in.)

CRANKSHAFT
Rod Journal
Diameter

53.992 – 54.008 mm
(2.125 – 2.126 in.)

Out of Round (Max.)

0.005 mm (0.0002 in.)

Taper (Max.)

0.003 mm ( 0.0001 in.)
0.020 – 0.060 mm

Main Bearing Journal
Diameter

57.8 mm

64.988 – 65.012 mm
(2.5585 – 2.5595 in.)

Out of Round (Max.)

0.005 mm (0.0002 in.)

Taper (Max.)

0.003 mm (0.0001 in.)

57.4 mm
(2.26 in.)

No. 4

23.955 – 23.975 mm

(0.0007 – 0.0023 in.)

(2.27 in.)
No. 3

0.080 - 0.290 mm
(0.0031 - 0.0114 in.)

Bearing Clearance

(2.29 in.)
No. 2

0.040 – 0.080 mm
(.0015 – .003 in.)

Bearing Journal Diameter
No. 1

0.050 – 0.090 mm
(0.0019 – .0035 in.)

Circulation
Cylinder Block

0.040 – 0.080 mm
(.0015 – .003 in.)

(3.91 x 3.58 in.)
Displacement

0.050 – 0.090 mm

57.0 mm

Bearing Clearance

(2.24 in.)

0.023 – 0.051mm

43.633 mm

(0.0009 – 0.002 in.)

(1.72 in.)

Crankshaft End Play

0.052 – 0.282 mm
(0.002 – 0.011 in.)

Service Limit

0.282 mm ( 0.011 in.)

ENGINE - 5.7L

9 - 189

ENGINE - 5.7L (Continued)
DESCRIPTION

SPECIFICATION

DESCRIPTION

SPECIFICATION

Exhaust

CYLINDER BLOCK

7.905 - 7.925 mm
(0.311 - 0.312 in.)

Cylinder Bore
Diameter

99.50 – mm

Guide Bore

7.975 - 8.000 mm
(0.313 - 0.314 on.)

(3.917 – in.)
Out of Round (Max.)

0.00762 – mm

Stem to Guide Clearance

.0003 ( in.)
Taper (Max.)

Intake

0.0127 – mm

0.022 - 0.065 mm
(0.0008 - 0.0025 in.)

0005 ( in.)

Exhaust

0.050 - 0.095 mm
(0.0019 - 0.0037 in.)

Lifter Bore
Diameter

21.45 – 21.425 mm

Valve Springs

(0.8444 – 0.8435 in.)

Spring Tension

CYLINDER HEAD AND VALVES

Valve closed

422 N @ 46.0 mm
(95 lbs. @ 1.81 in.)

Valve Seat

Valve open

Angle

@ 33.5 mm

44.50° – 45.00°

Runout (Max.)

Number of Coils

7.4

Installed Height

46.0 mm (1.81 in.)

Wire Diameter

5.39 x 4.52mm

0.05 mm (0.0019 in.)

Width (Finish)
Intake

1.018 – 1.62 mm

(0.212 – 0.177in.)

(0.0464 – 0.0637 in.)
Exhaust

1.48 – 1.92 mm
(0.0582 – 0.0755 in.)

HYDRAULIC TAPPETS
Body Diameter

21.387 - 21.405 mm

Valves

(0.8420 - 0.8427 in.)
Face Angle

45.0° – 45.5°

Head Diameter
Intake

Length (Overall)
123.38 – 123.76 mm
(4.857 in. – 4.872 in.)
Exhaust

Valve Lift (@ zero lash)
Exhaust

12 mm (0.472 in.)
11.7 mm (0.460 in.)

Stem Diameter
Intake

3.0 mm (at the valve)
(0.1181 in.)
OIL PRESSURE

Curb Idle (Min.*)

25 kPa ( 4 psi)

@ 3000 rpm

170-758 kPa ( 25-110
psi)

120.475 – 120.855 mm
(4.743 in. – 4.758 in.)

Intake

Dry Lash

39.27mm – 39.53mm
(1.54 in.) – (1.55 in.)

Intake

0.020 - 0.063 mm
(0.0007 - 0.0024 in.)

50.67 mm – 50.93 mm
(1.99 in.) – (2.00 in.)

Exhaust

Clearance (to bore)

7.935 - 7.953 mm
(0.312 - 0.313 in.)

* If oil pressure is zero at curb idle, DO NOT RUN
ENGINE.
OIL PUMP
Clearance over Rotors
(Max.)
Outer Rotor to pump
body

.095 mm ( 0.0038 in.)

9 - 190

ENGINE - 5.7L

ENGINE - 5.7L (Continued)
DESCRIPTION

SPECIFICATION

Clearance (Max.)

0.235 mm ( 0.009 in.)

DESCRIPTION

SPECIFICATION

Compression Ring (2nd)

(0.0137 - 0.0236 in.)

Tip Clearance between
Rotors (Max.)

.150 mm (0.006 in.)

Oil Control (Steel Rails)

0.0215 - 0.0485 mm

Ring Side Clearance
Compression Rings
Top

(0.0008 - 0.0019 in.)
2nd

Groove #2

.5455 - .6245

Ring Width
Compression rings

(0.0214 - 0.0245 in.)
Piston Length

54.70 – 55.30mm
(2.153 – 2.177 in.)

0.02 - 0.058 mm
(0.0007 - 0.0022 in.)

0.6715 - 0.7105 mm
(0.0264 - 0.0279 in.)

0.02 - 0.068 mm
(0.0007 - 0.0026 in.)

Land Clearance (Diam.)
Groove #1

0.15 - 0.66 mm
(0.0059 - 0.0259 in.)

PISTONS
Clearance at Top of Skirt
measured at 45.0 mm
(1.77 in.) below deck

0.35 - 0.60 mm

1.472 - 1.490 mm
(0.05795 - 0.0586 in.)

Oil Ring (Steel Rails) &
Max.

0.447 - 0.473 mm
(0.0175 - 0.0186 in.)

Piston Ring Groove
Width
Groove #1
Groove #2

VALVE TIMING
1.51 - 1.54 mm
(0.0594 - 0.0606 in.)

Closes (ATDC)

27°

1.51 - 1.53 mm

Opens (BTDC)

233°

(0.0594 - 0.0602 in.)
Groove #3

3.030 - 3.055 mm
(0.1192 - 0.1202 in.)

Weight

413 grams
(14.56 oz.)
PISTON PINS

Clearance in Piston

0.009 - 0.018 mm
(0.00035 - 0.00070 in.)

Diameter

24.0 - 24.003 mm
(0.9448 - 0.9449 in.)

Length

69.75 - 70.25 mm
(2.74 - 2.76 in.)
PISTON RINGS

Ring Gap
Compression Ring (Top)

Exhaust Valve

0.23 - 0.38 mm
(0.0090 - 0.0149 in.)

Intake Valve
Closes (ATDC)

253°

Opens (BTDC)

7°

Valve Overlap

34°

ENGINE - 5.7L

9 - 191

N·m

Ft.

In.

Oil Pan—Bolts

—

105

Oil Dipstick Tube

—

105

Oil Pan—Drain Plug

—

Oil Pump—Attaching Bolts

—

250

Oil Pump Pickup Tube – Bolt
and Nut

—

250

Rear Seal Retainer Attaching
Bolts

—

132

Rear Insulator to Bracket—

—

Rocker Arm—Bolts

—

195

—

Spark Plugs

—

DR
ENGINE - 5.7L (Continued)

TORQUE

DESCRIPTION

TORQUE CHART 5.7L ENGINE
DESCRIPTION

N·m

Ft.

In.

Lbs.

—

177

—

240

Camshaft Sprocket—Bolt

122

—

Camshaft Tensioner
Plate—Bolts

—

250

Timing Chain Case Cover—
Bolts

—

250

21
plus
90°
Turn

15
plus
90°
Turn

—

27
plus
90°
Turn

—

Block Pipe Plugs
(1/4 NPT)
(3/8 NPT)

Lifting Stud
Connecting Rod Cap—Bolts

Main Bearing Cap—Bolts
M-12

Crossbolts
M-8

—

Through-Bolt (2WD)
Rear Insulator to
Crossmember
Support Bracket—Nut (2WD)
Rear Insulator to
Crossmember—
Nuts (4WD)
Rear Insulator to
Transmission—
Bolts (4WD)

—

Rear Insulator Bracket—Bolts
(4WD Automatic)
Rear Support Bracket to

Cylinder Head—Bolts
M-12 Bolts

Crossmember Flange—Nuts
Step 1

—

Step 2

—

Step 3

Turn
90°

M-8 Bolts

—

Rear Support Plate to
Transfer
Case—Bolts

Step 1

—

Thermostat Housing—Bolts

—

250

Step 2

—

Throttle Body—Bolts

—

105

—

Transfer Case to Insulator

204

105

—

Vibration Damper—Bolt

176

129

—

Water Pump to Timing Chain

—

250

Cylinder Head Cover—Bolts
Exhaust Manifold to Cylinder
Head

—

70
220

Mounting Plate—Nuts

Flywheel—Bolts

—

Transmission Support
Bracket—

Front Insulator—Through
bolt/nut

—

Bolts (2WD)

Front Insulator to Support
Bracket
—Stud Nut (4WD)

—

—Through Bolt/Nut (4WD)

102

—

Front Insulator to Block—
Bolts (2WD)

—

Generator—Mounting Bolt

—

Intake Manifold—Bolts

Refer to Procedure

Case Cover—Bolts

9 - 192

ENGINE - 5.7L

ENGINE - 5.7L (Continued)

SPECIAL TOOLS
5.7L ENGINE

Dial Indicator C-3339
Bloc–Chek–Kit C-3685–A

Bore Size Indicator C-119

Handle C-4171

Puller 8454

Oil Pressure Gauge C-3292

Crankshaft Damper Installer 8512

Piston Ring Compressor C-385

Crankshaft Damper Removal Insert 8513 - A

ENGINE - 5.7L

9 - 193

ENGINE - 5.7L (Continued)

Pressure Tester Kit 7700

Adapter, Valve Spring Compressor Off-vehicle 8464

Rear Crankshaft Seal Installer 8349

ENGINE SUPPORT FIXTURE 8534

Rear Crankshaft Seal Remover 8506

ENGINE LIFT FIXTURE 8984
Valve Spring Compressor C-3422-B

Valve Spring Tester C-647
REAR CAM PLUG INSTALLER 9048

9 - 194

ENGINE - 5.7L

AIR INTAKE SYSTEM
REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter) replacement.
(1) Loosen clamp (Fig. 2) and disconnect air duct
at air cleaner cover.
(2) Pry over 4 spring clips (Fig. 2) from housing
cover (spring clips retain cover to housing).
(3) Release housing cover from locating tabs on
housing (Fig. 2) and remove cover.
(4) Remove air cleaner element (filter) from housing.
(5) Clean inside of housing before replacing element.

Fig. 3 AIR CLEANER HOUSING
1 - AIR CLEANER HOUSING ASSEMBLY
2 - LOCATING PINS (4)

(3) Pry up 4 spring clips (Fig. 2) and lock cover to
housing.
(4) Install air duct to air cleaner cover and tighten
hose clamp to 3 N·m (30 in. lbs.) torque.
(5) If any other hose clamps were removed from
air intake system, tighten them to 3.4 N·m (30 in.
lbs.) torque.
(6) If any bolts were removed from air resonator
housing or air intake tubing, tighten them to 4.5 N·m
(40 in. lbs.) torque.

CYLINDER HEAD
Fig. 2 AIR CLEANER HOUSING COVER
1
2
3
4
5

- CLAMP
- AIR DUCT
- AIR CLEANER COVER
- LOCATING TABS
- CLIPS (4)

Housing Assembly
(1) Loosen clamp (Fig. 2) and disconnect air duct
at air cleaner cover.
(2) Lift entire housing assembly from 4 locating
pins (Fig. 3).

INSTALLATION
(1) Install filter element into housing.
(2) Position housing cover into housing locating
tabs (Fig. 2).

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.

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:

ENGINE - 5.7L

9 - 195

CYLINDER HEAD (Continued)
− 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.
(3) Remove the air cleaner resonator and duct
work.
(4) 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 heater hoses.
(9) Remove cylinder head covers and gaskets.
(10) Remove intake manifold and throttle body as
an assembly.
(11) Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(12) Remove the head bolts from each cylinder
head and remove cylinder heads. Discard the cylinder head gasket.

CLEANING
Clean all surfaces of cylinder block and cylinder
heads.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.

INSTALLATION
(1) Clean all surfaces of cylinder block and cylinder heads.
(2) Clean cylinder block front and rear gasket surfaces using a suitable solvent.
CAUTION: The head gaskets are not interchangeable between left and right sides. They are marked
“L” and “R” to indicate left and right sides.
(3) Position new cylinder head gaskets onto the
cylinder block.

9 - 196

ENGINE - 5.7L

CYLINDER HEAD (Continued)
CAUTION: The head gaskets are marked “TOP” to
indicate which side goes up.
(4) Position cylinder heads onto head gaskets and
cylinder block.
(5) Tighten the cylinder head bolts in three steps
(Fig. 4):
• Step 1— Snug tighten M12 cylinder head bolts,
in sequence, to 34 N·m (25 ft. lbs.) and M8 bolts to
20 N·m (15 ft. lbs.) torque.
• Step 2— Tighten M12 cylinder head bolts, in
sequence, to 54 N·m (40 ft. lbs.) and verify M8 bolts
to 20 N·m (15 ft. lbs.) torque..
• Step 3— Turn M12 cylinder head bolts, in
sequence, 90 degrees and tighten M8 bolts to 34 N·m
(25 ft. lbs.) torque.

CYLINDER HEAD COVER(S)
REMOVAL
(1) Disconnect battery negative cable.
(2) Disconnect coil on plug connectors.
CAUTION: The ground straps must be installed in
the same location as removed. The covers are
machined to accept the ground straps in those
locations only.
(3) Remove cylinder head cover retaining bolts,
and ground straps.
(4) Remove cylinder head cover.
NOTE: The gasket may be used again, provided no
cuts, tears, or deformation has occurred.

INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components including the wire harness to rest on or against the
engine cylinder head cover. Prolonged contact with
other objects may wear a hole in the cylinder head
cover.
(1) Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary.
(2) Install cylinder head cover and hand start all fasteners. Verify that all double ended studs are in the correct location and install left and right ground straps.

Fig. 4 CYLINDER HEAD TIGHTENING SEQUENCE
(6) Install push rods and rocker arm assemblies in
their original position.
(7) Install the intake manifold and throttle body
assembly.
(8) If required, adjust spark plugs to specifications.
Install the plugs.
(9) Connect the heater hoses.
(10) Install the fuel supply line.
(11) Install the generator and drive belt.
(12) Install cylinder head covers(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(13) Connect the evaporation control system.
(14) Install the air cleaner.
(15) Fill cooling system.
(16) Connect the negative cable to the battery.
(17) Start engine check for leaks.

CAUTION: The ground straps must be installed in
the same location as removed. The covers are
machined to accept the ground straps in those
locations only.
NOTE: The right hand ground strap is located on
the front inboard stud. The left hand ground strap
is located on the rear inboard stud.
(3) Tighten cylinder head cover bolts and double
ended studs to 8 N·m (70 in. lbs). Begin torque
sequence in the middle of head cover and torque
bolts moving outward in a crisscross pattern from top
to bottom.
(4) Install ignition coil on plug, and torque fasteners to 12 N·m (105 in. lbs)
(5) Connect, ignition coil electrical connectors.
(6) Install PCV hose.
(7) Connect battery negative cable.

ENGINE - 5.7L

9 - 197

INTAKE/EXHAUST VALVES &
SEATS

VALVE FACE AND VALVE SEAT ANGLE CHART

DESCRIPTION

SEAT WIDTH

DESCRIPTION

INTAKE

DESCRIPTION - VALVE GUIDES

1.018 - 1.62 mm
(0.0464 - 0.0637 in.)

The valve guides are made of powered metal and
are pressed into the cylinder head. The guides are
not replaceable or serviceable, and valve guide reaming is not recommended. If the guides are worn
beyond acceptable limits, replace the cylinder heads.

EXHAUST

1.48 - 1.92 mm
(0.058 - 0.075 in.)

FACE ANGLE
(INT. AND EXT.)

DESCRIPTION
Both the intake and exhaust valves are made of
steel. The intake valve is 50.93 mm (2.00 inches) in
diameter and the exhaust valve is 39.53 mm (1.55
inches) in diameter. All valves use three bead lock
keepers to retain the springs and promote valve rotation.

SPECIFICATION

45° - 451⁄2°

SEAT ANGLE
(INT. AND EXT.)

441⁄2° - 45°

(5) The valve seat must maintain an angle of 44.5
– 45.0 degrees angle.
(6) The valve face must maintain a face angle of
45.0 – 45.5 degrees angle (Fig. 5).

STANDARD PROCEDURE - REFACING
NOTE: Valve seats that are worn or burned can be
reworked, provided that correct angle and seat
width are maintained. Otherwise the cylinder head
must be replaced.
NOTE: When refacing valves and valve seats, it is
important that the correct size valve guide pilot be
used for reseating stones. A true and complete surface must be obtained.
(1) Using a suitable dial indicator measure the
center of the valve seat Total run out must not
exceed 0.051 mm (0.002 in).
(2) Apply a small amount of Prussian blue to the
valve seat, insert the valve into the cylinder head,
while applying light pressure on the valve rotate the
valve. Remove the valve and examine the valve face.
If the blue is transferred below the top edge of the
valve face, lower the valve seat using a 15 degree
stone. If the blue is transferred to the bottom edge of
the valve face, raise the valve seat using a 65 degree
stone.
(3) When the seat is properly positioned the width
of the intake seat must be 1.018 - 1.62 mm (0.0464 0.0637 in.) and the exhaust seat must be 1.48 - 1.92
mm (0.058 - 0.075 in.).
(4) Check the valve spring installed height after
refacing the valve and seat. The installed height for
both intake and exhaust valve springs must not
exceed 46.0 mm (1.81 in.).

Fig. 5 Valve Assembly Configuration
1
2
3
4
5
6

VALVE LOCKS (3–BEAD)
RETAINER
VALVE STEM OIL SEAL
INTAKE VALVE
EXHAUST VALVE
VALVE SPRING

9 - 198

ENGINE - 5.7L

INTAKE/EXHAUST VALVES & SEATS (Continued)

REMOVAL
(1) Remove the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
(2) Compress valve springs using Valve Spring
Compressor Tool special tool # C-3422and adapter
8464.
(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
valve guides. Identify valves to ensure installation in
original location.

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 special tool # C- 3422and adapter
8464, 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.
(8) Install cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).

ROCKER ARM / ADJUSTER
ASSY
REMOVAL
(1) Remove cylinder head cover.(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL)
(2) Loosen the rocker shafts using the following
sequence: Center, center-left, center-right, left,
right,.
CAUTION: The rocker shaft assemblies are not
interchangeable between intake and exhaust. The
intake rocker arms are marked with an “I”.

(3) Remove the rocker shafts. Note location for
reassembly.
CAUTION: The longer push rods are for the exhaust
side, and the shorter push rods are for intake side.
(4) Remove the pushrods. Note pushrod location
for reassembly.

INSTALLATION
CAUTION: The longer push rods are for the exhaust
side, and the shorter push rods are for intake side.
(1) Install the push rods in the same order as
removed.
CAUTION: Verify that pushrod is installed into
rocker arm and lifter correctly while installing
rocker shaft assembly. Recheck after rocker shaft
has been torqued to specification.
CAUTION: The rocker shaft assemblies are not
interchangeable between intake and exhaust. The
intake rocker arms are marked with the letter “I”.
(2) Install rocker shaft assemblies in the same
order as removed.
CAUTION: Ensure that hold downs and rocker arms
are not overlapped when torquing bolts.
(3) Tighten the rocker shaft bolts to 22 N·m (195
in. lbs.) torque,using the following sequence: Center,
center-right, center-left, right, left.
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).

VALVE STEM SEALS
DESCRIPTION
The valve guide seals are made of rubber and
incorporate an integral steel valve spring seat. The
integral garter spring maintains consistent lubrication control to the valve stems.

ENGINE - 5.7L

VALVE SPRINGS
REMOVAL
(1)
(2)
(3)
(4)
(5)

Disconnect negative battery cable.
Remove air cleaner assembly.
Remove air intake resonator.
Remove spark plug cables.
Remove ignition coil connectors (Fig. 6).

9 - 199

NOTE: All valve springs and seals are removed in
the same manner.
(11) Charge cylinder with air.
NOTE: Tap the top of the valve spring retainer to
loosen the spring retainers locks.
(12) Compress valve spring and remove valve
retainer locks.
(13) Release spring compressor and remove valve
spring.
NOTE: The valve springs
between intake and exhaust.

are

interchangeable

(14) Remove valve seal.

INSTALLATION
(1) Install valve seal.
(2) Install valve spring.
(3) Using special tool# 9065, compress valve spring
and install valve spring retainer and locks.
(4) Release air charge in cylinder.
(5) Remove spring compressor tool # 9065.
CAUTION: Verify that the pushrods are fully seated
into lifter and rocker arm. Recheck after rocker arm
shaft has been torqued to specification.

Fig. 6 IGNITION COIL R/I — 5.7L V-8
1 - SLIDE LOCK (SLIDE OUTWARD TO UNLOCK)
2 - SPARK PLUG CABLE (TO OPPOSITE CYLINDER BANK
SPARK PLUG)
3 - RELEASE LOCK / TAB (PUSH HERE)
4 - ELEC. CONNECTOR
5 - IGNITION COIL
6 - COIL MOUNTING BOLTS (2)
7 - SPARK PLUG CABLE (TO OPPOSITE CYLINDER BANK
IGNITION COIL)

(6) Remove ignition coils.
(7) Remove one spark plug.
(8) Remove valve cover.
CAUTION: The piston must be at TDC, and both
valves closed on the cylinder to be serviced.
(9) Remove exhaust/intake rocker arm shafts.
(10) Install spring compressor, special tool# 9065.

(6) Install rocker arm shaft and pushrods(Refer to
9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - INSTALLATION).
(7) Tighten the rocker shaft bolts to 22 N·m (195
in. lbs.) torque,using the following sequence: Center,
center-right, center-left, right, left.
(8) Install cylinder head cover.
(9) Tighten cylinder head cover bolts and double
ended studs(Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLATION) .
(10) Install spark plugs.
(11) Install ignition coil on plug, and torque fasteners to 12 N·m (105 in. lbs)
(12) Install ignition coil connectors.
(13) Install spark plug cables.
(14) Install air intake resonator.
(15) Install air cleaner assembly.
(16) Connect negative battery cable.

9 - 200

ENGINE - 5.7L

ENGINE BLOCK

(3) Measure the cylinder bore diameter crosswise
to the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the bore.
(4) Determine taper by subtracting the smaller
diameter from the larger diameter.
(5) Rotate measuring device 90° and repeat steps
above.
(6) Determine out-of-roundness by comparing the
difference between each measurement.
(7) If cylinder bore taper does not exceed 0.025
mm (0.001 inch) and out-of-roundness does not
exceed 0.025 mm (0.001 inch), the cylinder bore can
be honed. If the cylinder bore taper or out- of-round
condition exceeds these maximum limits, the cylinder
block must be replaced. A slight amount of taper
always exists in the cylinder bore after the engine
has been in use for a period of time.

CAMSHAFT & BEARINGS (IN
BLOCK)
REMOVAL
REMOVAL - CAMSHAFT CORE HOLE PLUG
CAUTION: Do not damage the rear surface of the
camshaft or the core plug sealing surface, when
removing the core plug.
(1) Remove the rear cam bearing core plug.

REMOVAL - CAMSHAFT

Fig. 7 BORE GAUGE-TYPICAL
1 - FRONT
2 - BORE GAUGE
3 - CYLINDER BORE
4 - 38 MM
(1.5 in)

(1) Remove the battery negative cable.
(2) Remove the air cleaner assembly.
(3) Drain coolant.
(4) Remove the accessory drive belt.
(5) Remove the generator.
(6) Remove the A/C compressor, and set aside
(7) Remove the radiator (Refer to 7 - COOLING/
ENGINE/RADIATOR - REMOVAL).
(8) Remove intake manifold(Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(9) Remove cylinder head covers(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(10) Remove both left and right cylinder heads(Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
(11) Remove the oil pan(Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(12) Remove timing case cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(13) Remove the oil pick up tube.

ENGINE - 5.7L

9 - 201

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(14) Remove the oil pump(Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - REMOVAL).
(15) Remove timing chain(Refer to 9 - ENGINE/
VALVE
TIMING/TIMING
BELT/CHAIN
AND
SPROCKETS - REMOVAL).
(16) Remove camshaft tensioner/thrust plate
assembly.
NOTE: Identify lifters to ensure installation in original location.
(17) Remove the lifters and retainer assembly.
(18) 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.

INSPECTION
(1) The cam bearings are not serviceable. Do not
attempt to replace cam bearings for any reason.

INSTALLATION
INSTALLATION - CAMSHAFT CORE HOLE PLUG
CAUTION: The new core hole plug must be installed
to the proper depth or camshaft damage could
develope. The plug must be installed squarely in
the bore.
(1) Install a new core hole plug at the rear of camshaft, using special tool # 9048. Clean plug and apply
mopart lock and seal adhesive to the edge of the
plug, before installing. The plug must be installed to
a depth of + / - 0.25mm from the end of the machined
bevel, that is the end of the bevel that is closest to
the cam bearing.

INSTALLATION - CAMSHAFT
(1) Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft
(2) Install camshaft Tensioner plate assembly.
Tighten bolts to 28 N·m (250 in. lbs.) torque.
(3) Install timing chain and sprockets(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - INSTALLATION).
(4) Measure camshaft end play(Refer to 9 ENGINE - SPECIFICATIONS). If not within limits
install a new thrust plate.
(5) Install the oil pump(Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(6) Install the oil pick up tube.
(7) Each lifter reused must be installed in the
same position from which it was removed. When
camshaft is replaced, all of the lifters must be
replaced.

(8) Install lifters and retainer assembly.
(9) Install both left and right cylinder heads(Refer
to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
(10) Install pushrods
(11) Install rocker arms(Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY INSTALLATION).
(12) Install timing case cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(13) Install the oil pan(Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(14) Install cylinder head covers(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(15) Install intake manifold(Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
(16) Install the A/C compressor, and set aside
(17) Install the generator.
(18) Install the accessory drive belt.
(19) Install the radiator (Refer to 7 - COOLING/
ENGINE/RADIATOR - INSTALLATION).
(20) Install the air cleaner assembly.
(21) Install the battery negative cable.
(22) Refill coolant.
(23) Refill engine oil.
(24) Start engine and check for leaks.

CRANKSHAFT
REMOVAL
(1) Remove the vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
(2) Remove the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(3) Remove the oil pan(Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(4) Remove the oil pump pickup.
(5) Remove the oil pump(Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
(6) Remove the timing drive(Refer to 9 - ENGINE/
VALVE
TIMING/TIMING
BELT/CHAIN
AND
SPROCKETS - REMOVAL).
(7) Identify rod bearing caps before removal.
Remove rod bearing caps with bearings.
(8) Identify main bearing caps before removal.
Remove main bearing caps and bearings one at a
time.
(9) Remove the thrust washers.
(10) Remove the crankshaft out of the block.

9 - 202

ENGINE - 5.7L

CRANKSHAFT (Continued)
(11) Remove the rear oil seal retainer(Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - REMOVAL).
(12) Remove and discard the crankshaft rear oil
seal.
(13) Remove and discard the front crankshaft oil
seal.

INSTALLATION
(1) Select the proper main bearings(Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE).
(2) Install main bearings in block and caps, and
lubricate bearings.
(3) Position the crankshaft into the cylinder block.
(4) Install the thrust washers.
NOTE: The main cap crossbolts are torqued after
final torque of the main cap bolts. Always use a
new washer/seal on crossbolts.
(5) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten in two steps using the following sequence
(Fig. 8).
• Step 1 – 27 N·m ( 20ft. lbs.) torque.
• Step 2 – Turn main cap bolts an additional 90°.
(6) Install the crossbolts with new washer/gasket.

(8) Measure crankshaft end play(Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE).
(9) Position the connecting rods onto the crankshaft and install the rod bearing caps(Refer to 9 ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - INSTALLATION).
(10) Install timing drive(Refer to 9 - ENGINE/
VALVE
TIMING/TIMING
BELT/CHAIN
AND
SPROCKETS - INSTALLATION).
(11) Install oil pump and pickup(Refer to 9 ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(12) Install the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(13) Install the oil pan(Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(14) Install the rear main seal and retainer.
(15) Install the vibration damper.
(16) Install the engine(Refer to 9 - ENGINE INSTALLATION).

CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE - CRANKSHAFT MAIN
BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER
(CRANKSHAFT REMOVED)
Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal
with a micrometer. Measure at two locations 90°
apart at each end of the journal.
The maximum allowable taper is 0.008mm (0.0004
inch.) and maximum out of round is 0.005mm (0.0002
inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting
Chart). Select inserts required to obtain the specified
bearing-to-journal clearance.

CRANKSHAFT MAIN BEARING SELECTION

Fig. 8 MAINCAP TIGHTENING SEQUENCE
1 - Stud Location

Starting with crossbolt A (Fig. 8) torque each crossbolt to 28 N·m torque.
(7) Repeat crossbolt torque procedure.

The main bearings are “select fit” to achieve proper
oil clearances. For main bearing selection, the crankshaft counterweight has grade identification marks
stamped into it. These marks are read from left to
right, corresponding with journal number 1, 2, 3, 4
and 5.
NOTE: Service main bearings are coded. These
codes identify what size (grade) the bearing is.

ENGINE - 5.7L

9 - 203

CRANKSHAFT MAIN BEARINGS (Continued)
MAIN BEARING SELECTION CHART - 5.7L
GRADE

SIZE mm
(in.)

MARKING
A

FOR USE WITH
JOURNAL SIZE

0.008 mm
U/S

64.988–64.995 mm

(0.0004 in.)
U/S

(2.5585– 2.5588in.)

NOMINAL

64.996–65.004 mm
(2.5588–2.5592 in.)

0.008 mm
O/S

65.005–65.012 mm

(0.0004 in.)
O/S

(2.5592–2.5595 in.)

CRANKSHAFT OIL SEAL FRONT
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Remove upper radiator hose.
(5) Remove radiator shroud attaching fasteners.
(6) Remove radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN REMOVAL).
(7) Remove crankshaft damper bolt.
(8) Remove damper using Special Tools 8513A
Insert and 8454 Three Jaw Puller.
(9) Using Special Tool 9071, remove crankshaft
front seal.

INSTALLATION
CAUTION: The front crankshaft seal must be
installed dry. Do not apply lubricant to sealing lip or
to outer edge.
(1) Using Special Tool 8348 and 8512A, install
crankshaft front seal.
CAUTION: To prevent severe damage to the Crankshaft or Damper, thoroughly clean the damper bore
and the crankshaft nose before installing Damper.

Fig. 9 Main Bearing Wear Patterns
1
2
3
4

UPPER INSERT
NO WEAR IN THIS AREA
LOW AREA IN BEARING LINING
LOWER INSERT

(2) Install vibration damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
(3) Install radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(4) Install upper radiator hose.
(5) Install accessory drive belt refer (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(6) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(7) Connect negative cable to battery.

9 - 204

ENGINE - 5.7L

CRANKSHAFT OIL SEAL REAR

REMOVAL

DIAGNOSIS AND TESTING - REAR SEAL AREA
LEAKS

(1) If being preformed in vehicle, remove the
transmission.
(2) Remove the flexplate (Refer to 9 - ENGINE/
ENGINE BLOCK/FLEX PLATE - REMOVAL).

Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, camshaft bore
cup plugs, oil galley pipe plugs, oil filter runoff,
and main bearing cap to cylinder block mating surfaces. See Engine, for proper repair procedures of
these items.
(4) If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil
Leaks in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING), under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, (Refer to 9 ENGINE/ENGINE
BLOCK/CRANKSHAFT
OIL
SEAL - REAR - REMOVAL).

NOTE: This procedure can be performed in vehicle.

INSTALLATION
CAUTION: The rear seal must be installed dry for
proper operation. Do not lubricate the seal lip or
outer edge.
(1) Position the plastic seal guide onto the crankshaft rear face. Then position the crankshaft rear oil
seal onto the guide.
(2) Using Special Tools 8349 Crankshaft Rear Oil
Seal Installer and C-4171 Driver Handle, with a
hammer, tap the seal into place. Continue to tap on
the driver handle until the seal installer seats
against the cylinder block crankshaft bore.
(3) Install the flexplate.
(4) Install the transmission.

CRANKSHAFT REAR OIL SEAL
RETAINER
REMOVAL
(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.

ENGINE - 5.7L

9 - 205

CRANKSHAFT REAR OIL SEAL RETAINER (Continued)

INSTALLATION
(1) Throughly clean all gasket resdue from the
engine block.
(2) Use extream care and clean all gasket resdue
from the retainer.
(3) Position the gasket onto the retainer.
(4) Position the retainer onto the engine block.
(5) Install the retainer mounting bolts. Tighten the
bolts to 15 N·m (132 in. lbs.) using a crisscross pattern, starting with the bolt on the lower right.
(6) Install a new rear seal(Refer to 9 - ENGINE/
ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR
- INSTALLATION).
(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.

FLEX PLATE
REMOVAL

.0001 in.) INCREMENTS is required. If a bore gauge
is not available, do not use an inside micrometer.
(2) Measure the inside diameter of the cylinder
bore at a point 38.0 mm (1.5 inches) below top of
bore. Start perpendicular (across or at 90 degrees) to
the axis of the crankshaft at point A and then take
an additional bore reading 90 degrees to that at point
B (Fig. 11).
(3) The coated pistons will be serviced with the
piston pin and connecting rod pre-assembled.
(4) 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 (Fig. 10). 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 0.003 mm (.0001 in.) increments is
required.
(5) Piston installation into the cylinder bore
requires slightly more pressure than that required
for non-coated pistons. The bonded coating on the
piston will give the appearance of a line-to-line fit
with the cylinder bore.

(1) Remove the transmission.
(2) Remove the bolts and flexplate.

INSTALLATION
(1) Position the flexplate onto the crankshaft and
install the bolts hand tight.
(2) Tighten the flexplate retaining bolts to 95 N·m
(70 ft. lbs.).
(3) Install the transmission.

PISTON & CONNECTING ROD
DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink
or a scratch awl.
The pistons are made of a high strength aluminum
alloy. Piston skirts are coated with a solid lubricant
(Molykote) to reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods are made of forged
powdered metal, with a “fractured cap” design. A
pressed fit piston pin is used to attach the piston and
connecting rod.

STANDARD PROCEDURE—PISTON FITTING
(1) To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm (

Fig. 10 Moly Coated Piston
1 - MOLY COATED
2 - MOLY COATED

REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove the following components:
• Oil pan and gasket/windage tray (Refer to 9 ENGINE/LUBRICATION/OIL PAN - REMOVAL).
• Cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL).

9 - 206

ENGINE - 5.7L

PISTON & CONNECTING ROD (Continued)

Fig. 12 Identify Connecting Rod to Cylinder
Position—Typical
(5) Remove connecting rod cap. Install Special Tool
8507 Connecting Rod Guides into the connecting rod
being removed. Remove piston from cylinder bore.
Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur

Fig. 11 Bore Gauge—Typical
1 - FRONT
2 - BORE GAUGE
3 - CYLINDER BORE
4 - 38 MM
(1.5 in)

• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
(3) If necessary, 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. Pistons and
connecting rods must be removed from top of cylinder
block. When removing piston and connecting rod
assemblies from the engine, rotate crankshaft so the
each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch
to mark connecting rods or caps, as damage to
connecting rods could occur
NOTE: Connecting rods and bearing caps are not
interchangeable and should be marked before
removing to ensure correct reassembly.
(4) Mark connecting rod and bearing cap positions
using a permanent ink marker or scribe tool (Fig.
12).
CAUTION: Care must be taken not to damage the
fractured rod and cap joint face surfaces, as engine
damage may occur.

(6) Immediately after piston and connecting rod
removal, install bearing cap on the mating connecting rod to prevent damage to the fractured cap and
rod surfaces.
(7) Carefully remove piston rings from piston(s),
starting from the top ring down.

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).

ENGINE - 5.7L

9 - 207

PISTON & CONNECTING ROD (Continued)
Check the piston for scoring, or scraping marks in
the piston skirts. Check the ring lands for cracks
and/or deterioration.

INSTALLATION
(1) Before installing piston and connecting rod
assemblies into the bore, install the piston rings(Refer to 9 - ENGINE/ENGINE BLOCK/PISTON RINGS
- STANDARD PROCEDURE).
(2) Immerse the piston head and rings in clean
engine oil. Position a ring compressor over the piston
and rings. Tighten ring compressor. Ensure position of rings do not change during this operation.
(3) Position bearing onto connecting rod. Lubricate
bearing surface with clean engine oil.
(4) Install Special Tool 8507 Connecting Rod
Guides into connecting rod bolt threads.
(5) The pistons are marked on the piston pin bore
surface with an raised “F” or arrow on top of piston
indicating installation position. This mark must be
pointing toward the front of engine on both cylinder
banks. The connecting rod oil slinger slot faces the
front of the engine.
(6) Wipe cylinder bore clean and lubricate with
engine oil.
(7) Rotate crankshaft until connecting rod journal
is on the center of cylinder bore. Insert rod and piston into cylinder bore and carefully position connecting rod guides over crankshaft journal.
(8) Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into position on rod journal.

• Install the intake manifold.
• Oil pan and gasket/windage tray. (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(11) Fill crankcase with proper engine oil to correct level.
(12) Connect negative cable to battery.

CAUTION: Connecting Rod Bolts are Torque to
Yield Bolts and Must Not Be Reused. Always
replace the Rod Bolts whenever they are loosened
or removed.
(9) Lubricate rod bolts and bearing surfaces with
engine oil. Install connecting rod cap and bearing.
Tighten bolts to 21 N·m (15 ft. lbs.) plus a 90° turn.
(10) Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
• Cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).

Fig. 13 Ring
1 - FEELER GAUGE

9 - 208

ENGINE - 5.7L

PISTON RINGS (Continued)
PISTON RING SIDE CLEARANCE
NOTE: Make sure the piston ring grooves are clean
and free of nicks and burrs.
(5) Measure the ring side clearance as shown (Fig.
14)make sure the feeler gauge fits snugly between
the ring land and the ring. Replace any ring not
within specification.

PISTON RING SPECIFICATION CHART
Ring Position
Upper Ring

(6) Rotate the ring around the piston, the ring
must rotate in the groove with out binding.

Clearance

0.6715.0.7105mm

0.11mm
(0.004 in.)

0.54550.6245mm

0.10mm

(0.0214-0.0245
in.)

(0.004 in.)

Ring Position

Ring Gap

Wear Limit

Upper Ring

0.23-0.38mm

0.43mm

(0.0090-0.0149
in.)

(0.017 in.)

0.35-0.60mm

0.74mm

(0.0137-0.0236
in.)

(0.029 in.)

Oil Control Ring

0.015-0.66mm

1.55mm

(Steel Rail)

(0.0059- 0.0259
in.)

(0.061 in.)

Intermediate
Ring

1 - FEELER GAUGE

Maximum

(0.0264- 0.0279
in.)
Intermediate
Ring

Fig. 14 Measuring Piston Ring Side Clearance

Groove

ENGINE - 5.7L

9 - 209

PISTON RINGS (Continued)
(8) Install the oil ring expander.
(9) Install upper side rail (Fig. 15) by placing one
end between the piston ring groove and the expander
ring. Hold end firmly and press down the portion to
be installed until side rail is in position. Repeat this
step for the lower side rail.
(10) Install No. 2 intermediate piston ring using a
piston ring installer (Fig. 16).
(11) Install No. 1 upper piston ring using a piston
ring installer (Fig. 16).
(12) Position piston ring end gaps as shown in
(Fig. 17). It is important that expander ring gap is at
least 45° from the side rail gaps, but not on the piston pin center or on the thrust direction.

Fig. 17 PISTON RING END GAP POSITION
1
2
3
4
5

SIDE RAIL UPPER
NO. 1 RING GAP
PISTON PIN
SIDE RAIL LOWER
NO. 2 RING GAP AND SPACER EXPANDER GAP

VIBRATION DAMPER
REMOVAL

Fig. 15 SIDE RAIL - INSTALLATION
1 - SIDE RAIL END

(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(3) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(4) Remove radiator upper hose.
(5) Remove upper fan shroud.
(6) Using Special Tools 6958 Spanner with Adapter
Pins 8346, loosen fan and viscous assembly from
water pump.
(7) Remove fan and viscous assembly.
(8) Remove crankshaft damper bolt.
(9) Remove damper using Special Tools 8513A
Insert and 8454 Three Jaw Puller.

Fig. 16 UPPER AND INTERMEDIATE RINGS

CAUTION: Special Tool 8512–A, is assembled in a
specific sequence. Failure to assemble this tool in
this sequence can result in tool failure and severe
damage to either the tool or the crankshaft.
(2) Assemble Special Tool 8512–A as follows, The
nut is threaded onto the shaft first. Then the roller

9 - 210

ENGINE - 5.7L

VIBRATION DAMPER (Continued)
bearing is placed onto the threaded rod (The hardened bearing surface of the bearing MUSTface the
nut). Then the hardened washer slides onto the
threaded rod (Fig. 18). Once assembled coat the
threaded rod’s threads with Mopart Nickel AntiSeize or (Loctite No. 771).

STRUCTURAL COVER
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission
bell housing to the engine.

OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration.

REMOVAL
(1) Raise vehicle on hoist.
(2) Remove the bolts retaining structural cover.
(3) Remove the structural cover.

INSTALLATION
CAUTION: The structural cover must be installed as
described in the following steps. Failure to do so
will cause severe damage to the cover, and engine
noise.

Fig. 18 Proper Assembly Method for Special Tool
8512
1
2
3
4
5

BEARING
NUT
THREADED ROD
BEARING HARDENED SURFACE (FACING NUT)
HARDENED WASHER

(3) Using Special Tool 8512–A, press damper onto
crankshaft.
(4) Install then tighten crankshaft damper bolt to
176 N·m (129 ft. lbs.).
(5) Install fan blade assembly (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH INSTALLATION).
(6) Install radiator upper shroud and tighten fasteners to 11 N·m (95 in. lbs.).
(7) Install radiator upper hose.
(8) Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
(9) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(10) Connect negative cable to battery.

(1) Position the structural cover in the vehicle.
(2) Install all bolts retaining the cover-to-engine.
DO NOT tighten the bolts at this time.
(3) Install the cover-to-transmission bolts. Do NOT
tighten at this time.
CAUTION: The structural cover must be held tightly
against the corner formed by the engine and the
transmission bell housing during tightening
sequence. Failure to do so may cause damage to
the cover and engine noise.
(4) Torque the structural cover bolt that is closest
to the front face of block on the passenger side of
block to 54 N·m (40 ft. lbs.).
(5) Torque the structural cover bolt that is closest
to the rear face of block on the drivers side to 54 N·m
(40 ft. lbs.).
(6) Torque the remaining structural cover bolts
that go into the block in an “X” pattern to 54 N·m
(40 ft. lbs.).
(7) Torque the structural cover bolts that go into
the transmission in an “X” pattern to 54 N·m (40 ft.
lbs.).

ENGINE - 5.7L

9 - 211

FRONT MOUNT
REMOVAL
2WD
(1) Disconnect negative battery cable.
(2) Raise vehicle.
(3) Remove engine mount through bolts.
(4) Raise engine using engine support fixture special tool # 8534.
(5) Remove engine mount to insulator bolts (Fig.
19), (Fig. 20).
(6) Remove insulator from engine.

Fig. 20 LH INSULATOR
1 - BOLT
2 - INSULATOR

(12) Raise the engine far enough to be able to
remove the left and right engine mounts.
(13) Remove the engine mounts.

INSTALLATION
2WD
(1) Install insulator on the engine (Fig. 22).

Fig. 19 RH INSULATOR
1 - BOLT
2 - INSULATOR

4WD
(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle.
(3) Remove the skid plate.
(4) Remove the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - REMOVAL).
(5) Remove the engine oil filter.
(6) Support the engine using engine support fixture, special tool # 8534.
(7) Support the front axle with a suitable jack.
(8) Remove the (4) bolts that attach the engine
mounts to the front axle (Fig. 21).
(9) Remove the (3) bolts that attach the front axle
to the left engine bracket.
(10) Lower the front axle.
(11) Remove the (6) through bolts

NOTE: For mount to engine block and left engine
bracket to front axle bolts, apply MoparT Lock and
Seal Adhesive, Medium Strength Threadlocker.
(2) Install upper and lower mount mounting bolts.
Tighten bolts to 61 N·m (45 ft. lbs.).
(3) Lower the engine using engine support fixture
special tool # 8534.
(4) Install mount through bolts.
(5) Tighten through bolts on both sides to 61 N·m
(45 ft. lbs.).
(6) Lower vehicle.
(7) Connect negative battery cable.

9 - 212

ENGINE - 5.7L

FRONT MOUNT (Continued)

Fig. 21 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

Fig. 22 RH INSULATOR
1 - BOLT
2 - INSULATOR

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

(2) Raise the front axle into the frame and install
the left and right side through bolts. Torque nuts to
94 N·m (70 ft. lbs.).
(3) Insert the two upper through bolts into the
right and left side engine mounts and loose assemble
the two nuts onto the through bolts.
(4) Lower the engine using engine support fixture
special tool # 8534, until the left and right side
engine brackets rest on the through bolts, and the
lower engine bracket through holes align with the
engine mounts, and the left engine bracket holes
align with the front axle slots (Fig. 23).
(5) Loose assemble the (3) bolts that attach the
front axle to the left engine bracket.
(6) Loose assemble the lower through bolts.
(7) Torque the nuts for the (4) through bolts to 101
N·m (75 ft. lbs.).
(8) Torque the (3) bolts that attach the front axle
to the left engine bracket to 101 N·m (75 ft. lbs.).
(9) Install the engine oil filter, if removed.
(10) Install the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - INSTALLATION).
(11) Install the skid plate.
(12) Lower the vehicle.

ENGINE - 5.7L

DR
FRONT MOUNT (Continued)

Fig. 23 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

(13) Reconnect the negative battery cable.

REAR MOUNT
REMOVAL
(1) Raise the vehicle on a hoist.
(2) Using a suitable jack, support transmission.
(3) Remove the nuts from the transmission mount
(Fig. 24).
(4) Remove the two bolts that attach the transmission mount to the engine bracket.
(5) Raise the transmission enough to remove the
mount from the crossmember.
(6) Remove the mount.

Fig. 24 TRANSMISSION MOUNT
1
2
3
4

MOUNT
CROSSMEMBER
NUT
BOLT

9 - 213

9 - 214

ENGINE - 5.7L

REAR MOUNT (Continued)
(3) Lower the transmission so the transmission
mount rests on the crossmember, and the studs of
the transmission mount are aligned in the slots in
the crossmember.
(4) Install the nuts onto the transmission mount
studs through the crossmember access slot.
(5) Torque the nuts to 54N·m (40 ft. lbs.).

LUBRICATION
DESCRIPTION
The lubrication system (Fig. 25) is a full flow filtration pressure feed type.

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE
(1) Remove oil pressure sending unit and install
gauge assembly C-3292.
(2) Run engine until thermostat opens.
(3) Oil Pressure:
• Curb Idle–25 kPa (4 psi) minimum
• 3000 rpm–170 - 758 kPa (25 - 110 psi)
(4) If oil pressure is 0 at idle, shut off engine.
Check for a clogged oil pick-up screen or a pressure
relief valve stuck open.

DIAGNOSIS AND TESTING - ENGINE OIL LEAK
Begin with a thorough visual inspection of the
engine, particularly at the area of the suspected leak.

Fig. 25 Engine Oil Lubrication System

ENGINE - 5.7L

9 - 215

LUBRICATION (Continued)
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
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
(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 24 km (15 miles), and
repeat inspection. If the oil leak source is not positively identified at this time, proceed with the air
leak detection test method.

Air Leak Detection Test Method
(1) Remove the PCV valve from the IAFM. Cap or
plug the PCV valve grommet.
(2) 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.
(3) 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.
(4) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(5) If no leaks are detected, turn off the air supply
and remove the air hose and all plugs and caps.
Install the PCV valve.
(6) 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.

(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
camshaft bore cup plugs oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces.
(4) If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks
in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until disassembled.

9 - 216

ENGINE - 5.7L

OIL (Continued)

ENGINE OIL SPECIFICATION
CAUTION: Do not use non-detergent or straight
mineral oil when adding or changing crankcase
lubricant. Engine failure can result.

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 in the 5.7L engines.
These 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.

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.

minutes before checking oil level. Checking engine oil
level on a cold engine is not accurate.
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 five
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 Maintenance Schedules(Refer to LUBRICATION
&
MAINTENANCE/MAINTENANCE
SCHEDULES - DESCRIPTION).
Run engine until achieving normal operating temperature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist and support vehicle on safety stands.
(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 if
damaged.
(6) Install drain plug in crankcase. Torque to 34
N·m ( 25 ft. lbs.).
(7) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this section.
(8) Install oil fill cap.
(9) Start engine and inspect for leaks.
(10) Stop engine and inspect oil level.

Fig. 26 API SYMBOL

OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the left
hand of the engine on the 5.7L engines.

USED ENGINE OIL DISPOSAL
Care should be exercised when disposing used
engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this
section.

OIL FILTER
REMOVAL
All engines are equipped with a high quality fullflow, disposable type oil filter. DaimlerChrysler Cor-

ENGINE - 5.7L

9 - 217

OIL FILTER (Continued)
poration 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.
(4) When filter separates from cylinder block oil
filter boss, tip gasket end upward to minimize oil
spill. Remove filter from vehicle.
NOTE: Make sure filter gasket was removed with filter.
(5) With a wiping cloth, clean the gasket sealing
surface of oil and grime.

INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 27) hand
tighten filter one half turn, or 180°,do not over
tighten.
(3) Add oil, verify crankcase oil level and start
engine. Inspect for oil leaks.

CAUTION: Only raise the engine enough to provide
clearance for oil pan removal. Check for proper
clearance at fan shroud to fan and cowl to intake
manifold.
(7) Raise engine using special tool # 8534 to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not
come out with oil pan.
(8) Remove the oil pan mounting bolts and oil pan.
NOTE: The double ended oil pan studs must be
installed in the same location that they were
removed from.
(9) Unbolt oil pump pickup tube and remove tube.
(10) Inspect the integral windage tray and gasket
and replace as needed.

INSTALLATION
(1) Clean the oil pan gasket mating surface of the
block and oil pan.
(2) Inspect the integral windage tray and gasket
and replace as needed.
(3) Reinstall the oil pump pickup tube with new
o-ring. Tighten tube to pump fasteners to 28 N·m
(250 in. lbs.).
NOTE: The double ended oil pan studs must be
installed in the same location that they were
removed from.

Fig. 27 Oil Filter Sealing Surface - Typical
1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER

OIL PAN
REMOVAL
(1) Disconnect the negative battery cable.
(2) Install engine support fixture special tool #
8534. Do not raise engine at this time.
(3) Loosen both left and right side engine mount
through bolts. Do not remove bolts.
(4) Remove the structural dust cover, if equipped.
(5) Drain engine oil.
(6) Remove the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - REMOVAL).

(4) Position the oil pan and install the mounting
bolts and studs.. Tighten the mounting bolts to 12
N·m (105 in.lbs.).
(5) Lower the engine into mounts using special
tool # 8534.
(6) Install both the left and right side engine
mount through bolts. Tighten the nuts to 68 N·m (50
ft. lbs.).
(7) Remove special tool # 8534.
(8) Install structural dust cover, if equipped.
(9) Install the front crossmember(Refer to 13 FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - INSTALLATION).
(10) Fill engine oil.
(11) Reconnect the negative battery cable.
(12) Start engine and check for leaks.

9 - 218

ENGINE - 5.7L

CLEANING
(1) Wash all parts in a suitable solvent.

INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump. If
these components are disassembled and or
removed from the pump the entire oil pump assembly must be replaced.
(1) Remove the pump cover.
(2) Clean all parts thoroughly. Mating surface of
the oil pump housing should be smooth. If the pump
cover is scratched or grooved the oil pump assembly
should be replaced.
(3) Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump body
and measure clearance between the outer rotor and
the body (Fig. 28). If the measurement is 0.235mm
(0.009 in.) or more the oil pump assembly must be
replaced.
(4) Install the inner rotor in the into the oil pump
body. Measure the clearance between the inner and
outer rotors (Fig. 29). If the clearance between the
rotors is .150 mm (0.006 in.) or more the oil pump
assembly must be replaced.
(5) Place a straight edge across the body of the oil
pump (between the bolt holes), if a feeler gauge of
.095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced (Fig. 30).
(6) Reinstall the pump cover. Torque fasteners to
15 N·m (132 in. lbs.).
NOTE: The 5.7 Oil pump is released as an assembly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.

Fig. 28 Measuring Outer Rotor Clearance
1 - FEELER GAUGE
2 - OUTER ROTOR

Fig. 29 Measuring Clearance Between Rotors Typical
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR

ENGINE - 5.7L

9 - 219

OIL PUMP (Continued)
(2) Spray a small stream of water at the suspected
leak area.
(3) If a change in RPM is observed the area of the
suspected leak has been found.
(4) Repair as required.

REMOVAL

Fig. 30 Measuring Clearance Over Rotors - Typical
1 - STRAIGHT EDGE
2 - FEELER GAUGE

INSTALLATION
(1) Position the oil pump onto the crankshaft and
install the 4 oil pump retaining bolts.
(2) Tighten the oil pump retaining bolts to 28 N·m
(250 in. lbs.).
(3) Install the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(4) Install the pick-up tube and oil pan(Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

(1) Disconnect negative cable from battery.
(2) Remove resonator assembly and air inlet hose.
(3) Disconnect electrical connectors for the following components:
• Manifold Absolute Pressure (MAP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Coolant Temperature (CTS) Sensor
(4) Disconnect brake booster hose and positive
crankcase ventilation (PCV) hose.
(5) Remove generator and set aside.
NOTE: It is not necessary to remove lines or
remove freon from A/C compressor.
(6) Remove air conditioning compressor and set
aside..
(7) Bleed fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE).
(8) Remove intake manifold retaining fasteners in
a crisscross pattern starting from the outside bolts
and ending at the middle bolts.
(9) Remove intake manifold and IAFM as an
assembly.

INTAKE MANIFOLD

CLEANING

DESCRIPTION

NOTE: There is NO approved repair procedure for
the intake manifold. If severe damage is found during inspection, the intake manifold must be
replaced.

The intake manifold is made of a composite material and features long runners which maximizes low
end torque. The intake manifold uses single plane
sealing which consist of eight individual press in
place port gaskets to prevent leaks.

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.

Before installing the intake manifold thoroughly
clean the mating surfaces. Use a suitable cleaning
solvent, then air dry.

INSTALLATION
(1) Install intake manifold seals.
(2) Position intake manifold and IAFM.
(3) Install intake manifold retaining bolts, and
tighten in sequence from the middle bolts towards

9 - 220

ENGINE - 5.7L

INTAKE MANIFOLD (Continued)
the outside in a crisscross pattern. Torque fasteners
to 12 N·m (105 in. lbs.).
(4) Connect electrical connectors for the following
components:
• Manifold Absolute Pressure (MAP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Coolant Temperature (CTS) Sensor
• Idle Air Control (IAC) Motor
(5) Install generator.
(6) Install A/C compressor.
(7) Connect Brake booster hose and Positive crankcase ventilation (PCV) hose.
(8) Install resonator assembly and air inlet hose.
(9) Connect negative cable to battery.

EXHAUST MANIFOLD
DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The exhaust manifolds are made of high
silicon molybdenum cast iron. A perforated core
graphite exhaust manifold gasket is used to improve
sealing to the cylinder head. The exhaust manifolds
are covered by a three layer laminated heat shield
for thermal protection and noise reduction. The heat
shields are fastened with a torque prevailing nut
that is backed off slightly to allow for the thermal
expansion of the 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.

REMOVAL
EXHAUST MANIFOLD
(1) Disconnect negative battery cable.
(2) Raise vehicle.
(3) Remove exhaust pipe to manifold bolts.
(4) Lower vehicle.
(5) Install engine support fixture special tool
#8534.
(6) Raise engine enough to remove manifolds.
CAUTION: Do not damage engine harness while
raising the engine.
(7) Remove heat shield.
(8) Remove manifold bolts.
(9) Remove manifold and gasket.

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).

INSTALLATION
EXHAUST MANIFOLD
(1) Install manifold gasket and manifold.
(2) Install manifold bolts and tighten to 25 N·m
(18 ft. lbs.).
(3) Install heat shield and tighten nuts to 15 N·m
(11 ft. lbs.).
(4) Lower engine.
CAUTION: Do not damage engine harness while
lowering the engine.
(5) Remove engine support fixture from engine.
(6) Raise vehicle.
(7) Tighten right and left side engine mount
through bolts.
(8) Install exhaust flange to pipe bolts.
(9) Lower vehicle.
(10) Connect negative battery cable.

TIMING/CHAIN COVER
REMOVAL
(1) Disconnect the battery negative cable.
(2) Remove air cleaner assembly.
(3) Drain cooling system.
(4) Remove accessory drive belt.
(5) Remove fan and fan drive assembly (Refer to 7
COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - REMOVAL).
(6) Remove coolant bottle and washer bottle.
(7) Remove fan shroud.
NOTE: It is not necessary to disconnect A/C lines or
discharge freon.
(8) Remove A/C compressor and set aside.
(9) Remove the generator.
(10) Remove upper radiator hose.
(11) Disconnect both heater hoses at timing cover.
(12) Disconnect lower radiator hose at engine.
(13) Remove accessory drive belt tensioner and
both idler pulleys.

ENGINE - 5.7L

9 - 221

TIMING/CHAIN COVER (Continued)
(14) Remove crankshaft damper(Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).

TIMING/CHAIN AND
SPROCKETS

NOTE: Do not remove the hoses from the power
steering pump.

REMOVAL

(15) Remove power steering pump and set aside.
(16) Remove the dipstick support bolt.
(17) Drain the engine oil.
(18) Remove the oil pan and pick up tube(Refer to
9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
NOTE: It is not necessary to remove water pump for
timing cover removal.
(19) Remove timing cover bolts and remove cover.

INSTALLATION

(1) Disconnect battery negative cable.
(2) Drain cooling system.
(3) Remove Timing Chain Cover.
CAUTION: The camshaft pin and the slot in the cam
sprocket must be clocked at 12:00. The crankshaft
keyway must be clocked at 2:00. The crankshaft
sprocket must be installed so that the dots and or
paint marking is at 6:00.
(4) Re-install the vibration damper bolt finger
tight. Using a suitable socket and breaker bar, rotate
the crankshaft to align timing chain sprockets and
keyways as shown (Fig. 31).

(1) Clean timing chain cover and block surface.
NOTE: Always install a new gasket on timing cover.
(2) Install cover and new gasket. Tighten fasteners
to 28 N·m (250 in. lbs.).
NOTE: The large lifting stud is torqued to 55 N·m
(40 ft. lbs.).
(3) Install the oil pan and pick up tube(Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(4) Install the A/C compressor.
(5) Install the generator.
(6) Install power steering pump.
(7) Install the dipstick support bolt.
(8) Install the thermostat housing.
(9) Install crankshaft damper(Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION).
(10) Install accessory drive belt tensioner assembly
and both idler pulleys.
(11) Install radiator lower hose.
(12) Install both heater hoses.
(13) Install radiator fan shroud.
(14) Install the fan and fan drive assembly
(15) Install the accessory drive belt.
(16) Install the coolant bottle and washer bottle.
(17) Install the upper radiator hose.
(18) Install the air cleaner assembly.
(19) Fill cooling system.
(20) Refill engine oil.
(21) Connect the battery negative cable.

Fig. 31 5.7L TIMING MARK ALIGNMENT
1 - Chain Tensioner
2 - Camshaft Sprocket
3 - Crankshaft Sprocket

(5) Retract tensioner shoe until hole in shoe lines
up with hole in bracket. Slide a suitable pin into the
holes.
(6) Remove camshaft sprocket attaching bolt and
remove timing chain with crankshaft and camshaft
sprockets.
(7) If tensioner assembly is to be replaced, remove
the tensioner to block bolts and remove tensioner
assembly.

9 - 222

ENGINE - 5.7L

TIMING/CHAIN AND SPROCKETS (Continued)

INSTALLATION
(1) If tensioner assembly is being replaced, install
tensioner and mounting bolts. Torque bolts to 28 N·m
(250 in. lbs.).
(2) Retract tensioner if required.
CAUTION: The camshaft pin and the slot in the cam
sprocket must be clocked at 12:00. The crankshaft
keyway must be clocked at 2:00. The crankshaft
sprocket must be installed so that the dots and or
paint marking is at 6:00.
(3) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores (Fig. 32).
CAUTION: The timing chain must be installed with
the single plated link aligned with the dot and or
paint marking on the camshaft sprocket. The crankshaft sprocket is aligned with the dot and or paint
marking on the sprocket between two plated timing
chain links.
(4) Place timing chain around both sprockets (Fig.
32).
(5) Lift sprockets and chain (keep sprockets tight
against the chain in position as shown).

(6) Slide both sprockets evenly over their respective shafts and check alignment of timing marks.
(7) Install the camshaft bolt. Tighten the bolt to
122 N·m (90 ft. lbs.) torque.
(8) Remove tensioner pin. Again, verify alignment of timing marks.
(9) Install the oil pump(Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
(10) Install the oil pan and pick up(Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(11) Install the timing chain cover(Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(12) Fill cooling system(Refer to 7 - COOLING STANDARD PROCEDURE).
(13) Connect battery negative cable.
(14) Start engine and check for oil and coolant
leaks.

TIMING CHAIN/TENSIONER
DESCRIPTION
The timing chain tensioner is a stamped steel constant tension mechanical design. It is mounted to the
front of the engine, behind the timing chain drive.

OPERATION
The timing chain tension is maintained by routing
the timing chain through the tensioner assembly. A
nylon covered spring steel arm presses on the timing
chain maintaining the correct chain tension.

Fig. 32 5.7L TIMING MARK ALIGNMENT
1 - Chain Tensioner
2 - Camshaft Sprocket
3 - Crankshaft Sprocket

ENGINE - 5.9L

9 - 223

ENGINE - 5.9L
TABLE OF CONTENTS
page
ENGINE - 5.9L
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 - FORM-INPLACE GASKETS AND SEALERS . . . . . . .
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . . .
STANDARD PROCEDURE—HYDROSTATIC
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - CYLINDER
BORE HONING . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
5.9L ENGINE . . . . . . . . . . . . . . . . . . . . . . .
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
5.9L ENGINE . . . . . . . . . . . . . . . . . . . . . . .
AIR CLEANER ELEMENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD
DESCRIPTION
DESCRIPTION—CYLINDER HEAD . . . . . .
DESCRIPTION - CYLINDER HEAD COVER
GASKET . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION
OPERATION—CYLINDER HEAD . . . . . . . .
OPERATION - CYLINDER HEAD COVER
GASKET . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .

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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—CAMSHAFT . . . . . . . . . . . . . . . .
INSTALLATION—CAMSHAFT . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . .

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9 - 224

ENGINE - 5.9L

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 . . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . .

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. . 269
. . 269

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 . . . . . . . . . . . . . . . . . . . . .

. . 270

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. 1 Firing Order

. . . 270
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. 271

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. . . 278
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. . . 279
. . . 279

ENGINE - 5.9L

9 - 225

ENGINE - 5.9L (Continued)
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).

Fig. 2 Engine Identification Number

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 - 226

ENGINE - 5.9L

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

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

ENGINE - 5.9L

9 - 227

ENGINE - 5.9L (Continued)
CONDITION

ENGINE STALLS OR
ROUGH IDLE

ENGINE MISSES ON
ACCELERATION

POSSIBLE CAUSES

CORRECTION

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)

3. Dirt in fuel system

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)

9 - 228

ENGINE - 5.9L

ENGINE - 5.9L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
ENGINE MECHANICAL DIAGNOSIS CHART
CONDITION
NOISY VALVES/LIFTERS

CONNECTING ROD NOISE

MAIN BEARING 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

4. Excessive connecting rod bearing
clearance

4. 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.

ENGINE - 5.9L

9 - 229

ENGINE - 5.9L (Continued)
CONDITION

LOW OIL PRESSURE

OIL LEAKS

EXCESSIVE OIL CONSUMPTION OR
SPARK PLUGS OIL FOULED

POSSIBLE CAUSES

CORRECTION

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 pickup tube loose, broken, bent
or clogged

8. Inspect oil pickup tube and pump,
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

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

9 - 230

ENGINE - 5.9L

ENGINE - 5.9L (Continued)

DIAGNOSIS AND TESTING—ENGINE DIAGNOSIS - LUBRICATION
CONDITION

POSSIBLE CAUSES

CORRECTION

OIL LEAKS

1. Gaskets and O-Rings.

(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.Front 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.

2. Faulty oil pressure sending unit.

2. Replace sending unit.

3. Low oil pressure.

3. Check pump and bearing
clearance.

OIL PRESSURE DROP

OIL PUMPING AT RINGS; SPARK
PLUGS FOULING

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. Replace oil pump.

9. Oil pickup tube loose or
damaged.

9. Replace as necessary.

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.

ENGINE - 5.9L

9 - 231

ENGINE - 5.9L (Continued)

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.

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

9 - 232

ENGINE - 5.9L

ENGINE - 5.9L (Continued)

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.

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.

ENGINE - 5.9L

9 - 233

ENGINE - 5.9L (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.

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).

Fig. 3 Cylinder Bore Crosshatch Pattern
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE

(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.
(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).

9 - 234

ENGINE - 5.9L

ENGINE - 5.9L (Continued)
(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.
(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.

ENGINE - 5.9L

9 - 235

ENGINE - 5.9L (Continued)
(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
Filtration

Cooling System

Liquid Cooled – Forced
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.)

CAMSHAFT
Bearing Diameter
No. 1

50.800 – 50.825 mm

No. 2

50.394 – 50.419 mm

(2.000 – 2.001 in.)
(1.984 – 1.985 in.)
No. 3

50.013 – 50.038 mm
(1.969 – 1.970 in.)

No. 4

49.606 – 49.632 mm
(1.953 – 1.954 in.)

No. 5

39.688 – 39.713 mm
(1.5625 – 1.5635 in.)

9 - 236

ENGINE - 5.9L

ENGINE - 5.9L (Continued)
DESCRIPTION

SPECIFICATION

DESCRIPTION

Bearing Journal Diameter
No. 1

(0.0005 – 0.0015 in.)
50.723 – 50.775 mm

Journals # 2 - 5

(1.997 – 1.999 in.)
No. 2

50.317 – 50.368 mm

0.013 – 0.051 mm
(0.0005 – 0.002 in.)

Service Limit

(1.981 – 1.983 in.)
No. 3

SPECIFICATION

49.936 – 49.987 mm

Journal #1

0.0381 mm (0.0015 in.)

Journals #2-5

0.064 mm (0.0025 in.)

(1.966 – 1.968 in.)
No. 4

49.53 – 49.581 mm

Crankshaft End Play

(1.950 – 1.952 in.)
No. 5

Service Limit

39.611 – 39.662 mm
(1.5595 – 1.5615 in.)

Bearing to Journal
Clearance
Standard

Camshaft End Play

CYLINDER BLOCK

Diameter
0.0254 – 0.0762 mm

(4.000 – 4.002 in.)
0.0254 mm (0.001 in.)

Taper (Max.)

0.0254 mm (0.001 in.)

0.127 mm (0.005 in.)
0.051 – 0.254 mm

Lifter Bore
Diameter

24.966 – 24.978 mm

Distributor Drive Bushing

(0.9829 – 0.9834 in.)

Press Fit
Bushing to Bore
Interference

0.152 – 0.356 mm
(0.006 – 0.014 in.)

Shaft to Bushing
Clearance

Rod Journal

CYLINDER HEAD AND VALVES

(2.124 – 2.125 in.)
0.0254 mm (0.001 in.)

Taper (Max.)

0.0254 mm (0.001 in.)

Bearing Clearance

Valve Seat
Angle

0.013 – 0.056 mm

0.0762 mm (0.003 in.)

Width (Finish)

Main Bearing Journal

Intake

71.361 – 71.387 mm

Out of Round (Max.)

0.127 mm (0.001 in.)

Taper (Max.)

0.0254 mm (0.001 in.)

Exhaust

0.013 – 0.038 mm

1.524 – 2.032 mm
(0.060 – 0.080 in.)

Valves
Face Angle

Bearing Clearance

1.016 – 1.524 mm
(0.040 – 0.060 in.)

(2.8095 – 2.8105 in.)

Journal #1

44.25° – 44.75°

Runout (Max.)

(0.0005 – 0.0022 in.)

Diameter

0.0178 – 0.0686 mm
(0.0007 – 0.0027 in.)

53.950 – 53.975 mm

Out of Round (Max.)

0.0127 – 0.3556 mm
(0.0005 – 0.0140 in.)

CRANKSHAFT

Diameter

22.99 – 23.01 mm
(0.9051 – 0.9059 in.)

CONNECTING RODS

Side Clearance

101.60 – 101.65 mm

Out of Round (Max.)

(0.002 – 0.010 in.)

Piston Pin bore Diameter

0.254 mm (0.010 in.)

Cylinder Bore

(0.001 – 0.003 in.)
Service Limit

0.051 – 0.178 mm
(0.002 – 0.007 in.)

Head Diameter

43.25° – 43.75°

ENGINE - 5.9L

9 - 237

ENGINE - 5.9L (Continued)
DESCRIPTION
Intake
Exhaust

SPECIFICATION

DESCRIPTION

SPECIFICATION

47.752 mm (1.88 in.)
41.072 (1.617 in.)

(0.0011 - 0.0024 in.)
Dry Lash

1.524 - 5.334 mm

Length (Overall)
Intake

(0.060 - 0.210 in.)
126.21 – 126.85 mm

Push Rod Length

175.64 - 176.15 mm

(4.969 – 4.994 in.)
Exhaust

(6.915 - 6.935 in.)

126.44 – 127.30 mm
OIL PRESSURE

(4.978 – 5.012 in.)
Lift (@ zero lash)
Intake

10.414 mm (0.410 in.)

Exhaust

10.592 mm (0.417 in.)

Exhaust

@ 3000 rpm

207 - 552 kPa (30 - 80
psi)

9.449 - 9.474 mm

Valve Setting

62 - 103 kPa (9 - 15 psi)

(0.372 - 0.373 in.)

Switch Actuating
Pressure

34.5 - 48.3 kPa (5 - 7
psi)

9.423 - 9.449 mm
(0.371 - 0.372 in.)

Guide Bore

41.4 kPa (6 psi)

Oil Pressure Bypass

Stem Diameter
Intake

Curb Idle (Min.*)

9.500 - 9.525 mm

* If oil pressure is zero at curb idle, DO NOT RUN
ENGINE.

(0.374 - 0.375 on.)
Stem to Guide Clearance
Intake
Exhaust

Clearance over Rotors
(Max.)

0.1016 mm (0.004 in.)

0.0254 - 0.0762 mm
(0.001 - 0.003 in.)

Cover Out of Flat (Max.)

0.0381 mm (0.0015 in.)

Inner Rotor Thickness
(Min.)

20.955 mm (0.825 in.)

0.0508 - 0.1016 mm
(0.002 - 0.004 in.)

Service Limit

0.4318 - (0.017 in.)

Valve Springs
Free Length

49.962 mm (1.967 in.)

Spring Tension
Valve closed
Valve open

OIL PUMP

Outer Rotor
Clearance (Max.)

0.3556 mm (0.014 in.)

Diameter (Min.)

62.7126 mm (2.469 in.)

Thickness (Min.)

20.955 mm (0.825 in.)

378 N @ 41.66 mm

Tip Clearance between

(85 lbs. @ 1.64 in.)

Rotors (Max.)

890 N @ 30.89 mm

0.2032 mm (0.008 in.)
PISTONS

(200 lbs. @ 1.212 in.)
Clearance at Top of Skirt
Number of Coils

6.8

Installed Height

41.66 mm (1.64 in.)

Wire Diameter

4.50 mm (0.177 in.)

HYDRAULIC TAPPETS
Body Diameter

22.949 - 22.962 mm
(0.9035 - 0.9040 in.)

Clearance (to bore)

0.0279 - 0.0610 mm

0.013 - 0.038 mm
(0.0005 - 0.0015 in.)

Land Clearance (Diam.)

0.508 - 0.660 mm
(0.020 - 0.026 in.)

Piston Length

81.03 mm (3.19 in.)

Piston Ring Groove
Depth
Groove #1 and 2

4.761 - 4.912 mm

9 - 238

ENGINE - 5.9L

ENGINE - 5.9L (Continued)
DESCRIPTION

Groove #3
Weight

SPECIFICATION

DESCRIPTION

(0.187 - 0.193 in.)

Intake Valve

SPECIFICATION

3.996 - 4.177 mm

Closes (ATDC)

62°

(0.157 - 0.164 in.)

Opens (BBDC)

7°

582 - 586 grams
(20.53 - 20.67 oz.)

Duration

249°

Valve Overlap

41°

PISTON PINS
Clearance in Piston

0.006 - 0.019 mm

OVERSIZE AND UNDERSIZE ENGINE
COMPONENT MARKINGS CHART

(0.00023 - 0.00074 in.)
Diameter

25.007 - 25.015 mm

OS-US

Item

Identification

(0.9845 - 0.9848 in.)
End Play

NONE

Length

67.8 - 68.3 mm

U/S

Crankshaft

R or M M-2-3
ect.

Milled flat on

.025 MM

(indicating No.
2 and

No. three

(.001 in.)

3 main bearing

crankshaft

journal) and/or

counterweight.

(2.67 - 2.69 in.)
PISTON RINGS
Ring Gap
Compression Ring (Top)
Compression Ring (2nd)

Oil Control (Steel Rails)

0.30 - 0.55 mm

R-1-4 ect.

(0.012 - 0.022 in.)

(indicating No.
1 and

0.55 - 0.80 mm
(0.022 - 0.031 in.)

4 connecting
rod

0.381 - 1.397 mm

journal)

(0.015 - 0.055 in.)
Ring Side Clearance
Compression Rings
Oil Ring (Steel Rails)
MAX

0.040 - 0.085 mm

O/S

Cylinder

.508 mm

Bores

(.020 in.)

number.
Tappets

(0.0016 - 0.0033 in.)

O/S

0.05 - 0.21 mm

.203 mm

diamond

(0.002 - 0.008 in.)

(.008 in.)

-shaped

3/89

stamp Top
pad

1.530 - 1.555 mm

— Front of

(0.060 - 0.061 in.)
Oil Ring (Steel Rails)
Max.

Following
engine serial

Ring Width
Compression rings

Location of

engine and
flat

0.447 - 0.473 mm

ground on

(0.018 - 0.019 in.)

outside
surface

VALVE TIMING

of each O/S

Exhaust Valve
Closes (ATDC)

33°

Opens (BBDC)

56°

Duration

269°

tappet bore.
O/S

Valve
Stems

Milled pad

ENGINE - 5.9L

9 - 239

N·m

Ft.
Lbs.

In.
Lbs.

Rear Insulator to Bracket
Through-Bolt (2WD)

—

Rear Insulator to
Crossmember Support
Bracket Nut (2WD)

—

Rear Insulator to
Crossmember Nuts (4WD)

—

Rear Insulator to
Transmission Bolts (4WD)

—

Rear Insulator Bracket Bolts
(4WD Automatic)

—

Rear Support Bracket to
Crossmember Flange Nuts

—

Rear Support Plate to
Transfer Case Bolts

—

Rocker Arm Bolts

—

Spark Plugs

—

Starter Motor Mounting Bolts

—

Thermostat Housing Bolts

—

225

Throttle Body Bolts

—

200

Torque Converter Drive Plate
Bolts

—

270

Transfer Case to Insulator
Mounting Plate Nuts

204

105

—

DR
ENGINE - 5.9L (Continued)
OS-US

Item

Identification

.127 mm

Location of
adjacent to
two

(.005 in.)

3/89 tapped
holes on
each
end of
cylinder
head.

TORQUE
TORQUE CHART 5.9L ENGINE
DESCRIPTION

N·m

Ft.
Lbs.

In.
Lbs.

Camshaft Sprocket Bolt

—

Camshaft Thrust Plate Bolts

—

210

Timing Chain Case Cover
Bolts

—

Connecting Rod Cap Bolts

Main Bearing Cap Bolts

115

—

Crankshaft Pulley Bolts

—

210

Step 1

—

Step 2

Cylinder Head Bolts

DESCRIPTION

143

105

—

Cylinder Head Cover Bolts

—

Transmission Support Bracket
Bolts (2WD)

—

Engine Support Bracket to
Block Bolts (4WD)

—

Vibration Damper Bolt

244

180

—

Exhaust Manifold to Cylinder
Head Bolts/Nuts

—

Water Pump to Timing Chain
Case Cover Bolts

—

Flywheel Bolts

—

Front Insulator Through
bolt/nut

—

Stud Nut (4WD)

—

Through Bolt/Nut (4WD)

102

—

Generator Mounting Bolt

—

Intake Manifold Bolts

Refer to Procedure

Oil Pan Bolts

—

215

Oil Pan Drain Plug

—

Oil Pump Attaching Bolts

—

Oil Pump Cover Bolts

—

Front Insulator to Support
Bracket

Front Insulator to Block Bolts
(2WD)

9 - 240

ENGINE - 5.9L

ENGINE - 5.9L (Continued)

SPECIAL TOOLS
5.9L ENGINE

Valve Guide Sleeve C-3973

Oil Pressure Gauge C-3292

Dial Indicator C-3339

Engine Support Fixture C-3487–A

Puller C-3688

Valve Spring Compressor MD-998772–A

Puller 1026
Adaptor 6633

Adaptor 6716A
Crankshaft Damper Removal Insert 8513

ENGINE - 5.9L

9 - 241

ENGINE - 5.9L (Continued)

Front Oil Seal Installer 6635

Cam Bearing Remover/Installer C3132–A

Crankshaft Main Bearing Remover C-3059

Cylinder Bore Gauge C-119

Camshaft Holder C-3509
Pressure Tester Kit 7700

Distributor Bushing Puller C-3052
Bloc–Check–Kit C-3685–A

Distributor Bushing Driver/Burnisher C-3053

ENGINE SUPPORT FIXTURE 8534

Piston Ring Compressor C-385

9 - 242

ENGINE - 5.9L

AIR CLEANER ELEMENT

(2) Lift entire housing assembly from 4 locating
pins (Fig. 5).

REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter) replacement.
(1) Loosen clamp (Fig. 4) and disconnect air duct
at air cleaner cover.
(2) Pry over 4 spring clips (Fig. 4) from housing
cover (spring clips retain cover to housing).
(3) Release housing cover from locating tabs on
housing (Fig. 4) and remove cover.
(4) Remove air cleaner element (filter) from housing.
(5) Clean inside of housing before replacing element.

Fig. 5 AIR CLEANER HOUSING
1 - AIR CLEANER HOUSING ASSEMBLY
2 - LOCATING PINS (4)

INSTALLATION

Fig. 4 AIR CLEANER HOUSING COVER
1
2
3
4
5

- CLAMP
- AIR DUCT
- AIR CLEANER COVER
- LOCATING TABS
- CLIPS (4)

Housing Assembly
(1) Loosen clamp (Fig. 4) and disconnect air duct
at air cleaner cover.

(1) Install filter element into housing.
(2) Position housing cover into housing locating
tabs (Fig. 4).
(3) Pry up 4 spring clips (Fig. 4) and lock cover to
housing.
(4) Install air duct to air cleaner cover and tighten
hose clamp to 3 N·m (30 in. lbs.) torque.
(5) If any other hose clamps were removed from
air intake system, tighten them to 3.4 N·m (30 in.
lbs.) torque.
(6) If any bolts were removed from air resonator
housing or air intake tubing, tighten them to 4.5 N·m
(40 in. lbs.) torque.

ENGINE - 5.9L

CYLINDER HEAD
DESCRIPTION
DESCRIPTION—CYLINDER HEAD
The cast iron cylinder heads (Fig. 6) are mounted
to the cylinder block using ten bolts. The spark plugs
are located in the peak of the wedge between the
valves.

9 - 243

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

Fig. 6 Cylinder Head Assembly—V-8 Gas Engines
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. 7) is a steelbacked silicone gasket, designed for long life usage.

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
Fig. 7 Cylinder Head Cover Gasket V-8 Gas Engines
1 - CYLINDER HEAD COVER GASKET

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.

9 - 244

ENGINE - 5.9L

CYLINDER HEAD (Continued)
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 the master cylinder and booster
assembly. Refer to section 5 brakes.
(14) Remove cylinder head covers and gaskets
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
(15) 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.

(16) Remove exhaust manifolds (Refer to 9 ENGINE/MANIFOLDS/EXHAUST MANIFOLD REMOVAL).
(17) Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(18) Remove the head bolts from each cylinder
head and remove cylinder heads. Discard the cylinder head gasket.
(19) 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. 8).
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).

ENGINE - 5.9L

9 - 245

CYLINDER HEAD (Continued)

CYLINDER HEAD COVER(S)
REMOVAL
NOTE: A steel backed silicon gasket is used with
the cylinder head cover (Fig. 9). This gasket can be
used again.

Fig. 8 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) Reinstall the master cylinder and booster
assembly. Refer to section 5 brakes.
(22) Install the air cleaner.
(23) Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(24) Connect the negative cable to the battery.
(25) Start engine check for leaks.

Fig. 9 Cylinder Head Cover Gasket
1 - CYLINDER HEAD COVER GASKET

(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.

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.

9 - 246

ENGINE - 5.9L

INTAKE/EXHAUST VALVES &
SEATS

(2) Attach dial indicator Tool C-3339 to cylinder
head and set it at right angles to valve stem being
measured (Fig. 11).

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
Clean valves thoroughly. Discard burned, warped,
or cracked valves.
Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.

VALVE GUIDES
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. 10). The special
sleeve places the valve at the correct height for
checking with a dial indicator.

Fig. 11 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339

(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.

VALVE GUIDES
Service valves with oversize stems are available.
Refer to REAMER SIZES CHART
REAMER SIZES CHART

Fig. 10 Positioning Valve with Tool C-3973
1 - VALVE
2 - SPACER TOOL

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).

ENGINE - 5.9L

9 - 247

INTAKE/EXHAUST VALVES & SEATS (Continued)

REFACING VALVES AND VALVE SEATS

VALVES

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. 12).

Inspect the remaining margin after the valves are
refaced (Fig. 13). Valves with less than 1.190 mm
(0.047 in.) margin should be discarded.

Fig. 13 Intake and Exhaust Valves
Fig. 12 Valve Face and Seat Angles
1 - CONTACT POINT
A,B,C and D

VALVE FACE AND VALVE SEAT ANGLE CHART
ITEM
A

DESCRIPTION

SPECIFICATION

1
2
3
4

MARGIN
VALVE SPRING RETAINER LOCK GROOVE
STEM
FACE

VALVE SEATS
CAUTION: DO NOT un-shroud valves during valve
seat refacing (Fig. 14).

SEAT WIDTH
INTAKE

1.016 - 1.524 mm
(0.040 - 0.060 in.)

EXHAUST

1.524 - 2.032 mm
(0.060 - 0.080 in.)

FACE ANGLE
(INT. AND EXT.)

SEAT ANGLE
(INT. AND EXT.)

431⁄4° - 433⁄4°

441⁄4° - 443⁄4°

CONTACT
SURFACE

—

Fig. 14 Refacing Valve Seats
1
2
3
4

STONE
PILOT
VALVE SEAT
SHROUD

(1) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseat-

9 - 248

ENGINE - 5.9L

INTAKE/EXHAUST VALVES & SEATS (Continued)
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
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
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. 15). 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.

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
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.

Fig. 16 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. 17).
(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
Fig. 15 Testing Valve Spring for Compressed
Length
1 - TORQUE WRENCH
2 - VALVE SPRING TESTER

(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.

ENGINE - 5.9L

9 - 249

INTAKE/EXHAUST VALVES & SEATS (Continued)
(3) Remove the push rods and place them on a
bench in the same order as removed.

Fig. 18 Rocker Arms
1 - ROCKER ARMS
2 - CYLINDER HEAD

Fig. 17 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339

(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.
18). 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.
(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
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. 19). 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.

9 - 250

ENGINE - 5.9L

ENGINE BLOCK (Continued)
(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. 19).
If plug is too high, use a suitable flat dowel to position properly.

CAMSHAFT & BEARINGS (IN
BLOCK)
REMOVAL—CAMSHAFT
NOTE: The camshaft has an integral oil pump and
distributor drive gear (Fig. 20).

Fig. 20 Camshaft and Sprocket Assembly
1 - THRUST PLATE
2 - OIL PUMP AND DISTRIBUTOR DRIVE GEAR INTEGRAL WITH
CAMSHAFT
3 - CAMSHAFT SPROCKET

Fig. 19 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

(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.

(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.
(9) Remove distributor and lift out the oil pump
and distributor drive shaft.
(10) Remove camshaft thrust plate, note location of
oil tab (Fig. 21).
(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—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. 22).

ENGINE - 5.9L

9 - 251

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)

Fig. 21 Timing Chain Oil
1 - THRUST PLATE FRONT SIDE
2 - CHAIN OIL TAB
3 - THRUST PLATE REAR SIDE

(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).
(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. 22 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.

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.

9 - 252

ENGINE - 5.9L

CRANKSHAFT
DESCRIPTION
The crankshaft (Fig. 23) 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.

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

Fig. 23 Crankshaft with Journal Size Identification

OPERATION
The crankshaft transfers force generated by combustion within the cylinder bores to the flywheel or
flexplate.

REMOVAL
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.

(1) Clean Gasket Maker residue and sealant from
the cylinder block and rear cap mating surface. Do
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. 24). DO NOT over apply sealant or
allow the sealant to contact the rubber seal. Assemble bearing cap to cylinder block immediately after
sealant application.

Fig. 24 Sealant Application to Bearing Cap
1 - MOPART GASKET MAKER 5 mm (0.20 IN.) ON BOTH SIDES
OF REAR MAIN CAP

ENGINE - 5.9L

9 - 253

CRANKSHAFT (Continued)
(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.).
(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. 25).
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).

CRANKSHAFT MAIN
BEARINGS
DESCRIPTION
Main bearings (Fig. 26) 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.

Fig. 26 Main Bearing Orientation

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 eliminating vibration. The main bearings are available in
standard and undersizes.

STANDARD PROCEDURE—CRANKSHAFT MAIN
BEARING FITTING

Fig. 25 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. 27). Bearing shells are available in standard and the following undersizes: Never install an
undersize bearing that will reduce clearance below
specifications.

9 - 254

ENGINE - 5.9L

CRANKSHAFT MAIN BEARINGS (Continued)
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)

Fig. 28 Upper Main Bearing Removal and
Installation with Tool C-3059
1
2
3
4

Fig. 27 Main Bearing

REMOVAL
(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. 28).
(5) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.

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. 28).
(2) Slowly rotate crankshaft counterclockwise sliding the bearing into position. Remove Tool C-3059.
(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).

SPECIAL TOOL C-3059
BEARING
SPECIAL TOOL C-3059
BEARING

(5) Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
(6) Start engine check for leaks.

CRANKSHAFT OIL SEAL FRONT
DESCRIPTION
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
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.

ENGINE - 5.9L

9 - 255

CRANKSHAFT OIL SEAL - FRONT (Continued)
(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. 29). Seat
the oil seal in the groove of the tool.
(2) Position the seal and tool onto the crankshaft
(Fig. 30).
(3) Using the vibration damper bolt, tighten the
bolt to draw the seal into position on the crankshaft
(Fig. 31).
(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).
(7) Connect the negative cable to the battery.

Fig. 30 Position Tool and Seal onto Crankshaft
1 - SPECIAL TOOL 6635
2 - OIL SEAL
3 - TIMING CHAIN COVER

Fig. 29 Placing Oil Seal on Installation Tool 6635
1 - CRANKSHAFT FRONT OIL SEAL
2 - INSTALL THIS END INTO SPECIAL TOOL 6635

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
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.

Fig. 31 Installing Oil Seal
1 - SPECIAL TOOL 6635
2 - TIMING CHAIN 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

9 - 256

ENGINE - 5.9L

CRANKSHAFT OIL SEAL - REAR (Continued)
lower seal. The lower seal half can be installed only
with the rear main bearing cap removed.

UPPER SEAL —CRANKSHAFT REMOVED

bearing cap (Fig. 32). DO NOT over-apply sealant or
allow the sealant to contact the rubber seal. Assemble bearing cap to cylinder block immediately after
sealant application.

(1) Remove the crankshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CRANKSHAFT - REMOVAL). Discard the old upper seal.

UPPER SEAL—CRANKSHAFT INSTALLED
(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.

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

Fig. 32 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

(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.
33). 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).
(13) Immediately install the oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

ENGINE - 5.9L

9 - 257

CRANKSHAFT OIL SEAL - REAR (Continued)
(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.
33). 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).

Fig. 33 Apply Sealant to Bearing Cap-to-Block Joint

LOWER SEAL

1 - MOPAR SILICONE RUBBER ADHESIVE SEALANT NOZZLE
TIP
2 - SEALANT APPLIED
3 - CYLINDER BLOCK
4 - REAR MAIN BEARING CAP

(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. 32). 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.
(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).

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.
(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. 32). 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.

9 - 258

ENGINE - 5.9L

DISTRIBUTOR BUSHING
REMOVAL

CAUTION: This procedure MUST be followed when
installing a new bushing or seizure to shaft may
occur.

(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. 34).
(4) Hold puller screw and tighten puller nut until
bushing is removed.

Fig. 36 Burnishing Distributor Driveshaft Bushing
1 - SPECIAL TOOL C-3053
2 - BUSHING

(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).

Fig. 34 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. 35).

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

Fig. 35 Distributor Driveshaft Bushing Installation
1 - SPECIAL TOOL C-3053
2 - BUSHING

(3) As the burnisher is pulled through the bushing,
the bushing is expanded tight in the block and burnished to correct size (Fig. 36). DO NOT ream this
bushing.

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

ENGINE - 5.9L

9 - 259

HYDRAULIC LIFTERS (Continued)
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. 37).
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.

Fig. 37 Leak-Down Tester
1
2
3
4
5
6

POINTER
WEIGHTED ARM
RAM
CUP
HANDLE
PUSH ROD

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).

9 - 260

ENGINE - 5.9L

HYDRAULIC LIFTERS (Continued)
(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.
(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.
(8) Start and operate engine. Warm up to normal
operating temperature.

PISTON & CONNECTING ROD
DESCRIPTION
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.

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. 38).

Fig. 38 Piston Measurements
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.

1 - 49.53 mm
(1.95 IN.)

ENGINE - 5.9L

9 - 261

PISTON & CONNECTING ROD (Continued)
PISTON MEASUREMENT CHART
PISTON

A DIA = PISTON

BORE

SIZE

DIAMETER

MIN.

MAX.

MIN.

MAX.

mm
(in.)

mm (in.)

—

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)

—

CLEANING

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

(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.

1.529 - 1.554 mm

Clean the piston and connecting rod assembly
using a suitable solvent.

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. 39).

(.0602 - .0612 in.)
TOTAL FINISHED

470.8 ± 2 grams

WEIGHT

(16.607 ± .0706 ounces)

REMOVAL
(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.

Fig. 39 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

9 - 262

ENGINE - 5.9L

PISTON & CONNECTING ROD (Continued)
(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
(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 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. 40) (Fig. 42).
(c) Using a ring installer, install the top compression ring with the chamfer facing up (Fig. 41)
(Fig. 42). 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 Second Compression Ring Identification
(Typical)
1 - SECOND COMPRESSION RING (BLACK CAST IRON)
2 - CHAMFER
3 - TWO DOTS

Fig. 41 Top Compression Ring Identification (Typical)
1 - TOP COMPRESSION RING (GRAY IN COLOR)
2 - CHAMFER
3 - ONE DOT

(3) Orient the rings:
(a) Arrange top compression ring 90° counterclockwise from the oil ring rail gap (Fig. 43).

ENGINE - 5.9L

9 - 263

PISTON RINGS (Continued)
(6) Install Special Tool 1026 Three Jaw Puller onto
the vibration damper (Fig. 44).

Fig. 42 Compression Ring Chamfer Location (Typical)
1
2
3
4
5

CHAMFER
TOP COMPRESSION RING
SECOND COMPRESSION RING
PISTON
CHAMFER

(b) Arrange second compression ring 90° clockwise from the oil ring rail gap (Fig. 43).

Fig. 44 Vibration Damper Removal
1 - SPECIAL TOOL 8513 INSERT
2 - SPECIAL TOOL 1026

(7) Pull vibration damper off of the crankshaft.

INSTALLATION
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.
(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. 45).

Fig. 43 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

VIBRATION DAMPER

Fig. 45 Vibration Damper Installation
1 - SPECIAL TOOL C-3688

REMOVAL
(1) Disconnect the battery negative cable.
(2) Remove the cooling system fan (Refer to 7 COOLING/ENGINE/FAN
DRIVE
VISCOUS
CLUTCH - REMOVAL).
(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.

(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.

9 - 264

ENGINE - 5.9L

FRONT MOUNT

(12) Raise the engine far enough to be able to
remove the left and right engine mounts.
(13) Remove the (8) mount to engine attaching bolts
(14) Remove the engine mounts.

REMOVAL
2WD
(1) Disconnect the negative cable from the battery.
CAUTION: Remove the viscous fan before raising
engine. Failure to do so may cause damage to the
fan blade, fan clutch and fan shroud.
(2) Remove the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(3) Raise the vehicle.
(4) Remove the engine oil filter.
(5) Remove the oil drain trough.
(6) Support the engine with a suitable jack and a
block of wood across the full width of the engine oil pan.
(7) Support the front axle with a suitable jack.
(8) Remove the (4) bolts that attach the engine
mounts to the front axle.
(9) Remove the (3) bolts that attach the front axle
to the left engine bracket.
(10) Lower the front axle.
(11) Remove the through bolts

Fig. 46 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

ENGINE - 5.9L

9 - 265

Fig. 48 ENGINE SUPPORT RH 4X4
1 - BOLT
2 - ENGINE SUPPORT

Fig. 47 ENGINE SUPPORT BRACKET 5.9L
1 - ENGINE SUPPORT BRACKET
2 - BOLT
3 - BOLT

(15) Remove the engine mounts.

9 - 266

ENGINE - 5.9L

FRONT MOUNT (Continued)

Fig. 49 ENGINE INSULATOR MOUNTS 4X4
1
2
3
4

RH INSULATOR TO AXLE BOLT
NUT
PINION SUPPORT MOUNT
LH INSULATOR MOUNT

5
6
7
8

LH INSULATOR TO AXLE BOLT
FRONT AXLE
NUT
RH INSULATOR MOUNT

1
2
3
4

MOUNT
CROSSMEMBER
NUT
BOLT

(6) Loose assemble the lower through bolts.
(7) Torque the nuts for the (4) through bolts to 101
N·m (75 ft. lbs.).
(8) Torque the (3) bolts that attach the front axle
to the left engine bracket to 101 N·m (75 ft. lbs.).
(9) Install the oil drain trough.
(10) Install the engine oil filter.
(11) Install the front crossmember.
(12) Install the skid plate.
(13) Lower the vehicle.
(14) Install the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL).
(15) Reconnect the negative battery cable.

REAR MOUNT
REMOVAL
(1) Raise the vehicle on a hoist.
(2) Using a suitable jack, support transmission.
(3) Remove the nuts from the transmission mount
(Fig. 50).
(4) Remove the two bolts that attach the transmission mount to the engine bracket.

Fig. 50 TRANSMISSION MOUNT

ENGINE - 5.9L

9 - 267

REAR MOUNT (Continued)
(5) Raise the transmission enough to remove the
mount from the crossmember.
(6) Remove the mount.

INSTALLATION
NOTE: Threadlocking compound must be applied to
the bolts before installation.
(1) Install the two bolts that attach the transmission mount to the transmission bracket.
(2) Torque the bolts to 61N·m (45 ft.lbs.) torque.
(3) Lower the transmission so the transmission
mount rests on the crossmember, and the studs of
the transmission mount are aligned in the slots in
the crossmember.
(4) Install the nuts onto the transmission mount
studs through the crossmember access slot.
(5) Torque the nuts to 54N·m (40 ft. lbs.).

LUBRICATION
DESCRIPTION
A gear-type positive displacement pump (Fig. 51) 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.

Fig. 51 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

OPERATION
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
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
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).

9 - 268

ENGINE - 5.9L

LUBRICATION (Continued)

Fig. 52 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

9 - 269

LUBRICATION (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS
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.
(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. 53).

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
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 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.

9 - 270

ENGINE - 5.9L

OIL (Continued)
(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).
(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. 55) 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.

Fig. 54 Oil Filter Removal—Typical
1 - ENGINE OIL FILTER
2 - OIL FILTER WRENCH

(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) 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
Clean the block and pan gasket surfaces.

ENGINE - 5.9L

9 - 271

OIL PAN (Continued)
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.
(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. 56).

Fig. 56 Fabrication of Alignment Dowels
1 - 5/16” X 11⁄2” BOLT
2 - DOWEL
3 - SLOT

(5) Install the dowels in the cylinder block (Fig.
57).
(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.

Fig. 57 Position of Dowels in Cylinder Block
1
2
3
4

DOWEL
DOWEL
DOWEL
DOWEL

(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.

9 - 272

ENGINE - 5.9L

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. 58).

Fig. 59 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

INSPECTION
Mating surface of the oil pump cover should be
smooth. Replace pump assembly if cover is scratched
or grooved.
Lay a straightedge across the pump cover surface
(Fig. 60). If a 0.038 mm (0.0015 inch) feeler gauge
can be inserted between cover and straightedge,
pump assembly should be replaced.

Fig. 58 Oil Pressure Relief Valve
1
2
3
4
5

OIL PUMP ASSEMBLY
COTTER PIN
RELIEF VALVE
RETAINER CAP
SPRING

(2) Remove oil pump cover (Fig. 59).
(3) Remove pump outer rotor and inner rotor with
shaft (Fig. 59).
(4) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.

Fig. 60 Checking Oil Pump Cover Flatness
1 - COVER
2 - STRAIGHT EDGE
3 - FEELER GAUGE

ENGINE - 5.9L

9 - 273

OIL PUMP (Continued)
Measure thickness and diameter of OUTER rotor.
If outer rotor thickness measures 20.9 mm (0.825
inch) or less or if the diameter is 62.7 mm (2.469
inches) or less, replace outer rotor (Fig. 61).

Fig. 63 Measuring Outer Rotor Clearance in Housing
1 - PUMP BODY
2 - OUTER ROTOR
3 - FEELER GAUGE

Fig. 61 Measuring Outer Rotor Thickness
If inner rotor measures 20.9 mm (0.825 inch) or
less, replace inner rotor and shaft assembly (Fig. 62).

Fig. 64 Measuring Clearance Between Rotors
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR

Fig. 62 Measuring Inner Rotor Thickness
Slide outer rotor into pump body. Press rotor to the
side with your fingers and measure clearance
between rotor and pump body (Fig. 63). 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. 64).
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.
65).
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.

Fig. 65 Measuring Clearance Over Rotors
1 - STRAIGHT EDGE
2 - FEELER GAUGE

9 - 274

ENGINE - 5.9L

OIL PUMP (Continued)
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. 66).
If oil pressure was low and pump is within specifications, inspect for worn engine bearings or other
reasons for oil pressure loss.

INTAKE MANIFOLD
DESCRIPTION
The aluminum intake manifold (Fig. 67) 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.

Fig. 66 Proper Installation of Retainer Cap
1 - RETAINER CAP
2 - CHAMFER
3 - COTTER KEY

ASSEMBLY
(1) Install pump rotors and shaft, using new parts
as required.
(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.

Fig. 67 Intake Manifold and Throttle Body—V-8 Gas
Engines Typical
1 - FUEL RAIL ASSEMBLY
2 - FUEL RAIL MOUNTING BOLTS
3 - FUEL RAIL CONNECTING HOSES

INSTALLATION

OPERATION

(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).

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.

ENGINE - 5.9L

9 - 275

INTAKE MANIFOLD (Continued)
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.

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.
(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. 68). Discard the gasket.
(19) If required, remove the plenum pan and gasket. Discard gasket.

CLEANING
Clean manifold in solvent and blow dry with compressed air.

Fig. 68 Throttle Body Assembly
1 - FUEL RAIL ASSEMBLY
2 - FUEL RAIL MOUNTING BOLTS
3 - FUEL RAIL CONNECTING HOSES

Clean cylinder block 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. 69).
(2) Tighten plenum pan mounting bolts as follows:
• 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.)
(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. 71). 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.

9 - 276

ENGINE - 5.9L

INTAKE MANIFOLD (Continued)

Fig. 69 Plenum Pan Bolt Tightening Sequence
(5) Install the front and rear end seals (Fig. 70) Make
sure the molded dowel pins on the end seals fully enter the
corresponding holes in the cylinder block.

Fig. 71 Intake Manifold Flange Gasket Alignment
1 - FLANGE GASKET
2 - ALIGNMENT TABS
3 - CYLINDER HEAD GASKET

Fig. 70 Front and Rear End Seals
1 - FRONT CROSS-OVER GASKET
2 - REAR CROSS-OVER GASKET

(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. 72):
• 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

ENGINE - 5.9L

9 - 277

INTAKE MANIFOLD (Continued)

Fig. 72 Intake Manifold Bolt Tightening Sequence
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).
(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.

EXHAUST MANIFOLD
DESCRIPTION
The exhaust manifolds (Fig. 73) are constructed of
cast iron and are LOG type with balanced flow. One
exhaust manifold is attached to each cylinder head.

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.

Fig. 73 Exhaust Manifolds—V-8 Gas Engines Typical
1
2
3
4
5

EXHAUST MANIFOLD (LEFT)
BOLTS & WASHERS
NUTS & WASHERS
EXHAUST MANIFOLD (RIGHT)
BOLTS & WASHERS

(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).

INSTALLATION
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.
(1) Position the engine exhaust manifolds on the
two studs located on the cylinder head. Install conical washers and nuts on these studs (Fig. 74).
(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. 74).
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.

9 - 278

ENGINE - 5.9L

EXHAUST MANIFOLD (Continued)
(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.

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. 75).

Fig. 74 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).
(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.

Fig. 75 Position Special Tool 6635 onto Crankshaft
1 - SPECIAL TOOL 6635
2 - OIL SEAL
3 - TIMING CHAIN COVER

(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.

ENGINE - 5.9L

9 - 279

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. 76).
(4) Remove camshaft sprocket attaching bolt and
remove timing chain with crankshaft and camshaft
sprockets.

Fig. 77 Measuring Timing Chain Stretch
1 - TORQUE WRENCH
2 - 3.175 MM
(0.125 IN.)

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. 78).

Fig. 76 Alignment of Timing Marks
1 - TIMING MARKS

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
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. 77).
(4) Install a new timing chain, if its movement
exceeds 3.175 mm (1/8 inch).

INSTALLATION
(1) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact

Fig. 78 Alignment of Timing Marks
1 - TIMING MARKS

(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 - 280

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL
TABLE OF CONTENTS
page
ENGINE 5.9L DIESEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE
DIAGNOSIS - MECHANICAL . . . . . . . . . .
DIAGNOSIS AND TESTING—SMOKE
DIAGNOSIS CHARTS . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION/LEAKAGE TESTS . . . . .
STANDARD PROCEDURE
STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . .
STANDARD PROCEDURE - REPAIR
DAMAGED OR WORN THREADS . . . . . .
STANDARD PROCEDURE—HYDROSTATIC
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL—ENGINE . . . . . . . . . . . . . . . .
REMOVAL—CRANKCASE BREATHER
..
INSTALLATION
INSTALLATION—ENGINE . . . . . . . . . . . .
INSTALLATION—CRANKCASE BREATHER
SPECIFICATIONS
5.9L DIESEL . . . . . . . . . . . . . . . . . . . . . .
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
5.9L DIESEL ENGINE
...............
ENGINE DATA PLATE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
AIR CLEANER ELEMENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING
CLEANING—CYLINDER HEAD . . . . . . . .
CLEANING—CROSSHEADS . . . . . . . . . .
CLEANING—PUSHRODS . . . . . . . . . . . .
INSPECTION
INSPECTION - CYLINDER HEAD . . . . . . .
INSPECTION—CROSSHEADS
........
INSPECTION—PUSHRODS . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
REMOVAL
REMOVAL—CYLINDER HEAD COVER . .
REMOVAL—ROCKER HOUSING . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . .

. . 282

. . 283
. . 285
. . 288

. . 289
. . 289
. . 290
. . 290
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. 292
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. . 297
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. 301
. 302
. 302

. . 304
. . 304
. . 304

page
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 304
INSTALLATION
INSTALLATION—CYLINDER HEAD COVER . 304
INSTALLATION—ROCKER HOUSING . . . . . 304
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 305
STANDARD PROCEDURE
STANDARD PROCEDURE - VALVES,
GUIDES AND SPRINGS . . . . . . . . . . . . . . . . 305
STANDARD PROCEDURE - VALVE LASH
ADJUSTMENT AND VERIFICATION . . . . . . . 308
REMOVAL - VALVE SPRINGS AND SEALS . . . 308
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 309
ROCKER ARM / ADJUSTER ASSY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 310
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 311
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 312
ENGINE BLOCK
STANDARD PROCEDURE
STANDARD PROCEDURE - CYLINDER
BLOCK REFACING . . . . . . . . . . . . . . . . . . . 312
STANDARD PROCEDURE - CYLINDER
BORE - DE-GLAZE . . . . . . . . . . . . . . . . . . . 313
STANDARD PROCEDURE—CYLINDER
BORE REPAIR . . . . . . . . . . . . . . . . . . . . . . . 313
STANDARD PROCEDURE—CAM BORE
REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 316
CAMSHAFT & BEARINGS (IN BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS . . . . . . 317
REMOVAL - CAMSHAFT . . . . . . . . . . . . . . . 317
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 318
INSTALLATION
INSTALLATION - CAMSHAFT BEARINGS
. . 320
INSTALLATION - CAMSHAFT . . . . . . . . . . . . 320
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING
ROD BEARING AND CRANKSHAFT
JOURNAL CLEARANCE . . . . . . . . . . . . . . . . 321
CRANKSHAFT AND GEAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 322
REMOVAL—GEAR . . . . . . . . . . . . . . . . . . . . . 322
INSTALLATION - GEAR . . . . . . . . . . . . . . . . . . 322
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE - MAIN BEARING
CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . 322

ENGINE 5.9L DIESEL

CRANKSHAFT OIL SEAL - FRONT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT OIL SEAL - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT REAR OIL SEAL RETAINER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
SOLID LIFTERS/TAPPETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - HEAD GASKET
SELECTION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING—PISTON AND CONNECTING
ROD
...........................
INSPECTION
INSPECTION—PISTONS . . . . . . . . . . . .
INSPECTION—CONNECTING ROD . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . 323
. . . 324
. . . 325
. . . 325
. . . 326
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. 327
. 328
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. 328

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. . . 332

. . . 333
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. . . 335
. . . 335
. . . 335
. . . 335
. . . 337
. . . 337
. . . 337
. . . 337
. . . 338

. . . 341

STANDARD PROCEDURE - ENGINE OIL
SERVICE . . . . . . . . . . . . . . . . . . . . . . .
OIL COOLER & LINES
CLEANING
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 . . . . . . . . . . . . . . . . . . . .

9 - 281

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. 347
. 347

. . . . 348
. . . . 348
. . . . 349
. . . . 349
. . . . 350

9 - 282

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL
DESCRIPTION
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
(Fig. 1) 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.
The cylinders are numbered front to rear (Fig. 2); 1
to 6. The firing order is 1–5–3–6–2–4.

Fig. 2 Cylinder Numbering

Fig. 1 CumminsT 24-Valve Turbo-Diesel Engine

ENGINE 5.9L DIESEL

9 - 283

ENGINE 5.9L DIESEL (Continued)

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. (a) Verify the correct engine oil is being
used. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES DESCRIPTION).
2. (b) Look for reduced viscosity from fuel
dilution.

LUBRICATING OIL
PRESSURE TOO HIGH

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.

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 directed
piston cooling nozzles.

11. Directed piston cooling nozzles
under piston, bad fit into main
carrier.

11. Check directed piston cooling nozzles
position.

12. Loose oil rifle plug with saddle-jet
style nozzles

12.Tighten oil rifle plug.

13. Loose directed piston cooling
nozzle.

13. Tighten directed piston cooling nozzle.

14. Both J-jet and saddle jet style
cooling nozzle installed.

14. Install correct style jet.

1. Pressure switch/gauge not
operating properly.

1. Verify pressure switch is functioning
correctly. If not, replace switch/gauge.

2. Engine running too 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.

9 - 284

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)
CONDITION
LUBRICATING OIL LOSS

POSSIBLE CAUSES

CORRECTION

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

EXCESSIVE ENGINE
NOISES

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.

1. Air in the fuel system.

1. Identify location of air leak and repair. Do
not bleed high pressure fuel system.

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. Improperly operating injectors.

5. Check and replace misfiring/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.

4. Improperly operating electronically
controlled 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, generator
and power steering pump turn freely.

2. Intake air or exhaust leaks.

2. Refer to Excessive Exhaust Smoke
(Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).

ENGINE 5.9L DIESEL

9 - 285

ENGINE 5.9L DIESEL (Continued)
CONDITION

POSSIBLE CAUSES

CORRECTION

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 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 may have been set. If so, refer to Powertrain
Diagnostic Procedures Information.

Fuel injector malfunctioning.

A DTC may have been set. Perform 9Cylinder Cutout
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 lines for restriction (Refer to 14 FUEL SYSTEM/FUEL DELIVERY - DIAGNOSIS AND
TESTING).

Intake manifold restricted.

Remove restriction.

9 - 286

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)
EXCESSIVE BLACK SMOKE
POSSIBLE CAUSE

CORRECTION

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).

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).

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.

Refer to Powertrain Diagnostic Manual for fuel system
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 cutout
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.

ENGINE 5.9L DIESEL

9 - 287

ENGINE 5.9L DIESEL (Continued)
EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE

CORRECTION

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 Powertrain Diagnostic Manual for fuel system
testing.

Fuel transfer (lift) pump malfunctioning.

A DTC may have been set. Refer to Powertrain
Diagnostic Procedures Information.

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 DTC should have been set if heater elements are
malfunctioning. Refer to Powertrain Diagnostic
Procedures Information.

Internal engine damage (scuffed cylinder).

Analyze engine oil and inspect oil filter to locate area of
probable damage.

Restriction in fuel supply side of fuel system.

Refer to Powertrain Diagnostic Manual for fuel system
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 ventilation system for function

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.

9 - 288

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)
EXCESSIVE BLUE SMOKE
POSSIBLE CAUSE

CORRECTION

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).

DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION/LEAKAGE TESTS
CYLINDER COMPRESSION PRESSURE
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunctions.
Ensure batteries are completely charged and the
engine starter motor is in good operating condition.
Otherwise, the indicated compression pressures may
not be valid for diagnostic purposes.
(1) Disconnect the fuel inlet line to the fuel transfer pump. Plug the fuel line from the fuel tank.
(2) Start the engine and idle until the engine stalls
(runs out of fuel).
(3) Disconnect all three injector wire harness connectors at the rocker housing.
(4) Remove the breather cover and cylinder head
cover.
(5) Remove the high pressure fuel line between the
cylinder head and fuel rail for the cylinder to be
tested.
(6) Remove the exhaust rocker lever.
(7) Use Tool 9010 to remove the injector and copper sealing washer.
(8) Install the exhaust rocker lever and torque to
43 N·m (32 ft. lbs.).
(9) Cover the remaining rocker levers with clean
shop towels to prevent any oil splatter under the
hood.
(10) Place a rag over the compression test tool fitting. Crank the engine for 2–3 seconds to purge any
fuel that may have drained into the cylinder when
the injector was removed.

(11) Connect the compression test gauge.
(12) Crank the engine for 5 seconds and record the
pressure reading. Repeat this step three times and
calculate the average of the three readings.
(13) Combustion pressure leakage can be checked
if cylinder pressure is below the specification. Perform the leakage test procedure on each cylinder
according to the tester manufacturer instructions.
(14) Upon completion of the test check an erase
any engine related fault codes.

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.
• Any causes for combustion/compression pressure
loss
(1) Start and operate the engine until it attains
normal operating temperature.
(2) Remove the breather cover and cylinder head
cover.
(3) Disconnect all three injector wire harness connectors at the rocker housing.
(4) Bring the cylinder to be tested to TDC.
(5) Remove the high pressure fuel line between the
cylinder head and the fuel rail for the cylinder to be
tested.
(6) Install capping Tool 9011 onto the rail.
(7) Remove the high pressure connector nut and
high pressure connector with Tool 9015.
(8) Remove the exhaust and intake rocker lever.

ENGINE 5.9L DIESEL

9 - 289

ENGINE 5.9L DIESEL (Continued)

STANDARD PROCEDURE

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.

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

Assembling parts using a form-in-place gasket
requires care but it’s easier than 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.

(9) Use Tool 9010 to remove the injector and copper sealing washer.
(10) Install compression test Tool 9007 into the
injector bore.
(11) Connect the leakage tester and perform the
leakage test procedure on each cylinder according to
the tester manufacturer’s instructions.
(12) Upon completion of the test check and erase
any engine related fault codes.

9 - 290

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)
• 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) 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 the crankshaft barring tool (PN 7471–B).
(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 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 50
N·m (37 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) Disconnect engine grid heater harness at grid
heater relays.

(3) Disconnect electrical connections from rear of
alternator.
(4) Recover A/C refrigerant. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).
(5) Raise vehicle on a hoist.
(6) Drain engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE).
(7) Remove engine oil drain plug and drain engine
oil.
(8) Remove fan/drive assembly. Refer to Section 7
– Fan/Drive Removal
(9) Remove radiator upper hose.
(10) Remove upper fan shroud mounting bolts.
(11) Disconnect the coolant recovery bottle hose
from the radiator fill neck and remove bottle.
(12) Using a 36mm wrench, remove viscous fan/
drive assembly. (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(13) Remove cooling fan and shroud together.
(14) Disconnect heater core supply and return
hoses from the cylinder head fitting and coolant pipe.
(15) Raise vehicle on a hoist.
(16) Remove transmission and transfer case (if
equipped).
(17) Disconnect exhaust pipe from turbocharger
extension pipe.
(18) Disconnect engine harness to vehicle harness
connectors.
(19) Remove starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL).
(20) Remove flywheel/flexplate.
(21) Remove transmission adapter
(22) Disconnect A/C suction/discharge hose from
the rear of the A/C compressor.
(23) Lower vehicle.
(24) Disconnect lower radiator hose from radiator
outlet.
(25) Automatic transmission models:
(26) Disconnect transmission oil cooler lines from
in front of radiator using special tool #6931
(27) Remove radiator. (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
(28) If A/C equipped, disconnect A/C condenser
refrigerant lines.
(29) Disconnect charge air cooler piping.
(30) Remove charge air cooler mounting bolts.
(31) Remove charge air cooler (and A/C condenser
if equipped) from vehicle.
(32) Remove damper and speed indicator ring from
front of engine.
(33) Disconnect engine block heater connector.
(34) Disconnect A/C compressor and pressure sensor electrical connectors.

ENGINE 5.9L DIESEL

9 - 291

ENGINE 5.9L DIESEL (Continued)
(35) Remove the passenger battery ground cable
from the engine block. Remove the driver side battery ground cable from the engine block.
(36) Remove power steering pump from engine by
removing 3 bolts.
(37) Remove accelerator linkage cover.
(38) Disconnect cables from APPS if early model build
(39) If late model build,
(40) Disconnect the ECM power connector.
(41) Disconnect the ECM ground wire from the
hydroform screw.
(42) Disconnect the fuel supply and return hoses.
(43) Remove the cylinder head cover. (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(44) Disconnect the 3 injector harness connectors
at the rocker housing. Disconnect the wire harnesses
from the injectors.
(45) Remove the rear engine lift bracket.
(46) Remove cylinder #4, #5, and #6 intake and
exhaust rocker arms, pedestals, and push tubes. Note
the original location for re-assembly.
(47) Loosen #6 fuel line shield bolts and rotate
shield out of the way.
(48) Remove cylinder #5 and #6 high pressure fuel
lines. Remove the fuel connector tube nut and fuel connector tube. 46. Remove cylinder #5 and #6 fuel injector.
(49) Remove rocker housing.
(50) Remove two cylinder head bolts in location 4
and 12 according to the diagram below and install
Tool # 9009 (Fig. 3).

(51) Loosen but do not remove engine mount
through bolts and nuts.
(52) Disconnect hood support struts and position
hood out of the way.
(53) Attach a chain with two hooks to the engine
lift brackets.
(54) While keeping engine level, lift straight up
out of the mounts.
(55) Rotate nose of engine upward and pull out of
chassis.

REMOVAL—CRANKCASE BREATHER
(1) Remove the oil fill cap.
(2) Remove the breather cover bolts (Fig. 4).
(3) Remove breather cover.
(4) Disconnect breather tube and lube oil drain
tube from breather.
(5) Remove breather mounting bolts.
(6) Remove breather from cylinder head cover.

Fig. 4 Crankcase Breather Vapor Canister
1 - BREATHER COVER BOLT
2 - BREATHER COVER
3 - BREATHER TUBE
4 - ROCKER COVER
5 - BREATHER TUBE MOUNTING BRACKET
6 - LUBE OIL DRAIN TUBE
7 - O-RING
8 - BREATHER
9- BREATHER MOUNTING BOLT

INSTALLATION
Fig. 3 ENGINE LIFT BRACKET
1 - Head bolt
2 - Engine Lift Bracket
3 - Head Bolt

INSTALLATION—ENGINE
(1) Remove cylinder head bolts in locations 4 and
12 according to the diagram below. Install special
Tool 9009.

9 - 292

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)
(2) Lower engine into the engine compartment and
install the engine 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 (Tool 9009).
(5) Check cylinder head capscrew length and
install into cylinder head.
(6) Torque alternately to 70 N-m (52 ft-lbs). Torque
alternately to 105 N-m (77 ft-lbs). Rotate 90 degrees.
(7) Install rocker housing. Torque to 24 N-m (18 ftlbs). Refer to Section 9 Rocker Housing Installation
(8) Replace injector o-ring and sealing washer on
injectors #5 and #6. Install injectors and alternately
tighten hold-down capscrews to 10 N-m (89 in-lbs).
(9) Install fuel connector tube and fuel connector
tube nut. Torque to 50 N-m (37 ft-lb). 10.
(10) Install #5 and #6 high pressure fuel lines. Follow correct torque sequence per section 14. Torque
fuel line fittings to 30 N-m (22 ft-lb). Torque brace
capscrew to 24 N-m (18 ft-lb).
(11) Install rear engine lift bracket. Torque to 77
N-m (57 ft-lb).
(12) Install push tubes, rocker arms, and pedestals
for cylinders #4, #5, and #6. Torque the mounting
bolts to 36 N-m (27 ft-lbs).
(13) Reset valve lash on cylinders #4, #5, and #6.
Torque adjusting nuts to 24 N-m (18 ft-lbs).
(14) Install cylinder head cover. Torque to 24 N-m
(18 ft-lbs).(Refer to 9 - ENGINE/CYLINDER HEAD INSTALLATION).
(15) Connect breather tube and lube oil drain tube
to breather housing. Install breather housing. Torque
capscrews to 24 N-m (18 ft-lbs)
(16) Connect fuel supply and return hoses.
(17) Connect ECM ground to hydroform screw.
Connect ECM power connector.
(18) Install the APPS cable(s) to the APPS. Install
the throttle linkage cover.
(19) Install the power steering pump.
(20) Install the damper and speed indicator ring.
Torque to 40 N-m (30 ft-lb) plus 60 degrees.
(21) Connect the engine block heater connection.
(22) Connect the A/C compressor and pressure sensor connectors
(23) Install the charge air cooler and a/c condenser
(if equipped). Install and tighten the charge air
cooler mounting bolts to 2 N-m (17 in-lbs).
(24) Connect the charge air cooler piping. Torque
all clamps to 8 N-m (72 in-lbs).
(25) Connect the a/c refrigerant lines to the a/c
condenser (if equipped).
(26) Install the radiator upper support panel.
(27) Install radiator.
(28) Connect the transmission quick-connect oil
cooler lines.

(29) Raise vehicle.
(30) Connect a/c compressor suction/discharge hose
(if equipped).
(31) Install the radiator lower hose and clamps.
(32) Install the battery negative cables to the
engine block on the driver and passenger side.
(33) Install the transmission adapter with a new
camshaft rectangular ring seal. Torque to 77 N-m (57
ft-lb).
(34) Install the flywheel/flexplate. Torque to 137
N-m (101 ft-lb).
(35) Install the starter motor. Torque to 43 N-m
(32 ft-lb). (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
(36) Connect engine to vehicle harness connectors.
(37) Install transmission and transfer case (if
equipped).
(38) Connect the exhaust pipe to the turbocharger
elbow.
(39) Connect the transmission auxiliary oil cooler
lines (if equipped).
(40) Lower the vehicle.
(41) Connect the heater core supply and return hoses.
(42) Install the cooling fan and upper fan shroud
at the same time. (Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - INSTALLATION).
(43) Install the coolant recovery bottle.
(44) Install the windshield washer bottle.
(45) Install the upper radiator hose and clamps.
(46) Raise vehicle.
(47) Connect electronically controlled fan drive
wire harness. Install lower radiator fan shroud.
(48) Change oil filter and install new engine oil.
(49) Fill the cooling system with coolant. (Refer to
7 - COOLING - STANDARD PROCEDURE).
(50) Connect grid heater harness at grid heater
relays.
(51) Connect electrical connections to rear of alternator.
(52) Start the engine and inspect for engine oil,
coolant, and fuel leaks.

INSTALLATION—CRANKCASE BREATHER
(1) Install a new o-ring onto the breather element.
(2) Lubricate o-ring and install into cylinder head
cover. Torque capscrews to 10 N·m (89 in. lbs.).
(3) Connect breather tube and lube oil drain tube.
(4) Install breather cover (Fig. 4). Torque to 24
N·m (18 ft. lbs.)
(5) Install oil fill cap.

ENGINE 5.9L DIESEL

9 - 293

ENGINE 5.9L DIESEL (Continued)

SPECIFICATIONS

DESCRIPTION
Piston Pins

5.9L DIESEL
DESCRIPTION

SPECIFICATION

Engine Type

In-Line 6 Cyl. Turbo
Diesel

Bore and Stroke

Pin Diameter (Min.)

39.990 mm (1.5744
inch)

(Max)

40.003 mm (1.5749 in.)

Bore Diameter (Min)

40.006 mm (1.5750
inch.

(Max)

40.012 mm (1.5753 in.)

102.0 X 120.0 mm
(4.02 X 4.72 in.)

Displacement

SPECIFICATION

5.9L (359 cu. in.)

Piston Ring End Gap
Top Ring

Compression Ratio

0.26 – 0.36 mm
(0.010 – 0.014 in.)

305/250/235 H.P. Version

17.2:1

Horsepower (A/T and 5
Speed M/T)

235 @ 2700 rpm
(CARB)

Intermediate

250 @2900 rpm (49
State)

Oil Control

Horsepower (6 Speed M/T
Only)

305 @ 2900 rpm

Connecting Rods

Torque Rating (A/T and 5
Speed M/T)

460 ft. lbs. @ 1400 rpm

Pin Bore Diameter (Max.
w/busing installed)

40.019 mm – 40.042
mm (1.5764 – 1.5765
in.)

Torque Rating (6 Speed
M/T Only)

555 ft. lbs. @ 1400 rpm

Side Clearance

0.100 – 0.330 mm

Firing Order

1-5-3-6-2-4

Lubrication System

Pressure Feed-Full Flow
With Bypass Valve

0.85 – 1.15 mm
(0.33 – 0.045 in.)
0.25 – 0.55 mm
(0.010 – 0.021 in.)

(0.004 – 0.013 in.)
CYLINDER HEAD

Cylinder Block

Cast Iron

Overall Flatness End to
End (Max.)

Crankshaft

Induction Hardened
Forged Steel

Overall Flatness Side to
Side (Max.)

0.076 mm (0.003 in.)

Cylinder Head

Cast Iron With Valve
Seat Inserts

Intake Valve Seat Angle

30°

Exhaust Valve Seat Angle

45°

Combustion Chambers

High Swirl Bowl

Valve Stem Diameter

Camshaft

Chilled Ductile Iron

(Min)

6.96 mm (0.2740 in.)

Pistons

Cast Aluminum

(Max)

7.01 mm (0.2760 in.)

Connecting Rods

Cross Rolled Micro Alloy

Valve Rim Thickness
(Min.)

0.79 mm (0.031 in.)

PISTONS AND CONNECTING RODS
Piston
Skirt Diameter

0.305 mm (0.012 in.)

OIL PRESSURE
101.864 – 101.887 mm

At Idle

69 kPa (10 psi)

(4.010 – 4.011 in.)

At 2,500 rpm

207 kPa (30 psi)

Regulating Valve Opening
Pressure

517 kPa (75 psi)

Oil Filter Bypass Pressure
Setting

344.75 kPa (50 psi)

Ring Groove Clearance
Intermediate (Min.)

0.045 mm (.0018 inch)

(Max)

0.095 mm (0.0037 inch)

Oil Control (Min)

0.040 mm (.0016 inch)

(Max)

0.085 mm (0.0033 inch)

9 - 294

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)

TORQUE

SPECIAL TOOLS

TORQUE CHART 5.9L DIESEL ENGINE

5.9L DIESEL ENGINE
N·m

In.
Lbs.

Ft.
Lbs.

Step 1

—

Step 2

—

Step 3

Rotate 60 degrees

DESCRIPTION
Connecting Rod—Bolts

Crankshaft Main Cap—Bolts
Step 1

Step 2

Step 3

Rotate 90°

Cylinder Head—Bolts

Universal Driver Handle - C4171
Step 1

—

Step 2

Back off 360 degrees

Step 3

105

—

Step 4 Verify

105

—

Step 5

Rotate All Bolts 1/4
Turn

Cylinder Head Cover Bolts

—

Breather Cover Bolts

—

HPC Nut

Fuel Delivery Lines—Banjo

—

Fuel Drain Line—Banjo

—

Fuel line—rail to cylinder
head

—

Fuel line—pump to fuel rail

—

Injector fuel line brace

—

Fuel rail holddown bolt

Oil Pan—Bolts

—

Oil Pan—Drain Plug

—

Oil Pressure Regulator—Plug

—

Oil Pressure Switch

—

Step1

—

Step2

—

Oil Suction Tube (Flange)—
Bolts

—

Oil Suction Tube (Brace)—
Bolt

—

Rocker Arm/Pedestal—Bolts

—

Crankshaft Barring Tool - 7471 - B

Crankshaft Front Oil Seal Installer - 8281

Valve Spring Compressor - 8319A

Oil Pump—Bolts

Test Plug - 8442

ENGINE 5.9L DIESEL

DR
ENGINE 5.9L DIESEL (Continued)

Adapter - 8462

Compression Test Adapter - 9007

Engine Support Fixture - 8534

Engine Lift Bracket - 9009

TAPPET INSTALLATION TOOL - 8502

Fuel Injector Remover - 9010

STEEL BRACKET - 8534-A
2

9 - 295

9 - 296

ENGINE 5.9L DIESEL

ENGINE 5.9L DIESEL (Continued)

FUEL BLOCKOFF PLUG - 9011

Fuel Injector Tube (Connector) Remover - 9015

FUEL TEST FITTING - 9013
TURBO TEST ADAPTER - 9022

ENGINE 5.9L DIESEL

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 can be found in two places. Some
models have a data plate is located on the left side of
the engine, affixed to the APPS bracket. Some models
will have the data plate affixed to the breather cover on
the left side of the engine. 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. 5).

9 - 297

has experienced. A drop in air pressure due to an air
cleaner element restriction moves diaphragm and
yellow disc will indicate size of air drop.
CAUTION: Certain engine degreasers or cleaners
may discolor or damage plastic housing of Filter
Minder. Cover and tape Filter Minder if any engine
degreasers or cleaners are to be used.
To test, turn engine off. If yellow disc (Fig. 7) has
reached red colored zone on graduated scale, air cleaner
element should be replaced. Refer to Removal / Installation.
Resetting Filter Minder: After air cleaner (filter)
element has been replaced, press rubber button on
top of Filter Minder (Fig. 7). This will allow yellow
colored disc to reset. After button has been pressed,
yellow disc should spring back to UP position.
If Filter Minder gauge has reached red colored
zone, and after an examination of air cleaner (filter)
element, element appears to be clean, high reading
may be due to a temporary condition such as snow
build-up at air intake. Temporary high restrictions
may also occur if air cleaner (filter) element has gotten wet such as during a heavy rain or snow. If this
occurs, allow element to dry out during normal
engine operation. Reset rubber button on top of Filter
Minder and retest after element has dried.

Fig. 5 Engine Serial Number Location

AIR CLEANER ELEMENT
REMOVAL
Testing Air Cleaner Element using Filter Minder™
Do not attempt to unnecessarily remove top
of 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. 6). This air flow
restriction gauge will determine when air cleaner element is restricted and should be replaced.
The Filter Minder™ consists of a diaphragm and
calibrated spring sealed inside of a plastic housing
(Fig. 7). A yellow colored disc attached to diaphragm
moves along a graduated scale on side of Filter
Minder. After engine has been shut off, a ratcheting
device located within Filter Minder will hold yellow
disc at highest restriction that air cleaner element

Fig. 6 5.9L DIESEL AIR CLEANER - FILTER
MINDER™
1
2
3
4
5

CLIPS
FILTER COVER
FILTER MINDER™
INLET AIR TEMPERATURE/ PRESSURE SENSOR
FILTER HOUSING

9 - 298

ENGINE 5.9L DIESEL

AIR CLEANER ELEMENT (Continued)

REMOVAL

Fig. 7 FILTER MINDER™ - 5.9L DIESEL
1
2
3
4
5

PRESS BUTTON TO RESET
YELLOW DISC
RED ZONE
TO AIR FILTER HOUSING
FILTER MINDER

Filter Removal
(1) The housing cover is equipped with spring clips
(Fig. 6) and is hinged with plastic tabs. Unlatch clips
from top of air cleaner housing and tilt housing cover
up for cover removal.
(2) Remove air cleaner element from air cleaner
housing.

INSTALLATION
(1) Before installing new air cleaner element (filter), clean inside of air cleaner housing.
(2) Position air cleaner cover to tabs on front of air
cleaner housing. Latch spring clips to seal cover to
housing.

CYLINDER HEAD
DESCRIPTION
The cylinder head 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.

(1) Disconnect battery negative cables.
(2) Raise vehicle on hoist.
(3) Drain engine coolant.
(4) Disconnect exhaust pipe from turbocharger
elbow.
(5) Lower vehicle.
(6) Disconnect air inlet temperature/pressure sensor.
(7) Remove air cleaner housing and snorkel from
the vehicle. Cap off turbocharger air inlet to prevent
intrusion of dirt or foreign material.
(8) Disconnect cab heater core supply and return
hoses from the cylinder head and heater pipe.
(9) Disconnect turbocharger oil drain tube at rubber hose connection. Cap off open ports to prevent
intrusion of dirt or foreign material.
(10) Disconnect turbocharger oil supply line at the
turbocharger end. Cap off open ports to prevent
intrusion of dirt or foreign material.
(11) Remove exhaust manifold-to-cylinder head
bolts, spacers, heat shield, retention straps, and cab
heater plumbing. Remove exhaust manifold and turbocharger from the vehicle as an assembly.
(12) Remove cooling fan assembly.
(13) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(14) Remove cooling fan support from cylinder
block.
(15) Remove upper generator bolt, loosen lower
generator bolt, and rotate generator away from cylinder head.
(16) Disconnect radiator upper hose from the thermostat housing.
(17) Disconnect the Intake Air Temperature, Manifold Air Pressure, and Coolant Temperature sensor
connector.
(18) Remove the engine harness to cylinder head
attaching bolts and P-clips at front of head.
(19) Remove the throttle linkage cover (Fig. 8).
(20) Remove the six (6) accelerator pedal position
sensor assembly-to-cylinder head bracket bolts (Fig.
9) and secure the entire assembly out of the way.
Disconnect the APPS connector (Fig. 10). It is not
necessary to disconnect the cables from the
throttle control assembly.
(21) Remove the intake air grid heater wires from
the grid heater.
(22) Remove engine oil level indicator tube attaching bolt at fuel filter housing bracket and inlet air
connection..
(23) Remove the charge air cooler-to-air inlet housing pipe.

ENGINE 5.9L DIESEL

9 - 299

CYLINDER HEAD (Continued)

Fig. 8 Throttle Linkage Cover
1
2
3
4

CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE

Fig. 9 APPS Assembly
1
2
3
4
5

- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY

(24) Remove the engine wire harness attaching
bolt and wire harness push-in fastener from air inlet
housing.
(25) Remove the air inlet housing and intake grid
heater from the intake manifold cover.
(26) Remove the two grid heater harness-to-cylinder head attaching bolts at front of cylinder head.

Fig. 10 APPS Connector
1
2
3
4

- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR

(27) Remove the engine lift bracket from the rear
of the cylinder head.
(28) Remove the high pressure pump to fuel
rail fuel line as follows:
(a) Loosen fuel line nuts at fuel pump and at
fuel rail.
(b) Use a back-up wrench on the fitting at the
fuel pump to keep it from loosening.
(29) Remove the fuel rail to cylinder head fuel
lines as follows:
(a) Loosen No. 6 high pressure fuel line shield
and position out of way.
(b) Loosen the fuel line nuts at the fuel rail and
at the cylinder head.
(c) Remove the fuel line bracket bolts at the
intake manifold cover.
(30) Remove the fuel rail as follows:
(a) Remove fuel rail pressure sensor connector.
(b) Remove banjo fitting at pressure limiting
valve.
(c) Remove fuel rail bolts and fuel rail.
(31) Remove the low pressure lines as follows:
(a) Remove the fuel drain banjo fitting on the
front side of fuel filter housing.
(b) Remove the fuel drain banjo fitting on rear
side of fuel filter housing.
(c) Remove the fuel drain line support bracket
on rear side of filter housing.
(d) Remove fuel drain hose.

9 - 300

ENGINE 5.9L DIESEL

CYLINDER HEAD (Continued)
(e) Remove banjo fitting at bottom of fuel filter
housing.
(f) Disconnect fuel supply hose at lift pump.
(32) Disconnect fuel heater, water in fuel sensor,
and fuel lift pump connectors.
(33) Remove the fuel filter assembly-to-cylinder
head bolts and remove filter assembly from vehicle.
(34) Remove wire harness P-clip from cylinder
head (located behind filter housing).
(35) Remove the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(36) Disconnect rocker housing injector harness
connectors.
(37) Remove injector harness nuts from injectors.
(38) Remove the rocker levers (Fig. 11), cross
heads and push rods (Fig. 12). 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. 12 Push Rod Removal
(41) Remove rocker housing bolts and rocker housing and gasket.
(42) Reinstall the engine lift bracket at the rear of
cylinder head. Torque to 77 N·m (57 ft. lbs.).
(43) Remove twenty six (26) cylinder head-to-block
bolts.
(44) Attach an engine lift crane to engine lift
brackets and lift cylinder head off engine and out of
vehicle.
(45) Remove the head gasket and inspect for failure.

CLEANING
CLEANING—CYLINDER HEAD
CAUTION: Do not wire brush head surface while
fuel injectors are still installed. Fuel injector damage can result.

Fig. 11 Rocker Arm and Pedestal Removal
1 - ROCKER ARM
2 - PEDESTAL

(39) Remove the fuel return line and banjo bolt at
the rear of the cylinder head. Be careful not to drop
the two (2) sealing washers.
(40) Remove the fuel injectors (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR REMOVAL).

Remove fuel injector before cleaning (if not already
removed during cylinder head 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.

ENGINE 5.9L DIESEL

9 - 301

CYLINDER HEAD (Continued)

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.

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 insert bore, the cylinder
head 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. Maximum overall variation end to end is 0.305 mm (0.012 inch) (Fig. 13),
and maximum overall variation side to side 0.076
mm ( .003 in.).
DO NOT proceed with the in-chassis overhaul if
the cylinder head or block surface is damaged or not
flat (within specifications).
Check block surface for distortion. Maximum variation end-to-end is 0.076 mm ( .003 in.), side-to-side
0.051 mm (.002).

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. 14). If the end of the bolt touches the foot of the
gauge, the bolt must be discarded. The maximum
bolt free length is 132.1 mm (5.200 in.).

Fig. 14 Head Bolt Stretch Gauge

INSPECTION—CROSSHEADS
Inspect the crossheads for cracks and/or excessive
wear on rocker lever and valve tip mating surfaces
(Fig. 15). Replace any crossheads that exhibit abnormal wear or cracks.

Fig. 15 Inspecting Crosshead for Cracks
Fig. 13 Cylinder Head Combustion Deck Face
1 - STRAIGHT EDGE
2 - FEELER GAUGE

9 - 302

ENGINE 5.9L DIESEL

CYLINDER HEAD (Continued)

INSPECTION—PUSHRODS
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. 16).
Roll the push rod on a flat work surface with the
socket end hanging off the edge (Fig. 17). Replace
any push rod that appears to be bent.

Fig. 16 Inspecting Push Rod for Cracks

(b)
(c)
(d)
(e)

Back off 360 degrees in sequence
Torque bolts to 105 N·m (77 ft. lbs.)
Re-check all bolts to 105 N·m (77 ft. lbs.)
Tighten all bolts an additional 1⁄4 turn (90°)

Fig. 18 Cylinder Head Bolt Torque Sequence
(4) Install push rods into their original locations
(Fig. 19). Verify that they are seated in the tappets.

Fig. 17 Inspecting Push Rod for Flatness

INSTALLATION
WARNING: THE OUTSIDE EDGE OF THE HEAD
GASKET IS VERY SHARP. WHEN HANDLING THE
NEW HEAD GASKET, USE CARE NOT TO INJURE
YOURSELF.
(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. 18),
tighten bolts in the following steps:
(a) Torque bolts to 70 N·m (52 ft. lbs.)

Fig. 19 Push Rod Installation
(5) Lubricate valve stem tips and install the crossheads in their original locations.
(6) Lubricate the rocker arms and pedestals and
install them in their original locations (Fig. 20).
Install the bolts and torque them to 36 N·m (27 ft.
lbs.).
(7) Verify that the valve lash settings are maintained (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD
PROCEDURE).
(8) Inspect rocker housing gasket for cuts and
proper installation into groove. Replace if damaged.

ENGINE 5.9L DIESEL

9 - 303

CYLINDER HEAD (Continued)

Fig. 20 Rocker Arm and Pedestal Removal
1 - ROCKER ARM
2 - PEDESTAL

(9) Install rocker housing and bolts. Tighten to 24
Nm (18 lb. ft.).
(10) Install fuel injector(Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL
INJECTOR
INSTALLATION).
(11) Install fuel injector tube and fuel injector tube
nut. Torqu to 50 N·m (37 ft. lbs.).
(12) Install injector harness nuts. Tighten to 1.5
Nm (13 lb. in.).
(13) Install cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(14) Install wire harness P-clip to cylinder head
behind filter housing 24 N·m (18 ft. lbs.).
(15) Connect the IAT and MAP sensor connector.
(16) Install the fuel filter canister assembly and
torque mounting bolts to 24 N·m (18 ft. lbs.).
(17) Connect fuel lift pump, WIF sensor, and fuel
heater.
(18) Remove the engine lift bracket at rear of cylinder head.
CAUTION: Failure to follow procedure will result in
fuel leaks and/or fuel system failure.
(19) Install the fuel rail and high pressure
fuel lines as follows:
(a) Hand tighten fuel rail bolts.
(b) Hand tighten fuel drain line to pressure limiting valve. Hand tighten at fuel filter housing.
(c) Hand tighten fuel rail-to-cylinder head lines.

(d) Install fuel line brace bolts-to-intake manifold finger tight.
(e) Hand tighten fuel pump to fuel rail line.
(f) Torque fuel line nuts at cylinder head to 30
Nm ( 22 ft. lbs.).
(g) Torque fuel line nuts at fuel rail to 30 Nm
(22 ft. lbs.)
(h) Torque fuel pump to fuel rail line to 30 Nm
(22 ft. lbs.).
(i) Torque fuel drain banjo bolt at pressure limiting valve and front of fuel filter housing to 24 Nm
(18 ft. lbs.).
(j) Torque fuel line brace bolts to 24 N·m (18 ft.
lbs.).
(k) Torque rail bolts to 24 Nm (18 ft. lbs.).
(l) Connect fuel pressure sensor.
(20) Install the engine lift bracket at the rear of
cylinder head. Torque to 77 N·m (57 ft. lbs.).
(21) Reposition number 6 fuel line shield and
torque to 43 N·m (32 ft. lbs.).
(22) 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.).
(23) Connect fuel return line at back of cylinder
head hand tight.
(24) Connect fuel return line at filter housing hand
tight.
(25) Torque banjo connections at cylinder head and
fuel filter housing to 24 Nm (18 ft. lbs.)
(26) Install bracket to rear of filter housing.
Torque to 24 Nm (18 ft. lbs.).
(27) Using new gaskets, install the intake grid
heater and air inlet housing. Torque bolts to 24 N·m
(18 ft. lbs.).
(28) Install wire harness P-clip and push on clip to
air inlet housing.
(29) Connect engine oil level indicator tube at fuel
filter housing and at air inlet housing.
(30) Connect the APPS connector.
(31) Install the APPS assembly to the cylinder
head bracket and torque bolts to 24 N·m (18 ft. lbs.).
(32) Install the throttle linkage cover.
(33) Install the charge air cooler-to-air inlet housing duct assembly. Torque all clamps to 11 N·m (100
in. lbs.).
(34) Connect intake grid heater wires.
(35) Secure engine harness to front of cylinder
head with bolt at four locations.
(36) Connect engine coolant temperature sensor
connector.
(37) Connect radiator upper hose to thermostat
housing.
(38) Rotate generator into position. Install upper
bolt and torque upper and lower bolts.
(39) Install wire harness push-on clip below
bracket.

9 - 304

ENGINE 5.9L DIESEL

CYLINDER HEAD (Continued)
(40) Install wire harness P-clip to top of bracket.
(41) Install fan support and torque to 32 N·m (24
ft. lbs.).
(42) Install cooling fan/drive and torque to 33 N·m
(24 ft. lbs.).
(43) Install accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(44) Install exhaust manifold/turbocharger assembly, using new gaskets. Start all bolts/spacers by
hand. Torque bolts to 43 N·m (32 ft. lbs.).
(45) Install exhaust manifold heat shield. Torque
to 24 N·m (18 ft. lbs.).
(46) Install exhaust bolt retention straps across
cylinders 5 & 6.
(47) Connect turbocharger oil drain tube. Torque to
8 N·m (71 in. lbs.).
(48) Perform the turbocharger pre-lube procedure.
Refer to Group 11, Exhaust System and Turbocharger for the correct procedure.
(49) Connect the turbocharger oil supply line.
Torque to 24 N·m (18 ft. lbs.).
(50) Install air cleaner housing and duct.
(51) Connect air inlet temperature/pressure sensor.
(52) Raise vehicle on hoist.
(53) Install exhaust pipe to turbocharger elbow.
Torque bolts to 8 N·m (72 in. lbs.).
(54) Lower vehicle.
(55) Fill engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE).
(56) Start engine and check for leaks.

CYLINDER HEAD COVER(S)
REMOVAL
REMOVAL—CYLINDER HEAD COVER
(1) Disconnect both battery negative cables.
(2) Remove oil fill cap.
(3) Remove the breather cover.
(4) Disconnect the breather hose and breather
drain tube from the breather housing.
(5) Remove cylinder head cover bolts.
(6) Remove the cylinder head cover.

REMOVAL—ROCKER HOUSING
(1) Remove cylinder head cover as outlined in this
section.
(2) Disconnect rocker housing injector harness connectors.
(3) Remove injector harness nuts from injectors.
(4) Remove rocker housing bolts.
(5) Remove rocker housing and gasket.

CLEANING
Using a suitable solvent, Clean and dry gasket
mating surfaces on cylinder head and rocker housing.
Wipe gasket dry and inspect for re-use.

INSPECTION
The cylinder head cover gasket, rocker housing gasket, are reusable. However, should cracks,
nicks, or tears be present in the rubber/silicone construction, the defective components should be
replaced. Also replace gasket if it is no longer flexible. Inspect o-rings on cylinder head cover bolts.

INSTALLATION
INSTALLATION—CYLINDER HEAD COVER
(1) Inspect cylinder head cover gasket for cuts and
proper installation in groove. Replace if damaged.
(2) Position cylinder cover on top of rocker housing.
(3) Install bolts.
(4) Starting with the center bolt, torque to 24 N·m
(18 ft. lbs.).
(5) Install breather hose to breather.
(6) Install breather drain hose to breather.
(7) Install breather cover and wire harness clip.
Torque to 24 N·m (18 ft. lbs.).

INSTALLATION—ROCKER HOUSING
(1) Inspect rocker housing gasket for cuts, nicks,
or tears. Replace if damaged or if gasket has come
out of groove.
(2) Inspect rocker housing gasket for proper installation in groove. Gasket bead must be centered in
groove. A gasket bead that is tilted to the side will
cause an oil leak.
(3) Install Tool XXXX guide pins (or equivalent)
into the cylinder head at rocker housing bolt locations #1 and #5.
(4) Install the rocker hoiusing over the guide pins.
Carefully gyide the rocker housing evenly down onto
the cylinder head.
(5) With guide pins in place, install remaining
rocker housing bolts and tighten finger tight.
(6) Remove guide pins and install remaining
rocker housing bolts finger tight.
(7) Install rocker housing and bolts. Torque bolts,
working from center out, to 24 Nm (18ft. lbs.).
(8) Install injector harness nuts to injector solenoid. Torque to 1.5 Nm (13 in. lbs.).
(9) Connect rocker housing injector harness connections.

ENGINE 5.9L DIESEL

INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves are made of heat resistant steel, and
have chrome plated stems to prevent scuffing. The
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. 21).
The exhaust valve springs are made from high
strength, chrome silicon steel. The exhaust valve
springs are also exhaust brake compatible.

9 - 305

(6) Remove the retainers, springs, valve seals (if
necessary), and valves (Fig. 24). Arrange or number
all components so they can be installed in their original locations.
(7) Repeat the procedure on all cylinders to be serviced.

Fig. 22 Spring Compressor Mounting Base—Part of
Tool 8319–A
1 - COMPRESSOR MOUNTING BASE

Fig. 21 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) Install the valve spring compressor mounting
base as shown in (Fig. 22).
(4) Install the compressor top plate, washer, and
nut. Using a suitable wrench, tighten the nut (clockwise) to compress the valve springs (Fig. 23) and
remove the locks.
(5) Rotate the compressor nut counter-clockwise to
relieve tension on the springs. Remove the spring
compressor.

Fig. 23 Compressing Valve Springs with Tool
8319–A
1 - SPECIAL TOOL 8319

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.

9 - 306

ENGINE 5.9L DIESEL

INTAKE/EXHAUST VALVES & SEATS (Continued)
Measure the valve stem diameter in three places
as shown in (Fig. 26).

Fig. 26 Measure Valve Stem Diameter
VALVE STEM DIAMETER
6.96 mm (0.2740 in.) MIN
7.010 mm (0.2760 in.) MAX

Measure the cylinder head valve guide bore (Fig. 27).

Fig. 24 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. 25).

VALVE GUIDE BORE SPECIFICATIONS
VALVE GUIDE BORE SPECIFICATIONS
Valve guide bore
diameter
Min.

7.027 mm (0.2767 in.)

Max.

7.077 mm (0.2786 in.)

Min.

0.584 mm ( 0.023 in.)

Max.

1.092 mm ( 0.043 in.)

Min.

0.965 mm ( 0.028 in.)

Max.

1.473 mm (0.058 in.)

Installed valve guide
depth
Intake

Exhaust

Fig. 25 Visually Inspect Valves for Abnormal Wear

Fig. 27 Measure Valve Guide Bore

ENGINE 5.9L DIESEL

9 - 307

INTAKE/EXHAUST VALVES & SEATS (Continued)
Measure valve margin (rim thickness) (Fig. 28).

Fig. 28 Measure Valve Margin (Rim Thickness)
VALVE MARGIN (RIM THICKNESS)
0.79 mm (0.031 in.) MIN.

Measure the valve spring free length and maximum inclination (Fig. 29).

Fig. 29 Measure Valve Spring Free Length and Max.
Inclination
APPROXIMATE VALVE SPRING FREE LENGTH
47.75 mm (1.88 in.)

MAX INCLINATION
1.5 mm (.059 in.)

Test valve spring force with tool C-647 (Fig. 30).
Specification 72.0 — 80.7 lbs. when compressed to
35.33 mm (1.39 in.).

INSTALLATION
(1) Install new valve seals. The yellow seals 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. 31).
(3) Install the valve springs and retainer.
(4) Install the valve spring compressor tool 8319–A
as shown in (Fig. 22) and (Fig. 23).

Fig. 30 Testing Valve Spring with Tool C-647
1 - SPECIAL TOOL C-647

Fig. 31 Valve Identification
1 - INTAKE VALVES
2 - EXHAUST VALVES

(5) Compress the valve springs and install the
valve retaining locks (Fig. 24).
(6) Remove the compressor and repeat the procedure on the remaining cylinders.
(7) Install new o-ring and sealing washer on injector.
(8) Lubricate o-ring and injector bore.
(9) Verify sealing washer (shim) was removed with
old injector.
(10) Install injector with fuel injector connector
port facing intake manifold.
(11) Install hold-down bolt. Torque to 10 Nm (89
in. lbs.).
(12) Install fuel injector connector and connector
nut. Torque nut to 50 Nm (36.8 ft. lbs.).
(13) Install the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - INSTALLATION).

9 - 308

ENGINE 5.9L DIESEL

INTAKE/EXHAUST VALVES & SEATS (Continued)

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,
or upon completion of a repair that includes removal
and installation of the valve train components or
injectors.
(1) Disconnect battery negative cables.
(2) Remove cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(3) Using the crankshaft barring tool #7471–B,
rotate crankshaft to align damper TDC mark to
12:00 o’clock position.
(a) If both number one cylinder rocker levers are
loose, continue to next step.
(b) If both number one clylinder rocker levers
are not loose, rotate crankshaft 360 degrees.
(4) With the engine in this position, 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. 32). 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.
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.

Fig. 32 Measuring Valve Lash - Typical
1 - INTAKE
2 - FEELER GAUGE
3 - EXHAUST

(5) 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 to 24 Nm (18 ft. lbs.) and re-check the valve
lash.
(6) Using the crankshaft barring tool, rotate the
crankshaft one revolution (360°) to align the
damper TDC mark to the 12 o’clock position.
(7) With the engine in this position, 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.
(8) Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - INSTALLATION).
(9) Connect the battery negative cables.

REMOVAL - VALVE SPRINGS AND SEALS
(1) Disconnect the battery negative cables.
(2) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(3) Disconnect rocker housing injector harness connector. Remove all injector harness solenoid nuts.
(4) Remove injector(s) for cylinder(s) to be serviced.
Refer to Group 14 for injector removal.
(5) Remove the rocker housing.
(6) Remove the rocker arms and crossheads from
the cylinder(s) to be serviced. Mark each component
so they can be installed in their original position.
(7) Using the crankshaft barring tool #7471–B
(Fig. 33), rotate the engine to position the damper

ENGINE 5.9L DIESEL

9 - 309

INTAKE/EXHAUST VALVES & SEATS (Continued)
mark in the 12 o’clock position. At this engine position, cylinders #1 and #6 can be serviced.
(8) Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(9) With the damper TDC mark in the 12 o’clock
position, 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.
(10) 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 damper TDC
mark should be in the 12 o’clock position.
(d) Remove injectors, fuel lines, and high pressure connectors for every cylinder that requires
repair.

35) to compress the valve springs and remove the
collets.
(e) Rotate the compressor nut counter-clockwise
to relieve tension on springs. Remove spring compressor.
(f) Remove and replace retainers, springs, and
seals as necessary.
(g) Do not rotate the engine until the
springs and retainers are re-installed.
(h) Install seals, springs and retainers. Install
spring compressor, compress valve springs and
install the collets.
(i) Release the spring tension and remove the
compressor. Verify that the collets are seated by
tapping on the valve stem with a plastic hammer.
(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 #2 and #5 can be serviced.
(13) Repeat the valve spring compressing procedure previously performed and service the retainers,
springs, and seals as necessary.
(14) 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.
(15) Repeat the spring compressing procedure previously performed and service the retainers, springs,
and seals as necessary.

Fig. 33 Rotating Engine with Barring Tool - Typical
1 - REAR FLANGE
2 - BARRING TOOL

(11) Compress the valve springs at cyls. #1 and #6
as follows:
(a) Remove bolts and injector hold-down clamp.
(b) Using miller special tool #9010, remove injector.
(c) Install the valve spring compressor mounting
base as shown in (Fig. 34).
(d) Install the top plate, washer, and nut. Using
a suitable wrench tighten the nut (clock-wise) (Fig.

Fig. 34 Spring Compressor Mounting Base—Part of
Tool 8319–A
1 - COMPRESSOR MOUNTING BASE

INSTALLATION
(1) Install rocker housing.
(2) Install fuel injectors and high pressure fuel
lines.
(3) Lubricate the valve tips and install the crossheads in their original locations.

9 - 310

ENGINE 5.9L DIESEL

INTAKE/EXHAUST VALVES & SEATS (Continued)
der head. Mark the arms and pedestals so they can
be installed in their original position.
CAUTION: When removing the rocker arms, the
sockets (Fig. 37) may come loose and fall into the
engine. Make sure they stay with the arm upon
removal/installation.
(4) Lift the push rod(s) up and out of the engine
(Fig. 38). Mark them so they can be installed in their
original position.
NOTE: The #5 cyl. intake and 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. 35 Compressing Valve Springs with Tool
8319–A
1 - SPECIAL TOOL 8319

(4) Lubricate the crossheads and push rod sockets
and install the rocker arms and pedestals in their
original locations. Tighten bolts to 36 N·m (27 ft. lbs.)
torque.
(5) Verify valve lash adjustment (Refer to 9 ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
(6) Install cylinder head cover and reusable gasket
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
(7) Connect battery negative cables.

ROCKER ARM / ADJUSTER
ASSY
DESCRIPTION
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, 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.

REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(3) Remove the rocker arm/pedestal fasteners (Fig.
36) and remove rocker arm and pedestal from cylin-

Fig. 36 Rocker Arm and Pedestal Removal
1 - ROCKER ARM
2 - PEDESTAL

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.

ENGINE 5.9L DIESEL

9 - 311

ROCKER ARM / ADJUSTER ASSY (Continued)

Fig. 37 Rocker Arm Assembly Identification
1
2
3
4
5

- NUT
- ADJUSTING SCREW
- ROCKER SHAFT
- RETAINER
- SOCKET

Fig. 39 Measuring Rocker Arm Bore
ROCKER ARM BORE (MAX.)
22.027 mm (.867 in.)

Fig. 40 Measuring Rocker Arm Shaft
ROCKER ARM SHAFT (MIN.)
21.965 mm (.865 in.)

Fig. 38 Push Rod Removal/Installation

INSPECTION
Rocker Arms
(1) Remove rocker shaft and inspect for cracks and
excessive wear in the bore or shaft. Remove socket
and inspect ball insert and socket for signs of wear.
Replace retainer if necessary.
Measure the rocker arm bore and shaft (Fig. 39)
(Fig. 40).

Push Rods
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. 41).
Roll the push rod on a flat work surface with the
socket end hanging off the edge (Fig. 42). Replace
any push rod that appears to be bent.

Fig. 41 Inspecting Push Rod for Cracks

9 - 312

ENGINE 5.9L DIESEL

ROCKER ARM / ADJUSTER ASSY (Continued)

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. 44).

Fig. 42 Inspecting Push Rod for Flatness

Crossheads
Inspect the crossheads for cracks and/or excessive
wear on rocker lever and valve tip mating surfaces
(Fig. 43).

Fig. 44 Refacing Dimensions of the Cylinder Block
CYLINDER BLOCK REFACING DIMENSIONS
DIMENSION (A(

Fig. 43 Inspecting Crosshead for Cracks

INSTALLATION
(1) If previously removed, install the push rods in
their original location. 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 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
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
(6) Connect battery negative cables.

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.)

(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. 45).

ENGINE 5.9L DIESEL

9 - 313

ENGINE BLOCK (Continued)

Fig. 45 Stamp Block after Reface
(3) Consult the parts catalog for the proper head
gaskets which must be used with refaced blocks to
ensure proper piston-to-valve clearance.

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 and tappet holes in the top of
the block with waterproof tape.
(4) It crankshaft is installed, wrap connecting rod
journals with clean cloth. Cover cloth with waterproof tape.
(5) A correctly honed surface will have a crosshatch appearance with the lines at 15° to 25° angles
(Fig. 46). For the rough hone, use 80 grit honing
stones. To finish hone, use 280 grit honing stones.

Fig. 47 De-Glazing Drill Speed and Vertical Speed
(9) Inspect the bore after 10 strokes.
(10) Use a strong solution of hot water and laundry detergent to clean the bores. Clean the cylinder
bores immediately after de-glazing.
(11) Rinse the bores until the detergent is removed
and blow the block dry with compressed air.
(12) 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. Place a clean shop towel around the top main
bearing saddle to deflect water and residue from piston cooling nozzels. Remove directed piston cooling
nozzles if installed.
(13) Be sure to remove the tape covering the lube
holes, rod journals, and piston cooling nozzles after
the cleaning process is complete.

STANDARD PROCEDURE—CYLINDER BORE
REPAIR
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
Fig. 46 Cylinder Bore Crosshatch Pattern
(6) 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.
(7) The crosshatch angle is a function of drill
speed and how fast the hone is moved vertically (Fig.
47).
(8) Vertical strokes MUST be smooth continuous
passes along the full length of the bore (Fig. 47).

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).
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.

9 - 314

ENGINE 5.9L DIESEL

ENGINE BLOCK (Continued)
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. 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.
CYLINDER BORE DIMENSION CHART
DESCRIPTION

MEASUREMENT

BORING DIAMETER
DIMENSION

1st. REBORE - 102.469
mm (4.0342 in.)

If the block is not to be used right away, coat it
with a rust- preventing compound.

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. 49).
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.

2nd. REBORE - 102.969
mm (4.0539 in.)
HONING DIAMETER
DIMENSIONS

STANDARD - 102.020 ±
0.020 mm (4.0165 ±
0.0008 in.)
1st. REBORE - 102.520
± 0.020 mm (4.0362 ±
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. 48). For the rough
hone, use 80 grit honing stones. To finish hone, use
280 grit honing stones.

Fig. 48 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.

Fig. 49 Block Bore for Repair Sleeve Dimensions
1 - BORE DIAMETER
2 - STEP DIMENSION

REPAIR SLEEVE BLOCK REBORE
DIMENSIONS CHART
BORE DIAMETER

STEP DIMENSION

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.

ENGINE 5.9L DIESEL

9 - 315

ENGINE BLOCK (Continued)
Using a sleeve driver, drive the sleeve downward
until it contacts the step at the bottom of the bore
(Fig. 50).

Set up a boring bar and machine the sleeve to
101.956 mm (4.014 inch).
After removing the boring bar, use a honing stone
to chamfer the corner of the repair sleeve(s).

SLEEVE MACHINING DIMENSIONS CHART
ITEM

MEASUREMENT

SLEEVE PROTRUSION

MIN. - FLUSH WITH
BLOCK
MAX. - 0.050 mm
(0.0019 in.)

Fig. 50 Sleeve Installation
1 - SLEEVE DRIVER
2 - SLEEVE
3 - CONTACT

A sleeve driver can be constructed as follows (Fig.
51).

Fig. 51 Sleeve Driver Construction
1 - DRIVE
2 - HANDLE

SLEEVE DRIVER CONSTRUCTION
SPECIFICATION CHART
ITEM

MEASUREMENT

127 mm (5 in.)

38 mm (1.5 in.)

6.35 mm (0.25 in.)

25.4 mm (1 in.)

101 mm (3.976 in.)

107.343 mm (4.226 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.
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
For standard bushings, not oversized, maximum
front and rear cam bushing bore diameter is 59.248
mm. (2.3326 in.). DO NOT bore the intermediate cam
bore to the front cam bore oversize dimensions. Maximum front and rear camshaft bushing installed
diameter is 54.147 mm. (2.1318 in.). Minimum
installed diameter is 54.083 mm. (2.1293 in.). Maximum intermediate camshaft bore diameter is 54.164
mm. (2.1324 in.).
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

9 - 316

ENGINE 5.9L DIESEL

ENGINE BLOCK (Continued)
standard front bushing cannot be used to repair
intermediate bores.
Install all cam bushings flush or below the front
and rear cam bore surface. The front camshaft bushing should be installed flush with front face of block.
The rear camshaft bushing should be installed flush
with rear face of block. The oil hole must align to
allow a 3.2 mm (0.125 inch) rod to pass through
freely (Fig. 52).

Inspect the cylinder bores for damage or excessive
wear.
Measure the cylinder bores (Fig. 54). If the cylinder bores exceed the limit, (Refer to 9 - ENGINE/ENGINE BLOCK - STANDARD PROCEDURE).

Fig. 54 Cylinder Bore Diameter
Fig. 52 Oil Hole Alignment

BORE SPECIFICATIONS

1 - CAMSHAFT BUSHING

INSPECTION
Measure the combustion deck face using a straight
edge and a feeler gauge (Fig. 53). Cylinder block flatness: End-to-end 0.076 mm ( .003 in.). Maximum
variation side-to-side 0.051 mm (.002 in.).
Inspect for any localized dips or imperfections.
If the surface exceeds the limit, (Refer to 9 ENGINE/ENGINE BLOCK - STANDARD PROCEDURE).

Fig. 53 Combustion Deck Face Measurement
1 - STRAIGHT EDGE
2 - FEELER GAUGE

BORE DIAMETER
Min.

102.000 mm (4.0157 in.)

Max.

102.116 mm (4.0203 in.)

OUT OF ROUNDNESS
Max.

0.038 mm (0.0015 in.)

Max.

0.076 mm (.003 in.)

TAPER

Inspect the camshaft bores for scoring or excessive
wear.
Measure the camshaft bores (Refer to 9 - ENGINE
- SPECIFICATIONS).
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.
Measure tappet bore from bottom of block. Minimum tappet bore diameter 16.000 mm (0.0630 in.).
Maximum tappet bore 16.055 mm. (0.632 in.).
If out of limits, replace the cylinder block.

CAMSHAFT & BEARINGS (IN
BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS
NOTE: Measure the diameter of each bore. If the
camshaft bore for the first or rear 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.
(1) Remove the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).
(2) Remove the bushing from the No.1 bore and
No.7 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).
(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 front of 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) If A/C equipped, disconnect A/C condenser
refrigerant lines.
(14) Disconnect charge air cooler piping from the
cooler inlet and outlet.

ENGINE 5.9L DIESEL

9 - 317

(15) Remove the two charge air cooler mounting
bolts.
(16) Remove charge air cooler (and A/C condenser
if equipped) from vehicle.
(17) Remove accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
(18) Remove accessory drive belt tensioner.
(19) Remove the fan support/hub assembly.
(20) Remove crankshaft damper and speed indicator ring (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - REMOVAL).
(21) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the sealing surfaces. Remove dust
seal with cover.
(22) Using Special Tool 7471–B Crankshaft Barring Tool, rotate the crankshaft to align the timing
marks on the crankshaft and the camshaft gears.
(23) Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(24) Remove the rocker arms, cross heads, and
push rods (Fig. 55). Mark each component so they
can be installed in their original positions.
NOTE: The #5 cylinder intake 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.

Fig. 55 Push Rod Removal/Installation
(25) Raise the tappets as follows, using the wooden
dowel rods (Fig. 57)provided with the Miller Tool Kit
8502.
(a) Insert the slotted end of the dowel rod into
the tappet. The dowel rods for the rear two
cylinders will have to be cut for cowl panel
clearance. Press firmly to ensure that it is seated
in the tappet.

9 - 318

ENGINE 5.9L DIESEL

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(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. 57) to prevent the tappets from dropping into the crankcase.
(c) Repeat this procedure for the remaining cylinders.
(26) Verify that the camshaft timing marks are
aligned with the crankshaft mark (Fig. 56).

(30) Raise engine enough to allow camshaft
removal.
(31) Remove the camshaft, gear and thrust plate.

INSPECTION
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.
58).
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).

CAMSHAFT DIMENSIONS
CAMSHAFT DIMENSIONS
Journal diameter (No.1 and No.7)

Fig. 56 Timing Mark Alignment

Min.

54.028 mm.
(2.127 in.)

Max.

54.048 mm.
(2.128 in.)

Journal diameter (No.2 through
No.6)
Min.

53.962 mm.
(2.1245 in.)

Max.

54.013 mm.
(2.1265 in.)

Diameter of peak of lobe
Intake
Min.

47.175 mm
(1.857 in.)

Max

47.855 mm.

Exhaust

Fig. 57 Use Wooden Dowel Rods to Secure Tappets
in Place - Typical
(27) Remove the bolts from the thrust plate.
(28) Remove engine mount through bolts.
(29) Install engine support fixture special tool #
8534, and steel bracket/wing nut special tool #
8534A.

Min.

45.632 mm.
(1.797 in.)

Max.

46.312 mm.
(1.823 in.)

ENGINE 5.9L DIESEL

9 - 319

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)

Fig. 60 Inspecting Oil Hole Alignment
1 - CAMSHAFT BUSHING

Camshaft Gear
Inspect the camshaft gear for cracks (gear and
hub) (Fig. 61), and chipped/broken/fretted teeth (Fig.
62). If replacement is necessary, camshaft and gear
are replaced as an assembly. (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).

Fig. 58 Measuring
1 - VALVE LOBE
2 - CAMSHAFT JOURNAL

Camshaft Bushing/Bores
Camshaft bores No. 2–6 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.
59) with a telescoping bore gauge and micrometer. If
out of specification, (Refer to 9 - ENGINE/ENGINE
BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) REMOVAL).
(3) Inspect the camshaft bushing oil holes for
alignment with cylinder block (Fig. 60).

Fig. 61 Inspect Camshaft Gear Hub for Cracks Typical

Fig. 59 Measuring Camshaft Bushing and Bores
Fig. 62 Inspect Camshaft Gear for Cracks and
Fretting - Typical

9 - 320

ENGINE 5.9L DIESEL

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)

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:

(3) Install the camshaft and thrust plate. Align the
timing marks as shown (Fig. 64).

CAMSHAFT THRUST PLATE THICKNESS CHART
MIN. 9.34 mm (0.368 in.)
MAX. 9.60 mm (0.378 in.)

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 front 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. 63).
(3) Install the rear camshaft bushing is flush with
the rear face of the block. The oil hole must be
aligned. A 3.2 mm (0.128 inch) diameter rod must be
able to pass through the hole.
(4) Measure the installed bushings at the front
and rear bores. The minimum inside diameter is
54.083 mm (2.1293 inch), and the maximum inside
diameter is is 54.147 mm. (2.1318 in.).

Fig. 63 Oil Hole Alignment
1 - CAMSHAFT BUSHING

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, DO NOT
push it in farther than it will go with the thrust
washer in place.

Fig. 64 Timing Mark Alignment
(4) Install the thrust plate bolts and tighten to 24
N·m (18 ft. lbs.) torque.
(5) Measure camshaft back lash and end clearance.
BACKLASH — 0.075—0.250 mm
(0.003—0.013 inch)
CLEARANCE — 0.025—0.500 mm
(0.001—0.020 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. 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. 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).
(11) Install the cylinder head cover and reusable
gasket (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). Install front crankshaft dust seal.
(13) Install the crankshaft damper with the speed
indicator ring (Refer to 9 - ENGINE/ENGINE
BLOCK/VIBRATION DAMPER - INSTALLATION).

ENGINE 5.9L DIESEL

9 - 321

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(14) Install the fan support/hub assembly and
tighten bolts to 33 N·m (24 ft. lbs.) torque.
(15) Install the power steering pump.
(16) Install accessory drive belt tensioner. Torque
bolt to 43 Nm (43 ft. lbs.).
(17) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(18) 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.
(19) Connect charge air cooler inlet and outlet
pipes. Tighten clamps to 11 N·m (95 in. lbs.) torque.
(20) Install the radiator upper support panel.
(21) Close radiator petcock and lower the radiator
into the engine compartment. Tighten the mounting
bolts to 11 N·m (95 in. lbs.) torque.
(22) Raise vehicle on hoist.
(23) Connect radiator lower hose and install clamp.
(24) Connect transmission auxiliary oil cooler lines
(if equipped).
(25) Lower vehicle.
(26) Install the fan shroud and tighten the mounting screws to 6 N·m (50 in. lbs.) torque.
(27) Install the electronically controlled viscous
fan/drive assembly. Connect harness connector.(Refer
to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(28) Install the coolant recovery and windshield
washer fluid reservoirs to the fan shroud.
(29) Connect the coolant recovery hose to the radiator filler neck.
(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.

Record the smallest and largest diameter.
Measure the diameter of the rod journal at the
location shown (Fig. 65). Calculate the average diameter for each side of the journal.
Determine minimum bearing clearance by calculating
the differance between the smallest connecting rod bore
diameter with the bearing installed and the average
diameter for each side of the crankshaft journal.
Determine the maximum bearing clearance by calculating the difference between the largest connecting rod
bore diameter and the average diameter with the bearing installed for each side of the crankshaft journal.

CONNECTING ROD BEARINGS

Fig. 65 Connecting Rod Journal Diameter Limits

STANDARD PROCEDURE - CONNECTING ROD
BEARING AND CRANKSHAFT JOURNAL
CLEARANCE
(1) Measure the connecting rod bore with bearings
removed and the bolts tightened to 100 N·m (73 ft.
lbs.) torque..
(2) Measure the connecting rod bore with the bearings installed and the bolts tightened to 100 N·m
(73 ft. lbs.) torque.
Measure within 20° arc from each side of the parting line. Also measure 90° from parting line.

DESCRIPTION

MEASUREMENT

CONNECTING ROD
BORE, BEARINGS
REMOVED

MIN. 72.99 mm (2.874
in.)
MAX. 73.01 mm (2.875
in.)

CONNECTING ROD
BORE, BEARINGS
INSTALLED

MIN. 69.05 mm (2.719
in.)
MAX. 69.10 mm (2.720
in.)

CONNECTING ROD JOURNAL DIAMETER
LIMITS CHART
DESCRIPTION
CRANKSHAFT ROD JOURNAL
DIAMETER
BEARING CLEARANCE

MEASUREMENT
Min. 68.96 mm (2.715 in.)
Max. 69.01 mm (2.717 in.)
Min. 0.04 mm (.002 in.)
Max. 0.12 mm (0.005 in.)

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.

9 - 322

ENGINE 5.9L DIESEL

CRANKSHAFT AND GEAR

truding 1.0 mm (0.039 inch) to 1.5 mm (0.059 inch)
above the crankshaft (Fig. 67).

DESCRIPTION
The crankshaft (Fig. 66) 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. 67 Installing Alignment Pin
1 - ALIGNMENT PIN

WARNING: WEAR PROTECTIVE GLOVES TO PREVENT INJURY.
CAUTION: DO NOT heat the gear longer than 45
minutes.
(3) Heat the crankshaft gear for 45 minutes at a
temperature of 149°C (300°F). Do not use torch,
gear failure will occur.
(4) Apply a thin coat of lubricant to the nose of the
crankshaft.
(5) Position the gear with the timing mark out and
install it on the crankshaft using the alignment pin.
Make sure the gear contacts the shoulder.

Fig. 66 Crankshaft

REMOVAL—GEAR
(1) Remove the gear housing cover. (Refer to 9 ENGINE/VALVE TIMING/GEAR HOUSING COVER
- REMOVAL)
(2) Remove the crank gear using a heavy duty
puller.
(3) Split the gear and remove it from the crankshaft.

INSTALLATION - GEAR
(1) Remove all burrs and make sure the gear surface on the end of the crankshaft is smooth.
(2) If removed, install a new alignment pin. Drive
the pin in using a ball- peen hammer, leaving it pro-

CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE - MAIN BEARING
CLEARANCE
Inspect the main bearing bores for damage or
abnormal wear.
(1) Remove bearings and measure main bearing
bore diameter after torquing main bearing cap bolts
to 176 Nm (130 ft. lbs.).
(2) 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. 68).

ENGINE 5.9L DIESEL

9 - 323

CRANKSHAFT MAIN BEARINGS (Continued)
(3) Measure the diameter of the main journal at
the locations shown (Fig. 69). Calculate the average
diameter for each side of the journal.

CRANKSHAFT MAIN JOURNAL DIAMETER
CHART
ITEM

SPECIFICATION

Minimum diameter

82.962 mm (3.2662 in.)

Maximum diameter

83.013 mm (3.2682 in.)

Maximum out of
roundness

0.050 mm (.002 in.)

Maximum taper

0.013 mm (.0005 in.)

Thrust distance (at No.6
position)

Min. 0.065 mm (.003 in.)
Max. 0.432 mm (.017 in.)

Fig. 68 Crankshaft Main Bearing Bore Diameter
1 - MAIN BEARING CAPS

MAIN BEARING BORE DIAMETER CHART
ITEM

MAIN BEARING BORE
DIAMETER (MAXIMUM)

BEARINGS INSTALLED

83.106 mm (3.2719 in.)

BEARINGS REMOVED

Min 87.983 mm (3.4639
in.)
Max. 88.019 mm (3.4653
in.)

Fig. 69 Crankshaft Main Journal Diameter

(4) Calculate the main bearing journal to bearing
clearance. Maximum clearance is 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.
(5) Measure thrust distance at the No.6 position.

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. (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.
(13) Raise the vehicle on hoist.
(14) Remove the crankshaft damper and speed
indicator ring.
(15) Remove hydraulic pump.
(16) Remove accessory drive belt tensioner.

9 - 324

ENGINE 5.9L DIESEL

CRANKSHAFT OIL SEAL - FRONT (Continued)
(17) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the gasket surfaces. Remove crank
seal dust shield with cover.
(18) Support the cover on a flat work surface with
wooden blocks (Fig. 70), and using a suitable punch
and hammer, drive the old seal out of the cover from
the back side of the cover to the front side (Fig. 70).

(5) Install the plastic seal pilot (provided with seal
kit) into the crankshaft seal.

Fig. 71 Installing Seal Into Cover With Tool 8281
1 - SEAL INSTALLER 8281
2 - DRIVER HANDLE C4171
3 - SEAL

Fig. 70 Removing Seal from Cover
1 - PUNCH

INSTALLATION
(1) Clean cover and housing gasket mating surfaces. Use a suitable scraper and be careful not to
damage the gear housing surface. 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.
(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. 71). Strike the driver handle until
the installation tool bottoms out on the inside of the
cover.
CAUTION: Do not distort or damage seal.

Fig. 72 Installing Front Cover with Seal Pilot
1 - SEAL PILOT

(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.
72).
(8) Install the cover bolts and tighten to 24 N·m
(18 ft. lbs.) torque. Remove pilot tool.
(9) Install dust shield over nose of crankshaft.
(10) Install the crankshaft damper and speed indicator ring. Torque the bolts to 40 N·m (30 ft. lbs.).
Then rotate an additional 60°. Use the engine bar-

ENGINE 5.9L DIESEL

9 - 325

CRANKSHAFT OIL SEAL - FRONT (Continued)
ring tool to keep the engine from rotating during
tightening operation.
(11) Install the fan support/hub assembly and
torque bolts to 32 N·m (24 ft. lbs.).
(12) Install hydraulic pump.
(13) Install accessory drive belt tensioner. Torque
bolt to 43 Nm (32 ft.lbs.).
(14) Install cooling fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(15) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(16) Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).
(17) Connect battery negative cables.
(18) Start engine and check for oil leaks.

CRANKSHAFT OIL SEAL REAR
REMOVAL
(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.
(6) Install #10 sheet metal screws in the drilled
holes and remove the rear seal with a slide hammer
(Fig. 73).

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 and new seal, provided in
the replacement kit, onto the crankshaft.
(4) Remove the seal pilot.
(5) Install the installation tool over crankshaft.
(6) 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. 74).

Fig. 74 Seal Installation Using Alignment Tool and
Hammer
1
2
3
4

Fig. 73 Crankshaft Rear Seal Removal
1
2
3
4

NO. 10 SCREW
REAR SEAL
CRANKSHAFT
SLIDE HAMMER

SEAL PILOT TOOL
INSTALLATION TOOL
SEAL
RETAINER

(7) Install the flywheel or converter drive plate.
Tighten the bolts to 137 N·m (101 ft. lbs.) torque.
(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.

9 - 326

ENGINE 5.9L DIESEL

CRANKSHAFT OIL SEAL - REAR (Continued)
(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 50 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) Remove four (4) oil pan rear bolts. Slide a
feeler guage between the seal retainer and oil pan
gasket to break the seal.
(9) Remove the six (6) retainer-to-block bolts (Fig.
75).
(10) Remove the rear seal retainer and gasket
(Fig. 75).
(11) Support the seal retainer and drive out the
crankshaft seal with a hammer and suitable punch.

(2) Inspect oil pan gasket for nickes or cuts. If gasket is damaged, the oil pan must be removed and
gasket must be replaced. Wipe oil pan gasket dry and
apply light coating of RTV.
(3) 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. 76), using a new gasket. Tighten the six
(6) mounting bolts by hand.

Fig. 76 Aligning Seal Retainer with Alignment/
Installation Tool
1 - ALIGNMENT / INSTALLATION TOOL
2 - SEAL RETAINER

(4) The seal alignment tool is used to align rear
cover properly. Starting with the center two bolts,
tighten the retainer in a circular pattern to 10 N·m
(89 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
installed. Use a soap and water solution on outside
diameter of seal to ease assembly.

Fig. 75 Crankshaft Rear Seal Retainer and Gasket
1 - RETAINER
2 - GASKET
3 - BOLT

INSTALLATION
(1) If using the old seal retainer, the crankshaft
seal must be replaced.

(5) 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. 77). Alternately drive the seal at the 12, 3, 6
and 9 o’clock positions.
(6) Remove the alignment tool and trim the
retainer gasket even with the oil pan mounting surface (Fig. 78).
(7) Remove the seal pilot.
(8) Apply a small amount of Mopart Silicone Rubber Adhesive Sealant to the oil pan rail T-joints.
(9) Install the four (4) oil pan rear mounting bolts
and torque to 28 N·m (21 ft. lbs.).
(10) Install new rectangular ring seal for cam bore.

ENGINE 5.9L DIESEL

9 - 327

CRANKSHAFT REAR OIL SEAL RETAINER (Continued)

SOLID LIFTERS/TAPPETS
REMOVAL
NOTE: This procedure requires use of Miller Tool
8502 Tappet Replacement Kit.

Fig. 77 Installing Seal Using Alignment Tool and
Hammer
1
2
3
4

(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. 79). 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. 80).

SEAL PILOT TOOL
INSTALLATION TOOL
SEAL
RETAINER

Fig. 79 Inserting the Trough - Typical
Fig. 78 Trimming Excess Gasket Material

1 - TROUGH

1 - GASKET

(11) Install the flywheel housing and bolts. Torque
bolts to 77 N·m (57 ft. lbs.).
(12) Install the flywheel or converter drive plate.
Tighten bolts to 137 N·m (101 ft. lbs.).
(13) Install the starter motor and torque to 43 N·m
(21 ft. lbs.)(Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
(14) Install the transmission and transfer case (if
equipped).
(15) Lower vehicle.
(16) Fill the crankcase with new engine oil.
(17) Connect the battery negative cables.
(18) Start engine and check for oil leaks.

Fig. 80 Secure Dowel/Tappet to Adjacent Cylinder typical

9 - 328

ENGINE 5.9L DIESEL

SOLID LIFTERS/TAPPETS (Continued)
(4) Raise dowel rod (disengage from tappet) and
allow tappet to fall into trough (Fig. 81).
(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.

INSTALLATION
(1) Insert the trough the full length of the camshaft bore. 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. 83) and into the trough.
(3) Retrieve the tappet installation tool using the
hooked rod provided with the tool kit (Fig. 84).

Fig. 81 Lift Dowel Rod to Disengage from Tappet typical

CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or compressed air.

Fig. 83 Insert Installation Tool through Push Rod
Hole - Typical

INSPECTION
(1) Visually inspect the tappet the tappet socket,
stem, and face for excessive wear, cracks, or obvious
damage (Fig. 82).
(2) Measure the tappet stem diameter. Replace the
tappet if it falls below the minimum size (Fig. 82).

Fig. 84 Retrieve Tappet Installation Tool through
Cam Bore - Typical

Fig. 82 Tappet Inspection
TAPPET STEM DIAMETER
15.936 mm (0.627 in.) MIN.
15.977 mm (0.629 in.) MAX.

ENGINE 5.9L DIESEL

9 - 329

SOLID LIFTERS/TAPPETS (Continued)
(4) Lubricate the tappet with clean engine oil or
suitable equivalent and install the tappet to the
installation tool (Fig. 85).
(5) Pull the tappet up and into position (Fig. 85). 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.
(6) With the tappet in place, rotate the trough one
half turn so the open side is down (toward crankshaft) (Fig. 86).
(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
PISTONS
The piston (Fig. 87) is constructed of aluminum
and is gravity cast, free floating design. The piston
incorporates a centrally located high swirl combustion bowl, and utilizes a “keystone” style top compression ring (Fig. 88), and a “Tapered Face”
intermediate ring (Fig. 88), for superior cylinder wall
scraping. Piston cooling nozzles cool the piston and
pin with engine oil supplied by the crankshaft main
journals. High horsepower pistons are gallery cooled
and utilize J-jet piston cooling nozzles.

Fig. 85 Insert Tool and Pull Tappet Into Place Typical
Fig. 87 Piston - Typical

Fig. 88 Piston Ring Identification

Fig. 86 Rotate Trough One Half Turn (180°) - Typical

9 - 330

ENGINE 5.9L DIESEL

PISTON & CONNECTING ROD (Continued)

CONNECTING RODS
The connecting rods are a split angle design (Fig.
89). They have a pressed-in-place wrist pin bushing
that is lubricated by piston cooling nozzle oil spray.
There are two different types of connecting rods:
machined and fractured split. The main different
between the two styles is the surface finish on the
connecting rod split face.
Machined connecting rods can be identified by a
machined surface at the connecting rod and cap split
face. Machined connecting rods have numbers
stamped on the rod cap and connecting rod near the
parting line. The number stamped on the connecting
rod must match the number stamped on the rod cap
and be installed on the camshaft or intake side of the
engine.
Fractured split connecting rods are first manufactured as a single piece and then fractured into two
pieces. Fractured split connecting rods can be identified by a rough and irregular surface at the connecting rod split face. To properly assemble the rod cap to
the connecting rod, the bearing tangs on the connecting rod and cap must be located on the same side of
the rod. The long end of the connecting rod must be
assembled on the intake or camshaft side of the
engine.
Measuring methods and specifications are common
between fractured split and machined connecting
rods.
Both fractures split and machined connecting rods
and caps are machined as an assembly and are not
interchangeable. If a connecting rod or cap is damaged, the entire assembly must be replaced.
Machined and fractured split connecting rods cannot
be used in the same engine.

STANDARD PROCEDURE - HEAD GASKET
SELECTION
(1) Measure piston protrusion for all six pistons.
(2) Calculate the average piston protrusion. Maximum allowable protrusion is 0.516 mm (0.020 inch).
NOTE: There are two different head gaskets available. One gasket is for Average piston protrusion
less than 0.30 mm (0.011 inch). The other gasket is
for Average piston protrusion greater than 0.30 mm
(0.011 inch)

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) Remove bolts and the block stiffener.

Fig. 89 Connecting Rod
(5) Using Miller Tool 7471-B crankshaft barring
tool, rotate the crankshaft so all of the pistons are
below TDC.
(6) 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.
(7) Remove the J-jet cooling nozzels, if equipped.
NOTE: If cylinders have ridges, the cylinders are
oversize and will more than likely need boring.
(8) Using a hammer and steel stamp, stamp the
cylinder number in the top of each piston. The front
of the piston is identified by a stamping on the top of
the piston. DO NOT stamp in the outside 5 mm (.197
in.) of the piston diameter. DO NOT stamp over the
piston pin.
(9) Mark the connecting rod and cap with the corresponding cylinder numbers.
(10) Remove the connecting rod bolts and rod caps.
Use care so the cylinder bores and connecting rods
are not damaged.

ENGINE 5.9L DIESEL

9 - 331

PISTON & CONNECTING ROD (Continued)
(11) Use a hammer handle or similar object to
push the piston and connecting rod through the cylinder bore.
(12) Store the piston/rod assemblies in a rack.

CLEANING—PISTON AND CONNECTING ROD
CAUTION: DO NOT use bead blast to clean the pistons. DO NOT clean the pistons and rods in an acid
tank.

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. 91). Minimum clearance is 0.045 mm (0.0018 inch), maximum
clearance is 0.095 mm (.0037 inch). If the clearance
of the intermediate ring exceeds specifications,
replace the piston.
Use a new oil ring to measure the clearance in the
oil groove (Fig. 91). Minimum clearance is 0.040 mm
(0.0016 inch), maximum clearance is 0.085 mm
(.0033 inch). If the clearance exceeds specifications,
replace the piston.

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 solvent. Rinse in hot water and blow dry with compressed air.

CONNECTING ROD
Clean the connecting rods in a suitable solvent,
rinse in hot water and blow dry with compressed air.

INSPECTION
Fig. 91 Intermediate and Oil Ring Clearances

INSPECTION—PISTONS
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. 90). If
the piston is out of limits, replace the piston.

1 - FEELER GAUGE
2 - RING
3 - PISTON

Measure the pin bore (Fig. 92). The maximum
diameter is 40.012 mm (1.5753 inch), Minimum is
40.006 mm (1.575 inch). If the bore is over limits,
replace the piston.

Fig. 90 Piston Skirt Diameter
PISTON SKIRT DIAMETER (MIN.)
101.887 mm (4.011 in. )

Fig. 92 Piston Pin Bore
1 - PISTON
2 - PIN BORE

9 - 332

ENGINE 5.9L DIESEL

PISTON & CONNECTING ROD (Continued)
Inspect the piston pin for nicks, gouges and excessive wear. Measure the pin diameter (Fig. 93). The
minimum diameter is 39.990 mm (1.5744 inch), maximum 40.003 mm (1.5749 inch). If the diameter is out
of limits, replace the pin.

(3) Compress the rings using a piston ring compressor tool (Fig. 95). 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. 95 Piston Ring Compressor Tool
1 - PISTON RING COMPRESSOR TOOL

Fig. 93 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. 96).

INSPECTION—CONNECTING ROD
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.
Measure the connecting rod pin bore (Fig. 94). The
maximum diameter is 40.042 mm (1.5765 inch), minimum diameter is 40.019 mm (1.5756 inch). If out of
limits, replace the connecting rod.

Fig. 96 Piston/Rod Assembly at BDC

Fig. 94 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.

(5) Make sure the front of the piston is oriented
properly according to the marking on the top of 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 front of the piston oriented
properly according to the stamping in the top of the
piston. In this position the numbers on the connecting rod should be facing the intake or camshaft side
of the engine, and the rod bolt hex heads toward the
oil cooler. Use care when you install the piston and
connecting rod so the cylinder bore is not damaged. If
a fractured split connecting rod is being installed, the
long side of the connecting rod must be installed on
the intake side of the engine.
(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.

ENGINE 5.9L DIESEL

9 - 333

PISTON & CONNECTING ROD (Continued)
(8) Use clean engine oil to lubricate the threads
and under the heads of the connecting rod bolts.
(9) For machined connecting rods, the number
stamped on the rod cap at the parting line must
match and be installed towards the intake or camshaft side of the engine (Fig. 97). For fractured/
split type connecting rods, the long end of the rod
must be installed towards the intake side of the
engine.
(a) The connecting rod split/face must face
toward the same side as the piston notch feature
on the skirt. The split face will face toward the oil
cooler side of the engine if properly installed.

Fig. 98 Side Clearance between Connecting
Rod/Crankshaft
1 - FEELER GAUGE
·Minimum 0.33 mm (.013 inch)
·MAX. 0.10mm (.004 inch)

(16) Install the cylinder head onto the engine
(Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
(17) Install a new filter and fill the crankcase with
new engine oil.
(18) Connect the battery negative cables and start
engine.

Fig. 97 Correct Rod Cap Installation
(10) Install the rod cap and bolts to the connecting
rod. Tighten the connecting rod bolts evenly in 3
steps.
• Tighten the bolts to 30 N·m (22 ft. lbs.) torque.
• Tighten the bolts to 60 N·m (44 ft. lbs.) torque.
• Rotate 60° clockwise.
(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. 98). DO NOT
measure the clearance between the cap and crankshaft.
(13) Install J-jet piston cooling nozzles if equipped.
(14) Install block stiffener. Torque to 43 N·m (32 ft.
lbs.).
(15) Install the suction tube and oil pan (Refer to 9
- ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

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. 99).

Fig. 99 Piston Ring Identification

9 - 334

ENGINE 5.9L DIESEL

PISTON RINGS (Continued)
(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. 100).

Fig. 101 Oil Control Ring/Expander Location in
Groove
Fig. 100 Position of Ring in Cylinder Bore

1 - OIL CONTROL RING
2 - EXPANDER
3 - PISTON

1 - PISTON
2 - CYLINDER BORE
3 - DEPTH

(3) Use a feeler gauge to measure the piston ring
gap.
PISTON RING GAP CHART
TOP RING

0.26 - 0.36 mm

(0.010 - 0.014
in.)

INTERMEDIATE
RING

0.85-1.15 mm

(0.033 - 0.045
in.)

OIL CONTROL
RING

0.25-0.55 mm

(0.010 - 0.022
in.)

Fig. 102 Piston Ring Installation Tool
1 - PISTON RING INSTALLATION TOOL

(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. 101).
(7) Install the intermediate piston ring in the second groove.
(8) Install the top piston ring in the top groove
(Fig. 102).
(9) Position the rings as shown in (Fig. 103).

Fig. 103 Piston Ring Orientation
1 - TOP RING
2 - INTERMEDIATE RING
3 - OIL CONTROL RING

ENGINE 5.9L DIESEL

VIBRATION DAMPER

9 - 335

INSTALLATION
(1) Install speed indicator ring.

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 and speed indicator 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. 104). If the lines are more
than 1.59 mm (1/16 in.) out of alignment, replace the
damper.
(3) Inspect the rubber member for deterioration or
missing segments (Fig. 105).

NOTE: The speed indicator ring is located over a
dowel pin.
(2) Install the crankshaft damper and bolts.
Tighten bolts to 40 N·m (30 ft. lbs.) torque, plus an
additional 60°.
NOTE: The damper must be installed so the hole is
located over the dowel pin.
(3) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).

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) Install engine support fixture tool# 8534 and
steel bracket tool # 8534A
(5) Loosen the thru-bolt and nut.
(6) Lift the engine SLIGHTLY and remove the
insulator to block bolts (Fig. 107) (Fig. 106).
(7) Remove the insulator from the vehicle.

INSTALLATION
Fig. 104 Inspect Index Lines for Alignment
1 - INDEX LINES
2 - HUB
3 - INERTIA MEMBER

Fig. 105 Inspect Damper Rubber Member

(1) With engine raised SLIGHTLY, position the
insualtor to the mount (Fig. 108) (Fig. 109). Install
the bolts and torque to specification.
(2)
(3) Lower the engine using tool # 8534, while guiding the mount and thru-bolt into the frame mounted
support cushion brackets.
(4) Install the thru-bolt nut and tighten the nut to
88 N·m (65 ft. lbs.) torque.
(5) Remove the engine support fixture tool #8534.
(6) Lower the vehicle.
(7) Install the viscous fan/drive assembly (Refer to
7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
(8) Connect the battery negative cables.

9 - 336

ENGINE 5.9L DIESEL

FRONT MOUNT (Continued)

Fig. 106 RH Insulator
1 - Mount
2 - Insulator
3 - Bolt

Fig. 108 LH Insulator
1 - Bolt
2 - Insulator
3 - Mount

Fig. 107 LH Insulator
1 - Bolt
2 - Insulator
3 - Mount

Fig. 109 RH Insulator
1 - Mount
2 - Insulator
3 - Bolt

ENGINE 5.9L DIESEL

REAR MOUNT

LUBRICATION

REMOVAL

DESCRIPTION

(1) Raise the vehicle on a hoist.
(2) Position a transmission jack in place.
(3) Remove support cushion stud nuts (Fig. 110).
(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.

INSTALLATION
(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. 110).
(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.

9 - 337

NOTE: Refer to (Fig. 111) and (Fig. 112) for circuit
illustrations.
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
517 kPa (75 PSI), the valve opens exposing the dump
port, which routes excess oil back to the oil pump.
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

Fig. 110 Engine Rear Support Cushion Assembly

9 - 338

ENGINE 5.9L DIESEL

LUBRICATION (Continued)
the owners manual. The by-pass valve is calibrated
to open when it sees a pressure drop of more than
345 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
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 saddle jet piston cooling nozzles are also supplied by the main bearing upper shell. J-jet piston
cooling nozzles are supplied by a separate oil rifle.
Plugs are used in place of saddle jets when J-jets are
used. J-jet hole locations are plugged when saddle jet
cooling nozzles are used. 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. 111) and
(Fig. 112).

DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE
(1) Remove the 1/8 npt plug from the top of the oil
filter housing.
(2) Install Oil Pressure Line and Gauge Tool
C-3292 with a suitable adapter.
(3) Start engine and warm to operating temperature.
(4) 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

68.9 kPa (10 psi)

At 2500 rpm

206.9 kPa (30 psi)

If minimum engine oil pressure is below these
ranges, (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).
(5) Remove oil pressure gauge and install the 1/8
npt plug.

ENGINE 5.9L DIESEL

DR
LUBRICATION (Continued)

Fig. 111 Lubrication System Circulation
1
2
3
4
5
6

TO FILTER
FROM FILTER
TO MAIN OIL RIFLE
CLOSED
OPEN
TO COOLER

7 - FROM PUMP
8 - CLOSED
9 - OPEN
10 - OIL DRAINS BACK TO THE PUMP
11 - OIL DRAIN
12 - OIL SUPPLY

9 - 339

9 - 340

ENGINE 5.9L DIESEL

LUBRICATION (Continued)

Fig. 112 Lubrication System Circulation—Cont’d

ENGINE 5.9L DIESEL

9 - 341

OIL (Continued)
1
2
3
4
5
6
7

ROCKER ARM
ROCKER SHAFT
PEDESTAL
FROM MAIN OIL RIFLE
TO VALVE TRAIN
MAIN OIL RIFLE
FROM MAIN OIL RIFLE

8 - TO CAMSHAFT
9 - TO PISTON COOLING NOZZLE
10 - FROM OIL COOLER
11 - CRANKSHAFT MAIN JOURNAL
12 - ROD JOURNAL
13 - TO ROD BEARING
14 - MAIN OIL RIFLE

OIL

STANDARD PROCEDURE - ENGINE OIL
SERVICE

STANDARD PROCEDURE

WARNING:
INJURY.

STANDARD PROCEDURE - ENGINE OIL LEVEL

HOT

OIL CAN

CAUSE

PERSONAL

CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.

NOTE: Change engine oil and filter at intervals
specified in the owner’s manual.

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. 113).
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) 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.
(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.

Fig. 113 Oil Level Indicator (Dipstick)
1 - ADD OIL MARK
2 - O-RING
3 - SAFE RANGE

(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) 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

USED ENGINE OIL DISPOSAL
Care should be exercised when disposing of used
engine oil after it has been drained from a vehicle’s
engine.

9 - 342

ENGINE 5.9L DIESEL

OIL COOLER & LINES
CLEANING
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.

(10) Install the oil pan drain plug if sealing surface is not damaged and tighten to 50 N·m (57 ft.
lbs.) torque.
(11) Remove oil pan bolts, break the pan to block
seal, and lower pan slightly and remove oil suction
tube fasteners.
(12) Remove oil pan and suction tube.

CLEANING

OIL FILTER

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.

REMOVAL

INSPECTION

(1) Clean the area around the oil filter head.
Remove the filter from below using a cap-style 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.

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.

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 1⁄2 turn.

OIL PAN
REMOVAL
(1) Disconnect the battery negative cables.
(2) Install engine support fixture # 8534.
(3) Raise vehicle on hoist.
(4) Disconnect starter cables from starter motor.
(5) Remove starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
and transmission adapter plate assembly.
(6) Remove transmission and transfer case (if
equipped).
(7) Remove flywheel or flexplate.
(8) Remove the transmission adapter plate.
WARNING:
INJURY.

HOT

OIL CAN

CAUSE

PERSONAL

(9) Drain the engine oil (Refer to 9 - ENGINE/LUBRICATION/OIL - STANDARD PROCEDURE).

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) Place suction tube in oil pan and guide them
into place. Using a new tube to block 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 43 N·m (32 ft. lbs.) torque.
(3) Starting in the center and working outward,
tighten the oil pan bolts to 28 N·m (21 ft. lbs.)
torque.
(4) Install the flywheel housing assembly with the
starter motor attached and tighten bolts to 77 N·m
(57 ft. lbs.) torque.
(5) Connect starter motor cables.
(6) Install the flywheel or flexplate. Torque to 137
N·m (101 ft. lbs.).
(7) Install transmission and transfer case (if
equipped).
(8) Lower vehicle.
(9) Remove the engine support fixture # 8534.
(10) Install battery negative cables.
(11) Fill the crankcase with new engine oil.
(12) Start engine and check for leaks. Stop engine,
check oil level, and adjust, if necessary.

ENGINE 5.9L DIESEL

9 - 343

OIL PRESSURE RELIEF VALVE
REMOVAL
(1) Disconnect the battery negative cables.
(2) Remove the threaded plug, spring and plunger
(Fig. 114). 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. 115 Oil Pressure Regulator Spring Check

OIL PRESSURE SENSOR/
SWITCH
REMOVAL
(1) Disconnect the battery negative cables.
(2) Disconnect the oil pressure switch connector.
(3) Using a suitable socket, remove the oil pressure switch from the block (counter-clockwise).

Fig. 114 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. 115). Replace the spring if out of limits shown
in the figure.

INSTALLATION
(1) Install the plunger, spring, and plug as shown
in (Fig. 114). 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.

INSTALLATION
(1) If the switch is not being replaced, replace and
lubricate the o-ring.
(2) Install the oil pressure switch and tighten to
18 N·m (159 in. lbs.) torque.
(3) Connect oil pressure switch connector.
(4) Connect the battery negative cables.
(5) Start engine and check for oil leaks at the
switch.

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 (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL) and speed indicator ring.
(6) Remove hydraulic pump.
(7) Remove accessory drive belt tensioner.
(8) Remove the gear housing cover (Refer to 9 ENGINE/VALVE TIMING/GEAR HOUSING COVER
- REMOVAL).

9 - 344

ENGINE 5.9L DIESEL

OIL PUMP (Continued)
(9) Remove the four mounting bolts and pull the
oil pump from the bore in the cylinder block (Fig.
116).

Fig. 117 Gerotor Planetary and Gerotor
1 - OIL PUMP BACK PLATE
2 - GEROTOR
3 - GEROTOR PLANETARY

Fig. 116 Oil Pump Removal/Installation
1 - OIL PUMP
2 - BOLT (4)

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.

INSPECTION
Disassemble and inspect the oil pump as follows:
(1) Visually inspect the lube pump gears for chips,
cracks or excessive wear.
(2) Remove the back plate (Fig. 117).
(3) Mark TOP on the gerotor planetary using a felt
tip pen (Fig. 117).
(4) Remove the gerotor planetary (Fig. 117).
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.
(6) Measure the tip clearance (Fig. 118). 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. 119). Maximum
clearance is 0.127 mm (0.005 inch). If the oil pump is
out of limits, replace the pump.
(8) Measure the clearance of the gerotor planetary
to the body bore (Fig. 120). 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. 121). The
limits of a used pump is 0.15- 0.25 mm (0.006-0.010

Fig. 118 Measuring Tip Clearance
1 - FEELER GAUGE

Fig. 119 Measuring Gerotor to Port Plate Clearance
1 - PORT PLATE
2 - GEROTOR

inch). If the backlash is out of limits, replace the oil
pump.
(10) Install the back plate.

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.

ENGINE 5.9L DIESEL

9 - 345

OIL PUMP (Continued)
(3) 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.
(4) Measure the idler gear to pump drive gear
backlash and the idler gear to crankshaft gear backlash (Fig. 123). The backlash should be 0.15- 0.25
mm (0.006-0.010 inch). If the backlash is out of limits, replace the oil pump.
(5) If the adjoining gear moves when you measure
the backlash, the reading will be incorrect.

Fig. 120 Measuring Gerotor Planetary to Body Bore
Clearance
1 - BODY BORE
2 - GEROTOR PLANETARY

Fig. 123 Idler Gear to Pump Drive Gear and
Crankshaft Gear Backlash

Fig. 121 Measure Gear Backlash
1
2
3
4

OIL PUMP DRIVE GEAR
IDLER GEAR
BACKLASH
BACKLASH

(2) Install the pump (Fig. 116). Verify the idler
gear pin is installed in the locating bore in the cylinder block. Tighten the oil pump mounting bolts in
two steps, in the sequence shown in (Fig. 122).
• Step 1—Tighten to 8 N·m (71 in. lbs.) torque.
• Step 2—Tighten to 24 N·m (18 ft. lbs.) torque.

(6) Apply a bead of Mopart Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover
sealing surface.
(7) Install the gear housing cover (Refer to 9 ENGINE/VALVE TIMING/GEAR HOUSING COVER
- INSTALLATION).
(8) Install the vibration damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION) and speed indicator ring.
(9) Install the fan support/hub assembly and
torque bolts to 32 N·m (24 ft. lbs.).
(10) Install hydraulic pump.
(11) Install accessory drive belt tensioner. Torque
bolt to 43 N·m (32 ft. lbs.).
(12) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(13) Install the cooling fan (Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - INSTALLATION).
(14) Connect battery negative cables.
(15) Start engine and check for oil leaks.

INTAKE MANIFOLD
REMOVAL

Fig. 122 Oil Pump Mounting Bolt Torque Sequence

(1) Disconnect the battery negative cables.
(2) Remove the charge air cooler outlet tube from
the air inlet housing (Fig. 124).
(3) Remove the engine oil dipstick tube mounting
bolt (Fig. 124).

9 - 346

ENGINE 5.9L DIESEL

INTAKE MANIFOLD (Continued)
(4) Remove dipstick support at fuel filter housing.
Position dipstick tube to the side.
(5) Disconnect the air grid heater power cables at
the cable mounting studs.
(6) Disconnect the ground strap at the intake
cover.
(7) Remove the engine wiring harness connections
at the air inlet housing elbow.
(8) Remove the four (4) air inlet housing mounting
bolts and remove the housing from top of the heater
elements.
(9) Remove the intake air grid heater from the
manifold (Fig. 125).

Fig. 125 Intake Air Grid Heater
1 - INTAKE AIR GRID HEATER
2 - GASKET

(15) Clean the intake manifold cover and cylinder
head sealing surface.

CLEANING

Fig. 124 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

(10) Remove the high pressure fuel lines and fuel
rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
FUEL LINES - REMOVAL).
(11) Remove APPS bracket from cylinder head to
gain access to front intake manifold cover bolts.
(12) Disconnect manifold air temperature/pressure
sensor connector.
(13) Remove the remaining intake manifold coverto-cylinder head bolts.
(14) Remove the intake manifold cover and gasket.
Keep the gasket material and any other material out
of the air intake.

Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block 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) Using a new gasket, install the intake manifold
cover.
(2) Install the cover-to-cylinder head bolts that do
not hold down the fuel rail. Tighten the bolts to 24
N·m (18 ft. lbs.) torque.
(3) Install the high pressure rail and fuel lines
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
FUEL LINES - INSTALLATION).
(4) Using two (2) new gaskets, install the intake
air grid heater and air inlet housing. Position the
ground cable and install and tighten the bolts to 24
N·m (18 ft. lbs.) torque.

ENGINE 5.9L DIESEL

9 - 347

INTAKE MANIFOLD (Continued)
(5) Connect the manifold air temperature/pressure
sensor connector.
(6) Install and tighten the air intake heater power
supply nuts to 14 N·m (120 in. lbs.) torque.
(7) Install the APPS bracket. Torque fasteners to
43 N·m (32ft lbs.) torque.
(8) Install oil dipstick tube support at fuel filter
housing.
(9) Install the engine oil dipstick tube and mounting bolt.
(10) Position the charge air cooler outlet tube onto
the air inlet housing. Tighten the clamps to 8 N·m
(72 in. lbs.) torque.
(11) Attach the engine wire harness to the air inlet
housing at two locations.
(12) Prime the fuel system. Refer to the fuel priming procedure in Group 14, Fuel System.
(13) 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.
(4) Lower vehicle.
(5) Disconnect the turbocharger air inlet hose.
(6) Remove air cleaner assembly.
(7) Disconnect the turbocharger oil supply line and
the oil drain tube from the turbocharger.
(8) Disconnect the charge air cooler inlet pipe from
the turbocharger.
(9) Remove the turbocharger and gasket from the
exhaust manifold.
(10) Remove the cab heater return pipe nuts from
the exhaust manifold stud. Position the tube out of
the way.
(11) Remove heat shield.
(12) Remove exhaust manifold bolt lockplates.
(13) Remove the exhaust manifold-to-cylinder head
bolts and spacers (Fig. 126).
(14) Remove the exhaust manifold and gaskets
(Fig. 126).

CLEANING
Clean the cylinder head and exhaust manifold sealing surfaces with a suitable scraper. Use a ScotchBrite™ pad or equivalent.

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

Fig. 126 Exhaust Manifold and Gaskets
1
2
3
4
5
6

RETAINING STRAP
BOLT (7)
SPACER
MANIFOLD, EXHAUST
GASKET
BOLT (5)

between the port flange and the ruler. Maximum
deviation from flat is 0.20 mm (.008 inch).

INSTALLATION
(1) Using new gaskets, install the exhaust manifold and gaskets. Install the bolts and spacers and
tighten the bolts in the sequence shown in to 43 N·m
(32 ft. lbs.) torque.
(2) Retorque the four center bolts.
(3) Install heat shield and torque bolts to 24 Nm
(18 ft. lbs.).
(4) Install cab heater tube.
(5) Install exhaust manifold bolt retention straps.
(6) Install the cab heater return hose to the manifold bolt stud. Tighten the nut to 24 N·m (18 ft. lbs.)
torque.
(7) Install the turbocharger and a new gasket.
Apply anti-seize to the studs and then tighten the
turbocharger mounting nuts to 43 N·m (32 ft. lbs.)
torque.

9 - 348

ENGINE 5.9L DIESEL

EXHAUST MANIFOLD (Continued)
(8) Install the oil drain tube and a new gasket to
the turbocharger. Tighten the drain tube bolts to 24
N·m (18 ft. lbs.) torque.
(9) Pre-lube the turbocharger. Pour 50 to 60 cc
(2 to 3 oz.) clean engine oil in the oil supply line fitting on the turbo. Rotate the turbocharger impeller
by hand to distrubute the oil thoroughly.
(10) Install and tighten the oil supply line fitting
nut to 24 N·m (18 ft. lbs.) torque.
(11) 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.
(12) Position the air inlet hose to the turbocharger.
Tighten the clamp to 8 N·m (72 in. lbs.) torque.
(13) Raise vehicle on hoist.
(14) Connect the exhaust pipe to the turbocharger
and tighten the bolts to 34 N·m (25 ft. lbs.) torque.
(15) Lower the vehicle.
(16) Connect the battery negative cables.
(17) Start the engine to check for leaks.

VALVE TIMING
STANDARD PROCEDURE - TIMING
VERIFICATION
(1) Remove the cylinder head cover(Refer to 9 ENGINE/CYLINDER
HEAD/CYLINDER
HEAD
COVER(S) - REMOVAL).
(2) Remove fuel injector from cylinder number
1(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/
FUEL INJECTOR - REMOVAL).
(3) Using Special Tool 7471B rotate the engine
until the TDC mark on the damper is at 12 o’clock.
(4) 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.
(5) With cylinder number still at TDC, inspect the
keyway on the crankshaft gear for proper alignment
(12 o’clock position).
(6) If the keyway is not at 12 o’clock position
replace the crankshaft gear assembly.
(7) If the keyway is at 12 o’clock position, remove
front gear cover and verify timing mark alignment
between the camshaft gear and crankshaft gear, if
not aligned inspect keyway on camshaft gear.
(8) Inspect keyway on camshaft gear for proper
alignment with the key in the camshaft, if alignment
is off replace the camshaft/gear assembly.
(9) 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 lower fan shroud fasteners. Disconnect
fan drive wire harness.
(9) Remove the upper fan shroud-to-radiator
mounting bolts.
(10) Remove viscous fan/drive assembly (Refer to 7
- COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(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.
(13) Raise the vehicle on hoist.
(14) Remove the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL) and speed indicator ring.
(15) Lower the vehicle.
(16) Remove the hydraulic pump.
(17) Remove the accessory drive belt tensioner.
(18) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the gasket surfaces.
(19) Remove the fuel injection pump (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION PUMP - REMOVAL).
(20) Disconnect the camshaft position sensor connector.
(21) Disconnect and remove engine speed sensor.
(22) Remove the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).
(23) Remove the six front oil pan fasteners.
(24) 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.
(25) Slide a feeler gauge between the gear housing
and oil pan gasket, to break the gasket seal.
(26) Remove the gear housing and gasket.

ENGINE 5.9L DIESEL

9 - 349

GEAR HOUSING (Continued)
(27) Clean the gasket material from the cylinder
block and gear housing.

INSTALLATION
(1) Inspect oil pan gasket. If torn, gasket must be
replaced.
(2) Install a new gasket and the gear housing.
Torque bolts to 24 N·m (18 ft. lbs.). Follow torque
sequence.
(3) If a new housing is installed, the camshaft
position sensor, and engine speed sensor must be
transferred to the new housing.
(4) Connect the camshaft position sensor connector.
(5) Install and connect engine speed sensor.
(6) Install the injection pump (Refer to 14 - FUEL
SYSTEM/FUEL
DELIVERY/FUEL
INJECTION
PUMP - INSTALLATION).
(7) Install the camshaft (Refer to 9 - ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - INSTALLATION). Align the crankshaft
and camshaft gear marks as shown in.
(8) Install a new front crankshaft seal into the
gear cover.
(9) Apply a bead of Mopart Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover.
Be sure to surround all through holes.
(10) Using the seal pilot to align the cover, install
the cover to the housing and install the bolts.
Tighten the bolts to 24 N·m (18 ft. lbs.) torque.
(11) Remove the seal pilot. Install front seal dust
shield.
(12) Raise the vehicle.
(13) Trim any excess gear housing gasket to make
it flush with the oil pan rail.
(14) Install the crankshaft damper and speed indicator ring (Refer to 9 - ENGINE/ENGINE BLOCK/
VIBRATION DAMPER - INSTALLATION). Torque
bolts to 40 Nm (30 ft. lbs.), plus an additional 60°.
(15) Lower vehicle.
(16) Install the fan support/hub assembly and
tighten bolts to 32 N·m (24 ft. lbs.) torque.
(17) Install the hydraulic pump.
(18) Install the accessory drive belt tensioner.
Torque bolt to 43 N·m (32 ft. lbs.) torque.
(19) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(20) Install the upper cooling fan and shroud
together (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).

(21) Install lower shroud and connect fan drive
harness connector.
(22) Install the windshield washer reservoir to the
fan shroud and connect the washer pump supply
hose and electrical connection.
(23) Install the coolant recovery bottle to the fan
shroud and connect the hose to the radiator filler
neck.
(24) Install the radiator upper hose and clamps.
(25) Add engine oil.
(26) Add coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
(27) Connect the battery cables.
(28) 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.
(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.
(11) Raise the vehicle on hoist.
(12) Remove power steering pump.
(13) Remove accessory drive belt tensioner.
(14) Remove the crankshaft damper and speed
indicator ring (Refer to 9 - ENGINE/ENGINE
BLOCK/VIBRATION DAMPER - REMOVAL).
(15) Lower the vehicle.
(16) Remove the gear cover-to-housing bolts and
gently pry the cover away from the housing, taking
care not to mar the gasket surfaces.

9 - 350

ENGINE 5.9L DIESEL

GEAR HOUSING COVER (Continued)

INSTALLATION
(1) Install a new front crankshaft oil seal.
(2) Obtain a seal pilot/installation tool from a
crankshaft front seal service kit and install the pilot
into the seal.
(3) Apply a bead of Mopart Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover.
Be sure to surround all through holes.
(4) Using the seal pilot to align the cover (Fig.
127), install the cover to the housing and install the
bolts. Tighten the bolts to 24 N·m (18 ft. lbs.) torque.

Fig. 127 Installing Cover with Seal Pilot
1 - SEAL PILOT

(5) Remove the seal pilot. Install front seal dust
shield.
(6) Raise the vehicle.
(7) Install the speed indicator ring and the crankshaft damper (Refer to 9 - ENGINE/ENGINE
BLOCK/VIBRATION DAMPER - INSTALLATION).
(8) Lower vehicle.
(9) Install the fan support/hub assy, and tighten
bolts to 32 N·m (24 ft. lbs.) torque.
(10) Install power steering pump.
(11) Install accessory drive belt tensioner. Torque
bolt to 43 N·m (32 ft. lbs.) torque.
(12) Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(13) Install the cooling fan and shroud together
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN INSTALLATION).
(14) Install the windshield washer reservoir to the
fan shroud and connect the washer pump supply
hose and electrical connection.
(15) Install the coolant recovery bottle to the fan
shroud and connect the hose to the radiator filler
neck.
(16) Install the radiator upper hose and clamps.
(17) Add coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
(18) Connect the battery cables.
(19) Start engine and inspect for leaks.

ENGINE 8.0L

9 - 351

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
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . .
8.OL ENGINE
......................
SPECIAL TOOLS
8.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . .
AIR CLEANER ELEMENT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—CYLINDER HEAD
GASKET FAILURE . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER HEAD COVER(S)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .

. 353

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. 359

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page
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 375
STANDARD PROCEDURE
VALVE SERVICE . . . . . . . . . . . . . . . . . . . . . 375
REMOVAL
REMOVAL—VALVE STEM SEALS . . . . . . . . 377
REMOVAL—VALVES AND VALVE SPRINGS . 377
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 378
INSTALLATION
INSTALLATION—VALVE STEM SEAL . . . . . . 378
INSTALLATION—VALVES AND VALVE
SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
ROCKER ARM / ADJUSTER ASSY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 379
ENGINE BLOCK
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 380
CAMSHAFT & BEARINGS (IN BLOCK)
REMOVAL
REMOVAL—CAMSHAFT BEARINGS . . . . . . 380
REMOVAL—CAMSHAFT . . . . . . . . . . . . . . . 380
INSTALLATION
INSTALLATION—CAMSHAFT BEARINGS
. . 381
INSTALLATION—CAMSHAFT . . . . . . . . . . . . 381
CONNECTING ROD BEARINGS
STANDARD PROCEDURE - CONNECTING
ROD BEARING FITTING . . . . . . . . . . . . . . . 382
CRANKSHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 383
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE—FITTING
CRANKSHAFT MAIN BEARINGS . . . . . . . . . 383
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 383
CRANKSHAFT OIL SEAL - FRONT
REMOVAL
REMOVAL—FRONT OIL SEAL - FRONT
COVER INSTALLED . . . . . . . . . . . . . . . . . . . 384
REMOVAL—FRONT OIL SEAL - FRONT
COVER REMOVED . . . . . . . . . . . . . . . . . . . 384
INSTALLATION
INSTALLATION—FRONT OIL SEAL – FRONT
COVER INSTALLED . . . . . . . . . . . . . . . . . . . 384
INSTALLATION—FRONT OIL SEAL - FRONT
COVER REMOVED . . . . . . . . . . . . . . . . . . . 384

9 - 352

ENGINE 8.0L

CRANKSHAFT OIL SEAL - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT REAR OIL SEAL RETAINER
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—FITTING PISTON
RINGS . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
REAR MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING—ENGINE OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . .

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. . 386
. . 386

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. . 392
. . 392
. . 393
. . 393
. . 393
. . 393

. . 394
. . 396

OIL
STANDARD PROCEDURE - ENGINE OIL .
OIL FILTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL PAN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
OIL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
......................
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
INTAKE MANIFOLD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . .

. . . 396
. . . 397
. . . 397
.
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.
.

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.

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. . . 405
. . . 405
. . . 406

ENGINE 8.0L

9 - 353

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)

9 - 354

ENGINE 8.0L

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

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

ENGINE 8.0L

9 - 355

ENGINE 8.0L (Continued)
CONDITION

ENGINE STALLS OR
ROUGH IDLE

ENGINE MISSES ON
ACCELERATION

POSSIBLE CAUSES

CORRECTION

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)

3. Dirt in fuel system

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)

9 - 356

ENGINE 8.0L

ENGINE 8.0L (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
ENGINE MECHANICAL DIAGNOSIS CHART
CONDITION
NOISY VALVES/LIFTERS

CONNECTING ROD
NOISE

MAIN BEARING 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

4. Excessive connecting rod bearing
clearance

4. 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.

ENGINE 8.0L

9 - 357

ENGINE 8.0L (Continued)
CONDITION

LOW OIL PRESSURE

OIL LEAKS

EXCESSIVE OIL
CONSUMPTION OR
SPARK PLUGS OIL
FOULED

POSSIBLE CAUSES

CORRECTION

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 pickup tube loose, broken, bent or
clogged

8. Inspect oil pickup tube and pump, 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

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

9 - 358

ENGINE 8.0L

ENGINE 8.0L (Continued)

DIAGNOSIS AND TESTING—ENGINE DIAGNOSIS - LUBRICATION
CONDITION

POSSIBLE CAUSES

CORRECTION

OIL LEAKS

1. Gaskets and O-Rings.

(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.Front 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.

2. Faulty oil pressure sending unit.

2. Replace sending unit.

3. Low oil pressure.

3. Check pump and bearing
clearance.

OIL PRESSURE DROP

OIL PUMPING AT RINGS; SPARK
PLUGS FOULING

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. Replace oil pump.

9. Oil pickup tube loose or
damaged.

9. Replace as necessary.

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.

ENGINE 8.0L

9 - 359

ENGINE 8.0L (Continued)

DIAGNOSIS AND TESTING—CYLINDER
COMPRESSION PRESSURE

• Any causes for combustion/compression pressure
loss

WARNING: DO NOT REMOVE THE RADIATOR CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM HOT COOLANT CAN
OCCUR.

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

9 - 360

ENGINE 8.0L

ENGINE 8.0L (Continued)

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 crosshatch 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.

Fig. 3 Cylinder Bore Crosshatch Pattern
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE

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

ENGINE 8.0L

9 - 361

ENGINE 8.0L (Continued)
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.

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.

REMOVAL
(1) Remove the battery.
(2) Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE).

9 - 362

ENGINE 8.0L

ENGINE 8.0L (Continued)
(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

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.

ENGINE 8.0L

9 - 363

ENGINE 8.0L (Continued)
(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
TORQUE
TORQUE CHART 8.0L ENGINE
DESCRIPTION

N·m

Ft.

In.

Lbs.

Camshaft Sprocket—Bolt

—

Camshaft Thrust Plate—
Bolts

—

Coil Pack Bracket—Bolts

—

190

Connecting Rod Cap—Bolts

—

Step 1

—

Step 2

115

—

Crankshaft Pulley/Damper—
Bolt

312

230

—

Crankshaft Rear Seal
Retainer—

—

Step 1

—

Step 2

143

105

—

Cylinder Head Cover—Bolts

—

144

Drive Plate to Crankshaft—
Bolts

—

Drive Plate to Torque
Converter—

—

EGR Tube—Nut

—

EGR Valve—Bolts

—

174

Engine Support Bracket/
Insulator—

—

Generator Mounting—Bolt

—

Generator to Intake Manifold
Bracket

—

Main Bearing—Bolts

Bolts
Cylinder Head—Bolts

Bolts

Through Bolt
Engine Support Bracket/
Insulator to
Block—Bolts
Exhaust Manifold to Cylinder
Head—
Bolt

—Bolts

9 - 364

ENGINE 8.0L

ENGINE 8.0L (Continued)
DESCRIPTION

N·m

Ft.

In.

Heat Shield—Nuts

—

175

Hydraulic Tappet Yoke
Retaining

—

8.OL ENGINE
DESCRIPTION

CAMSHAFT

Spider—Bolts
Intake Manifold (Lower)—
Bolts

—

Intake Manifold (Upper)—
Bolts

—

Oil Filter

Bearing Diameter
No. 1

—

80 +

—

—1/4 - 20 Bolts

—

—5/16 - 18 Bolts

—

144

—Stud Bolts

—

144

—Drain Plug

—

Oil Pan Pick Up Tube—Bolts

—

144

Oil Pump Attaching—Bolts

—

Oil Pump Cover—Bolts

—

125

Oil Pump Pressure
Relief—Plug

—

Rocker Arm—Bolts

—

Spark Plugs

—

Starter Mounting—Bolts

—

Timing Chain Cover—Bolts

—

Thermostat Housing—Bolts

—

220

Throttle Body—Nuts

—

204

150

—

No. 3

No. 5
No. 6

Bearing Journal Diameter
No. 1
No. 2

Bolts

52.69 – 52.72 mm
(2.0745 – 2.0755 in.)

No. 3

52.30 – 52.32 mm
(2.059 – 2.060 in.)

No. 4

51.89 – 51.92 mm
(2.043 – 2.044 in.)

No. 5

51.49 – 51.51 mm
(2.027 – 2.028 in.)
48.69 – 48.72 mm
(1.917 – 1.918 in.)

Bearing to Journal
Clearance
47

—

No. 1,3,4,5,6

0.0254 – 0.0762 mm

No. 2

0.0381 – 0.0889 mm

(0.001 – 0.003 in.)
47

—

(0.0005 – 0.0035 in.)
Service Limit

Stud—Nuts
Water Pump to Chain Case
Cover—

53.11 – 53.14 mm
(2.091 – 2.092 in.)

Bolts
Transmission Support
Cushion

48.74 – 48.77 mm
(1.919 – 1.920 in.)

—

Bolts
Transmission Support
Cushion—

51.54 – 51.56 mm
(2.029 – 2.030 in.)

No. 6
75

51.94 – 51.97 mm
(2.045 – 2.046 in.)

Plate—Nuts
102

52.35 – 52.37 mm
(2.061 – 2.062 in.)

No. 4

Transmission Support
Bracket—

52.76 – 52.78 mm
(2.077 – 2.078 in.)

Oil Pan

Transfer Case to Insulator
Mounting

53.16 – 53.19 mm
(2.093 – 2.094 in.)

No. 2
45°

Oil Filter Connector

SPECIFICATION

—

End Play

0.127 mm (0.005 in.)
0.127 – 0.381 mm
(0.005 – 0.015 in.)

ENGINE 8.0L

9 - 365

ENGINE 8.0L (Continued)
DESCRIPTION

SPECIFICATION

CONNECTING RODS
Piston Pin bore Diameter

24.940 – 24.978 mm
(0.9819 – 0.9834 in.)

Side Clearance

0.25 – 0.46 mm

DESCRIPTION

CYLINDER HEAD AND VALVES
Valve Seat Angle

44.5°

Runout (Max.)

0.0762 mm (0.003 in.)

Width (Finish) – Intake

(0.010 – 0.018 in.)
Total Weight (Less
Bearing)

744 gms. (26.24 oz.)

CRANKSHAFT
Rod Journal Diameter

Valve Face Angle

45°

Valve Head Diameter
Intake

48.640 – 48.900 mm

Exhaust

41.123 – 41.377 mm

(1.915 – 1.925 in.)

(2.124 – 2.125 in.)
0.0254 mm (0.001 in.)

Taper (Max.)

0.0254 mm (0.001 in.)

(1.619 – 1.629 in.)
Overall Length
Intake

Bearing Clearance

0.005 – 0.074 mm
Exhaust

0.0762 mm (0.003 in.)

Main Bearing Journal
Diameter

76.187 – 76.213 mm

0.0254 mm (0.001 in.)

Taper (Max.)

0.0254 mm (0.001 in.)

Bearing Clearance

0.0051 – 0.058 mm

Lift (@ zero lash)
Intake

9.91 mm (0.390 in.)

Exhaust

10.34 mm (0.407 in.)

Stem Diameter

0.071 mm (0.0028 in.)

End Play

Guide Bore

9.500 – 9.525 mm
(0.374 – 0.375 on.)

Stem to Guide Clearance

Service Limit—End Play

0.381 mm (0.015 in.)

CYLINDER BLOCK
Cylinder Bore Diameter

Service Limit ( Runout)
Valve Spring Free Length

0.4318 (0.017 in.)
49.962 mm (1.967 in.)

Spring Tension
Valve Closed

378 N @ 41.66 mm

Valve Open

890 N @ 30.89 mm

101.60 – 101.65 mm
(4.0003 – 4.0008 in.)

0.025 – 0.076 mm
(0.001 – 0..003 in.)

0.076 – 0.305 mm
(0.003 – 0.012 in.)

7.900 – 7.920 mm
(0.311 – 0.312 in.)

(0.0002 – 0.0023 in.)
Service Limit

145.54 – 146.18 mm
(5.730 – 5.755 in.)

(2.8995 – 3.0005 in.)
Out of Round (Max.)

145.19 – 145.82 mm
(5.716 – 5.741 in.)

(0.0002 – 0.0029 in.)
Service Limit

1.016 – 1.524 mm
(0.040 – 0.060 in.)

53.950 – 53.975 mm

Out of Round (Max.)

SPECIFICATION

(85 lbs. @ 1.64 in.)

Out of Round (Max.)

0.0762 mm (0.003 in.)

Taper (Max.)

0.127 mm (0.005 in.)

Number of Coils

6.8

Lifter Bore Diameter

22.982 – 23.010 mm

Installed Height

41.66 mm (1.64 in.)

Wire Diameter

4.50 mm (0.177 in.)

(0.9048 – 0.9059 in.)

(200 lbs. @ 1.212 in.)

9 - 366

ENGINE 8.0L

ENGINE 8.0L (Continued)
DESCRIPTION

SPECIFICATION

DESCRIPTION

(3.657 – 3.667 in.)

HYDRAULIC TAPPETS
Body Diameter

22.949 – 22.962 mm
(0.9035 – 0.9040 in.)

Clearance (to bore)

0.0203 – 0.0610 mm
(0.0008 – 0.0024 in.)

Dry Lash

1.524 – 5.334 mm
(0.060 – 0.210 in.)

Push Rod Length

195.52 – 196.02 mm
(7.698 – 7.717 in.)
OIL PRESSURE

Curb Idle (Min.*)

Weight

463 – 473 grams (16.33
– 16.68 oz.)

Piston to Bore Clearance

0.013 – 0.038 mm
(0.0005 – 0.0015 in.)

Service Limit

0.0762 mm (0.003 in.)
PISTON PINS

Clearance in Piston

0.010 – 0.020 mm
(0.0004 – 0.0008 in.)

Diameter

24.996 – 25.001 mm
(0.9841 – 0.9843 in.)

End Play

NONE

83 kPa (12 psi)

@ 3000 rpm

345 – 414 kPa (50 – 60
psi)

Length

* If oil pressure is zero at curb idle, DO NOT RUN
ENGINE.
OIL PUMP
Clearance over Rotors
(Max.)

67.8 – 68.3 mm
(2.67 – 2.69 in.)
PISTON RINGS

Ring Gap
Compression Rings

0.1906 mm (0.0075 in.)
Oil Control (Steel Rails)

Cover Out of Flat (Max.)

0.051 mm (0.002 in.)

Inner Rotor Thickness
(Min.)

14.925 – 14.950 mm

Ring Side Clearance
Compression Rings

(0.5876 – 0.5886 in.)
Outer Rotor
Clearance (Max.)
Diameter (Min.)
Thickness (Min.)
Tip Clearance between
Rotors
(Max.)

Oil Ring (Steel Rails)
0.1626 mm (0.006 in.)
82.461 mm (3.246 in.)
14.925 mm (0.5876 in.)

0.584 mm (0.0230 in.)

PISTONS
Clearance at Top of Skirt

Piston Length

0.013 – 0.038 mm
(0.0005 – 0.0015 in.)
82.5 mm (3.25 in.)

Piston Ring Groove
Depth
#1&2
#3

91.30 – 91.55 mm
(3.594 – 3.604 in.)
92.90 – 93.15 mm

SPECIFICATION

0.254 – 0.508 mm
(0.010 – 0.020 in.)
0.381 – 1.397 mm
(0.015 – 0.055 in.)

0.074 – 0.097 mm
(0.0029 – 0.0038 in.)
2.591 – 2.743 mm
(0.102 – 0.108 in.)

VALVE TIMING
Exhaust Valve
Closes (ATDC)
Opens (BBDC)
Duration

25°
60°
265°

Intake Valve
Closes (ATDC)
Opens (BBDC)
Duration

61°
6°
246°

Valve Overlap

31°

ENGINE 8.0L

9 - 367

ENGINE 8.0L (Continued)
CRANKSHAFT JOURNAL MARKING
LOCATION

SPECIAL TOOLS
8.0L ENGINE

MEASUREMENT

ITEM

IDENTIFICATION

LOCATION
OF
IDENTIFICATION

0.0254 mm
(0.001 in.)
U/S

Crankshaft
Journals

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.

Valve Spring Compressor Adapter Tool 6716A

0.508 mm
(0.020 in.)
O/S

Cylinder
Bores

Following
engine
serial
number.

0.2032 mm
(0.008 in.)
O/S

Hydraulic
Tappets

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

Valve Compressor Adapting Stud Tool 6715

Milled pad
adjacent to
two tapped
holes 3/89
on each
end of
cylinder
head.

Valve Spring Compressor Tool MD-998772A

Valve Spring Compressor Screw Tool 6756

Black Valve Guide Sleeve Tool C6819

9 - 368

ENGINE 8.0L

ENGINE 8.0L (Continued)

Silver Valve Guide Sleeve Tool C6818

Crankshaft Sprocket Installer Tool 3718

Dial Indicator Tool C3339

Crankshaft Sprocket Installer Tool MD990799

Crankshaft Pulley/Damper Installer Tool C3688
Front Oil Seal Installer Tool 6806

Crankshaft Sprocket Puller Tool 6444

Crankshaft Sprocket Puller Jaws Tool 6820

Front Oil Seal Installer Tool 6761

Camshaft Bearing Installer Tool C3132A

ENGINE 8.0L

9 - 369

ENGINE 8.0L (Continued)

Compression Ring Installer Tool C4184

Crankshaft Damper Removal Insert 8513

Piston Ring Compressor Tool C385

Pressure Tester Kit 7700

Seal Installer Tool 6687
Bloc–Chek–Kit C-3685–A

Crankshaft Main Bearing Remover/Installer Tool
C3059

Puller 1026

9 - 370

ENGINE 8.0L

AIR CLEANER ELEMENT
REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter) replacement.
(1) Loosen clamp (Fig. 4) and disconnect air duct
at air cleaner cover.
(2) Pry over 4 spring clips (Fig. 4) from housing
cover (spring clips retain cover to housing).
(3) Release housing cover from locating tabs on
housing (Fig. 4) and remove cover.
(4) Remove air cleaner element (filter) from housing.
(5) Clean inside of housing before replacing element.

Fig. 5 AIR CLEANER HOUSING
1 - AIR CLEANER HOUSING ASSEMBLY
2 - LOCATING PINS (4)

(3) Pry up 4 spring clips (Fig. 4) and lock cover to
housing.
(4) Install air duct to air cleaner cover and tighten
hose clamp to 3 N·m (30 in. lbs.) torque.
(5) If any other hose clamps were removed from
air intake system, tighten them to 3.4 N·m (30 in.
lbs.) torque.
(6) If any bolts were removed from air resonator
housing or air intake tubing, tighten them to 4.5 N·m
(40 in. lbs.) torque.

CYLINDER HEAD
Fig. 4 AIR CLEANER HOUSING COVER
1
2
3
4
5

- CLAMP
- AIR DUCT
- AIR CLEANER COVER
- LOCATING TABS
- CLIPS (4)

Housing Assembly
(1) Loosen clamp (Fig. 4) and disconnect air duct
at air cleaner cover.
(2) Lift entire housing assembly from 4 locating
pins (Fig. 5).

INSTALLATION
(1) Install filter element into housing.
(2) Position housing cover into housing locating
tabs (Fig. 4).

DESCRIPTION
The alloy cast iron cylinder heads (Fig. 6) are held
in place by 12 bolts. The spark plugs are located in
the peak of the wedge between the valves.

ENGINE 8.0L

9 - 371

CYLINDER HEAD (Continued)
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.

Fig. 6 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

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. 7).

• 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.

Fig. 7 Spark Plug Wire Heat Shields (Left Side
Shown)
1 - EXHAUST MANIFOLD
2 - HEAT SHIELD

(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 DELIVERY - STANDARD PROCEDURE). Disconnect the

9 - 372

ENGINE 8.0L

CYLINDER HEAD (Continued)
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. 8).

(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. 8 Coil Pack and Bracket
1 - COIL PACKS AND BRACKET
2 - MOUNTING BOLTS (4)

(11) Disconnect the coil wires.
(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.

(1) Position the new cylinder head gaskets onto
the cylinder block.
(2) Position the cylinder heads onto head gaskets
and cylinder block.
(3) Tighten the cylinder head bolts in two steps
(Fig. 9):
• 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.

Fig. 9 Cylinder Head Bolt Tightening Sequence

ENGINE 8.0L

9 - 373

CYLINDER HEAD (Continued)
(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.
(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.

(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. 10)
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.

Fig. 10 Cylinder Head Cover
1 - CYLINDER HEAD COVER

REMOVAL
Die-cast magnesium cylinder head covers (Fig. 12)
reduce noise and provide a good sealing surface. A
steel backed silicon gasket is used with the cylinder
head cover (Fig. 11).
(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).

9 - 374

ENGINE 8.0L

CYLINDER HEAD COVER(S) (Continued)
(4) Remove cylinder head cover bolts and stud
bolts. Remove the covers and gaskets (Fig. 11). The
gasket may be used again.

proper positions (Fig. 12). Tighten the stud bolts and
the bolts to 16 N·m (144 in. lbs.) torque.

Fig. 11 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.
(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

Fig. 12 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.

ENGINE 8.0L

9 - 375

INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves (Fig. 13) are arranged in-line and
inclined 18°. The rocker pivot support and the valve
guides are cast integral with the heads.

Fig. 14 Positioning Valve Spacer Tool (Typical)
1 - VALVE
2 - SPACER TOOL

Fig. 13 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. 14). 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. 15).
(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. 15 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).

9 - 376

ENGINE 8.0L

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. 16).

Fig. 17 Intake and Exhaust Valves
1
2
3
4

Fig. 16 Valve Face and Seat Angles
1 - CONTACT POINT

VALVE FACE AND SEAT ANGLES CHART
ITEM
A

DESCRIPTION
SEAT WIDTH
INTAKE
SEAT WIDTH
EXHAUST

(0.040 - 0.060
in.)
1.016 - 1.524
mm
(0.040 - 0.060
in.)
45°

SEAT ANGLE
(INT. and EXT.)

1.016 - 1.524
mm

FACE ANGLE
(INT. and EXT.)

SPECIFICATION

441⁄2°

CONTACT
SURFACE

—

VALVES
Inspect the remaining margin after the valves are
refaced (Fig. 17). 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 reseating stones. A true and complete surface must be
obtained.

MARGIN
VALVE SPRING RETAINER LOCK GROOVE
STEM
FACE

(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. 18). 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.

ENGINE 8.0L

9 - 377

INTAKE/EXHAUST VALVES & SEATS (Continued)

Fig. 18 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. 19), compress
valve spring and remove retainer valve locks and
valve spring.
(8) Remove the valve stem seal.

Fig. 19 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

REMOVAL—VALVES AND VALVE SPRINGS
(1) Remove the cylinder head (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL).
(2) Special studs must be used to adapt the Valve
Spring Compressor Tool to the V-10 cylinder head
(Fig. 20). Install the metric end into the Special Tool
MD998772A and the 5/16 end into the cylinder head.

Fig. 20 Special Studs 6715 for V-10 Engine
1 - SPECIAL TOOL 6715

9 - 378

ENGINE 8.0L

INTAKE/EXHAUST VALVES & SEATS (Continued)
(3) Compress valve springs using Valve Spring
Compressor Tool MD-998772A with Adapter 6716A
and Screw 6765 (Fig. 21). Tap the retainer using a
brass drift and ball peen hammer to loosen locks
away from retainer.

Fig. 22 Positioning Valve with Tool C-3973
1 - VALVE
2 - SPACER TOOL

Fig. 21 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. 22). 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. 23).
(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

Fig. 23 Measuring Valve Guide Wear
1 - VALVE
2 - SPECIAL TOOL C-3339

stems if dial indicator reading is excessive or if the
stems are scuffed or scored.

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).

ENGINE 8.0L

9 - 379

INTAKE/EXHAUST VALVES & SEATS (Continued)
(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
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. 24).

(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.
(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. 25). 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. 24 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.
warped and cracked valves.

Discard

burned,

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).

9 - 380

ENGINE 8.0L

ROCKER ARM / ADJUSTER ASSY (Continued)

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.

Fig. 25 Rocker Arm - Typical
1 - ROCKER ARMS
2 - ROCKER ARM PEDESTALS
3 - RETAINER

(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 53
N·m (40 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 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: 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.
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).

ENGINE 8.0L

9 - 381

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(5) Remove camshaft thrust plate (Fig. 26).

(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.
27).

Fig. 26 Camshaft
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.

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.

Fig. 27 Crankshaft Sprocket Installation
1 - SPECIAL TOOL C-3688
2 - SPECIAL TOOL C-3718
3 - SPECIAL TOOL MD990799

(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.
(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.).

9 - 382

ENGINE 8.0L

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(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.

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.
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

Fig. 28 Cylinder Head Cover
1 - CYLINDER HEAD COVER
2 - CYLINDER HEAD COVER GASKET

CAUTION: The cylinder head cover fasteners have a
special plating. DO NOT use alternative fasteners.
(15) Install cylinder head cover (Fig. 28) (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.

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.
29). Remove bearing caps and lower bearings one at
a time.
(6) Remove the connecting rod bearing caps.
(7) Lift the crankshaft straight out of the block.
(8) Remove the upper main bearings from the
block.

ENGINE 8.0L

9 - 383

CRANKSHAFT (Continued)
(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

Fig. 29 Main Bearing Identification
1
2
3
4

MAIN BEARING CAP
UPPER MAIN BEARINGS
CRANKSHAFT
LOWER MAIN BEARINGS

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.

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. 30).
(4) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.

9 - 384

ENGINE 8.0L

CRANKSHAFT MAIN BEARINGS (Continued)
(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.
31).

Fig. 30 Upper Main Bearing Removal and
Installation with Tool C-3059
1
2
3
4

SPECIAL TOOL C-3059
BEARING
SPECIAL TOOL C-3059
BEARING

(1) Start bearing in place, and insert Crankshaft
Main Bearing Remover/Installer Tool C-3059 into oil
hole of crankshaft (Fig. 30).
(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).

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).

Fig. 31 Timing Chain Cover and Oil Seal
1 - TIMING CHAIN COVER
2 - OIL SEAL

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. 32).
Install 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.

INSTALLATION—FRONT OIL SEAL - FRONT
COVER REMOVED
(1) Position the crankshaft front oil seal onto seal
installer special tool 6806.

ENGINE 8.0L

9 - 385

CRANKSHAFT OIL SEAL - FRONT (Continued)

Fig. 32 Timing Chain Cover and Oil Seal
1 - SPECIAL TOOL C-3688
2 - SPECIAL TOOL 6806

(2) Use tool 6761 to support timing chain cover
when installing oil seal with tool 6806 (Fig. 33),
install seal (Fig. 34).

Fig. 34 Oil Seal Installed
1 - SPECIAL TOOL 6806
2 - SPECIAL TOOL 6761

(3) Install engine front cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).

CRANKSHAFT OIL SEAL REAR
REMOVAL
NOTE: This procedure does not require the removal
of the seal retainer from the engine block.
(1) Remove the transmission.
(2) Carefully, remove the rear seal from the
retainer. Discard the oil seal.

INSTALLATION

Fig. 33 Oil Seal, Tools—6806 and 6761
1
2
3
4

FRONT COVER
SPECIAL TOOL 6761
FRONT OIL SEAL
SPECIAL TOOL 6806

(1) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
(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.

9 - 386

ENGINE 8.0L

INSTALLATION
(1) Throughly clean all gasket resdue from the
engine block.
(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.

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.

ENGINE 8.0L

9 - 387

HYDRAULIC LIFTERS (Continued)
(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. 35).
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.

Fig. 35 Leak-Down Tester
1
2
3
4
5
6

POINTER
WEIGHTED ARM
RAM
CUP
HANDLE
PUSH ROD

(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. 36).

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.
(5) Remove upper and lower intake manifold
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).

Fig. 36 Tappets, Aligning Yoke and Yoke Retaining
Spider
1 - TAPPET ALIGNING YOLK
2 - YOKE RETAINING SPIDER
3 - TAPPET

9 - 388

ENGINE 8.0L

HYDRAULIC LIFTERS (Continued)
(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.
36)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.

PISTON & CONNECTING ROD
DESCRIPTION
The pistons (Fig. 37) 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.

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.

Fig. 37 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

ENGINE 8.0L

9 - 389

PISTON & CONNECTING ROD (Continued)

STANDARD PROCEDURE—PISTON FITTING

REMOVAL

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.).
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. 38). 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
coating on the piston will give the appearance of a
line-to-line fit with the cylinder bore.

(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.

CLEANING
Clean the piston and connecting rod assembly
using a suitable solvent.

INSTALLATION

Fig. 38 Bore Gauge
1 - BORE GAUGE
2 - CYLINDER BORE
3 - 2-5/16 in.

(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. 39).

9 - 390

ENGINE 8.0L

PISTON & CONNECTING ROD (Continued)
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).

Fig. 39 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. 40 Piston and Rod Orientation
(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. 40).
(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.
(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).

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

(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).

ENGINE 8.0L

9 - 391

PISTON RINGS (Continued)
(c) Rings with insufficient end gap may be properly filed to the correct dimension. Ends should be
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. 41) (Fig. 43).
(c) Using a ring installer, install the top compression ring with the chamfer facing up (Fig. 43).
An identification mark on the ring is a drill point,
a stamped letter O, an oval depression or the word
TOP facing up (Fig. 42).
(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. 42 Top Compression Ring Identification—Typical
1 - TOP COMPRESSION RING (GRAY IN COLOR)
2 - CHAMFER
3 - ONE DOT

Fig. 43 Compression Ring Chamfer Location—Typical
1
2
3
4
5

CHAMFER
TOP COMPRESSION RING
SECOND COMPRESSION RING
PISTON
CHAMFER

Fig. 41 Second Compression Ring Identification—
Typical
1 - SECOND COMPRESSION RING (BLACK CAST IRON)
2 - CHAMFER
3 - TWO DOTS

(3) Arrange ring gaps 180° apart as shown in (Fig.
44).

Fig. 44 Proper Ring Installation
1 - TOP COMPRESSION RING GAP UPPER OIL RING GAP
2 - 2ND COMPRESSION RING GAP LOWER OIL RAIL GAP
3 - SPACER GAP

9 - 392

ENGINE 8.0L

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.
(4) Using Special Tool, 1026 3 Jaw Puller and Special Tool 8513 Insert, remove pulley—damper from
the crankshaft (Fig. 45).

DR
• 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.

Fig. 46 Installing Crankshaft Pulley—Damper
1 - SPECIAL TOOL C-3688

FRONT MOUNT
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Position fan to assure clearance for radiator top
tank and hose.

Fig. 45 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. 46).
(3) Install the following:
• Radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION)

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.
(6) Remove engine support bracket/cushion bolts.
Remove the support bracket/cushion and heat
shields.

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.

ENGINE 8.0L

9 - 393

FRONT MOUNT (Continued)
(3) Lower engine with support/lifting fixture while
guiding the engine bracket/cushion and thru-bolt into
support cushion brackets.
(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. 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.

INSTALLATION
(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. 110).
(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. 48).

OPERATION
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

Fig. 47 Engine Rear Support Cushion Asse

9 - 394

ENGINE 8.0L

LUBRICATION (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING—ENGINE OIL
LEAKS

Fig. 48 Pressure Feed Type (Gerotor) Oil Pump—
Typical
1
2
3
4

OUTER ROTOR
INNER ROTOR
OIL PUMP COVER
TIMING CHAIN COVER

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
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).

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.
(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.

ENGINE 8.0L

DR
LUBRICATION (Continued)

Fig. 49 Engine Lubrication System

9 - 395

9 - 396

ENGINE 8.0L

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

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).

16
17
18
19
20
21
22
23
24
25
26
27
28
29
30

OIL PASSAGE TO CONNECTING ROD JOURNALS
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

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.

Fig. 50 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
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.

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.

ENGINE 8.0L

9 - 397

Fig. 52 Oil Filter Sealing Surface—Typical
1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER

(6) Remove the oil pick-up tube assembly (Fig. 53).
Discard the gasket.

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).

Fig. 53 Oil Pick-Up Tube

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.
(3) Add oil (Refer to 9 - ENGINE/LUBRICATION/
OIL - STANDARD PROCEDURE).

OIL PAN
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Raise vehicle.
(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.

1 - PICK—UP TUBE
2 - SEALANT AT SPLIT-LINES
3 - SEALANT AT SPLIT-LINE

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.

9 - 398

ENGINE 8.0L

OIL PAN (Continued)

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. 54).
(2) Install the dowels in the cylinder block at the

(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.

OIL PUMP
REMOVAL

Fig. 54 Fabrication of Alignment Dowels
1 - 5/16” X 11⁄2” BOLT
2 - DOWEL
3 - SLOT

(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. 56). Discard the gasket.

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. 53). After the sealant is applied
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. 55). Tighten the
bolts to as shown in Oil Pan Bolts Torque Chart.

Fig. 56 Oil Pressure Relief Valve
1
2
3
4
5

TIMING CHAIN COVER
OIL PUMP RELIEF VALVE
SPRING
GASKET
PLUG

(3) Remove mounting screws and oil pump cover
(Fig. 57).
(4) Remove oil pump inner and outer rotors (Fig.
57).
(5) Inspect oil pump for wear (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - INSPECTION).

Fig. 55 Oil Pan Bolt Location
1
2
3
4

OIL PAN
OIL FILTER
STUD BOLTS
DRAIN PLUG

CLEANING
Wash all parts in a suitable solvent and inspect
carefully for damage or wear.

ENGINE 8.0L

9 - 399

OIL PUMP (Continued)
mm (0.5876 inch) or less, or if the diameter is 82.45
mm (3.246 inches) or less, replace rotor set.

Fig. 59 Measuring Outer Rotor Thickness
Fig. 57 Oil Pump
1
2
3
4

OUTER ROTOR
INNER ROTOR
OIL PUMP COVER
TIMING CHAIN COVER

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. 58). If a 0.076 mm (0.003 inch) feeler gauge can
be inserted between cover and straightedge, cover
should be replaced.

Fig. 60 Measuring Inner Rotor Thickness

Fig. 58 Checking Oil Pump Cover Flatness
1 - FEELER GAUGE
2 - STRAIGHT EDGE
3 - OIL PUMP COVER

Measure thickness (Fig. 59) (Fig. 60) and diameter
of rotors. If either rotor thickness measures 14.956

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. 61). 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. 62). Inner rotor should be positioned with
chamfer up or toward engine when cover is installed.
This allows easy installation over crankshaft. If
clearance between inner and outer rotors is 0.150
mm (0.006 inch) or more, replace both rotors.
Place a straightedge across the face of the timing
chain cover pump body, between bolt holes (Fig. 63).
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.

9 - 400

ENGINE 8.0L

OIL PUMP (Continued)

Fig. 61 Measuring Outer Rotor Clearance in Cover
1 - FEELER GAUGE
2 - OUTER ROTOR

Fig. 63 Measuring Clearance Over Rotors
1 - FEELER GAUGE
2 - STRAIGHT EDGE

Fig. 62 Measuring Inner Rotor Clearance in Cover
1 - FEELER GAUGE
2 - OUTER ROTOR
3 - INNER ROTOR

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)
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. 64).

Fig. 64 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.

ENGINE 8.0L

9 - 401

OIL PUMP (Continued)
(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.

(3) If a change in RPMs occur, the area of the suspected leak has been found.
(4) Repair as required.

REMOVAL

INTAKE MANIFOLD
DESCRIPTION
The aluminum intake manifold (Fig. 65) 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.

(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. 66).
(5) Remove the A/C compressor brace (Fig. 66).
Remove the compressor and set aside.

Fig. 66 Generator and A/C Compressor Braces
1
2
3
4

Fig. 65 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.

- 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. 67). Discard the
gasket.
(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.

9 - 402

ENGINE 8.0L

INTAKE MANIFOLD (Continued)

Fig. 67 Air Intake Housing

Fig. 69 Lower Intake Manifold

1 - AIR INTAKE HOUSING

(13) Remove the throttle body bolts and lift the
throttle body off the upper intake manifold (Fig. 68).
Discard the gasket.
(14) Remove upper intake manifold bolts.
(15) Lift the upper intake manifold out of the
engine compartment (Fig. 68). Discard the gasket.

Fig. 70 Lower Intake Manifold Gaskets
Fig. 68 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. 69).
(17) Discard the lower intake manifold gaskets
(Fig. 70).

CLEANING
Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block gasket surfaces using a suitable solvent.

1
2
3
4
5

INTAKE MANIFOLD GASKET
SEALANT
CROSS-OVER GASKETS
SEALANT
LOCATOR DOWELS

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) Install the intake manifold side gaskets. Be
sure that the locator dowels are positioned in the
head (Fig. 71).

ENGINE 8.0L

9 - 403

INTAKE MANIFOLD (Continued)

Fig. 71 Intake Manifold Flange
1 - LOCATOR DOWELS
2 - INTAKE MANIFOLD GASKETS
3 - LOCATOR DOWELS

(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. 70).
(3) Position the cross-over gaskets and press firmly
onto the block (Fig. 70). 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. 69).
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. 68).
(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.

(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.

EXHAUST MANIFOLD
DESCRIPTION
Engine exhaust manifolds (Fig. 72) are made of
high molybdenum ductile cast iron. A special ribbed
design helps control permanent dimensional changes
during heat cycles.

Fig. 72 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.

9 - 404

ENGINE 8.0L

EXHAUST MANIFOLD (Continued)

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. 73).

(3) Position washers and exhaust heat shields onto
the manifold stud bolts (Fig. 73). 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

Fig. 73 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
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. 73)
Tighten the bolts to 22 N·m (16 ft. lbs.) torque.
(2) Install the dipstick bracket on to the exhaust
manifold (right side only).

(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. 74)
(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.

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.
(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.

ENGINE 8.0L

9 - 405

TIMING BELT / CHAIN COVER(S) (Continued)
(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.

Fig. 74 Pulley—Damper Removal
1 - 3 JAW PULLER

(5) Using Special Tool C-3688 Crankshaft Pulley/
Damper Installer Install pulley/vibration damper
(Fig. 75)

TIMING BELT/CHAIN AND
SPROCKETS
REMOVAL
(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. 76).

INSPECTION—MEASURING TIMING CHAIN
STRETCH

Fig. 75 Installing Crankshaft
1 - SPECIAL TOOL C-3688

(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.

(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
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. 77).

9 - 406

ENGINE 8.0L

TIMING BELT/CHAIN AND SPROCKETS (Continued)

Fig. 78 Crankshaft Sprocket Installation
Fig. 76 Crankshaft Sprocket Removal.
1 - SPECIAL TOOL 6444
2 - SPECIAL TOOL 6820

1 - SPECIAL TOOL C-3688
2 - SPECIAL TOOL C-3718
3 - SPECIAL TOOL MD990799

Fig. 77 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).

Fig. 79 Alignment of Timing Marks
1 - CAMSHAFT SPROCKET
2 - CRANKSHAFT SPROCKET
3 - TIMING MARKS

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. 78).
(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
that timing marks are on the centerline of the crankshaft and camshaft centerline (Fig. 79).

(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).

EXHAUST SYSTEM

11 - 1

EXHAUST SYSTEM
TABLE OF CONTENTS
page
EXHAUST SYSTEM
DESCRIPTION
DESCRIPTION
....................
DESCRIPTION – 5.9L DIESEL . . . . . . . . .
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - GAS ENGINE
DIAGNOSIS AND TESTING - DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS - TORQUE . . . . . . . . . . .
SPECIAL TOOLS
....................
CATALYTIC CONVERTER
DESCRIPTION - CATALYTIC CONVERTER .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
EXHAUST PIPE
REMOVAL
REMOVAL — 5.9L . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION — 5.9L . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
EXHAUST PIPE
REMOVAL
.........................
INSPECTION . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . .
HEAT SHIELDS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
.........................

....1
....2
...2
....3
....4
....4
....4
....4
....5
....5
....5
....5
....5

....5
....5
....6
....6
....7
....7
....7
....7
....7
....7

EXHAUST SYSTEM
DESCRIPTION
DESCRIPTION
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.

page
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
MUFFLER
REMOVAL
.............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
MUFFLER - 5.9L DIESEL
REMOVAL
.............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
TAILPIPE - 5.9L DIESEL
REMOVAL
.............................9
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
TAILPIPE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
TURBOCHARGER SYSTEM
DIAGNOSIS AND TESTING TURBOCHARGER BOOST PRESSURE . . . . . 10
TURBOCHARGER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
CHARGE AIR COOLER AND PLUMBING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DIAGNOSIS AND TESTING - CHARGE AIR
COOLER SYSTEM - LEAKS . . . . . . . . . . . . . . 15
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

The federal gasoline engine exhaust system 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.
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.

11 - 2

EXHAUST SYSTEM

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.
California emission vehicales include a catalytic
converter.
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.

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.

EXHAUST SYSTEM

11 - 3

EXHAUST SYSTEM (Continued)

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. Replace gasket
if necessary.

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.

11 - 4

EXHAUST SYSTEM

EXHAUST SYSTEM (Continued)

SPECIFICATIONS - TORQUE

SPECIAL TOOLS

DESCRIPTION

N·m

Ft.

In.

Adjusting Strap—Bolt

Lbs.

—

200

Air Heater Power Supply—
Nuts

—

124

Air Inlet Housing—Bolts

—

Cab Heater Supply/Return
Line—Nuts

—

Exhaust Clamp—Nuts

—

Exhaust Manifold to Cylinder
Head—Bolts
(Diesel Engine)

TURBOCHARGER TESTER 9022
43

—

Exhaust Manifold to Cylinder
Head—Bolts
(5.9L)

DESCRIPTION - CATALYTIC CONVERTER
31

—

195

Exhaust Pipe to Manifold—
Bolts

—

Generator Mounting—Bolts

—

Charge Air Cooler
Mounting—Bolts

—

Charge Air Cooler Duct—
Nuts

—

Heat Shield—Nuts and Bolts

—

Turbocharger flange studs

—

Turbocharger Mounting—
Nuts

—

Turbocharger Oil Drain
Tube—Bolts

—

Turbocharger Oil Supply
Line—Fitting

—

Turbocharger V-Band
Clamp—Nut

—

Turbocharger Oil Supply
fitting (at Turbocharger)

—

Turbocharger Oil Supply
fitting (at lube filter head)

—

Turbocharger Drain Hose
Clamps

—

Exhaust Manifold to Cylinder
Head—Bolts
(8.0L)

CATALYTIC CONVERTER

WARNING: THE NORMAL OPERATING TEMPERATURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER WORK AROUND OR ATTEMPT
TO SERVICE ANY PART OF THE EXHAUST SYSTEM
UNTIL IT IS COOLED. SPECIAL CARE SHOULD BE
TAKEN WHEN WORKING NEAR THE CATALYTIC
CONVERTER. THE TEMPERATURE OF THE CONVERTER RISES TO A HIGH LEVEL AFTER A SHORT
PERIOD OF ENGINE OPERATION TIME.
CAUTION: DO NOT remove spark plug wires from
plugs or by any other means short out cylinders.
Failure of the catalytic converter can occur due to a
temperature increase caused by unburned fuel
passing through the converter.
The stainless steel catalytic converter body is
designed to last the life of the vehicle. Excessive heat
can result in bulging or other distortion, but excessive heat will not be the fault of the converter. If
unburned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct the
cause of the damage at the same time the converter
is replaced. Also, inspect all other components of the
exhaust system for heat damage.
Unleaded gasoline must be used to avoid contaminating the catalyst core.
50 State emission vehicles incorporate two mini
catalytic converters located after the exhaust manifolds and before the inline catalytic converter.

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.

EXHAUST SYSTEM

11 - 5

CATALYTIC CONVERTER (Continued)

REMOVAL
REMOVAL
WARNING: IF TORCHES ARE USED WHEN WORKING ON THE EXHAUST SYSTEM, DO NOT ALLOW
THE FLAME NEAR THE FUEL LINES.
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove the bolts from the crossover pipe to the
catalytic converter connection.
(4) Disconnect oxygen sensor wiring.
(5) Loosen the nuts from the clamp that hold the
catalytic converter to the exhaust pipe flange connection.
NOTE: Do not remove nut from T-Bolt. Only remove
nut far enough, so that the T end can be removed
from the clamp.
(6) Remove the T bolt end of the fastener, from the
clamp.
(7) Spread the clamp, and remove the catalytic
converter from the vehicle.
(8) Discard the clamp.
NOTE: The catalytic converter to exhaust manifold
clamp is not reusable. Always use a new clamp
when reinstalling the catalytic converter.

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.
(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.

INSTALLATION
INSTALLATION
NOTE: The catalytic converter to exhaust manifold
clamp is not reusable. Always use a new clamp
when reinstalling the catalytic converter.

(1) Position the catalytic converter onto the
exhaust pipe flange connection. Tighten the nuts to
28 N·m (250 in. lbs.) torque.
(2) Install the muffler onto the catalytic converter
until the alignment tab is inserted into the alignment slot.
(3) Install the exhaust clamp at the muffler and
catalytic converter connection. Tighten the clamp
nuts to 47 N·m (35 ft. lbs.) torque.
(4) Connect oxygen sensor wiring.
(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.

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.

EXHAUST PIPE
REMOVAL
REMOVAL — 5.9L
(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.
(4) Remove the clamp nuts.
(5) Remove the exhaust pipe (Fig. 1).

REMOVAL
CAUTION: When servicing or 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.
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with Mopart Rust
Penetrant. Allow 5 minutes for penetration.
(3) Disconnect the oxygen sensor(s).

11 - 6

EXHAUST SYSTEM

EXHAUST PIPE (Continued)

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
INSTALLATION — 5.9L

Fig. 1 Exhaust Pipe to Manifold Connection – 5.9L
1
2
3
4
5

BOLT
RETAINER
EXHAUST MANIFOLD
NUT
EXHAUST PIPE

(4) Remove the exhaust manifold-to-exhaust pipe
nuts (Fig. 2).
(5) Remove exhaust pipe to converter exhaust
clamp.
(6) Disconnect the exhaust pipe from the catalytic
converter front flange.
(7) Remove the exhaust pipe.

(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 (Fig. 1) and (Fig. 3).

Fig. 3 Exhaust Pipe-to-Catalytic Converter Flange
Alignment — Typical

Fig. 2 Exhaust Pipe(s) to Manifold Connection
1
2
3
4
5

BOLT
RETAINER
EXHAUST MANIFOLD
NUT
EXHAUST PIPE

1
2
3
4
5
6

7.874–17.526 mm (0.31–0.69 in.)
CATALYTIC CONVERTER FLANGE
20 mm (0.79 in.) MIN.
CROSSMEMBER
EXHAUST PIPE
EXHAUST PIPE

EXHAUST SYSTEM

11 - 7

EXHAUST PIPE (Continued)

INSTALLATION
(1) Connect the exhaust pipe(s) to the exhaust
manifold. Tighten the nuts to 34 N·m (25 ft. lbs.)
torque.
(2) Align and connect the exhaust pipe to the catalytic converter flange (Fig. 4). Install exhaust clamp
and tighten clamp nuts to 47 N·m (35 ft. lbs.) torque.
(3) Connect oxygen sensor connector(s).
(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.

Fig. 5 Exhaust Pipe
1 - Clamp
2 - Support
3 - EXHAUST PIPE

INSTALLATION
Fig. 4 Exhaust Pipe-to-Catalytic Converter Flange
Alignment—Typical
1
2
3
4
5
6

7.874–17.526 mm (0.31–0.69 in.)
CATALYTIC CONVERTER FLANGE
20 mm (0.79 in.) MIN.
CROSSMEMBER
EXHAUST PIPE
EXHAUST PIPE

EXHAUST PIPE
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
clamp (Fig. 5).
(6) Remove the exhaust pipe from the transmission support (Fig. 5).

(1) Install the exhaust pipe into the transmission
support and onto the turbocharger flange.
(2) Install the exhaust pipe-to-turbocharger elbow
clamp 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.

HEAT SHIELDS
DESCRIPTION
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.

REMOVAL
(1) Raise and support the vehicle.
(2) Remove the nuts or bolts holding the exhaust
heat shield to the floor pan (Fig. 6) (Fig. 7) (Fig. 8),
crossmember or bracket.

11 - 8

EXHAUST SYSTEM

HEAT SHIELDS (Continued)

Fig. 6 HEAT SHIELDS - RH - REG CAB
1
2
3
4

HEAT SHIELD
FASTENER
NUT
HEAT SHIELD

Fig. 8 HEAT SHIELD LH
1 - HEAT SHIELD
2 - NUT

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.

MUFFLER
REMOVAL
(1)
(2)
cant.
(3)
(4)
(5)

Raise and support the vehicle.
Saturate the clamp nuts with heat valve lubriAllow 5 minutes for penetration.
Disconnect the muffler hangers (Fig. 9).
Remove clamps and nuts.
Remove the muffler.

INSTALLATION

Fig. 7 HEAT SHIELDS - RH - QUAD CAB
1
2
3
4

HEAT SHIELD
FASTENER
NUT
HEAT SHIELD

(3) Slide the shield out around the exhaust system.

(1) Assemble muffler and clamps loosely to permit
proper alignment of all parts.
(2) Connect the muffler hangers.
(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.

EXHAUST SYSTEM

11 - 9

MUFFLER (Continued)

Fig. 9 MUFFLER
1
2
3
4

INSULATOR
INSULATOR
MUFFLER
INSULATOR

MUFFLER - 5.9L DIESEL
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise and support the vehicle.
(3) Remove the muffler to tail pipe and extension
pipe clamps (Fig. 10).
(4) Disconnect the muffler from the hanger isolators (Fig. 10).
(5) Disconnect the muffler from the tailpipe.
(6) Disconnect the muffler from the extension pipe
and remove from the vehicle.

INSTALLATION
(1) Install the muffler hanger rods into the isolators (Fig. 10).
(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.

Fig. 10 Muffler Removal/Installation
1
2
3
4
5
6
7

INSULATOR
ISOLATOR
TAILPIPE
CLAMP
MUFFLER
CLAMP
EXTENSION PIPE

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. 11).
(5) Remove the muffler-to-tailpipe clamps (Fig. 11).
(6) Remove the tailpipe from the vehicle.

INSTALLATION
(1) Install the tailpipe into the muffler.
(2) Install the tailpipe hanger rods into the isolators (Fig. 11)
(3) Install the exhaust clamp, align the exhaust
system, and tighten the clamp 48 N·m (35 ft. lbs.)
torque.

11 - 10

EXHAUST SYSTEM

TAILPIPE - 5.9L DIESEL (Continued)

Fig. 11 Tailpipe Removal/Installation
1
2
3
4

ISOLATOR
TAILPIPRE
CLAMP
MUFFLER

(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.

TAILPIPE
REMOVAL
(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
(Fig. 12).
(4) Remove clamps and nuts.
(5) Remove the exhaust tailpipe.

INSTALLATION
(1) Loosely assemble exhaust tailpipe to permit
proper alignment of all parts.
(2) Connect the support hangers.

Fig. 12 TAILPIPE
1
2
3
4
5
6
7
8

INSULATOR
TAILPIPE
CLAMP
MUFFLER
CLAMP
INSULATOR
INSULATOR
INSULATOR

(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.
(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.

TURBOCHARGER SYSTEM
DIAGNOSIS AND TESTING - TURBOCHARGER
BOOST PRESSURE
NOTE: This diagnostic procedure is to be used with
the DRB IIIT while test driving the vehicle under
normal load and driving conditions.
Low turbocharger boost pressure can cause poor
engine performance and driveability concerns. The
following procedure will test the turbocharger boost
pressure.

EXHAUST SYSTEM

11 - 11

TURBOCHARGER SYSTEM (Continued)
(1) Loosen clamps holding air inlet duct rubber
sleeve to the intake manifold and air inlet duct.
Remove rubber sleeve (Fig. 13).

• 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. 14) (Fig. 15) :
• Turbine section
• Compressor section
• Bearing housing
• Wastegate

Fig. 13 INTAKE MANIFOLD TO AIR INLET DUCT
RUBBER SLEEVE
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.
(4) Connect the DRB IIIt to the pressure transducer following the instructions supplied with the
DRB IIIt.
(5) Enter DRB IIIt into pressure reading mode
and test drive vehicle.
(6) Full laod boost pressure at rated speed will be
158 - 186 kPa (23 - 27 psi.) depending on engine hp
rating.. If pressure readings are are not within this
range 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
• Restricted/high pressure drop across charge air
cooler

Fig. 14 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

11 - 12

EXHAUST SYSTEM

TURBOCHARGER (Continued)

Fig. 15 Turbocharger Wastegate Actuator
1 - TURBOCHARGER
2 - DIAPHRAGM
3 - WASTE GATE ACTUATOR

• Improved operating economy
• Altitude compensation
• Noise reduction.
The turbocharger also uses a wastegate (Fig. 16),
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
the valve, diverting some of the exhaust gases away
from the turbine wheel. This limits turbine shaft
speed and air output from the impeller.
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. 17). 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

Fig. 16 Wastegate Operation
1
2
3
4
5

SIGNAL LINE
EXHAUST BYPASS VALVE
WASTEGATE
EXHAUST
TURBINE

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.

EXHAUST SYSTEM

11 - 13

TURBOCHARGER (Continued)

Fig. 17 Turbocharger Oil Supply and Drain
1 - BEARINGS
2 - OIL SUPPLY (FROM FILTER HEAD)
3 - OIL RETURN (TO SUMP)

Fig. 18 Turbocharger Air Inlet Hose
TURBOCHARGER (COOL DOWN( CHART
Driving
Load Turbocharger Idle Time (in
minuetes)
Condition
Stop & Go
Stop & Go
Highway
Speeds
City Traffic
Highway
Speeds
Uphill
Grade

Temperature
Empty
Medium
Medium

Cool
Warm
Warm

Before Shut
Down
Less than 1
1
2

Max.
GCWR
Max.
GCWR
Max.
GCWR

Warm

Hot

1 - AIR INLET TUBE
2 - AIR FILTER HOUSING
3 - TURBOCHARGER

REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Disconnect the exhaust pipe from the turbocharger elbow(Refer to 11 - EXHAUST SYSTEM/EXHAUST PIPE - REMOVAL).
(4) Lower vehicle.
(5) Disconnect the turbocharger air inlet hose (Fig.
18).
(6) Disconnect the turbocharger oil supply line and
the oil drain tube from the turbocharger (Fig. 19).
(7) Disconnect the charge air cooler inlet pipe from
the turbocharger compressor outlet (Fig. 19).
(8) Remove the turbocharger and gasket from the
exhaust manifold.

Fig. 19 Oil Supply Line and Charge Air Cooler Inlet
Duct
1
2
3
4
5
6

- TURBOCHARGERR EXHAUST ELBOW
- TURBOCHARGER
- OIL SUPPLY LINE
- AIR INLET TUBE
- TURBOCHARGER COMPRESSOR OUTLET
- OIL DRAIN LINE

11 - 14

EXHAUST SYSTEM

TURBOCHARGER (Continued)
(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
compressor outlet and clamp to the new assembly.
(11) Clean and inspect the sealing surface.
CAUTION: The turbocharger is only serviced as an
assembly. Do not attempt to repair the turbocharger
as turbocharger and/or engine damage can result.

(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 0.33
mm (0.013 in.) MIN. and 0.50 mm (0.020 in.) MAX.
If the recorded measurement falls outside these
specifications, replace the turbocharger assembly.

CLEANING
Clean the turbocharger and exhaust manifold
mounting surfaces with a suitable scraper.

INSPECTION
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. 20).
Replace the turbocharger if the condition exists.
(4) Measure the turbocharger axial end play:
(a) Install a dial indicator as shown in (Fig. 21).
Zero the indicator at one end of travel.
(b) Move the impeller shaft fore and aft and
record the measurement. Allowable end play is
0.026 mm (0.0001 in.) MIN. and 0.127 mm (0.005
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. 22).
(b) Gently push the compressor wheel toward
the housing and record the clearance.

Fig. 20 Inspect Compressor Housing for Impeller
Rubbing Condition

Fig. 21 Measure Turbocharger Axial End Play

INSTALLATION
(1) Install the turbocharger. Apply anti-seize to the
studs and then tighten the turbocharger mounting
nuts to 43 N·m (32 ft. lbs.) torque.
(2) Install the oil drain tube to the turbocharger
(Fig. 19). Tighten the drain tube bolts to 24 N·m (18
ft. lbs.) torque.

EXHAUST SYSTEM

11 - 15

TURBOCHARGER (Continued)

Fig. 22 Measure Turbocharger Bearing Radial
Clearance
1 - FEELER GAUGE

Fig. 23 Intake Air Circulation
(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 to 24
N·m (18 ft. 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. 18). Tighten the clamp to 11 N·m (95 in. lbs.)
torque.
(7) Raise vehicle on hoist.
(8) Connect the exhaust pipe to the turbocharger
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.

CHARGE AIR COOLER AND
PLUMBING
DESCRIPTION
The charge air system (Fig. 23) 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.

OPERATION
Intake air is drawn through the air cleaner and
into the turbocharger compressor housing. Pressur-

1 - CHARGE AIR COOLER
2 - AIRFILTER
3 - TURBOCHARGER

ized 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
performance can be caused by leaks in the charge air
cooler or it’s plumbing. Fuel staining on the exhaust
manifold can also be an indication that there are
leaks in the air system.The following procedure outlines how to check for leaks in the charge air cooler
system.
(1) Loosen clamp and remove air inlet hose from
turbocharger.
(2) Insert Special Tool 9022 Adapter into the turbocharger inlet. Tighten tool 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 a regulated air supply to air fitting on
Special Tool 9022 Adapter. Set air pressure to a Maximum of 138 kPa (20 psi).
(4) Using soapy water check the rubber sleeves,
charge air cooler and intake manifold for leaks.

REMOVAL
WARNING: IF THE ENGINE WAS JUST TURNED
OFF, THE AIR INTAKE SYSTEM TUBES MAY BE
HOT.

11 - 16

EXHAUST SYSTEM

CHARGE AIR COOLER AND PLUMBING (Continued)
(1) Disconnect the battery negative cables.
(2) 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) (if A/C
equipped).
(3) Remove the transmission auxiliary cooler
(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - REMOVAL).
(4) Remove the boost tubes from the charge air
cooler (Fig. 24).
(5) Remove the charge air cooler bolts. Pivot the
charge air cooler forward and up to remove.

(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.
(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
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.

INSTALLATION

Fig. 24 Air Intake System Tubes
1
2
3
4

BOLT
CHARGE AIR COOLER
CLAMP
BOOST TUBE

CLEANING
CAUTION: Do not use caustic cleaners to clean the
charge air cooler. Damage to the charge air cooler
will result.
NOTE: If internal debris cannot be removed from
the cooler, the charge air cooler MUST be replaced.

(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) Connect the battery negative cables.
(6) Start engine and check for boost system leaks.

FRAMES & BUMPERS

13 - 1

FRAMES & BUMPERS
TABLE OF CONTENTS
page
BUMPERS
SPECIFICATIONS - TORQUE . . . . . . . . . . . . . . . 1
FRONT AIR DAM
REMOVAL
.............................2
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FRONT BUMPER
REMOVAL
.............................2
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FRONT FASCIA
REMOVAL
.............................3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3
REAR BUMPER
REMOVAL
.............................4
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FRAME
STANDARD PROCEDURE
STANDARD PROCEDURE - LIGHT DUTY
FRONT FRAME RAIL TIP REPLACEMENT . . . . 4
STANDARD PROCEDURE - HYDROFORM
FENDER RAIL REPAIR . . . . . . . . . . . . . . . . . 12
STANDARD PROCEDURE - REAR FRAME
H-SECTION REPLACEMENT . . . . . . . . . . . . . 15

page
SPECIFICATIONS
SPECIFICATIONS - FRAME DIMENSIONS
SPECIFICATIONS - TORQUE
........
FRONT CROSSMEMBER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FRONT SKID PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
TRANSMISSION CROSSMEMBER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
TRAILER HITCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
TRANSFER CASE SKID PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FRONT TOW HOOK ASSEMBLY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .

. . . 17
. . . . 23
. . . . 23
. . . . 23
. . . . 24
. . . . 24
. . . . 24
. . . . 25
. . . . 25
. . . . 25
. . . . 26
. . . . 26
. . . . 26
. . . . 26

BUMPERS
SPECIFICATIONS - TORQUE
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Front bumper center bracket nuts

—

Front bumper stud plate nuts

—

License plate hitch reinforcement bolts

—

Rear bumper support bracket stud plate nuts

—

Rear bumper support bracket to hitch bolts

—

Rear bumper to hitch bolts

—

13 - 2

FRAMES & BUMPERS

FRONT AIR DAM

FRONT BUMPER

REMOVAL

(1) Using a trim stick C-4755 or equivalent,
remove the fog lamp trim bezels. (Fig. 1)
(2) Remove the air dam screws through the fog
lamp opening (1 per side).
(3) Remove the two outboard screws.
(4) Remove the three middle screws and remove
the air dam.

(1) Using a grease pencil or equivalent, mark the
position of the bumper on the frame rail tip to aid
installation.
(2) Disconnect the fog lamp electrical connector at
the left frame rail.
(3) Support the bumper with a suitable lifting
device.
(4) Remove the center bracket nuts and bolts and
remove bumper. (Fig. 2)

Fig. 1 FOG LAMP BEZEL
1 - BUMPER
2 - BEZEL

INSTALLATION
(1) Position the air dam onto the bumper and seat
the carrot type fasteners fully.
(2) Starting at the center screw install the three
middle screws.
(3) Install the screws through the fog lamp opening.
(4) Install the two outboard screws.
(5) Position the fog lamp trim bezels into the
bumper and seat fully.

Fig. 2 BUMPER SUPPORT BRACKET - TYPICAL
1 - FASCIA - SPORT MODEL
2 - SUPPORT BRACKET
3 - FASCIA SUPPORT BRACKET
4 - WHEELHOUSE SPLASH SHIELD SUPPORT BRACKET
5 - BUMPER CENTER BRACKET
6 - NUTS (4 PER SIDE)
7 - FRAME RAIL TIP
8 - CENTER BRACKET NUTS (2 PER SIDE)
9 - CENTER BRACKET BOLTS ASSEMBLY (1 PER SIDE)
10 - FOG LAMP

INSTALLATION
(1) Install the bumper onto the frame rails and
position the wheelhouse splash shield into the support brackets.
(2) Install the bolts and nuts.
(3) Line up the bumper with the marks made previously and tighten the bolts and nuts to 95 N·m (70
ft. lbs.).
(4) Check and adjust the bumper alignment as
necessary. (Refer to 23 - BODY/BODY STRUCTURE/
GAP AND FLUSH - SPECIFICATIONS)

FRAMES & BUMPERS

13 - 3

FRONT FASCIA
REMOVAL
ST/SLT/SLT+ - FASCIA REMOVAL
(1) Remove the two screws at each trailing edge of
the fascia. (Fig. 3)
(2) Using a trim stick C-4755 or equivalent, carefully release the six lower clips and remove the close
out panel.
(3) Using a trim stick C-4755 or equivalent, carefully remove the step pad.
(4) Remove and discard the four push pin fasteners and remove the fascia.

Fig. 4 SPORT FASCIA
1
2
3
4
5
6
7
8

STEP PAD
FASCIA (SPORT MODEL ONLY)
SCREWS (3 PER SIDE)
UPPER FASCIA SUPPORT BRACKET
WHEELHOUSE SPLASH SHIELD BRACKET
INBOARD BUMPER BRACKET ATTACHMENTS
PUSH PIN FASTENERS (4)
LOWER SCREWS (5)

INSTALLATION
NOTE: The left and right inboard bumper to bracket
attachments must be secured before installing the
fascia and step pad.

Fig. 3 UPPER FASCIA - ST/SLT/SLT+
1
2
3
4
5

STEP PAD
UPPER FASCIA (ST/SLT/SLT+ MODEL ONLY)
INBOARD BUMPER BRACKET ATTACHMENTS
SCREWS (4)
PUSH PIN FASTENERS (4)

SPORT FASCIA REMOVAL
(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Remove the three screws at each trailing edge
of the fascia. (Fig. 4)
(3) Remove the five lower screws.
(4) Remove and discard the four upper push pins.
(5) Using a trim stick C-4755 or equivalent, carefully release the six lower clips and remove the close
out panel.
(6) Using a trim stick C-4755 or equivalent, carefully remove the step pad.
(7) Spread the fascia out at the wheels and remove
from the vehicle.

ST/SLT/SLT+ FASCIA INSTALLATION
(1) Install the fascia.
(2) Position the close out panel and seat the 6
lower clips fully.
(3) Install four new upper push pin fasteners.
(4) Position the step pad onto the fascia and fully
seat the attachment clips.
(5) Align the fascia to the fender with a 19 mm
(0.75 inch) gap and install the two screws at each
trailing edge of the fascia.

SPORT FASCIA INSTALLATION
(1) Position the fascia onto the bumper.
(2) Position the step pad onto the fascia and fully
seat the attachment clips.
(3) Install four new upper push pin fasteners.
(4) Install the five lower screws.
(5) Install the three screws at each trailing edge of
the fascia.

13 - 4

FRAMES & BUMPERS

REAR BUMPER
REMOVAL
(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Remove the license plate.
(3) Remove the bolts behind the plate.
(4) Disconnect the license plate light electrical connectors.
(5) Disconnect the trailer light connector electrical
connection, if equipped.
(6) Remove the two bolts along the front upper
edge of the bumper near the frame tips.
(7) Support the bumper with a suitable lifting device.
(8) Remove the bolts attaching the bumper support
brackets to the trailer hitch. (Fig. 5)

Fig. 5 TRAILER HITCH
1
2
3
4

HITCH
HITCH BOLTS (4)
BUMPER BRACKET BOLTS (4)
BUMPER SUPPORT BRACKETS

INSTALLATION
(1) Align the holes in the bumpers to the trailer
hitch pins and install the bumper.
(2) Install the support bracket to the hitch bolts,
loosely.
(3) Install the front upper edge to the trailer hitch
bolts and tighten to 54 N·m (40 ft. lbs.).
(4) Install the license plate reinforcement to hitch
bolts and tighten to 54 N·m (40 ft. lbs.).
(5) Tighten the left bumper bracket bolts to 54
N·m (40 ft. lbs.).
(6) Tighten the right bumper bracket bolts to 54
N·m (40 ft. lbs.).
(7) Connect the trailer light connector electrical
connection, if equipped.
(8) Connect the license plate light electrical connectors.
(9) Install the license plate.

FRAME
STANDARD PROCEDURE
STANDARD PROCEDURE - LIGHT DUTY FRONT
FRAME RAIL TIP REPLACEMENT
SAFETY PRECAUTIONS AND WARNINGS
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 OR HEAT AND
METAL SPATTER FROM ARC WELDING, TO CONTACT PLASTIC BODY PANELS. FIRE OR EXPLOSION CAN RESULT.
• WHEN WELDED FRAME COMPONENTS ARE
REPLACED, ENSURE COMPLETE PENETRATION
WELD IS 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: 1500 series Dodge Ram Trucks (2002 and
later) are not designed for snow plow equipment.
The front collision repair tips must not be installed
on any truck equipped with a snow plow, or even
intended to be equipped with a snow plow.
CAUTION: This procedure is designed to replace
the front frame rail tips that have been damaged in
the crush initiator zones. Prior to any cutting, the
vehicle must be mounted on the appropriate frame
repair equipment (“frame rack”), checked with three
dimensional measuring equipment, and the necessary pull corrections made. If damage remains in
the frame beyond the area covered by this service
part after the pull, the frame must be replaced in its
entirety.

FRAMES & BUMPERS

13 - 5

FRAME (Continued)
CAUTION: Do not reuse damaged fasteners, quality
of repair would be suspect. Failure to use only production fasteners or fasteners of equivalent hardness can result in loosening or failure. Do not drill
any holes in the frame that are not specifically outlined in this or other, DaimlerChrysler procedure as
frame rail failure can result. When using heat to
straighten frame components do not exceed 566°C
(1050°F), metal fatigue can result.
NOTE: Procedures for 4X2 and 4X4 are common
except as noted in this procedure.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the front wheelhouse splash shield.
(Refer to 23 - BODY/EXTERIOR/FRONT WHEELHOUSE SPLASH SHIELD - REMOVAL)
(3) Remove the bolts and position aside the wire
harness and grounds, if required.
(4) Remove the front bumper. (Refer to 13 FRAME & BUMPERS/BUMPERS/FRONT BUMPER
- REMOVAL)
(5) Loosen and lower the stabilizer bar mount and
bar. (Refer to 2 - SUSPENSION/FRONT/STABILIZER BAR - REMOVAL)
(6) Remove the front cab mount bolt to the Front
End Sheet Metal (FESM) bracket. (Fig. 6)

(7) Make a vertical mark on the inside and outside
face of the frame rail 112 mm (4.5 in.) from the forward edge of the PLP hole in the sides of the rail.
(Fig. 8)
(8) Using a straightedge, connect the two lines on
the top and bottom of the rail.
(9) Using the service tip as a guide, re-check your
cut lines to ensure the service tip will fit when the
cut is made.
CAUTION: Do not use any flame or plasma cutting
equipment to cut the frame in this procedure. This
is due to the inaccurate nature of the cut-line and
the fact that the high temperatures achieved during
flame or plasma cutting will change the metal characteristics and may weaken the frame and/or repair
location.
(10) Using a reciprocating saw or equivalent, carefully cut and remove the damaged frame rail tip.
(Fig. 7)

Fig. 7 FRAME CUT LOCATION
1
2
3
4
5
6
7

Fig. 6 REPLACEMENT FRAME TIP
1
2
3
4
5
6
7

FRONT END SHEET METAL (FESM) BRACKET
CAB INSULATOR
RING-FILLET WELD/HOLE
PRINCIPLE LOCATING POINT (PLP)
WELD ROOT GAP 4 mm - 6 mm (0.16 in. - 0.24 in.)
FRONT CAB MOUNT BOLT
REPLACEMENT FRAME TIP

REPAIR ROOT OPENING
SERVICE SLEEVE
PRINCIPLE LOCATING POINT (PLP)
SUSPENSION BRACKETS
FRAME
FRAME CUTOFF LOCATION - 112 mm (4.5 in.)
FRAME SERVICE TIP

13 - 6

FRAMES & BUMPERS

FRAME (Continued)
(11) Assemble the service sleeve. Refer to SERVICE SLEEVE ASSEMBLY at the end of this procedure.
NOTE: Any burned surface coatings will need to be
removed from the sleeve prior to installation and
application of corrosion preventative coatings.
(12) Smooth and square the cut edges of the original frame. (Fig. 7)
(13) Dress the cut edge of the existing frame in
preparation for the new rail tip.
(a) Drill four 13 mm (0.5 in.) diameter holes in
the new tip and four more in the existing frame to
accommodate ring-fillet welds. Center these holes
19 mm (0.75 in.) from the cut face of the rail and
38 mm (1.5 in.) from the top and bottom of the rail.
(Fig. 8)
(b) Bevel the edges of the new tip, existing
frame, and ring-fillet holes 25° - 30°. Scribing a
line 2 mm from the cut edge and then grinding
back to the mark will simplify the bevel creation
process and accuracy. (Fig. 9)
(c) Remove any burrs at the holes and beveled
edges.

Fig. 9 WELD DIMENSIONS
1
2
3
4
5
6
7
8

FRAME REPLACEMENT TIP
FRAME RAIL
FRAME DRESS ANGLE 25°-30°
ROOT PASS
COVER PASS
SERVICE SLEEVE
WELD ROOT GAP 4 mm - 6 mm (0.16 in. - 0.24 in.)
SERVICE SLEEVE

(14) Dry fit the new rail to ensure alignment and
fit and make any adjustments as necessary.
(15) Remove all internal and external OEM e-coat
within 51 mm (2.0 in.) of the weld joint on the
replacement tip and the existing frame rail.
NOTE: Any burned surface coatings will need to be
removed prior to application of corrosion preventative coatings.

Fig. 8 REPAIR SLEEVE INSTALLATION (TYPICAL)
1 - REPLACEMENT FRAME TIP
2 - FRAME RAIL
3 - SERVICE SLEEVE
4 - CENTER LINE
5 - LOCATOR LINES (2)
6 - HORIZONTAL WELD HOLE LOCATION - 38 mm (1.5 in.)(BOTH
FRAME SECTIONS)
7 - LOCATOR LINE DIMENSION - 2 mm (0.08 in.)
8 - VERTICAL WELD HOLE LOCATION - 19 mm (0.75 in.)(BOTH
FRAME SECTIONS)
9 - RING FILLET WELD HOLES

CAUTION: Shield the surrounding area and components from exposure to the welding spatter and
heat.

FRAMES & BUMPERS

DR
FRAME (Continued)
(16) On 4X4 models use the service sleeve as a
template to drill a hole in the frame tip to accommodate the sway bar mounting bolt. (Fig. 12)
(17) Slide the service sleeve into the replacement
frame tip and align to the 2 mm (0.08 in.) off center
line made previously during the sleeve assembly and
tack the ring fillet welds to hold them in place. (Fig.
10) (Fig. 11) (Fig. 12) (Fig. 13)
(18) On 4X4 models, install the sway bar tapping
plate and secure with tack welds. (Fig. 12) (Fig. 13)

Fig. 10 4X2 SLEEVE INSTALLATION
1
2
3
4
5
6
7

REPLACEMENT FRAME TIP
FRAME RAIL
SERVICE SLEEVE
PLP
SWAY BAR MOUNTING BRACKET
TAPPING PLATE
ROOT WELD GAP

Fig. 11 4X2 SLEEVE INSTALLATION
1
2
3
4
5

REPLACEMENT FRAME TIP
ROOT WELD GAP
SERVICE SLEEVE
SWAY BAR MOUNTING BRACKET
TAPPING PLATE

13 - 7

13 - 8

FRAMES & BUMPERS

FRAME (Continued)

Fig. 12 4X4 TAPPING PLATE/SLEEVE
INSTALLATION
1
2
3
4
5
6
7
8

REPLACEMENT FRAME TIP
FRAME RAIL
SERVICE SLEEVE
PLP
SWAY BAR MOUNTING BRACKET
TAPPING PLATE
ROOT WELD GAP
SLEEVE TAB

(19) Apply ring-fillet welds into the ring-fillet weld
holes on the replacement frame tip, using the Weld
Process Specifications table. (Fig. 14)
(20) Install the upper FESM insulator onto the
replacement tip and position the service sleeve/replacement tip into the existing frame rail.
(21) Loosely install the lower FESM insulator and
cab mounting bolt.

Fig. 13 4X4 TAPPING PLATE/SLEEVE INSTALLATION
1
2
3
4
5
6

REPLACEMENT FRAME TIP
ROOT WELD GAP
SERVICE SLEEVE
SWAY BAR MOUNTING BRACKET
TAPPING PLATE
SLEEVE TAB

Fig. 14 RING FILLET WELD
1 - WELD START LOCATION
2 - WELD END LOCATION
3 - RING-FILLET WELD

FRAMES & BUMPERS

13 - 9

FRAME (Continued)
(22) Using the appropriate measuring equipment,
verify the front end sheet metal bracket’s location in
all three (X,Y, and Z) planes of space, and adjust if
required. (Fig. 15)

CAUTION: Shield the surrounding area and components from exposure to the welding spatter and
heat.
(23) When correctly fitted and a weld root gap of 4
mm minimum to 6 mm maximum (0.16 in - 0.24 in)
is established, tack the ring fillet welds to hold the
tip in position, then complete the ring fillet welds.
NOTE: Ring-fillet welds may be filled in with weld
material if an improved cosmetic appearance is
desired.
(24) Confirm alignment of the replacement frame
rail tip. (Fig. 15)
(25) Final welding should be performed in a skip
(stitch) type method to minimize the heat buildup
and frame distortion, utilizing the Weld Process
Specifications at the end of this section. The preferred method is GMAW (MIG).
(a) Apply root pass welds to the root joint one
quadrant at a time, switching to the opposite side
of the frame for each quadrant. (Fig. 9)
(b) Clean the welds of any flux and other impurities before proceeding with the cover pass welds.
(c) Apply the cover pass welds in the same manner as described above.
(26) Confirm alignment of the replacement frame
rail tip. (Fig. 15)
NOTE: Any burned surface coatings will need to be
removed prior to application of corrosion preventative coatings.

Fig. 15 FRAME TIP DIMENSIONS
NOTE:
All measurements are in mm.
1
2
3
4

PLP POINT
FRAME
PLP POINT
REPLACEMENT FRAME TIP

(27) Dress the welded area and apply corrosion
resistant coatings inside and out.
(a) Apply etch-primer to the inside of the frame
rail repair area.
(b) Inside the rail, inject a creeping wax based
rust inhibitor compound through the existing holes
in the frame ensuring 100% coverage including the
space between the original frame rail and the reinforcing sleeve.

13 - 10

FRAMES & BUMPERS

FRAME (Continued)
(c) Apply a durable top coat to the outside of the
repair area.
(28) Tighten the front cab mounting bolt to the
FESM bracket to 81 N·m (60 ft. lbs.).
(29) Install the stabilizer bar. (Refer to 2 - SUSPENSION/FRONT/STABILIZER BAR - INSTALLATION)
(30) Install the front bumper. (Refer to 13 FRAME & BUMPERS/BUMPERS/FRONT BUMPER
- INSTALLATION)

(31) Install the wire harness and ground strap if
previously removed and install the bolt.
(a) If necessary, re-drill and tap the ground
strap mounting hole
(32) Install the front wheelhouse splash shield.
(Refer to 23 - BODY/EXTERIOR/FRONT WHEELHOUSE SPLASH SHIELD - INSTALLATION)

CAUTION:
All welds should conform to DaimlerChrysler vehicle engineering process standard “PS 9472”.

WELD PROCESS SPECIFICATIONS
WELDING PROCESS

FLUX CORED ARC

GAS METAL ARC (MIG)*

SHIELDED METAL ARC
(STICK)

3.7 mm to 4.2 mm

Lincoln Electrical Co.
Product #: NR-211 MP
(Do Not Substitute)

AWS ER70S-3
(Do Not Substitute)

** AWS E 7018

0.045 Tubular

0.035 Solid

3/329

3/89 - 1/29

1/29 - 5/89

N/A

Electrode 9-9
Work Piece 9+9

Electrode 9+9
Work Piece 9-9

Shielding Gas

Self Shielded

75% Ar
25% CO2

Self Shielded

Gas Flow Rate

N/A

25 - 35 CFM

N/A

110 - 130 Vertical Down
70 - 90 Flat & Overhead

245 - 250 Vertical Down
210 - 225 Flat &
Overhead

N/A

Vertical

110 - 130

175

85 (3/329 Diameter)

Flat & Overhead

70 - 90

155

90 (3/329 Diameter)

15 - 18

19 - 20

N/A

Vertical

Vertical Down Hill (only)

Vertical - Up Hill (only)

Flat & Overhead

Flat - Push or Drag

Flat - Drag

Material Thickness
Electrode Type

Electrodes Size Inches
Electrode Stick Out
Polarity

Wire Feed Speed
(inches per minute)
Approximate Amperage

Voltage
Direction of Welding

**E7018 new electrodes may be exposed to the
atmosphere for up to ten hours with no harmful
effect. Reconditioning schedules should come from
the manufacturer.

FRAMES & BUMPERS

13 - 11

FRAME (Continued)

SERVICE SLEEVE ASSEMBLY
NOTE: Two sleeve halves are included with each
kit. Modifications as follow, are necessary to create
the correct sleeve assembly for each application.
(1) On 4X2 models, the 9lower9 sleeve is made by
cutting off the tab and cutting out a notch in the bottom sleeve portion. Round the corners of the cut out
to keep stress cracks from forming. On 4X4 models
the 9lower9 sleeve is used as provided. (Fig. 16)

(3) The sleeve halves are shipped slightly oversized to allow custom fitting to each replacement
frame rail tip. It is necessary to grind the mating
surfaces to achieve the desired snug fit into the
replacement tip (rail tube has increasing height rearward of the cut line). Once the two sleeve halves are
fitted, bevel the edges 25° - 30°.
NOTE: Scribing a line 2 mm from the cut edge and
then grinding back to the mark will simplify the
bevel creation process and accuracy.
(4)
(5)
weld
(Fig.

Remove any burrs at the beveled edges.
Using the Weld Process Specifications table,
the two halves of the repair sleeve together.
18)

Fig. 16 4X2 LOWER SLEEVE CUT LOCATION
1
2
3
4
5

SERVICE SLEEVE LOWER HALF
CUT DIMENSION 27 mm (1.06 in.)
CUT DIMENSION 36.1 mm (1.42 in)
4X2 CUTOUT
FRONT TAB CUT LINE (4X2 ONLY)

(2) On both 4X2 and 4X4 models cut off the front
tab on the upper sleeve portion. (Fig. 17)

Fig. 18 SERVICE SLEEVE ASSEMBLY
1
2
3
4
5

Fig. 17 UPPER SLEEVE CUT LOCATION
1 - SERVICE SLEEVE UPPER HALF
2 - CUT LOCATION

CENTERLINE SCRIBE MARK
WELD SEAM
REAR TAB (4X4 ONLY)
SCRIBE LINE LOCATION 2 mm (0.08 in.)
FRONT TAB (4X4 ONLY)

(6) Clean the welds of any flux and other impurities and grind smooth before proceeding with the
installation of the sleeve.
(7) Find the centerline of the sleeve and scribe a
centerline mark. Mark two additional lines 2 mm
(0.08 in.) on either side of the centerline mark to help
ensure the required 4 mm - 6 mm (0.16 in. - 0.24 in.)
weld root gap. (Fig. 18)

13 - 12

FRAMES & BUMPERS

FRAME (Continued)

STANDARD PROCEDURE - HYDROFORM
FENDER RAIL REPAIR
SAFETY PRECAUTIONS AND WARNINGS
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 OR HEAT AND
METAL SPATTER FROM ARC WELDING, TO CONTACT PLASTIC BODY PANELS. FIRE OR EXPLOSION CAN RESULT.
• WHEN WELDED FRAME COMPONENTS ARE
REPLACED, ENSURE COMPLETE PENETRATION
WELD IS 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. Failure to use only production fasteners or fasteners of equivalent hardness can result in loosening or failure. Do not drill
holes in top or bottom frame rail flanges, frame rail
failure can result. When using heat to straighten
frame components do not exceed 566°C (1050°F),
metal fatigue can result.
CAUTION: This repair procedure assumes damage
to the right or left hydroform fender rail (Fig. 19).
Prior to any repairs, the vehicle must be mounted
on the appropriate frame repair equipment (“frame
rack”), checked with three dimensional measuring
equipment, and necessary pull corrections made. If
damage exists in the hydroform fender rail, or cab
beyond the area covered by this service procedure
after dimensional corrections are made, the hydroform must be replaced in its entirety. Refer to 23 BODY/BODY STRUCTURE/WELD LOCATIONS SPECIFICATIONS, when replacing the entire hydroform.

(1) Disconnect and isolate the battery negative
cable.
(2) Remove the front wheelhouse splash shield.
(Refer to 23 - BODY/EXTERIOR/FRONT WHEELHOUSE SPLASH SHIELD - REMOVAL)
(3) Remove the fender. (Refer to 23 - BODY/EXTERIOR/FRONT FENDER - REMOVAL)
(4) Remove the A/C condenser, if required. (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C CONDENSER - REMOVAL)
(5) Remove the A/C lines, if required. Refer to the
Heating and Air Conditioning section of the manual
for recommended procedures.
(6) Remove the radiator assembly. (Refer to 7 COOLING/ENGINE/RADIATOR - REMOVAL)
(7) Remove the air cleaner and support bracket, if
required. (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER ELEMENT - REMOVAL)
(8) Remove the integrated power module. (Refer to
8 - ELECTRICAL/POWER DISTRIBUTION/INTEGRATED POWER MODULE - REMOVAL)
(9) Remove the bolts and position aside the wire
harness and grounds, if required.
(10) Remove the upper radiator crossmember.
(Refer to 23 - BODY/EXTERIOR/UPPER RADIATOR
CROSSMEMBER - REMOVAL)
(11) Remove the headlamp unit. (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP UNIT - REMOVAL)
(12) Remove the front cab mount to the Front End
Sheet Metal bracket (FESM) bolt.
(13) Remove the bolts attaching the lower radiator
crossmember to the hydroform fender rail. (Fig. 19)
CAUTION: Do not use any flame or plasma cutting
equipment to cut the frame in this procedure. The
inaccurate and high temperatures achieved during
flame or plasma cutting will change the metal characteristics and may weaken the frame and/or repair
location.
(14) Using a reciprocating saw or equivalent, cut
the fender rail and shotgun at a straight and square
section of the hydroform and remove.
(15) Smooth and square the cut edges.
(16) Using the damaged structure as a reference
cut the service part at the same location as the first
cut. Smooth and square the cut edges.
NOTE: The repair structure should butt up to the
remaining structure and provide the same overall
vehicle geometry.

FRAMES & BUMPERS

13 - 13

FRAME (Continued)

Fig. 19 HYDROFORM FENDER RAILS
1 - HYDROFORM FENDER RAIL
2 - FRONT END SHEET METAL BRACKET
3 - UPPER RADIATOR CROSSMEMBER BOLTS (4)

(17) Fabricate 51 mm (2.0 in.) long repair inserts
using scrap from the old structure or the replacement
part. It will be necessary to split the inserts on each
of their four sides to fit into the hydroform.
(18) Remove any paint or e-coat from the inserts
and also to the interior and exterior of the hydroforms.
(19) Cut plug weld holes as described below.
• On the upper rail, cut one 13 mm (0.5 in.) hole
on each side of the rail, 25 mm (1.0 in.) from the butt
joint of the tubes.
• On the lower rail, cut one 13 mm (0.5 in.) hole
on the top and bottom sides of the rail 25 mm (1.0
in.) from the butt joint of the tube.
• On the lower rail, cut two 13 mm (0.5 in.) holes
on the inner and outer sides of the rail 25 mm (1.0
in.) from the butt joint of the tube.
CAUTION: Shield the surrounding area and components from exposure to the welding spatter and
heat.
(20) Install the insert 1” into the replacement part
and tack into place with a weld.
(21) Insert the service part into place and using
the appropriate measuring equipment, verify the

4 - UPPER RADIATOR CROSSMEMBER
5 - LOWER RADIATOR CROSSMEMBER BOLTS (8)
6 - LOWER RADIATOR CROSSMEMBER

front end sheet metal bracket’s location in all three
(X,Y, and Z) planes of space. (Fig. 20)
(22) Complete all 360° plug welds.
NOTE: Before the final welding, use three dimensional measuring equipment to ensure the part is in
the correct location. Verify that tap plate extrusion
at the bottom of the vertical post lines up with the
isolator and hole in the frame perch mount. Also
ensure the lower radiator closure tube is bolted into
the forward shotgun ends.
(23) Complete welding by making a 360° butt weld
around the fender rails.
(24) Metal finish the exposed welds on the hydroforms.
(25) Dress the welded area and apply corrosion
resistant coatings inside and out.
(a) Inside the rail, inject a creeping wax based
rust inhibitor compound to the inside of the hydroforms ensuring 100% coverage including the mating face between the fender rail sections and insert
such that corrosion protection is restored in the
internal cavity.
(b) Apply a durable top coat to the outside of the
repair area.

13 - 14

FRAMES & BUMPERS

FRAME (Continued)

Fig. 20 ENGINE COMPARTMENT/FRONT STRUCTURE
(26) Install the front cab mount bolt if previously
removed and tighten to 81 N·m (60 ft. lbs.).
(27) Install the lower radiator crossmember bolts
and tighten to 28 N·m (21 ft. lbs.).
(28) Install the headlamp unit. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT - INSTALLATION)
(29) Install the upper radiator crossmember. (Refer
to 23 - BODY/EXTERIOR/UPPER RADIATOR
CROSSMEMBER - INSTALLATION)
(30) Install the wire harness and ground if previously removed and install the bolts.
(31) Install the integrated power module, if previously removed. (Refer to 8 - ELECTRICAL/POWER
DISTRIBUTION/INTEGRATED POWER MODULE INSTALLATION)
(32) Install the air cleaner bracket and air cleaner,
if previously removed. (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER ELEMENT INSTALLATION)

(33) Install the radiator assembly. (Refer to 7 COOLING/ENGINE/RADIATOR - INSTALLATION)
(34) Install the A/C lines, if previously removed.
Refer to the Heating and Air Conditioning section of
the manual for the recommended procedures.
(35) Install the A/C condenser, if previously
removed. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C CONDENSER - INSTALLATION)
(36) Install the fender. (Refer to 23 - BODY/EXTERIOR/FRONT FENDER - INSTALLATION)
(37) Install the front wheelhouse splash shield.
(Refer to 23 - BODY/EXTERIOR/FRONT WHEELHOUSE SPLASH SHIELD - INSTALLATION)
(38) Reconnect the battery ground.

FRAMES & BUMPERS

13 - 15

FRAME (Continued)

STANDARD PROCEDURE - REAR FRAME
H-SECTION REPLACEMENT
SAFETY PRECAUTIONS AND WARNINGS
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 OR HEAT AND
METAL SPATTER FROM ARC WELDING, TO CONTACT PLASTIC BODY PANELS. FIRE OR EXPLOSION CAN RESULT.
• WHEN WELDED FRAME COMPONENTS ARE
REPLACED, ENSURE COMPLETE PENETRATION
WELD IS 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. Failure to use only production fasteners or fasteners of equivalent hardness can result in loosening or failure. Do not drill
holes in top or bottom frame rail flanges, frame rail
failure can result. When using heat to straighten
frame components do not exceed 566°C (1050°F),
metal fatigue can result.

(3) Remove the trailer hitch. (Refer to 13 - FRAME
&
BUMPERS/FRAME/TRAILER
HITCH
REMOVAL)
(4) Raise and support the frame so the tires are off
floor.
(5) Remove the shock absorbers. (Refer to 2 - SUSPENSION/REAR/SHOCK - REMOVAL)
(6) Remove the rear leaf spring shackle bolts and
let the axle rest on the ground. (Fig. 21)

Fig. 21 REAR SPRING
1 - SPRING SHACKLE
2 - LEAF SPRING EYE BOLT/NUT
3 - REAR LEAF SPRING

(7) Remove the spare wheel.
(8) Remove the clip and remove the spare tire
winch tube. (Fig. 22)

CAUTION: This procedure is designed to replace
the H-section/spare tire support located at the rear
of the frame assembly. Prior to any cutting, the
vehicle must be mounted on the appropriate frame
repair equipment (“frame rack”), checked with three
dimensional measuring equipment, and the necessary pull corrections made. If damage remains in
the frame beyond the area covered by this service
part after the pull, the frame must be replaced in its
entirety.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cargo box. (Refer to 23 - BODY/EXTERIOR/CARGO BOX - REMOVAL)

Fig. 22 SPARE TIRE WINCH TUBE
1
2
3
4

SPARE TIRE WINCH ASSEMBLY
HAIR PIN CLIP
WINCH TUBE
H-SECTION/SPARE WHEEL SUPPORT

13 - 16

FRAMES & BUMPERS

FRAME (Continued)
(9) Remove the bolts and remove the spare tire
winch. (Fig. 23)

(Refer to 13 - FRAME & BUMPERS/FRAME - SPECIFICATIONS - FRAME DIMENSIONS)
CAUTION: Shield the surrounding area and components from exposure to the welding spatter and
heat.

Fig. 23 SPARE TIRE WINCH ASSEMBLY
1
2
3
4

SPARE TIRE WINCH ASSEMBLY
BOLTS
RETAINER BRACKET
H-SECTION/SPARE WHEEL SUPPORT

(10) Position the wire harness forward of the work
area.
CAUTION: Do not use any flame or plasma cutting
equipment to cut the frame in this procedure. The
inaccurate and high temperatures achieved during
flame or plasma cutting will change the metal characteristics and may weaken the frame and/or repair
location.
(11) Carefully remove the H-section welds using a
grinder or equivalent tool.
(12) Remove the H-section and clean any remaining welds from the frame.
(13) Trial fit the replacement part.
(14) Remove all e-coat from within 25 mm (1.0 in.)
of the weld area.
(15) Using the appropriate measuring equipment,
position the replacement part and verify correct positioning in all three (X,Y, and Z) planes of space.

(16) Weld the replacement H-section into position.
The welding should be performed in a skip (stitch)
type method to minimize the heat buildup following
I-CAR or the American Welding Society welding procedures and utilizing the process specifications at the
end of this section. Refer to the Weld Process Specifications welding schedule below.
(17) Dress the welded area and apply corrosion
resistant coatings inside and out.
(a) Inside the rail, inject a creeping wax based
rust inhibitor compound through the existing holes
in the frame ensuring 100% coverage including the
mating face between the frame and replacement
H-section.
(b) Apply a durable top coat to the outside of the
repair area.
(18) Position the wiring harness back.
(19) Install the spare tire winch and install the
bolts. (Fig. 23)
(20) Tighten the bolts to 41 N·m (30 ft. lbs.).
(21) Install the spare tire winch tube and install
the clip. (Fig. 22)
(22) Install the spare tire.
(23) Lift the axle into position and install the rear
shackle bolts. (Fig. 21)
(24) Tighten the bolts to 163 N·m (120 ft. lbs.).
(25) Install the lower shock absorber bolts. (Refer
to 2 - SUSPENSION/REAR/SHOCK - INSTALLATION)
(26) Install the trailer hitch. (Refer to 13 - FRAME
& BUMPERS/FRAME/TRAILER HITCH - INSTALLATION)
(27) Install the cargo box. (Refer to 23 - BODY/EXTERIOR/CARGO BOX - INSTALLATION)
(28) Reconnect the battery ground.

FRAMES & BUMPERS

13 - 17

FRAME (Continued)
CAUTION:
All welds should conform to DaimlerChrysler vehicle engineering process standard “ps 9472”.

WELD PROCESS SPECIFICATIONS
WELDING PROCESS

FLUX CORED ARC

GAS METAL ARC (MIG)*

SHIELDED METAL ARC
(STICK)

3.7 mm to 4.2 mm

Lincoln Electrical Co.
Product #: NR-211 MP
(Do Not Substitute)

AWS ER70S-3
(Do Not Substitute)

** AWS E 7018

.045 Tubular

.035 Solid

3/329

3/89 - 1/29

1/29 - 5/89

N/A

Electrode 9-9
Work Piece 9+9

Electrode 9+9
Work Piece 9-9

Shielding Gas

Self Shielded

75% Ar
25% CO2

Self Shielded

Gas Flow Rate

N/A

25 - 35 CFM

N/A

110 - 130 Vertical Down
70 - 90 Flat & Overhead

245 - 250 Vertical Down
210 - 225 Flat &
Overhead

N/A

Vertical

110 - 130

175

85 (3/329 Diameter)

Flat & Overhead

70 - 90

155

90 (3/329 Diameter)

15 - 18

19 - 20

N/A

Vertical

Vertical Down Hill (only)

Vertical - Up Hill (only)

Flat & Overhead

Flat - Push or Drag

Flat - Drag

Material Thickness
Electrode Type

Electrodes Size Inches
Electrode Stick Out
Polarity

Wire Feed Speed
(inches per minute)
Approximate Amperage

Voltage
Direction of Welding

*First choice - Gas Metal Arc Welding Process:
Butt joints - apply two layers (passes) of weld metal.
First pass should only fill approximately 1⁄2 the thickness. Vertical position welds - maintain electrode
wire at leading edge of weld puddle while traveling
down hill to produce maximum penetration into the
sleeve. These techniques work for FCAW as well.
**E7018 new electrodes may be exposed to the
atmosphere for up to ten hours with no harmful
effect. Reconditioning schedules should come from
the manufacturer.

SPECIFICATIONS
SPECIFICATIONS - FRAME DIMENSIONS
NOTE: Frame dimensions are listed in metric scale.
All dimensions are from center to center of Principal Locating Point (PLP), or from center to center of
PLP and fastener location.

VEHICLE PREPARATION
Position the vehicle on a level work surface. Using
screw or bottle jacks, adjust the vehicle PLP heights
to the specified dimension above a level work surface.
Vertical dimensions can be taken from the work surface to the locations indicated were applicable.

INDEX
DESCRIPTION

FIGURE

Frame Dimensional Graphics, Side
And Top View

140.5 In Wheelbase - Heavy Duty 2 Wheel Drive

140.5 In Wheelbase - Heavy Duty 4 Wheel Drive

160.5 In Wheelbase - Heavy Duty 2 Wheel Drive

160.5 In Wheelbase - Heavy Duty 4 Wheel Drive

13 - 18

FRAMES & BUMPERS

Fig. 24 FRAME DIMENSIONS

FRAME (Continued)

FRAMES & BUMPERS

Fig. 25 140.5 IN WHEELBASE - HEAVY DUTY - 2 WHEEL DRIVE

DR
13 - 19

FRAME (Continued)

FRAMES & BUMPERS

Fig. 26 140.5 IN WHEELBASE - HEAVY DUTY - 4 WHEEL DRIVE

13 - 20
DR

FRAME (Continued)

FRAMES & BUMPERS

Fig. 27 160.5 IN WHEELBASE - HEAVY DUTY - 2 WHEEL DRIVE

DR
13 - 21

FRAME (Continued)

FRAMES & BUMPERS

Fig. 28 160.5 IN WHEELBASE - HEAVY DUTY - 4 WHEEL DRIVE

13 - 22
DR

FRAME (Continued)

FRAMES & BUMPERS

13 - 23

FRAME (Continued)

SPECIFICATIONS - TORQUE
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Cab mount bolts

—

Cargo box bolts

108

—

Front crossmember bolts - 2WD

—

Front crossmember bolts - 4WD

102

—

Front skid plate bolts

—

Lower bumper support bracket bolt

—

Radiator crossmember bolts - lower

—

Radiator crossmember bolts - upper

—

Rear crossmember - 2WD

102

—

Rear crossmember - 4WD

102

—

Rear spring shackle bolts

163

120

—

Spare tire winch bolts

—

Trailer hitch reinforcement bracket bolt

170

125

—

Transfercase skid plate bolts

—

Transercase skid plate crossmember bolts

—

Transmission mount to crossmember nuts

—

FRONT CROSSMEMBER
REMOVAL
(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Remove the front skid plate, if equipped. (Refer
to 13 - FRAME & BUMPERS/FRAME/FRONT SKID
PLATE - REMOVAL)
(3) Remove the bolts and remove the crossmember.
(Fig. 29) or (Fig. 30)

INSTALLATION
(1) Install the crossmember.
(2) Install the bolts;
• On 2WD vehicles, tighten the bolts to 61 N·m
(45 ft. lbs.).
• On 4WD vehicles, tighten the bolts to 102 N·m
(75 ft. lbs.).

Fig. 29 FRONT CROSSMEMBER - 2WD
1 - CROSSMEMBER
2 - BOLTS (2 PER SIDE)

13 - 24

FRAMES & BUMPERS

FRONT CROSSMEMBER (Continued)

INSTALLATION
(1) Snap the rear tabs over the front crossmember
and install the skid plate.
(2) Install the bolts and tighten to 34 N·m (25 ft.
lbs.).

TRANSMISSION
CROSSMEMBER
REMOVAL

Fig. 30 FRONT CROSSMEMBER - 4WD
1 - BOLTS (2 PER SIDE)
2 - CROSSMEMBER

(3) Install the front skid plate, if equipped. (Refer
to 13 - FRAME & BUMPERS/FRAME/FRONT SKID
PLATE - INSTALLATION)

(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Remove the transfercase skid plate, if
equipped. (Refer to 13 - FRAME & BUMPERS/
FRAME/TRANSFER
CASE
SKID
PLATE
REMOVAL)
(3) Support the transmission with a suitable lifting
device.
(4) Remove the transmission mount nuts. (Fig. 32)
or (Fig. 33)
(5) Remove the bolts and remove the crossmember.

FRONT SKID PLATE
REMOVAL
(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Remove the bolts. (Fig. 31)
(3) Slide skid plate back off of the crossmember
and remove.

Fig. 32 REAR CROSSMEMBER - 2WD
1
2
3
4

Fig. 31 FRONT SKID PLATE
1 - FRONT CROSSMEMBER
2 - FRONT SKID PLATE
3 - BOLTS (2)

TRANSMISSION MOUNT
REAR CROSSMEMBER
TRANSMISSION MOUNT NUTS (2)
CROSSMEMBER BOLTS (2 PER SIDE)

FRAMES & BUMPERS

13 - 25

TRANSMISSION CROSSMEMBER (Continued)
(4) Remove the rear two cargo box bolts and loosen
the remaining bolts. (Refer to 23 - BODY/EXTERIOR/CARGO BOX - REMOVAL)
(5) Using a suitable lifting device, lift and support
the rear of the cargo box and remove the hitch.

Fig. 33 REAR CROSSMEMBER - 4WD
1
2
3
4
5

TRANSMISSION MOUNT
TORSION BAR
CROSSMEMBER BOLTS (3 PER SIDE)
REAR CROSSMEMBER
TRANSMISSION MOUNT NUTS (2)

INSTALLATION
(1) Install the crossmember and install the bolts.
(2) Tighten the bolts to 102 N·m (75 ft. lbs.).
(3) Install the transmission mount nuts and
tighten to 61 N·m (45 ft. lbs.).
(4) Remove the transmission support.
(5) Install the transfercase skid plate. (Refer to 13
- FRAME & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - INSTALLATION)

TRAILER HITCH
REMOVAL
(1) Remove the rear bumper. (Refer to 13 FRAME & BUMPERS/BUMPERS/REAR BUMPER REMOVAL)
(2) Remove the hitch bolts. (Fig. 34)
(3) Disconnect all wire harness support push pins.

Fig. 34 TRAILER HITCH
1
2
3
4

HITCH
HITCH BOLTS (4)
BUMPER BRACKET BOLTS (4)
BUMPER SUPPORT BRACKETS

INSTALLATION
(1) Install the hitch onto the frame rails and make
sure the locators on the inside of the hitch brackets
are engaged with the holes in the top of the frame
rails properly.
(2) Lower the cargo box and install the rear bolts.
(Refer to 23 - BODY/EXTERIOR/CARGO BOX INSTALLATION)
(3) Install the hitch bolts and tighten to 170 N·m
(125 ft. lbs.).
(4) Connect all wire harness support push pins.
(5) Install the rear bumper. (Refer to 13 - FRAME
& BUMPERS/BUMPERS/REAR BUMPER - INSTALLATION)

13 - 26

FRAMES & BUMPERS

TRANSFER CASE SKID PLATE

FRONT TOW HOOK ASSEMBLY

REMOVAL

(1) Raise and support the vehicle. (Refer to
LUBRICATION & MAINTENANCE/HOISTING STANDARD PROCEDURE)
(2) Support the skid plate and remove the bolts.
(Fig. 35)
(3) Remove the skid plate.
(4) Support the skid plate crossmember and
remove the bolts.
(5) Remove the skid plate crossmember.

(1) Remove front bumper. (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FRONT
BUMPER
REMOVAL)
(2) Remove the bolts and remove the tow hook
assembly. (Fig. 36)

Fig. 36 FRONT TOW HOOK ASSEMBLY
1 - BUMPER CENTER SUPPORT BRACKET
2 - BOLTS (6)
3 - TOW HOOK ASSEMBLY

INSTALLATION
Fig. 35 TRANSFER CASE SKID PLATE
1
2
3
4

CROSSMEMBER BOLTS (4)
SKID PLATE CROSSMEMBER
SKID PLATE
SKID PLATE BOLTS (4)

INSTALLATION
(1) Install the skid plate crossmember and install
the bolts.
(2) Tighten the bolts to 34 N·m (25 ft. lbs.).
(3) Install the skid plate and install the bolts.
(4) Tighten the bolts to 34 N·m (25 ft. lbs.).

(1) Install the tow hook assembly and bolts hand
tight.
(2) Install the front bumper. (Refer to 13 - FRAME
&
BUMPERS/BUMPERS/FRONT
BUMPER
INSTALLATION)
(3) Tighten the tow hook bolts to 68 N·m (50 ft.
lbs.).

FUEL SYSTEM

14 - 1

FUEL SYSTEM
TABLE OF CONTENTS
page
FUEL DELIVERY - GAS
FUEL INJECTION - GAS

....................1
. . . . . . . . . . . . . . . . . . . 24

page
FUEL DELIVERY - DIESEL
FUEL INJECTION - DIESEL

. . . . . . . . . . . . . . . . . 56
. . . . . . . . . . . . . . . . 79

FUEL DELIVERY - GAS
TABLE OF CONTENTS
page
FUEL DELIVERY - GAS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - FUEL SYSTEM
PRESSURE RELEASE . . . . . . . . . . . . . . . .
SPECIFICATIONS
FUEL SYSTEM PRESSURE
...........
TORQUE - FUEL SYSTEM
............
SPECIAL TOOLS
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . .
FUEL FILTER/PRESSURE REGULATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL LEVEL SENDING UNIT / SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
..........................
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL LINES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
QUICK CONNECT FITTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - QUICK-CONNECT
FITTINGS
.........................

...1
...2
...2
...3
...3
...5
...6
...6
.
.
.
.

.
.
.
.

.7
.7
.7
.8

...8

page
FUEL PUMP
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
FUEL PUMP MODULE
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
FUEL RAIL
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
FUEL TANK
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
REMOVAL- EXCEPT DIESEL . . .
INSTALLATION - EXCEPT DIESEL
INLET FILTER
REMOVAL . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .

. . . . . . . . . . . 12
. . . . . . . . . . . 12
.
.
.
.

.
.
.
.

. 12
. 12
. 12
. 13

.
.
.
.

. 13
. 13
. 13
. 18

....
....
....
...

.
.
.
.

. 20
. 20
. 20
. 22

. . . . . . . . . . . 23
. . . . . . . . . . . 23

...8
...8

FUEL DELIVERY - GAS
DESCRIPTION
The fuel delivery system consists of:
• a fuel pump module containing the electric fuel
pump, fuel filter/fuel pressure regulator, fuel gauge
sending unit (fuel level sensor) and a secondary fuel
filter located at the bottom of the pump module
• fuel tubes/lines/hoses
• a combination fuel filter/fuel pressure regulator

• quick-connect fittings
• fuel injector rail
• fuel tank
• fuel tank filler/vent tube assembly
• fuel tank filler tube cap
• accelerator pedal
• throttle cable
Certain fuel delivery components can be found in
(Fig. 1).

14 - 2

FUEL DELIVERY - GAS

FUEL DELIVERY - GAS (Continued)

Fig. 1 FUEL DELIVERY COMPONENTS
1
2
3
4
5
6
7

FUEL TANK
CHECK VALVE
LIQUID EXPANSION CHAMBER
FUEL FILTER / FUEL PRESSURE REGULATOR
QUICK-CONNECT FITTING AND FUEL LINE (TO ENGINE)
EVAP LINE CONNECTION
LEAK DETECTION PUMP FRESH AIR LINE

OPERATION
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.
The fuel tank assembly consists of: the fuel tank,
fuel pump module assembly, fuel pump module locknut/gasket, and fuel tank check valve (refer to Fuel
Tank Check Valve for 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 atmo-

8 - LDP FRESH AIR FILTER
9 - LEAK DETECTION PUMP
10 - EVAP CANISTERS (2)
11 - FUEL TANK STRAPS (2)
12 - CHECK VALVE
13 - FUEL PUMP MODULE LOCK RING
14 - FUEL PUMP MODULE

sphere. The description and function of the Evaporative Control System is found in 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.

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.

FUEL DELIVERY - GAS

14 - 3

FUEL DELIVERY - GAS (Continued)
(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
FUEL SYSTEM PRESSURE
339 kPa +/- 34 kPa (49.2 psi +/- 2 psi).

TORQUE - FUEL SYSTEM
DESCRIPTION

N-m

Ft. Lbs.

In. Lbs.

Accelerator Pedal Bracket
Mounting

105

Accelerator Pedal Position
Sensor Bracket-to-Battery
Tray Bolts

Crankshaft Position
Sensor - 3.7L

Crankshaft Position
Sensor - 4.7L

Crankshaft Position
Sensor - 5.7L

105 (+/-20)

Crankshaft Position
Sensor - 5.9L

Crankshaft Position
Sensor - 8.0L

Camshaft Position Sensor
- 3.7L

106

Camshaft Position Sensor
- 4.7L

106

Camshaft Position Sensor
- 5.7L

105 (+/-) 20

Camshaft Position Sensor
- 8.0L

14 - 4

FUEL DELIVERY - GAS

FUEL DELIVERY - GAS (Continued)
DESCRIPTION

N-m

Ft. Lbs.

In. Lbs.

Engine Coolant
Temperature Sensor 3.7L

Engine Coolant
Temperature Sensor 4.7L

Engine Coolant
Temperature Sensor 5.7L

Engine Coolant
Temperature Sensor 5.9L

Engine Coolant
Temperature Sensor 8.0L

EVAP Canister- to-Bracket
Nuts

8.5

EVAP Canister-to-frame
bolts

Fuel Filler Hose Clamp at
Tank

Fuel Filler Housing-toBody Screws

Fuel Pump Module Lock
Ring

Fuel Rail Mounting Bolts 3.7L

Fuel Rail Mounting Bolts 4.7L

100

Fuel Rail Mounting Bolts 5.7L

100

Fuel Rail Mounting Bolts 5.9L

200

Fuel Rail Mounting Bolts 8.0L

136

Fuel Tank Mounting Straps

IAC Motor Mounting
Screws - 3.7L

IAC Motor Mounting
Screws - 4.7L

IAC Motor Mounting
Screws - 5.9L

IAC Motor Mounting
Screws - 8.0L

Leak Detection Pump
Mounting Bolt

8.5

Map Sensor Mounting
Screws - 3.7L

100

FUEL DELIVERY - GAS

14 - 5

FUEL DELIVERY - GAS (Continued)
DESCRIPTION

N-m

Ft. Lbs.

In. Lbs.

Map Sensor Mounting
Screws - 4.7L

Map Sensor Mounting
Screws - 5.9L

Map Sensor Mounting
Screws - 8.0L

PCM-to-Mounting Bracket
Mounting Screws

Power Steering Pressure
Switch - 3.7L

14-22

124-195

Power Steering Pressure
Switch - 4.7L

14-22

124-195

TPS Mounting Screws 3.7L

TPS Mounting Screws 4.7L

TPS Mounting Screws 5.9L

TPS Mounting Screws 8.0L

Throttle Body Mounting
Bolts - 3.7L

100

Throttle Body Mounting
Bolts - 4.7L

105

Throttle Body Mounting
Bolts - 5.7L

105

Throttle Body Mounting
Bolts - 5.9L

200

Throttle Body Mounting
Bolts - 8.0L

192

Oxygen Sensors

SPECIAL TOOLS
FUEL SYSTEM

TEST KIT, FUEL PRESSURE, 8.0L ENGINE - #5069
FUEL PRESSURE TESTER - #8978

14 - 6

FUEL DELIVERY - GAS

FUEL DELIVERY - GAS (Continued)

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.

ADAPTERS, FUEL PRESSURE TEST, 8.0L - #6539
AND/OR #6631

SPANNER WRENCH - #6856

Fig. 2 SIDE VIEW - FILTER/REGULATOR

FITTING, AIR METERING - #6714

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

O2S (OXYGEN SENSOR) REMOVER/INSTALLER #C-4907

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
valve is located at the outlet end of the electric fuel

FUEL DELIVERY - GAS

14 - 7

FUEL FILTER/PRESSURE REGULATOR (Continued)
pump. Refer to Fuel Pump - Description and
Operation for more information.
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.

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.

FUEL LEVEL SENDING UNIT /
SENSOR

REMOVAL

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 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
pump module electrical connector unplugged).
With the connectors plugged, output voltages
will vary from about 0.6 volts at FULL, to about
8.6 volts at EMPTY (about 8.6 volts at EMPTY
for Jeep models, and about 7.0 volts at EMPTY
for Dodge Truck models). 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.

The fuel level sending unit (fuel level sensor) and
float assembly is located on the side of the fuel pump
module (Fig. 3).
(1) Remove fuel pump module from fuel tank.
Refer to Fuel Pump Module Removal/Installation.
(2) To remove sending unit from pump module, lift
on plastic locking tab (Fig. 4) while sliding sending
unit tracks.
(3) Disconnect 4–wire electrical connector (Fig. 3)
from fuel pump module. Separate necessary sending
unit wiring from connector using terminal pick /
removal tool. Refer to Special Tools in 8W Wiring for
tool part numbers.

Fig. 3 LOCATION - FUEL GAUGE SENDING UNIT
1
2
3
4
5
6
7
8

FUEL FILTER / FUEL PRESSURE REGULATOR
FUEL PUMP MODULE ASSEMBLY
4-WAY ELEC. CONNECT.
FLOAT ARM
ELEC. FUEL PUMP
INLET FILTER
FUEL GAUGE SENDING UNIT
GASKET (SEAL)

14 - 8

FUEL DELIVERY - GAS

FUEL LEVEL SENDING UNIT / SENSOR (Continued)
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.

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.

Fig. 4 FUEL GAUGE SENDING UNIT - R/I
1
2
3
4

SENDING UNIT
LOCK TAB
TRACKS
NOTCH

INSTALLATION
(1) Connect necessary wiring into electrical connectors. Connect 4–wire electrical connector to pump
module.
(2) Position sending unit to pump module. Slide
and snap into place.
(3) Install fuel pump module. Refer to Fuel Pump
Module Removal/Installation.

FUEL LINES
DESCRIPTION
Also refer to Quick-Connect Fittings.

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.

DISCONNECTING

WARNING: THE FUEL SYSTEM MAY BE UNDER A
CONSTANT PRESSURE (EVEN WITH THE ENGINE
OFF). BEFORE SERVICING ANY FUEL SYSTEM
HOSES, FITTINGS, LINES, OR MOST COMPONENTS, FUEL SYSTEM PRESSURE MUST BE
RELEASED. REFER TO THE FUEL SYSTEM PRESSURE RELEASE PROCEDURE.

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.

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

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.
(1) Perform fuel pressure release procedure. Refer
to Fuel Pressure Release Procedure.

FUEL DELIVERY - GAS

14 - 9

QUICK CONNECT FITTING (Continued)
(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. 5). Press on both buttons
simultaneously for removal. Special tools are not
required for disconnection.

Fig. 6 PINCH TYPE QUICK-CONNECT FITTING
1 - QUICK-CONNECT FITTINGS
2 - PINCH TABS

Fig. 5 2-BUTTON TYPE FITTING
1 - QUICK-CONNECT FITTING
2 - PUSH-BUTTONS (2)

(5) Pinch-Type Fitting: This fitting is equipped
with two finger tabs. Pinch both tabs together while
removing fitting (Fig. 6). Special tools are not
required for disconnection.
(6) Single-Tab Type Fitting: This type of fitting
is equipped with a single pull tab (Fig. 7). The tab is
removable. After tab is removed, quick-connect fitting
can be separated from fuel system component. Special tools are not required for disconnection.
(a) Press release tab on side of fitting to release
pull tab (Fig. 8). 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. 8).
(c) Raise pull tab until it separates from quickconnect fitting (Fig. 9).
(7) Two-Tab Type Fitting: This type of fitting is
equipped with tabs located on both sides of fitting
(Fig. 10). The tabs are supplied for disconnecting
quick-connect fitting from component being serviced.
(a) To disconnect quick-connect fitting, squeeze
plastic retainer tabs (Fig. 10) against sides of
quick-connect fitting with your fingers. Tool use is

Fig. 7 SINGLE-TAB TYPE FITTING
1
2
3
4

PULL TAB
QUICK-CONNECT FITTING
PRESS HERE TO REMOVE PULL TAB
INSERTED TUBE END

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.

14 - 10

FUEL DELIVERY - GAS

QUICK CONNECT FITTING (Continued)

Fig. 10 TYPICAL 2–TAB TYPE FITTING

Fig. 8 DISCONNECTING SINGLE-TAB TYPE FITTING
1 - PULL TAB
2 - SCREWDRIVER
3 - QUICK-CONNECT FITTING

1 - TAB(S)
2 - QUICK-CONNECT FITTING

Fig. 9 REMOVING PULL TAB
1
2
3
4

FUEL TUBE OR FUEL SYSTEM COMPONENT
PULL TAB
QUICK-CONNECT FITTING
FUEL TUBE STOP

(8) Plastic Retainer Ring Type Fitting: This
type of fitting can be identified by the use of a fullround plastic retainer ring (Fig. 11) 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. 11). 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.

Fig. 11 PLASTIC RETAINER RING TYPE FITTING
1
2
3
4
5
6
7
8

FUEL TUBE
QUICK CONNECT FITTING
PUSH
PLASTIC RETAINER
PUSH
PUSH
PUSH
PUSH

(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.
(9) Latch Clips: Depending on vehicle model and
engine, 2 different types of safety latch clips are used

FUEL DELIVERY - GAS

14 - 11

QUICK CONNECT FITTING (Continued)

Fig. 12 LATCH CLIP-TYPE 1
1
2
3
4
5

TETHER STRAP
FUEL LINE
SCREWDRIVER
LATCH CLIP
FUEL RAIL

Fig. 14 FUEL LINE DISCONNECTION USING
SPECIAL TOOL
1 - SPECIAL FUEL LINE TOOL
2 - FUEL LINE
3 - FUEL RAIL

(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. 14). 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.
(10) Disconnect quick-connect fitting from fuel system component being serviced.

CONNECTING

Fig. 13 LATCH CLIP-TYPE 2
1 - LATCH CLIP

(Fig. 12) or (Fig. 13). 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. 12).
(b) Type 2: Separate and unlatch 2 small arms
on end of clip (Fig. 13) and swing away from fuel
line.

(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 - 12

FUEL DELIVERY - GAS

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 bottom section of
the fuel pump module 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.
The electric fuel pump is not a separate, serviceable component.

BEFORE SERVICING THE FUEL PUMP MODULE, THE
FUEL SYSTEM PRESSURE MUST BE RELEASED.
(1) Drain and remove fuel tank. Refer to Fuel
Tank Removal/Installation.
(2) The plastic fuel pump module locknut (Fig. 15)
is threaded onto fuel tank. Install Special Tool 6856
to locknut and remove locknut (Fig. 16). The fuel
pump module will spring up slightly when locknut is
removed.
(3) Remove module from fuel tank.

FUEL PUMP MODULE
DESCRIPTION
The fuel pump module assembly is located on the
top of the fuel tank (Fig. 1). The complete assembly
contains the following components:
• A combination fuel filter/fuel pressure regulator
• A separate fuel pick-up, or inlet filter
• An electric fuel pump
• A lockring to retain pump module to tank
• A soft gasket between tank flange and module
• A fuel gauge sending unit (fuel level sensor)
• Fuel line connection
The fuel gauge sending unit may be serviced separately. If the electrical fuel pump, primary inlet filter,
fuel filter or fuel pressure regulator require service,
the fuel pump module must be replaced.

Fig. 15 FUEL PUMP MODULE (TOP)
1
2
3
4
5

- FUEL FILTER / FUEL PRESSURE REGULATOR
- ALIGNMENT ARROW
- TOP OF PUMP MODULE
- LOCKNUT
- ALIGNMENT MARKS

OPERATION
Refer to Fuel Pump, Inlet Filter, 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).

Fig. 16 LOCKNUT REMOVAL/INSTALLATION TYPICAL
1 - SPECIAL TOOL 6856
2 - LOCKNUT

FUEL DELIVERY - GAS

14 - 13

FUEL PUMP MODULE (Continued)

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.
(2) Position locknut over top of fuel pump module.
Install locknut finger tight.
(3) Rotate module until embossed alignment arrow
(Fig. 15) points to center alignment mark. This step
must be performed to prevent float from contacting
side of fuel tank. Also be sure fitting on fuel filter/
fuel pressure regulator is pointed to drivers side of
vehicle.
(4) Install Special Tool 6856 (Fig. 16) to locknut.
(5) Tighten locknut. Refer to Torque Specifications.
(6) Install fuel tank. Refer to Fuel Tank Removal/
Installation.

FUEL RAIL
DESCRIPTION
The fuel injector rail is used to mount the fuel
injectors to the engine.

OPERATION
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 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.
CAUTION: The left and right sections of the fuel rail
are connected with either a flexible connecting
hose, or joints. Do not attempt to separate the rail
halves at these connecting hose or joints. Due to
the design of the connecting hose or joint, it does
not use any clamps. Never attempt to install a
clamping device of any kind to the hose or joint.
When removing the fuel rail assembly for any reason, be careful not to bend or kink the connecting
hose or joint.

CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate rail
halves at connector tubes (Fig. 18). Due to design
of tubes, it does not use any clamps. Never attempt
to install a clamping device of any kind to tubes.
When removing fuel rail assembly for any reason,
be careful not to bend or kink tubes.
(1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release Procedure.
(3) Remove negative battery cable at battery.
(4) Remove air duct at throttle body air box.
(5) Remove air box at throttle body.
(6) Remove air resonator mounting bracket at
front of throttle body (2 bolts).
(7) Disconnect fuel line latch clip and fuel line at
fuel rail. A special tool will be necessary for fuel line
disconnection. Refer to Quick-Connect Fittings.
(8) Remove necessary vacuum lines at throttle
body.
(9) Disconnect electrical connectors at all 6 fuel
injectors. To remove connector refer to (Fig. 17). 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. If harness is not
tagged, note wiring location before removal.
(10) Disconnect electrical connectors at all throttle
body sensors.
(11) Remove 6 ignition coils. Refer to Ignition Coil
Removal/Installation.
(12) Remove 4 fuel rail mounting bolts (Fig. 18).
(13) Gently rock and pull left side of fuel rail until
fuel injectors just start to clear machined holes in
cylinder head. Gently rock and pull right side of rail
until injectors just start to clear cylinder head holes.
Repeat this procedure (left/right) until all injectors
have cleared cylinder head holes.
(14) Remove fuel rail (with injectors attached)
from engine.
(15) If fuel injectors are to be removed, refer to
Fuel Injector Removal/Installation.

4.7L V-8

REMOVAL
3.7L V-6
WARNING: THE FUEL SYSTEM IS UNDER CONSTANT PRESSURE EVEN WITH ENGINE OFF.
BEFORE SERVICING FUEL RAIL, FUEL SYSTEM
PRESSURE MUST BE RELEASED.

WARNING: THE FUEL SYSTEM IS UNDER CONSTANT PRESSURE EVEN WITH ENGINE OFF.
BEFORE SERVICING FUEL RAIL, FUEL SYSTEM
PRESSURE MUST BE RELEASED.

14 - 14

FUEL DELIVERY - GAS

FUEL RAIL (Continued)
CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate rail
halves at connector tubes (Fig. 19). Due to design
of tubes, it does not use any clamps. Never attempt
to install a clamping device of any kind to tubes.
When removing fuel rail assembly for any reason,
be careful not to bend or kink tubes.

Fig. 17 REMOVE/INSTALL INJECTOR CONNECTOR

Fig. 18 FUEL RAIL REMOVE/INSTALL - 3.7L V-6
1 - MOUNTING BOLTS (4)
2 - QUICK-CONNECT FITTING
3 - FUEL RAIL
4 - INJ. #1
5 - INJ. #3
6 - INJ. #5
7 - INJ. #2
8 - INJ. #4
9 - INJ. #6
10 - CONNECTOR TUBE

(1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release Procedure.
(3) Remove negative battery cable at battery.
(4) Remove air duct at throttle body air box.
(5) Remove air box at throttle body.
(6) Remove air resonator mounting bracket at
front of throttle body (2 bolts).
(7) Disconnect fuel line latch clip and fuel line at
fuel rail. A special tool will be necessary for fuel line
disconnection. Refer to Quick-Connect Fittings.
(8) Remove necessary vacuum lines at throttle
body.
(9) Disconnect electrical connectors at all 8 fuel
injectors. To remove connector refer to (Fig. 17). 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. If harness is not
tagged, note wiring location before removal.
(10) Disconnect electrical connectors at all throttle
body sensors.
(11) Remove 8 ignition coils. Refer to Ignition Coil
Removal/Installation.
(12) Remove 4 fuel rail mounting bolts (Fig. 19).
(13) Gently rock and pull left side of fuel rail until
fuel injectors just start to clear machined holes in
cylinder head. Gently rock and pull right side of rail
until injectors just start to clear cylinder head holes.
Repeat this procedure (left/right) until all injectors
have cleared cylinder head holes.
(14) Remove fuel rail (with injectors attached)
from engine.
(15) If fuel injectors are to be removed, refer to
Fuel Injector Removal/Installation.

5.7L V-8
WARNING: THE FUEL SYSTEM IS UNDER CONSTANT PRESSURE EVEN WITH ENGINE OFF.
BEFORE SERVICING FUEL RAIL, FUEL SYSTEM
PRESSURE MUST BE RELEASED.

FUEL DELIVERY - GAS

14 - 15

FUEL RAIL (Continued)

Fig. 19 FUEL RAIL REMOVE/INSTALL - 4.7L V-8
1 - MOUNTING BOLTS (4)
2 - INJ.#7
3 - INJ.#5
4 - QUICK-CONNECT FITTING
5 - INJ.#3
6 - FUEL INJECTOR RAIL
7 - INJ.#1
8 - CONNECTOR TUBE
9 - INJ.#2
10 - INJ.#4
11 - INJ.#6
12 - INJ.#8
13 - PRESSURE TEST PORT CAP

CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate rail
halves at connector tube (Fig. 20). Due to design of
tube, it does not use any clamps. Never attempt to
install a clamping device of any kind to tube. When
removing fuel rail assembly for any reason, be careful not to bend or kink tube.
(1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release Procedure.
(3) Remove negative battery cable at battery.
(4) Remove flex tube (air cleaner housing to
engine).
(5) Remove air resonator box at throttle body.
(6) Disconnect all spark plug cables from all spark
plugs and ignition coils. Do not remove cables from

cable routing tray. Note original cable positions while
removing (Fig. 22).
(7) Remove spark plug cable tray from engine by
releasing 4 retaining clips (Fig. 21). Remove tray and
cables from engine as an assembly.
(8) Disconnect electrical connectors at all 8 ignition coils. Refer to Ignition Coil Removal/Installation.
(9) Disconnect fuel line latch clip and fuel line at
fuel rail. A special tool will be necessary for fuel line
disconnection. Refer to Quick-Connect Fittings.
(10) Disconnect electrical connectors at all 8 fuel
injectors. To remove connector refer to (Fig. 17). 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. If harness is not
tagged, note wiring location before removal.
(11) Disconnect electrical connectors at all throttle
body sensors.
(12) Remove 4 fuel rail mounting bolts and holdown clamps (Fig. 20).
(13) Gently rock and pull left side of fuel rail until
fuel injectors just start to clear machined holes in
intake manifold. Gently rock and pull right side of
rail until injectors just start to clear intake manifold
head holes. Repeat this procedure (left/right) until all
injectors have cleared machined holes.
(14) Remove fuel rail (with injectors attached)
from engine.
(15) If fuel injectors are to be removed, refer to
Fuel Injector Removal/Installation.

5.9L V-8
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/Installation.

14 - 16

FUEL DELIVERY - GAS

FUEL RAIL (Continued)
(6) Disconnect electrical connectors at all fuel
injectors. To remove connector refer to (Fig. 17). 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. 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.
(10) Remove fuel rail (with injectors attached)
from engine.

8.0L V-10
Fig. 20 5.7L FUEL RAIL
1
2
3
4

FUEL RAIL
MOUNTING BOLT
HOLDOWN CLAMPS
CONNECTOR TUBE

Fig. 21 5.7L SPARK PLUG CABLE ROUTING TRAY
1 - SPARK PLUG CABLES
2 - RETAINING CLIP
3 - SPARK PLUG CABLE ROUTING TRAY

(5) If equipped with air conditioning, remove the
A-shaped A/C compressor-to-intake manifold support
bracket (three bolts) (Fig. 23).

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. 25) 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. 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 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.
(9) Remove the six fuel rail mounting bolts from
the lower half of intake manifold (Fig. 27).
(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.

FUEL DELIVERY - GAS

14 - 17

FUEL RAIL (Continued)

Fig. 22 5.7L SPARK PLUG CABLE ROUTING
1
2
3
4
5
6

7 - CABLE TRAY
8 - CLIPS (SPARK PLUG CABLE-TO-TRAY- RETENTION)
9 - #2 COIL-TO- #3 SPARK PLUG (MARKED 2/3)
10 - #6 COIL-TO- #1 SPARK PLUG (MARKED 1/6)
11 - #4 COIL-TO- #7 SPARK PLUG (MARKED 4/7)

Fig. 23 A/C COMPRESSOR SUPPORT BRACKET 5.9L V-8
1 - AIR CONDITIONING COMPRESSOR SUPPORT BRACKET
2 - MOUNTING BOLTS

(11) Remove fuel rail (with injectors attached)
from engine.
(12) If fuel injectors are to be removed, refer to
Fuel Injector Removal/Installation.

Fig. 24 FUEL RAIL REMOVE/INSTALL - 5.9L V-8
1 - FUEL RAIL CONNECTING HOSE
2 - FUEL RAIL
3 - MOUNTING BOLTS (4)

14 - 18

FUEL DELIVERY - GAS

FUEL RAIL (Continued)

Fig. 25 IGNITION COIL PACK AND MOUNTING
BRACKET - 8.0L V-10
1 - COIL PACKS AND BRACKET
2 - MOUNTING BOLTS (4)

Fig. 27 FUEL RAIL MOUNTING BOLTS - 8.0L V-10 TYPICAL
1
2
3
4
5
6

FUEL RAIL
ELECTRICAL CONNECTOR
MOUNTING BOLTS (6)
INTAKE MANIFOLD LOWER HALF
FUEL PRESSURE TEST PORT
FUEL INJECTORS (10)

INSTALLATION
3.7L V-6

Fig. 26 REMOVE/INSTALL FUEL INJECTOR
CONNECTOR

(1) If fuel injectors are to be installed, refer to Fuel
Injector Removal/Installation.
(2) Clean out fuel injector machined bores in
intake manifold.
(3) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(4) Position fuel rail/fuel injector assembly to
machined injector openings in cylinder head.
(5) Guide each injector into cylinder head. Be careful not to tear injector o-rings.
(6) Push right side of fuel rail down until fuel
injectors have bottomed on cylinder head shoulder.
Push left fuel rail down until injectors have bottomed on cylinder head shoulder.
(7) Install 4 fuel rail mounting bolts and tighten.
Refer to torque specifications.
(8) Install 6 ignition coils. Refer to Ignition Coil
Removal/Installation.
(9) Connect electrical connectors to throttle body.
(10) Connect electrical connectors at all fuel injectors. To install connector, refer to (Fig. 17). 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.

FUEL DELIVERY - GAS

14 - 19

FUEL RAIL (Continued)
(11) Connect necessary vacuum lines to throttle
body.
(12) Install air resonator mounting bracket near
front of throttle body (2 bolts).
(13) Connect fuel line latch clip and fuel line to
fuel rail. Refer to Quick-Connect Fittings.
(14) Install air box to throttle body.
(15) Install air duct to air box.
(16) Connect battery cable to battery.
(17) Start engine and check for leaks.

4.7L V-8
(1) If fuel injectors are to be installed, refer to Fuel
Injector Removal/Installation.
(2) Clean out fuel injector machined bores in
intake manifold.
(3) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(4) Position fuel rail/fuel injector assembly to
machined injector openings in cylinder head.
(5) Guide each injector into cylinder head. Be careful not to tear injector o-rings.
(6) Push right side of fuel rail down until fuel
injectors have bottomed on cylinder head shoulder.
Push left fuel rail down until injectors have bottomed on cylinder head shoulder.
(7) Install 4 fuel rail mounting bolts and tighten.
Refer to torque specifications.
(8) Install 8 ignition coils. Refer to Ignition Coil
Removal/Installation.
(9) Connect electrical connectors to throttle body.
(10) Connect electrical connectors at all fuel injectors. To install connector, refer to (Fig. 17). 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.
(11) Connect necessary vacuum lines to throttle
body.
(12) Install air resonator mounting bracket near
front of throttle body (2 bolts).
(13) Connect fuel line latch clip and fuel line to
fuel rail. Refer to Quick-Connect Fittings.
(14) Install air box to throttle body.
(15) Install air duct to air box.
(16) Connect battery cable to battery.
(17) Start engine and check for leaks.

5.7L V-8
(1) If fuel injectors are to be installed, refer to Fuel
Injector Removal/Installation.
(2) Clean out fuel injector machined bores in
intake manifold.
(3) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(4) Position fuel rail/fuel injector assembly to
machined injector openings in intake manifold.

(5) Guide each injector into intake manifold. Be
careful not to tear injector o-rings.
(6) Push right side of fuel rail down until fuel
injectors have bottomed on shoulders. Push left fuel
rail down until injectors have bottomed on shoulders.
(7) Install 4 fuel rail holdown clamps and 4 mounting bolts. Refer to Torque Specifications.
(8) Position spark plug cable tray and cable assembly to intake manifold. Snap 4 cable tray retaining
clips into intake manifold.
(9) Install all cables to spark plugs and ignition
coils.
(10) Connect electrical connector to throttle body.
(11) Install electrical connectors to all 8 ignition
coils. Refer to Ignition Coil Removal/Installation.
(12) Connect electrical connector to throttle body.
(13) Connect electrical connectors at all fuel injectors. To install connector, refer to (Fig. 17). 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.
(14) Connect fuel line latch clip and fuel line to
fuel rail. Refer to Quick-Connect Fittings.
(15) Install air resonator to throttle body (2 bolts).
(16) Install flexible air duct to air box.
(17) Connect battery cable to battery.
(18) Start engine and check for leaks.

5.9L V-8
(1) If fuel injectors are to be installed, refer to Fuel
Injector Removal/Installation.
(2) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(3) Clean out fuel injector machined bores in
intake manifold.
(4) Position fuel rail/fuel injector assembly to injector openings on intake manifold.
(5) Guide each injector into intake manifold. Be
careful not to tear injector o-ring.
(6) 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.
(7) Install fuel rail mounting bolts. Refer to Torque
Specifications.
(8) Connect electrical connector to intake manifold
air temperature sensor.
(9) Connect electrical connectors at all fuel injectors. To install connector, refer to (Fig. 17). 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.
(10) Install fuel tube (line) at side of fuel rail.
Refer to Quick-Connect Fittings for procedures.
(11) Install air cleaner resonator to throttle body.
(12) Connect battery cable to battery.

14 - 20

FUEL DELIVERY - GAS

FUEL RAIL (Continued)
(13) Start engine and check for leaks.

8.0L V-10
(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 right (passenger)
side of vehicle (Fig. 27).
(3) Position fuel rail/fuel injector assembly to injector openings on intake manifold.
(4) Guide each injector into intake manifold. Be
careful not to tear 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 six fuel rail mounting bolts into 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. 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. 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 / Installation.
(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, and (if equipped) certain ORVR components.

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.

Two check (control) valves are mounted into the
top of the fuel tank. Refer to Fuel Tank Check Valve
for additional information.
An evaporation control system is connected to the
fuel tank 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) and/or an On-Board Refueling
Vapor Recovery (ORVR) system. Refer to Emission
Control System for additional information.

REMOVAL- EXCEPT DIESEL
Fuel Tank Draining
WARNING: THE FUEL SYSTEM MAY
CONSTANT FUEL PRESSURE EVEN
ENGINE OFF. THIS PRESSURE
RELEASED BEFORE SERVICING FUEL

BE UNDER
WITH THE
MUST BE
TANK.

Two different procedures may be used to drain fuel
tank: through the fuel fill fitting on tank, or using
the DRBt scan tool. Due to a one-way check valve
installed into the fuel fill opening fitting at the tank,
the tank cannot be drained conventionally at the fill
cap.
The quickest draining procedure involves removing
the rubber fuel fill hose.
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 for procedures.
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, fuel must be
drained through fuel fill fitting at tank. Refer to following procedures.
(1) Release fuel system pressure.
(2) Raise vehicle.
(3) Thoroughly clean area around fuel fill fitting
and rubber fuel fill hose at tank.
(4) If vehicle is equipped with 4 doors and a 6 foot
(short) box, remove left-rear tire/wheel.
(5) Loosen clamp (Fig. 28) and disconnect rubber
fuel fill hose at tank fitting. Using an approved gas
holding tank, drain fuel tank through this fitting.

FUEL DELIVERY - GAS

14 - 21

FUEL TANK (Continued)

Tank Removal
(1) Loosen clamp and disconnect rubber fuel vent
hose (Fig. 28) at tank fitting.
(2) Support tank with a hydraulic jack.
(3) Remove 2 fuel tank strap nuts (Fig. 29) and
remove both tank support straps.
(4) Carefully lower tank a few inches and disconnect fuel pump module electrical connector (Fig. 30)
at top of tank. To disconnect electrical connector:
Push upward on red colored tab to unlock. Push on
black colored tab while removing connector.

(5) Disconnect fuel line at fuel filter / fuel pressure
regulator (Fig. 30) by pressing on tabs at side of
quick-connect fitting.
(6) Disconnect EVAP line at top of tank (Fig. 1).
(7) Continue to lower tank for removal.
(8) If fuel tank is to be replaced, remove fuel pump
module from tank. Refer to Fuel Pump Module
Removal/Installation procedures.

Fig. 28 FUEL TANK FILL / VENT HOSES
1 - BEZEL SCREWS
2 - FUEL FILL BEZEL
3 - HOSE CLAMPS

4 - VENT HOSE
5 - FUEL TANK
6 - FILL HOSE

14 - 22

FUEL DELIVERY - GAS

FUEL TANK (Continued)

Fig. 29 FUEL TANK MOUNTING
1 - FUEL TANK
2 - STRAP MOUNTING STUDS
3 - VEHICLE FRAME

INSTALLATION - EXCEPT DIESEL
(1) If fuel tank is to be replaced, install fuel pump
module into tank. Refer to Fuel Pump Module
Removal/Installation procedures.
(2) Disconnect clamps and remove rubber fuel fill
hose and fuel vent hose at fuel fill tube. Install these
2 hoses to 2 fuel tank fittings. Rotate hoses until
paint marks on hoses line up with alignment marks
(Fig. 31). Tighten both clamps.
(3) Position fuel tank to hydraulic jack.
(4) Raise tank until positioned near body.
(5) Connect EVAP line at tank (Fig. 1).
(6) Connect fuel pump module electrical connector
(Fig. 30) at top of tank.

4 - MOUNTING STRAPS
5 - STRAP NUTS

(7) Connect fuel line quick-connect fitting to fuel
filter / fuel pressure regulator (Fig. 1) or (Fig. 30).
(8) Continue raising tank until positioned snug to
body.
(9) Install and position both tank support straps.
Install 2 fuel tank strap nuts (Fig. 29) and tighten.
Tighten rear strap nut first. Refer to Torque Specifications.
(10) Connect rubber fill and vent hoses to fuel fill
tube and tighten clamps.
(11) Lower vehicle.
(12) Fill fuel tank with fuel.

FUEL DELIVERY - GAS

14 - 23

FUEL TANK (Continued)

INLET FILTER
REMOVAL
The fuel pump inlet filter (strainer) is located on
the bottom of the fuel pump module (Fig. 32). The
fuel pump module is located inside of fuel tank.

Fig. 30 FUEL PUMP MODULE CONNECTIONS
1
2
3
4

TOP OF FUEL TANK
FUEL PUMP MODULE
FUEL FILTER / FUEL PRESSURE REGULATOR
ELEC. CONNECT.

(13) Start engine and check for fuel leaks near top
of module.

Fig. 32 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. 32). 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.

Fig. 31 HOSE ALIGNMENT MARKS
1 - ALIGNMENT MARKS (MARK FOR FILL HOSE IS LOCATED
ON FUEL TANK - MARK FOR VENT HOSE IS LOCATED ON
FITTING)
2 - PAINT MARKS ON RUBBER HOSES

14 - 24

FUEL INJECTION - GAS

FUEL INJECTION - GAS
TABLE OF CONTENTS
page
ACCELERATOR PEDAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
ACCELERATOR PEDAL POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION
OPERATION - FUEL INJECTOR
......
OPERATION - PCM OUTPUT
........
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL PUMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
IDLE AIR CONTROL MOTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . 24
. . . . 24
.
.
.
.

.
.
.
.

. 25
. 25
. 25
. 25

.
.
.
.

. 26
. 26
. 29
. 30

. . . . 32
.
.
.
.

.
.
.
.

. 32
. 32
. 32
. 33

.
.
.
.

. 33
. 33
. 33
. 33

. . . . 33
. . . . 33
. . . . 34

ACCELERATOR PEDAL
REMOVAL
The following procedure applies only to vehicles
without the Adjustable Pedal Package (code XAP).
The accelerator pedal is serviced as a complete
assembly including the bracket.
The accelerator cable is connected to the upper
part of the accelerator pedal arm by a plastic
retainer (clip) (Fig. 1). This plastic retainer snaps
into the top of the accelerator pedal arm.
(1) From inside the vehicle, hold up accelerator
pedal. Remove plastic cable retainer (clip) and throttle cable core wire from upper end of accelerator
pedal arm (Fig. 1). Plastic cable retainer (clip) snaps
into pedal arm.

page
INSTALLATION . . . . . . . . . . . . . . . .
INTAKE AIR TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
MAP SENSOR
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
OXYGEN SENSOR
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
THROTTLE BODY
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
THROTTLE CONTROL CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
THROTTLE POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .

. . . . . . . . . 35
.
.
.
.

.
.
.
.

. 36
. 36
. 36
. 38

.
.
.
.

. 39
. 39
. 40
. 42

.
.
.
.

. 43
. 43
. 44
. 45

.
.
.
.

. 45
. 45
. 45
. 47

. . . . . . . . . 49
. . . . . . . . . 51
.
.
.
.

.
.
.
.

. 52
. 52
. 53
. 54

(2) Remove 2 accelerator pedal mounting bracket
nuts. Remove accelerator pedal assembly.

INSTALLATION
(1) Place accelerator pedal assembly over 2 studs.
(2) Install and tighten 2 mounting nuts. Refer to
Torque Specifications.
(3) Slide throttle cable into opening slot in top of
pedal arm.
(4) Push plastic cable retainer (clip) into accelerator pedal arm opening until it snaps into place.
(5) Before starting engine, operate accelerator
pedal to check for any binding.

FUEL INJECTION - GAS

14 - 25

ACCELERATOR PEDAL (Continued)

REMOVAL
The APPS is serviced (replaced) as one assembly
including the sensor, plastic housing and cable. The
APPS assembly is located under the vehicle battery
tray (Fig. 2). Access to APPS is gained from over top
of left / front tire.
(1) Disconnect negative battery cable at battery.
(2) Disconnect APPS cable at accelerator pedal.
Refer to Accelerator Pedal Removal / Installation.
(3) Remove wheel house liner at left / front wheel.
Refer to Body.
(4) Gain access to APPS electrical connector by
opening swing-down door (Fig. 3). Disconnect electrical connector.
(5) Remove 3 mounting bolts (Fig. 3).
(6) Remove APPS assembly from battery tray.
(7) If cable is to be separated at APPS, unsnap
cable clip from ball socket (Fig. 4). Release cable from
plastic housing by pressing on small cable release tab
(Fig. 3).

Fig. 1 ACCELERATOR PEDAL MOUNTING
1
2
3
4
5

- ACCELERATOR CABLE
- PLASTIC RETAINER (CLIP)
- THROTTLE PEDAL ARM
- PEDAL / BRACKET ASSEMBLY
- CABLE CLIP

ACCELERATOR PEDAL
POSITION SENSOR
DESCRIPTION
The Accelerator Pedal Position Sensor (APPS)
assembly is located under the vehicle battery tray. A
cable connects the assembly to the accelerator pedal.
A plastic cover with a movable door is used to cover
the assembly.
The APPS is used only with the 5.7L V-8 engine.

OPERATION
The Accelerator Pedal Position Sensor (APPS) is a
linear potentiometer. It provides the Powertrain Control Module (PCM) with a DC voltage signal proportional to the angle, or position of the accelerator
pedal. The APPS signal is translated (along with
other sensors) to place the throttle plate (within the
throttle body) to a pre-determined position.
A mechanical cable is used between the accelerator
pedal and the APPS assembly. Although a cable is
used between the pedal and APPS, a mechanical
cable is not used at the throttle body. Throttle plate
position is electrically determined.

Fig. 2 APPS LOCATION
1 - BATTERY TRAY
2 - APPS LOCATION
3 - APPS MOUNTING BOLTS

INSTALLATION
(1) Install Accelerator Pedal Position Sensor
(APPS) cable to accelerator pedal. Refer to Accelerator Pedal Removal / Installation.
(2) Connect electrical connector to APPS.
(3) If necessary, connect cable to APPS lever ball
socket (snaps on).
(4) Snap APPS cable cover closed.

14 - 26

FUEL INJECTION - GAS

ACCELERATOR PEDAL POSITION SENSOR (Continued)
(5) Position APPS assembly to bottom of battery
tray and install 3 bolts. Refer to Torque Specifications.
(6) Install wheelhouse liner. Refer to Body.
(7) Perform the following procedure:
(a) Connect negative battery cable to battery.
(b) Turn ignition switch ON, but do not crank
engine.
(c) Leave ignition switch ON for a minimum of
10 seconds. This will allow PCM to learn electrical
parameters.
(8) If the previous step is not performed, a Diagnostic Trouble Code (DTC) will be set.
(9) If necessary, use DRB IIIt Scan Tool to erase
any Diagnostic Trouble Codes (DTC’s) from PCM.

CRANKSHAFT POSITION
SENSOR
DESCRIPTION
Fig. 3 APPS REMOVE / INSTALL
1
2
3
4
5
6

- BOTTOM OF BATTERY TRAY
- ELECTRICAL CONNECTOR
- APPS
- SWING-DOWN DOOR
- CABLE (TO PEDAL)
- CABLE RELEASE TAB

3.7L V-6
The Crankshaft Position (CKP) sensor is mounted
into the right rear side of the cylinder block. It is
positioned and bolted into a machined hole.

4.7L V-8
The Crankshaft Position (CKP) sensor is mounted
into the right rear side of the cylinder block. It is
positioned and bolted into a machined hole.

5.7L V-8
The Crankshaft Position (CKP) sensor is mounted
into the right rear side of the cylinder block. It is
positioned and bolted into a machined hole.

5.9L V-8 Gas
The Crankshaft Position (CKP) sensor is located
near the outer edge of the flywheel (starter ringear).
It is bolted to the rear of the engine.

8.0L V-10
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.

OPERATION
3.7L V-6
Fig. 4 APPS CABLE
1
2
3
4
5

- APPS LEVER
- BALL SOCKET
- SWING-DOWN DOOR
- CABLE CLIP
- CABLE

Engine speed and crankshaft position are provided
through the CKP (Crankshaft Position) 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

FUEL INJECTION - GAS

14 - 27

CRANKSHAFT POSITION SENSOR (Continued)
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.
A tonewheel (targetwheel) is bolted to the engine
crankshaft (Fig. 5). This tonewheel has sets of
notches at its outer edge (Fig. 5).
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM.

Fig. 6 CKP SENSOR OPERATION AND TONEWHEEL
- 4.7L V-8
1
2
3
4

TONEWHEEL
NOTCHES
CRANKSHAFT POSITION SENSOR
CRANKSHAFT

5.7L V-8

Fig. 5 CKP OPERATION - 3.7L V-6
1
2
3
4

TONEWHEEL
NOTCHES
CRANKSHAFT POSITION SENSOR
CRANKSHAFT

4.7L V-8
Engine speed and crankshaft position are provided
through the crankshaft position 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 the 4.7L V–8 engine, a tonewheel is bolted to
the engine crankshaft (Fig. 6). This tonewheel has
sets of notches at its outer edge (Fig. 6).
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM.

Engine speed and crankshaft position are provided
through the crankshaft position 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 the 5.7L V–8 engine, a tonewheel is bolted to
the engine crankshaft. This tonewheel has sets of
notches at its outer edge (Fig. 7).
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM.

5.9L V-8 Gas
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.

14 - 28

FUEL INJECTION - GAS

CRANKSHAFT POSITION SENSOR (Continued)

Fig. 7 CKP SENSOR OPERATION AND NOTCHES 5.7L V-8
1 - RIGHT / REAR SIDE OF CYLINDER BLOCK
2 - MACHINED HOLE
3 - NOTCHES

Fig. 8 CKP SENSOR OPERATION – 5.9L V-8
1 - CRANKSHAFT POSITION SENSOR
2 - NOTCHES
3 - FLYWHEEL

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. 8).
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.

8.0L V-10
The Crankshaft Position (CKP) sensor detects
notches machined into the middle of the crankshaft
(Fig. 9).
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.

Fig. 9 CKP SENSOR OPERATION – 8.0L V-10
ENGINE
1 - CRANKSHAFT NOTCHES
2 - CRANKSHAFT
3 - CRANKSHAFT POSITION SENSOR

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.

FUEL INJECTION - GAS

14 - 29

CRANKSHAFT POSITION SENSOR (Continued)

REMOVAL
3.7L V-6
The Crankshaft Position (CKP) sensor is mounted
into the right rear side of the cylinder block (Fig. 10).
It is positioned and bolted into a machined hole.
(1) Raise vehicle.
(2) Disconnect sensor electrical connector.
(3) Remove sensor mounting bolt (Fig. 10).
(4) Carefully twist sensor from cylinder block.
(5) Check condition of sensor o-ring.

Fig. 11 CKP REMOVAL / INSTALLATION - 4.7L
1 - CRANKSHAFT POSITION SENSOR
2 - MOUNTING BOLT

(2)
(3)
(4)
(5)
(6)

Disconnect CKP electrical connector at sensor.
Remove CKP mounting bolt (Fig. 11).
Carefully twist sensor from cylinder block.
Remove sensor from vehicle.
Check condition of sensor o-ring.

5.7L V-8
Fig. 10 CKP REMOVAL / INSTALLATION - 3.7L
1 - MOUNTING BOLT
2 - CKP SENSOR
3 - O-RING

4.7L V-8
The Crankshaft Position (CKP) sensor is located at
the right-rear side of the engine cylinder block (Fig.
11). It is positioned and bolted into a machined hole
in the engine block.
(1) Raise vehicle.

The Crankshaft Position (CKP) sensor is located at
the right-rear side of the engine cylinder block (Fig.
12). It is positioned and bolted into a machined hole
in the engine block.
(1) Raise vehicle.
(2) Disconnect CKP electrical connector at sensor
(Fig. 12).
(3) Remove CKP mounting bolt (Fig. 12).
(4) Carefully twist sensor from cylinder block.
(5) Remove sensor from vehicle.
(6) Check condition of sensor o-ring.

14 - 30

FUEL INJECTION - GAS

CRANKSHAFT POSITION SENSOR (Continued)
(2) Disconnect crankshaft position sensor pigtail
harness from main wiring harness.
(3) Remove two sensor (recessed hex head) mounting bolts (Fig. 13).
(4) Remove sensor from engine.

8.0L V–10
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.
14).

Fig. 12 CKP REMOVAL / INSTALLATION - 5.7L V-8
1
2
3
4

CYLINDER BLOCK - RIGHT / REAR
ELEC. CONNECTOR
MOUNTING BOLT
CKP SENSOR

5.9L Gas
The sensor is bolted to the top of the cylinder block
near the rear of right cylinder head (Fig. 13).

Fig. 14 CKP SENSOR LOCATION – 8.0L V-10
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. 15).
(4) Cut plastic tie strap (Fig. 14) 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. 16).

INSTALLATION
Fig. 13 CKP REMOVAL / INSTALLATION - 5.9L V-8
1
2
3
4
5

GROMMET
MOUNTING BOLTS (2)
CRANKSHAFT POSITION SENSOR
RIGHT EXHAUST MANIFOLD
TRANSMISSION BELL HOUSING

(1) Raise vehicle.

3.7L V-6
(1) Clean out machined hole in engine block.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into engine block with a slight
rocking and twisting action.

FUEL INJECTION - GAS

14 - 31

CRANKSHAFT POSITION SENSOR (Continued)
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder
block. If sensor is not flush, damage to sensor
mounting tang may result.
(4) Install mounting bolt and tighten to 28 N·m
(21 ft. lbs.) torque.
(5) Connect electrical connector to sensor.
(6) Lower vehicle.

5.7L V-8
(1) Clean out machined hole in engine block.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into engine block with a slight
rocking and twisting action.

Fig. 15 CKP SENSOR R/I – 8.0L V-10
1 - CRANKSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - SENSOR POSITIONED FLUSH TO CYLINDER BLOCK

CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder
block. If sensor is not flush, damage to sensor
mounting tang may result.
(4) Install mounting bolt and tighten to 28 N·m
(21 ft. lbs.) torque.
(5) Connect electrical connector to sensor.
(6) Lower vehicle.

5.9L V-8 Gas
(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) Lower vehicle.

8.0L V-10
Fig. 16 SENSOR O-RING – 8.0L V-10
1 - CRANKSHAFT POSITION SENSOR O-RING
2 - ELECTRICAL CONNECTOR
3 - PIGTAIL HARNESS

4.7L V-8
(1) Clean out machined hole in engine block.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into engine block with a slight
rocking and twisting action.

(1) Apply a small amount of engine oil to sensor
o-ring.
(2) Install sensor into cylinder block with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder
block. 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. 14) to secure
sensor pigtail harness to side of engine block. Thread
tie strap through casting hole on cylinder block.

14 - 32

FUEL INJECTION - GAS

FUEL INJECTOR
DESCRIPTION
An individual fuel injector (Fig. 17) is used for each
individual cylinder.

Fig. 17 FUEL INJECTOR
1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)

OPERATION
OPERATION - FUEL INJECTOR
The top (fuel entry) end of the injector (Fig. 17) is
attached into an opening on the fuel rail.
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.
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
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.

REMOVAL
(1) Remove fuel rail. Refer to Fuel Injector Rail
Removal.
(2) Disconnect clip(s) that retain fuel injector(s) to
fuel rail (Fig. 18).

Fig. 18 INJECTOR RETAINING CLIP
1
2
3
4

PLIERS
INJECTOR CLIP
FUEL INJECTOR - TYPICAL
FUEL RAIL - TYPICAL

FUEL INJECTION - GAS

14 - 33

FUEL INJECTOR (Continued)

INSTALLATION
(1) Install fuel injector(s) into fuel rail assembly
and install retaining clip(s).
(2) If same injector(s) is being reinstalled, install
new o-ring(s).
(3) Apply a small amount of clean engine oil to
each injector o-ring. This will aid in installation.
(4) Install fuel rail. Refer to Fuel Rail Installation.
(5) Start engine and check for fuel leaks.

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. 19). 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). Refer to label on PDC cover for
relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.

Fig. 19 PDC LOCATION
1 - BATTERY
2 - PDC (POWER DISTRIBUTION CENTER)

IDLE AIR CONTROL MOTOR
DESCRIPTION
A separate IAC motor is not used with the 5.7L V-8
engine.
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
A separate IAC motor is not used with the 5.7L V-8
engine.
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).

14 - 34

FUEL INJECTION - GAS

IDLE AIR CONTROL MOTOR (Continued)
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.
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
3.7L V-6
The Idle Air Control (IAC) motor is located on the
side of the throttle body (Fig. 20).
(1) Remove air resonator box at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws).
(4) Remove IAC motor from throttle body.

Fig. 20 IDLE AIR CONTROL MOTOR - 3.7L V-6
1
2
3
4

THROTTLE POSITION SENSOR (TPS)
MOUNTING SCREWS
IDLE AIR CONTROL MOTOR (IAC)
MOUNTING SCREWS

4.7L V-8
The Idle Air Control (IAC) motor is located on the
side of the throttle body (Fig. 21).
(1) Remove air resonator box at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws).
(4) Remove IAC motor from throttle body.

FUEL INJECTION - GAS

14 - 35

IDLE AIR CONTROL MOTOR (Continued)

Fig. 22 IDLE AIR CONTROL MOTOR - 5.9L V-8
1 - MOUNTING SCREWS
2 - IDLE AIR CONTROL MOTOR

Fig. 21 IDLE AIR CONTROL MOTOR - 4.7L V-8
1
2
3
4
5

THROTTLE BODY
TPS
IAC MOTOR
IAT SENSOR
MOUNTING SCREWS

5.7L V-8
The IAC motor is not serviceable on the 5.7L V-8
engine.

5.9L V-8
The IAC motor is located on the back of the throttle body (Fig. 22).
(1) Remove air resonator box at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws) (Fig. 22).
(4) Remove IAC motor from throttle body.

8.0L V-10
The IAC motor is located on the back of the throttle body (Fig. 23).
(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.

Fig. 23 IAC MOTOR - 8.0L V-10
1
2
3
4

IDLE AIR CONTROL MOTOR
INTAKE MANIFOLD (UPPER HALF)
THROTTLE POSITION SENSOR
THROTTLE BODY

INSTALLATION
3.7L V-6
The Idle Air Control (IAC) motor is located on the
side of the throttle body (Fig. 20).
(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 resonator to throttle body.

4.7L V-8
The Idle Air Control (IAC) motor is located on the
side of the throttle body (Fig. 21).
(1) Install IAC motor to throttle body.

14 - 36

FUEL INJECTION - GAS

IDLE AIR CONTROL MOTOR (Continued)
(2) Install and tighten two mounting bolts (screws)
to 7 N·m (60 in. lbs.) torque.
(3) Install electrical connector.
(4) Install air resonator to throttle body.

• 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.

5.7L V-8
The IAC motor is not serviceable on the 5.7L V-8
engine.

5.9L V-8
The IAC motor is located on the back of the throttle body (Fig. 22).
(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 resonator to throttle body.

8.0L V-10

REMOVAL
3.7L V-6
The intake manifold air temperature (IAT) sensor
is installed into the left side of intake manifold plenum (Fig. 24).
(1) Disconnect electrical connector from IAT sensor.
(2) Clean dirt from intake manifold at sensor base.
(3) Gently lift on small plastic release tab (Fig. 24)
or (Fig. 25) and rotate sensor about 1/4 turn counterclockwise for removal.
(4) Check condition of sensor o-ring.

The IAC motor is located on the back of the throttle body (Fig. 23).
(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
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
sensor decreases. As temperature decreases, resistance (voltage) in the sensor increases.

OPERATION
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

Fig. 24 IAT SENSOR LOCATION - 3.7L V-6
1 - IAT SENSOR
2 - RELEASE TAB
3 - ELECTRICAL CONNECTOR

4.7L V-8
The intake manifold air temperature (IAT) sensor
is installed into the left side of intake manifold plenum (Fig. 26).
(1) Disconnect electrical connector from IAT sensor.
(2) Clean dirt from intake manifold at sensor base.
(3) Gently lift on small plastic release tab (Fig. 25)
or (Fig. 26) and rotate sensor about 1/4 turn counterclockwise for removal.

FUEL INJECTION - GAS

14 - 37

INTAKE AIR TEMPERATURE SENSOR (Continued)

5.7L V-8
The intake manifold air temperature (IAT) sensor
is installed into the front of the intake manifold air
box plenum (Fig. 27).
(1) Disconnect electrical connector from IAT sensor
(Fig. 27).
(2) Clean dirt from intake manifold at sensor base.
(3) Gently lift on small plastic release tab (Fig. 25)
or (Fig. 28) and rotate sensor about 1/4 turn counterclockwise for removal.
(4) Check condition of sensor o-ring.

Fig. 25 IAT SENSOR TAB / O-RING - 3.7L V-6/4.7L
V-8/5.7L V-8
1 - IAT SENSOR
2 - SENSOR O-RING
3 - RELEASE TAB

(4) Check condition of sensor o-ring.

Fig. 27 5.7L IAT SENSOR LOCATION
1 - FRONT OF INTAKE MANIFOLD PLENUM
2 - IAT ELECTRICAL CONNECTOR

5.9L
The intake manifold air temperature sensor is
located in the front/side of the intake manifold (Fig.
29).
(1) Clean dirt from intake manifold at sensor base.
(2) Disconnect electrical connector at sensor (Fig.
29).
(3) Remove sensor from intake manifold.

8.0L V-10
Fig. 26 IAT SENSOR - 4.7L V-8
1
2
3
4

LEFT SIDE OF THROTTLE BODY
ELEC. CONNECT.
IAT SENSOR
RELEASE TAB

The intake manifold air temperature sensor is
located in the side of the intake manifold near the
front of throttle body (Fig. 30).
(1) Disconnect electrical connector at sensor.
(2) Remove sensor from intake manifold.

14 - 38

FUEL INJECTION - GAS

INTAKE AIR TEMPERATURE SENSOR (Continued)

Fig. 30 AIR TEMPERATURE SENSOR - 8.0L V-10
1 - INTAKE MANIFOLD AIR TEMP. SENSOR
2 - INTAKE MANIFOLD

Fig. 28 5.7L IAT SENSOR R/I
1 - FRONT OF INTAKE MANIFOLD PLENUM
2 - IAT SENSOR
3 - RELEASE TAB

(2) Clean sensor mounting hole in intake manifold.
(3) Position sensor into intake manifold and rotate
clockwise until past release tab (Fig. 24).
(4) Install electrical connector.

4.7L V-8
The intake manifold air temperature (IAT) sensor
is installed into the left side of intake manifold plenum (Fig. 26).
(1) Check condition of sensor o-ring.
(2) Clean sensor mounting hole in intake manifold.
(3) Position sensor into intake manifold and rotate
clockwise until past release tab.
(4) Install electrical connector.

5.7L V-8
The intake manifold air temperature (IAT) sensor
is installed into the front of the intake manifold air
box plenum (Fig. 27).
(1) Check condition of sensor o-ring.
(2) Clean sensor mounting hole in intake manifold.
(3) Position sensor into intake manifold and rotate
clockwise until past release tab.
(4) Install electrical connector.

Fig. 29 IAT SENSOR LOCATION - 5.9L
1 - INTAKE MANIFOLD AIR TEMPERATURE SENSOR
2 - ELECTRICAL CONNECTOR

INSTALLATION
3.7L V-6
The intake manifold air temperature (IAT) sensor
is installed into the left side of intake manifold plenum (Fig. 24).
(1) Check condition of sensor o-ring.

5.9L V-8
The intake manifold air temperature sensor is
located in the front/side of the intake manifold (Fig.
29).
(1) Install sensor to intake manifold. Tighten to
12–15 N·m (110–130 in. lbs.) torque.
(2) Install electrical connector.

8.0L V-10
The intake manifold air temperature sensor is
located in the side of the intake manifold near the
front of throttle body (Fig. 30).

FUEL INJECTION - GAS

14 - 39

INTAKE AIR TEMPERATURE SENSOR (Continued)
(1) Install sensor to intake manifold. Tighten to
12–15 N·m (110–130 in. lbs.) torque.
(2) Install electrical connector.

MAP SENSOR
DESCRIPTION
3.7L V-6
The Manifold Absolute Pressure (MAP) sensor is
mounted into the front of the intake manifold with 2
screws.

4.7L V-8
The Manifold Absolute Pressure (MAP) sensor is
mounted into the front of the intake manifold with 2
screws.

5.7L V-8
The Manifold Absolute Pressure (MAP) sensor is
mounted to the front of the intake manifold air plenum box.

5.9L V-8
The Manifold Absolute Pressure (MAP) sensor is
mounted to the front of the throttle body with 2
screws.

8.0L V-10
The Manifold Absolute Pressure (MAP) sensor is
mounted into the right side of the intake manifold.

OPERATION
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
• 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

14 - 40

FUEL INJECTION - GAS

MAP SENSOR (Continued)
pressure is approximately 29.92 in Hg. For every 100
feet of altitude, barometric pressure drops 0.10 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.

REMOVAL
3.7L V-6
The Manifold Absolute Pressure (MAP) sensor is
mounted into the front of the intake manifold (Fig.
31). An o-ring is used to seal the sensor to the intake
manifold (Fig. 32).
(1) Disconnect electrical connector at sensor.
(2) Clean area around MAP sensor.
(3) Remove 2 sensor mounting screws.
(4) Remove MAP sensor from intake manifold.
(5) Check condition of sensor o-ring (Fig. 32).

Fig. 32 MAP SENSOR O-RING 3.7L / 4.7L
1 - MAP SENSOR
2 - O-RING

(5) Check condition of sensor o-ring (Fig. 32).

Fig. 31 MAP SENSOR - 3.7L V-6
1
2
3
4

MOUNTING SCREWS
MAP SENSOR
ECT SENSOR
FRONT OF INTAKE MANIFOLD

Fig. 33 MAP SENSOR - 4.7L V-8

4.7L V-8
The MAP sensor is located on the front of the
intake manifold (Fig. 33). An o-ring seals the sensor
to the intake manifold.
(1) Disconnect electrical connector at sensor.
(2) Clean area around MAP sensor.
(3) Remove 2 sensor mounting bolts (Fig. 33).
(4) Remove MAP sensor from intake manifold.

1
2
3
4

ECT SENSOR
MOUNTING BOLTS (2)
MAP SENSOR
INTAKE MANIFOLD

FUEL INJECTION - GAS

14 - 41

MAP SENSOR (Continued)

5.7L V-8
The Manifold Absolute Pressure (MAP) sensor is
mounted to the front of the intake manifold air plenum box (Fig. 34).
(1) Disconnect electrical connector at sensor by
sliding release lock out (Fig. 35). Press down on lock
tab for removal.
(2) Rotate sensor 1/4 turn counter-clockwise for
removal.
(3) Check condition of sensor o-ring.

Fig. 35 5.7L MAP SENSOR R/I
1 - PRESS DOWN
2 - SLIDE RELEASE LOCK
3 - MAP SENSOR

Fig. 34 5.7L MAP SENSOR LOCATION
1 - MAP SENSOR
2 - FRONT OF INTAKE MANIFOLD

5.9L V-8
The MAP sensor is located on the front of the
throttle body (Fig. 36). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
37).
(1) Clean area around MAP sensor.
(2) Remove two MAP sensor mounting bolts
(screws) (Fig. 36).
(3) While removing MAP sensor, slide the vacuum
rubber L-shaped fitting (Fig. 37) from the throttle
body.
(4) Remove rubber L-shaped fitting from MAP sensor.

8.0L V-10
The MAP sensor is mounted into the right upper
side of intake manifold (Fig. 38). A rubber gasket is
used to seal sensor to intake manifold. The rubber
gasket is part of sensor and is not serviced separately.

Fig. 36 MAP SENSOR - 5.9L V-8
1 - MAP SENSOR
2 - MOUNTING SCREWS (2)

(1)
(2)
(3)
(4)

Remove electrical connector at sensor.
Clean area around sensor before removal.
Remove two sensor mounting bolts.
Remove sensor from intake manifold.

14 - 42

FUEL INJECTION - GAS

MAP SENSOR (Continued)
(4) Install MAP sensor mounting bolts (screws).
Refer to Torque Specifications.
(5) Connect electrical connector.

4.7L V-8
The MAP sensor is located on the front of the
intake manifold (Fig. 33). An o-ring seals the sensor
to the intake manifold (Fig. 32).
(1) Clean MAP sensor mounting hole at intake
manifold.
(2) Check MAP sensor o-ring seal for cuts or tears.
(3) Position sensor into manifold.
(4) Install MAP sensor mounting bolts (screws).
Refer to Torque Specifications.
(5) Connect electrical connector.

5.7L V-8

Fig. 37 MAP SENSOR L-SHAPED RUBBER FITTING
- 5.9L V-8
1 - MAP SENSOR
2 - RUBBER FITTING
3 - IDLE AIR PASSAGE

The Manifold Absolute Pressure (MAP) sensor is
mounted to the front of the intake manifold air plenum box (Fig. 34).
(1) Clean MAP sensor mounting hole at intake
manifold.
(2) Check MAP sensor o-ring seal for cuts or tears.
(3) Position sensor into manifold.
(4) Rotate sensor 1/4 turn clockwise for installation.
(5) Connect electrical connector.

5.9L V-8
The MAP sensor is located on the front of the
throttle body (Fig. 36). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
37).
(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).
Refer to Torque Specifications.
(4) Install air resonator box.

8.0L V-10
Fig. 38 MAP SENSOR LOCATION - 8.0L V-10
1 - MAP SENSOR
2 - MOUNTING BOLTS
3 - THROTTLE BODY

INSTALLATION
3.7L V-6
The Manifold Absolute Pressure (MAP) sensor is
mounted into the front of the intake manifold (Fig.
31). An o-ring is used to seal the sensor to the intake
manifold (Fig. 32).
(1) Clean MAP sensor mounting hole at intake
manifold.
(2) Check MAP sensor o-ring seal for cuts or tears.
(3) Position sensor into manifold.

The MAP sensor is mounted into the right upper
side of intake manifold (Fig. 38). A rubber gasket is
used to seal sensor to intake manifold. The rubber
gasket is part of sensor and is not serviced separately.
(1) Check condition of sensor seal. Clean sensor
and lubricate rubber gasket with clean engine oil.
(2) Clean sensor opening in intake manifold.
(3) Install sensor into intake manifold.
(4) Install sensor mounting bolts. Refer to Torque
Specifications.
(5) Install electrical connector to sensor.

OXYGEN SENSOR
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
protrude into the vehicle exhaust system. Depending
on the engine or emission package, the vehicle may
use a total of either 2 or 4 sensors.
Federal Emission Packages : Two sensors are
used: upstream (referred to as 1/1) and downstream
(referred to as 1/2). With this emission package, the
upstream sensor (1/1) is located just before the main
catalytic convertor. The downstream sensor (1/2) is
located just after the main catalytic convertor.
California Emission Packages: On this emissions package, 4 sensors are used: 2 upstream
(referred to as 1/1 and 2/1) and 2 downstream
(referred to as 1/2 and 2/2). With this emission package, the right upstream sensor (2/1) is located in the
right exhaust downpipe just before the mini-catalytic
convertor. The left upstream sensor (1/1) is located in
the left exhaust downpipe just before the mini-catalytic convertor. The right downstream sensor (2/2) is
located in the right exhaust downpipe just after the
mini-catalytic convertor, and before the main catalytic convertor. The left downstream sensor (1/2) is
located in the left exhaust downpipe just after the
mini-catalytic convertor, and 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 Heater Relay - 5.9L/8.0L: If 4
oxygen sensors are used, a separate heater relay is
used to supply voltage to the sensors heating elements for only the 1/2 and 2/2 downstream sensors.
Voltage for the other 2 sensor heating elements is
supplied directly from the Powertrain Control Mod-

FUEL INJECTION - GAS

14 - 43

ule (PCM) through a Pulse Width Module (PWM)
method.
Pulse Width Module (PWM) - 5.9L/8.0L: Voltage
to the O2 sensor heating elements is supplied
directly from the Powertrain Control Module (PCM)
through two separate Pulse Width Module (PWM)
low side drivers. PWM is used on both the upstream
and downstream O2 sensors if equipped with a Federal Emissions Package, and only on the 2 upstream
sensors (1/1 and 2/1) if equipped with a California
Emissions Package. The main objective for a PWM
driver is to avoid overheating of the O2 sensor heater
element. With exhaust temperatures increasing with
time and engine speed, it’s not required to have a
full-voltage duty-cycle on the O2 heater elements.
To avoid the large simultaneous current surge
needed to operate all 4 sensors, power is delayed to
the 2 downstream heater elements by the PCM for
approximately 2 seconds.
Oxygen Sensor Heater Elements:
The O2 sensor uses a Positive Thermal Co-efficient
(PTC) heater element. As temperature increases,
resistance increases. At ambient temperatures
around 70°F, the resistance of the heating element is
approximately 13 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 Sensor - Federal Emissions Package : The upstream sensor (1/1) provides 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
sensor. The PCM will change the air/fuel ratio until
the upstream sensor inputs a voltage that the PCM
has determined will make the downstream sensor
output (oxygen content) correct.
The upstream oxygen sensor also provides an input
to determine catalytic convertor efficiency.

14 - 44

FUEL INJECTION - GAS

OXYGEN SENSOR (Continued)
Downstream Sensor - Federal Emissions
Package : The downstream oxygen sensor (1/2) is
also 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 sensor also provides an
input to determine catalytic convertor efficiency.
Upstream Sensors - California Emissions
Package : 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 - California Emissions
Package : 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.
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
CAUTION: Never apply any type of grease to the
oxygen sensor electrical connector, or attempt any
soldering of the sensor wiring harness.

Refer to (Fig. 39) or (Fig. 40) for typical O2S (oxygen sensor) locations.
WARNING: THE EXHAUST MANIFOLD, EXHAUST
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
(1) Raise and support vehicle.
(2) Disconnect wire connector from O2S sensor.
CAUTION: When disconnecting sensor electrical
connector, do not pull directly on wire going into
sensor.
(3) Remove O2S sensor with an oxygen sensor
removal and installation tool.
(4) Clean threads in exhaust pipe using appropriate tap.

Fig. 39 O2 SENSOR SYSTEM - WITH 4 SENSORS

Fig. 40 O2 SENSOR SYSTEM - WITH 2 SENSORS
1 - POST CATALYST OXYGEN SENSOR (1/3)
2 - PRE-CATALYST OXYGEN SENSOR (1/2)

FUEL INJECTION - GAS

14 - 45

OXYGEN SENSOR (Continued)

INSTALLATION
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
threads of a new oxygen sensor.
(1) Install O2S sensor. Tighten to 30 N·m (22 ft.
lbs.) torque.
(2) Connect O2S sensor wire connector.
(3) Lower vehicle.

(3) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throttle Cable section for removal/installation procedures.
(4) Disconnect necessary vacuum lines at throttle
body.
(5) Remove 3 throttle body mounting bolts (Fig.
41).
(6) Remove throttle body from intake manifold.
(7) Check condition of old throttle body-to-intake
manifold o-ring (Fig. 42).

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
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.
5.7L V-8 Engine:
The throttle body on the 5.7L engine is an electrically controlled unit. A mechanical cable is not used
to connect the throttle body to the accelerator pedal.
The Accelerator Pedal Position Sensor (APPS) along
with inputs from other sensors sets the throttle blade
to pre-determined positions.
Except 5.7L V-8 Engine:
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.

REMOVAL
3.7L V-6
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 air cleaner tube at throttle body.
(2) Disconnect throttle body electrical connectors
at IAC motor and TPS.

Fig. 41 THROTTLE BODY MOUNTING BOLTS - 3.7L
V-6
1 - THROTTLE BODY
2 - MOUNTING BOLTS (3)

4.7L V-8
(1) Remove air duct and air resonator box at throttle body.
(2) Disconnect throttle body electrical connectors
at IAC motor and TPS (Fig. 43).
(3) Remove vacuum line at throttle body.
(4) Remove all control cables from throttle body
(lever) arm. Refer to Accelerator Pedal and Throttle
Cable.
(5) Remove three throttle body mounting bolts
(Fig. 43).
(6) Remove throttle body from intake manifold.

5.7L V-8
CAUTION: Do not use spray (carb) cleaners on any
part of the throttle body. Do not apply silicone lubricants to any part of the throttle body.

14 - 46

FUEL INJECTION - GAS

THROTTLE BODY (Continued)
(5) Check condition of throttle body o-ring (Fig.
45).
(6) If the throttle body has been changed, the following procedure must be performed:
(a) Disconnect negative battery cable from battery. Leave cable disconnected for approximately 90
seconds.
(b) Reconnect cable to battery.
(c) Turn ignition switch ON, but do not crank
engine.
(d) Leave ignition switch ON for a minimum of
10 seconds. This will allow PCM to learn throttle
body electrical parameters.

Fig. 42 THROTTLE BODY O-RING - 3.7L V-6
1 - INTAKE MANIFOLD
2 - THROTTLE BODY O-RING

Fig. 44 5.7L V-8 THROTTLE BODY
1
2
3
4

THROTTLE BODY
ELECTRICAL CONNECTOR
SILICONE SEAL
MOUNTING BOLTS (4)

5.9L V-8
Fig. 43 THROTTLE BODY MOUNTING BOLTS - 4.7L
V-8
1
2
3
4
5

MOUNTING BOLTS (3)
THROTTLE BODY
IAT SENSOR CONNECTOR
IAC MOTOR CONNECTOR
TPS CONNECTOR

(1) Remove air duct and air resonator box at throttle body.
(2) Disconnect electrical connector at throttle body
(Fig. 44).
(3) Remove 4 throttle body mounting bolts (Fig.
44).
(4) Remove throttle body from intake manifold.

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 resonator tube.
(2) Disconnect throttle body electrical connectors
at MAP sensor, IAC motor and TPS (Fig. 46).
(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.

FUEL INJECTION - GAS

14 - 47

THROTTLE BODY (Continued)

Fig. 45 5.7L V-8 THROTTLE BODY O-RING
1 - INTAKE MANIFOLD
2 - THROTTLE BODY O-RING

(5) Remove four throttle body mounting bolts (Fig.
47).
(6) Remove throttle body from intake manifold.
(7) Discard old throttle body-to-intake manifold
gasket.

Fig. 47 THROTTLE BODY MOUNTING BOLTS - 5.9L
V-8
1 - THROTTLE BODY MOUNTING BOLTS (4)
2 - THROTTLE BODY

8.0L V-10
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 air plenum resonator.
(2) Disconnect throttle body electrical connectors
at the IAC motor and TPS.
(3) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throttle Cable section of this group for additional information.
(4) Remove four throttle body mounting nuts (Fig.
48).
(5) Remove throttle body from intake manifold.
(6) Discard old throttle body-to-intake manifold
gasket.

INSTALLATION
3.7L V-6
Fig. 46 SENSOR ELECTRICAL CONNECTORS - 5.9L
V-8
1 - MAP SENSOR
2 - IDLE AIR CONTROL MOTOR
3 - THROTTLE POSITION SENSOR

(1) Check condition of throttle body-to-intake manifold o-ring. Replace as necessary.
(2) Clean mating surfaces of throttle body and
intake manifold.
(3) Install throttle body-to-intake manifold o-ring.
(4) Install throttle body to intake manifold.
(5) Install 3 mounting bolts. Tighten bolts to 12
N·m (105 in. lbs.) torque.

14 - 48

FUEL INJECTION - GAS

THROTTLE BODY (Continued)
(3) Install throttle body to intake manifold by positioning throttle body to manifold alignment pins.
(4) Install 4 mounting bolts. Refer to Torque Specifications.
(5) Install electrical connector.
(6) Install air plenum.
(7) If the throttle body has been changed, the
following procedure must be performed:
(a) Disconnect negative battery cable from battery. Leave cable disconnected for approximately 90
seconds.
(b) Reconnect cable to battery.
(c) Turn ignition switch ON, but do not crank
engine.
(d) Leave ignition switch ON for a minimum of
10 seconds. This will allow PCM to learn throttle
body electrical parameters.

5.9L V-8

Fig. 48 THROTTLE BODY MOUNTING NUTS - 8.0L
V-10
1
2
3
4

INTAKE MANIFOLD UPPER HALF
GASKET
THROTTLE BODY
MOUNTING NUTS (4)

(6)
(7)
(8)
(9)

Install
Install
Install
Install

control cables.
electrical connectors.
necessary vacuum lines.
air plenum.

4.7L V-8
(1) Clean throttle body-to-intake manifold o-ring.
(2) Clean mating surfaces of throttle body and
intake manifold.
(3) Install throttle body to intake manifold by positioning throttle body to manifold alignment pins.
(4) Install three mounting bolts. Tighten bolts to
12 N·m (105 in. lbs.) torque.
(5) Install control cables.
(6) Install vacuum line to throttle body.
(7) Install electrical connectors.
(8) Install air plenum.

5.7L V-8
CAUTION: Do not use spray (carb) cleaners on any
part of the throttle body. Do not apply silicone lubricants to any part of the throttle body.
(1) Clean and check condition of throttle body-tointake manifold o-ring.
(2) Clean mating surfaces of throttle body and
intake manifold.

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 plenum.

8.0L V-10
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 mating surfaces of throttle body and
intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(3) Install throttle body to intake manifold.
(4) Install four mounting nuts (Fig. 48). Refer to
Torque Specifications.
(5) Install control cables.
(6) Install electrical connectors.
(7) Install air plenum and hoses.

FUEL INJECTION - GAS

14 - 49

THROTTLE CONTROL CABLE
REMOVAL
3.7L V-6
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal or throttle cable.
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer (clip) and throttle cable
core wire from upper end of pedal arm (Fig. 1). Plastic cable retainer snaps into top of pedal arm.
(2) Remove cable core wire at pedal arm.
(3) From inside vehicle, remove metal clip holding
cable to dashpanel (Fig. 1).
(4) Remove air resonator box at throttle body.
(5) Unsnap cable from dashpanel routing clip.
(6) Remove cable housing from dash panel and
pull into engine compartment.
(7) Hold throttle in wide open position. While held
in this position, slide throttle cable pin (Fig. 49) from
throttle body bellcrank.
(8) Using a pick or small screwdriver, press release
tab (Fig. 50) to release plastic cable mount from
bracket. Press on tab only enough to release
cable from bracket. If tab is pressed too much,
it will be broken. Slide plastic mount (Fig. 50)
towards right side of vehicle to remove throttle cable
from throttle body bracket.
(9) Remove throttle cable from vehicle.

Fig. 49 THROTTLE CABLE PIN - 3.7L V-6
1 - THROTTLE CABLE PIN
2 - THROTTLE BODY BELLCRANK
3 - PUSH UP HERE

Fig. 50 THROTTLE CABLE RELEASE TAB - 3.7L V-6
1
2
3
4

THROTTLE CABLE
RELEASE TAB
PICK OR SCREWDRIVER
PLASTIC CABLE MOUNT

4.7L V-8
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal or throttle cable.
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer (clip) and throttle cable
core wire from upper end of pedal arm (Fig. 1). Plastic cable retainer (clip) snaps into pedal arm.
(2) Remove cable core wire at pedal arm.
(3) From inside vehicle, remove cable clip holding
cable to dashpanel (Fig. 1).
(4) Remove air box at throttle body.
(5) Unsnap cable from dashpanel routing clip.
(6) Remove cable housing from dash panel and
pull into engine compartment.
(7) Using finger pressure only, disconnect accelerator cable connector at throttle body bellcrank pin by
pushing connector off bellcrank pin towards front of
vehicle (Fig. 51). DO NOT try to pull connector
off perpendicular to bellcrank pin. Connector
will be broken.
(8) Lift accelerator cable from top of cable cam
(Fig. 51).
(9) Press tab (Fig. 52) to release plastic cable
mount from bracket. Press on tab only enough to
release cable from bracket. If tab is pressed too
much, it will be broken. Slide plastic mount (Fig.
52) towards passenger side of vehicle to remove cable
from bracket.
(10) Remove throttle cable from vehicle.

14 - 50

FUEL INJECTION - GAS

THROTTLE CONTROL CABLE (Continued)

Fig. 51 ACCELERATOR CABLE AT BELL CRANK 4.7L V-8
1
2
3
4
5
6
7

- THROTTLE BODY
- SPEED CONTROL CABLE CONNECTOR
- OFF
- OFF
- ACCELERATOR CABLE CONNECTOR
- CABLE CAM
- BELLCRANK

5.7L V-8
The Throttle Control Cable on the 5.7L V-8 engine
connects the accelerator pedal to the Accelerator
Pedal Position Sensor (APPS). A separate mechanical
cable is not routed to the throttle body.
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal, cables or APPS.
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer and throttle cable core
wire from upper end of pedal arm (Fig. 1). The plastic cable retainer snaps into pedal arm.
(2) Remove cable core wire at pedal arm.
(3) Remove APPS. Refer to Accelerator Pedal Position Sensor (APPS) Removal / Installation.
(4) From inside vehicle, remove cable clip (Fig. 1).
(5) Remove cable housing from dash panel and
pull cable into engine compartment.
(6) Remove cable housing at APPS bracket by
pressing on release tab with a small screwdriver. To
prevent cable housing breakage, press on tab
only enough to release cable from APPS
bracket.

Fig. 52 ACCELERATOR CABLE RELEASE TAB 4.7L V-8
1
2
3
4
5

- ACCELERATOR CABLE
- PLASTIC CABLE MOUNT
- PRESS TAB FOR REMOVAL
- CABLE BRACKET
- SLIDE FOR REMOVAL

5.9L V-8
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal or cables.
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer and throttle cable core
wire from upper end of pedal arm (Fig. 1). The plastic cable retainer snaps into pedal arm.
(2) Remove cable core wire at pedal arm.
(3) Remove air resonator at throttle body.
(4) From inside vehicle, remove cable clip (Fig. 1).
(5) Remove cable housing from dash panel and
pull cable into engine compartment.
(6) Disconnect cable from routing/holddown clip.
(7) Slip cable end rearward from pin on throttle
body (Fig. 53).
(8) Remove cable housing at throttle body mounting bracket by pressing on release tab with a small
screwdriver (Fig. 54). To prevent cable housing
breakage, press on tab only enough to release
cable from bracket. Lift cable housing straight up
from bracket while pressing on release tab. Remove
throttle cable from vehicle.

FUEL INJECTION - GAS

14 - 51

THROTTLE CONTROL CABLE (Continued)
(3) Remove necessary air intake tubes and resonator housing.
(4) From inside vehicle, pinch both sides of plastic
cable housing retainer tabs at dash panel (Fig. 1).
(5) Remove cable housing from dash panel and
pull cable into engine compartment.
(6) Remove throttle cable socket at throttle lever
ball (Fig. 55) (snaps off).

Fig. 53 THROTTLE CABLE AT THROTTLE BODY 5.9L
1 - THROTTLE LEVER PIN
2 - CAM (V-8 ENGINE ONLY)
3 - THROTTLE CABLE END

Fig. 55 THROTTLE CABLE AT THROTTLE BODY 8.0L V-10
1
2
3
4
5

Fig. 54 CABLE RELEASE - 5.9L V-8
1 - TAB

8.0L V-10
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal or cables.
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer and throttle cable core
wire from upper end of pedal arm (Fig. 1). The plastic cable retainer snaps into pedal arm.
(2) Remove cable core wire at pedal arm.

PRESS TAB FOR CABLE REMOVAL
THROTTLE CABLE
CABLE SOCKET
LEVER BALL
MOUNTING BRACKET

(7) Remove cable housing at throttle body mounting bracket by pressing on release tab with a small
screwdriver (Fig. 55). To prevent cable housing
breakage, press on tab only enough to release
cable from bracket. Lift cable housing straight up
from bracket while pressing on release tab. Remove
throttle cable from vehicle.

INSTALLATION
3.7L V-6
(1) Slide accelerator cable plastic mount into throttle body mounting bracket. Continue sliding until
release tab (Fig. 50) is aligned to hole in mounting
bracket.
(2) Hold throttle in wide open position. While held
in this position, slide throttle cable pin (Fig. 49) into
throttle body bellcrank.
(3) Push cable housing into rubber grommet and
through opening in dash panel.

14 - 52

FUEL INJECTION - GAS

THROTTLE CONTROL CABLE (Continued)
(4) From inside vehicle, install metal clip holding
cable to dashpanel (Fig. 1).
(5) From inside vehicle, slide throttle cable core
wire into opening (slot) in top of pedal arm.
(6) Push plastic cable retainer (clip) into pedal arm
opening until it snaps in place.
(7) Install air resonator tube to throttle body.
(8) Before starting engine, operate accelerator
pedal to check for any binding.

4.7L V-8
(1) Slide accelerator cable plastic mount into
bracket. Continue sliding until tab (Fig. 52) is
aligned to hole in mounting bracket.
(2) Route accelerator cable over top of cable cam.
(3) Connect cable end to throttle body bellcrank
pin (snaps on rearward).
(4) Slide rubber grommet away from plastic cable
housing.
(5) Install rubber grommet into dash panel until
seated.
(6) Push cable housing into rubber grommet and
through opening in dash panel.
(7) From inside vehicle, install clip holding cable
to dashpanel (Fig. 1).
(8) From inside vehicle, slide throttle cable core
wire into opening in top of pedal arm.
(9) Push cable retainer (clip) into pedal arm opening until it snaps in place.
(10) Snap cable into dashpanel routing clip.
(11) Install air resonator tube to throttle body.
(12) Before starting engine, operate accelerator
pedal to check for any binding.

5.7L V-8
(1) Attach cable to Accelerator Pedal Position Sensor (APPS). Refer to APPS Removal / Installation.
(2) Push cable housing into rubber grommet and
through opening in dash panel.
(3) From inside vehicle, install clip holding cable
to dashpanel (Fig. 1).
(4) From inside vehicle, slide throttle cable core
wire into opening in top of pedal arm.
(5) Push cable retainer (clip) into pedal arm opening until it snaps in place.
(6) Before starting engine, operate accelerator
pedal to check for any binding.
(7) If necessary, use DRB IIIt Scan Tool to erase
any APPS Diagnostic Trouble Codes (DTC’s) from
PCM.

5.9L V-8
(1) Slide accelerator cable plastic mount into throttle body mounting bracket. Continue sliding until
release tab (Fig. 54) is aligned to hole in mounting
bracket.

(2) Hold throttle in wide open position. While held
in this position, slide throttle cable pin into throttle
body bellcrank.
(3) Push cable housing into rubber grommet and
through opening in dash panel.
(4) From inside vehicle, install metal clip holding
cable to dashpanel (Fig. 1).
(5) From inside vehicle, slide throttle cable core
wire into opening (slot) in top of pedal arm.
(6) Push plastic cable retainer (clip) into pedal arm
opening until it snaps in place.
(7) Install air resonator tube to throttle body.
(8) Before starting engine, operate accelerator
pedal to check for any binding.

8.0L V-10
(1) Connect cable end socket to throttle body lever
ball (snaps on) (Fig. 55).
(2) 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. 1) 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. 1). Align the index slot on the
plastic cable retainer to this index tab.
(5) Install air resonator tube to throttle body.
(6) Before starting engine, operate accelerator
pedal to check for any binding.

THROTTLE POSITION SENSOR
DESCRIPTION
The 3-wire Throttle Position Sensor (TPS) is
mounted on the throttle body and is connected to the
throttle blade shaft.
The 5.7L V-8 engine does not use a separate TPS
on the throttle body.

OPERATION
The 5.7L V-8 engine does not use a separate Throttle Position Sensor (TPS) on the throttle body.
The 3–wire TPS 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 output voltage of the TPS changes.

FUEL INJECTION - GAS

14 - 53

THROTTLE POSITION SENSOR (Continued)
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)

Fig. 56 TPS LOCATION - 3.7L V-6
1
2
3
4

THROTTLE POSITION SENSOR (TPS)
MOUNTING SCREWS
IDLE AIR CONTROL MOTOR (IAC)
MOUNTING SCREWS

REMOVAL
3.7L V6
The Throttle Position Sensor (TPS) is mounted to
the throttle body (Fig. 56), or (Fig. 57).
(1) Remove air resonator tube at throttle body.
(2) Disconnect TPS electrical connector.
(3) Remove 2 TPS mounting screws.
(4) Remove TPS.

4.7L V-8
The TPS is located on the throttle body (Fig. 58).
(1) Remove air duct and tube at throttle body.
(2) Disconnect TPS electrical connector.
(3) Remove two TPS mounting bolts (screws) (Fig.
58).
(4) Remove TPS from throttle body.

5.7L V-8
The 5.7L V-8 engine does not use a separate Throttle Position Sensor (TPS) on the throttle body.

5.9L V-8
The TPS is located on the side of the throttle body
(Fig. 59).
(1) Remove air intake tube at throttle body.
(2) Disconnect TPS electrical connector.
(3) Remove two TPS mounting bolts (Fig. 59).
(4) Remove TPS from throttle body.

Fig. 57 TPS INSTALLATION - 3.7 V-6
1
2
3
4

THROTTLE BODY
TPS
THROTTLE BODY SHAFT
SOCKET LOCATING TANGS

8.0L V-10
The TPS is located on the side of the throttle body
(Fig. 60).
(1) Remove air plenum.
(2) Disconnect TPS electrical connector.

14 - 54

FUEL INJECTION - GAS

THROTTLE POSITION SENSOR (Continued)

Fig. 60 TPS MOUNTING BOLTS - 8.0L V-10
1
2
3
4

MOUNTING BOLTS (2)
IDLE AIR CONTROL MOTOR
THROTTLE POSITION SENSOR
THROTTLE BODY

INSTALLATION
Fig. 58 TPS LOCATION - 4.7L
1
2
3
4
5

THROTTLE BODY
TPS
IAC MOTOR
IAT SENSOR
MOUNTING SCREWS

3.7L V-6
The Throttle Position Sensor (TPS) is mounted to
the throttle body (Fig. 56).
The throttle shaft end of throttle body slides into a
socket in TPS (Fig. 61). The TPS must be installed so
that it can be rotated a few degrees. (If sensor will
not rotate, install sensor with throttle shaft on other
side of socket tangs). The TPS will be under slight
tension when rotated.
(1) Install TPS and retaining screws.
(2) Tighten screws to 7 N·m (60 in. lbs.) torque.
(3) Connect TPS electrical connector to TPS.
(4) Manually operate throttle (by hand) to check
for any TPS binding before starting engine.
(5) Install air cleaner tube to throttle body.

4.7L V-8

Fig. 59 TPS LOCATION - 5.9L V-8
1 - THROTTLE POSITION SENSOR
2 - MOUNTING SCREWS

(3) Remove two TPS mounting bolts (Fig. 60).
(4) Remove TPS from throttle body.

The throttle shaft end of throttle body slides into a
socket in TPS (Fig. 62). The TPS must be installed so
that it can be rotated a few degrees. If sensor will
not rotate, install sensor with throttle shaft on other
side of socket tangs. The TPS will be under slight
tension when rotated.
(1) Install TPS and two retaining bolts.
(2) Tighten bolts to 7 N·m (60 in. lbs.) torque.
(3) Manually operate throttle control lever by hand
to check for any binding of TPS.
(4) Connect TPS electrical connector to TPS.

FUEL INJECTION - GAS

14 - 55

THROTTLE POSITION SENSOR (Continued)

5.9L V-8
The throttle shaft end of the throttle body slides
into a socket in the TPS (Fig. 63). The TPS must be
installed so that it can be rotated a few degrees. If
sensor will not rotate, install sensor with throttle
shaft on other side of socket tangs. The TPS will be
under slight tension when rotated.
(1) Install TPS and two retaining bolts.
(2) Tighten bolts to 7 N·m (60 in. lbs.) torque.
(3) Manually operate throttle control lever by hand
to check for any binding of TPS.
(4) Connect TPS electrical connector to TPS.
(5) Install air intake tube.

Fig. 61 TPS INSTALLATION - 3.7L
1
2
3
4

THROTTLE BODY
TPS
THROTTLE BODY SHAFT
SOCKET LOCATING TANGS

(5) Install air duct/air box to throttle body.

Fig. 63 TPS INSTALLATION - 5.9L V-8 AND 8.0L V-10
1
2
3
4

THROTTLE BODY
THROTTLE POSITION SENSOR
THROTTLE SHAFT
SOCKET LOCATING TANGS

8.0L V-10
The throttle shaft end of the throttle body slides
into a socket in the TPS (Fig. 63). The TPS must be
installed so that it can be rotated a few degrees. If
sensor will not rotate, install sensor with throttle
shaft on other side of socket tangs. The TPS will be
under slight tension when rotated.
(1) Install TPS and two retaining bolts. Refer to
Torque Specifications.
(2) Manually operate throttle control lever by hand
to check for any binding of TPS.
(3) Connect TPS electrical connector to TPS.
(4) Install air plenum.

Fig. 62 TPS INSTALLATION - 4.7L
1
2
3
4
5

THROTTLE BODY
LOCATING TANGS
THROTTLE POSITION SENSOR
SOCKET
THROTTLE SHAFT

14 - 56

FUEL DELIVERY - DIESEL

FUEL DELIVERY - DIESEL
TABLE OF CONTENTS
page
FUEL DELIVERY - DIESEL
DESCRIPTION - DIESEL FUEL SYSTEM
...
STANDARD PROCEDURE
STANDARD PROCEDURES - WATER
DRAINING AT FUEL FILTER . . . . . . . . . . . .
STANDARD PROCEDURES - CLEANING
FUEL SYSTEM PARTS . . . . . . . . . . . . . . .
STANDARD PROCEDURE - FUEL SYSTEM
PRIMING . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
FUEL SYSTEM PRESSURE - DIESEL . . . .
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
REMOVAL/INSTALLATION . . . . . . . . . . . . .
FUEL HEATER RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTION PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - FUEL INJECTION
PUMP TIMING . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
FUEL LEVEL SENDING UNIT / SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL/INSTALLATION . . . . . . . . . . . . .

. . 57

. . 57
. . 58
. . 59
. . 60
. 60
. . 60
.
.
.
.

. 61
. 61
. 61
. 62

. . 63
. . 63
. . 63
. . 64
.
.
.
.

. 64
. 64
. 64
. 64

. . 64
. . 64
. . 65
. . 65
. . 67
. . 68
. . 68
. . 68

page
FUEL LINES
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - HIGHPRESSURE FUEL LINE LEAKS .
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
FUEL PRESSURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
FUEL PRESSURE LIMITING VALVE
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
FUEL TANK
DESCRIPTION - DIESEL . . . . . . . .
REMOVAL - DIESEL . . . . . . . . . . .
INSTALLATION - DIESEL
.......
FUEL TANK MODULE
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
FUEL TRANSFER PUMP
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . .
CASCADE OVERFLOW VALVE
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
REMOVAL
REMOVAL/INSTALLATION . . . . .
WATER IN FUEL SENSOR
DESCRIPTION . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . .
FUEL DRAIN CIRCUIT
OPERATION . . . . . . . . . . . . . . . . .

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FUEL DELIVERY - DIESEL
DESCRIPTION - DIESEL FUEL SYSTEM
The fuel system used on the Cummins engine is an
electronically controlled, Bosch HPCR (High-Pressure
Common Rail) system. The HPCR system consists of
five main components:
• Electric Fuel Transfer (lift) Pump
• Fuel Pump/Gear Pump (attached to fuel injection pump)
• High-Pressure Fuel Injection Pump
• Fuel Injection Rail
• Fuel Injectors
Also to be considered as part of the overall fuel
system are:
• Accelerator Pedal
• Air Cleaner Housing/Element
• Fuel Drain Manifold (passage)
• Fuel Drain Valve (at filter)
• Fuel Filter/Water Separator
• Fuel Heater
• Fuel Heater Relay
• Fuel Level (gauge) Sending Unit
• Fuel Tank
• Fuel Tank Module (containing fuel gauge sending unit and separate fuel filter located at bottom of
tank module)
• Fuel Tank Filler/Vent Tube Assembly
• Fuel Tank Filler Tube Cap
• 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 Fuel Line Fittings
• Throttle Cable
• Water Draining (maintenance)
• Water-In-Fuel (WIF) Sensor
The fuel injection pump supplies high pressure to
the fuel rail independent of engine speed. This high
pressure is then accumulated in the fuel rail. High
pressure fuel is constantly supplied to the injectors
by the fuel rail. The Engine Control Module (ECM)
controls the fueling and timing of the engine by actuating the injectors.

FUEL DELIVERY - DIESEL

14 - 57

Fuel enters the system from the electric fuel transfer (lift) pump, which is attached to the fuel filter
assembly. Fuel is forced through the fuel filter element and then enters the Fuel Pump/Gear Pump,
which is attached to the rear of the fuel injection
pump. The Fuel Pump/Gear Pump is a low-pressure
pump and produce pressures ranging from 551.5 kpa
(80 psi) to 1241 kpa (180) psi. Fuel then enters the
fuel injection pump. Low pressure fuel is then supplied to the FCA (Fuel Control Actuator).
The FCA is an electronically controlled solenoid
valve. The ECM controls the amount of fuel that
enters the high-pressure pumping chambers by opening and closing the FCA based on a demanded fuel
pressure. The FPS (Fuel Pressure Sensor) on the fuel
rail provides the actual fuel pressure. When the
actuator is opened, the maximum amount of fuel is
being supplied to the fuel injection pump. Any fuel
that does not enter the injection pump is directed to
the overflow valve. The overflow valve regulates how
much excess fuel is used for lubrication of the pump
and how much is returned to the tank through the
drain manifold.
Fuel entering the injection pump is pressurized to
between 300 - 1600 bar by three radial pumping
chambers. The pressurized fuel is then supplied to
the fuel rail.
Some fuel system components are shown in.
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 160,000 KPA (23,206
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.
Certain fuel system components can be found in
(Fig. 1), or (Fig. 2).

STANDARD PROCEDURE
STANDARD PROCEDURES - WATER DRAINING
AT FUEL FILTER
Refer to Fuel Filter/Water Separator removal/installation for procedures.

14 - 58

FUEL DELIVERY - DIESEL

FUEL DELIVERY - DIESEL (Continued)

Fig. 1 DIESEL FUEL SYSTEM COMPONENTS
1 - ENGINE COOLANT TEMPERATURE (ECT) SENSOR
2 - THROTTLE LEVER BELLCRANK AND APPS (ACCELERATOR
PEDAL POSITION SENSOR)
3 - INTAKE MANIFOLD AIR HEATER/ELEMENTS
4 - FUEL PRESSURE SENSOR
5 - FUEL LIMITING VALVE
6 - HIGH-PRESSURE FUEL LINES
7 - FUEL HEATER
8 - HIGH-PRESSURE FUEL INJECTOR RAIL
9 - FUEL HEATER TEMPERATURE SENSOR (THERMOSTAT)
10 - FUEL FILTER/WATER SEPARATOR
11 - FUEL TRANSFER (LIFT) PUMP
12 - FUEL DRAIN MANIFOLD
13 - DRAIN VALVE

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.

14 - FUEL SUPPLY LINE (LOW-PRESSURE, TO ENGINE)
15 - FUEL RETURN LINE CONNECTION (TO FUEL TANK)
16
17
18
19
20
21
22
23

FUEL DRAIN TUBE
OIL PRESSURE SENSOR
ENGINE CONTROL MODULE (ECM)
FUEL INJECTION PUMP
CRANKSHAFT POSITION (ENGINE SPEED) SENSOR
CAMSHAFT POSITION SENSOR (CMP)
FUEL CONTROL ACTUATOR (FCA)
CASCADE OVERFLOW VALVE

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.

FUEL DELIVERY - DIESEL

14 - 59

FUEL DELIVERY - DIESEL (Continued)
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.
(1) Turn key to CRANK position and quickly
release key to ON position before engine starts. This
will operate fuel transfer pump for approximately 25
seconds.
(2) If the engine does not start after 25 seconds,
turn key OFF. Repeat previous step until engine
starts.
(3) Fuel system priming is now completed.
(4) Attempt to start engine. If engine will not
start, proceed to following steps. When engine does
start, it may run erratically and be noisy for a
few minutes. This is a normal condition.
CAUTION: Do not engage the starter motor for more
than 30 seconds at a time. Allow two minutes
between cranking intervals.

Fig. 2 FUEL INJECTORS
1
2
3
4

SOLENOID CONNECTIONS
ROCKER HOUSING
FUEL INJECTOR
PASSTHROUGH CONNECTOR

STANDARD PROCEDURE - FUEL SYSTEM
PRIMING
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. Fuel system priming is accomplished using
the electric fuel transfer (lift) pump.
Servicing or replacing fuel system components usually will not require fuel system priming.
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

(5) Perform previous fuel priming procedure steps
using fuel transfer pump. Be sure fuel is present at
fuel tank.
(6) Crank the engine for 30 seconds at a time to
allow fuel system to prime.
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.
DO NOT LOOSEN FUEL FITTINGS WHILE ENGINE
IS RUNNING.
WARNING: ENGINE MAY START WHILE CRANKING
STARTER MOTOR.

14 - 60

FUEL DELIVERY - DIESEL

FUEL DELIVERY - DIESEL (Continued)

SPECIFICATIONS
FUEL SYSTEM PRESSURE - DIESEL
DESCRIPTION

PRESSURE

Fuel Transfer (Lift) Pump Pressure

Minimum 9.5 psi

FUEL INJECTOR FIRING ORDER - DIESEL
1–5–3–6–2–4

SPECIAL TOOLS
DIESEL FUEL SYSTEM

FUEL INJECTOR REMOVER - #9010

FUEL PRESSURE TEST ADAPTER - # 9012

PRESSURE CAP - #9011

FUEL PRESSURE TEST ADAPTER - #9014

FUEL PRESSURE TEST ADAPTER - #9013

FUEL DELIVERY - DIESEL

14 - 61

FUEL DELIVERY - DIESEL (Continued)
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.

REMOVAL

FUEL INJECTOR TUBE (CONNECTOR) REMOVER #9015

SPANNER WRENCH (FUEL TANK MODULE
REMOVAL/INSTALLATION) - #6856

ENGINE ROTATING (BARRING) TOOL - #7471B
(ALSO PART OF KIT #6860)

FUEL FILTER / WATER
SEPARATOR
DESCRIPTION
The fuel filter/water separator assembly is located
on left side of engine above starter motor. The assembly also includes the fuel heater and Water-In-Fuel
(WIF) sensor, and fuel transfer pump.

OPERATION
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.

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. 3) or (Fig. 4) 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, ,
water-in-fuel sensor replacement or transfer pump
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 (Fig. 3) or (Fig. 4) is located at
bottom of drain valve. Place drain pan under drain.
(2) With engine not running, rotate drain valve
handle rearward to OPEN (DRAIN) position. Hold
drain valve open until all water and contaminants
have been removed and clean fuel exits.
(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
forward to CLOSE position.
(5) Fuel Filter Replacement: The fuel filter is
located inside of the fuel filter housing.
(a) Clean all debris from around canister.
(b) Remove filter lid (Fig. 5) using a socket.
Attach socket to large hex on top of lid (Fig. 5).
Rotate counter-clockwise for removal. Remove
o-ring.
(c) Remove filter element by twisting element
sideways from filter lid.
(6) Water-In-Fuel (WIF) Sensor Replacement:
The WIF sensor is located on the side of the fuel filter housing (Fig. 3) or (Fig. 4).
(a) Disconnect electrical connector at sensor.
(b) Clean area around sensor.
(c) Remove sensor by rotating counter-clockwise.
(d) Check condition of sensor o-ring. Replace if
damaged.
(7) Fuel Heater Element Replacement: The
heater element is located in the fuel filter housing
(Fig. 3) or (Fig. 4).
(a) Remove fuel filter. See previous steps.

14 - 62

FUEL DELIVERY - DIESEL

FUEL FILTER / WATER SEPARATOR (Continued)
(b) Disconnect electrical connector.
(c) Remove two T-15 Torx head mounting screws
from fuel heater element.
(d) Remove fuel filter cover and filter element.
(e) Remove fuel heater.
(8) Drain Valve Replacement: The drain valve
assembly is located on the side of the fuel filter housing (Fig. 3) or (Fig. 4).
(a) Disconnect drain hose from the fuel drain
valve.
(b) Remove 4 drain valve mounting screws (T-15
Torx head).
(c) Remove drain valve from filter housing.

Fig. 4 FILTER HOUSING (LATE)
1
2
3
4
5
6
7
8
9

FILTER HOUSING
FUEL HEATER AND THERMOSTAT
FUEL HEATER MOUNTING SCREWS
FUEL HEATER ELEC. CONNECTOR
WIF SENSOR
WIF SENSOR ELEC. CONNECTOR
DRAIN HOSE
DRAIN VALVE MOUNTING SCREWS
DRAIN VALVE

Fig. 3 FILTER HOUSING (EARLY)
1
2
3
4
5
6
7
8
9

FILTER HOUSING
FUEL HEATER AND THERMOSTAT
FUEL HEATER MOUNTING SCREWS
FUEL HEATER ELEC. CONNECTOR
DRAIN VALVE
DRAIN VALVE MOUNTING SCREWS
DRAIN HOSE
WIF SENSOR
WIF SENSOR ELEC. CONNECTOR

INSTALLATION
Refer to maintenance schedules for recommended
fuel filter replacement intervals.
(1) Thoroughly clean inside of filter housing, filter
cap and all related components.
(2) Fuel Filter:
(a) The engine has a self-priming low-pressure fuel system. Refer to Standard Procedures-Fuel System Priming.
(b) Install new o-ring to canister lid and lubricate o-ring with 30W oil.

Fig. 5 FILTER COVER (LID)
1 - FILTER COVER
2 - ATTACH SOCKET HERE

FUEL DELIVERY - DIESEL

14 - 63

FUEL FILTER / WATER SEPARATOR (Continued)
(c) Position new element to canister lid. Place
this assembly into canister by rotating clockwise.
(d) Tighten cap to 34 N·m (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.
(d) Tighten sensor to 4.5 N·m (39 in. lbs.) torque.
(e) Connect electrical connector to WIF sensor.
(4) Fuel Heater Element:
(a) Install fuel heater into fuel filter housing.
(b) Install fuel heater thermostat into fuel filter
housing.
(c) Install fuel heater mounting screws and
tighten to 1-1.5 N·m torque.
(d) Connect electrical connector to fuel heater
thermostat.
(e) Install new filter cover O-ring onto fuel filter
housing cover and lubricate with 30W oil.
(f) Tighten fuel filter housing cover (lid) to 34
N·m (25 ft. lbs.).
(5) Drain Valve:
(a) Install 2 new o-rings to valve and filter housing.
(b) Lubricate with silicon grease.
(c) Install fuel drain valve.
(d) Install 4 mounting screws and tighten to
1–1.5 N·m (8–13 in. lbs.) torque.
(e) Connect drain hose to drain valve.
(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. 3) or (Fig. 4).
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.

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 Engine Control Module (ECM), or 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
fuel filter housing.
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 built-in heater element to warm fuel. When
fuel temperature rises above 75 degrees ± 8 degrees
F, the sensor stops current flow to heater element
(circuit is open).
Voltage to operate fuel heater element is supplied
from ignition switch, through fuel heater relay (also
refer to Fuel Heater Relay), to fuel temperature sensor and on to 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 fuel
heater. The resistance value of heater element is less
than 1 ohm (cold) and up to 1000 ohms warm.

TESTING
(1) Disconnect electrical connector from thermostat
(Fig. 3) or (Fig. 4).
Ambient temperature must be below circuit close
temperature, If necessary, induce this ambient temperature by placing ice packs on thermostat to produce an effective ambient temperature below circuit
close temperature. For first check of thermostat you
can hear click of thermostat when circuit closes.
Measure resistance across two pins. Operating
range is 0.3 — 0.45 Ohms.
(2) If resistance is out of range, remove thermostat
and check resistance across terminal connections of

14 - 64

FUEL DELIVERY - DIESEL

FUEL HEATER (Continued)
heater. The heater can be check at room temperature. Operating range is 0.3 — 0.45 Ohms.
(3) Replace heater if resistance is not within operating range.
(4) If heater is within operating range, replace
heater thermostat.

(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.

REMOVAL
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
The fuel heater relay is located in Power Distribution Center (PDC) (Fig. 6). Refer to label on inside of
PDC cover for relay location.

Fig. 7 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

INSTALLATION
The fuel heater relay is located in the Power Distribution Center (PDC) (Fig. 7). Refer to label under
PDC cover for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.

Fig. 6 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.

REMOVAL
The fuel heater relay is located in the Power Distribution Center (PDC) (Fig. 7). Refer to label under
PDC cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.

FUEL INJECTION PUMP
DESCRIPTION
A Robert Bosch high-pressure fuel injection pump
is used. The pump is attached to the back of the timing gear cover at the left / rear side of the engine.

OPERATION
The fuel injection pump supplies high pressure to
the fuel rail independent of engine speed. This high
pressure is then accumulated in the fuel rail. High
pressure fuel is constantly supplied to the injectors
by the fuel rail. The Engine Control Module (ECM)
controls the fueling and timing of the engine by actuating the injectors.
Fuel enters the system from the electric fuel transfer (lift) pump, which is attached to the fuel filter
assembly. Fuel is forced through the fuel filter element and then enters the Fuel Pump/Gear Pump,
which is attached to the rear of the fuel injection

FUEL DELIVERY - DIESEL

14 - 65

FUEL INJECTION PUMP (Continued)
pump. The Fuel Pump/Gear Pump is a low-pressure
pump and produce pressures ranging from 551.5 kpa
(80 psi) to 1241 kpa (180) psi. Fuel then enters the
fuel injection pump. Low pressure fuel is then supplied to the FAC (Fuel Control Actuator).
The FAC is an electronically controlled solenoid
valve. The ECM controls the amount of fuel that
enters the high-pressure pumping chambers by opening and closing the FAC based on a demanded fuel
pressure. The FPS (Fuel Pressure Sensor) on the fuel
rail provides the actual fuel pressure. When the
actuator is opened, the maximum amount of fuel is
being supplied to the fuel injection pump. Any fuel
that does not enter the injection pump is directed to
the overflow valve. The overflow valve regulates how
much excess fuel is used for lubrication of the pump
and how much is returned to the tank through the
drain manifold.
Fuel entering the injection pump is pressurized to
between 300 - 1600 bar by three radial pumping
chambers. The pressurized fuel is then supplied to
the fuel rail.

DIAGNOSIS AND TESTING - FUEL INJECTION
PUMP TIMING
With the Bosch injection pump, there are no
mechanical adjustments needed or necessary to
accomplish fuel injection timing. All timing and fuel
adjustments are electrically made by the engine
mounted Engine Control Module (ECM).

ing bolts and position ECM for injection pump
removal. Do not disconnect wiring connectors
from ECM.
(4) Remove cooling fan shroud.
(5) Remove cooling fan assembly.
(6) Remove accessory drive belt.
(7) Thoroughly clean the rear of injection pump,
and attachment points for its 3 fuel lines (Fig. 10).
Also clean the opposite ends of these same 3 lines at
their attachment points.
(8) Disconnect Fuel Control Actuator (FCA) electrical connector at rear of injection pump (Fig. 11).
(9) Remove fuel line (injection pump-to-overflow
valve).
(10) Remove fuel line (injection pump-to-fuel rail).
(11) Remove fuel line (injection pump-to-fuel filter
housing).
(12) Remove fuel pump drive gear access cover
(plate) with a 1/2 inch drive ratchet. Plate is
threaded to timing gear cover (Fig. 12).
(13) Remove fuel pump drive gear mounting nut
and washer.
(14) Attach C3428B, or L4407A (or equivalent)
gear puller (Fig. 13) to pump drive gear with 2 bolts,
and separate gear from pump (a keyway is not used
on this particular injection pump). Leave drive gear
hanging loose within timing gear cover.
(15) Remove 3 injection pump mounting nuts (Fig.
14), and remove pump from engine.

REMOVAL
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.
(1) Disconnect both negative battery cables at both
batteries. Cover and isolate ends of both cables.
(2) Remove intake manifold air intake tube (above
injection pump) and its rubber connector hose (Fig.
8).
(3) The Engine Control Module (ECM) is mounted
to left side of engine (Fig. 9). Remove 5 ECM mount-

Fig. 8 INTAKE TUBE AND CONNECTING HOSE
1
2
3
4

MANIFOLD ABOVE HEATERS
RUBBER CONNECTING HOSE
METAL INTAKE TUBE
CLAMPS (2)

14 - 66

FUEL DELIVERY - DIESEL

FUEL INJECTION PUMP (Continued)

Fig. 9 ECM REMOVAL/INSTALLATION
1
2
3
4
5

ECM LOCATION
ELECTRICAL CONNECTORS (2)
CONNECTOR BOLTS
ECM MOUNTING BOLTS (5)
BOTTOM OF INJECTION PUMP

Fig. 11 FUEL CONTROL ACTUATOR
1 - ACTUATOR MOUNTING BOLTS
2 - FCA (FUEL CONTROL ACTUATOR)
3 - ACTUATOR ELECTRICAL CONNECTOR

Fig. 12 PUMP DRIVE GEAR ACCESS COVER
Fig. 10 OVERFLOW VALVE
1
2
3
4

BANJO BOLTS
PUMP MOUNTING NUTS (3)
FUEL INJECTION PUMP
CASCADE OVERFLOW VALVE

1 - FRONT TIMING GEAR COVER
2 - GEAR ACCESS PLATE (COVER)
3 - HEX DRIVE (FOR COVER REMOVAL/INSTALLATION)

FUEL DELIVERY - DIESEL

14 - 67

FUEL INJECTION PUMP (Continued)

INSTALLATION
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.

Fig. 13 DRIVE GEAR REMOVAL
1 - FRONT TIMING GEAR COVER
2 - GEAR PULLER TOOL

(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 at gear
housing. Also clean front of injection pump.
(3) Install new rubber o-ring into machined groove
(Fig. 14) at pump mounting area.

Fig. 14 FUEL INJECTION PUMP REMOVAL/INSTALLATION
1
2
3
4
5

PUMP DRIVE GEAR NUT
WASHER
PUMP DRIVE GEAR
RUBBER O-RING
FUEL INJECTION PUMP

6
7
8
9

PUMP MOUNTING NUTS (3)
PUMP MOUNTING STUDS (3)
O-RING MACHINED GROOVE
FRONT TIMING GEAR COVER

14 - 68

FUEL DELIVERY - DIESEL

FUEL INJECTION PUMP (Continued)
(4) Apply clean engine oil to injection pump
o-ring only.
The machined tapers on both injection pump
shaft and injection pump gear 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 with an evaporative type cleaner such as
brake cleaner.
(6) Position injection pump to mounting flange on
gear cover while aligning injection pump shaft
through back of injection pump gear.
(7) After pump is positioned flat to mounting
flange, install 3 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 3 mounting
nuts.
(8) To prevent damage or cracking of components,
install and tighten nuts in the following sequence:
(a) Install injection pump shaft washer and nut
to pump shaft. Tighten nut finger tight only.
(b) Do preliminary (light) tightening of injection
pump shaft nut.
(c) Tighten 3 injection pump mounting nuts to 8
N·m (70.8 in. lbs.).
(d) Do a final tightening of pump shaft nut to
105 N·m (77 ft. lbs.).
(9) Install drive gear access cover (plate) using a
1/2 inch drive ratchet. Plate is threaded to timing
gear cover.
(10) Install Engine Control Module (ECM) to left
side of engine.
(11) Install fuel line (injection pump-to-overflow
valve). Tighten bolts to 24 N·m (17 ft. lbs.) torque.
(12) Install fuel line (injection pump-to-fuel rail).
Tighten to 24 N·m (17 ft. lbs.) torque.
(13) Install fuel line (injection pump-to-fuel filter
housing). Tighten to 24 N·m (17 ft. lbs.) torque.
(14) Connect Fuel Control Actuator (FCA) electrical connector to rear of injection pump.
(15) Install intake manifold air intake tube (above
injection pump). Tighten clamps.
(16) Install accessory drive belt.
(17) Install cooling fan shroud.
(18) Install cooling fan assembly.
(19) Connect both negative battery cables to both
batteries.
(20) Check system for fuel or engine oil leaks.

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).

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
ECM through the sensor return circuit.
Both of the electrical circuits between the fuel
gauge sending unit and the ECM are hard-wired (not
multi-plexed). After the voltage signal is sent from
the resistor track, and back to the ECM, the ECM
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.

REMOVAL
REMOVAL/INSTALLATION
For diesel removal and installation procedures,
refer to the gas section of Fuel System/Fuel Delivery.
See Fuel Level Sending Unit/Sensor Removal/Installation.

FUEL DELIVERY - DIESEL

FUEL LINES
DESCRIPTION
Low-Pressure Lines
• the fuel supply line from fuel tank to fuel transfer (lift) pump.
• the fuel return line back to fuel tank.
• the fuel drain manifold line at rear of cylinder
head.
• the fuel supply line from fuel filter to fuel injection pump.

High-Pressure Lines
• the fuel line from fuel injection pump to overflow
valve.
• the fuel line from fuel injection pump to fuel
rail.
• the 6 fuel lines from fuel rail up to injector connector tubes
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 160,000 KPA (23,206
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.

OPERATION
High-Pressure 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 160,000 kPa (23,206
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.

14 - 69

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.

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 160,000 kPa (23,206 PSI), USE EXTREME
CAUTION WHEN INSPECTING FOR HIGH-PRESSURE FUEL LEAKS. DO NOT GET YOUR HAND OR
A FINGER NEAR A SUSPECTED LEAK. 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.
Start the engine. Move the cardboard (Fig. 15) over
the suspected high-pressure fuel line leak, and check
for fuel spray onto the cardboard. If line is leaking,
retorque line. Replace damaged, restricted or leaking
high-pressure fuel lines with the correct replacement
line.
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.

14 - 70

FUEL DELIVERY - DIESEL

FUEL LINES (Continued)
(7) Carefully remove each fuel line from engine.
Note position of each while removing. Do not bend
lines while removing.

Fig. 15 TYPICAL TEST FOR LEAKS USING
CARDBOARD
1 - HIGH-PRESSURE LINE
2 - CARDBOARD
3 - TYPICAL HIGH-PRESSURE FITTING

(1) Disconnect both negative battery cables from
both batteries. Cover and isolate ends of cables.
(2) Thoroughly clean fuel lines at both the cylinder
head and injection pump ends.
(3) If removing fuel line at either #1 or #2 cylinder,
the intake manifold air heater elements must first be
removed from top of intake manifold. Refer to Intake
Air Heater Removal / Installation for procedures.
(4) If removing fuel line at #6 cylinder, a bracket
(Fig. 16) is located above fuel line connection at cylinder head. Two bolts secure this bracket to rear of
cylinder head. The upper bolt hole is slotted. Loosen
(but do not remove) these 2 bracket bolts. Tilt
bracket down to gain access to #6 fuel line connection.
(5) Remove necessary insulated fuel line support
clamps (Fig. 17) and bracket bolts at intake manifold.
(6) Place shop towels around fuel lines at fuel rail
and injectors. If possible, do not allow fuel to drip
down side of engine.
CAUTION: WHEN LOOSENING OR TIGHTENING
HIGH-PRESSURE LINES ATTACHED TO A SEPARATE FITTING (Fig. 18) , USE A BACK-UP WRENCH
ON FITTING. DO NOT ALLOW FITTING TO ROTATE.
DAMAGE TO BOTH FUEL LINE AND FITTING WILL
RESULT.

Fig. 16 BRACKET - #6 INJECTOR
1
2
3
4
5
6

BRACKET
REAR OF CYLINDER HEAD
FUEL DRAIN MANIFOLD LINE (TO FUEL TANK)
BANJO BOLT
SLOTTED HOLE
BRACKET BOLTS (2)

Fig. 17 FUEL INJECTOR RAIL
1 - FUEL RAIL MOUNTING BOLTS (3)
2 - INSULATED CLAMPS
3 - FUEL INJECTOR RAIL

FUEL DELIVERY - DIESEL

14 - 71

FUEL LINES (Continued)

Fig. 18 HIGH PRESSURE FUEL LINES
1
2
3
4

FUEL INJECTOR
HIGH-PRESSURE LINE
INJECTOR MOUNTING BOLTS
FUEL INJECTOR RAIL

INSTALLATION
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.
(1) Position fuel line support clamp to fuel line.
Install clamp nuts/bolts and tighten finger tight.
(2) Position proper fuel line to proper injector on
engine. Tighten fittings hand tight at both ends of
line.
(3) Tighten fuel lines at high pressure injector connector to 30 N·m (22 lb. ft.).
(4) Tighten fuel lines at fuel rail to 30 N·m (22 lb.
ft.).
(5) Tighten clamp/support nuts and bolts.
(6) Install engine lifting bracket and bolt. Tighten
bolt to 77 N·m (56 lb.ft.).

5 - SEPARATE FITTING (TYPICAL)
6 - CONNECTOR TUBE RETAINER (FITTING)
7 - CONNECTOR TUBE

(7) If fuel line at either #1 or #2 cylinder has been
replaced, install intake manifold air heater elements
to top of intake manifold. Refer to Intake Air Heater
Removal / Installation for procedures.
(8) If fuel line at #6 cylinder has been replaced, tilt
metal bracket upward and tighten 2 bolts at rear of
cylinder head.
(9) Install remaining fuel line support clamps and
bracket bolts at intake manifold.
(10) Connect both negative battery cables to both
batteries.
(11) Prime fuel system. Refer to Fuel System
Priming.
(12) Check lines/fittings for leaks.

14 - 72

FUEL DELIVERY - DIESEL

FUEL PRESSURE SENSOR
DESCRIPTION
The fuel pressure sensor is mounted vertically near
the top/center of the fuel rail.

OPERATION
The fuel pressure sensor monitors actual highpressure within the fuel rail. An output signal from
this sensor (relating to fuel pressure) is sent to the
Engine Control Module (ECM).

REMOVAL
The fuel pressure sensor is mounted vertically near
the top/center of the fuel rail (Fig. 19).
(1) Disconnect electrical connector at sensor.
(2) Remove sensor from fuel rail.
(3) Inspect sensor o-ring.

INSTALLATION
(1) Inspect fuel pressure sensor o-ring.
(2) Lubricate sensor o-ring with clean diesel fuel.
(3) Install sensor into fuel rail.
(4) To prevent leaks, sensor must be tightened to
prescribed torque. Tighten sensor to 101 N·m (75 ft.
lbs.) torque.
(5) Connect electrical connector to sensor.
(6) Start engine and check for fuel leaks.

FUEL PRESSURE LIMITING
VALVE
DESCRIPTION
The fuel pressure limiting valve is located on the
top of the fuel rail.

OPERATION
Fuel pressure at the fuel rail is monitered by the
fuel rail pressure sensor. If fuel pressure becomes
excessive, the pressure limiting valve opens and
vents excess pressure into the fuel drain circuit.

REMOVAL
The fuel pressure limiting valve is located on the
top of the fuel rail (Fig. 20).

Fig. 19 FUEL PRESSURE SENSOR/FUEL PRES.
LIMIT. VALVE
1
2
3
4
5

ELEC. CONNECTOR
BANJO BOLT
FUEL PRESSURE LIMITING VALVE
FUEL PRESSURE SENSOR
TOP OF INTAKE HEATER MANIFOLD

FUEL DELIVERY - DIESEL

14 - 73

FUEL PRESSURE LIMITING VALVE (Continued)
(2) If vehicle is equipped with 4 doors and a 6 foot
(short) box, remove left-rear tire/wheel.
(3) Thoroughly clean area at top of fuel tank
around fuel tank module.
(4) Remove rubber cap from auxiliary fitting on
top of tank module (Fig. 21).
(5) Drain fuel tank by attaching drain hose from
an approved draining station to auxiliary fitting on
top of tank module (Fig. 21).

Fig. 20 FUEL PRESSURE SENSOR/FUEL
PRESSURE LIMITING VALVE
1
2
3
4
5

ELEC. CONNECTOR
BANJO BOLT
FUEL PRESSURE LIMITING VALVE
FUEL PRESSURE SENSOR
TOP OF INTAKE HEATER MANIFOLD

INSTALLATION
(1) Be sure both top of manifold and limiting valve
are clean.
(2) Assemble banjo bolt and new sealing washers
to limiting valve.
(3) Tighten banjo bolt to 24 N·M (17 ft. lbs.)
torque.

Fig. 21 FUEL TANK MODULE - DIESEL
1
2
3
4
5
6
7

- TOP OF FUEL TANK
- AUX. FITTING
- ELEC. CONNECTOR
- FUEL TANK MODULE (TOP)
- LOCKNUT
- FUEL SUPPLY LINE
- FUEL RETURN LINE

FUEL TANK
Tank Removal

DESCRIPTION - DIESEL
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.

REMOVAL - DIESEL
Fuel Tank Draining
Due to a one-way check valve installed into the
fuel fill opening fitting at the tank, the tank cannot
be drained conventionally at the fill cap.
(1) Raise vehicle.

(1) Loosen clamp and disconnect rubber fuel fill
hose at tank.
(2) Support tank with a hydraulic jack.
(3) Remove 2 fuel tank strap nuts (Fig. 22) and
remove both tank support straps.
(4) Carefully lower tank a few inches and disconnect fuel pump module electrical connector (Fig. 21)
at top of tank. To disconnect electrical connector:
Push upward on red colored tab to unlock. Push on
black colored tab while removing connector.
(5) Disconnect fuel supply and return lines at fuel
tank module (Fig. 21). Refer to Quick-Connect Fittings for procedures.
(6) Continue to lower tank for removal.

14 - 74

FUEL DELIVERY - DIESEL

FUEL TANK (Continued)
(7) If fuel tank is to be replaced, remove fuel tank
module from tank. Refer to Fuel Tank Module
Removal/Installation procedures.

INSTALLATION - DIESEL
(1) If fuel tank is to be replaced, install fuel tank
module into tank. Refer to Fuel Tank Module Removal/Installation procedures.
(2) Position fuel tank to hydraulic jack.
(3) Raise tank until positioned near body.
(4) Connect fuel tank module electrical connector
at top of tank.
(5) Connect fuel supply and return lines to tank
module.

(6) Continue raising tank until positioned snug to
body.
(7) Install and position both tank support straps.
Install 2 fuel tank strap nuts and tighten. Tighten
rear strap nut first. Refer to Torque Specifications.
(8) Remove hydraulic jack.
(9) Connect rubber fill hose to fuel fill tube and
tighten clamp.
(10) Install tire / wheel (if necessary).
(11) Lower vehicle.
(12) Fill fuel tank with fuel.
(13) Start engine and check for fuel leaks near top
of module.

Fig. 22 FUEL TANK MOUNTING
1 - FUEL TANK
2 - STRAP MOUNTING STUDS
3 - VEHICLE FRAME

4 - MOUNTING STRAPS
5 - STRAP NUTS

FUEL DELIVERY - DIESEL

FUEL TANK MODULE
DESCRIPTION

14 - 75

locknut and remove locknut (Fig. 24). The fuel tank
module will spring up when locknut is removed.
(4) Remove module from fuel tank.

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 (lift) pump.
The fuel tank module is installed in the top of the
fuel tank (Fig. 23). The fuel tank module contains
the following components:
• Fuel reservoir
• A separate in-tank fuel filter
• Fuel gauge sending unit (fuel level sensor)
• Fuel supply line connection
• Fuel return line connection
• Auxiliary non-pressurized fitting

Fig. 24 LOCKNUT REMOVAL/INSTALLATION TYPICAL MODULE
1 - SPECIAL TOOL 6856
2 - LOCKNUT

INSTALLATION
CAUTION: Whenever the fuel tank module is serviced, the rubber gasket must be replaced.

Fig. 23 FUEL TANK MODULE - DIESEL
1
2
3
4
5
6
7

- TOP OF FUEL TANK
- AUX. FITTING
- ELEC. CONNECTOR
- FUEL TANK MODULE (TOP)
- LOCKNUT
- FUEL SUPPLY LINE
- FUEL RETURN LINE

(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 fuel line connectors and fuel gauge electrical connector should all be pointed to drivers side of
vehicle. Rotate and align if necessary before tightening locknut. This step must be performed to prevent 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.

OPERATION
Refer to Fuel Gauge Sending Unit.

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

FUEL TRANSFER PUMP
DESCRIPTION
The fuel transfer pump (fuel lift pump) is attached
to the rear of the fuel filter/water separator housing.
The 12–volt electric pump is operated and controlled
by the Engine Control Module (ECM).

14 - 76

FUEL DELIVERY - DIESEL

FUEL TRANSFER PUMP (Continued)

OPERATION
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.
Maximum current flow to the pump is 5 amperes.
With the engine running, the pump has a 100 percent duty-cycle with a minimum pressure of 11.5 psi.
The transfer pump is self-priming: When the key is
first turned on (without cranking engine), the pump
will operate for approximately 1/2 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, and then back to
the fuel tank.

Fig. 25 FUEL TRANSFER (LIFT) PUMP
1
2
3
4
5

FILTER HOUSING
ELEC. CONNECTOR
FUEL TRANSFER (LIFT) PUMP
FUEL LINE EXTENTION
MOUNTING BOLTS (4)

REMOVAL
The fuel transfer pump (fuel lift pump) is attached
to the rear of the fuel filter/water separator housing
(Fig. 25).
(1) Drain fuel from fuel filter housing. Refer to
Fuel Filter/Water Separator - Removal. See Draining.
(2) Disconnect electrical connector (Fig. 25) from
fuel transfer pump.
(3) Disconnect fuel tank supply line from fuel
transfer pump extension line. Do this at disconnection point at inside of left inner frame rail (Fig. 26).
Refer to quick-connect fittings for procedures. The
fuel line extension is permanently attached to
the transfer pump. Do not attempt to disconnect fuel line at transfer pump.
(4) Remove 4 pump mounting bolts (hex-allen),
and remove pump from fuel filter housing.
(5) Confirm that transfer pump o-ring is also
removed from fuel filter housing.

INSTALLATION
(1) Install a new o-ring to fuel transfer pump.
(2) Lubricate o-ring and OD of transfer pump inlet
connector.
(3) Position fuel transfer pump onto fuel filter
housing. Do not use mounting bolts to draw
transfer pump to filter housing.

Fig. 26 TRANSFER PUMP FUEL LINE CONNECT
1
2
3
4

LEFT INNER FRAME RAIL
FUEL RETURN LINE
FUEL SUPPLY LINE
QUICK-CONNECT FITTING

FUEL DELIVERY - DIESEL

14 - 77

FUEL TRANSFER PUMP (Continued)
(4) Be sure pump is positioned flat to fuel filter
housing. Install mounting bolts and evenly tighten to
7 N·m (61 in. lbs.).
(5) Connect fuel line extension at fuel supply line.
(6) Connect electrical connector to pump.
(7) Prime System: Cycle key to actuate transfer
pump or use DRB II Scan Tool to actuate transfer
pump. Check for leaks.
(8) Operate engine and check for fuel leaks.

REMOVAL
REMOVAL/INSTALLATION
The cascade overflow valve is not serviced separately.

WATER IN FUEL SENSOR
DESCRIPTION

CASCADE OVERFLOW VALVE
DESCRIPTION

The Water-In-Fuel (WIF) sensor is located on the
side of the fuel filter/water separator canister (Fig.
28), or (Fig. 29).

The cascade overflow valve is located on the top/
rear side of the fuel injection pump (Fig. 27).

Fig. 28 FILTER HOUSING (EARLY)
Fig. 27 OVERFLOW VALVE
1
2
3
4

BANJO BOLTS
PUMP MOUNTING NUTS (3)
FUEL INJECTION PUMP
CASCADE OVERFLOW VALVE

OPERATION
When the fuel control actuator (FCA) is opened,
the maximum amount of fuel is being delivered to
the fuel injection pump. Any fuel that does not enter
the injection pump is directed to the cascade overflow
valve. The cascade valve regulates how much excess
fuel is used for lubrication of the injection pump, and
is also used to route excess fuel through the drain
circuit and back into the fuel tank.

1
2
3
4
5
6
7
8
9

FILTER HOUSING
FUEL HEATER AND THERMOSTAT
FUEL HEATER MOUNTING SCREWS
FUEL HEATER ELEC. CONNECTOR
DRAIN VALVE
DRAIN VALVE MOUNTING SCREWS
DRAIN HOSE
WIF SENSOR
WIF SENSOR ELEC. CONNECTOR

14 - 78

FUEL DELIVERY - DIESEL

WATER IN FUEL SENSOR (Continued)

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.

FUEL DRAIN CIRCUIT
OPERATION

Fig. 29 FILTER HOUSING (LATE)
1
2
3
4
5
6
7
8
9

FILTER HOUSING
FUEL HEATER AND THERMOSTAT
FUEL HEATER MOUNTING SCREWS
FUEL HEATER ELEC. CONNECTOR
WIF SENSOR
WIF SENSOR ELEC. CONNECTOR
DRAIN HOSE
DRAIN VALVE MOUNTING SCREWS
DRAIN VALVE

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.

The Fuel Drain Circuit incorporates several
sources of fuel return. Fuel travels from the fuel tank
to the fuel transfer pump and is forced through the
fuel filter. A portion of that fuel travels through the
fuel filter and into the fuel injection pump, while the
rest of the fuel flows through a passage in the fuel
filter housing. It then goes to a fuel drain line and
returns back to the fuel tank.
The fuel that flows to the fuel pump is pressurized
and sent into a passage in the fuel pump. At this
point the fuel is channeled into two passages. One
passage sends fuel to the FCA (Fuel Control Actuator). The other passage sends fuel to the cascade
overflow valve. The overflow valve sends some fuel to
a lubrication passage. The rest of the fuel is sent to a
drain passage which connects to an external fuel
line. This fuel line is connected to the same fuel filter
housing passage that the fuel transfer pump is connected to.
Fuel that travels through the FCA is pressurized
by the fuel injection pump and sent through an
external high pressure fuel line to the fuel rail. At
the fuel rail, fuel is sent to the fuel injectors. If fuel
pressure in the fuel rail becomes excessive, the pressure limiting valve opens and sends fuel through an
external fuel line. This line is connected to the fuel
filter housing at the fuel pump drain.
At the fuel injector, fuel that is not injected is used
for lubrication of the fuel injectors. This fuel then
travels through an internal passage in the rear of the
cylinder head, an then into an external fuel line. This
line is connected to the vehicles fuel return line, and
returns excess fuel back to the fuel tank.

FUEL INJECTION - DIESEL

14 - 79

FUEL INJECTION - DIESEL
TABLE OF CONTENTS
page
ACCELERATOR PEDAL POSITION SENSOR
DESCRIPTION
DESCRIPTION (EARLY)
............
DESCRIPTION (LATE) . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
CAMSHAFT POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
CRANKSHAFT POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL CONTROL ACTUATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . .
FUEL INJECTOR RAIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . .

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. . . . 89
. . . . 89

ACCELERATOR PEDAL
POSITION SENSOR

page
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
INLET AIR TEMPERATURE SENSOR/
PRESSURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
INTAKE AIR HEATER
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
INTAKE AIR HEATER RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
INTAKE AIR TEMPERATURE SENSOR/MAP
SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
MAP SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
THROTTLE CONTROL CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .

. . . . . 89
. . . . . 90

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. . . . . 94
. . . . . 96

A plastic cover with a movable door is used to cover
the assembly.

OPERATION
DESCRIPTION
DESCRIPTION (EARLY)
The APPS assembly is located at the top-left-front
of the engine. A plastic cover is used to cover the
assembly. The actual sensor is located behind its
mounting bracket.

DESCRIPTION (LATE)
The Accelerator Pedal Position Sensor (APPS)
assembly is located under the vehicle battery tray. A
cable connects the assembly to the accelerator pedal.

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.

REMOVAL
Early Diesel Engines
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. 1).

14 - 80

FUEL INJECTION - DIESEL

ACCELERATOR PEDAL POSITION SENSOR (Continued)
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. 3) are used to position lever. Do
not attempt to alter positions of these set screws as
electronic calibration will be destroyed.
(1) Disconnect both negative battery cables at both
batteries.
(2) Remove cable cover (Fig. 1). Cable cover is
attached with 2 Phillips screws, 2 plastic retention
clips and 2 push tabs (Fig. 1). 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. 2). 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.
2). 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.
2) and pull cable rearward to remove from cable
mounting bracket.
(7) Squeeze pinch tabs on throttle cable (Fig. 2)
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. 3) at bottom of bracket.
(10) Remove 6 mounting bolts (Fig. 3) 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. 4).
(11) Remove APPS assembly from engine.
Late Diesel Engines
The APPS is serviced (replaced) as one assembly
including the sensor, plastic housing and cable. The
APPS assembly is located under the left vehicle battery tray (Fig. 5). Access to APPS is gained from over
top of left / front tire.
(1) Disconnect negative battery cable at battery.
(2) Disconnect APPS cable at accelerator pedal.
Refer to Accelerator Pedal Removal / Installation.
(3) Remove wheel house liner at left / front wheel.
Refer to Body.

Fig. 1 CABLE/LEVER/THROTTLE LINKAGE COVER
1
2
3
4

CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE

Fig. 2 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

(4) Gain access to APPS electrical connector by
opening swing-down door (Fig. 6). Disconnect electrical connector.
(5) Remove 3 mounting bolts (Fig. 6).
(6) Remove APPS assembly from battery tray.

FUEL INJECTION - DIESEL

14 - 81

ACCELERATOR PEDAL POSITION SENSOR (Continued)

Fig. 3 APPS ASSEMBLY
1
2
3
4
5

- LEVER
- MOUNTING BOLTS (6)
- WIRE HARNESS CLIP
- CALIBRATION SCREWS (NO ADJUSTMENT)
- APPS ASSEMBLY

1
2
3
4

- APPS
- TAB
- PUSH FOR REMOVAL
- APPS CONNECTOR

Fig. 5 APPS LOCATION (LATE)
1 - BATTERY TRAY
2 - APPS LOCATION
3 - APPS MOUNTING BOLTS

Fig. 4 APPS CONNECTOR

(7) If cable is to be separated at APPS, unsnap
cable clip from ball socket (Fig. 7). Release cable from
plastic housing by pressing on small cable release tab
(Fig. 6).

Fig. 6 APPS REMOVE / INSTALL (LATE)
1
2
3
4
5
6

- BOTTOM OF BATTERY TRAY
- ELECTRICAL CONNECTOR
- APPS
- SWING-DOWN DOOR
- CABLE (TO PEDAL)
- CABLE RELEASE TAB

14 - 82

FUEL INJECTION - DIESEL

ACCELERATOR PEDAL POSITION SENSOR (Continued)
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 III scan tool to erase any DTC’s
from ECM.

Fig. 7 APPS CABLE (LATE)
1
2
3
4
5

- APPS LEVER
- BALL SOCKET
- SWING-DOWN DOOR
- CABLE CLIP
- CABLE

Late Diesel Engines
(1) Install Accelerator Pedal Position Sensor
(APPS) cable to accelerator pedal. Refer to Accelerator Pedal Removal / Installation.
(2) Connect electrical connector to APPS.
(3) If necessary, connect cable to APPS lever ball
socket (snaps on).
(4) Snap APPS cable cover closed.
(5) Position APPS assembly to bottom of battery
tray and install 3 bolts. Refer to Torque Specifications.
(6) Install wheelhouse liner. Refer to Body.
(7) Perform the following procedure:
(a) Connect negative battery cables to both batteries.
(b) Turn key switch ON, but do not crank
engine.
(c) Leave key switch ON for a minimum of 10
seconds. This will allow ECM to learn electrical
parameters.
(8) If necessary, use DRB IIIt Scan Tool to erase
any Diagnostic Trouble Codes (DTC’s) from PCM.

INSTALLATION
Early Diesel Engines
The APPS is serviced (replaced) as one assembly
including the lever, brackets and sensor. The APPS is
calibrated to its mounting bracket.
(1) Snap electrical connector into bottom of sensor.
(2) Position APPS assembly to engine and install 6
bolts. Tighten bolts to 24 N·m (18 ft. lbs.) torque.
(3) Connect wiring harness clip 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 have secured cable.
(6) Install throttle cable into mounting bracket. Be
sure pinch tabs 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

CAMSHAFT POSITION
SENSOR
DESCRIPTION
The Camshaft Position Sensor (CMP) on the 5.9L
diesel engine is located below the fuel injection
pump. It is bolted to the back of the timing gear
cover.

OPERATION
The diesel Camshaft Position Sensor (CMP) contains a hall effect device. A rotating target wheel
(tonewheel) for the CMP is located on the front timing gear. This hall effect device detects notches
located on the tonewheel. As the tonewheel rotates,
the notches pass the tip of the CMP.
When the leading edge of the tonewheel notch
passes the tip of the CMP, the following occurs: The
interruption of magnetic field causes the voltage to
switch high resulting in a signal of approximately 5
volts.
When the trailing edge of the tonewheel notch
passes the tip of the CMP, the following occurs: The
change of the magnetic field causes the signal voltage
to switch low to 0 volts.

FUEL INJECTION - DIESEL

14 - 83

CAMSHAFT POSITION SENSOR (Continued)
The CMP (Fig. 8) provides a signal to the Engine
Control Module (ECM) at all times when the engine
is running. The ECM uses the CMP information primarily on engine start-up. Once the engine is running, the ECM uses the CMP as a backup sensor for
engine speed. The Crankshaft Position Sensor (CKP)
is the primary engine speed indicator for the engine
after the engine is running.

Fig. 9 5.9L DIESEL CMP
1
2
3
4
5
6
7

Fig. 8 5.9L DIESEL CMP
1
2
3
4
5
6
7

CMP
FUEL INJECTION PUMP (BOTTOM)
ELECTRONIC CONTROL MODULE (ECM)
ECM ELEC. CONNECTOR
CMP ELEC. CONNECTOR
CMP MOUNTING BOLT
BACK OF TIMING GEAR COVER

CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to back of timing
chain cover. If sensor is not flush, damage to sensor mounting tang may result.
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.

REMOVAL
The Camshaft Position Sensor (CMP) on the 5.9L
diesel engine is located below the fuel injection
pump. It is bolted to the back of the timing gear
cover (Fig. 9).
(1) Disconnect electrical connector at CMP sensor
(Fig. 9).
(2) Remove sensor mounting bolt.
(3) Carefully twist sensor from timing gear cover.
(4) Check condition of sensor o-ring.

INSTALLATION
(1) Clean out machined hole in back of timing gear
cover.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into timing gear cover with a
slight rocking action. Do not twist sensor into position as damage to o-ring may result.

CRANKSHAFT POSITION
SENSOR
DESCRIPTION
The Crankshaft Position Sensor (CKP) on the diesel engine is attached at the front / left side of the
engine next to the engine harmonic balancer.

OPERATION
The Crankshaft Position Sensor (CKP) is the primary engine speed indicator for the engine after the
engine is running (Fig. 10). The CKP contains a hall
effect device. A rotating, notched target wheel (tonewheel) for the CMP is located on the engine harmonic balancer (Fig. 11). This hall effect device
detects notches located on the tonewheel. As the

14 - 84

FUEL INJECTION - DIESEL

CRANKSHAFT POSITION SENSOR (Continued)
tonewheel rotates, the notches pass the tip of the
CKP.
When the leading edge of the tonewheel notch passes
the tip of the CKP, the following occurs: The interruption of magnetic field causes the voltage to switch high
resulting in a signal of approximately 5 volts.
When the trailing edge of the tonewheel notch
passes the tip of the CKP, the following occurs: The
change of the magnetic field causes the signal voltage
to switch low to 0 volts.
The Camshaft Position Sensor (CMP) also provides
a signal to the Engine Control Module (ECM) at all
times when the engine is running. The ECM uses
this CMP information primarily on engine start-up.
Once the engine is running, the ECM uses the CMP
as a backup sensor for engine speed.

Fig. 11 CKP NOTCHED TONEWHEEL
1 - ENGINE HARMONIC BALANCER
2 - NOTCHED TONEWHEEL
3 - FRONT OF CRANKSHAFT

Fig. 10 5.9L DIESEL CKP
1
2
3
4
5
6

ENGINE HARMONIC BALANCER
FRONT OF TIMING GEAR COVER
CKP MOUNTING BOLT
ELEC. CONNECTOR
CKP SENSOR
NOTCHES

REMOVAL
(1)
(2)
(Fig.
(3)
(4)

Raise and support vehicle
Disconnect electrical connector at CKP sensor
12).
Remove 1 sensor mounting bolt.
Remove CKP sensor.

INSTALLATION
(1) Position and install CKP sensor to engine.
(2) Install 1 sensor mounting bolt. Refer to Torque
Specifications.

Fig. 12 5.9L DIESEL CKP
1
2
3
4
5
6

ENGINE HARMONIC BALANCER
FRONT OF TIMING GEAR COVER
CKP MOUNTING BOLT
ELEC. CONNECTOR
CKP SENSOR
NOTCHES

(3) Install electrical connector to CKP sensor (Fig.
12).

FUEL INJECTION - DIESEL

FUEL CONTROL ACTUATOR
DESCRIPTION
The Fuel Control Actuator (FCA) is located at the
rear of the high-pressure, fuel injection pump.

OPERATION
The Fuel Control Actuator (FCA) is an electronically controlled solenoid valve. The ECM controls the
amount of fuel that enters the high-pressure pumping
chambers by opening and closing the FCA based on a
demanded fuel pressure. When the FCA is opened,
the maximum amount of fuel is being supplied to the
fuel injection pump. Any fuel that does not enter the
injection pump is directed to the overflow valve. The
overflow valve regulates how much excess fuel is used
for lubrication of the pump and how much is returned
to the fuel tank through the drain manifold.
An audible click from the FCA is normal when
operating the key to either the ON or OFF positions.

REMOVAL
The Fuel Control Actuator (FCA) is located at the
rear of the high-pressure, fuel injection pump (Fig. 13).
(1) Clean FCA mounting area at rear of fuel injection pump with an evaporative-type cleaner.
(2) Disconnect electrical connector at FCA.
(3) Remove 2 FCA mounting bolts.
(4) Remove FCA from injection pump.
(5) After removal, inspect FCA for corrosion or
damage. Shake the FCA and listen for a rattle. If
FCA does not rattle, replace it.

INSTALLATION
(1) Install new o-rings to the Fuel Control Actuator (FCA).
(2) Lubricate o-rings with clean, light grease.
(3) Using new mounting bolts, install FCA into
injection pump. Tighten the micro-encapsulated bolts
in two stages. First to 3 N·m (27 in. lbs.), and then to
7 N·m (62 in. lbs.) torque. Do not pause more than
two minutes between tightening stages as bolts may
lose their ability to retain torque.
(4) Ensure FCA is mounted flush to injection
pump.
(5) Connect electrical connector to FCA.
(6) Start engine and observe for leaks.

FUEL INJECTOR
DESCRIPTION
Six individual, solenoid actuated high-pressure fuel
injectors are used (Fig. 14). The injectors are vertically
mounted into a bored hole in the top of the cylinder
head. This bored hole is located between the intake/
exhaust valves. High-pressure connectors (Fig. 15),
mounted into the side of the cylinder head, connect
each fuel injector to each high-pressure fuel line.

Fig. 14 FUEL INJECTOR - DIESEL

Fig. 13 FUEL CONTROL ACTUATOR
1 - ACTUATOR MOUNTING BOLTS
2 - FCA (FUEL CONTROL ACTUATOR)
3 - ACTUATOR ELECTRICAL CONNECTOR

14 - 85

1 - SOLENOID ELECTRICAL CONNECTOR STUDS
2 - MOUNTING BOLTS
3 - MOUNTING PLATES
4- COPPER SEALING WASHER
5 - INJECTOR TIP
6 - INJECTOR O-RING
7 - INJECTOR ELECTRICAL SOLENOID

14 - 86

FUEL INJECTION - DIESEL

FUEL INJECTOR (Continued)

Fig. 15 HIGH-PRESSURE CONNECTOR
1 - HIGH-PRESSURE CONNECTOR (TO FUEL INJECTOR)
2 - O-RING
3 - CONNECTOR RETAINER

OPERATION
High-pressure fuel is supplied from the injection
pump, through a high-pressure fuel line, through a
fuel pressure limiting valve, into a fuel rail, through
high-pressure lines, through steel connectors and
into the solenoid actuated fuel injector. The ECM
actuates the solenoid causing the needle valve to rise
and fuel flows through the spray holes in the nozzle
tip into the combustion chamber.
Each fuel injector is connected to the fuel rail by a
high-pressure fuel line with a steel connector. 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. The ferrule 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

4 - FUEL RAIL
5 - HIGH-PRESSURE FUEL LINES
6 - LOCATING PINS

visible. The result will be a possible fuel injector
miss-fire and low power.
The fuel injectors use hole type nozzles. High-pressure flows into the side of the injector, the ECM activates the solenoid causing the injector needle to lift
and fuel to be injected. The clearances in the nozzle
bore 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 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 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). The correct thickness shim must always be reinstalled after removing an injector.
Fuel pressure in the injector circuit decreases after
injection. The injector needle valve is immediately

FUEL INJECTION - DIESEL

14 - 87

FUEL INJECTOR (Continued)
closed and fuel flow into the combustion chamber is
stopped. Exhaust gases are prevented from entering
the injector nozzle by the needle valve.

REMOVAL
CAUTION: Refer to Cleaning Fuel System Parts.
Six individual, solenoid actuated high-pressure fuel
injectors are used (Fig. 14). The injectors are vertically mounted into a bored hole in the top of the cylinder head. This bored hole is located between the
intake/exhaust valves. High-pressure connectors (Fig.
15), mounted into the side of the cylinder head, connect each fuel injector to each high-pressure fuel line.
(1) Disconnect both negative battery cables from
both batteries. Cover and isolate ends of cables.
(2) Remove breather assembly.
(3) Remove valve cover. Refer to Engines for procedures.
(4) Remove necessary high pressure fuel line connecting necessary fuel injector rail to high pressure
connector. Refer to Fuel Line Removal for procedures.
(5) A connector retainer (nut) (Fig. 15) is used on
each connector tube. Remove this nut(s) by unthreading from cylinder head.
(6) Using special high-pressure connector removal
tool #9015 (Fig. 16), or (Fig. 17) remove necessary
high-pressure connector(s) from cylinder head. Tool
#9015 threads onto connector tube. Use tool to pry
connector tube(s) from cylinder head.
(7) Remove necessary exhaust rocker arm assembly(s).
(8) Disconnect injector solenoid wire nuts at top of
injectors (Fig. 18).
(9) Remove 2 fuel injector hold-down clamp bolts
at each injector being removed.
(10) USING TOOL #9010:
(a) Special Tool #9010 (Fig. 19) is equipped with
2 clamshell clamps, a sliding retainer sleeve to
retain the clamshell clamps, a 2–piece mounting
stud, and a pivoting handle. Do not attempt to
remove the fuel injector with any other
device. Damage to injector will occur.
(b) The rocker housing (Fig. 18) is bolted to the
top of cylinder head. The mounting stud from tool
#9010 was meant to temporarily replace a rocker
housing mounting bolt. Remove the necessary
rocker housing mounting bolt. These mounting
bolts are located at the center of each of the 3
rocker housing support bridges.
(c) Install and tighten 2–piece mounting stud to
rocker housing. If removing the #6 fuel injector,
separate the 2–piece mounting stud. Install lower
half of mounting stud to center of rocker housing
bridge. Install upper half of mounting stud to lower
half.

(d) Position tool handle to mounting stud and
install handle nut. Leave handle nut loose to allow
a pivoting action.
(e) Position lower part of clamshell halves to
sides of fuel injector (wider shoulder to bottom).
The upper part of clamshell halves should also be
positioned into machined shoulder on the handles
pivoting head.
(f) Slide the retainer sleeve over pivoting handle
head to lock clamshell halves together.
(g) Be sure handle pivot nut is loose.
(h) Depress handle downward to remove fuel
injector straight up from cylinder head bore.
(11) Remove and discard injector sealing washer.
This should be located on tip of injector (Fig. 20) or
(Fig. 21).

Fig. 16 CONNECTOR TUBE REMOVAL
1 - CONNECTOR TUBE
2 - TOOL #9015
3 - CYLINDER HEAD (LEFT SIDE)

INSTALLATION
(1) Inspect fuel injector.
(a) Look for burrs on injector inlet.
(b) Check nozzle holes for hole erosion or plugging.
(c) Inspect end of nozzle for burrs or rough
machine marks.
(d) Look for cracks at nozzle end.
(e) Check nozzle color for signs of overheating.
Overheating will cause nozzle to turn a dark yellow/
tan or blue (depending on overheating temperature).
(f) 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. 22). Blow out bore hole with compressed air.

14 - 88

FUEL INJECTION - DIESEL

FUEL INJECTOR (Continued)

Fig. 19 FUEL INJECTOR REMOVER - #9010

Fig. 17 TOOL #9015 AND CONNECTOR TUBE
1
2
3
4

CONNECTOR TUBE
LOCATING PINS
RUBBER O-RING
TOOL #9015

Fig. 20 FUEL INJECTOR SEALING WASHER (SHIM)
LOCATION
1 - FUEL INJECTOR
2 - COPPER SEALING WASHER (SHIM)

Fig. 18 FUEL INJECTORS
1
2
3
4

SOLENOID CONNECTIONS
ROCKER HOUSING
FUEL INJECTOR
PASSTHROUGH CONNECTOR

(3) The bottom of fuel injector is sealed to cylinder
head bore with a copper sealing washer (shim) of a

certain thickness (Fig. 20). A new shim with correct
thickness must always be re-installed after removing
injector. Measure thickness of injector shim (Fig. 21).
Shim Thickness: 1.5 mm (.060”)
(4) Install new shim (washer) to bottom of injector.
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 port on high pressure connector.
This must be positioned towards intake manifold.
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.
(7) Install fuel injector hold down clamp and hold
down bolts. Alternately tighten clamp bolts to 10 N·m
(89 in. lbs.) torque.
(8) Connect injector solenoid wires and nuts to top
of injectors (Fig. 18). Tighten connector nuts to 1.5

FUEL INJECTION - DIESEL

14 - 89

FUEL INJECTOR (Continued)

FUEL INJECTOR RAIL
DESCRIPTION
The fuel injector rail is bolted to the top of the
intake manifold.

OPERATION
The fuel rail is used as a distribution device to
supply high-pressure fuel to the high-pressure fuel
lines.

REMOVAL

Fig. 21 MEASURING INJECTOR SEALING WASHER
(SHIM)
1 - SHIM

N·m (14 in. lbs.). Be very careful not to overtighten these nuts as damage to fuel injector
will occur.
(9) Install exhaust rocker arm assembly.
(10) Set exhaust valve lash. Refer to Engine.
(11) Install high pressure connector and its
retainer nut. Tighten nut to 50 N·m (37 ft. lbs.)
torque.
(12) Install high pressure fuel line. Refer to Fuel
Line Installation.
(13) Install valve cover. Refer to Engine.
(14) Install breather assembly.
(15) Connect negative battery cables to both batteries.

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.
(1) Disconnect both negative battery cables at both
batteries. Isolate ends of both cables.
(2) Disconnect electrical connector at fuel pressure
sensor.
(3) Remove banjo bolt at fuel limiting valve and
remove fuel limiting valve.
(4) Disconnect necessary wiring harness retention
clips from intake manifold.
(5) Lift 2 rubber covers to gain access to positive
(+), intake heater cable nuts. Remove 2 nuts and
remove 2 cables from studs.
(6) Carefully remove 4 high-pressure fuel lines
from top of injector rail engine. Note position of each
line while removing. Do not bend lines while
removing.
CAUTION: WHEN LOOSENING OR TIGHTENING
HIGH-PRESSURE LINES ATTACHED TO A SEPARATE FITTING, USE A BACK-UP WRENCH ON FITTING. DO NOT ALLOW FITTING TO ROTATE.
DAMAGE TO BOTH FUEL LINE AND FITTING WILL
RESULT.

Fig. 22 CLEANING CYLINDER HEAD INJECTOR
BORE - TYPICAL BORE
1 - TYPICAL INJECTOR BORE
2 - WIRE BRUSH

(7) Carefully remove 2 high-pressure fuel lines at
each end of injector rail. Note position of each line
while removing. Do not bend lines while removing.

14 - 90

FUEL INJECTION - DIESEL

FUEL INJECTOR RAIL (Continued)
(8) Remove 3 injector rail mounting bolts (Fig. 23).
(9) Remove rail from top of intake manifold.

OPERATION
The Inlet Air Temperature/Pressure Sensor is a
combination dual-function sensor. The sensor element
extends into the intake air stream at the top of the
air filter housing. Ambient air temperature as well as
barometric pressure is monitored by this sensor. The
Engine Control Module (ECM) monitors signals from
this sensor.

REMOVAL
The Inlet Air Temperature/Pressure Sensor is
located on the air cleaner cover (Fig. 24).
(1) Disconnect electrical connector at sensor (Fig.
25).
(2) Remove two Torx-type mounting screws.
(3) Remove sensor from air cleaner cover.
(4) Check condition of sensor o-ring (Fig. 26).

Fig. 23 FUEL INJECTOR RAIL
1 - FUEL RAIL MOUNTING BOLTS (3)
2 - INSULATED CLAMPS
3 - FUEL INJECTOR RAIL

INSTALLATION
(1) Clean any dirt/debris from top of intake manifold and bottom of fuel rail.
(2) Position fuel rail to top of manifold and install
3 mounting bolts. Tighten 3 bolts to 24 N·m (18 ft.
lbs.) torque.
(3) Install all high-pressure lines to rail. Refer to
Fuel Lines for procedures.
(4) Reposition wiring harness to intake manifold
and install new tie wraps.
(5) Position fuel limiting valve and install banjo
bolt. Tighten bolt to 30 N·m (22 ft. lbs.) torque.
(6) Connect electrical connector to fuel pressure
sensor.
(7) Position 2 positive (+) cables to intake heater
studs. Install 2 nuts.
(8) Connect battery cables to both batteries.
(9) Start engine and check for leaks.

INLET AIR TEMPERATURE
SENSOR/PRESSURE SENSOR
DESCRIPTION
The combination, dual function Inlet Air Temperature/Pressure Sensor is located on the air cleaner (filter) cover.

Fig. 24 IAT/PRESSURE SENSOR LOCATION - 5.9L
DIESEL
1
2
3
4
5

CLIPS
FILTER COVER
FILTER MINDER™
INLET AIR TEMPERATURE/ PRESSURE SENSOR
FILTER HOUSING

INSTALLATION
(1) Check condition of sensor o-ring.
(2) Position sensor into top of air cleaner cover
with a slight twisting action.
(3) Install 2 mounting screws.
(4) Install electrical connector.

FUEL INJECTION - DIESEL

14 - 91

INLET AIR TEMPERATURE SENSOR/PRESSURE SENSOR (Continued)

INTAKE AIR HEATER
DESCRIPTION
The intake manifold air heater element assembly
is located in the top of the intake manifold.

OPERATION

Fig. 25 INLET/PRESSURE SENSOR REMOVAL/
INSTALLATION
1
2
3
4

INLET/PRESSURE SENSOR
ELEC. CONNECTOR
SENSOR MOUNTING SCREWS (2)
TOP OF AIR FILTER COVER

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
If servicing either of the heater elements, the
entire block/element assembly must be replaced.
(1) Disconnect both negative battery cables at both
batteries. Cover and isolate ends of both cables.
(2) Remove both the intake manifold air intake
tube (above injection pump), and its rubber connector
hose (Fig. 27).
(3) Lift 2 rubber covers (Fig. 28) to gain access to 2
positive (+) cable nuts. Remove these 2 nuts (Fig. 29)
and remove 2 cables from studs.
(4) Disconnect ground strap (Fig. 28) at heater element stud.
(5) Remove wiring harness clips.
(6) Remove engine oil dipstick tube bracket from
air inlet connection and fuel filter housing.
(7) Remove 4 housing mounting bolts (Fig. 28) and
remove heater element assembly.

INSTALLATION

Fig. 26 SENSOR O-RING
1 - IAT/PRESSURE SENSOR
2 - O-RING

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 to air housing.
(3) Install 4 housing bolts and tighten to 24 N·m
(18 ft. lbs.) torque.
(4) Connect 2 positive (+) heater cables at cable
mounting studs. Do not allow either of the cable
eyelets to contact any other metal source other
than the cable nuts/studs.

14 - 92

FUEL INJECTION - DIESEL

INTAKE AIR HEATER (Continued)

Fig. 27 INTAKE TUBE AND CONNECTING HOSE
1
2
3
4

MANIFOLD ABOVE HEATERS
RUBBER CONNECTING HOSE
METAL INTAKE TUBE
CLAMPS (2)

Fig. 29 AIR HEATER ELEMENTS
1
2
3
4
5
6
7

- MOUNTING BOLTS (4)
- AIR HEATER MANIFOLD
- INTAKE MANIFOLD
- HEATER ELEMENTS
- LOWER GASKET
- NUTS (2) POSITIVE CABLES
- UPER GASKET

(5) Install engine oil dipstick tube and mounting
bolt.
(6) Connect rubber connector hose and intake tube
to air intake housing.
(7) Connect both negative battery cables at both
batteries.

INTAKE AIR HEATER RELAY
DESCRIPTION

Fig. 28 AIR HEATER MANIFOLD
1
2
3
4
5
6

GROUND CABLE
MOUNTING BOLTS (4)
RUBBER COVERS
OIL DIPSTICK TUBE
DIPSTICK MOUNTING BOLT
NUT (GROUND CABLE)

The 2 intake manifold air heater relays are located
in the engine compartment. They are attached to a
common bracket. This bracket is attached to the
right battery tray (Fig. 30).

OPERATION
The Engine Control Module (ECM) operates the 2
heating elements through the 2 intake manifold air
heater relays.

FUEL INJECTION - DIESEL

14 - 93

INTAKE AIR HEATER RELAY (Continued)
(3) Lift four rubber shields from all 4 cables.
(4) Remove four nuts at cable connectors. Note
position of wiring before removing.
(5) Remove relay mounting bracket bolts and
remove relay assembly.

INSTALLATION
(1) Install relay assembly to battery tray. 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.

INTAKE AIR TEMPERATURE
SENSOR/MAP SENSOR
DESCRIPTION
The combination, dual function Intake Manifold
Air Temperature Sensor/MAP Sensor is installed into
the top of the intake manifold.

Fig. 30 INTAKE MANIFOLD AIR HEATER RELAYS

OPERATION

Refer to Powertrain Diagnostic Procedures for an
electrical operation and complete description of the
intake heaters, including pre-heat and post-heat
cycles.

The combination, dual function Intake Manifold
Air Temperature Sensor/MAP Sensor is installed into
the top of the intake manifold with the sensor element extending into the air stream.
The IAT portion of the sensor provides an input
voltage to the Engine Control Module (ECM) indicating intake manifold air temperature. The MAP portion of the sensor provides an input voltage to the
ECM indicating turbocharger boost pressure.

REMOVAL

1
2
3
4

BATTERY
CABLES TO INTAKE HEATERS
RELAY TRIGGER WIRES
INTAKE AIR HEATER RELAYS (2)

The 2 intake manifold air heater relays are located
in the engine compartment. They are attached to a
common bracket. This bracket is attached to the
right battery tray (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. Note position of wiring before removing.

The combination, dual function Intake Manifold
Air Temperature Sensor/MAP (IAT/MAP) sensor is
installed into the top of the intake manifold (Fig. 31).
(1) Clean area around sensor.
(2) Disconnect electrical connector from IAT/MAP
sensor.
(3) Remove two T-15 Torx headed screws.
(4) Remove sensor from intake manifold.
(5) Check condition of sensor o-ring (Fig. 32).

14 - 94

FUEL INJECTION - DIESEL

INTAKE AIR TEMPERATURE SENSOR/MAP SENSOR (Continued)

INSTALLATION
(1)
(2)
(3)
(4)
(5)

Check condition of sensor o-ring.
Clean sensor mounting area at intake manifold
Position sensor into intake manifold.
Install and tighten 2 screws.
Connect electrical connector to sensor.

MAP SENSOR
DESCRIPTION
A combination, dual function Intake Manifold Air
Temperature Sensor/MAP Sensor is used. Refer to
Intake Air Temperature Sensor/MAP Sensor for information.

THROTTLE CONTROL CABLE
REMOVAL
Fig. 31 INTAKE/MAP SENSOR
1
2
3
4

TOP OF INTAKE MANIFOLD
IAT/MAP SENSOR
ELEC. CONNECTOR
MOUNTING BOLTS (2)

Fig. 32 SENSOR O-RING
1 - IAT/MAP SENSOR
2 - O-RING

Early Diesel Engine
(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. 33). The plastic cable retainer snaps into pedal arm.
(3) From inside vehicle, remove cable clip (Fig. 33).
(4) Remove cable core wire at pedal arm.
(5) Remove cable housing from dash panel and
pull cable into engine compartment.
(6) Remove cable cover (Fig. 34). Cable cover is
attached with 2 Phillips screws, 2 plastic retention
clips and 2 push tabs (Fig. 34). 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. 35). Be very
careful not to bend throttle lever arm.

FUEL INJECTION - DIESEL

14 - 95

THROTTLE CONTROL CABLE (Continued)

Fig. 35 SERVO CABLE AT THROTTLE LEVER

Fig. 33 ACCELERATOR PEDAL MOUNTING
1
2
3
4
5

- ACCELERATOR CABLE
- PLASTIC RETAINER (CLIP)
- THROTTLE PEDAL ARM
- PEDAL / BRACKET ASSEMBLY
- CABLE CLIP

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

Late Diesel Engine
The Throttle Control Cable on the late diesel
engine connects the accelerator pedal to the Accelerator Pedal Position Sensor (APPS). A separate
mechanical cable is not routed to the throttle body.
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal, cables or APPS.

Fig. 34 CABLE/LEVER/THROTTLE LINKAGE COVER
1
2
3
4

CABLE/LEVER/LINKAGE COVER
PUSH UP LOWER TAB
SCREWS/CLIPS (2)
TAB PUSH HERE

(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. 36). The plastic cable retainer snaps into pedal arm.
(3) Remove cable core wire at pedal arm.
(4) Remove APPS. Refer to (Diesel) Accelerator
Pedal Position Sensor (APPS) Removal / Installation.
(5) From inside vehicle, remove cable clip (Fig. 36).
(6) Remove cable housing from dash panel and
pull cable into engine compartment.
(7) Remove cable housing at APPS bracket by
pressing on release tab with a small screwdriver. To
prevent cable housing breakage, press on tab
only enough to release cable from APPS
bracket.

14 - 96

FUEL INJECTION - DIESEL

THROTTLE CONTROL CABLE (Continued)
(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. 33). 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.

Fig. 36 ACCELERATOR PEDAL MOUNTING
1
2
3
4
5

- ACCELERATOR CABLE
- PLASTIC RETAINER (CLIP)
- THROTTLE PEDAL ARM
- PEDAL / BRACKET ASSEMBLY
- CABLE CLIP

INSTALLATION
Early Diesel Engine
(1) Install cable through mounting hole on cable
mounting bracket (Fig. 35). 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).

Late Diesel Engine
(1) Attach cable to Accelerator Pedal Position Sensor (APPS). Refer to APPS (Diesel) Removal / Installation.
(2) Push cable housing into rubber grommet and
through opening in dash panel.
(3) From inside vehicle, install clip holding cable
to dashpanel (Fig. 36).
(4) From inside vehicle, slide throttle cable core
wire into opening in top of pedal arm.
(5) Push cable retainer (clip) into pedal arm opening until it snaps in place.
(6) Before starting engine, operate accelerator
pedal to check for any binding.
(7) If necessary, use DRB IIIt Scan Tool to erase
any APPS Diagnostic Trouble Codes (DTC’s) from
PCM.

STEERING

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
SPECIAL TOOLS
STEERING . . . . . . . . . . . . . . . . . . .

........1
........1

........2

page
COLUMN
...............................6
GEAR - INDEPENDENT FRONT SUSPENSION . . 16
GEAR - LINK/COIL . . . . . . . . . . . . . . . . . . . . . . . 19
LINKAGE - INDEPENDENT FRONT
SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
LINKAGE - LINK/COIL
. . . . . . . . . . . . . . . . . . . . 33
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

........4
........5

STEERING
DESCRIPTION
CAUTION: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
Power steering systems consist of:
• Steering column
• Rack and pinion steering gear
• Belt driven hydraulic steering pump
• Pump pressure and return hoses
• Oil Cooler

OPERATION
The steering column shaft is attached to the gear
pinion. The rotation of the pinion moves the gear
rack from side-to-side. This lateral action of the rack
pushes and pulls the tie rods to change the direction
of the front wheels (Fig. 1).
Power assist is provided by an engine mounted
hydraulic pump which supplies hydraulic fluid pressure to the steering gear.

Fig. 1 STEERING COMPONENTS
1
2
3
4
5
6

POWER STEERING PUMP ASSEMBLY
RESERVOIR
HOSES
TIE ROD ENDS
MOUNTING BOLTS
RACK & PINION

19 - 2

STEERING

STEERING (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER STEERING
SYSTEM
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.

STEERING NOISE
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. Replace steering gear.

1. Gear mounting bolts loose.

1. Tighten bolts to specification.

2. Loose or damaged suspension
components.

2. Inspect and repair suspension.

3. Internal gear noise.

3. Replace steering gear.

4. Pressure hose in contact with other
components.

4. Reposition hose.

5. Loose or damaged intermediate shaft or
column.

5. 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.

4. Air in fluid

4. Check for lekas, Evacuate air
from P/S system.

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.

RATTLE OR CLUNK

SUCKING AIR SOUND

SCRUBBING OR
KNOCKING

STEERING

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 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.

7. Replace gear.

8. Pump seized / Stuck valve

8. Replace pump.

INSUFFICIENT ASST. OR POOR RETURN TO CENTER
CONDITION

POSSIBLE CAUSE

HARD TURNING OR MOMENTARY
INCREASE IN TURNING EFFORT

STEERING WHEEL DOES NOT
WANT TO RETURN TO CENTER
POSITION

1. Tire pressure.

CORRECTION
1. Adjust tire pressure.

2. Low fluid level.

2. Fill to proper level.

3. Loose belt.

3. Adjust or replace.

4. Low pump pressure.

4. Pressure test and repair as
necessary.

5. Internal gear leak.

5. Replace gear.

1. Tire pressure.

1. Adjust tire pressure.

2. Wheel alignment.

2. Align front end.

3. Lack of lubrication.

3. Inspect and lubricate suspension
compnents.

4. High friction in steering gear.

4. Replace gear.

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. Replace gear.

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.

19 - 4

STEERING

STEERING (Continued)

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 gallons per minute (GPM) or
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 and (Fig. 2) Adapter
Kit 6893.

Fig. 2 Analyzer With Tube and Adapter
1
2
3
4

- TUBE
- ADAPTER FITTINGS
- ANALYZER
- GAUGE HOSE

FLOW AND PRESSURE TEST
(1) Check the power steering belt to ensure it is in
good condition and adjusted properly.
(2) Connect pressure gauge hose from the Power
Steering Analyzer to adapter 6826.
(3) Connect tube 6825A to Power Steering Analyzer test valve end.
(4) Disconnect the high pressure hose from the
power steering pump.
(5) Connect the tube 6825A to the pump fitting.
(6) Connect the power steering hose from the
steering gear to the adapter 6826.
(7) Open the test valve completely.
(8) 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.

(9) Check fluid level, add fluid as necessary. Start
engine again and let idle.
(10) Gauge should read below 862 kPa (125 psi), if
above, inspect the hoses for restrictions and repair as
necessary. The initial pressure reading should be in
the range of 345-552 kPa (50-80 psi).
(11) 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.
(12) 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.
(13) 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 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 replaced.
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 ±
65

FLOW RATE
(GPM) AT 1500
RPM

1500 series

11032 kPa
(1615 ± 65 psi)

3.1 - 3.5

2500 & 3500
series

12400 kPa
(1800 ± 50 psi)

3.5 - 4.0

STEERING

19 - 5

STEERING (Continued)

SPECIAL TOOLS
STEERING

ADAPTER, POWER STEERING FLOW/PRESSURE 6825A
PULLER - 8677

ADAPTERS, POWER STEERING FLOW/PRESSURE
TESTER - 6893

ANALYZER SET, POWER STEERING FLOW/
PRESSURE 6815

19 - 6

COLUMN

COLUMN
TABLE OF CONTENTS
page

page

COLUMN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - STEERING
COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL
.............................7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
IGNITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - IGNITION
SWITCH
.............................9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
KEY-IN IGNITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING - IGNITION
SWITCH AND KEY LOCK CYLINDER . . . . . . . 11
KEY CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
GEAR SHIFT LEVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
UPPER STEERING COUPLING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
LOWER STEERING COUPLING
REMOVAL
REMOVAL - ALL LD & HD EXCEPT 4X4 HD
REMOVAL - 4X4 HD . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - ALL LD & HD EXCEPT 4X4
HD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - 4X4 HD . . . . . . . . . . . . . .
STEERING WHEEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .

COLUMN

POSSIBLE PERSONAL INJURY. THE FASTENERS,
SCREWS, AND BOLTS, ORIGINALLY USED FOR
THE AIRBAG COMPONENTS, HAVE SPECIAL COATINGS 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
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative methods of locking the steering wheel for service will
have to be used.
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.
To service the steering wheel, switches or airbag,
refer to Restraints and follow all WARNINGS and
CAUTIONS.
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

. . 12
. . 12
. . 12
. . 13
. . 14

. 14
. . 14

. . 15
. . 15
. . 15
. . 15

CAUTION: Do not hammer on steering column
shaft. This may cause damage to the shaft or bearing.
CAUTION: Do not attempt to remove the pivot bolts
to disassemble the tilting mechanism. Do not
remove shaft lock plate or plate retainer. This will
damage the column.
CAUTION: Do not attempt to remove or modify the
park lock slider or link.
NOTE: When servicing the steering wheel after
removing the old bolt a new bolt must be used
when installing.

COLUMN

19 - 7

COLUMN (Continued)
NOTE: When servicing the coupler a new bolt must
be used when installing.

(1) Position the front wheels straight ahead.
(2) Disconnect the negative (ground) cable from
the battery.
(3) Remove the two switches from the steering
wheel.
(4) Remove the airbag, (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - REMOVAL).
(5) Remove the steering wheel with special tool
CJ98–1 or an appropriate steering wheel puller.
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/
clockspring.

Fig. 1 STEERING COLUMN
1
2
3
4
5

LOCK CYLINDER
GEAR SHIFT LEVER
MOUNTING HOLES
STEERING COLUMN
TILT LEVER

(6) Remove the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - REMOVAL).
(7) Remove the tilt lever.
(8) Remove the column shrouds (Fig. 2).

DIAGNOSIS AND TESTING - STEERING
COLUMN
If the vehicle is involved in a front end collision/the
air bag has deployed the column must be inspected.
This inspection will determine if the Column has collapsed. Inspect the column mounting capsules visually and manually push and pull them to check for
separation or fractures. If capsules are fractured or
have moved the column MUST be replaced.

REMOVAL
WARNING: BEFORE SERVICING THE STEERING
COLUMN THE AIRBAG SYSTEM MUST BE DISARMED. REFER TO ELECTRICAL RESTRAINT SYSTEM FOR SERVICE PROCEDURES. FAILURE TO DO
SO MAY RESULT IN ACCIDENTAL DEPLOYMENT OF
THE AIRBAG AND POSSIBLE PERSONAL INJURY.
CAUTION: All fasteners must be torqued to specification to ensure proper operation of the steering
column.

Fig. 2 UPPER & LOWER SHROUDS
1 - UPPER SHROUD
2 - LOWER SHROUD

(9) Remove the clock spring, (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - REMOVAL).
(10) Disconnect the wiring harness to the column.
(11) Remove the shift cable from the column shift
lever actuator (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 32RH/GEAR SHIFT
CABLE - REMOVAL). (Fig. 3).

19 - 8

COLUMN

COLUMN (Continued)

Fig. 3 SHIFT CABLE CONNECTOR
1
2
3
4

Shift lever
Cable Connection
Overdrive Electrical Wiring
Mounting Screws

(12) Release the shift cable from the column
bracket and remove it from the bracket.
(13) Remove the SKIM module in order to disconnect the electrical connector.
(14) Remove the upper steering shaft coupler bolt
and slide the shaft down (Fig. 4) & (Fig. 5)

Fig. 5 UPPER STEERING COUPLER
1 - STEERING COUPLER
2 - PINCH BOLT HOLE

(15) Remove the brake light switch and discard
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING EXTERIOR/BRAKE LAMP SWITCH - REMOVAL).
(16) Remove the four steering column mounting
nuts (Fig. 6).

Fig. 6 MOUNTING HOLES
1 - MOUNTING HOLES

Fig. 4 COUPLER SHAFT
1 - MOUNTING HOLES
2 - COUPLER BOLT HOLE

(17) Remove the steering column assembly from
the vehicle. (Fig. 7)

COLUMN

19 - 9

COLUMN (Continued)

Fig. 7 STEERING COLUMN
1
2
3
4
5

Steering Wheel
Key Cylinder
Gear Shift Lever
Steering Column
Tilt Lever Cable

INSTALLATION
WARNING: BEFORE SERVICING THE STEERING
COLUMN THE AIRBAG SYSTEM MUST BE DISARMED. REFER TO ELECTRICAL RESTRAINT SYSTEM FOR SERVICE PROCEDURES. FAILURE TO DO
SO MAY RESULT IN ACCIDENTAL DEPLOYMENT OF
THE AIRBAG AND POSSIBLE PERSONAL INJURY.
CAUTION: All fasteners must be torqued to specification to ensure proper operation of the steering
column.
(1) Position the steering column on the dash panel
support and loosely install the mounting nuts.
(2) Firmly slide the steering column upward
against the studs in dash panel and hand tighten the
nuts.
(3) Install the steering shaft coupler on the steering shaft and loosely install a new bolt.
(4) Center steering column in dash opening and
tighten mounting nuts to 28 N·m (250 in. lbs.).
NOTE: Torque the upper left nut first then the lower
right nut. Then torque the lower left nut then the
upper right nut.
NOTE: A new bolt must be used for reinstallation.
(5) Tighten the coupler bolt to 57 N·m (42 ft. lbs.).
(6) Install a new brake light switch (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
BRAKE LAMP SWITCH - REMOVAL).

(7) Install the shifter cable. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 32RH/GEAR
SHIFT CABLE - INSTALLATION)
(8) Connect the wiring harness to the column.
(9) Install the SKIM module.
(10) Install the clockspring(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING - REMOVAL).
(11) Install the shrouds.
(12) Install the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COLUMN OPENING COVER - INSTALLATION).
(13) Align the spline on the wheel hub to shaft.
(14) Then install the steering wheel and install a
new bolt. Tighten the bolt to 61 N·m (45 ft. lbs.).
(15) Install the airbag (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - INSTALLATION).
(16) Install the two steering wheel switches.
(17) Install the tilt lever handle.
(18) Install the negative battery terminal.
(19) Test the operation of the horn, Electronic
PRNDL Indicator, lights and any other functions that
are steering column operated.

IGNITION SWITCH
DESCRIPTION
The 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
cylinder is used to engage/disengage the electrical
ignition switch.

OPERATION
Vehicles equipped with an automatic transmission and a steering column mounted shifter:
an interlock device is located within the shift cable.
This interlock device is used to lock the transmission
shifter in the PARK position when the key cylinder is
in any position and the brake pedal is not depressed.

DIAGNOSIS AND TESTING - 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 - 46RE/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 - REMOVAL). Check the turning effort of
the key cylinder. If the ignition key cylinder effort is
excessive replace the key cylinder.

19 - 10

COLUMN

IGNITION SWITCH (Continued)

REMOVAL
SERVICE PRECAUTIONS
NOTE: The steering column on vehicles equipped
with an automatic transmission is not equipped
with an internal locking shaft with the ignition cylinder. Alternative methods of locking the steering
wheel for service will have to be used.
The tilt and standard column (Fig. 8) have been
designed to be serviced as an assembly; without wiring, switches, shrouds, steering wheel, etc. Most
steering column components can be serviced without
removing the steering column from the vehicle.

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.
CAUTION: Do not hammer on steering column
shaft. This may cause damage to the shaft or bearing.
CAUTION: Do not attempt to remove the pivot bolts
to disassemble the tilting mechanism.
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before removing ignition switch.
(1) Remove the negative (ground) cable from the
battery.
(2) Disable the airbag, (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - REMOVAL).
(3) Remove the lower and upper shrouds.
(4) Remove key cylinder. (Refer to 19 - STEERING/COLUMN/LOCK CYLINDER HOUSING REMOVAL).
(5) Disconnect the lower clockspring connectors.
(6) Remove the wire retainer from the tilt lever
bracket.
(7) Remove the tilt lever mounting screws to gain
access to the ignition switch mounting screws. (Fig.
9)

Fig. 8 STEERING COLUMN
1
2
3
4
5

KEY CYLINDER
GEAR SHIFT LEVER
MOUNTING HOLES
STEERING COLUMN
IGNITION SWITCH

Safety goggles should be worn at all times when
working on steering columns.
To service the steering wheel, switches or airbag,
Refer to Electrical Restraints and follow all WARNINGS and CAUTIONS.
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 COATINGS AND ARE SPECIFICALLY DESIGNED FOR THE

Fig. 9 IGNITION SWITCH WITH TILT
1 - IGNITION SWITCH
2 - TILT LEVER MECHANISM

(8) For columns without tilt remove the bracket to
gain access to the ignition switch mounting screws.
(Fig. 10)
(9) Disconnect the electrical connector at rear of
ignition switch (Fig. 11).

COLUMN

19 - 11

IGNITION SWITCH (Continued)
(3) Position switch to column and install the
mounting screw. Tighten screw to 3 N·m (26 in. lbs.).
(4) Install the tilt lever bracket mounting screws.
Tighten screws to 4.5 N·m (40 in. lbs.).
(5) If the column is non-tilt install the bracket.
Tighten screws to 4.5 N·m (40 in. lbs.) (Fig. 10)
(6) Position the wire retainer into the tilt lever
bracket.
(7) Reconnect the lower clockspring connectors.
(8) Install the key cylinder.
(9) Install steering column upper and lower
shrouds.
(10) Enable the airbag system. (Refer to 8 - ELECTRICAL/RESTRAINTS/DRIVER AIRBAG - INSTALLATION).

Fig. 10 IGNITION SWITCH WITHOUT TILT
1 - Ignition Switch Mounting Screws
2 - Non-Tilt Mounitng Bracket Screws

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 key 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 key 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).

Fig. 11 IGNITION SWITCH
1 - Ignition Switch
2 - Ignition Switch Mounting Screws

DIAGNOSIS AND TESTING - IGNITION SWITCH
AND KEY LOCK CYLINDER
ELECTRICAL DIAGNOSIS

(10) Remove ignition switch mounting screw.
(11) Using a small screwdriver, push on locking
tab and remove switch from steering column.

For ignition switch electrical schematics, refer to
Ignition Switch in the appropriate section of Electrical Wiring Diagrams.

INSTALLATION

MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
ROTATE)

The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before installing ignition switch.
(1) Before installing ignition switch, rotate the slot
in the switch to the ON position.
(2) Connect the electrical connector to rear of the
ignition switch. Make sure that locking tabs are fully
seated into wiring connector.

(Refer to 19 - STEERING/COLUMN/IGNITION
SWITCH - DIAGNOSIS AND TESTING).

19 - 12

COLUMN

KEY CYLINDER
REMOVAL
The ignition key must be in the key cylinder for
cylinder removal.
(1) Disconnect negative cable from battery.
(2) Remove upper and lower covers (shrouds) from
steering column.
(3) Place shifter in PARK position.
(4) A retaining pin (Fig. 12) is located at side of
key cylinder assembly.

INSTALLATION
The ignition key must be in the key cylinder for
cylinder installation.
(1) Install the key cylinder into the housing using
care to align the end of the key cylinder with the
ignition switch.
(2) Push the key cylinder in until it clicks.
(3) Replace the upper and lower shrouds.
(4) Reconnect the battery.

GEAR SHIFT LEVER
REMOVAL

Fig. 12 KEY CYLINDER
1 - KEY
2 - KEY CYLINDER
3 - RETAINING PIN HOLE

(1) Remove the kneeblocker. (Refer to 23 - BODY/
INSTRUMENT PANEL/KNEE BLOCKER - REMOVAL).
(2) Remove the upper and lower column shroud.
(3) Remove and discard the brake light switch.
(4) Loosen the column bolts and lower the column
enough to allow clearance for the gear shift lever
removal.
(5) Disconnect the overdrive switch harness (if
equipped).
(6) Disconnect the shift cable from the shift lever.
(7) Remove the SKIM.
(8) Remove the gear shift lever mounting screws
and remove the lever. (Fig. 14)
(9) Remove the blocker pin from the inhibit link
slot (Fig. 14).

(a) Rotate key to RUN position.
(b) Press in on retaining pin while pulling key
cylinder from ignition switch (Fig. 13).

Fig. 14 GEAR SHIFT LEVER
1 - PARK INHIBIT BLOCKER SPRING
2 - GEAR SHIFT LEVER

INSTALLATION
Fig. 13 KEY CYLINDER
1 - KEY CYLINDER
2 - PUNCH

(1) Install the lever assembly using care to install
the pin in the blocker to slider slot (Fig. 15) and
install the mounting screws and tighten to 12 N·m
(105 in. lbs.).

COLUMN

19 - 13

GEAR SHIFT LEVER (Continued)
(2) Lock the steering wheel with the tire in the
straight position.
(3) Remove and discard the lower pinch bolt.
(4) Lower the steering coupler shaft from the column.
(5) Remove the upper steering coupling shaft seal
by pushing in the four tags securing it to the panel
(Fig. 16).

Fig. 15 GEAR SHIFT LEVER SPRING
1 - BLOCKER TO INHIBIT LINK SLOT
2 - GEAR SHIFT LEVER

(2) Cycle the key from ACC to RUN and ensure
that the blocker does not stick or bind.
(3) Turn the key to the OFF position and ensure
that the shifter will not pull from the PARK position.
(4) Connect the over drive switch harness (if
equipped).
NOTE: Route and tie off harness to original location.
(5) Connect the shift cable to the lever.
(6) Ensure the gear shift lever and transmission
are in the PARK position and snap the cable adjust
clip in place.
(7) Install a new brake light switch (Refer to 8 ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
BRAKE LAMP SWITCH - INSTALLATION).
(8) Install the SKIM and halo.
(9) Install the upper and lower column shroud.
(10) Install the column back into place and
tighten.
(11) Install the kneeblocker. (Refer to 23 - BODY/
INSTRUMENT PANEL/KNEE BLOCKER - INSTALLATION).

Fig. 16 RELEASE TANGS
1 - RELEASE TANGS (4)
2 - UPPER STEERING COUPLER SHAFT

(6) Remove and discard the lower coupler pinch
bolt from the lower steering coupling shaft (Fig. 17).
(7) Remove the upper steering coupling shaft from
the vehicle (Fig. 17).

UPPER STEERING COUPLING
REMOVAL
(1) Disconnect the negative battery cable.
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative methods of locking the steering wheel for service will
have to be used.

Fig. 17 UPPER STEERING COUPLER SHAFT
1 - LOWER STEERING COUPLER
2 - RELEASE TANGS (4)
3 - UPPER STEERING COUPLER SHAFT

19 - 14

COLUMN

UPPER STEERING COUPLING (Continued)

INSTALLATION
(1) Install the upper steering coupling shaft to the
vehicle (Fig. 17).
(2) Install the upper steering coupling shaft seal
by pushing it in securing the four tangs to the panel
(Fig. 16).
NOTE: Note: A new steering coupling shaft pinch
bolt for the upper and lower shafts must be used.
(3) Install the steering coupler shaft to the column
(Fig. 17).
(4) Install the upper pinch bolt use new bolt and
tighten to 57 N.m (42 ft.lbs).
(5) Install the shaft to the lower coupler (Fig. 17).
(6) Install the lower pinch bolt use new bolt and
tighten to 57 N.m (42 ft.lbs).
(7) Unlock the steering wheel.
(8) Reconnect the negative battery cable.

LOWER STEERING COUPLING
REMOVAL
REMOVAL - ALL LD & HD EXCEPT 4X4 HD
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative methods of locking the steering wheel for service will
have to be used.

Fig. 18 LOWER STEERING COUPLER
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative methods of locking the steering wheel for service will
have to be used.
(3) Lock the steering wheel with the tire in the
straight position.
(4) Remove the left front tire and wheel assembly.
(5) Remove and discard the upper coupler pinch
bolt (Fig. 20).
(6) Remove and discard the lower coupler pinch
bolt (Fig. 19).

(3) Lock the steering wheel with the tire in the
straight position.
(4) Remove the left front tire and wheel assembly.
(5) Mark both coupler connections for proper
installation.
(6) Remove and discard the upper coupler pinch
bolt.
(7) Remove and discard the lower coupler pinch
bolt.
(8) Remove the lower steering shaft coupler (Fig.
18).

REMOVAL - 4X4 HD
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.

Fig. 19 LOWER COUPLER PINCH BOLT
1 - INTERMEDIATE STEERING SHAFT
2 - LOWER COUPLING BOLT
3 - STEERING GEAR

COLUMN

19 - 15

LOWER STEERING COUPLING (Continued)
(7) Remove the lower steering shaft coupler (Fig.
20).

(5) Install the left front tire and wheel assembly
(Refer to 22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(6) Lower the vehicle.
(7) Reconnect the negative battery cable.
(8) Unlock the steering wheel.

STEERING WHEEL
REMOVAL
(1) Disable and remove the driver’s side airbag.(Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(2) Partially remove the steering wheel bolt and
leave the bolt in the column.
(3) Install puller CJ98-1 or equivalent using the
top of the bolt to push on. (Fig. 21)

Fig. 20 INTERMEDIATE STEERING SHAFT
1
2
3
4

UPPER COUPLING BOOT AND BOLT
INTERMEDIATE STEERING SHAFT
LOWER COUPLING BOLT
STEERING GEAR

INSTALLATION
INSTALLATION - ALL LD & HD EXCEPT 4X4
HD
(1) Install the coupler to the steering rack & pinion using the marks made in the removal process.
(2) Install the coupler to the intermediate shaft
using the marks made in the removal process.
NOTE: New pinch bolts must be used for reinstallation.
(3) Install the lower pinch bolt and tighten to 57
N·m (42 ft. lbs.).
(4) Install the upper pinch bolt and tighten to 57
N·m (42 ft. lbs.).
(5) Install the left front tire and wheel assembly
(Refer to 22 - TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(6) Lower the vehicle.
(7) Reconnect the negative battery cable.
(8) Unlock the steering wheel.

INSTALLATION - 4X4 HD
(1) Install the coupler to the steering gear.
(2) Install the coupler to the intermediate shaft.
NOTE: New pinch bolts must be used for reinstallation.
(3) Install the lower pinch bolt and tighten to 28
N·m (250 in. lbs.).
(4) Install the upper pinch bolt and tighten to 57
N·m (42 ft. lbs.).

Fig. 21 STEERING WHEEL PULLER
1 - STEERING WHEEL
2 - SPECIAL TOOL CJ98-1

(4) Remove and discard the steering wheel bolt.
(5) Remove the steering wheel.

INSTALLATION
NOTE: Do not reuse the old steering wheel bolt (a
new bolt must be used)
(1) Install steering wheel to the column
NOTE: Be certain that the steering wheel mounting
bolt is tightened to the proper torque specification
to ensure proper clockspring operation.
(2) Install the new steering wheel bolt. Tighten the
bolt to 61 N·m (45 ft. lbs.).
(3) Install the driver’s side air bag. (Refer to 8 ELECTRICAL/RESTRAINTS/DRIVER AIRBAG INSTALLATION).

19 - 16

GEAR - INDEPENDENT FRONT SUSPENSION

GEAR - INDEPENDENT FRONT SUSPENSION
TABLE OF CONTENTS

GEAR - INDEPENDENT FRONT
DESCRIPTION . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . .

page

SUSPENSION
. . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . 17

BUSHING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18

. . . . . . . . . . . . . . . 18

GEAR - INDEPENDENT FRONT
SUSPENSION
DESCRIPTION
A rack and pinion steering gears (Fig. 1) is made
up of two main components, the pinon shaft and the
rack. The gear cannot be adjusted or internally serviced. If a malfunction or a fluid leak occurs, the gear
must be replaced as an assembly.

(2) Drain and siphon the power steering fluid from
the reservoir.
(3) Raise the vehicle.
(4) Remove and discard the steering coupler pinch
bolt.
(5) Remove the power steering hoses from the rack
& pinion.
(6) Remove the tire and wheel assembly.
(7) Remove the tie rod end nuts and separate tie
rod ends from the knuckles with Special tool 8677
(Refer to 19 - STEERING/LINKAGE/TIE ROD END REMOVAL).
(8) Remove the skid plate (Refer to 13 - FRAME &
BUMPERS/FRAME/FRONT SKID PLATE - REMOVAL).
(9) Remove the rack & pinion mounting bolts. (Fig.
2) & (Fig. 3)
(10) Remove the rack & pinion from the vehicle.

Fig. 1 STEERING GEAR
1 - OUTER TIE ROD ENDS
2 - MOUNTING BUSHINGS
3 - BELLOWS

REMOVAL
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative methods of locking the steering wheel for service will
have to be used.
(1) Lock the steering wheel.

Fig. 2 STEERING GEAR MOUNTING BOLTS
1 - STEERING GEAR MOUNTING BOLTS 4X4

GEAR - INDEPENDENT FRONT SUSPENSION

19 - 17

GEAR - INDEPENDENT FRONT SUSPENSION (Continued)

Fig. 3 STEERING GEAR 4X2
1
2
3
4
5

SWAY BAR
STEERING GEAR
LEFT OUTER TIE ROD END
LOWER CONTROL ARMS
LEFT INNER & RIGHT OUTER (TIE ROD ENDS)

an additional 90°. (Refer to 19 - STEERING/LINKAGE/TIE ROD END - INSTALLATION).
(5) Install the pressure power steering hose to the
steering gear and tighten to 32 N·m (23 ft. lbs.).
(Refer to 19 - STEERING/PUMP/HOSES - INSTALLATION).
(6) Install the return power steering hose to the
steering gear and tighten to 71 N·m (52 ft. lbs.).
(Refer to 19 - STEERING/PUMP/HOSES - INSTALLATION).
(7) Install the front skid plate (Refer to 13 FRAME & BUMPERS/FRAME/FRONT SKID PLATE
- INSTALLATION).
(8) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCEDURE).
(9) Remove the support and lower the vehicle.
(10) Fill the system with fluid, (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).
(11) Adjust the toe position. (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE).

INSTALLATION
NOTE: Before installing gear inspect bushings and
replace if worn or damaged.
NOTE: In the frame there is two holes for the
mounting of the steering gear one is slotted and
one is round, When tightening the gear to specifications make sure to tighten the mounting bolt with
the hole first to avoided movement of the steering
gear.
(1) Install the gear on the front crossmember and
tighten the mounting bolts to 319 N·m (235 ft. lbs.).
(Fig. 4) & (Fig. 3).
(2) Slide the shaft coupler onto the gear. Install
new pinch bolt and tighten to 49 N·m (36 ft. lbs.).
(3) Clean and dry the tie rod end studs and the
knuckle tapers.
(4) Install the tie rod ends into the steering knuckles and tighten the nuts to 61 N·m (45 ft. lbs.) then

Fig. 4 STEERING GEAR 4X4
1 - FRONT AXLE
2 - STEERING GEAR MOUNTING NUTS & BUSHINGS

19 - 18

GEAR - INDEPENDENT FRONT SUSPENSION

GEAR - INDEPENDENT FRONT SUSPENSION (Continued)

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Rack and Pinion Steering
Gear
Gear to Frame Bolts

319

235

—

Rack and Pinion Steering
Gear
Coupler Bolt

—

Tie Rod End
Knuckle Nut

61
Then tighten an additional
90°

45
Then tighten an additional
90°

—

Tie Rod End
Jam Nut

—

Power Steering Line
Pressure Line

—

Power Steering Line
Return Line

—

Power Steering Line
Pressure Line To Pump

—

BUSHING

INSTALLATION

REMOVAL

NOTE: Coat all bushings with a thin rubber lubricate oil prior to installation.

(1) Remove the steering gear (Refer to 19 STEERING/GEAR - REMOVAL).
CAUTION: Do not overtighten the vise on the gear
case.
(2) Mount the steering gear in a soft jawed vise.
NOTE: If the bushings are seized a brass punch can
be used to remove the bushings from the gear
using care not to strike the gear.
(3)
(4)
(5)
place

Remove the front mounting bushings.
Remove the rear mounting bushings.
Remove the steering gear from the vise and
it on the bench.

NOTE: A rubber mallet can be used to assist in the
installation of the bushings once lubricated.
(1) Coat the rear bushings with a thin rubber
lubricate oil then install the rear bushings using a
rubber mallet to seat the bushings in the gear.
(2) Coat the front bushings with a thin rubber
lubricate oil then install the front bushings using a
rubber mallet to seat the bushings in the gear.
(3) Install the steering gear (Refer to 19 - STEERING/GEAR - INSTALLATION).
(4) Adjust the toe position (if necessary) (Refer to 2
- SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE).

GEAR - LINK/COIL

19 - 19

GEAR - LINK/COIL
TABLE OF CONTENTS
page
GEAR - LINK/COIL
DESCRIPTION . . . . . . . . . .
OPERATION . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . .
ADJUSTMENTS
ADJUSTMENT . . . . . . . . .
SPECIFICATIONS
POWER STEERING GEAR
TORQUE CHART . . . . . . .
SPECIAL TOOLS
POWER STEERING GEAR
PITMAN SHAFT SEAL
REMOVAL
REMOVAL - GAS ENGINE

.
.
.
.

. 19
. 19
. 19
. 20

. . . . . . . . . . . . . . . 20
. . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . 22

page
REMOVAL - DIESEL . . . . . . . . . .
INSTALLATION
INSTALLATION - GAS ENGINE . .
INSTALLATION - DIESEL . . . . . . .
STEERING GEAR INPUT SHAFT SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . .
PITMAN SHAFT
REMOVAL
REMOVAL - GAS . . . . . . . . . . . . .
REMOVAL - DIESEL . . . . . . . . . .
INSTALLATION
INSTALLATION - GAS . . . . . . . . .
INSTALLATION - DIESEL . . . . . . .

. . . . . . . . . . . . . . . 23

GEAR - LINK/COIL
DESCRIPTION
The power steering gear is a recirculating ball type
gear (Fig. 1). The gear ratio’s used are 12.5:1.

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
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.

REMOVAL
(1) Place the front wheels in a straight-ahead position.
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative methods of locking the steering wheel for service will
have to be used.
(2) Lock the steering wheel.
(3) Siphon out as much power steering fluid as
possible.

Fig. 1 STEERING GEAR
1
2
3
4
5
6
7
8

INPUT SHAFT
OUTLET
INLET
VALVE ASSEMBLY HOUSING
PITMAN SHAFT COVER BOLTS
STEERING GEAR
MESHLOAD ADJUSTER NUT
PITMAN SHAFT

. . . . . . . . . 24
. . . . . . . . . 24
. . . . . . . . . 25
. . . . . . . . . 25
. . . . . . . . . 28

. . . . . . . . . 29
. . . . . . . . . 30
. . . . . . . . . 30
. . . . . . . . . 30

19 - 20

GEAR - LINK/COIL

GEAR - LINK/COIL (Continued)
(4) Disconnect and cap the fluid hoses from steering gear (Refer to 19 - STEERING/PUMP/HOSES REMOVAL).
(5) Remove coupler pinch bolt at the steering gear
and slide shaft off gear (Fig. 2).

Fig. 4 STEERING GEAR REMOVAL/INSTALLATION
1 - STEERING GEAR
2 - MOUNTING BOLTS (3)

INSTALLATION
Fig. 2 COLUMN SHAFT
1 - STEERING COUPLER
2 - STEERING GEAR INPUT SHAFT

(6) Mark the pitman shaft and pitman arm for
installation reference. Remove the pitman arm from
the shaft with Puller C-4150A (Refer to 19 - STEERING/LINKAGE/PITMAN ARM - REMOVAL), (Fig. 3).

(1) Position the steering gear on the frame rail and
install the three mounting bolts (Fig. 4). Tighten the
mounting bolts to 196 N·m (145 ft. lbs.).
(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 (Refer to 19 STEERING/LINKAGE/PITMAN ARM - INSTALLATION).
(4) Install the washer and retaining nut on the pitman shaft. Tighten the nut to 305 N·m (225 ft. lbs.).
(5) Connect fluid hoses to steering gear (Refer to
19 - STEERING/PUMP/HOSES - INSTALLATION),
tighten to 31 N·m (23 ft. lbs.).
(6) Add fluid, (Refer to 19 - STEERING/PUMP STANDARD PROCEDURE).
(7) Reset the toe and center the steering wheel
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT STANDARD PROCEDURE).

ADJUSTMENTS
ADJUSTMENT
Fig. 3 PITMAN ARM REMOVAL
1 - PITMAN ARM
2 - C-4150A PULLER

(7) Remove steering gear three mounting bolts
(Fig. 4). Remove the steering gear from the vehicle.

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.
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 - LINK/COIL

19 - 21

GEAR - LINK/COIL (Continued)
(1) Remove the steering gear from the vehicle
(Refer to 19 - STEERING/GEAR - REMOVAL).
(2) Mount the gear carefully into a soft-jawed vise.
CAUTION: Do not overtighten the vise on the gear
case. This may affect the adjustment
(3) Hold the steering gear upside down over a
drain pan and rotate the input shaft back and forth
several times lock-to-lock to discharge the fluid from
the steering gear
(4) Rotate the input shaft to the left stop and then
back-off approximately 45 degrees. Using an inchpound torque wrench on the input shaft, record the
peak torque required to slowly and evenly rotate the
input shaft clockwise 1⁄2 turn (180 degrees) starting
from the 45 degree position. This peak torque reading is the preload torque. The preload torque must be
within 2 - 10 in-lbs.
(5) Rotate the input shaft to its center of travel
(approximately 1.5 turns from either stop). Place the
torque wrench on the input shaft with the handle in
the vertical position. Rotate the torque wrench slowly
and evenly 1⁄4 turn (90 degrees) each side of center
and record the peak torque measure on or near center. This total on-center torque reading must be 5 - 9
in-lbs higher than the previously measured preload
torque without exceeding a total of 17 in-lbs. The
value of the total on-center minus the preload torque
is defined as the meshload torque

(6) If required, adjust the on-center torque by loosening the adjuster screw lock nut and turning the
adjuster screw until the total on-center and meshload
torque readings fall within the specified values. Turn
the adjuster screw clockwise to increase and counterclockwise to decrease the torque reading. While holding the adjuster screw in place, tighten the lock nut
to 31 N·m (23 ft. lbs.).
(7) Re-check the preload and on-center torque
readings.
(8) Install pitman arm on the steering gear (Refer
to 19 - STEERING/LINKAGE/PITMAN ARM INSTALLATION).
(9) Reinstall steering gear to the vehicle (Refer to
19 - STEERING/GEAR - INSTALLATION).

SPECIFICATIONS
POWER STEERING GEAR
SPECIFICATIONS
DESCRIPTION

SPECIFICATION

Steering Gear
Type

Recirculating Ball

Gear Code & Ratio

12.5:1

TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Preload
Torque

0.23-1.13

—

2-10

Meshload Torque

0.56-1.02

—

5-9
+ Preload (17 Max)

19 - 22

GEAR - LINK/COIL

GEAR - LINK/COIL (Continued)

TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Steering Gear Mounting
Frame Bolts

196

145

—

Power Steering Line
Pressure

—

Power Steering Line
Return

—

Power Steering Line
Pressure Line To Pump

—

Steering Gear
Adjustment Screw Locknut

—

Steering Gear
Pitman Shaft Nut

305

225

—

Steering Gear
Pitman Shaft Cover Bolts

—

Steering Gear
Valve Housing to Gear
Bolts

—

Steering Gear
Retainer Ring Screw

2.26

—

Steering Gear
Retainer Ring

—

SPECIAL TOOLS
POWER STEERING GEAR

HANDLE C-4171

INPUT SHAFT SEAL INSTALLER - 8987

GEAR - LINK/COIL

19 - 23

GEAR - LINK/COIL (Continued)

PULLER, SLIDE HAMMER - C-3752

PITMAN SHAFT SEAL PROTECTOR - 8993

SEAL REMOVER ADAPTER - 8990

INPUT SHAFT SEAL PROTECTOR - 8986

PITMAN SHAFT SEAL
REMOVAL
REMOVAL - GAS ENGINE

PITMAN SHAFT SEAL INSTALLER - 8989

(1) Seperate the pitman arm from the gear box
(Refer to 19 - STEERING/LINKAGE/PITMAN ARM REMOVAL).
(2) Clean exposed end of pitman shaft and housing
with a wire brush.
(3) Rotate the steering wheel from stop to stop and
count the number of turns.
(4) Center the steering wheel by rotating it from
the stop back 1 1/2 turns to achieve center position.
(5) Remove the pitman shaft cover bolts.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(6) Remove the pitman shaft from the gear.
(7) Remove dust seal from the housing with a special tool (Fig. 5).

RETAINER RING WRENCH - 8988

CAUTION: Use care not to score the housing bore
when prying out seals and washer.
(8) Remove retaining ring with snap ring pliers.

19 - 24

GEAR - LINK/COIL

PITMAN SHAFT SEAL (Continued)

Fig. 5 SLIDE HAMMER
1 - STEERING GEAR
2 - SLIDE HAMMER C-3752 USED WITH SPECIAL TOOL
ADAPTER
8990

(9) Remove washer from the housing.
NOTE: Tighten the slide hammer adapter 8990 into
the seal using wrenches, in order to make a tight fit
to pull the seal out. If this is not performed the seal
may tear on the removal making it difficult to
remove.
(10) Remove oil seal from the housing with a special tool 8990 with slide hammer C-3752.

REMOVAL - DIESEL
(1) Seperate the pitman arm from the gear box
(Refer to 19 - STEERING/LINKAGE/PITMAN ARM REMOVAL).
(2) Remove the steering gear box (Refer to 19 STEERING/GEAR - REMOVAL).
(3) Install the steering gear in a soft jawed bench
vise.
(4) Clean exposed end of pitman shaft and housing
with a wire brush.
(5) Rotate the input shaft with a 12 point socket
from stop to stop and count the number of turns (Fig.
6).
(6) Center the input shaft by rotating it from the
stop 1/2 of the total amount of turns (Fig. 6).
(7) Remove the pitman shaft cover bolts.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(8) Remove the pitman shaft from the gear.
(9) Remove dust seal from the housing with a special tool 8990 (Fig. 5).

Fig. 6 CENTERING STEERING GEAR
1
2
3
4

STEERING GEAR
12 POINT SOCKET
RATCHET
INPUT SHAFT

CAUTION: Use care not to score the housing bore
when prying out seals.
(10) Remove retaining ring with snap ring pliers.
(11) Remove washer from the housing.
NOTE: Tighten the slide hammer adapter 8990 into
the seal using wrenches, in order to make a tight fit
to pull the seal out. If this is not performed the seal
may tear on the removal making it difficult to
remove.
(12) Remove oil seal from the housing with a special tool 8990 with slide hammer C-3752. (Fig. 5).

INSTALLATION
INSTALLATION - GAS ENGINE
NOTE: Generous amounts of the high temperature
grease from the seal kit should be applied to areas
between the pitman shaft bearing and oil seals and
also between the dust seals and snap ring.
(1) Coat the oil seal and washer with high temp
grease.
NOTE: Install the oil seal with the lip facing inward.
Flat side of the oil seal should be against the
washer.
(2) Install the oil seal with special tool 8989 driver
and C-4171 handle (Fig. 7).
(3) Install backup washer.
(4) Install the retainer ring with snap ring pliers.

GEAR - LINK/COIL

19 - 25

PITMAN SHAFT SEAL (Continued)

INSTALLATION - DIESEL
NOTE: Generous amounts of the high temperature
grease from the seal kit should be applied to areas
between the pitman shaft bearing and oil seals and
also between the dust seals and snap ring.
(1) Coat the oil seal and washer with high temp
grease.
NOTE: Install the oil seal with the lip facing inward.
Flat side of the oil seal should be against the
washer.

Fig. 7 SEAL INSTALLATION
1 - SPECIAL TOOL
C-4171
2 - SPECIAL TOOL
8989
3 - STEERING GEAR

(5) Coat the dust seal with high temp grease.
(6) Install the dust seal with a driver and handle
(Fig. 7).
(7) Install protective seal protector 8993 over the
shaft (Fig. 8).

(2) Install the oil seal with special tool 8989 driver
and C-4171 handle (Fig. 7).
(3) Install backup washer.
(4) Install the retainer ring with snap ring pliers.
(5) Coat the dust seal with high temp grease.
(6) Install the dust seal with special tool 8989
driver and C-4171 handle (Fig. 7).
(7) Install protective seal protector 8993 over the
shaft (Fig. 8).
(8) Install the pitman shaft into the steering gear
until it fully seats into the bearing.
(9) Install the new cover bolts and tighten to 68
N·m (50 ft. lbs.).
(10) Install the steering gear (Refer to 19 STEERING/GEAR - INSTALLATION).
(11) Install the pitman arm (Refer to 19 - STEERING/LINKAGE/PITMAN ARM - INSTALLATION).
(12) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

STEERING GEAR INPUT
SHAFT SEAL
REMOVAL
(1) Remove the steering gear from the vehicle
(Refer to 19 - STEERING/GEAR - REMOVAL).

Fig. 8 PITMAN SHAFT SEAL PROTECTOR
1 - STEERING GEAR
2 - SPECIAL TOOL
8993

(8) Install the pitman shaft into the steering gear
until it fully seats into the bearing.
(9) Install the new cover bolts and tighten to 68
N·m (50 ft. lbs.).
(10) Install the pitman arm (Refer to 19 - STEERING/LINKAGE/PITMAN ARM - INSTALLATION).

CAUTION: Do not overtighten the vise on the gear
case. This may affect the adjustment
(2) Mount the steering gear upside down over a
drain pan in a soft jawed vise.
(3) Place a drain pan under the gear and rotate
the input shaft back and forth several times lock-tolock to discharge the fluid from the steering gear
(4) Drain all the remaining fluid from the gear.
(5) Rotate the input shaft from stop to stop and
count the number of turns using a 12 point socket
(Fig. 9).

19 - 26

GEAR - LINK/COIL

STEERING GEAR INPUT SHAFT SEAL (Continued)
NOTE: The pitman shaft will not clear the housing if
it is not centered.

(10) Remove the valve housing and wormshaft
assembly from the steering gear housing and place
the valve housing in a soft jawed vise (Fig. 11).

(6) Center the input shaft by rotating it from the
stop back 1 1/2 turns to achieve center position (Fig.
9).

Fig. 11 VALVE HOUSING AND WORMSHAFT
Fig. 9 CENTERING STEERING GEAR
1
2
3
4

STEERING GEAR
12 POINT SOCKET
RATCHET
INPUT SHAFT

1 - VALVE HOUSING
2 - SET SCREW
3 - RETAINER RING

(11) Remove the retainer ring set screw from the
valve housing (Fig. 12).

(7) Remove the pitman shaft (Refer to 19 STEERING/GEAR/PITMAN SHAFT - REMOVAL).
(8) Remove the four bolts securing the valve housing.
(9) Remove the valve housing from the steering
gear (Fig. 10).

Fig. 12 SET SCREW FOR THE RETAINER RING
1 - SET SCREW
2 - 3/32 ALLEN HEAD SOCKET
3 - RETAINER RING

Fig. 10 VALVE ASSEMBLY
1 - VALVE HOUSING
2 - WORMSHAFT BALLS
3 - STEERING GEAR HOUSING

GEAR - LINK/COIL

19 - 27

STEERING GEAR INPUT SHAFT SEAL (Continued)
(12) Using special tool reatainer ring wrench to
remove the steering gear worm thrust bearing
reatainer ring (Fig. 13).

(14) Remove the dust seal with a pick (Fig. 15).

Fig. 15 DUST SEAL REMOVAL
Fig. 13 REATINER RING REMOVAL
1 - SPECIAL TOOL
8988
2 - RATCHET

(13) Separate the wormshaft assembly from the
valve housing, Then remove the wormshaft assembly
from the vise (Fig. 14).

Fig. 14 WORMSHAFT AND VALVE ASSEMBLY
1 - PISTON TEFLON SEALS
2 - RETAINER RING

1 - PICK
2 - VALVE HOUSING
3 - SEAL

CAUTION: Use care not to score the housing bore
when removing seals.
(15) Remove the snap ring with snap ring pliers
(Fig. 16).

Fig. 16 SNAP RING REMOVAL
1 - SNAP RING PLIERS
2 - SNAP RING
3 - VALVE HOUSING

19 - 28

GEAR - LINK/COIL

STEERING GEAR INPUT SHAFT SEAL (Continued)
(16) Using special tool slide hammer C-3752 with
adapter 8990 remove the oil seal (Fig. 17).

Fig. 18 RETAINER RING INSTALLATION
Fig. 17 OIL SEAL REMOVAL

1 - VALVE HOUSING
2 - SPECIAL TOOL
3 - TORQUE WRENCH

1 - SPECIAL TOOL
8990
WITH SLIDE HAMMER C-3752
2 - VALVE HOUSING

INSTALLATION
(1) Inspect the piston teflon seals for damage.
Replace if needed.
NOTE: To replace the teflon seals, use a pick to
remove the teflon o-ring and the rubber o-ring
underneath. Install a new rubber o-ring in the piston
seal grove and a new teflon o-ring over the top of it.
(2) Install the valve into the valve housing.
(3) Thread the retainer ring into the valve housing
(Fig. 18). Tighten to 97 N·m (72 ft. lbs.)
NOTE: It is very important to make sure to compensate for the added length of the torque wrench
when torquing to proper specifications.
(4) Install the retainer ring set screw. Tighten to
2.26 N·m (20 in. lbs.)
(5) Clean the steering gear housing.
CAUTION: Valve assembly must be centered to the
housing (Fig. 19).
(6) Install the valve assembly into the steering
gear (Fig. 19). Tighten the new bolts to 54 N·m (40 ft.
lbs.)
(7) Install the input shaft seal protector 8986 (Fig.
20).
(8) Coat the new seal in high temp grease and
Install the new oil seal using special tool 8987 driver
and C-4171 handle (Fig. 21).

Fig. 19 CENTERED GEAR TEETH
1 - GEAR INSTALLED WITH THE CENTER TOOTH CENTERED IN
HOLE
2 - VALVE HOUSING

NOTE: Drive the oil seal into the housing until the
outer edge does not quite clear the snap ring
groove.
(9) Insert the snap ring into the housing. Using
special tool 8987 driver and C-4171 handle push the
snap ring and oil seal together until the snap ring
seats in the groove.
NOTE: Generous amounts of the high temperature
grease from the seal kit should be applied to areas
between the pitman shaft bearing and oil seals and
also between the dust seals and snap ring.

GEAR - LINK/COIL

19 - 29

STEERING GEAR INPUT SHAFT SEAL (Continued)
(14) Install the steering gear to the vehicle (Refer
to 19 - STEERING/GEAR - INSTALLATION).
(15) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

PITMAN SHAFT
REMOVAL
REMOVAL - GAS

Fig. 20 INPUT SHAFT SEAL PROTECTOR
1 - INPUT SHAFT
2 - SPECIAL TOOL
8986

(1) Separate the pitman arm from the gear box
(Refer to 19 - STEERING/LINKAGE/PITMAN ARM REMOVAL).
(2) Clean exposed end of pitman shaft and housing
with a wire brush.
(3) Rotate the steering wheel from stop to stop and
count the number of turns.
(4) Center the steering wheel by rotating it from
the stop back 1 1/2 turns to achieve center position.
(5) Remove the pitman shaft cover bolts.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(6) Remove the pitman shaft from the gear (Fig.
22).

Fig. 21 INPUT SHAFT SEAL INSTALLATION
1 - VALVE HOUSING
2 - SPECIAL TOOL
8987
3 - SPECIAL TOOL
C-4171

(10) Install the new dust seal using high temp
grease, special tool C-4171 (driver) and 8987 (handle).
(11) Check to make sure the gear is centered in
the middle tooth before installing the pitman shaft
(Fig. 19).
(12) Install the pitman shaft into the steering gear
(Refer to 19 - STEERING/GEAR/PITMAN SHAFT INSTALLATION).
(13) Perform over-center meshload adjustment
(Refer to 19 - STEERING/GEAR - ADJUSTMENTS).

Fig. 22 PITMAN SHAFT
1
2
3
4

- PITMAN SHAFT
- O-RING SEAL
- COVER
- ADJUSTING NUT

(7) Remove the cover if needed by loosing the
adjuster nut, Then removing the cover from the pitman shaft.

19 - 30

GEAR - LINK/COIL

PITMAN SHAFT (Continued)

REMOVAL - DIESEL
(1) Separate the pitman arm from the gear box
(Refer to 19 - STEERING/LINKAGE/PITMAN ARM REMOVAL).
(2) Remove the steering gear box (Refer to 19 STEERING/GEAR - REMOVAL).
(3) Install the steering gear in a soft jawed bench
vise.
(4) Clean exposed end of pitman shaft and housing
with a wire brush.
(5) Rotate the stub shaft with a 12 point socket
from stop to stop and count the number of turns (Fig.
23).
(6) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns (Fig. 23).

Fig. 24 PITMAN SHAFT
1
2
3
4

- PITMAN SHAFT
- O-RING SEAL
- COVER
- ADJUSTING NUT

INSTALLATION
INSTALLATION - GAS

Fig. 23 CENTERING STEERING GEAR
1
2
3
4

STEERING GEAR
12 POINT SOCKET
RATCHET
INPUT SHAFT

(7) Remove the pitman shaft cover bolts.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(8) Remove the pitman shaft from the gear (Fig.
24).
(9) Remove the cover if needed by loosing the
adjuster nut, Then removing the cover from the pitman shaft.

(1) Coat the seal with power steering fluid.
(2) Install pitman shaft into the steering gear until
it fully seats into the bearing.
(3) Install the new cover bolts and tighten to 68
N·m (50 ft. lbs.).
(4) Perform over-center meshload adjustment,
(Refer to 19 - STEERING/GEAR - ADJUSTMENTS).
(5) Install the pitman arm (Refer to 19 - STEERING/LINKAGE/PITMAN ARM - INSTALLATION).
(6) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

INSTALLATION - DIESEL
(1) Coat the seal with power steering fluid.
(2) Install the pitman shaft into the steering gear
until it fully seats into the bearing.
(3) Install the new cover bolts and tighten to 68
N·m (50 ft. lbs.).
(4) Perform over-center meshload adjustment
(Refer to 19 - STEERING/GEAR - ADJUSTMENTS).
(5) Install the steering gear (Refer to 19 - STEERING/GEAR - INSTALLATION).
(6) Install the pitman arm (Refer to 19 - STEERING/LINKAGE/PITMAN ARM - INSTALLATION).
(7) Perform a wheel alignment (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

LINKAGE - INDEPENDENT FRONT SUSPENSION

19 - 31

LINKAGE - INDEPENDENT FRONT SUSPENSION
TABLE OF CONTENTS
page

page

LINKAGE - INDEPENDENT FRONT
SUSPENSION
DIAGNOSIS AND TESTING - OUTER TIE ROD
END . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

TIE ROD END
REMOVAL - OUTER TIE ROD END . . . . . . . . . . 31
INSTALLATION - OUTER TIE ROD END . . . . . . 32

LINKAGE - INDEPENDENT
FRONT SUSPENSION

TIE ROD END

DIAGNOSIS AND TESTING - OUTER TIE ROD
END
NOTE: If the outer tie rod end is equipped with a
lubrication fitting, grease the joint then road test
the vehicle before performing test.
(1) Raise the front of the vehicle. Place safety floor
stands under both lower control arms as far outboard
as possible. Lower the vehicle to allow the stands to
support some or all of the vehicle weight.
(2) Remove the front tires.
(3) Mount a dial indicator solidly to the vehicle
steering knuckle and then zero the dial indicator.
(4) Position indicator plunger on the topside of the
outer tie rod end.

REMOVAL - OUTER TIE ROD END
NOTE: Do not twist the boot anytime during
removal or installation.
(1) Loosen the jam nut.
(2) Remove the outer tie rod end nut from the ball
stud.
(3) Separate the tie rod ball stud from the knuckle
with Remover 8677 (Fig. 1).
(4) Unthread the outer tie rod end from the inner
tie rod.

NOTE: The dial indicator plunger must be perpendicular to the machined surface of the outer tie rod
end.
(5) Position a pry bar in order to pry downwards
on the outer tie rod end.
(6) If the travel exceeds 0.5 mm (0.020 in.), replace
the outer tie rod end (Refer to 19 - STEERING/
LINKAGE/TIE ROD END - REMOVAL).
(7) If the outer tie rod end is within specs reinstall
the front tires (Refer to 22 - TIRES/WHEELS/
WHEELS - STANDARD PROCEDURE).

Fig. 1 TIE ROD SEPARATION
1 - TIE ROD END
2 - SPECIAL TOOL 8677

19 - 32

LINKAGE - INDEPENDENT FRONT SUSPENSION

TIE ROD END (Continued)

INSTALLATION - OUTER TIE ROD END
NOTE: Do not twist the boot at anytime during
removal or installation.
(1) Thread the outer tie rod end onto the inner tie
rod, to it’s original position (Fig. 2).
(2) Install the outer tie rod end into the steering
knuckle (Fig. 2).
(3) Tighten the ball stud nut on the ball stud to 61
N·m (45 ft. lbs.) then an additional 90°.
(4) Set wheel toe pattern, (Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE).
(5) Tighten jam nut to 75 N·m (55 ft. lbs.) (Fig. 2).

Fig. 2 TIE ROD END
1 - JAM NUT
2 - TIE ROD - INNER
3 - TIE ROD END - OUTER

LINKAGE - LINK/COIL

19 - 33

LINKAGE - LINK/COIL
TABLE OF CONTENTS
page
LINKAGE - LINK/COIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - LUBRICATION
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . .
SPECIAL TOOLS
STEERING LINKAGE . . . . . . . . . . . . . .
DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
DRAG LINK
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . 33
. . . . 34
. . . . . 34
. . . . . 35
. . . . . 35
. . . . . 35

page
INSTALLATION
PITMAN ARM
REMOVAL . . .
INSTALLATION
TIE ROD END
REMOVAL . . .
INSTALLATION
TRACK BAR
REMOVAL . . .
INSTALLATION

. . . . . . . . . . . . . . . . . . . . . . . . . 35
. . . . . . . . . . . . . . . . . . . . . . . . . . 35
. . . . . . . . . . . . . . . . . . . . . . . . . 36
. . . . . . . . . . . . . . . . . . . . . . . . . . 36
. . . . . . . . . . . . . . . . . . . . . . . . . 37
. . . . . . . . . . . . . . . . . . . . . . . . . . 37
. . . . . . . . . . . . . . . . . . . . . . . . . 37

. . . . . 35

LINKAGE - LINK/COIL
DESCRIPTION
The steering linkage is comprised of a tie rod end,
tie rod, drag link, steering damper and pitman arm
(Fig. 1).
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).

Fig. 1 LINK/COIL FRONT SUSPENSION
1 - STABILIZER BAR
2 - PITMAN ARM
3 - STEERING GEAR
4 - STABILIZER LINK
5 - TIE ROD ENDS
6 - LOWER SUSPENSION ARMS
7 - DRAG LINK
8 - TRACK BAR
9 - DAMPER
10 - UPPER SUSPENSION ARM

19 - 34

LINKAGE - LINK/COIL

LINKAGE - LINK/COIL (Continued)

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

Fig. 2 Ball Stud Puller
1
2
3
4
5

- CLAMP
- ADJUSTMENT SLEEVE
- PULLER TOOL C-3894–A
- SEAL
- TIE-ROD END

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Pitman Arm
Gear Shaft Nut

300

225

—

Drag Link
Pitman Arm

—

Drag Link
Tie Rod

108

—

Drag Link
Adjuster Clamp

—

Tie Rod End
Knuckle

108

—

Tie Rod End
Adjuster Clamp

—

Stabilizer Bar Link to Axle

—

Steering Damper
Axle

—

Steering Damper
Tie Rod

—

LINKAGE - LINK/COIL

19 - 35

LINKAGE - LINK/COIL (Continued)

SPECIAL TOOLS
STEERING LINKAGE

(2) Remove the drag link nut from the knuckle
side.
(3) Remove the drag link from the right knuckle
and pitman arm with Puller C-3894A (Fig. 3).

Remover Ball Stud MB-991113

Fig. 3 DRAGLINK REMOVAL
Puller Tie Rod C-3894-A

1 - PITMAN ARM
2 - DRAGLINK
3 - C -3894-A PULLER

INSTALLATION

Remover Ball Joint C-4150A

DAMPER
REMOVAL
(1) Remove the steering damper mounting nuts
and bolts.
(2) Slide the damper from the isolation bushing.
(3) Remove the damper.

INSTALLATION
(1) Install the steering damper on the axle and isolation bushing. Tighten nut to 95 N·m (75 ft. lbs.).
(2) Install the steering damper on the tie rod.
Tighten nut to 81 N·m (60 ft. lbs.).

DRAG LINK
REMOVAL
(1) Remove the draglink nut from the pitman arm
side.

(1) Install the drag link to the pitman arm. Install
the nut and tighten to 88 N·m (65 ft. lbs.).
(2) Install the drag link to the right steering
knuckle. Install the nut and tighten to 108 N·m (80
ft. lbs.).
(3) Install tie rod to the left steering knuckle and
drag link. Install the nuts and tighten to 108 N·m
(80 ft. lbs.).
(4) Remove the supports and lower the vehicle to
the surface. Center steering wheel and adjust toe,
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT STANDARD PROCEDURE).
(5) 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.

PITMAN ARM
REMOVAL
(1) Remove the drag link from the right knuckle
and pitman arm with Puller C-4150A (Fig. 4).
(2) Mark the pitman arm and shaft positions for
installation reference. Remove the nut and washer
from the pitman arm (Fig. 5). Remove the pitman
arm with Puller C-4150A.

19 - 36

LINKAGE - LINK/COIL

PITMAN ARM (Continued)

Fig. 4 PITMAN ARM REMOVAL
1 - PITMAN ARM
2 - C-4150A PULLER

Fig. 6 PITMAN ARM INSTALLED
1
2
3
4
5

DRAGLINK
STEERING GEAR
SWAYBAR
NUT/WASHER
PITMAN ARM

NOTE: Position the clamp on the sleeve so retaining bolt is located on the bottom side of the sleeve.

TIE ROD END
REMOVAL
(1) Remove tie rod nuts (Fig. 7).
(2) Remove tie rod from drag link and left knuckle
with Puller C-4150A.

Fig. 5 PITMAN ARM REMOVAL/INSTALLATION
1
2
3
4

STEERING GEAR
PITMAN ARM
NUT
WASHER

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 the drag link to the pitman arm (Fig. 6).
Install the nut and tighten to 108 N·m (80 ft. lbs.).
(4) Remove the supports and lower the vehicle to
the surface. Center steering wheel and adjust toe,
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT STANDARD PROCEDURE).
(5) After adjustment tighten tie rod adjustment
sleeve clamp bolts to 61 N·m (45 ft. lbs.).

Fig. 7 TIE ROD ENDS
1 - NUT
2 - TIE ROD ENDS

LINKAGE - LINK/COIL

19 - 37

TIE ROD END (Continued)

INSTALLATION
(1) Install tie rod to the left steering knuckle and
drag link. Install the nuts and tighten to 108 N·m
(80 ft. lbs.).
(2) Remove the supports and lower the vehicle to
the surface. Center steering wheel and adjust toe,
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT STANDARD PROCEDURE).
(3) 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.

TRACK BAR
REMOVAL
(1) Raise and support the axle.
(2) Remove the track bar bolts and nuts (Fig. 8).
(3) Remove the track bar (Fig. 8).

INSTALLATION
(1) Install the track bar.
(2) Install the new bolts and nuts. Tighten to 203
N·m (150 ft lbs.).

Fig. 8 TRACK BAR REMOVAL/INSTALLATION
1 - TRACK BAR
2 - BOLT
3 - NUT

(3) Remove the supports under the axle and lower
the vehicle to the ground.

19 - 38

PUMP

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 - GAS . . . . . . . . . . . . . . . . . . . .
REMOVAL - DIESEL . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - GAS . . . . . . . . . . . . . . . .
INSTALLATION - DIESEL . . . . . . . . . . . . . .
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . .
FLUID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - POWER
STEERING FLUID LEVEL CHECKING . . . .
FLUID COOLER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
HOSES - I.F.S.
REMOVAL
REMOVAL - RETURN HOSE - GEAR TO
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL - PRESSURE HOSE . . . . . . . . .
REMOVAL - RETURN HOSE - RESERVOIR
TO COOLER . . . . . . . . . . . . . . . . . . . . . . .

. . 38
. . 38
. 39

. . 39
. . 39
. . 40
. . 40
. . 41
. . 41
. . 41
. . 42
. . 42
. . 42
. . 42

. . 43
. . 43

page
INSTALLATION
INSTALLATION - RETURN HOSE - GEAR TO
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - PRESSURE HOSE . . . . . .
INSTALLATION - RETURN HOSE RESERVOIR TO COOLER . . . . . . . . . . . . . .
HOSES - LINK/COIL
REMOVAL
REMOVAL - RETURN HOSE - GEAR TO
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL - PRESSURE HOSE . . . . . . . . . .
REMOVAL - RETURN HOSE - RESERVOIR
TO COOLER . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION
INSTALLATION - RETURN HOSE - GEAR TO
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - PRESSURE HOSE . . . . . .
INSTALLATION - RETURN HOSE RESERVOIR TO COOLER . . . . . . . . . . . . . .
POWER STEERING PRESSURE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL - 3.7L, 4.7L & 5.7L . . . . . . . . . . . . .
INSTALLATION - 3.7L, 4.7L & 5.7L
.........
PULLEY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .
RESERVOIR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . .

. 43
. 43
. 43

. 43
. 44
. 44

. 44
. 44
. 44
. 45
. 45
. 45
. 45
. 45
. 46
. 46
. 46

. . 43

PUMP
DESCRIPTION
CAUTION: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
The pump is connected to the steering gear via the
pressure hose and the return hose. The pump shaft
has a pressed-on pulley that is belt driven by the
crankshaft pulley.

All vehicles are equipped with a power steering
fluid cooler.
NOTE: Power steering pumps are not interchangeable with pumps installed on other vehicles.

OPERATION
Hydraulic pressure is provided for the power steering gear by the belt driven power steering pump (Fig.
1). The power steering pumps are constant flow rate
and displacement, vane-type pumps.

PUMP

19 - 39

PUMP (Continued)
(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: For vehicles with long return lines or oil
coolers turn wheel 40 times.

Fig. 1 POWER STEERING PUMP
1 - 3.7L & 4.7L (6 GROOVE)
PHENOLIC (PLASTIC TYPE) PULLEY
1 - 5.7L,5.9L & 8.0L (7 GROOVE)
PHENOLIC (PLASTIC TYPE) PULLEY
1 - 5.9L DIESEL (8 GROOVE)
STEEL PULLEY
2 - PUMP ASSEMBLY
3 - RESERVOIR
4 - CAP

DIAGNOSIS AND TESTING - PUMP LEAKAGE
The pump is serviced as an assembly and should
not be disassembled. The plastic pump reservoir and
the reservoir o-rings can be replaced.
Check for leaks in the following areas:
• Pump shaft seal behind the pulley
• Pump to reservoir O-ring
• Reservoir cap
• Pressure and return lines
• Flow control valve fitting

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: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
Wipe filler cap clean, then check the fluid level.
The dipstick should indicate COLD when the fluid is
at normal temperature.

(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 quiet operation of the pump.
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.
(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.

19 - 40

PUMP

PUMP (Continued)
(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, then flush the system again.
(12) Install the return line/lines and perform
Steering Pump Initial Operation, (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

REMOVAL
REMOVAL - GAS
(1) Drain and siphon the power steering fluid from
the reservoir.
(2) Remove the serpentine belt.
CAUTION: Do not remove the fitting on the pump
that the high pressure hose screws into. The fitting
may come loose unless it is backed up using
another wrench. If the fitting does come loose, it
must be retightened before continuing. (57 - 67Nm,
40 - 50 lbft) If this fitting comes out of the pump
body, the internal spring and valve parts will fall out
of the pump and they cannot be reinstalled properly. If this occurs the pump needs to be replaced
with a new pump.
(3) Disconnect the return hose. (Fig. 2)
(4) Disconnect the pressure hose. (Fig. 2)
(5) Access to remove the three bolts securing the
pump to the cylinder head can be gained thru the
pulley holes. (Fig. 2)

REMOVAL - DIESEL
(1) Drain and siphon the power steering fluid from
the reservoir.
(2) Remove the serpentine belt.
CAUTION: Do not remove the fitting on the pump
that the high pressure hose screws into. The fitting
may come loose unless it is backed up using
another wrench. If the fitting does come loose, it
must be retightened before continuing. (57 - 67Nm,
40 - 50 lbft) If this fitting comes out of the pump
body, the internal spring and valve parts will fall out
of the pump and they cannot be reinstalled properly. If this occurs the pump needs to be replaced
with a new pump.
(3) Disconnect the return hose.
(4) Disconnect the pressure hose.
(5) Access to remove the three bolts securing the
pump to the cylinder head can be gained thru the
pulley holes.
(6) Loosen the pump bracket to the block.
(7) Remove the 6 intake plenum bolts (Fig. 3).
(8) loosen the inner cooler tube clamp at the
intake plenum and remove the intake plenum.
(9) Loosen the inner cooler tube clamp at the radiator support side and remove the tube from the vehicle.
(10) Remove the power steering pump from the top
of the engine compartment where the intake plenum
was (Fig. 3).

Fig. 3 POWER STEERING PUMP ACCESS
Fig. 2 POWER STEERING PUMP
1
2
3
4

POWER STEERING PULLEY
POWER STEERING RESERVOIR
RETURN HOSE
HIGH PRESSURE HOSE

1 - INTAKE PLENUM MOUNTING
2 - POWER STEERING PUMP

PUMP

19 - 41

PUMP (Continued)

INSTALLATION - DIESEL

INSTALLATION
INSTALLATION - GAS
(1) Align the pump with the mounting holes in the
left cylinder head.
(2) Install 3 pump mounting bolts through the pulley access holes. Tighten the bolts to 28 N·m (21 ft.
lbs.).
(3) Reconnect the pressure line and return hose to
the pump and reservoir. Tighten the pressure line to
37 N·m (27 ft. lbs.).
(4) Install the serpentine drive belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(5) Fill the power steering pump, (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

(1) Set the power steering pump in place in the
engine compartment from the top (Fig. 3).
(2) Install the inner cooler tube.
(3) Tighten the inner cooler tube clamp at the
radiator support side.
(4) Install the 6 intake plenum bolts (Fig. 3).
(5) Tighten the inner cooler tube clamp at the
intake plenum.
(6) Install 3 pump mounting bolts through the pulley access holes. Tighten the bolts to 28 N·m (21 ft.
lbs.).
(7) Tighten the pump bracket to the block.
(8) Reconnect the pressure line and return hose to
the pump and reservoir. Tighten the pressure line to
37 N·m (27 ft. lbs.).
(9) Install the serpentine drive belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(10) Fill the power steering pump, (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Power Steering Pressure
Switch

—

Power Steering Line
Pressure Line

—

Power Steering Line
Return Line

—

Power Steering Line
Pressure Line To Pump

—

Power Steering Pump
Mounting Bolts

—

Power Steering Pump
Reservoir Bolts

—

Power Steering Pump
Bracket Bolts

—

19 - 42

PUMP

FLUID
DESCRIPTION

(3) Remove the mounting bracket bolts securing
the fluid cooler to the brace. (Fig. 4)& (Fig. 5)
(4) Remove the fluid cooler from the vehicle.

The recommended fluid for the power steering system is Mopart ATF +4.
Mopart ATF+4, when new is red in color. The
ATF+4 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+4 will begin to look darker in color and may
eventually become brown. THIS IS NORMAL.
ATF+4 also has a unique odor that may change with
age. Consequently, odor and color cannot be used to
indicate the fluid condition or the need for a fluid
change.

STANDARD PROCEDURE - POWER STEERING
FLUID LEVEL CHECKING
WARNING: FLUID LEVEL SHOULD BE CHECKED
WITH THE ENGINE OFF TO PREVENT PERSONAL
INJURY FROM MOVING PARTS.

Fig. 4 V6 & V8 P/S FLUID COOLER
1 - POWER STEERING FLUID COOLER
2 - MOUNTING BOLTS

CAUTION: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
The power steering fluid level can be viewed on the
dipstick attached to the filler cap. There are two
ranges listed on the dipstick, COLD and HOT. Before
opening power steering system, wipe the reservoir
filler cap free of dirt and debris. Remove the cap and
check the fluid level on its dipstick. When the fluid is
at normal ambient temperature, approximately 21°C
to 27°C (70°F to 80°F), the fluid level should read
between the minimum and maximum area of the cold
range. When the fluid is hot, fluid level is allowed to
read up to the highest end of the HOT range. Only
add fluid when the vehicle is cold.
Use only Mopart ATF+4 Do not overfill the
power steering system.

FLUID COOLER
REMOVAL
(1) Drain and siphon the power steering fluid.
(2) Disconnect the return and supply hoses connected to the power steering fluid cooler.

Fig. 5 V10 & DIESEL P/S FLUID COOLER
1
2
3
4

RADIATOR
POWER STEERING HOSES
MOUNTING BOLTS
P/S FLUID COOLER

INSTALLATION
(1) Install the fluid cooler to the vehicle.
(2) Install the mounting bracket bolts securing the
fluid cooler to the brace (Fig. 4)& (Fig. 5).
(3) Reclamp the return and supply hoses to the
power steering fluid cooler.
(4) Refill the power steering fluid (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

PUMP

19 - 43

HOSES - I.F.S.

INSTALLATION

REMOVAL

INSTALLATION - RETURN HOSE - GEAR TO
COOLER

REMOVAL - RETURN HOSE - GEAR TO
COOLER
(1) Drain and siphon the power steering system.
(2) Raise and support the vehicle.
(3) Disconnect the return hose at the cooler.
(4) Disconnect the return hose at the gear (Fig. 6).
(5) Remove the return hose from the routing clamp
at the fan shroud and then remove from the vehicle.

(1) Install the return hose to the vehicle.
(2) Reconnect the return hose at the cooler.
(3) Reconnect the return hose at the gear. Tighten
the hose to 71 N·m (52 ft. lbs.) (Fig. 6).
(4) Reattach the hose to the routing clip at the fan
shroud.
(5) Remove the support and lower the vehicle.
(6) Refill the power steering system,(Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

INSTALLATION - PRESSURE HOSE
NOTE: Be sure to align the pressure hose so it
does not contact the fan shroud or the frame rail.
(1) Install the pressure hose to the vehicle.
(2) Reconnect the pressure hose at the gear.
Tighten the hose to 32 N·m (23 ft. lbs.) (Fig. 6).
(3) Reconnect the pressure hose at the pump.
Tighten the hose to 36 N·m (27 ft. lbs.).
(4) Remove the support and lower the vehicle.
(5) Refill the power steering system,(Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

Fig. 6 HOSE CONNECTIONS
1 - RETURN HOSE
2 - PRESSURE HOSE

REMOVAL - PRESSURE HOSE
(1)
(2)
(3)
(4)
6).
(5)

Drain and siphon the power steering system.
Raise and support the vehicle.
Disconnect the pressure hose at the pump.
Disconnect the pressure hose at the gear (Fig.
Remove the pressure hose from the vehicle.

REMOVAL - RETURN HOSE - RESERVOIR TO
COOLER
(1) Drain and siphon the power steering system.
(2) Disconnect the return hose at the reservoir.
(3) Raise and support the vehicle.
(4) Remove the return hose from the routing clamp
at the fan shroud.
(5) Disconnect the return hose at the cooler.
(6) Remove the hose from the vehicle.

INSTALLATION - RETURN HOSE - RESERVOIR
TO COOLER
(1) Install the return hose to the vehicle.
(2) Reconnect the return hose at the cooler.
(3) Reattach the hose to the routing clip at the fan
shroud.
(4) Remove the support and lower the vehicle.
(5) Reconnect the return hose at the reservoir.
(6) Refill the power steering system,(Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

HOSES - LINK/COIL
REMOVAL
REMOVAL - RETURN HOSE - GEAR TO
COOLER
(1) Drain and siphon the power steering system.
(2) Raise and support the vehicle.
(3) Disconnect the return hose at the cooler.
(4) Disconnect the return hose at the gear (Fig. 7).
(5) Remove the return hose from the routing clamp
at the fan shroud and then remove from the vehicle.

19 - 44

PUMP

HOSES - LINK/COIL (Continued)

INSTALLATION
INSTALLATION - RETURN HOSE - GEAR TO
COOLER
Fig. 7 POWER STEERING HOSES TO STEERING
GEAR
1 - HIGH PRESSURE HOSE
2 - RETURN HOSE
3 - STEERING GEAR

REMOVAL - PRESSURE HOSE
(1)
(2)
(3)
(4)
8).

Drain and siphon the power steering system.
Raise and support the vehicle.
Disconnect the pressure hose at the pump.
Disconnect the pressure hose at the gear (Fig.

(1) Install the return hose to the vehicle.
(2) Reconnect the return hose at the cooler.
(3) Reconnect the return hose at the gear. Tighten
the hose to 71 N·m (52 ft. lbs.) (Fig. 7).
(4) Reattach the hose to the routing clip at the fan
shroud.
(5) Remove the support and lower the vehicle.
(6) Refill the power steering system,(Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

INSTALLATION - PRESSURE HOSE
NOTE: Be sure to align the pressure hose so it
does not contact the fan shroud or the frame rail.
(1) Install the pressure hose to the vehicle.
(2) Reconnect the pressure hose at the gear.
Tighten the hose to 32 N·m (23 ft. lbs.) (Fig. 8).
(3) Reconnect the pressure hose at the pump.
Tighten the hose to 36 N·m (27 ft. lbs.).
(4) Remove the support and lower the vehicle.
(5) Refill the power steering system,(Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

INSTALLATION - RETURN HOSE - RESERVOIR
TO COOLER

Fig. 8 HOSES INSTALLED
1
2
3
4
5

LOWER COUPLING BOLT
HIGH PRESSURE HOSE
RETURN HOSE
STEERING GEAR
PITMAN ARM

(5) Remove the pressure hose from the vehicle.

(1) Install the return hose to the vehicle.
(2) Reconnect the return hose at the cooler.
(3) Reattach the hose to the routing clip at the fan
shroud.
(4) Remove the support and lower the vehicle.
(5) Reconnect the return hose at the reservoir.
(6) Refill the power steering system,(Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

PUMP

19 - 45

POWER STEERING PRESSURE
SWITCH
DESCRIPTION
A pressure sensing switch is used in the power
steering system. It is mounted on the high-pressure
steering hose (Fig. 9). This switch will be used with
both 3.7L, 4.7L and 5.7L engines. There is no pressure switch used for the 5.9L pump.

OPERATION
The switch is used on the 3.7L V-6, 4.7L & 5.7L
V-8 engines.
The power steering pressure switch provides an
input to the Powertrain Control Module (PCM). This
input is provided during periods of high steering
pump load and low engine rpm; such as during parking maneuvers. The PCM increases the idle speed
through the Idle Air Control (IAC) motor. This is
done to prevent the engine from stalling under the
increased load.
When steering pump pressure exceeds 3275 kPa ±
690 kPa (475 psi ± 100 psi), the Normally Closed
(NC) switch will open and the PCM will increase the
engine idle speed. This will prevent the engine from
stalling.
When pump pressure drops to approximately 1379
kPa (200 psi), the switch circuit will re-close and
engine idle speed will return to its previous setting.

REMOVAL - 3.7L, 4.7L & 5.7L
The power steering pressure switch is installed in
the power steering high-pressure hose (Fig. 9).
(1) Disconnect electrical connector from power
steering pressure switch.
(2) Place a small container or shop towel beneath
switch to collect any excess fluid.
(3) Remove switch. Use back-up wrench on power
steering line to prevent line bending.

Fig. 9 PRESSURE SWITCH
1
2
3
4
5

POWER STEERING PULLEY
POWER STEERING PUMP HOUSING
POWER STEERING FLUID RESERVOIR
RETURN HOSE
HIGH PRESSURE HOSE WITH PRESSURE SWITCH

PULLEY
REMOVAL
CAUTION: Do not reuse the old power steering
pump pulley it is not intended for reuse. A new pulley must be installed if removed.
(1) Remove the power steering pump assembly,
(Refer to 19 - STEERING/PUMP - REMOVAL).
(2) Remove the pulley from the pump with an
appropriate power steering pulley removal tool (Fig.
10).

INSTALLATION - 3.7L, 4.7L & 5.7L
This switch is used only with the 3.7L V–6 and the
4.7L, 5.7L V-8 engines.
(1) Install power steering switch into power steering line.
(2) Tighten to 8–11 N·m (70–100 in. lbs.) torque.
(3) Connect electrical connector to switch.
(4) Check power steering fluid and add as necessary.
(5) Start engine and again check power steering
fluid. Add fluid if necessary.

Fig. 10 PULLEY REMOVAL
1 - POWER STEERING PUMP
2 - PULLEY
3 - POWER STEERING PULLEY REMOVAL TOOL

19 - 46

PUMP

PULLEY (Continued)

INSTALLATION
CAUTION: Do not reuse the old power steering
pump pulley it is not intended for reuse. A new pulley must be installed if removed.
(1) Replace the pulley if it’s bent, cracked, or loose.
(2) Install the pulley on the pump with an appropriate power steering pulley installation tool (Fig. 11)
making sure it is flush with the end of the shaft.
Ensure the tool and pulley remain aligned with the
pump shaft.

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.

RESERVOIR
REMOVAL
(1) Drain and siphon the power steering fluid from
the reservoir.
(2) Remove the serpentine belt.
(3) Remove the power steering pump (Refer to 19 STEERING/PUMP - REMOVAL).
(4) Remove the reservoir mounting bolts.
(5) Remove the reservoir.
(6) Remove the rear bracket to the pump mounting
bolts.

INSTALLATION
(1) Install the reservoir bracket to the pump housing. Do not reuse the o-rings (install new
o-rings). Tighten bolts to 7 N·m (5 ft. lbs.).
NOTE: Ensure the reservoir is fully seated onto the
pump.

Fig. 11 PULLEY INSTALLATION
1 - POWER STEERING PUMP
2 - PULLEY
3 - POWER STEERING PUMP PULLEY INSTALLATION TOOL

(3) Install the power steering pump assembly,
(Refer to 19 - STEERING/PUMP - INSTALLATION).
(4) Run engine until warm (5 min.) and note any
belt chirp. If chirp exists, move pulley outward

(2) Install the reservoir to the bracket/pump body.
(3) Install the reservoir mounting bolts. Tighten
bolts to 7 N·m (5 ft. lbs.).
(4) Install the power steering pump (Refer to 19 STEERING/PUMP - INSTALLATION).
(5) Install the serpentine drive belt, (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
(6) Fill the power steering pump, (Refer to 19 STEERING/PUMP - STANDARD PROCEDURE).

TRANSMISSION AND TRANSFER CASE

21 - 1

TRANSMISSION AND TRANSFER CASE
TABLE OF CONTENTS
page
MANUAL TRANSMISSION - NV3500
..........1
MANUAL TRANSMISSION - NV4500 . . . . . . . . . . 42
MANUAL TRANSMISSION - NV5600 . . . . . . . . . . 87
AUTOMATIC TRANSMISSION - 46RE . . . . . . . . 129
AUTOMATIC TRANSMISSION - 48RE . . . . . . . . 310

page
AUTOMATIC TRANSMISSION - 45RFE/545RFE
TRANSFER CASE - NV241 GENII . . . . . . .
TRANSFER CASE - NV271 . . . . . . . . . . . .
TRANSFER CASE - NV243 . . . . . . . . . . . .
TRANSFER CASE - NV273 . . . . . . . . . . . .

.
.
.
.

.
.
.
.
.

. 488
. 591
. 623
. 658
. 687

MANUAL TRANSMISSION - NV3500
TABLE OF CONTENTS
page
MANUAL TRANSMISSION - NV3500
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
....
REMOVAL
.................
DISASSEMBLY . . . . . . . . . . . . . .

.
.
.
.
.

.1
.1
.3
.3
.4

MANUAL TRANSMISSION NV3500
DESCRIPTION
The transmission is a medium-duty 5-speed, constant mesh fully synchronized manual transmission
with fifth gear overdrive range. The transmission is
available in two and four-wheel drive configurations.
The transmission gear case consists of two aluminum
housings (Fig. 1). The clutch housing is an integral
part of the transmission front housing.
A combination of roller and ball bearings are used
to support the transmission shafts in the two housings. The transmission gears all rotate on caged type
needle bearings. A roller bearing is used between the
input and output shaft.
The transmission has a single shaft shift mechanism with three shift forks all mounted on the shaft.
The shaft is supported in the front and rear housings
by bushings and one linear ball bearing. Internal
shift components consist of the forks, shaft, shift
lever socket and detent components

OPERATION
The manual transmission receives power through the
clutch assembly from the engine. The clutch disc is

page
CLEANING . . . .
INSPECTION
..
ASSEMBLY . . . .
INSTALLATION .
SPECIFICATIONS
SPECIAL TOOLS

.
.
.
.

.
.
.
.
.
.

. 15
. 15
. 17
. 38
. 39
. 40

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.
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 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.

21 - 2

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)

Fig. 1 NV3500 TRANSMISSION

MANUAL TRANSMISSION - NV3500

21 - 3

MANUAL TRANSMISSION - NV3500 (Continued)

DIAGNOSIS AND TESTING
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill or an incorrect lubricant level check. 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.
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.

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 and bearing
damage.

REMOVAL
(1) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove shift boot bezel screws and slide boot
upward on shift lever extension.
(4) Remove shift lever extension from the shift
tower and lever assembly.
(5) Raise vehicle on hoist.
(6) Remove skid plate, if equipped.
(7) Drain lubricant if transmission will be disassembled for service.
(8) Mark propeller shaft/shafts and companion
flange yoke/yokes for installation reference and
remove propeller shaft/shafts.
(9) Disconnect harness from clips on transmission
housing.
(10) Remove transfer case linkage if equipped.
(11) Remove transfer case mounting nuts and
remove transfer case if equipped.
(12) Remove slave cylinder mounting nut and
remove cylinder (Fig. 2).

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.
Shift component damage or damaged clutch pressure plate or disc are additional probable causes of
increased shift effort. 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.

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.

Fig. 2 SLAVE CYLINDER
1 - MOUNTING NUTS
2 - SLAVE CYLINDER

21 - 4

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(13) Remove starter motor, structural dust cover,
dust shield and suspension crossmember (Fig. 3).

(19) Remove bolts attaching transmission to the
engine.
(20) Move transmission rearward until input shaft
is clear of clutch disc and pressure plate. Then lower
jack and remove transmission from under vehicle.

DISASSEMBLY
FRONT HOUSING
(1) Shift transmission into Neutral.
(2) If lubricant was not drained out of transmission during removal, remove drain plug and drain
lubricant.
(3) Inspect drain plug magnet for debris.
(4) Remove backup light switch located on passenger side of rear housing (Fig. 5).

Fig. 3 DUST COVER
1
2
3
4

DUST SHIELD
STARTER MOTOR
DUST COVER
CROSSMEMBER

(14) Remove exhaust pipe from the exhaust manifolds.
(15) Support engine with adjustable jack stand
and wood block.
(16) Support and secure transmission to a transmission jack with safety chains.
(17) Remove bolts from the rear transmission
mount.
(18) Remove the rear crossmember and transmission mount (Fig. 4).

Fig. 5 BACKUP LIGHT SWITCH
1 - BACKUP LIGHT SWITCH

(5) Remove shift tower bolts and remove tower and
lever assembly (Fig. 6).

Fig. 6 SHIFT TOWER
Fig. 4 CROSSMEMBER
1 - TRANSMISSION MOUNT
2 - CROSSMEMBER

1 - SHIFT TOWER
2 - SHIFT SOCKET
3 - SEAL

MANUAL TRANSMISSION - NV3500

21 - 5

MANUAL TRANSMISSION - NV3500 (Continued)
(6) Remove shift shaft lock bolt (Fig. 7) from the
top of front housing. The bolt secures the shift shaft
bushing and lever.

(8) Remove bearing retainer from input shaft (Fig.
9).

NOTE: This is a special bolt and can not be substituted with any other bolt.

Fig. 9 INPUT SHAFT BEARING RETAINER
1 - SHAFT BEARING
2 - BEARING RETAINER
3 - INPUT SHAFT

Fig. 7 SHAFT LOCK BOLT

(9) Remove input shaft snap ring (Fig. 10).

1 - SHIFT SHAFT LOCK BOLT
2 - SHAFT SOCKET

(7) Remove input shaft bearing retainer bolts from
the front housing, then carefully pry on the retainer
to break sealer bead loose (Fig. 8).

Fig. 10 INPUT SHAFT SNAP RING
1 - INPUT SHAFT SNAP RING
2 - OIL FEED

Fig. 8 BEARING RETAINER SEAL
1 - PRY TOOL
2 - INPUT SHAFT BEARING RETAINER

21 - 6

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(10) Remove shift shaft detent plug from the side
of the transmission with Remover 8117A. Attach fingers of the remover to the detent plug and push the
cup down till it contacts the trans. Then tighten the
nut till it pulls the plug from the case.
(11) Remove shift shaft detent plunger and spring
with a pencil magnet.
(12) Remove bolts that attach front housing to the
rear housing (Fig. 11). Three bolts at extreme rear of
housing are for the output shaft bearing retainer.
Leave one bolt in place until geartrain is ready to be
removed from case.

(13) Separate the housings (Fig. 12) by tapping the
front housing off alignment dowels with a plastic
hammer.

Fig. 12 FRONT HOUSING
1
2
3
4

FRONT HOUSING
REAR HOUSING
DOWELS (2)
PLASTIC MALLET

(14) Remove input shaft bearing and countershaft
front bearing race (Fig. 13).

Fig. 11 HOUSING & BEARING RETAINER BOLT
1
2
3
4

RETAINER BOLTS
HOUSING BOLTS
RETAINER BOLT
HOUSING BOLT LOCATIONS

Fig. 13 Input Shaft Bearing and Countershaft Front
Bearing Race
1 - INPUT SHAFT BEARING
2 - FRONT HOUSING
3 - COUNTERSHAFT FRONT BEARING

MANUAL TRANSMISSION - NV3500

21 - 7

MANUAL TRANSMISSION - NV3500 (Continued)
(15) Note position of input shaft, shift shaft, forks
and geartrain components in housing (Fig. 14).

Fig. 15 DETENT SPRING AND BALL
1 - SHAFT LEVER
2 - SPRING AND BALL
3 - MAGNET

Fig. 14 GEARTRAIN AND SHIFT COMPONENT
1
2
3
4
5
6
7
8
9

SHIFT SHAFT
BUSHING
REAR HOUSING
REVERSE IDLER AND SUPPORT
OUTPUT SHAFT AND GEARS
COUNTERSHAFT
1-2 FORK
INPUT SHAFT
3-4 FORK

SHIFT/FORK SHAFTS AND REVERSE IDLER
SEGMENT
(1) Place a shop towel over the shaft lever to contain the lever detent ball and spring.
(2) Rotate lever and bushing upward out of the
shift forks and catch ball and spring (Fig. 15).
(3) Unseat shift socket roll pin with Remover 6858.
Position remover on shift shaft and center tool over
the roll pin. Verify tool legs are firmly seated on the
shift socket (Fig. 16).
(4) Tilt socket toward the side of the case to avoid
trapping the pin between the gear teeth.
(5) Tighten remover to press the roll pin downward and out of the shift socket (Fig. 16).

Fig. 16 SHIFT SOCKET
1 - REMOVER
2 - SHIFT SOCKET

NOTE: Roll pin must only clear the shift shaft. Do
not push the pin into the geartrain.
(6) Drive out shift bushing and lever roll pin with
a hammer and punch (Fig. 17).
NOTE: Use proper size punch to avoid bending the
shift shaft.

Fig. 17 SHIFT SHAFT LEVER & BUSHING ROLL PIN
1 - PIN PUNCH
2 - BUSHING AND LEVER
3 - SHIFT SHAFT

21 - 8

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(7) Pull shift shaft straight out of rear housing,
shift socket, fifth-reverse fork and 1-2 fork (Fig. 18).

(10) Rotate 3-4 fork around synchro sleeve until
fork clears shift arms on 1-2 and fifth-reverse forks,
then remove 3-4 fork (Fig. 21).

Fig. 18 SHIFT SHAFT
1 - SHIFT SHAFT
2 - 3-4 FORK
3 - SHAFT DETENT NOTCHES

(8) Remove shift socket from rear housing (Fig. 19).

Fig. 21 3-4 SHIFT FORK
1 - 3-4 FORK
2 - 1-2 AND 5TH-REVERSE FORK ARMS
3 - 3-4 SYNCHRO SLEEVE

(11) Remove reverse idler shaft support bolt and
loosen rear reverse idler shaft bolt (Fig. 22).

Fig. 19 SHIFT SOCKET & ROLL PIN
1 - SHAFT BORE
2 - ROLL PIN
3 - SHIFT SOCKET

(9) Remove shaft lever and bushing (Fig. 20).

Fig. 22 REVERSE IDLER SHAFT & SUPPORT
1 - SUPPORT BOLT
2 - SHAFT BOLT

Fig. 20 SHIFT SHAFT LEVER & BUSHING
1 - SHAFT LEVER AND BUSHING
2 - 3-4 FORK

MANUAL TRANSMISSION - NV3500

21 - 9

MANUAL TRANSMISSION - NV3500 (Continued)
(12) Remove reverse idler shaft support segment
by sliding it straight out of housing.
(13) Support geartrain and rear housing on Fixture 6747 as follows:
(a) Adjust height of reverse idler pedestal rod
until the reverse idle shaft bottoms in Cup 8115.
(b) Position Adapters 6747-1A and 6747-2A on
Fixture 6747.
(c) Slide fixture tool onto input shaft, countershaft and idler gear (Fig. 23).
(d) Stand geartrain and rear housing upright on
fixture (Fig. 24). Have helper hold fixture tool in
place while housing and geartrain is being rotated
into upright position.

Fig. 24 GEARTRAIN & HOUSING ON FIXTURE
1 - INPUT SHAFT
2 - COUNTERSHAFT
3 - FIXTURE 6747

Fig. 23 FIXTURE ASSEMBLY
1
2
3
4
5

- FIXTURE 6747
- ADAPTER 6747-1A
- CUP ADAPTER 8115
- REVERSE IDLER PEDESTAL
- ADAPTER 6747-2A

(14) Remove rear bolt holding reverse idler shaft
in housing.

REAR HOUSING - 2WD
(1) On 2-wheel drive transmission, remove three
bolts that attach output shaft bearing retainer to
rear case (Fig. 25). Bolts are rear of shift tower opening.

Fig. 25 OUTPUT SHAFT
1 - OUTPUT SHAFT BEARING RETAINER BOLTS (THIRD BOLT
IS AT OPPOSITE SIDE OF CASE)

21 - 10

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(2) Tap rear housing upward and off output shaft
bearing with a plastic/rawhide hammer (Fig. 26).

Fig. 27 REAR HOUSING - 2WD
1 - REAR HOUSING
2 - SHIFT FORKS AND GEARTRAIN

Fig. 26 SEPARATE REAR HOUSING & OUTPUT
SHAFT BEARING
1 - REAR HOUSING
2 - MALLET
3 - FIXTURE

(3) Lift rear housing up and off geartrain (Fig. 27).
(4) Remove countershaft rear bearing from countershaft (Fig. 28).

Fig. 28 COUNTERSHAFT REAR BEARING
1 - COUNTERSHAFT REAR BEARING
2 - OUTPUT SHAFT
3 - COUNTER SHAFT

MANUAL TRANSMISSION - NV3500

21 - 11

MANUAL TRANSMISSION - NV3500 (Continued)

REAR ADAPTER HOUSING - 4WD
(1) Inserting screw from slide hammer (Fig. 29)
into one of the dimples in face of rear seal (Fig. 30)
and remove seal.

(2) Remove rear bearing snap ring from output
shaft (Fig. 31).

Fig. 31 REAR BEARING SNAP RING
Fig. 29 REAR SEAL
1 - SLIDE HAMMER
2 - REMOVER TOOL
3 - REAR SEAL

1 - HEAVY DUTY SNAP RING PLIERS
2 - REAR BEARING SNAP RING
3 - OUTPUT SHAFT

(3) Lift rear adapter housing upward and off
geartrain (Fig. 32).

Fig. 32 REAR ADAPTER HOUSING
1 - REAR ADAPTER HOUSING
2 - OUTPUT SHAFT

Fig. 30 REAR SEAL FACE
1 - DIMPLES
2 - SEAL FACE

21 - 12

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(4) Remove bearing retainer bolts and remove rear
bearing retainer and rear bearing (Fig. 33). Push or
tap bearing out of housing with a hammer handle if
needed.
NOTE: Housing must be replaced if race, bearing
bore or idler shaft notch are worn or damaged.

(1) Remove snap ring that secures 3-4 synchro hub
on output shaft.
(2) Position Bearing Splitter 1130 between second
and third gears and press off 3-4 synchro assembly,
third gear synchro ring and third gear with a shop
press.
(3) Remove third gear needle bearing (Fig. 34).

Fig. 34 THIRD GEAR NEEDLE BEARING
1 - THIRD GEAR NEEDLE BEARING

(4) Remove retaining ring that secures two-piece
thrust washer on shaft with a small pry tool (Fig.
35).

Fig. 33 REAR ADAPTER HOUSING COMPONENTS
1
2
3
4
5

BEARING RETAINER
RETAINER BOLTS (3)
IDLER SHAFT NOTCH
COUNTERSHAFT REAR BEARING RACE
REAR BEARING

GEARTRAIN FROM FIXTURE
(1) Remove reverse idler gear assembly from
assembly fixture cup.
(2) Remove 1-2 and fifth-reverse forks from synchro sleeves.
(3) Slide countershaft out of fixture tool.
(4) Remove output shaft bearing retainer from
rear surface of fifth gear (retainer will drop onto gear
after bolts are removed).
(5) Lift and remove output shaft and gears off
input shaft.
(6) Lift and remove input shaft, pilot bearing and
fourth gear synchro ring from the fixture.

OUTPUT SHAFT
NOTE: Synchronizer hubs and sleeves are different
and must not be mixed. Remove each synchronizer
unit as an assembly to avoid mixing parts. Mark
each synchro hub and sleeve with a scriber or paint
for correct assembly reference.

Fig. 35 THRUST WASHER
1 - PRY TOOL
2 - THRUST WASHER RETAINING RING

MANUAL TRANSMISSION - NV3500

21 - 13

MANUAL TRANSMISSION - NV3500 (Continued)
(5) Remove two-piece thrust washer (Fig. 36) and
note position of washer locating lugs in shaft notches
for installation reference.

Fig. 38 SECOND GEAR SYNCHRO RING & CONES

Fig. 36 TWO-PIECE THRUST WASHER
1 - SECOND GEAR
2 - THRUST WASHER (2-PIECE)
3 - WASHER LOCATING LUG

1
2
3
4
5

1-2 SYNCHRO HUB AND SLEEVE
INTERM RING
SYNCHRO FRICTION CONE
SYNCHRO CONE
SYNCHRO RING

(6) Remove second gear and needle bearing (Fig.
37).

Fig. 39 HUB SLEEVE & 1-2 SYNCHRO
1 - 1-2 SYNCHRO HUB AND SLEEVE
2 - BEARING SPLITTER 1130

Fig. 37 SECOND GEAR
1 - SECOND GEAR
2 - SECOND GEAR NEEDLE BEARING

(7) Remove second gear synchro ring, synchro friction cone, synchro cone and interm ring (Fig. 38).
(8) Remove 1-2 synchro hub snap ring.
(9) Position Bearing Splitter 1130 between first
and reverse gear. Press off 1-2 synchro hub, sleeve
and first gear from output shaft with shop press (Fig.
39).
(10) Remove first gear needle bearing (Fig. 40).

Fig. 40 FIRST GEAR NEEDLE BEARING
1 - FIRST GEAR NEEDLE BEARING

21 - 14

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(11) Remove output shaft bearing snap ring (Fig. 41).

(15) Remove fifth-reverse synchro hub snap ring
(Fig. 44).

Fig. 41 OUTPUT SHAFT BEARING SNAP RING
1 - OUTPUT SHAFT BEARING
2 - BEARING SNAP RING
3 - SNAP RING PLIERS

(12) On 2-wheel drive models, remove output shaft
bearing.
(13) Remove fifth gear (Fig. 42).

Fig. 44 FIFTH-REVERSE SYNCHRO HUB SNAP
RING
1 - FIFTH-REVERSE SYNCHRO HUB AND SLEEVE
2 - SYNCHRO HUB SNAP RING
3 - SNAP RING PLIERS

(16) Remove fifth-reverse synchro hub and sleeve
with shop press (Fig. 45).

Fig. 42 FIFTH GEAR
1 - FIFTH GEAR AND SYNCHRO RING

(14) Remove fifth gear needle bearing. Spread bearing
just enough to clear shoulder on output shaft (Fig. 43).

Fig. 45 FIFTH-REVERSE SYNCHRO

Fig. 43 FIFTH GEAR NEEDLE BEARING
1 - FIFTH GEAR NEEDLE BEARING

1
2
3
4

PRESS
FIFTH-REVERSE SYNCHRO HUB AND SLEEVE
REVERSE GEAR
OUTPUT SHAFT

MANUAL TRANSMISSION - NV3500

21 - 15

MANUAL TRANSMISSION - NV3500 (Continued)
(17) Remove reverse gear and needle bearing (Fig.
46).

INSPECTION
SHIFT LEVER ASSEMBLY
The shift lever assembly is not serviceable. Replace
the lever and shift tower as an assembly if the tower,
lever, lever ball or internal components are worn or
damaged.

SHIFT SHAFT AND FORKS

Fig. 46 REVERSE GEAR & NEEDLE BEARING
1 - REVERSE GEAR AND NEEDLE BEARING

REVERSE IDLER
(1)
(2)
plate
(3)

Remove idler gear snap rings (Fig. 47).
Remove thrust washer, wave washer, thrust
and idler gear from shaft.
Remove idler gear needle bearing from shaft.

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.

Inspect the shift fork interlock arms and synchro
sleeve contact surfaces (Fig. 48). Replace any fork
exhibiting wear or damage in these areas. Do not
attempt to salvage shift forks.
Check condition of the shift shaft detent plunger
and spring. The plunger should be smooth and free of
nicks or scores. The plunger spring should be
straight and not collapsed, or distorted. Minor
scratches or nicks on the plunger can be smoothed
with 320/400 grit emery soaked in oil. Replace the
plunger and spring if in doubt about condition. Check
condition of detent plunger bushings. Replace if damaged.
Inspect shift shaft, shift shaft bushing, bearing,
shaft lever and lever bushing that fits over the lever.
Replace shaft if bent, cracked or severely scored.
Minor burrs, nicks or scratches can be smoothed off
with 320/400 grit emery cloth followed by polishing
with crocus cloth. Replace the shift shaft bushing or
bearing if damaged.
Replace the shaft lever and bushing if either part
is deformed, or worn. Do not attempt to salvage these
parts as shift fork binding will occur. Replace the roll
pin that secures the lever to the shaft.

Fig. 47 Reverse Idler Components
1
2
3
4
5

SNAP RING
FLAT WASHER
WAVE WASHER
THRUST WASHER
REVERSE IDLER GEAR

6 - IDLER GEAR BEARING
7 - IDLER SHAFT
8 - THRUST WASHER
9 - SNAP RING
10 - THRUST WASHER LOCKBALLS

21 - 16

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)

Fig. 48 Shift Forks And Shaft
1 - SHIFT SHAFT
2 - SHAFT LEVER
3 - SHAFT LEVER BUSHING

FRONT/REAR HOUSINGS AND BEARING
RETAINERS
Inspect the housings carefully. Look for cracks,
stripped threads, scored mating surfaces, damaged
bearing bores or worn dowel pin holes. Minor nicks
on mating surfaces can be dressed off with a fine file
or emery cloth. Damaged threads can be renewed by
either re-tapping or installing Helicoil inserts.
NOTE: The front housing contains the countershaft
front bearing race. The rear housing contains the
countershaft rear bearing race. These components
are NOT serviceable items. The front housing will
have to be replaced if the countershaft bearing race
is loose, worn or damaged. The rear housing will
have to be replaced if the countershaft rear bearing
race is loose, worn or damaged.
Inspect the input shaft bearing retainer. Be sure
the release bearing slide surface of the retainer is in
good condition. Minor nicks on the surface can be
smoothed off with 320/420 grit emery cloth and final
polished with oil coated crocus cloth. Replace the
retainer seal if necessary.
Inspect output shaft bearing retainer, the
U-shaped retainer must be flat and free of distortion.
Replace the retainer if the threads are damaged or if
the retainer is bent or cracked.

4 - 3-4 SHIFT FORK
5 - 1-2 SHIFT FORK
6 - FIFTH-REVERSE SHIFT FORK

COUNTERSHAFT BEARINGS AND RACES
The countershaft bearings and races are machine
lapped during manufacture to form matched sets.
The bearings and races should not be interchanged.
NOTE: The bearing races are a permanent press fit
in the housings and are NOT serviceable. If a bearing race becomes damaged, the front or rear housing must be replaced. A new countershaft bearing
will be supplied with each new housing for service
use.

REVERSE IDLER COMPONENTS
Inspect the idler gear, bearing, shaft, thrust
washer, wave washer and thrust plate. Replace the
bearing if any of the needle bearing rollers are worn,
chipped, cracked, flat-spotted or brinnelled. Also
replace the bearing if the plastic bearing cage is
damaged or distorted.
Replace thrust washer, wave washer or thrust
plate if cracked, chipped or worn. Replace idler gear
if the teeth are chipped, cracked or worn thin.
Replace shaft if worn, scored or the bolt threads are
damaged beyond repair. Replace support segment if
cracked or chipped and replace the idler attaching
bolts if the threads are damaged.

MANUAL TRANSMISSION - NV3500

21 - 17

MANUAL TRANSMISSION - NV3500 (Continued)

Shift Socket
Inspect the shift socket for wear or damage.
Replace the socket if the roll pin or shift shaft bores
are damaged. Minor nicks in the shift lever ball seat
in the socket can be smoothed down with 400 grit
emery or wet/dry paper. Replace the socket if the ball
seat is worn or cracked. Do not reuse the original
shift socket roll pin. Install a new pin during assembly. The socket roll pin is approximately 33 mm
(1-1/4 in.) long.

Output Shaft And Geartrain
Inspect all gears for worn, cracked, chipped or broken teeth. Also check condition of the bearing bore in
each gear. The bores should be smooth and free of
surface damage. Discoloration of the gear bores is a
normal occurrence and is not a reason for replacement. Replace gears only when tooth damage has
occurred or if the bores are brinnelled or severely
scored.
Inspect the shaft splines and bearings surfaces.
Minor nicks on the bearing surfaces can be smoothed
with 320/420 grit emery and final polished with crocus cloth. Replace the shaft if the splines are damaged or bearing surfaces are deeply scored, worn or
brinnelled.

Fig. 49 SYNCHRONIZER COMPONENTS
1
2
3
4
5
6

SLEEVE
HUB SHOULDER
SPRING (3)
STRUT (3)
DETENT BALL (3)
HUB

ASSEMBLY

OUTPUT SHAFT

NOTE: Sealers are used at all case joints. Use
Mopar Gasket Maker or equivalent for all case joints
and Mopar silicone sealer or equivalent for the
input shaft bearing retainer.

NOTE: Lubricate shaft, gears, bearings and
immerse each synchro ring with recommended
lubricant during assembly. Petroleum jelly can be
used to hold parts in place.

SYNCHRONIZER

(1) Install reverse gear needle bearing up against
shoulder on output shaft (Fig. 50).

(1) Slide sleeve onto the hub, leaving enough room
to install the spring in the hub and strut in the hub
groove.
(2) Install first spring in the hub, then install a
strut over the spring. Verify spring is seated in the
spring bore in the strut.
(3) Slide sleeve onto the hub far enough to hold
the first strut and spring in place.
(4) Place detent ball in the top of the strut, then
press the ball into place with a small screwdriver.
Work the sleeve over the ball to hold it in place.
(5) Repeat procedure for the remaining springs,
struts and balls. Use tape or rubber bands to temporarily secure each strut and ball as they are
installed.
(6) Verify the synchro three springs, struts and
detent balls are all in place (Fig. 49).

Fig. 50 REVERSE GEAR BEARING
1 - REVERSE GEAR BEARING
2 - SHOULDER

21 - 18

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(2) Install reverse gear over needle bearing (Fig.
51).

Fig. 51 REVERSE GEAR
1 - REVERSE GEAR

(3) Install brass synchro ring on reverse gear (Fig.
52).

Fig. 53 FIFTH/REVERSE SYNCHRO ASSEMBLY
1
2
3
4
5
6
7

SPACER
PRESS RAM
REVERSE GEAR
FIFTH-REVERSE SYNCHRO ASSEMBLY
REMOVER 6310-1
PRESS BLOCKS
OUTPUT SHAFT

Fig. 52 REVERSE GEAR SYNCHRO
1 - REVERSE GEAR
2 - SYNCHRO RING

(4) Start fifth-reverse synchro assembly on output
shaft splines by hand. Then seat synchro onto shaft
with shop press and Remover 6310-1 (Fig. 53).
CAUTION: One side of the hub has shoulders
around the hub bore, this side faces the front of the
shaft. One side of the sleeve is tapered the tapered
side faces the front of the shaft.
(5) Install new fifth-reverse hub snap ring (Fig.
54). Verify snap ring is seated in the groove.

Fig. 54 FIFTH/REVERSE SYNCHRO HUB SNAP RING
1
2
3
4

FIFTH-REVERSE SYNCHRO ASSEMBLY
SNAP RING
PRESS BED
PRESS BLOCKS

MANUAL TRANSMISSION - NV3500

21 - 19

MANUAL TRANSMISSION - NV3500 (Continued)
(6) Install fifth gear synchro ring in synchro hub
and sleeve (Fig. 55).

(8) Install fifth gear on shaft and onto bearing
(Fig. 57).

Fig. 57 FIFTH GEAR

Fig. 55 FIFTH GEAR SYNCHRO RING
1 - FIFTH-SPEED SYNCHRO RING
2 - FIFTH-REVERSE SYNCHRO ASSEMBLY

(7) Install fifth gear bearing. Spread bearing only
enough to clear shoulder on output shaft (Fig. 56).
Verify bearing is properly seated.

1 - FIFTH GEAR
2 - BEARING

(9) Invert output shaft and set the shaft in Collar
6310-1 so fifth gear is seated on the tool (Fig. 58).
(10) Install first gear bearing on output shaft (Fig.
58). Verify bearing is seated on shaft shoulder and is
properly joined.

Fig. 56 FIFTH GEAR BEARING
1 - SHAFT SHOULDER
2 - FIFTH GEAR BEARING

Fig. 58 FIRST GEAR
1
2
3
4

FIRST GEAR BEARING
SHAFT SHOULDER
COLLAR
PRESS BLOCKS

21 - 20

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(11) Install first gear on shaft and over bearing
(Fig. 59) with bearing synchro cone facing up.

Fig. 61 STARTING 1-2 SYNCHRO
Fig. 59 FIRST GEAR

1 - 1-2 SYNCHRO ASSEMBLY
2 - COLLAR
3 - FIRST GEAR SIDE

1 - FIRST GEAR
2 - COLLAR
3 - BEARING

(12) Install first gear synchro ring (Fig. 60).

Fig. 60 FIRST GEAR SYNCHRO RING
1 - FIRST GEAR SYNCHRO RING
2 - COLLAR
3 - FIRST GEAR

(13) Start 1-2 synchro assembly on shaft by hand
(Fig. 61).
CAUTION: One side of the synchro sleeve is
marked First Gear Side, this side must face first
gear.
(14) Press 1-2 synchro onto output shaft using
suitable size pipe and shop press (Fig. 62).
CAUTION: Keep synchro ring and sleeve aligned as
the hub is being pressed onto the shaft. The synchro ring can be cracked if it becomes misaligned.

Fig. 62 1-2 SYNCHRO ON OUTPUT SHAFT
1
2
3
4
5

PIPE TOOL
SYNCHRO RING
COLLAR
1-2 SYNCHRO ASSEMBLY
PRESS RAM

MANUAL TRANSMISSION - NV3500

21 - 21

MANUAL TRANSMISSION - NV3500 (Continued)
(15) Install interm ring.
(16) Install new 1-2 synchro hub snap ring (Fig.
63). Verify snap ring is seated in shaft groove.

Fig. 63 1-2 SYNCHRO HUB SNAP RING
1 - 1-2 SYNCHRO
2 - COLLAR
3 - SYNCHRO SNAP RING

(17) Install second gear synchro ring in 1-2 synchro hub and sleeve (Fig. 64). Verify synchro ring is
seated in sleeve.
(18) Install synchro friction cone and synchro cone
in synchro ring.

(19) Install second gear needle bearing on shaft
(Fig. 65).

Fig. 65 SECOND GEAR BEARING
1 - SECOND GEAR BEARING
2 - COLLAR

(20) Install second gear onto shaft and bearing
(Fig. 66). Verify second gear is seated on synchro
components.

Fig. 66 SECOND GEAR

Fig. 64 SECOND GEAR SYNCHRO RING
1 - SECOND GEAR SYNCHRO RING
2 - 1-2 SYNCHRO
3 - COLLAR

1
2
3
4

COLLAR
1-2 SYNCHRO ASSEMBLY
BEARING
SECOND GEAR

21 - 22

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(21) Install two-piece thrust washer with halves
seated in the shaft groove and washer lugs seated in
shaft lug bores (Fig. 67). Verify i.d. grooves and
markings noted during removal are facing the correct
direction.

Fig. 68 RETAINING RING
1
2
3
4

THRUST WASHER RETAINING RING
THRUST WASHER HALVES
SECOND GEAR
LOCATING DIMPLE

Fig. 67 TWO-PIECE THRUST WASHER
1
2
3
4
5
6

WASHER GROOVE IN SHAFT
LUG BORE
THRUST WASHER LUGS
LUG BORE
LUG
WASHER HALF

(22) Start retaining ring around two-piece thrust
washer (Fig. 68). Verify locating dimple is between
thrust washer halves.
(23) Seat thrust washer retaining ring with plastic
mallet (Fig. 69).

Fig. 69 THRUST RETAINER
1 - PLASTIC MALLET
2 - THRUST WASHER RETAINING RING

MANUAL TRANSMISSION - NV3500

21 - 23

MANUAL TRANSMISSION - NV3500 (Continued)
(24) Install third gear needle bearing on shaft (Fig.
70).

(26) Install third speed synchro ring on third gear
(Fig. 72).

Fig. 72 THIRD GEAR SYNCHRO RING
Fig. 70 THIRD GEAR BEARING
1 - THIRD GEAR BEARING

(25) Install third gear on shaft and bearing (Fig.
71).

1 - THIRD SPEED SYNCHRO RING
2 - THIRD GEAR

(27) Start 3-4 synchro hub on output shaft splines
by hand (Fig. 73).
CAUTION: The 3-4 synchro hub and sleeve can be
installed backwards if care is not exercised. One
side of the sleeve has grooves in it, this side must
faces the front of the shaft.

Fig. 71 THIRD GEAR
1 - THIRD GEAR
2 - BEARING

Fig. 73 3-4 SYNCHRO HUB ON OUTPUT SHAFT
1 - GROOVED SIDE OF SLEEVE
2 - 3-4 SYNCHRO ASSEMBLY

21 - 24

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(28) Press 3-4 synchro assembly onto output shaft
with shop press and suitable size pipe (Fig. 74).
NOTE: Tool presses on hub must be as close to
output shaft as possible but not contacting the
shaft splines.

(30) Install output shaft bearing.
(31) Install output shaft bearing snap ring with
heavy duty snap ring pliers (Fig. 76). Verify snap
ring is seated in shaft groove.
NOTE: Spread snap ring only enough to install it.

Fig. 76 OUTPUT SHAFT BEARING SNAP
1 - BEARING SNAP RING
2 - HEAVY DUTY SNAP RING PLIERS

Fig. 74 3-4 SYNCHRO ON OUTPUT SHAFT
1
2
3
4

PRESS RAM
PIPE TOOL
3-4 SYNCHRO
THIRD SPEED SYNCHRO RING

(29) Install new 3-4 synchro hub snap ring (Fig.
75). Verify snap ring is seated in groove.

Fig. 75 3-4 SYNCHRO HUB SNAP RING
1 - 3-4 SYNCHRO HUB SNAP RING
2 - HEAVY DUTY SNAP RING PLIERS

(32) Verify position of synchro sleeves before proceeding (Fig. 77). Grooved side of 3-4 sleeve must
face forward. First gear side of 1-2 sleeve must face
first gear. Tapered side of fifth-reverse sleeve must
face forward.

REVERSE IDLER ASSEMBLY
(1) Lubricate idler components with gear lube.
(2) Slide idler gear bearing on shaft (Fig. 78).
Bearing fits either way on shaft.
(3) Slide gear onto shaft. Side of gear with recess
goes to rear (Fig. 78).
(4) Place first lock ball in dimple at rear end of
idler shaft (Fig. 78). Petroleum jelly can be used to
hold ball in place if desired.
(5) Slide thrust rear thrust washer onto shaft and
over lock ball (Fig. 79).
(6) Install snap ring in groove at rear of shaft (Fig.
79).

MANUAL TRANSMISSION - NV3500

21 - 25

MANUAL TRANSMISSION - NV3500 (Continued)

Fig. 77 SYNCHRO SLEEVE LOCATIONS
1
2
3
4

DOUBLE GROOVE FORWARD
GROOVE FORWARD
FIRST GEAR SIDE MARKING TOWARD FIRST GEAR
TAPER FORWARD

5
6
7
8

GROOVE FORWARD
5TH-REV SYNCHRO SLEEVE
1-2 SYNCHRO SLEEVE
3-4 SYNCHRO SLEEVE

Fig. 78 IDLER GEAR & BEARING
1
2
3
4

IDLER GEAR
BEARING
LOCK BALL
REAR OF SHAFT

Fig. 79 IDLER GEAR REAR THRUST WASHER
1 - LOCK BALL
2 - SNAP RING GROOVE
3 - THRUST WASHER

21 - 26

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(7) Install lock ball in dimple at front of shaft.
Hold ball in place with petroleum jelly if desired.
(8) Install front thrust washer on shaft and slide
washer up against gear and over lock ball (Fig. 80).
(9) Install wave washer, flat washer and remaining snap ring on idler shaft (Fig. 80). Verify snap
ring is seated.

(c) Attach a slide hammer or suitable puller to
the bolt and remove bushing.
(d) Use the short end of Installer 8119 to install
the new bushing.
(e) Bushing is correctly installed if flush with
the transmission case.
(3) If necessary, the shift shaft bearing can be
replaced as follows:
(a) Locate a bolt that will thread into the bearing without great effort.
(b) Thread the bolt into the bearing as much as
possible.
(c) Attach a slide hammer or suitable puller to
the bolt and remove the bearing.
(d) Use the short end of Installer 8119 to install
the new bearing.
(e) Bearing is correctly installed if flush with the
transmission case.
(4) Inspect detent plunger bushings for damage.
NOTE: The detent plunger bushings are installed to
a specific depth. The space between the two bushings when correctly installed contain an oil feed
hole. Do not attempt to install the bushings with
anything other than the specified tool or this oil
hole may become restricted.

Fig. 80 IDLER GEAR & SHAFT ASSEMBLY
1
2
3
4
5
6
7
8

REAR OF SHAFT
GEAR
THRUST WASHER AND BALL
WAVE WASHER
FLAT WASHER
FRONT OF SHAFT
SNAP RING
SNAP RING

SHIFT SHAFT AND DETENT PLUNGER BUSHINGS/
BEARINGS
(1) Inspect shift shaft bushing and bearing for
damage.
(2) If necessary, the shift shaft bushing can be
replaced as follows:
(a) Locate a bolt that will thread into the bushing without great effort.
(b) Thread the bolt into the bushing, allowing
the bolt to make its own threads in the bushing.

(5) If necessary, the detent plunger bushings can
be replaced as follows:
(a) Using the long end of Installer 8119, drive
the detent bushings through the outer case and
into the shift shaft bore.
(b) Remove the bushings from the shift shaft
bore.
(c) Install a new detent plunger bushing on the
long end of Installer 8118.
(d) Start bushing in the detent plunger bore in
the case.
(e) Drive bushing into the bore until the tool
contacts the transmission case.
(f) Install a new detent plunger bushing on the
short end of Installer 8118.
(g) Start the bushing in the detent plunger bore
in the case.
(h) Drive bushing into the bore until the tool
contacts the transmission case.

MANUAL TRANSMISSION - NV3500

21 - 27

MANUAL TRANSMISSION - NV3500 (Continued)

GEARTRAIN ASSEMBLY
(1) Install Adapter 6747-1A on input shaft hub of
Fixture 6747 (Fig. 81). Then install Adapter 6747-2A
on front bearing hub of countershaft. Be sure the
shoulder is seated against the countershaft.

(4) Install fourth gear synchro ring on input shaft
(Fig. 83).

Fig. 83 FOURTH GEAR SYNCHRO
1 - FOURTH GEAR SYNCHRO RING
2 - INPUT SHAFT

(5) Adjust height of idler gear pedestal on fixture
(Fig. 84). Start with a basic height of 18.4 cm (7-1/4
in.). Final adjustment can be made after gear is positioned on pedestal.

Fig. 81 FIXTURE FOR GEARTRAIN BUILD-UP
1
2
3
4

- ADAPTER 6747-2A
- CUP 8115
- ADAPTER 6747-1A
- FIXTURE 6747

(2) Install input shaft in fixture tool with Adapter Tool
6747-1A positioned under the shaft as shown (Fig. 82).
(3) Install pilot bearing in input shaft (Fig. 82).
NOTE: The side of the pilot bearing with the small
diameter goes toward the input shaft.

Fig. 84 IDLER PEDESTAL BASE HEIGHT
1 - REVERSE IDLER PEDESTAL

Fig. 82 PILOT BEARING & INPUT SHAFT
1 - PILOT BEARING
2 - INPUT SHAFT

21 - 28

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(6) Install assembled output shaft and geartrain in
input shaft (Fig. 85). Carefully rotate output shaft
until the 3-4 synchro ring seats in synchro hub and
sleeve.

Fig. 86 COUNTERSHAFT ON FIXTURE
1 - OUTPUT SHAFT AND GEARTRAIN
2 - COUNTERSHAFT (SLIDE INTO PLACE ON FIXTURE TOOL)

Fig. 85 OUTPUT SHAFT, GEARTRAIN & INPUT
SHAFT
1 - OUTPUT SHAFT AND GEARTRAIN
2 - INPUT SHAFT
3 - FIXTURE 6747

(7) Install Adapter 6747-2A on front bearing hub of
countershaft, if not previously done. The shoulder
goes toward the countershaft.
(8) Slide countershaft (and adapter) into fixture
slot. Verify countershaft and output shaft gears are
fully meshed with the mainshaft gears before proceeding (Fig. 86).
(9) Check alignment of countershaft and output
shaft gear teeth. Gears may not align perfectly a difference in height of 1.57 to 3.18 mm (1/16 to 1/8 in.)
will probably exist. This will not interfere with
assembly. If difference is greater than this, the countershaft adapter tool is probably upside down.
(10) Position reverse idler in support cup of fixture
(Fig. 87). Verify idler gear is properly meshed and
aligned with shaft gear teeth and that bolt holes are
facing out from the geartrain. Adjust pedestal up or
down if necessary and verify short end of idler shaft
is facing up as shown.

Fig. 87 REVERSE IDLER ASSEMBLY ON FIXTURE
1
2
3
4

OUTPUT SHAFT AND GEARTRAIN
COUNTERSHAFT
REVERSE IDLER ASSEMBLY
PEDESTAL

MANUAL TRANSMISSION - NV3500

21 - 29

MANUAL TRANSMISSION - NV3500 (Continued)
(11) On 2-wheel drive transmission, thread one
Alignment Pin 8120 in center or passenger side hole
of output shaft bearing retainer. Then position
retainer on fifth gear as shown (Fig. 88).

Fig. 90 SHIFT FORKS IN SYNCHRO
1 - SYNCHRO SLEEVES
2 - FORK ARMS
3 - SHIFT FORKS

Fig. 88 ALIGN OUTPUT SHAFT BEARING RETAINER
1 - ALIGNMENT PIN
2 - OUTPUT SHAFT BEARING RETAINER

(12) Assemble 1-2 and fifth reverse-shift forks (Fig.
89). Arm of fifth-reverse fork goes through slot in 1-2
fork.

REAR HOUSING - 2WD
NOTE: Transmission shift components must be in
Neutral position to prevent damaging the synchro
and shift components when installing the housings.
(1) Drive adapter housing alignment dowels back
into housing until dowels are flush with mounting
surface (Fig. 91).

Fig. 89 1-2 & FIFTH-REVERSE SHIFT FORKS
1 - 1-2 FORK
2 - 1-2 FORK ARM
3 - FIFTH-REVERSE FORK

(13) Install assembled shift forks in synchro
sleeves and verify forks are seated in sleeves (Fig.
90).

Fig. 91 REAR HOUSING DOWELS
1 - HOUSING ALIGNMENT DOWELS
2 - REAR HOUSING
3 - DOWEL FLUSH WITH SURFACE

21 - 30

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(2) Apply liberal quantity of petroleum jelly to
countershaft rear bearing and bearing race.
(3) Install countershaft rear bearing in bearing
race (Fig. 92).

Fig. 93 COUNTERSHAFT BEARING
1 - SHIFT SHAFT BUSHING/BEARING
2 - COUNTERSHAFT REAR BEARING

Fig. 92 COUNTERSHAFT REAR BEARING
1
2
3
4

COUNTERSHAFT REAR BEARING
REAR BEARING RACE
REAR HOUSING
PETROLEUM JELLY

NOTE: Large diameter side of the roller retainer
faces the countershaft and the small diameter side
faces the race and housing (Fig. 93).
(4) Apply extra petroleum jelly to hold countershaft rear bearing in place when housing is installed.
(5) Apply light coat of petroleum jelly to shift shaft
bushing/bearing in rear housing (Fig. 93).
(6) Reach into countershaft rear bearing with finger and push each bearing roller outward against the
race. Then apply extra petroleum jelly to hold rollers
in place during housing installation.
(7) Install rear housing onto geartrain (Fig. 94)
and verify bearing retainer pilot stud is in correct
bolt hole in housing. Verify countershaft and output
shaft bearings are aligned in housing and on countershaft.
NOTE: It may be necessary to lift upward on countershaft slightly to ensure that the countershaft rear
bearing engages to the countershaft before the rear
output shaft bearing engages the housing.

Fig. 94 REAR HOUSING
1 - REAR HOUSING
2 - SHIFT FORKS AND GEARTRAIN

(8) Seat rear housing on output shaft rear bearing
and countershaft by tapping the housing with a plastic mallet.

MANUAL TRANSMISSION - NV3500

21 - 31

MANUAL TRANSMISSION - NV3500 (Continued)
(9) Apply Mopar Gasket Maker or equivalent to
housing bolt threads, bolt shanks and under bolt
heads (Fig. 95).

ADAPTER HOUSING - 4WD
NOTE: Transmission shift components must be in
Neutral to prevents damaging to the synchro and
shift components when installing the housings.
(1) Install rear bearing in adapter housing. Use
wood hammer handle or wood dowel to tap bearing
into place.
(2) Position rear bearing retainer in adapter housing (Fig. 97).

Fig. 95 HOUSING BOLTS
1 - GASKET MAKER
2 - RETAINER AND HOUSING BOLTS
3 - APPLY SEALER TO UNDERSIDE OF BOLT HEAD, SHANK
AND THREADS

(10) Start first two bolts in retainer (Fig. 96). It
may be necessary to move retainer rearward (with
pilot stud) in order to start bolts in retainer.
(11) Remove Alignment Pin 8120 and install last
retainer bolt (Fig. 96).
(12) Tighten retainer bolts to 30-35 N·m (22-26 ft.
lbs.).

Fig. 97 ADAPTER HOUSING
1
2
3
4
5

BEARING RETAINER
RETAINER BOLT
IDLER SHAFT NOTCH
COUNTERSHAFT BEARING RACE
REAR BEARING

(3) Apply Mopar Gasket Maker or equivalent to
threads, bolt shanks and under hex heads of bearing
retainer bolts (Fig. 95).
(4) Apply liberal quantity of petroleum jelly to
countershaft rear bearing and bearing race.
(5) Install countershaft rear bearing in bearing
race (Fig. 93).

Fig. 96 Alitgnment Pin And Retainer Bolts
1 - BEARING RETAINER BOLT
2 - ALIGNMENT PIN

NOTE: Large diameter side of the roller retainer
faces the countershaft and the small diameter side
faces the race and housing (Fig. 93).
(6) Apply extra petroleum jelly to hold countershaft rear bearing in place when housing is installed.
(7) Apply light coat of petroleum jelly to shift shaft
bushing/bearing in adapter housing (Fig. 93).

21 - 32

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(8) Install adapter housing on geartrain.
(9) Install rear bearing snap ring on output shaft
(Fig. 98).

SHIFT SHAFT, SHAFT LEVER AND BUSHING AND
SHIFT SOCKET
(1) Verify all synchro sleeves are in Neutral position (centered on hub).
CAUTION: Transmission synchros must all be in
Neutral position to prevent damaging the housings,
shift forks and gears while installing the housings.
(2) Install 3-4 shift fork in synchro sleeve (Fig.
100). Verify groove in fork arm is aligned with
grooves in 1-2 and fifth-reverse fork arms as shown.

Fig. 98 REAR BEARING SNAP RING
1 - SNAP RING PLIERS
2 - SNAP RING
3 - OUTPUT SHAFT

(10) Lubricate lip of new rear seal (Fig. 99) with
Mopar Door Ease, or transmission fluid.
(11) Install new rear seal in adapter housing bore
with Installer C-3860-A. Verify seal is seated in housing bore (Fig. 99).

Fig. 100 3-4 SHIFT FORK
1 - 3-4 FORK
2 - ALIGN GROOVES IN FORK ARMS

(3) Slide shift shaft through 3-4 shift fork (Fig.
101).

Fig. 99 ADAPTER HOUSING REAR SEAL
1 - REAR SEAL
2 - SEAL LIP
3 - OUTPUT SHAFT

Fig. 101 SHIFT SHAFT
1 - SHIFT SHAFT
2 - 3-4 FORK
3 - SHAFT DETENT NOTCHES

MANUAL TRANSMISSION - NV3500

21 - 33

MANUAL TRANSMISSION - NV3500 (Continued)
(4) Assemble shift shaft shift lever and bushing
(Fig. 102). Verify slot in bushing is facing up and roll
pin hole for lever is aligned with hole in shaft.

Fig. 104 SHAFT LEVER OPENING
1 - SHIFT SHAFT

Fig. 102 SHIFT SHAFT LEVER AND BUSHING
1 - SHAFT LEVER
2 - LEVER BUSHING
3 - BUSHING LOCK PIN SLOT

(5) Install assembled lever and bushing on shift
shaft (Fig. 103).

Fig. 105 SHIFT SOCKET
1 - SHIFT SOCKET
2 - SHIFT SHAFT

Fig. 103 SHIFT SHAFT LEVER AND BUSHING

mission will have to be disassembled again to correct shaft alignment.
(9) Select correct new roll pin for shift shaft lever
(Fig. 106). Shaft lever roll pin is approximately 22
mm (7/8 in.) long. Shift socket roll pin is approximately 33 mm (1-1/4 in.) long.

1 - SHIFT SHAFT
2 - SHAFT LEVER AND BUSHING
3 - 3-4 FORK

(6) Slide shift shaft through 1-2 and fifth-reverse
fork and into shift lever opening in rear housing (Fig.
104).
(7) Align shift socket with shaft and slide shaft
through socket and into shift shaft bearing in rear
housing (Fig. 105).
(8) Rotate shift shaft so detent notches in shaft are
facing the TOP of the transmission housing.
CAUTION: Both shaft roll pins can be installed
when the shaft is 180° off. If this occurs, the trans-

Fig. 106 ROLL PIN IDENTIFICATION
1 - SHAFT LEVER ROLL PIN
2 - SHIFT SOCKET ROLL PIN

21 - 34

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(10) Align roll pin holes in shift shaft, lever and
bushing. Then start roll pin into shaft lever by hand
(Fig. 107).

(13) Align roll pin holes in shift socket and shift
shaft. Then start roll pin into shift shaft by hand
(Fig. 109).

Fig. 107 SHIFT SHAFT ROLL PIN
1 - SHAFT LEVER ROLL PIN
2 - LEVER AND BUSHING

(11) Seat shaft lever roll pin with pin punch (Fig.
108).
CAUTION: Shaft lever roll pin must be flush with
the surface of the lever. The lever bushing will bind
on the roll pin if the pin is not seated flush.

Fig. 109 SHIFT SOCKET ROLL PIN
1 - ROLL PIN
2 - SHIFT SOCKET
3 - SHIFT SHAFT

(14) Seat roll pin in shift socket with pin punch.
Roll pin must be flush with socket after installation
(Fig. 110).

(12) Verify that lock pin slot in lever bushing is
positioned as shown (Fig. 108).

Fig. 108 SHIFT SHAFT/LEVER ROLL PIN
1 - BUSHING LOCK PIN SLOT
2 - SEAT ROLL PIN FLUSH WITH LEVER

Fig. 110 SEAT SHIFT SOCKET
1
2
3
4

PIN PUNCH
SHIFT SOCKET
SEAT ROLL PIN FLUSH
SHIFT SOCKET

MANUAL TRANSMISSION - NV3500

21 - 35

MANUAL TRANSMISSION - NV3500 (Continued)
(15) Verify that notches in shift fork arms are
aligned (Fig. 111). Realign arms if necessary.

and use plastic mallet to seat bearing. Bearing goes
in from front side of housing only.

Fig. 111 SHIFT LEVER POSITION

Fig. 113 INPUT SHAFT & COUNTERSHAFT
BEARING

1 - SHIFT FORK ARMS
2 - DETENT BORE

(16) Rotate shift lever and bushing downward to
expose detent bore in the lever.
(17) Install detent spring then the ball into the
detent bore (Fig. 112) and hold the ball in the lever.
Then rotate the lever upward into the fork arm
notches.
NOTE: Verify detent ball is seated in the fork arms
before proceeding.

1 - INPUT SHAFT BEARING
2 - COUNTERSHAFT FRONT BEARING
3 - SHIFT SHAFT BUSHING

(2) Apply liberal quantity of petroleum jelly to
countershaft front bearing. Then insert bearing in
front housing race (Fig. 113). Large diameter side of
bearing cage goes toward countershaft (Fig. 114).
Small diameter side goes toward bearing race in
housing.
(3) Reach into countershaft front bearing with finger and push each bearing roller outward against
race. Then apply extra petroleum jelly to hold rollers
in place during housing installation.

Fig. 112 DETENT SPRING AND BALL
1 - SHAFT LEVER
2 - SPRING AND BALL
3 - MAGNET

FRONT HOUSING AND INPUT SHAFT BEARING
RETAINER
(1) If previously removed, install input shaft bearing in front housing bore (Fig. 113). Install snap ring

Fig. 114 COUNTERSHAFT FRONT BEARING
1 - BEARING RACE
2 - PETROLEUM JELLY
3 - COUNTERSHAFT FRONT BEARING

(4) Apply small amount of petroleum jelly to shift
shaft bushing in front housing.

21 - 36

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(5) Apply 1/8 in. wide bead of Mopar Gasket
Maker or equivalent to mating surfaces of front and
rear housings (Fig. 115).

Fig. 116 HOUSING BOLTS
1 - HOUSING BOLTS

(12) Install shift shaft bushing lock bolt (Fig. 117).
Apply Mopar Gasket Maker or equivalent to bolt
threads, shank and underside of bolt head before
installation.

Fig. 115 SEAL HOUSINGS

CAUTION: If lock bolt cannot be fully installed the
shift shaft is not in Neutral, or the shaft bushing (or
lever) is misaligned.

1 - HOUSING FLANGE SURFACE
2 -GASKET MAKER

(6) Have helper hold rear housing and geartrain in
upright position. Then install front housing on rear
housing and geartrain.
(7) Work front housing downward onto geartrain
until seated on rear housing.
CAUTION: Front housings will not seat if shift components are not in Neutral or one or more components are misaligned. Do not force the front
housing into place.
(8) Tap rear housing alignment dowels back into
place with hammer and pin punch. Both dowels
should be flush fit in each housing. Have helper hold
transmission upright while dowels are tapped back
into place.
(9) Place transmission in horizontal position.
(10) Apply Mopar Gasket Maker or equivalent to
housing attaching bolts. Apply sealer material sealer
to underside of bolt heads and to bolt shanks and
threads (Fig. 116).
(11) Install and start housing attaching bolts by
hand (Fig. 116). Then tighten bolts to 34 N·m (25 ft.
lbs.).

Fig. 117 SHAFT LOCK BOLT
1 - SHIFT SHAFT LOCK BOLT
2 - SHAFT SOCKET

(13) Lubricate then install shift shaft detent
plunger in housing bore. Lubricate plunger with
semi-synthetic/synthetic grease. Verify plunger is
fully seated in detent notch in shift shaft.
(14) Install detent spring inside plunger.
(15) Install detent plug in end of Installer 8123.
Position plug on detent spring and compress spring
until detent plug pilots in detent plunger bore. Drive
detent plug into transmission case until plug seats.

MANUAL TRANSMISSION - NV3500

21 - 37

MANUAL TRANSMISSION - NV3500 (Continued)
(16) Install backup light switch (Fig. 118).

(19) Apply bead of Mopar silicone sealer or equivalent to flange surface of front bearing retainer (Fig.
121).

Fig. 118 BACKUP LIGHT SWITCH
1 - BACKUP LIGHT SWITCH

(17) Install input shaft snap ring (Fig. 119).

Fig. 121 SEAL BEARING RETAINER - TYPICAL
1 - APPLY SEALER BEAD
2 - INPUT SHAFT BEARING RETAINER

(20) Align and install front bearing retainer over
input shaft and onto housing mounting surface (Fig.
122). Verify bolt holes are aligned before seating
retainer.

Fig. 119 SHAFT SNAP RING - TYPICAL
1 - INPUT SHAFT SNAP RING

CAUTION: Be sure sealer does not get into the oil
feed hole in the transmission case or bearing
retainer.

(18) Install new oil seal in front bearing retainer
with Installer 6448 (Fig. 120).

Fig. 122 INPUT SHAFT BEARING RETAINER
Fig. 120 BEARING RETAINER OIL SEAL
1 - INSTALLER
2 - FRONT BEARING RETAINER

1 - INPUT SHAFT
2 - OIL FEED
3 - BEARING RETAINER

21 - 38

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)
(21) Install and tighten bearing retainer bolts to
7-10 N·m (5-7 ft. lbs.) (Fig. 123).

Fig. 125 SHIFT TOWER BOLTS
1 - SHIFT TOWER AND LEVER ASSEMBLY

Fig. 123 BEARING RETAINER BOLTS - TYPICAL
1 - RETAINER BOLTS
2 - RETAINER

SHIFT TOWER AND LEVER
(1) Apply petroleum jelly to ball end of shift lever
and interior of shift socket.
(2) Shift the transmission into third gear.
(3) Align and install shift tower and lever assembly (Fig. 124). Be sure shift ball is seated in socket
and the offset in the tower is toward the passenger
side of the vehicle before installing tower bolts.

Fig. 124 SHIFT TOWER
1 - SHIFT TOWER
2 - SHAFT SOCKET
3 - SHIFT BALL

(4) Install shift tower bolts (Fig. 125) and tighten
bolts to 8.5 N·m (75.2 in. lbs.).
(5) Fill transmission to bottom edge of fill plug
hole with lubricant.
(6) Install and tighten fill plug to 34 N·m (25 ft.
lbs.).

(7) Check transmission vent. Be sure vent is open
and not restricted.

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, do not
re-use the original shift tower.
(1) Clean transmission front housing mounting
surface.
(2) Apply light coat of Mopar high temperature
bearing grease or equivalent to contact surfaces (Fig.
126) of following components:
• release fork ball stud.
• release bearing slide surface.
• input shaft splines.
• release bearing bore.
• propeller shaft slip yoke.
(3) Support and secure transmission to jack.
(4) Raise and align transmission input shaft with
clutch disc, then slide transmission into place.
(5) Verify front housing is fully seated. Install
transmission bolts without washers and tighten bolts
into the engine to 41 N·m (30 ft. lbs.). Tighten the
bolts with washers into the transmission to 68 N·m
(50 ft. lbs.) (Fig. 127).
(6) Install rear crossmember and tighten nuts to
102 N·m (75 ft. lbs.).
(7) Install transmission rear mounting bolts and
tighten to 68 N·m (50 ft. lbs.).
(8) Install front dust shield.
(9) Install structural dust cover and tighten the
bolts to 73 N·m (54 ft. lbs.).
(10) Install starter motor.
(11) Install suspension crossmember and tighten
nuts to 102 N·m (75 ft. lbs.).

MANUAL TRANSMISSION - NV3500

21 - 39

MANUAL TRANSMISSION - NV3500 (Continued)

Fig. 126 LUBRICATION POINTS
1
2
3
4
5

Fig. 127 TRANSMISSION

RELEASE FORK
FORK BALL STUD
BEARING SLIDE SURFACE
SPLINE
RELEASE BEAING

1 - BOLT WITHOUT WASHER
2 - BOLT WITH WASHER

(12) Connect transmission harnesses to clips on
case and connect switches.
(13) Install slave cylinder and tighten cylinder
nuts to 23 N·m (200 in. lbs.).
(14) Install transfer case and transfer case linkage
if equipped.

(15) Remove transmission jack.
(16) Install propeller shaft/shafts with reference
marks aligned.
(17) Install exhaust on the exhaust manifolds.
(18) Fill transmission with lubricant. Correct fill
level is to bottom edge of fill plug hole.

SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Crossmember Nuts

102

Transmission Mount Bolts
4WD

Transmission Mount Bolts
2WD

Structural Dust Cover Bolts

Drain/Fill Plug

9-27

14-20

Front To Rear Housing Bolts

30-35

22-26

Front Bearing Retainer Bolts

7-10

5-7

62-88

Idler Shaft Bolts

19-25

14-18

Rear Bearing Retainer Bolts

30-35

22-26

Shift Tower Bolts

7-10

5-7

62-88

Slave Cylinder Nuts

Transfer Case Nuts

21 - 40

MANUAL TRANSMISSION - NV3500

MANUAL TRANSMISSION - NV3500 (Continued)

SPECIAL TOOLS

REMOVER C-3985-B
HANDLE C-4171

INSTALLER C-3972-A

REMOVER/INSTALLER 6858

REMOVER 6957

FIXTURE 6747

INSTALLER 6951
ADAPTER 6747-1A

ADAPTER 6747-2A

MANUAL TRANSMISSION - NV3500

DR
MANUAL TRANSMISSION - NV3500 (Continued)

CUP 8115

ALIGNMENT STUD 8120

BEARING SPLITTER 1130

INSTALLER C-3860-A

TUBE 6310-1
INSTALLER 8123

INSTALLER 8118

INSTALLER 64428

REMOVER/INSTALLER 8119

REMOVER 8117A

21 - 41

21 - 42

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500
TABLE OF CONTENTS
page
MANUAL TRANSMISSION - NV4500
DESCRIPTION . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING . . . . .
REMOVAL . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . .
INSPECTION
...............
ASSEMBLY . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . .
SPECIFICATIONS . . . . . . . . . . . .
SPECIAL TOOLS
............

.
.
.
.
.
.
.
.
.
.
.

. 42
. 42
. 43
. 43
. 44
. 60
. 60
. 61
. 77
. 79
. 79

page
ADAPTER HOUSING SEAL
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
EXTENSION HOUSING SEAL
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
SHIFT MECHANISM
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
SHIFT COVER
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .

. . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . 83
. . . . . . . . . . . . . . . . 84
. . . . . . . . . . . . . . . . 85
. . . . . . . . . . . . . . . . 86
. . . . . . . . . . . . . . . . 86

MANUAL TRANSMISSION NV4500
DESCRIPTION
The NV4500 is a five speed constant mesh manual
transmission. 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 5.7L
applications and a heavy duty for V10 and Cummins
diesel applications. Main difference is a larger diameter input shaft, for 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
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.

IDENTIFICATION
The transmission identification tag is attached to
the driver side PTO cover (Fig. 1).
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.

Fig. 1 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.

MANUAL TRANSMISSION - NV4500

21 - 43

MANUAL TRANSMISSION - NV4500 (Continued)
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 the
driver is 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
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.

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.

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
(1) Shift transmission into Neutral.
(2) Remove shift boot screws from floorpan and
slide boot upward on the shift lever.
(3) Remove shift lever extension from shift tower
and lever assembly.
(4) Remove shift tower bolts (Fig. 2).

HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants. The consequence of using non-recommended lubricants is

Fig. 2 SHIFT TOWER
1 - SHIFT TOWER
2 - SHIFTER
3 - BOLTS

21 - 44

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(5) Remove shift tower and isolator plate from
transmission shift cover.
(6) Raise and support vehicle.
(7) Remove skid plate, if equipped.
(8) Mark propeller shaft and axle yokes for installation reference and remove shaft/shafts.
(9) Remove exhaust system Y-pipe.
(10) Disconnect speed sensor and backup light
switch connectors.
(11) Support engine with safety stand and a wood
block.
(12) If transmission is to be disassembled, remove
drain bolt at bottom of PTO cover and drain lubricant (Fig. 3).

Fig. 4 TRANSFER CASE SHIFTER-TYPICAL
1 - TRANSMISSION
2 - TRANSFER CASE SHIFT MECHANISM

Fig. 3 FILL AND DRAIN PLUGS
1 - PTO COVER
2 - DRAIN BOLT
3 - FILL PLUG

TWO WHEEL DRIVE
(1) Remove bolts attaching transmission to rear
crossmember mount.
(2) Support and secure transmission with safety
chains to a transmission jack.
(3) Remove rear crossmember bolts and pry out
crossmenber.
(4) Remove clutch slave cylinder bolts and move
cylinder aside for clearance.
NOTE: The hydraulic linkage has a quick connect at
the slave cylinder. This fitting should not be disconnected.
(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.

FOUR WHEEL DRIVE
(1) Disconnect transfer case shift linkage at transfer case range lever. Then remove transfer case shift
mechanism from transmission (Fig. 4).

(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 bolts and pry out
crossmenber.
(10) Remove clutch slave cylinder splash shield, if
equipped.
(11) Remove clutch slave cylinder bolts and move
cylinder aside for clearance.
NOTE: The hydraulic linkage has a quick connect at
the slave cylinder. This fitting should not be disconnected.
(12) Remove transmission to clutch housing bolts.
(13) Slide transmission and jack rearward until
input shaft clears clutch housing.
(14) Lower transmission jack and remove transmission from under vehicle.

DISASSEMBLY
SHIFT MECHANISM
(1) Remove bolts holding shift tower to shift mechanism cover and remove tower.

MANUAL TRANSMISSION - NV4500

21 - 45

MANUAL TRANSMISSION - NV4500 (Continued)
(2) Remove bolts (Fig. 5) holding shift mechanism
cover to transmission.

Fig. 7 SHIFT MECHANISM COVER
1 - SHIFT MECHANISM COVER
2 - ALIGNMENT DOWELS

Fig. 5 SHIFT MECHANISM COVER BOLTS
1 - SHIFT MECHANISM COVER
2 - BOLTS

EXTENSION/ADAPTER HOUSING
(1) Remove bolts attaching extension/adapter housing to gear case (Fig. 8).

(3) Pry up shift mechanism cover at slot (Fig. 6) in
cover.

Fig. 6 LOOSEN SHIFT MECHANISM
1 - SHIFT MECHANISM COVER SLOT
2 - PRY TOOL

(4) Raise mechanism up enough to disengage it
from the dowl pins (Fig. 7).
(5) Raise front of the mechanism and lift up and
off the transmission.

Fig. 8 EXTENSION/ADAPTER HOUSING BOLTS
1 - EXTENSION HOUSING
2 - BOLTS (8)

21 - 46

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(2) Remove extension/adapter housing (Fig. 9).
There is one alignment dowel in the gear case and
one in the extension/adapter housing.

NOTE: Wedge breaker bar handle against workbench.
Purpose of socket wrench and breaker bar is to prevent mainshaft from turning while nut is loosened.
(5) Remove fifth gear nut, then remove belleville
washer from mainshaft.

Fig. 9 EXTENSION/ADAPTER HOUSING
1 - GEAR CASE
2 - EXTENSION HOUSING

(3) Remove rubber spline seal from end of mainshaft (Fig. 10). The seal is used to prevent lubricant
loss during shipping and does not have to be replaced
if damaged.

Fig. 11 FIFTH GEAR NUT
1 - WRENCH
2 - FIFTH GEAR NUT
3 - SPLINE SOCKET

FIFTH GEAR
(1) Remove fifth gear shift fork roll pins (Fig. 12).
Drive roll pins out from the bottom of fork.

Fig. 10 MAINSHAFT SPLINE SEAL
1 - MAINSHAFT
2 - RUBBER SPLINE SEAL

FIFTH GEAR NUT
(1) Remove extension/adapter housing.
(2) Loosen fifth gear clamp nut clamping screw
approximately 1 1/2 turns.
(3) Install Wrench 6743 on fifth gear nut (Fig. 11).
NOTE: Wrench only fits one way on nut. Make sure
wrench is fully engaged in nut slots and is not
cocked.
(4) Install Socket 6993 4X2 or Socket 6984 4X4 with
breaker bar to hold mainshaft and remove fifth gear nut.

Fig. 12 FIFTH GEAR SHIFT FORK ROLL PINS
1 - ROLL PINS
2 - FIFTH GEAR SHIFT FORK

MANUAL TRANSMISSION - NV4500

21 - 47

MANUAL TRANSMISSION - NV4500 (Continued)
(2) Remove fifth gear clutch hub and gear snap
ring from countershaft (Fig. 13).
(3) Remove countershaft fifth gear clutch gear and
stop ring.
(4) Tap off fifth gear shift fork and gear assembly
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. 13 FIFTH GEAR CLUTCH GEAR SNAP RING
1 - CLUTCH GEAR RING
2 - FIFTH SYNCHRO CLUTCH GEAR

(7) Remove countershaft fifth gear needle bearing
assembly (Fig. 14).

Fig. 14 COUNTERSHAFT FIFTH GEAR NEEDLE
BEARING
1 - NEEDLE BEARING
2 - COUNTERSHAFT

(8) Remove coned shape rear bearing
washer from countershaft (Fig. 15).

thrust

NOTE: Note washer bore locating notch for assembly reference.
(9) Remove thrust washer locating pin from countershaft.

Fig. 15 COUNTERSHAFT REAR BEARING THRUST
WASHER
1 - THRUST WASHER
2 - THRUST WASHER PIN

(10) Remove mainshaft fifth gear with Puller Set
6444 and Jaw 6459 or 6820. Position first Jaw on
gear (Fig. 16).

Fig. 16 JAW ON MAINSHAFT FIFTH GEAR
1 - MAINSHAFT FIFTH GEAR
2 - JAW
3 - MAINSHAFT

21 - 48

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(11) Assemble Puller Flange 6444-1and Puller
Rods 6444-3 4X2 or 6444-4 4X4 (Fig. 17). Slide
assembly onto output shaft and seat flange in notch
of jaw.

(13) Install Puller and Bolt 6444 on puller rods and
secure puller to rods with retaining nuts (Fig. 19).
Tighten puller bolt to remove gear from shaft splines.

Fig. 17 PULLER FLANGE
1 - JAW
2 - PULLER FLANGE

(12) Position second puller jaw on gear and in
notch of puller flange (Fig. 18). Slide Collar 6444-8
over puller jaws to hold them in place.

Fig. 19 PULLER ASSEMBLY
1
2
3
4
5
6

COLLAR
JAWS
BOLT
WRENCH
MAINSHAFT
PULLER FLANGE

(14) Remove mainshaft rear bearing plate bolts
and remove fifth gear plate end play shims and bearing cup (Fig. 20).

Fig. 18 PULLER COLLAR
1 - JAWS
2 - COLLAR

Fig. 20 FIFTH GEAR BEARING PLATE, SHIMS AND
BEARING CUP
1
2
3
4

MAINSHAFT REAR BEARING CUP
BEARING SHIMS
BEARING PLATE
FIFTH GEAR

MANUAL TRANSMISSION - NV4500

21 - 49

MANUAL TRANSMISSION - NV4500 (Continued)
FRONT RETAINER
(1) Remove and discard front bearing retainer
bolts (Fig. 21).

(4) Remove front retainer bearing cup with Puller
6444. Assemble Puller Flange 6444-1 and Puller Rods
6444-4 (Fig. 23). Insert Jaws 6453-1 in puller flange.
Narrow lip of puller jaws will go under bearing cup.

CAUTION: Do not reuse retainer bolts.

Fig. 21 FRONT BEARING RETAINER
1 - DRIVE GEAR
2 - FRONT BEARING RETAINER

(2) Lightly tap retainer back and forth with plastic
mallet to work it out of gear case.
NOTE: Retainer flange extends into transmission
case and is a snug fit.
(3) Remove front retainer seal by (Fig. 22) collapsing one side of seal then prying it out.

Fig. 23 PULLER RODS, FLANGE AND JAWS
1 - RODS
2 - FLANGE
3 - JAWS

(5) Install Disc C-4487-1 into bearing retainer for
Insert 6453-2 to rest upon.
(6) Install assembled tools in front retainer (Fig.
24) with puller jaws seated under bearing cup. Place
Insert 6453-2 in center of puller jaws, to hold puller
jaws in place.

Fig. 24 INSERT AND RETAINER

Fig. 22 BEARING RETAINER SEAL
1 - SEAL
2 - FRONT BEARING RETAINER

1 - INSERT
2 - FRONT RETAINER
3 - JAWS

21 - 50

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(7) Install Puller 6444 on puller rods (Fig. 25) and
install retaining nuts on puller rods. Tighten puller
bolt to draw bearing cup out of retainer.

Fig. 26 DRIVE GEAR
1 - MAINSHAFT
2 - DRIVE GEAR

Fig. 25 BEARING CUP PULLER ASSEMBLY
1
2
3
4
5

WRENCH
INSERT
FRONT RETAINER
PULLER
WRENCH

DRIVE GEAR
(1) Remove drive gear (Fig. 26).
(2) Remove pilot bearing from drive gear (Fig. 27).
(3) Remove tapered bearing from drive gear with
Puller Flange 6444-1 and Puller Rods 6444-6 (Fig.
28).
(4) Position first Jaw 6447 on bearing. Slide
assembled puller flange and rod tools onto input
shaft. Then seat flange in notch of puller jaw.
(5) Position second Jaw 6447 on gear and in notch
of puller flange. Slide Collar 6444-8 over puller jaws
to hold them in place.
(6) Install Puller 6444 on puller rods then install
retaining nuts. Tighten puller bolt to remove bearing
cone from drive gear.
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. 29).
(3) Remove fourth gear clutch gear and synchro
stop ring from mainshaft (Fig. 30).
(4) Roll gear case onto left side.

Fig. 27 PILOT BEARING
1 - DRIVE GEAR
2 - MAINSHAFT PILOT BEARING

(5) Remove mainshaft assembly (Fig. 31) by lifting
front end of mainshaft slightly. Then grasp mainshaft
rear splines and turn spline end of mainshaft counterclockwise to rotate shaft and geartrain out of case.
Tilt mainshaft outward and removed from case.
NOTE: Handling mainshaft carefully because gears
are lose on the mainshaft.
REVERSE IDLER AND COUNTERSHAFT
(1) Remove countershaft rear bearing plate (Fig.
32).

MANUAL TRANSMISSION - NV4500

21 - 51

MANUAL TRANSMISSION - NV4500 (Continued)

Fig. 30 FOURTH GEAR CLUTCH GEAR STOP RING
1 - FOURTH GEAR SYNCHRO STOP RING
2 - FOURTH SPEED CLUTCH GEAR

Fig. 28 FRONT BEARING PULLER
1
2
3
4
5
6

PULLER
RODS
JAWS
COLLAR
FLANGE
DRIVE GEAR

Fig. 31 MAINSHAFT AND GEARTRAIN
1 - MAINSHAFT AND CASE

Fig. 29 DRIVE GEAR THRUST BEARING
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING

Fig. 32 COUNTERSHAFT REAR BEARING PLATE
1 - REAR BEARING PLATE
2 - COUNTERSHAFT

21 - 52

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(2) Remove countershaft end play shim and rear
bearing cup (Fig. 33).

Fig. 35 IDLER GEAR AND COUNTERSHAFT
Fig. 33 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. 34).

Fig. 36 REVERSE IDLER GEAR
1 - REVERSE IDLER GEAR
2 - DRIVE GEAR BORE

Fig. 34 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. 35).
(5) Remove idler gear (Fig. 36).
(6) Keep reverse idler gear bearings and spacer
together (Fig. 37). Insert idler shaft through gear and
bearings to keep them in place.
(7) Remove idler gear thrust washers from gear
case. Install washers on idler shaft to keep them
together for cleaning and inspection.

Fig. 37 IDLER GEAR COMPONENTS
1 - BEARINGS
2 - REVERSE IDLER GEAR

MANUAL TRANSMISSION - NV4500

21 - 53

MANUAL TRANSMISSION - NV4500 (Continued)
(8) Remove countershaft rear bearing with Puller
Flange 6444-1 and Puller Rods 6444-4 (Fig. 38).
NOTE: Shaft cannot be removed from case until
rear bearing has been removed.
(9) Position first Jaw 6449 on bearing cone and
seat puller flange in notch of puller.
(10) Install second Jaw 6449 on bearing and in
notch of puller flange. Slide 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.
(11) Install Puller 6444 on puller rods, then secure
puller to rods with retaining nuts.Tighten puller bolt
to remove bearing from shaft.
NOTE: If bearing is exceptionally tight, tap end of
puller bolt with copper mallet to help loosen bearing.

Fig. 39 COUNTERSHAFT AND CASE
1 - COUNTERSHAFT

NOTE: Retaining collar has small lip on one end
and only fits one way over jaws.
(16) Install puller bridge and bolt assembly 6444
on puller bolts and install retaining nuts. Tighten
puller bolt to remove bearing from shaft.
NOTE: If bearing is exceptionally tight, tap end of
puller bolt with mallet to help loosen bearing.

Fig. 38 COUNTERSHAFT REAR BEARING
1
2
3
4

COLLAR
JAWS
PULLER
WRENCH

(12) Remove bearing puller tools then rotate countershaft out of gear case (Fig. 39).
(13) Remove countershaft front bearing, with
Puller Flange 6444-1 and Puller Bolts 6444-4 (Fig.
40).
(14) Position first Jaw 6451 on bearing and seat
puller flange in notch of puller jaw.
(15) Install second Jaw 6451 on bearing and in
notch of puller flange. Slide Collar 6444-8 over puller
jaws to hold them in place.

Fig. 40 Countershaft Front Bearing
1
2
3
4

JAWS
COLLAR
PULLER
FLANGE

(17) Remove bearing puller tools.

21 - 54

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
GEAR CASE
(1) Remove countershaft front bearing cap with
hammer (Fig. 41).

Fig. 41 COUNTERSHAFT FRONT BEARING CAP
1 - HAMMER
2 - BEARING CAP

(2) Remove countershaft front bearing cup with
Remover 6454 and Handle C-4171 (Fig. 42).

Fig. 43 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 scribe gear and synchro components for installation reference. Then
stack geartrain parts in order of removal.

Fig. 42 COUNTERSHAFT FRONT BEARING CUP
1 - REMOVER
2 - HANDLE

(3) Remove roll pin that secures shift lug on shift
rail in case (Fig. 43). A small pin punch can be modified by putting a slight bend in it to drive pin completely out of shift rail (Fig. 43).
(4) Remove shift lug rail.

(1) Remove drive gear thrust bearing from end of
mainshaft, if not previously removed.
(2) Place 3-4 gear in a press with support under
3rd gear and Remove 3-4 synchro hub, third gear
stop ring and third gear as an assembly (Fig. 44).
(3) Remove third gear bearing from mainshaft
(Fig. 45).
(4) Remove third gear bearing spacer (Fig. 46).
(5) Remove second gear thrust washer snap ring
from mainshaft (Fig. 46).
(6) Remove second gear thrust washer (Fig. 47).
Note washer notch for locating pin.

MANUAL TRANSMISSION - NV4500

21 - 55

MANUAL TRANSMISSION - NV4500 (Continued)

Fig. 46 SNAP RING AND THIRD GEAR BEARING
SPACER
1 - SECOND GEAR THRUST WASHER
2 - THRUST WASHER SNAP RING
3 - THIRD GEAR BEARING SPACER

Fig. 44 THIRD GEAR, STOP RING, AND 3-4 HUB
1 - THIRD GEAR
2 - THIRD GEAR STOP RING
3 - 3-4 SYNCHRO HUB

Fig. 47 SECOND GEAR THRUST WASHER
1 - SECOND GEAR
2 - THRUST WASHER
3 - SECOND GEAR BEARING

Fig. 45 THIRD GEAR BEARING
1 - THIRD GEAR NEEDLE BEARING

21 - 56

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(7) Remove thrust washer locating pin (Fig. 48)
with needle nose pliers.

Fig. 48 THRUST WASHER LOCATING PIN

(9) Remove second gear bearing (Fig. 50).

Fig. 50 SECOND GEAR BEARING
1 - SECOND GEAR NEEDLE BEARING

1 - THRUST WASHER LOCATING PIN

(8) Remove second gear (Fig. 49).

Fig. 49 SECOND GEAR
1 - SECOND GEAR

(10) Remove second gear clutch cone snap ring
from mainshaft synchro hub groove (Fig. 51).

Fig. 51 SECOND GEAR CLUTCH CONE SNAP RING
1 - 1-2 SLEEVE
2 - SNAP RING
3 - SECOND GEAR CLUTCH CONE

MANUAL TRANSMISSION - NV4500

21 - 57

MANUAL TRANSMISSION - NV4500 (Continued)
(11) Remove second gear clutch cone, synchro
clutch ring and synchro stop ring (Fig. 52).

Fig. 54 1-2 SYNCHRO SLEEVE AND HUB
1 - 1-2 SLEEVE AND HUB

Fig. 52 SECOND GEAR CLUTCH CONE AND RING
1
2
3
4

1-2 SLEEVE AND HUB
SYNCHRO STOP RING
CLUTCH RING
SECOND GEAR CLUTCH CONE

(12) Remove 1-2 synchro hub snap ring (Fig. 53).

Fig. 55 FIRST GEAR STOP AND CLUTCH RING
1 - FIRST GEAR CLUTCH RING
2 - FIRST GEAR STOP RING

Fig. 53 1-2 SLEEVE AND HUB SNAP RING
1 - 1-2 HUB SNAP RING
2 - 1-2 SLEEVE AND HUB

(13) Remove 1-2 synchro sleeve, hub, struts and
springs as an assembly (Fig. 54).
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. 55).
(15) Remove first gear clutch cone front snap ring
from mainshaft hub (Fig. 56).

Fig. 56 FIRST GEAR CLUTCH GEAR FRONT SNAP
RING
1 - FIRST SPEED CLUTCH GEAR
2 - CLUTCH GEAR SNAP RING (FRONT)

21 - 58

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(16) Remove first gear clutch cone (Fig. 57).
(17) Remove first gear clutch gear rear snap ring
from mainshaft hub (Fig. 57).
NOTE: Do not remove this snap ring unless mainshaft is being replaced.
(18) Remove mainshaft rear bearing, with Puller
Flange 6444-1 and Puller Rods 6444-3 for 4X2 or
6444-4 for 4X4.
(19) Position the first Jaw 6445 on the bearing
cone and seat Puller Flange 6444-1 in notch of jaw
(Fig. 58).
(20) Install second Jaw 6445 on the bearing cone
and puller flange. Slide Collar 6444-8 over jaws to
hold them in place.

Fig. 57 FIRST GEAR CLUTCH GEAR
1 - CLUTCH GEAR SNAP RING (REAR)
2 - FIRST SPEED CLUTCH GEAR

Fig. 58 MAINSHAFT REAR BEARING PULLER
1
2
3
4

REAR BEARING
FLANGE
JAW
COLLAR

5
6
7
8

MAINSHAFT
PULLER
RODS
JAW

MANUAL TRANSMISSION - NV4500

21 - 59

MANUAL TRANSMISSION - NV4500 (Continued)
(21) Install Puller 6444 on the puller rods and
secure with nuts (Fig. 59). Tighten puller bolt to the
remove bearing.
(22) Remove bearing puller tools and rear mainshaft bearing from output shaft.

CAUTION: 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.
(25) Remove reverse gear bearing assembly from
mainshaft (Fig. 61).

Fig. 61 REVERSE GEAR, BEARING, AND STOP
RING

Fig. 59 MAINSHAFT REAR BEARING
1
2
3
4
5
6
7
8

JAWS
COLLAR
FLANGE
MAINSHAFT
PULLER
TIGHTENING WRENCH
HOLDING WRENCH
RODS

(23) Remove reverse gear thrust washer (Fig. 60).

1
2
3
4

FIRST GEAR
REVERSE GEAR ASSEMBLY
BEARING ASSEMBLY
STOP RING

(26) Remove reverse gear bearing spacer from
mainshaft (Fig. 62).
(27) Remove reverse clutch gear snap ring (Fig.
62). Heavy duty snap ring pliers will be required to
spread the ring far enough to remove it.

Fig. 60 REVERSE GEAR THRUST WASHER
1 - REVERSE GEAR
2 - THRUST WASHER

(24) Remove reverse gear and synchro components
as assembly (Fig. 61).

Fig. 62 REVERSE GEAR BEARING SPACER AND
FIRST GEAR SNAP RING
1 - CLUTCH GEAR SNAP RING
2 - REVERSE GEAR BEARING SPACER

21 - 60

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(28) Remove reverse clutch gear (Fig. 63).

Fig. 65 FIRST GEAR BEARING
1 - MAINSHAFT
2 - FIRST GEAR BEARING

INSPECTION
Fig. 63 Reverse Clutch Gear
1 - REVERSE CLUTCH GEAR

(29) Remove first gear from bearing and mainshaft
(Fig. 64).

Fig. 64 FIRST GEAR
1 - FIRST GEAR

(30) Remove first gear bearing from mainshaft
(Fig. 65).

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

MANUAL TRANSMISSION - NV4500

21 - 61

MANUAL TRANSMISSION - NV4500 (Continued)
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.

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. 66).

Fig. 67 COUNTERSHAFT IN GEAR CASE
1 - GEAR CASE
2 - COUNTERSHAFT

(6) Lubricate reverse idler gear bearings with
petroleum jelly and install first bearing and second
bearing (Fig. 68).
(7) Install idler gear front thrust washer on boss
in gear case (Fig. 68). Coat thrust washer with liberal quantity of petroleum jelly to hold it in place.

Fig. 66 COUNTERSHAFT FRONT BEARING
1 - FRONT BEARING
2 - INSTALLER
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. 67).
(5) Install countershaft in gear case (Fig. 67).
NOTE: Do not install rear countershaft bearing on
countershaft at this time.

Fig. 68 IDLER GEAR FRONT THRUST WASHER
1 - IDLER GEAR FRONT THRUST WASHER ON BOSS

21 - 62

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(8) Install reverse idler gear in case (Fig. 69).
(9) Install idler gear rear thrust washer between
idler gear and case boss (Fig. 69).

Fig. 69 IDLER GEAR
1 - REAR THRUST WASHER
2 - REVERSE IDLER GEAR
3 - FRONT THRUST WASHER

(10) Align idler gear bearings and thrust washers
with a drift.
(11) Install reverse idler shaft with notched end of
shaft facing countershaft (Fig. 70).

Fig. 71 SUPPORTING COUNTERSHAFT
1 - COUNTERSHAFT
2 - WOOD BLOCK

Fig. 72 COUNTERSHAFT REAR BEARING
Fig. 70 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. 71).
(13) Install rear bearing cone on countershaft with
Installer C-4040 (Fig. 72).
(14) Remove wood block from under countershaft
and lower countershaft front bearing into front bearing cup.

1 - INSTALLER
2 - REAR BEARING
3 - COUNTERSHAFT

(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. 73). Tap cup into
place with plastic mallet if necessary.
(17) Install countershaft rear bearing plate (Fig.
74).
NOTE: Verify plate is seated in notch in reverse
idler shaft before tightening bearing plate bolts.

MANUAL TRANSMISSION - NV4500

21 - 63

MANUAL TRANSMISSION - NV4500 (Continued)

Fig. 75 COUNTERSHAFT FRONT BEARING CAP
1 - FRONT BEARING CAP

Fig. 73 COUNTERSHAFT REAR BEARING CUP
1 - COUNTERSHAFT REAR BEARING CUP

Fig. 74 COUNTERSHAFT REAR BEARING PLATE
1 - COUNTERSHAFT
2 - REAR BEARING PLATE
3 - IDLER SHAFT

(18) Apply Mopar silicone adhesive/sealer or equivalent to flange and lip of new cap. Install new front
bearing cap in gear case (Fig. 75) with Handle
C-4171 and Installer C-3972-A.
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. 76).
(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.).
(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. 77).

Fig. 76 MEASURING COUNTERSHAFT END PLAY
1 - DIAL INDICATOR
2 - COUNTER SHAFT
3 - INDICATOR MOUNTING ARM AND BASE

Fig. 77 COUNTERSHAFT END PLAY SHIM
1 - REAR BEARING CUP
2 - END PLAY SHIM (SELECTIVE)

21 - 64

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(6) Install countershaft rear bearing plate (Fig.
74).
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. 78).
(5) Install roll pin that secures lug to rail (Fig. 78).

Fig. 79 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. 80). Verify cone is seated against snap ring on
hub.

Fig. 78 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. 79). This snap ring locates first
gear clutch gear on shaft.

Fig. 80 FIRST GEAR CLUTCH CONE
1 - MAINSHAFT 1-2 SYNCHRO HUB
2 - FIRST GEAR CLUTCH CONE

MANUAL TRANSMISSION - NV4500

21 - 65

MANUAL TRANSMISSION - NV4500 (Continued)
(3) Install snap ring on mainshaft 1-2 synchro hub
to secure clutch cone (Fig. 81). Verify snap ring is
seated in hub groove and against clutch cone.

Fig. 82 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 FIRST GEAR CLUTCH CONE SNAP RING
1 - FIRST GEAR CLUTCH CONE
2 - MAINSHAFT 1-2 SYNCHRO HUB
3 - CLUTCH CONE SNAP RING

(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.
(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. 82).
(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.
83).
(c) Install springs and struts in hub (Fig. 83).
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.

Fig. 83 1-2 SYNCHRO STRUTS AND SPRINGS
1
2
3
4

WOOD BLOCKS
HUB
SLEEVE
STRUTS AND SPRINGS (4 EACH)

21 - 66

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(6) Install first gear stop ring in 1-2 synchro hub
and sleeve (Fig. 84). Verify stop ring is seated and
engaged in hub and sleeve.

Fig. 84 FIRST GEAR STOP RING IN SYNCHRO HUB
(7) Install 1-2 synchro assembly and stop ring on
mainshaft with the taper on the sleeve facing forward. (Fig. 85).

(8) Install snap ring that secures 1-2 synchro on
mainshaft hub (Fig. 86). Verify snap ring is seated in
groove in mainshaft hub.

Fig. 86 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. 87).

Fig. 85 1-2 SYNCHRO
1 - MAINSHAFT HUB
2 - 1-2 SYNCHRO ASSEMBLY
3 - TAPERED SIDE OF SLEEVE

Fig. 87 SECOND GEAR CLUTCH CONE, CLUTCH
RING AND STOP RING
1 - STOP RING
2 - CLUTCH RING
3 - CLUTCH CONE

MANUAL TRANSMISSION - NV4500

21 - 67

MANUAL TRANSMISSION - NV4500 (Continued)
(10) Install assembled second gear clutch cone and
rings on mainshaft and in 1-2 synchro hub (Fig. 88).

(12) Install second gear bearing on mainshaft (Fig.
90).

Fig. 88 SECOND GEAR CLUTCH CONE, CLUTCH
RING AND STOP RING

Fig. 90 SECOND GEAR BEARING

1 - CLUTCH CONE
2 - STOP RING
3 - CLUTCH RING

(11) Install snap ring that secures second gear
clutch cone on mainshaft (Fig. 89). Use narrow blade
screwdriver to work snap ring into hub groove as
shown. Verify snap ring is seated in mainshaft
groove.

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. 91).

NOTE: If snap ring will not fit in groove, clutch cone
is slightly misaligned.

Fig. 91 SECOND GEAR
1 - SECOND GEAR
2 - CLUTCH RING TABS
3 - TAB SLOTS (IN GEAR)

Fig. 89 SECOND GEAR CLUTCH CONE SNAP RING
1
2
3
4

SCREWDRIVER
MAINSHAFT HUB
SNAP RING
SECOND GEAR CLUTCH CONE

21 - 68

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(14) Install thrust washer pin in shaft (Fig. 92).

Fig. 92 THRUST WASHER PIN
1 - THRUST WASHER PIN
2 - SECOND GEAR

(15) Install second gear thrust washer. Verify
washer is seated on gear and pin (Fig. 93).

Fig. 94 SNAP RING AND THIRD
1 - SECOND GEAR THRUST WASHER
2 - THRUST WASHER SNAP RING
3 - THIRD GEAR BEARING SPACER

Fig. 95 THIRD GEAR BEARING
Fig. 93 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. 94). 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. 94).
(18) Install third gear bearing on mainshaft (Fig.
95). 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. 96).

Fig. 96 THIRD GEAR
1 - THIRD GEAR

MANUAL TRANSMISSION - NV4500

21 - 69

MANUAL TRANSMISSION - NV4500 (Continued)
(20) Install synchro stop ring on third gear (Fig.
97). Verify stop ring is seated on cone taper.

(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. 99).

Fig. 97 THIRD GEAR STOP RING
1 - SYNCHRO STOP RING
2 - THIRD GEAR

(21) If 3-4 synchro was disassembled for service,
reassemble synchro components as follows:
(a) Align and install synchro sleeve on hub (Fig.
98). 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. 98).
(c) Install and seat synchro springs (Fig. 98).
Use screwdriver to compress springs and seat them
in struts and hub as shown.

Fig. 99 SEATING 3-4 SYNCHRO ASSEMBLY ON
MAINSHAFT
1 - 3-4 SYNCHRO HUB
2 - HUB GROOVE
3 - INSTALLER C-4040

(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. 100). 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.

Fig. 98 SYNCHRO ASSEMBLY (3-4)
1
2
3
4

STRUT (3)
SPRING (3)
3-4 SLEEVE
3-4 HUB

21 - 70

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(28) Install reverse clutch gear on first gear (Fig.
100). Verify clutch gear is seated on shaft splines.
(29) Install reverse clutch gear snap ring with
heavy duty snap ring pliers (Fig. 100). Verify snap
ring is seated in groove.
NOTE: Reverse gear will not fit properly if snap ring
is not seated.

Fig. 102 REVERSE GEAR BEARING AND SPACER
1 - REVERSE GEAR BEARING
2 - BEARING SPACER
3 - FIRST GEAR

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. 103).
(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. 103). 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.

Fig. 100 FIRST GEAR AND CLUTCH GEAR
1 - FIRST GEAR
2 - REVERSE CLUTCH GEAR SNAP RING
3 - REVERSE CLUTCH GEAR

(30) Install stop ring on clutch cone (Fig. 101). Verify stop ring is seated on cone taper.

Fig. 101 CLUTCH GEAR STOP RING
1 - REVERSE GEAR STOP RING
2 - CLUTCH GEAR
3 - FIRST GEAR

(31) Install reverse gear bearing spacer on mainshaft and seat against reverse clutch gear snap ring
(Fig. 102).
(32) Install reverse gear bearing on mainshaft
(Fig. 102).
(33) If reverse gear sleeve and struts were disassembled for service, reassemble sleeve, struts and
springs as follows:

Fig. 103 REVERSE GEAR SYNCHRO ASSEMBLY
1
2
3
4
5

REVERSE GEAR
SLEEVE
SPRING (3)
STRUT (3)
HUB

MANUAL TRANSMISSION - NV4500

21 - 71

MANUAL TRANSMISSION - NV4500 (Continued)
(e) Install second and third struts in same manner as described in step (d).
(f) Work sleeve upward on hub until struts are
centered and seated in sleeve. Sleeve should be in
neutral position after seating struts.
(34) Install reverse gear and synchro assembly on
mainshaft (Fig. 104). Rotate assembly until stop ring
lugs engage in hub slots and gear drops into seated
position.

Fig. 106 MAINSHAFT REAR BEARING
1 - INSTALLER
2 - MAINSHAFT REAR BEARING

Fig. 104 REVERSE GEAR
1 - REVERSE GEAR AND SYNCHRO ASSEMBLY

(35) Install reverse gear thrust washer (Fig. 105).

Fig. 107 FOURTH GEAR STOP RING
1 - 3-4 SYNCHRO SLEEVE
2 - FOURTH SPEED STOP RING

Fig. 105 REVERSE GEAR THRUST WASHER
1 - THRUST WASHER
2 - REVERSE GEAR

(36) Install rear bearing on mainshaft with
Installer 6446. Seat bearing on output shaft and
against thrust washer (Fig. 106).
(37) Install fourth gear stop ring in 3-4 synchro
sleeve (Fig. 107).
(38) Install fourth gear clutch gear in stop ring
(Fig. 108).
(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.

Fig. 108 FOURTH GEAR CLUTCH GEAR
1 - FOURTH SPEED CLUTCH GEAR

21 - 72

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(42) Set transmission case upright (Fig. 109).

DRIVE GEAR AND RETAINER
(1) Install bearing on drive gear with Installer
6448 (Fig. 111).

Fig. 109 MAINSHAFT AND GEARTRAIN IN CASE
1 - MAINSHAFT AND GEARTRAIN
2 - FOURTH SPEED CLUTCH GEAR

(43) Install drive gear thrust bearing on mainshaft
(Fig. 110). 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.

Fig. 111 FRONT BEARING ON DRIVE GEAR
1 - INSTALLER
2 - BEARING
3 - DRIVE GEAR

(2) Lubricate pilot bearing with petroleum
and install it in drive gear bore.
(3) Install drive gear on mainshaft. Work
rearward until mainshaft hub is seated in pilot
ing.
(4) Install bearing cup in front retainer with
dle C-4171 and Installer C-4308 (Fig. 112).

jelly
gear
bearHan-

Fig. 110 DRIVE GEAR THRUST BEARING
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING

Fig. 112 FRONT BEARING CUP IN RETAINER
1
2
3
4

INSTALLER
HANDLE
WOOD BLOCKS
RETAINER

MANUAL TRANSMISSION - NV4500

21 - 73

MANUAL TRANSMISSION - NV4500 (Continued)
(5) Install new oil seal in front bearing retainer
with Installer 6052 (Fig. 113). Use one or two wood
blocks to support retainer as shown. Lubricate seal
lip with petroleum jelly after installation.

(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.
115).
NOTE: Never reuse the old bolts.

Fig. 115 FRONT BEARING RETAINER
1 - DRIVE GEAR
2 - FRONT BEARING RETAINER

Fig. 113 BEARING RETAINER OIL SEAL
1 - INSTALLER
2 - RETAINER
3 - WOOD BLOCK

(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. 114).
(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. 114).

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. 116).
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.

Fig. 114 LOCATION OF FRONT RETAINER LUBE
CHANNEL
1 - LUBE CHANNEL
2 - FRONT RETAINER
3 - APPLY GASKET MAKER HERE

(5) Install Extension Rod 8161 into a suitable
threaded hole in rear of case.
(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. 116).
(11) Apply Mopar Lock N’ Seal or equivalent to
bearing plate bolt threads. Install and tighten bolts
to 23 N·m (200 in. lbs.).

21 - 74

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)

Fig. 118 FIFTH GEAR THRUST WASHER PIN
1 - THRUST WASHER PIN
2 - COUNTERSHAFT

Fig. 116 REAR BEARING PLATE
1 - BEARING PLATE OIL HOLE (AT TOP)
2 - MAINSHAFT REAR BEARING PLATE

(12) Install mainshaft fifth gear with Installer
6446 (Fig. 117). Gear is seated when it contacts rear
bearing.

Fig. 119 FIFTH GEAR THRUST WASHER
1 - PIN
2 - THRUST WASHER

Fig. 117 MAINSHAFT FIFTH GEAR
1 - MAINSHAFT FIFTH GEAR
2 - INSTALLER

COUNTERSHAFT FIFTH GEAR SYNCHRO
(1) Install thrust washer pin in countershaft (Fig.
118).
(2) Install thrust washer on countershaft. Turn
washer until pin engages in washer notch (Fig. 119).
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. 120).

Fig. 120 COUNTERSHAFT FIFTH GEAR BEARING
1 - COUNTERSHAFT
2 - FIFTH GEAR NEEDLE BEARING

MANUAL TRANSMISSION - NV4500

21 - 75

MANUAL TRANSMISSION - NV4500 (Continued)
(4) Install synchro sleeve on hub of countershaft
fifth gear with tapered side of sleeve facing front and
the flat side facing rear (Fig. 121).

Fig. 121 SYNCHRO SLEEVE ON COUNTERSHAFT
FIFTH
1 - GEAR HUB
2 - SYNCHRO SLEEVE
3 - COUNTERSHAFT FIFTH GEAR

(5) Install shift fork in synchro sleeve (Fig. 122).

Fig. 123 COUNTERSHAFT FIFTH GEAR, SHIFT
FORK AND SYNCHRO SLEEVE
1 - SHIFT FORK AND SLEEVE
2 - FIFTH GEAR HUB
3 - SHIFT FORK ROLL PINS

Fig. 122 FIFTH GEAR SHIFT FORK IN SYNCHRO
SLEEVE
1 - SYNCHRO SLEEVE
2 - SHIFT FORK

(6) Install assembled fifth gear, synchro sleeve and
shift fork (Fig. 123). 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.
(7) Install fifth gear synchro struts and springs
(Fig. 124).

Fig. 124 FIFTH GEAR SYNCHRO STRUTS AND
SPRINGS
1 - FIFTH GEAR HUB
2 - SYNCHRO SPRING (3)
3 - SYNCHRO STRUT (3)

21 - 76

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
(8) Assemble and install fifth synchro clutch gear
and stop ring in fifth gear hub (Fig. 125). Verify
parts are seated in fifth gear hub.

Fig. 125 FIFTH SYNCHRO CLUTCH GEAR AND
STOP RING
1 - STOP RING
2 - CLUTCH GEAR

(9) Install clutch gear snap ring (Fig. 126).

(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. 127).

Fig. 127 FIFTH GEAR NUT
1 - FIFTH GEAR
2 - FIFTH GEAR NUT

(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
Wrench 6743, long handle ratchet, breaker bar and
applicable socket wrench (Fig. 128).

Fig. 126 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. 123).
NOTE: Roll pins only fit one way due to small
shoulder at one end of each pin.
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.

Fig. 128 FIFTH GEAR NUT
1 - WRENCH
2 - FIFTH GEAR NUT
3 - SOCKET

(9) Lock mainshaft gears by shifting all synchro
sleeves into engaged position.

MANUAL TRANSMISSION - NV4500

21 - 77

MANUAL TRANSMISSION - NV4500 (Continued)
(10) Tighten fifth gear nut with Nut Wrench 6743
and high capacity torque wrench. Tighten nut to 366380 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.

(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. 130) are secure.

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. 129).

Fig. 130 SHIFT FORK PAD
1 - SHIFT FORK PADS
2 - FIFTH-REVERSE FORK

(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.
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.

Fig. 129 INSTALLING EXTENSION/ADAPTER
HOUSING
1 - GEAR CASE
2 - EXTENSION HOUSING

(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.).

SHIFT MECHANISM
(1) Clean mating surfaces of shift cover and gear
case with wax and grease remover.
(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.

(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.

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.

21 - 78

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)
• 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 transmission bolts and tighten 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 transfer case nuts and tighten to:
• If 3/8 studs 41-47 N·m (30-35 ft. lbs.).
• If 5/16 studs 30-41 N·m (22-30 ft. lbs.).
(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.
(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.

MANUAL TRANSMISSION - NV4500

21 - 79

MANUAL TRANSMISSION - NV4500 (Continued)

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

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 Mechanism Cover Bolts

27-31

20-23

Transmission Bolts

108

SPECIAL TOOLS

INSTALLER BUSHING 6951
REMOVER C-3985-B

INSTALLER BUSHING 8156

BUSHING REMOVER 6957

REMOVER BUSHING 8155
HANDLE C-4171

21 - 80

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)

INSTALLER SEAL C-3972-A
SOCKET 6441

INSTALLER SEAL 8154

SOCKET 6442

INSTALLER SEAL C-3860-A
SOCKET 6993

WRENCH 6443

SOCKET 6984

WRENCH 6743
PULLER 6444

MANUAL TRANSMISSION - NV4500

DR
MANUAL TRANSMISSION - NV4500 (Continued)

JAWS 6459

JAWS 6451

JAWS 6820
REMOVER 6454

JAWS & INSERT 6453

INSTALLER 6061

JAWS 6447

INSTALLER C-4340

JAWS 6449

21 - 81

21 - 82

MANUAL TRANSMISSION - NV4500

MANUAL TRANSMISSION - NV4500 (Continued)

ROD EXTENSION 8161
INSTALLER C-4040

INSTALLER 6448

INSTALLER 6446

INSTALLER C-4308
JAWS 6445

INSTALLER 6052

ADAPTER HOUSING SEAL
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. 131).

MANUAL TRANSMISSION - NV4500

21 - 83

(3) Remove extension housing seal (Fig. 132) using
Remover C-3985-B.
(4) On heavy duty 4X2 vehicles, remove extension
housing seal with a pry tool or a slide hammer
mounted screw.

Fig. 132 EXTENSION HOUSING AND SEAL (4X2)
1 - EXTENSION HOUSING
2 - SEAL

(5) On light duty transmissions, remove the extension housing bushing with Remover 6957.
(6) On heavy duty transmissions, remove the
extension housing bushing with Remover 8155.

INSTALLATION
Fig. 131 Adapter Housing (4–Wheel Drive Models)
1 - ADAPTER HOUSING
2 - SEAL

(1) Install housing bushing with Handle C-4171
(Fig. 133) and Installer.
• Light Duty - Installer 6951
• Heavy Duty - Installer 8161

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
REMOVAL
(1) Mark the propeller shaft and yoke for installation reference.
(2) Remove the propeller shaft.

Fig. 133 Extension Housing Bushing
1 - HANDLE
2 - INSTALLER
3 - EXTENSION HOUSING

21 - 84

MANUAL TRANSMISSION - NV4500

EXTENSION HOUSING SEAL (Continued)
(2) Install housing seal with Handle C-4171 (Fig.
134) and Installer.
• Light Duty - Installer C-3972-A
• Heavy Duty - Installer 8154

Fig. 134 Pinion Seal
1 - HANDLE
2 - INSTALLER

(3) Install propeller shaft with reference marks
aligned.
(4) Check and fill transmission.

(3) Pry up shift mechanism cover at slots provided
in cover (Fig. 136).

Fig. 136 LOOSEN SHIFT MECHANISM
1 - SHIFT MECHANISM COVER SLOT
2 - PRY TOOL

(4) Raise cover enough to disengage it from alignment dowels in gear case (Fig. 137).

SHIFT MECHANISM
REMOVAL
(1) Remove transmission from vehicle.
(2) Remove shift mechanism cover bolts (Fig. 135).

Fig. 137 SHIFT MECHANISM COVER
1 - SHIFT MECHANISM COVER
2 - ALIGNMENT DOWELS

(5) Raise front of shift mechanism cover and lift
cover up and off gear case (Fig. 137).

Fig. 135 SHIFT MECHANISM BOLTS
1 - SHIFT MECHANISM COVER
2 - BOLTS

MANUAL TRANSMISSION - NV4500

21 - 85

SHIFT MECHANISM (Continued)

FIFTH-REVERSE SHIFT FORK PADS

INSTALLATION

Three shift pads on the forks are held in place by
tension and a small locating tang (Fig. 138).

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 mechanism
cover and gear case with wax and grease remover.
(2) Apply a small amount of Mopar silicone sealer
or equivalent to sealing surface of shift mechanism
cover.

Fig. 138 SHIFT FORK PAD LOCATIONS
1 - SHIFT FORK PADS
2 - FIFTH-REVERSE FORK

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.

CAUTION: Do not use an excessive 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. 140) are secure.

EXPANSION PLUG
The expansion plugs at the rear of the shift rail
bores (Fig. 139) can be replaced if loose/leaking.

Fig. 139 EXPANSION PLUG LOCATION
1 - EXPANSION PLUGS

(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.
(3) Clean all chips from shift cover and plug bores.
Then clean plug bores with solvent and dry with
clean shop towel.

Fig. 140 SHIFT FORK PAD
1 - SHIFT FORK PADS
2 - FIFTH-REVERSE FORK

(5) Verify 1-2 and 3-4 synchro sleeves and forks in
shift cover are in neutral position.
(6) Align and seat shift mechanism cover on transmission.
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.

21 - 86

MANUAL TRANSMISSION - NV4500

SHIFT MECHANISM (Continued)
(7) Apply Mopar Lock N’ Seal or equivalent to
threads of shift cover bolts.
(8) Install shift cover mechanism 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.

SHIFT COVER
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.
(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.

MANUAL TRANSMISSION - NV5600

21 - 87

MANUAL TRANSMISSION - NV5600
TABLE OF CONTENTS
page

page

MANUAL TRANSMISSION - NV5600
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 87
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 89
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 90
CLEANING - TRANSMISSION . . . . . . . . . . . . . 104
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 104
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 120
SPECIFICATIONS - NV5600 . . . . . . . . . . . . . . 122

SPECIAL TOOLS . . . . . . . .
ADAPTER HOUSING SEAL
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
EXTENSION HOUSING SEAL
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .
SHIFT COVER
REMOVAL . . . . . . . . . . . . .
INSTALLATION . . . . . . . . .

MANUAL TRANSMISSION NV5600

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 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.

. . . . . . . . . . . . . . . 122
. . . . . . . . . . . . . . . 127
. . . . . . . . . . . . . . . 127
. . . . . . . . . . . . . . . 127
. . . . . . . . . . . . . . . 127
. . . . . . . . . . . . . . . 128
. . . . . . . . . . . . . . . 128

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

21 - 88

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)

Fig. 1 NV5600 MANUAL TRANSMISSION

MANUAL TRANSMISSION - NV5600

21 - 89

MANUAL TRANSMISSION - NV5600 (Continued)

IDENTIFICATION
The transmission has two identification tags
attached to the driver side upper clutch housing (Fig.
2). 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.

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
Fig. 2 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
slide over the teeth, locking the gear to the mainshaft or countershaft through the synchronizer.

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.

REMOVAL
(1) Shift transmission into Neutral.

21 - 90

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(2) Remove screws attaching shift boot to floorpan.
Then slide boot upward on the shift lever.
(3) Remove the bolts holding the shift tower to the
isolator plate and transmission gear case.
(4) Remove the shift tower and isolator plate from
the transmission gear case.
(5) Raise and support vehicle.
(6) Remove skid plate, if equipped.
(7) Mark propeller shaft/shafts and axle yokes for
installation reference.
(8) Remove propeller shaft.
(9) Disconnect and remove exhaust system as necessary.
(10) Disconnect wires at backup light switch.
(11) Support engine with adjustable safety stand
and wood block.
(12) If transmission is to be disassembled for
repair, remove drain bolt at bottom of PTO cover and
drain lubricant from transmission (Fig. 3).

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 bolts and pry out
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.
(1) Mount the transmission into Fixture 8230 (Fig. 4).

Fig. 3 NV5600 DRAIN BOLT
1 - PTO COVER
2 - DRAIN BOLT

(13) Remove clutch slave cylinder splash shield, if
equipped.
(14) Remove clutch slave cylinder bolts and move
cylinder aside for clearance.
(15) 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 bolts and pry out
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.

Fig. 4 TRANSMISSION FIXTURE
1 - FIXTURE
2 - TRANSMISSION

MANUAL TRANSMISSION - NV5600

21 - 91

MANUAL TRANSMISSION - NV5600 (Continued)
(2) Rotate the transmission to the horizontal position, if necessary.
(3) Remove the shift tower (Fig. 5) and isolator
plate (Fig. 6).

(4) Remove primary shift rail detent plug (Fig. 7).

Fig. 7 PRIMARY SHIFT RAIL DETENT PLUG
1 - DETENT PLUG

(5) Remove primary shift rail detent spring (Fig.
8).

Fig. 5 REMOVE SHIFT TOWER
1 - SHIFT TOWER
2 - TRANSMISSION

Fig. 8 PRIMARY SHIFT RAIL DETENT SPRING
1 - DETENT SPRING

Fig. 6 SHIFT TOWER ISOLATOR PLATE
1 - ISOLATOR PLATE
2 - TRANSMISSION

21 - 92

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(6) Remove primary shift rail detent plunger (Fig.
9).

Fig. 11 SHIFT RAIL BLOCKER BOLT
1 - BLOCKER BOLT

Fig. 9 PRIMARY SHIFT RAIL DETENT PLUNGER
1 - DETENT PLUNGER

(7) Remove clutch housing bolts (10) (Fig. 10) from
inside the housing.

(2) Remove extension/adapter housing from the
transmission gear case with Puller 8244 (Fig. 12).
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.

Fig. 10 CLUTCH HOUSING BOLTS
1 - BOLTS (10)

(8) Remove shift rail blocker bolt (Fig. 11) from the
side of the transmission gear case.
EXTENSION/ADAPTER HOUSING
(1) Remove bolts holding the extension/adapter
housing onto the transmission gear case.

Fig. 12 TRANSMISSION CASE PULLER
1 - PULLER
2 - EXTENSION/ADAPTER HOUSING

MANUAL TRANSMISSION - NV5600

21 - 93

MANUAL TRANSMISSION - NV5600 (Continued)
(3) Remove crossover detent plug, spring and
plunger from the extension/adapter housing (Fig. 13).

NOTE: Tag all countershaft pre-load shims from
between the bearing race and the housing (Fig. 16).
(8) Remove crossover cam bushing from the extension/adapter housing with Remover 8240.

Fig. 13 CROSSOVER CAM DETENT PLUG
1 - DETENT PLUG
2 - EXTENSION HOUSING

Fig. 15 COUNTERSHAFT REAR BEARING RACE
(4) Remove bolt and washer holding the crossover
cam to the extension/adapter housing (Fig. 14).
(5) Remove crossover cam from the extension/
adapter housing.

1 - REMOVER

Fig. 16 COUNTERSHAFT REAR BEARING RACE
AND SHIM
Fig. 14 CROSSOVER CAM BOLT
1 - CROSSOVER CAM
2 - BOLT
3 - EXTENSION HOUSING

(6) Remove back-up lamp switch from the extension/adapter housing.
(7) Remove countershaft rear bearing race from
the extension/adapter housing with Remover L-4518
(Fig. 15).

1 - PRE-LOAD SHIM
2 - BEARING RACE

(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.

21 - 94

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
REVERSE GEAR
(1) Remove crossover cam rollers and pin (Fig. 17).

(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. 19).

Fig. 17 CROSSOVER CAM ROLLERS AND PIN
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. 18).

Fig. 19 COUNTERSHAFT REAR BEARING PULLER
1 - PULLER
2 - ADAPTERS

(6) Seperate countershaft reverse gear and sleeve.
(7) Remove output shaft nut with Wrench 8226 on
the shaft nut and Socket 6993 or 6984 to hold the
shaft (Fig. 20). 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.

Fig. 18 REVERSE IDLER AND COUNTERSHAFT
GEARS
1 - REVERSE IDLER GEAR
2 - COUNTERSHAFT REVERSE GEAR

Fig. 20 LOOSEN OUTPUT SHAFT NUT
1 - WRENCH
2 - SOCKET

MANUAL TRANSMISSION - NV5600

21 - 95

MANUAL TRANSMISSION - NV5600 (Continued)
(8) Remove output shaft ball bearing assembly and
reverse thrust washer from the output shaft (Fig.
21).

(10) Remove reverse gear bearing sleeve from the
output shaft (Fig. 23).
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.

Fig. 21 OUTPUT SHAFT BEARING AND THRUST
WASHER
1 - OUTPUT SHAFT BALL BEARING
2 - THRUST WASHER

(9) Remove reverse gear, reverse gear synchronizer
cone, reverse gear outer blocker ring and reverse
gear bearing (Fig. 22).

Fig. 23 REVERSE BEARING SLEEVE
1 - REVERSE GEAR BEARING SLEEVE

(11) Remove roll-pin securing the reverse shift fork
to the reverse shift rail with a 6 mm (7/32 in.) punch
and hammer.

Fig. 22 REVERSE GEAR COMPONENTS
1
2
3
4

REVERSE GEAR
REVERSE BEARING
BLOCKER RING
FRICTION CONE

21 - 96

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(12) Remove reverse shift fork and synchronizer as
an assembly from the reverse shift rail and the output shaft (Fig. 24).

Fig. 25 TRANSMISSION CASE LIFT FIXTURE
1 - FIXTURE
2 - TRANSMISSION CASE

Fig. 24 REVERSE SHIFT FORK AND SYNCHRO
1 - REVERSE SYNCHRO
2 - REVERSE SHIFT FORK

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 6 mm
(7/32 in.) punch and hammer.
(3) Turn shift socket so it won’t catch the case
when lifting it up.
(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. 25).
(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. 26).

Fig. 26 5-6 CROSSOVER BRACKET BOLTS
1 - 5-6 CROSSOVER BRACKET

MANUAL TRANSMISSION - NV5600

DR
MANUAL TRANSMISSION - NV5600 (Continued)
(2) Attach Fixture 8232 to the output shaft and
countershaft (Fig. 27).

Fig. 28 Remove Holding Tool
Fig. 27 FIXTURE/OUTPUT SHAFT

1 - HOLDING TOOL
2 - 5-6 SYNCHRO

1 - OUTPUT SHAFT
2 - FIXTURE

(3) Attach an engine crane or equivalent to Fixture
8232 and raise the geartrain approximately 1/4 in.
from the clutch housing.
(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. 28) 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. 29).
(9) Raise the geartrain until the input shaft is
clear of the clutch housing.

Fig. 29 SHIFT RAILS
1 - 5-6 SHIFT RAIL

21 - 97

21 - 98

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(10) Remove geartrain from the clutch housing and
install the geartrain into Support Stand 8246 (Fig.
30).

Fig. 31 FRONT COUNTERSHAFT BEARING
1 - PULLER
2 - JAWS

Fig. 30 GEARTRAIN FIXTURE
1 - FIXTURE
2 - SUPPORT STAND

(11) Remove Fixture 8232 from the output shaft
and the countershaft.
(12) Separate the countershaft from the output
shaft.
(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 Collar
6444-8, Jaws 6451, Puller Rods 6444-4 and Puller
6444 (Fig. 31).
(3) Remove rear countershaft bearing with Collar
6444-8, Jaws 6447, Puller Rods 6444-4, Puller 6444
and suitable press button (Fig. 32).

Fig. 32 REAR COUNTERSHAFT BEARING
1 - PULLER
2 - JAWS

MANUAL TRANSMISSION - NV5600

DR
MANUAL TRANSMISSION - NV5600 (Continued)
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, Jaws 8234, Puller Rods 6444-4
and the remainder of Puller 6444 (Fig. 33).
(3) Remove snap-ring holding the rear output shaft
bearing onto the output shaft.
(4) Use Collar 6444-8, Jaws 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 FIFTH GEAR BLOCKER RING
1 - FIFTH GEAR BLOCKER RING
2 - INPUT SHAFT

Fig. 33 OUTPUT SHAFT POCKET BEARING
1 - PULLER
2 - JAWS

INPUT SHAFT
(1) Remove fifth gear blocker ring from the input
shaft (Fig. 34).
(2) Remove fifth gear friction cone from the input
shaft (Fig. 35).

Fig. 35 FIFTH GEAR FRICTION CONE
1 - FRICTION CONE
2 - INPUT SHAFT

21 - 99

21 - 100

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(3) Remove output shaft pocket bearing race from
the input shaft with Puller L-4518 (Fig. 36).

Fig. 37 INPUT SHAFT BEARING
Fig. 36 OUTPUT SHAFT POCKET BEARING RACE

1 - PULLER
2 - JAWS

1 - PULLER
2 - INPUT SHAFT

(4) Remove input shaft bearing and oil guide from
the input shaft with Collar 6444-8, Jaws 8243, Puller
Rods 6444-6 and the remainder of Puller 6444 (Fig.
37).
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 disassembly. Use paint or a scribe for marking purposes. Then stack the geartrain parts in
order of removal.
(1) Remove first gear from the output shaft.
(2) Remove first gear bearing from the output
shaft (Fig. 38).
(3) Remove first gear blocker rings (2) and cones
from the 1-2 synchro assembly (Fig. 39).
(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. 40).
(6) Press second gear, 1-2 synchro assembly and
first gear bearing sleeve from the output shaft.
(7) Remove second gear bearing from the output
shaft.

Fig. 38 FIRST GEAR BEARING
1 - OUTPUT SHAFT
2 - FIRST GEAR BEARING

(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.

MANUAL TRANSMISSION - NV5600

21 - 101

MANUAL TRANSMISSION - NV5600 (Continued)
(10) Remove sixth gear and the sixth gear bearing
from the output shaft (Fig. 41).

Fig. 39 FIRST GEAR BLOCKER RINGS AND
FRICTION CONE
1 - OUTPUT SHAFT
2 - FIRST GEAR BLOCKER RINGS
3 - FIRST GEAR FRICTION CONE

Fig. 41 SIXTH GEAR COMPONENTS
1
2
3
4
5

Fig. 40 SECOND GEAR, 1-2 SYNCHRO & FIRST
GEAR BEARING SLEEVE
1
2
3
4
5

OUTPUT SHAFT
FIRST GEAR BEARING SLEEVE
SECOND GEAR
FIXTURE
1-2 SYNCHRO

SIXTH GEAR FRICTION CONE
SIXTH GEAR
OUTPUT SHAFT
SIXTH GEAR BLOCKER RING
5-6 SYNCHRO

21 - 102

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
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. 42).

Fig. 43 SIXTH COUNTERSHAFT GEAR
1 - GUIDE
2 - SIXTH COUNTER SHAFT GEAR
3 - FIXTURE

Fig. 42 FIFTH COUNTERSHAFT GEAR
1 - GUIDE
2 - FIFTH COUNTER SHAFT GEAR
3 - FIXTURE

(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. 43).
(6) Remove countershaft from the press and Fixture 8227.
(7) Remove fourth countershaft gear, friction cone,
blocker ring and bearing from the countershaft (Fig.
44).
(8) Install countershaft into Fixture 8227 with
press blocks located under the third countershaft
gear.

Fig. 44 FOURTH COUNTERSHAFT GEAR
COMPONENTS
1
2
3
4
5

FOURTH GEAR BLOCKER RING
FOURTH GEAR BEARING
COUNTERSHAFT
FOURTH GEAR FRICTION CONE
FOURTH COUNTERSHAFT GEAR

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(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. 45).

Fig. 46 THIRD GEAR BEARING
1 - COUNTERSHAFT
2 - 2-3 THRUST WASHER
3 - THIRD COUNTERSHAFT GEAR BEARING

Fig. 45 THIRD COUNTERSHAFT GEAR
COMPONENTS
1
2
3
4
5

THIRD COUNTERSHAFT GEAR
FIXTURE
3-4 SYNCHRO
BEARING SLEEVE
COUNTERSHAFT

(10) Remove countershaft from the press and Fixture 8227.
(11) Remove third countershaft gear bearing from
the countershaft (Fig. 46).
(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.
CLUTCH HOUSING
(1) Remove input shaft retainer bolts from the
clutch housing and remove retainer (Fig. 47).

Fig. 47 INPUT SHAFT RETAINER
1 - INPUT SHAFT RETAINER
2 - CLUTCH HOUSING

21 - 103

21 - 104

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(2) Remove countershaft oil guide from the countershaft front bearing bore in the clutch housing (Fig.
48).

Fig. 49 FRONT COUNTERSHAFT BEARING RACE
1 - CLUTCH HOUSING
2 - HANDLE
3 - REMOVER

Fig. 48 COUNTERSHAFT OIL GUIDE
1 - CLUTCH HOUSING
2 - COUNTERSHAFT OIL GUIDE

(3) Remove countershaft front bearing race, endplay shims and spacer from the clutch housing with
Remover 6061-1 and Handle C-4171 (Fig. 49).
(4) Remove input shaft bearing race with Remover/
Installer 8237 and Handle C-4171.
(5) Remove input shaft oil guide and retainer seal
(Fig. 50).

CLEANING - TRANSMISSION
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.
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

Fig. 50 OIL GUIDE AND SEAL
1 - INPUT SHAFT OIL GUIDE
2 - INPUT SHAFT OIL SEAL

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.

MANUAL TRANSMISSION - NV5600

21 - 105

MANUAL TRANSMISSION - NV5600 (Continued)
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.

ASSEMBLY

(3) Install second gear synchro friction cone over
the blocker ring and onto second gear (Fig. 52).

Fig. 52 FRICTION CONE
1 - GEAR
2 - FRICTION CONE

(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. 53).

NOTE: Gaskets are not used in the transmission.
Use Mopar Gasket Maker or equivalent on all gear
case and extension housing sealing surfaces.
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. 51).

Fig. 53 OUTER BLOCKER RING
1 - OUTER BLOCKER RING
2 - LUG
3 - GEAR

Fig. 51 INNER BLOCKER RING
1 - INNER BLOCKER RING
2 - GEAR

21 - 106

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(5) Install 1-2 synchro assembly onto the second
gear assembly (Fig. 54).

Fig. 54 3-4 SYNCHRO ASSEMBLY
1 - SYNCHRO
2 - GEAR

(6) Reverse assembly on the bench.
(7) Lubricate and install second gear bearing into
second gear (Fig. 55).

Fig. 56 OUTPUT SHAFT INTO 1-2 SYNCHRO
1 - OUTPUT SHAFT
2 - 1-2 SYNCHRO
3 - SECOND GEAR

(13) Install first gear synchro friction cone over the
blocker ring and onto first gear (Fig. 52).
(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. 53).
(15) Reverse the output shaft in the press.
(16) Install first gear bearing sleeve onto the output shaft.

Fig. 55 SECOND GEAR AND 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. 56).
(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. 51).

MANUAL TRANSMISSION - NV5600

21 - 107

MANUAL TRANSMISSION - NV5600 (Continued)
(17) Install first gear bearing sleeve the remainder
of the way onto the output shaft using Installer 8228
and a shop press (Fig. 57).

Fig. 58 FIRST GEAR AND BLOCKER ASSEMBLY
1 - OUTPUT SHAFT
2 - FIRST GEAR ASSEMBLY

Fig. 57 FIRST GEAR BEARING SLEEVE
1 - INSTALLER
2 - FIRST GEAR BEARING SLEEVE

(18) Install first gear and blocker assembly onto
the output shaft (Fig. 58).
(19) Install first gear bearing over the output shaft
and into first gear.
(20) Install output shaft thrust washer onto the
output shaft (Fig. 59).

Fig. 59 OUTPUT SHAFT THRUST WASHER
1 - OUTPUT SHAFT
2 - OUTPUT SHAFT THRUST WASHER

21 - 108

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(21) Install rear output shaft bearing onto the output shaft with Installer 8228 and a shop press (Fig.
60).
(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.

Fig. 61 SIXTH GEAR
1 - SIXTH GEAR
2 - SIXTH GEAR BEARING

Fig. 60 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. 61).
(26) Install the sixth gear friction cone onto sixth
gear.
(27) Install sixth gear blocker ring over the sixth
gear friction cone (Fig. 62).

Fig. 62 SIXTH GEAR BLOCKER RING
1 - SIXTH GEAR BLOCKER RING
2 - SIXTH GEAR FRICTION CONE

MANUAL TRANSMISSION - NV5600

21 - 109

MANUAL TRANSMISSION - NV5600 (Continued)
(28) Install Guide 8235 onto the end of the output
shaft (Fig. 63).

Fig. 64 5-6 SYNCHRO
Fig. 63 OUTPUT SHAFT GUIDE

1 - INSTALLER
2 - 5-6 SYNCHRO

1 - GUIDE
2 - OUTPUT SHAFT

(29) Install 5-6 synchro over Guide 8235 and onto
the output shaft.
(30) Press 5-6 synchro (Fig. 64) onto the output
shaft with Installer 8156 and a shop press.
(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. 65).
(33) Install a new snap-ring to hold the output
shaft pocket bearing onto the output shaft.

Fig. 65 OUTPUT SHAFT POCKET BEARING
1 - GUIDE
2 - POCKET BEARING

21 - 110

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
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. 66).

Fig. 68 3-4 SYNCHRO ASSEMBLY
1 - SYNCHRO
2 - GEAR

Fig. 66 FRICTION CONE AND THIRD GEAR
1 - FRICTION CONE
2 - GEAR
3 - CLUTCH RING

(9) Install countershaft through the third gear/3-4
synchro assembly.
(10) Press countershaft into the 3-4 synchro
assembly (Fig. 69).

(3) Install third countershaft gear blocker ring
onto the friction cone (Fig. 67).

Fig. 67 BLOCKER RING ONTO FRICTION CONE
1 - BLOCKER RING
2 - GEAR
3 - FRICTION CONE

(4) Install 3-4 synchro assembly onto the blocker
ring/gear assembly (Fig. 68).
(5) Reverse the assembly on the bench.
(6) Install third countershaft gear bearing into the
third countershaft gear.
(7) Install 2-3 thrust washer onto the countershaft.
(8) Place third gear/3-4 synchro assembly in a shop
press.

Fig. 69 COUNTERSHAFT INTO 3-4 SYNCHRO
1 - COUNTERSHAFT
2 - 2-3 THRUST WASHER
3 - THIRD COUNTERSHAFT GEAR

MANUAL TRANSMISSION - NV5600

21 - 111

MANUAL TRANSMISSION - NV5600 (Continued)
(11) Install fourth countershaft gear bearing sleeve
onto the output shaft.
(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. 66).
(15) Install fourth countershaft gear blocker ring
onto the friction cone (Fig. 67).
(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. 70).

Fig. 70 FOURTH COUNTERSHAFT ONTO SIXTH
COUNTERSHAFT GEAR
1 - FOURTH BEARING
2 - FOURTH COUNTERSHAFT GEAR
3 - SIXTH COUNTERSHAFT GEAR

(19) Install countershaft into the fourth/sixth countershaft gear assembly in the shop press.
(20) Press countershaft into sixth gear (Fig. 71).
CAUTION: Gear and shaft must be aligned while
pressing or the gear will bind on the shaft.

Fig. 71 COUNTERSHAFT INTO SIXTH GEAR
1 - COUNTERSHAFT
2 - SIXTH COUNTERSHAFT GEAR
3 - 3-4 SYNCHRO

(21) Place fifth countershaft gear into the shop
press.

21 - 112

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(22) Install countershaft into the fifth countershaft
gear and press countershaft into fifth gear (Fig. 72).
CAUTION: Gear and shaft must be aligned while
pressing or the gear will bind on the shaft.

(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. 73).

Fig. 72 COUNTERSHAFT TO FIFTH
COUNTERSHAFT GEAR
1 - COUNTERSHAFT
2 - FIFTH COUNTERSHAFT GEAR

Fig. 73 INPUT SHAFT BEARING
1 - INSTALLER
2 - INPUT SHAFT BEARING

MANUAL TRANSMISSION - NV5600

21 - 113

MANUAL TRANSMISSION - NV5600 (Continued)
(3) Position the input shaft bearing oil guide on
the input shaft (Fig. 74).

Fig. 75 OUTPUT SHAFT POCKET BEARING RACE
1 - HANDLE
2 - INPUT SHAFT
3 - INSTALLER

Fig. 74 INPUT SHAFT OIL GUIDE
1 - INPUT SHAFT
2 - INPUT SHAFT OIL GUIDE

(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. 75).
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. 76).
(4) Clean all old sealer from the input shaft
retainer and the clutch housing but DO NOT apply

Fig. 76 OIL GUIDE AND SPACER
1 - 0.3 IN. BEYOND FLUSH
2 - 0.4 IN. BEYOND FLUSH

new sealer at this time. New sealer will be applied
after all the preload measurements are made and
end-play shims are installed.

21 - 114

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
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.

(5) Install countershaft into the Support Stand
8246 and verify that all gears are meshed with their
mates on the output shaft (Fig. 78).

(5) Install input shaft retainer onto the clutch
housing and install bolts to hold the input shaft
retainer.
GEARTRAIN
(1) Install
(2) Install
shaft.
(3) Install
gear friction
(4) Install
77).

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. 78 COUNTERSHAFT WITH OUTPUT SHAFT
1 - COUNTERSHAFT
2 - OUTPUT SHAFT
3 - SUPPORT STAND

Fig. 77 OUTPUT SHAFT AND INPUT SHAFT
1 - OUTPUT SHAFT
2 - INPUT SHAFT
3 - SUPPORT STAND

MANUAL TRANSMISSION - NV5600

21 - 115

MANUAL TRANSMISSION - NV5600 (Continued)
(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. 79).

Fig. 80 SHIFT RAILS INSTALLED
1 - SHIFT RAILS

(11) With the geartrain approximately 1/4 in. from
the clutch housing, remove Holding Tool 8242 from
the 5-6 synchro (Fig. 81).

Fig. 79 GEARTRAIN FIXTURE
1 - FIXTURE
2 - SUPPORT STAND

(9) Install shift forks and rails onto the geartrain
(Fig. 80).
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.
(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.

Fig. 81 HOLDING TOOL
1 - HOLDING TOOL
2 - 5-6 SYNCHRO

(12) Install 5-6 crossover bracket and arm to the
shift rails and the clutch housing.

21 - 116

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(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. 82).

Fig. 82 5-6 CROSSOVER BRACKET BOLTS
1 - 5-6 CROSSOVER BRACKET

(15) Remove engine crane and Fixture 8232 from
the output shaft and the countershaft.

Fig. 83 LIFT FIXTURE
1 - FIXTURE
2 - TRANSMISSION CASE

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.
(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. 83).
(6) Install clutch housing bolts and tighten to 48
N·m (35 ft.lbs.).
(7) Install shift socket roll pin with a suitable 6
mm (7/32 in.) 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. 84).

Fig. 84 MEASURE MAINSHAFT ENDPLAY
1 - DIAL INDICATOR
2 - EXTENSION ROD
3 - MAIN SHAFT

MANUAL TRANSMISSION - NV5600

21 - 117

MANUAL TRANSMISSION - NV5600 (Continued)
(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. 85).

Fig. 86 REVERSE SHIFT FORK AND SYNCHRO
1 - REVERSE SYNCHRO
2 - REVERSE SHIFT FORK

Fig. 85 MEASURE COUNTERSHAFT END-PLAY
1 - EXTENSION ROD
2 - DIAL INDICATOR
3 - COUNTERSHAFT

(4) Rotate transmission into a horizontal position
and remove the input shaft retainer.
(5) Install shims necessary to achieve an end-play
of 0-0.10 mm (0-0.004 in.) for the mainshaft and
countershaft.

(2) Install roll-pin securing the reverse shift fork
to the reverse shift rail with 6 mm (7/32 in.) punch
and a hammer.
(3) Install reverse gear bearing sleeve onto the
output shaft with Installer 6446 if necessary (Fig.
87).

NOTE: Countershaft shims go between the bearing
race and spacer. Mainshaft shims go into the input
shaft retainer.
(6) Install a new input shaft seal into the input
shaft retainer with Installer C-4965.
(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. 86).
NOTE: Raised square shoulder and snap-ring on
the synchro face the case.

Fig. 87 REVERSE BEARING SLEEVE
1 - REVERSE GEAR BEARING SLEEVE

21 - 118

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(4) Install reverse gear, reverse gear synchronizer
cone, reverse gear outer blocker ring and reverse
gear bearing (Fig. 88).

Fig. 89 OUTPUT SHAFT BEARING AND THRUST
WASHER
1 - OUTPUT SHAFT BALL BEARING
2 - THRUST WASHER

(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. 90).

Fig. 88 REVERSE GEAR COMPONENTS
1
2
3
4

REVERSE GEAR
REVERSE BEARING
BLOCKER RING
FRICTION CONE

(5) Install output shaft ball bearing assembly and
reverse thrust washer onto the output shaft (Fig. 89).
NOTE: Raised shoulder on thrust washer faces
away from the reverse gear.
(6) Install a new output shaft nut onto the output
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 9 mm (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.

Fig. 90 REVERSE IDLER AND COUNTERSHAFT
GEARS
1 - REVERSE IDLER GEAR
2 - COUNTERSHAFT REVERSE GEAR

MANUAL TRANSMISSION - NV5600

21 - 119

MANUAL TRANSMISSION - NV5600 (Continued)
(13) Install reverse idler thrust washer from the
reverse idler.
(14) Install crossover cam rollers and pin (Fig. 91).

Fig. 91 CROSSOVER CAM ROLLERS AND PIN
1 - CROSSOVER CAM PIN
2 - CROSSOVER CAM ROLLERS

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.

Fig. 92 Measure Height of Reverse Countershaft
1 - MEASURE DISTANCE FROM RACE TO GAUGE BAR

NOTE: Drain hole located in the dust boot portion
of the seal must face downward ( toward the
ground) when installed.
(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. 92).
(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.
(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. 93).
(11) Subtract thickness of the gauge bar from the
measurement and record the result.

Fig. 93 MEASURE DEPTH OF REVERSE
COUNTERSHAFT GEAR BEARING RACE BORE
1 - GAUGE BAR TO BEARING RACE BORE MEASUREMENT

(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.

21 - 120

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)
(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. 94).

(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.).
(24) Install shift tower onto the transmission case
and tighten bolts to 9 N·m (7 ft.lbs.).

INSTALLATION
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.

Fig. 94 CROSSOVER CAM BOLT
1 - CROSSOVER CAM
2 - BOLT
3 - EXTENSION HOUSING

(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. 95).

Fig. 95 CROSSOVER CAM DETENT PLUG
1 - DETENT PLUG
2 - EXTENSION HOUSING

(19) Apply sealer to the surface of the transmission case.

(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.
(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.
96). Check lubricant level in transfer case if
equipped.

MANUAL TRANSMISSION - NV5600

21 - 121

MANUAL TRANSMISSION - NV5600 (Continued)

FOUR WHEEL DRIVE

Fig. 96 FILL PLUG
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.

(1) Install and secure transfer case on the transmission jack.
(2) Raise and align transfer case input gear with
transmission mainshaft.
(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.

21 - 122

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)

SPECIFICATIONS - NV5600
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Plug, Crossover Cam and Detent

Bolt, Input Retainer

Bolt, 5-6 Crossover Bracket

Bolt, Clutch Housing

Bolt, Extension/Adapter Housing

Bolt, Shift Tower

Switch, Back-up Lamp

Bolt, Shift Blocker

Bolt, PTO Cover

Pivot, Clutch Release Lever

Plug, Fill

Nut, Output Shaft

339

250

SPECIAL TOOLS

REMOVER 8155

HANDLE C-4171

INSTALLER 8156

INSTALLER C-3972-A

INSTALLER 8154

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)

JAWS 6451
WRENCH 8226

SOCKET 6984
INSTALLER 6061

SOCKET 6984
INSTALLER 6448

PULLER 6444

INSTALLER C-4308

ROD EXTENSION 8161
JAWS 6447

21 - 123

21 - 124

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)

REMOVER 8233
FIXTURE 8227

REMOVER 8234
INSTALLER 8228

GUIDE 8235
FIXTURE 8230

INSTALLER 8236
FIXTURE 8232

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)

INSTALLER/REMOVER 8237

FIXTURE 8241

HOLDING 8242
INSTALLER/REMOVE 8238

REMOVER 8243
INSTALLER 8239

REMOVER 8240

PULLER 8244

21 - 125

21 - 126

MANUAL TRANSMISSION - NV5600

MANUAL TRANSMISSION - NV5600 (Continued)

DIAL INDICATOR C-3339

REMOVER 8245
INSTALLER C-4965

REMOVER L-4418
SUPPORT STAND 8246

PULLER C-293-PA

REMOVER 8262
ADAPTERS C-293-52

INSTALLER MD998805
REMOVER 8271

MANUAL TRANSMISSION - NV5600

21 - 127

ADAPTER HOUSING SEAL

INSTALLATION

REMOVAL

(1) Install extension housing bushing
Installer 8156 and Handle C-4171 (Fig. 98).

with

(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.

Fig. 98 Install Extension Housing Bushing

EXTENSION HOUSING SEAL
REMOVAL
(1) Mark propeller shaft and pinion yoke for
installation reference and remove the propeller shaft.
(2) Remove extension housing seal with a pry tool
or a slide hammer and screw.
(3) Remove extension housing bushing with
Remover 8155 (Fig. 97).

1 - HANDLE
2 - INSTALLER
3 - BUSHING

(2) Install extension housing seal with Installer
8154 and Handle C-4171 (Fig. 99).

Fig. 99 EXTENSION HOUSING SEAL INSTALLER
1 - INSTALLER
2 - HANDLE

Fig. 97 EXTENSION HOUSING BUSHING REMOVAL
1 - REMOVER

(3) Install propeller shaft with reference marks
aligned.
(4) Check and fill transmission.

21 - 128

MANUAL TRANSMISSION - NV5600

SHIFT COVER
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. 100) and isolator
plate (Fig. 101) from the transmission.

Fig. 101 SHIFT TOWER ISOLATOR PLATE
1 - ISOLATOR PLATE
2 - TRANSMISSION

INSTALLATION

Fig. 100 SHIFT TOWER
1 - SHIFT TOWER
2 - TRANSMISSION

(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

21 - 129

AUTOMATIC TRANSMISSION - 46RE
TABLE OF CONTENTS
page
AUTOMATIC TRANSMISSION - 46RE
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
.............
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK . . . .
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK . . . . . . . . . . . . . . . . .

. . 131
. . 133

. . 139
. . 139
. . 139
. . 140

. . 143
. . 143
. . 144
.
.
.
.
.
.
.

. 156
. 156
. 158
. 164
. 165
. 165
. 173

. . 175
. . 187
. . 189
. . 191
. . 192
. . 192
. . 193
. . 193
. . 193

. . 194
. . 194
. . 195
. . 195

page
ELECTRONIC GOVERNOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 196
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 196
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 199
EXTENSION HOUSING BUSHING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 200
EXTENSION HOUSING SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 200
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL . . . . . . . . . . . . . 201
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID . . . . . . . . . . . . . . . . . . . . . . . 201
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION . . . . . . . . . . . . . . . . . . . . 201
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT . . . . . . . . . . . . . . . 203
STANDARD PROCEDURE - TRANSMISSION
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
FRONT CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 204
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 204
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 205
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 206
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
FRONT SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 207
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 208
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 208
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . 208
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 210
ADJUSTMENTS
GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . 211
OIL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 212
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 212
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 212

21 - 130

AUTOMATIC TRANSMISSION - 46RE

CLEANING . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT FRONT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT REAR BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
OVERDRIVE CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . .
PISTONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
REAR CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .

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DR
REAR SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
SHIFT MECHANISM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SOLENOID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
THROTTLE VALVE CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - THROTTLE VALVE
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE . . . . . . .
TRANSMISSION RANGE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS) . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
VALVE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - VALVE BODY . . . . . . . . . .

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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.
The transmission contains a front, rear, and direct
clutch which function as the input driving components. It also contains the kickdown (front) and the

AUTOMATIC TRANSMISSION - 46RE

21 - 131

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 - 132

AUTOMATIC TRANSMISSION - 46RE

Fig. 1 46RE Transmission

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 133

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 can also be engaged in
the manual second gear position if high transmission
temperatures are sensed by the PCM. 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 - 134

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)

PARK POWERFLOW

NEUTRAL 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.

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.

Fig. 4 Neutral Powerflow
1
2
3
4
5

Fig. 3 Park Powerflow
1 - PAWL ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT

PAWL DISENGAGED FOR NEUTRAL
PARK SPRAG
OUTPUT SHAFT
CAM
PAWL

AUTOMATIC TRANSMISSION - 46RE

21 - 135

AUTOMATIC TRANSMISSION - 46RE (Continued)

REVERSE POWERFLOW
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.

Fig. 5 Reverse Powerflow
1
2
3
4

FRONT CLUTCH ENGAGED
OUTPUT SHAFT
LOW/REVERSE BAND APPLIED
INPUT SHAFT

5
6
7
8

OUTPUT SHAFT
INPUT SHAFT
FRONT CLUTCH ENGAGED
LOW/REVERSE BAND APPLIED

21 - 136

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)

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
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.

Fig. 6 First Gear Powerflow
1
2
3
4

OUTPUT SHAFT
OVER-RUNNING CLUTCH HOLDING
REAR CLUTCH APPLIED
OUTPUT SHAFT

5
6
7
8

OVER-RUNNING CLUTCH HOLDING
INPUT SHAFT
REAR CLUTCH APPLIED
INPUT SHAFT

AUTOMATIC TRANSMISSION - 46RE

21 - 137

AUTOMATIC TRANSMISSION - 46RE (Continued)

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.

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.

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

6
7
8
9

INPUT SHAFT
REAR CLUTCH APPLIED
KICKDOWN BAND APPLIED
INPUT SHAFT

21 - 138

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)

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
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.

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

6 - INPUT SHAFT
7 - OVER-RUNNING CLUTCH FREE-WHEELING
8 - REAR CLUTCH APPLIED
9 - FRONT CLUTCH APPLIED
10 - INPUT SHAFT

AUTOMATIC TRANSMISSION - 46RE

21 - 139

AUTOMATIC TRANSMISSION - 46RE (Continued)

FOURTH GEAR POWERFLOW

VEHICLE IS DRIVEABLE

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
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.

(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.

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.
(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.

DIAGNOSIS AND TESTING - ROAD TESTING
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.

DIAGNOSIS AND TESTING - PRELIMINARY
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).

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.

21 - 140

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITION

FRONT
CLUTCH

TRANSMISSION CLUTCHES AND BANDS

Reverse

FRONT
BAND

REAR
CLUTCH

Drive Second

OVERDRIVE
CLUTCH

OVERRUNNING
CLUTCH

X
X

Drive Fourth

X
X

DIRECT
CLUTCH

Drive Third

Manual
First

OVERDRIVE CLUTCHES

OVERRUNNING
CLUTCH

Drive First

Manual
Second

REAR
BAND

X
X

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 141

AUTOMATIC TRANSMISSION - 46RE (Continued)

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.

(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.

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 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.

21 - 142

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
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.

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

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

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

AUTOMATIC TRANSMISSION - 46RE

21 - 143

AUTOMATIC TRANSMISSION - 46RE (Continued)

DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION

tighten around the drum. Spring pressure should
release the servo when air pressure is removed.

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).

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. 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

Rear Servo Air Test

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.

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

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

21 - 144

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)

TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
• Leaks at the weld joint around the outside diameter weld.
• Leaks at the converter hub weld.

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
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.

AUTOMATIC TRANSMISSION - 46RE

21 - 145

AUTOMATIC TRANSMISSION - 46RE (Continued)
DIAGNOSIS CHARTS
CONDITION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)

DELAYED 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.

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. Replace cooler.

21 - 146

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO DRIVE RANGE
(REVERSE OK)

NO DRIVE OR REVERSE
(VEHICLE WILL NOT
MOVE)

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. 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.

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. 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.

AUTOMATIC TRANSMISSION - 46RE

21 - 147

AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
SHIFTS DELAYED OR
ERRATIC (SHIFTS ALSO
HARSH AT TIMES)

NO REVERSE (D RANGES
OK)

HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)

MOVES IN 2ND OR 3RD
GEAR, ABRUPTLY
DOWNSHIFTS TO LOW

POSSIBLE CAUSES

CORRECTION

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.

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.

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.

1. Valve Body Malfunction.

1. Remove, clean and inspect. Look for
stuck 1-2 valve or governor plug.

21 - 148

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO LOW GEAR (MOVES
IN 2ND OR 3RD GEAR
ONLY)

NO KICKDOWN OR
NORMAL DOWNSHIFT

STUCK IN LOW GEAR
(WILL NOT UPSHIFT)

CREEPS IN NEUTRAL

POSSIBLE CAUSES

CORRECTION

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.

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

21 - 149

AUTOMATIC TRANSMISSION - 46RE (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. Replace cooler.

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 - 150

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (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. 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 - 46RE

21 - 151

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 - 152

AUTOMATIC TRANSMISSION - 46RE

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

21 - 153

AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
SLIPS IN OVERDRIVE
FOURTH GEAR

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.

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.

DELAYED 3-4 UPSHIFT
(SLOW TO ENGAGE)

21 - 154

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
CONDITION
NO START IN PARK OR
NEUTRAL

NO REVERSE (OR SLIPS
IN REVERSE)

POSSIBLE CAUSES

CORRECTION

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 155

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 - 156

AUTOMATIC TRANSMISSION - 46RE

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.

(4) Disconnect and lower or remove necessary
exhaust components.
(5) Remove engine-to-transmission struts (Fig. 13)
and (Fig. 14).

REMOVAL
NOTE: The overdrive unit can be removed and serviced separately. It is not necessary to remove the
entire transmission assembly to perform overdrive
unit repairs.

Fig. 13 Right Side Engine-to-Transmission Strut
(1) Disconnect battery negative cable.
(2) Raise vehicle.
(3) Remove the transfer case skid plate (Fig. 12), if
equipped.

1 - TRANSMISSION
2 - ENGINE
3 - STRUT

Fig. 14 Left Side Engine-to-Transmission Strut
1 - TRANSMISSION
2 - ENGINE
3 - STRUT

Fig. 12 Transfer Case Skid Plate
1 - FRAME RAIL
2 - SKID PLATE
3 - BOLTS (6)

(6) Remove starter motor. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
(7) Disconnect and remove the crankshaft position
sensor. (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION
SENSOR
REMOVAL) Retain the sensor attaching bolts.
(8) If transmission is being removed for overhaul,
remove transmission oil pan, drain fluid and reinstall
pan.
(9) Remove torque converter access cover.

AUTOMATIC TRANSMISSION - 46RE

21 - 157

AUTOMATIC TRANSMISSION - 46RE (Continued)
(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 the transmission range
sensor and transmission solenoid connector.
(13) Disconnect gearshift cable (Fig. 15) from the
transmission.

Fig. 16 Engine Rear Mount - 4X2 Automatic
Transmission
1
2
3
4
5

ENGINE REAR MOUNT
BOLT
NUT
THROUGH BOLT NUT
TRANSMISSION

Fig. 15 Gearshift Cable At Transmission
1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET

(14) Disconnect throttle valve cable from transmission bracket and throttle valve lever.
(15) On 4X4 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 (Fig. 16) and (Fig. 17) to transmission and crossmember and remove rear support.
(19) Remove bolts attaching crossmember to frame
and remove crossmember.
(20) On 4X4 models, remove transfer case with
transmission jack or aid of helper.

Fig. 17 Engine Rear Mount - 4X4 Automatic
Transmission
1 - TRANSMISSION
2 - ENGINE REAR MOUNT
3 - BOLT

21 - 158

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(21) Disconnect fluid cooler lines at transmission
(Fig. 18).

(26) To remove torque converter, remove C-clamp
from edge of bell housing and carefully slide torque
converter out of the transmission.

DISASSEMBLY

Fig. 18 Transmission Cooler Lines
1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES

(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. 20).
(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

(22) Remove fill tube bracket bolts and pull tube
out of transmission. Retain fill tube seal. On 4X4
models, it will also be necessary to remove bolt
attaching transfer case vent tube to converter housing (Fig. 19).

Fig. 19 Fill Tube Attachment
1
2
3
4

TRANSFER CASE VENT TUBE
FILL TUBE (V8)
TUBE SEAL
FILL TUBE (V6)

(23) Remove all converter housing bolts.
(24) Carefully work transmission and torque converter assembly rearward off engine block dowels.
(25) Lower transmission and remove assembly
from under the vehicle.

Fig. 20 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339

(4) Remove throttle and shift levers from valve
body manual shaft and throttle lever shaft.
(5) Remove transmission oil pan and gasket.

AUTOMATIC TRANSMISSION - 46RE

21 - 159

AUTOMATIC TRANSMISSION - 46RE (Continued)
(6) Remove filter from valve body (Fig. 21). Keep filter screws separate from other valve body screws. Filter
screws are longer and should be kept with filter.

Fig. 21 Oil Filter Removal
1 - OIL FILTER
2 - VALVE BODY
3 - FILTER SCREWS (2)

(7) Remove the transmission range sensor.
(8) Remove hex head bolts attaching valve body to
transmission case (Fig. 22). 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. 23).

Fig. 23 Valve Body Removal
1
2
3
4
5

- GOVERNOR PRESSURE SENSOR
- VALVE BODY
- PARK ROD
- ACCUMULATOR PISTON
- GOVERNOR PRESSURE SOLENOID

(10) Remove accumulator outer spring, piston and
inner spring (Fig. 24). Note position of piston and
springs for assembly reference. Remove and discard
piston seals if worn or cut.

Fig. 24 Accumulator Component Removal
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING

Fig. 22 Valve Body Bolt Locations
1 - VALVE BODY BOLTS
2 - VALVE BODY BOLTS

21 - 160

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(11) Remove pump oil seal with suitable pry tool or
slide-hammer mounted screw.
(12) Remove front band lever pin access plug (Fig.
25). Use square end of 1/4 in. drive extension to
remove plug as shown.

(c) Thread Slide Hammer Tools C-3752 into
threaded holes in flange of oil pump housing (Fig.
27).
(d) Remove oil pump and reaction shaft support
by bumping slide hammers outward alternately to
pull pump from case (Fig. 28).

Fig. 25 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. 26).
This will prevent retainer from coming out with
pump and possibly damaging clutch or pump components.
(b) Remove oil pump bolts.

Fig. 26 Tightening Front Band To Hold Front Clutch
In Place
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER

Fig. 27 Oil Pump Removal Tools
1 - PUMP HOUSING
2 - SLIDE HAMMER TOOLS (THREAD INTO PUMP HOUSING)

Fig. 28 Oil Pump Removal
1 - OIL PUMP AND REACTION SHAFT SUPPORT

AUTOMATIC TRANSMISSION - 46RE

21 - 161

AUTOMATIC TRANSMISSION - 46RE (Continued)
(14) Remove oil pump gasket (Fig. 29). 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. 30).
(17) Squeeze front band together slightly and slide
band over front clutch retainer and out of case (Fig.
31).

Fig. 31 Front Band Removal
1 - FRONT BAND
2 - FRONT CLUTCH RETAINER

(18) Remove front and rear clutch assemblies as a
unit (Fig. 32).

Fig. 29 Oil Pump Gasket
1 - OIL PUMP GASKET

Fig. 32 Removing Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES

Fig. 30 Front Band Linkage
1
2
3
4

- LEVER
- STRUT
- ANCHOR
- FRONT BAND

21 - 162

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(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. 33).
(20) Remove intermediate shaft thrust washer. Triangular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 34).
(21) Remove thrust plate from intermediate shaft
hub (Fig. 35).
(22) Remove
intermediate
shaft-planetary
geartrain assembly (Fig. 36).
(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.
(24) Loosen rear band locknut and loosen adjusting screw 3-4 turns.

Fig. 35 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB

Fig. 33 Front Band Lever And Pin
1 - BAND LEVER
2 - USE PENCIL MAGNET TO REMOVE REACTION PIN

Fig. 36 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEARTRAIN
ASSEMBLY

Fig. 34 Intermediate Shaft Thrust Washer
1 - THRUST WASHER
2 - INTERMEDIATE SHAFT PILOT HUB

AUTOMATIC TRANSMISSION - 46RE

21 - 163

AUTOMATIC TRANSMISSION - 46RE (Continued)
(25) Remove snap-ring that retains low-reverse
drum on overdrive piston retainer hub (Fig. 37).

(27) Note that overrunning clutch race will remain
on splines of low-reverse drum after removal (Fig.
39). The race is a permanent press fit on the
hub splines. Do not attempt to remove the race.
(28) Remove overrunning clutch assembly (Fig.
40). Assembly can be removed without displacing
rollers and springs if care is exercised. Note position
of rollers and springs for assembly reference.

Fig. 37 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. 38).

Fig. 39 Overrunning Clutch Race Position On
Low-Reverse Drum
1 - OVERRUNNING CLUTCH RACE
2 - LOW-REVERSE DRUM

Fig. 38 Low-Reverse Drum And Thrust Washer
1 - LOW-REVERSE DRUM
2 - SPOTFACE FOR WASHER
3 - THRUST WASHER

Fig. 40 Overrunning Clutch Removal
1 - CLUTCH CAM
2 - OVERRUNNING CLUTCH ASSEMBLY

21 - 164

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(29) Remove rear band adjusting lever, reaction
lever and pin (Fig. 41).
(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. 42).

(32) Compress front servo rod guide with large
C-clamp and Tool C-4470, or Compressor Tool
C-3422-B (Fig. 43). Compress guide only enough to
permit snap-ring removal (about 1/8 in.).
(33) Remove servo piston snap-ring (Fig. 43).
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.
(35) Compress rear servo piston with C-clamp and
Tool C-4470, or Valve Spring Compressor C-3422-B
(Fig. 44). Compress servo spring retainer only
enough to permit snap-ring removal.
(36) Remove servo piston snap-ring (Fig. 44). 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. 41 Rear Band Levers And Pins
1
2
3
4

REAR BAND ADJUSTING LEVER
REACTION LEVER
BAND LINK
REAR BAND REACTION PIN

Fig. 43 Front Servo Retaining Snap-Ring
1
2
3
4

C-CLAMP
FRONT SERVO ROD GUIDE
SNAP-RING
TOOL C-4470

CLEANING

Fig. 42 Rear Band And Link
1 - BAND LINK
2 - REAR BAND

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 165

AUTOMATIC TRANSMISSION - 46RE (Continued)
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
Fig. 44 Rear Servo Retaining Snap-Ring
1
2
3
4

TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING

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,
Automatic Transmission fluid during overhaul and
assembly. Use petroleum jelly 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.

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, Automatic Transmission
fluid, 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.

21 - 166

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)

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. 45).
(3) Install rear servo spring and retainer in case
bore (Fig. 46). 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. 47).

(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. 48).
Rotate piston into bore at same time. Rock piston
slightly to ease piston ring past snap-ring groove and
into bore.

Fig. 47 Rear Servo Snap-Ring

Fig. 45 Rear Servo Piston

1
2
3
4

TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING

1 - REAR SERVO PISTON

Fig. 46 Rear Servo Piston Spring And Retainer
1 - PISTON SPRING
2 - REAR SERVO PISTON
3 - SPRING RETAINER

Fig. 48 Front Servo Piston
1 - USE SUITABLE TOOL TO HELP SEAT PISTON RING
2 - FRONT SERVO PISTON

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(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.
49).
(b) Slowly compress rod guide while simultaneously easing seal ring into bore with suitable
tool.
(9) Install rod guide snap-ring (Fig. 49).

Fig. 50 Rear Band And Link
1 - REAR BAND
2 - BAND LINK

Fig. 49 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.
(2) Position rear band and link in case (Fig. 50).
(3) Install low-reverse drum (Fig. 51). Slide drum
through rear band, onto piston retainer hub and into
engagement with overrunning clutch and race.

Fig. 51 Low-Reverse Drum
1 - LOW-REVERSE DRUM
2 - REAR BAND LINK
3 - HUB OF OVERDRIVE PISTON RETAINER

21 - 167

21 - 168

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(4) Install thrust washer in low-reverse drum spotface (Fig. 52). Use petroleum jelly to hold washer in
place.
(5) Install snap-ring that secures low-reverse drum
to piston retainer hub (Fig. 52).
(6) Insert band reaction pin part way into case and
band link (Fig. 53).
(7) Install rear band adjusting lever, reaction lever,
and strut (Fig. 54). Be sure levers and strut are
aligned and engaged before seating band reaction pin
in case.

Fig. 54 Rear Band Levers And Strut
1
2
3
4

Fig. 52 Low-Reverse Drum Snap-Ring
1 - LOW-REVERSE DRUM
2 - TABBED WASHER
3 - SNAP-RING

- 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. 55). Support shaft carefully during installation. Do not allow shaft bearing/bushing
surfaces to become nicked or scratched.

Fig. 53 Rear Band Reaction Pin
1
2
3
4

REACTION PIN
BAND LINK
REAR BAND
O-RINGS

Fig. 55 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEARTRAIN
ASSEMBLY

AUTOMATIC TRANSMISSION - 46RE

21 - 169

AUTOMATIC TRANSMISSION - 46RE (Continued)
(3) Lubricate intermediate shaft thrust plate with
petroleum jelly and install plate on shaft pilot hub
(Fig. 56).
(4) Check input shaft front seal rings, fiber thrust
washer and rear seal ring (Fig. 57). Be ends of rear
seal ring are hooked together and the square cut
ends of front seal rings are firmly seated against
each other. Lubricate seal rings with petroleum jelly
after checking them.
(5) Assemble front and rear clutches (Fig. 58).
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.

Fig. 57 Input Shaft Seal Rings And Thrust Washer
1
2
3
4

TORLONT FRONT SEAL RINGS
INPUT SHAFT
REAR SEAL RING
THRUST WASHER

Fig. 56 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB

(6) Install intermediate shaft thrust washer in hub
of rear clutch retainer (Fig. 59). 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
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. 60). 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.

Fig. 58 Assembling Front And Rear Clutches
1 - FRONT CLUTCH ASSEMBLY
2 - REAR CLUTCH ASSEMBLY
3 - REAR CLUTCH SPLINED HUB

21 - 170

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(11) Slide front band over front clutch retainer and
install front band strut and anchor (Fig. 61).
(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. 60 Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES

Fig. 59 Intermediate Shaft Thrust Washer
1 - BE SURE WASHER GROOVES FACE OUT AS SHOWN
2 - REAR CLUTCH RETAINER HUB
3 - THRUST WASHER

OIL PUMP
(1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 62).
(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. 62).
(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. 63).
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. 64). Use extra
petroleum jelly to hold washer in place if necessary.
(5) Lubricate oil pump seals with petroleum
Mopart ATF +4.

Fig. 61 Front Band And Linkage
1
2
3
4

- LEVER
- STRUT
- ANCHOR
- FRONT BAND

AUTOMATIC TRANSMISSION - 46RE

21 - 171

AUTOMATIC TRANSMISSION - 46RE (Continued)
(6) Mount oil pump on pilot studs and slide pump
into case opening (Fig. 65). 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. 64 Reaction Shaft Seal Ring And Thrust Washer
1 - SEAL RINGS
2 - REACTION SHAFT SUPPORT
3 - THRUST WASHER (FIBER)

Fig. 62 Oil Pump Gasket And Pilot Studs
1 - OIL PUMP GASKET
2 - PILOT STUDS C-3288-B

Fig. 63 Reaction Shaft Thrust Washer
1 - THRUST WASHER
2 - CHAMFERED SIDE OF WASHER BORE GOES TOWARD
PUMP

Fig. 65 Oil Pump
1 - SEAT OIL PUMP IN CASE BY HAND
2 - REMOVE PILOT STUDS WHEN PUMP IS SEATED

21 - 172

AUTOMATIC TRANSMISSION - 46RE

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. 66).
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.

(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..
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.
(4) Install new filter on valve body. Tighten filter
screws to 4 N·m (35 in. lbs.).
(5) Install the transmission range sensor.

Fig. 67 Accumulator Piston And Springs
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING

Fig. 66 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. 67).
(2) Install new valve body manual shaft seal in
case (Fig. 68). 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.
(3) Install valve body as follows:

Fig. 68 Manual Lever Shaft Seal
1 - 15/1688 SOCKET
2 - SEAL

AUTOMATIC TRANSMISSION - 46RE

21 - 173

AUTOMATIC TRANSMISSION - 46RE (Continued)
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter. Fluid contamination and transmission failure can result if not done.
(6) 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 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 17 N·m (13 ft. 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 transmission range sensor.
(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.
(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. 69). 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. 69 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.
(15) Install the rear transmission crossmember.
(16) Lower transmission onto crossmember and
install bolts attaching transmission mount to crossmember.
(17) Remove engine support fixture.
(18) Install the transfer case, if equipped.
(19) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)

21 - 174

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)
(20) Connect gearshift cable (Fig. 70) and throttle
cable to transmission.

(25) Connect cooler lines (Fig. 71) to transmission.

Fig. 71 Transmission Cooler Lines
Fig. 70 Gearshift Cable At Transmission
1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET

(21) Connect wires to the transmission range sensor and transmission solenoid connector. Be sure the
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.
(22) Install torque converter-to-driveplate bolts.
(23) Install converter housing access cover.
(24) Install starter motor and cooler line bracket.
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION)

1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES

(26) Install transmission fill tube. Install new seal
on tube before installation.
(27) Install any exhaust components previously
removed.
(28) Align and connect propeller shaft. (Refer to 3 DIFFERENTIAL
&
DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(29) Adjust gearshift cable and throttle valve
cable, if necessary.
(30) Install the transfer case skid plate, if
equipped.
(31) Lower vehicle.
(32) Fill transmission with Mopart ATF +4, Automatic Transmission fluid.

AUTOMATIC TRANSMISSION - 46RE

21 - 175

AUTOMATIC TRANSMISSION - 46RE (Continued)

SCHEMATICS AND DIAGRAMS

HYDRAULIC FLOW IN PARK

HYDRAULIC SCHEMATICS

21 - 176

AUTOMATIC TRANSMISSION - 46RE

HYDRAULIC FLOW IN NEUTRAL

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 177

HYDRAULIC FLOW IN REVERSE

AUTOMATIC TRANSMISSION - 46RE (Continued)

21 - 178

AUTOMATIC TRANSMISSION - 46RE

HYDRAULIC FLOW IN DRIVE FIRST GEAR

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 179

HYDRAULIC FLOW IN DRIVE SECOND GEAR

AUTOMATIC TRANSMISSION - 46RE (Continued)

21 - 180

AUTOMATIC TRANSMISSION - 46RE

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH NOT APPLIED)

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 181

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH APPLIED)

AUTOMATIC TRANSMISSION - 46RE (Continued)

21 - 182

AUTOMATIC TRANSMISSION - 46RE

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 183

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)

AUTOMATIC TRANSMISSION - 46RE (Continued)

21 - 184

AUTOMATIC TRANSMISSION - 46RE

HYDRAULIC FLOW IN MANUAL LOW (1)

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 185

HYDRAULIC FLOW IN MANUAL SECOND (2)

AUTOMATIC TRANSMISSION - 46RE (Continued)

21 - 186

AUTOMATIC TRANSMISSION - 46RE

HYDRAULIC FLOW DURING FULL THROTTLE 3-2 DOWNSHIFT (PASSING)

AUTOMATIC TRANSMISSION - 46RE (Continued)

AUTOMATIC TRANSMISSION - 46RE

21 - 187

AUTOMATIC TRANSMISSION - 46RE (Continued)
GEAR RATIOS

SPECIFICATIONS
TRANSMISSION
GENERAL
Component

Metric

Inch

Planetary end play

0.150-1.22
mm

0.006-0.048
in.

Input shaft end play

0.86-2.13
mm

0.034-0.084
in.

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.

Front clutch

1ST GEAR

2.45:1

2ND GEAR

1.45:1

3RD GEAR

1.0:1

4TH GEAR

0.69:1

REVERSE

2.21:1

3 discs

Rear clutch

4 discs

Overdrive clutch

4 discs

Direct clutch

8 discs

Band adjustment from
72 in. lbs.
Front band

Back off 2 7/8 turns

Rear band

Back off 2 turns

Recommended fluid

MoparT ATF +4, Automatic
Transmission Fluid
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

0.061 in.

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.

1.5-1.6 mm

0.060-0.062 in.

1.9-1.95 mm

0.074-0.076 in.

1.4-1.5 mm

0.055-0.059 in.

1.6-1.7 mm

0.062-0.066 in.

Rear clutch pack snap-ring

Planetary geartrain snap-ring (at front of output shaft)

Overdrive piston thrust plate
Intermediate shaft spacer

Thrust plate and spacer are
select fit. Refer to size
charts and selection
procedures in Overdrive
Unit D&A procedures

21 - 188

AUTOMATIC TRANSMISSION - 46RE

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 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

Bolt, torque convertor

270

Bolt, clevis bracket to crossmember

Bolt, clevis bracket to rear support

Bolt, driveplate to crankshaft

Plug, front band reaction

Locknut, front band adj.

Bolt, fluid pan

Screws, fluid filter

Bolt, oil pump

Bolt, overrunning clutch cam

Bolt, O/D to trans.

Bolt, O/D piston retainer

Plug, pressure test port

Bolt, reaction shaft support

Locknut, rear band

Bolt, valve body to case

100

Sensor, trans speed

Screw, solenoid wiring connector

Screw, solenoid to transfer plate

Bracket, transmission range sensor mounting

300

Screw, transmission range sensor to mounting
bracket

3.4

AUTOMATIC TRANSMISSION - 46RE

21 - 189

AUTOMATIC TRANSMISSION - 46RE (Continued)

SPECIAL TOOLS
RE TRANSMISSION

Adapter, Band Adjuster - C-3705

Studs, Oil Pump Pilot - C-3288-B

Stand, Transmission Repair - C-3750-B

Gauge, Pressure - C-3292

Puller, Slide Hammer - C-3752
Gauge, Pressure - C-3293SP

Gauge, Throttle Setting - C-3763
Set, Dial Indicator - C-3339

Compressor, Spring - C-3422-B

Installer, Seal - C-3860-A

21 - 190

AUTOMATIC TRANSMISSION - 46RE

AUTOMATIC TRANSMISSION - 46RE (Continued)

Compressor, Spring - C-3863-A

Remover/Installer, Bushing - C-4470

Dial Caliper - C-4962
Remover, Seal - C-3985-B

Installer, Seal - C-3995-A

Spring Compressor and Alignment Shaft - 6227

Bar, Gauge - 6311

Handle, Universal - C-4171
Gauge, Block - 6312

AUTOMATIC TRANSMISSION - 46RE

21 - 191

AUTOMATIC TRANSMISSION - 46RE (Continued)

ACCUMULATOR
DESCRIPTION

Retainer, Detent Ball and Spring - 6583

The accumulator (Fig. 72) 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. 73).

Installer, Overdrive Piston Seal - 8114

Fig. 72 Accumulator
1 - ACCUMULATOR PISTON
2 - PISTON SPRING

Socket, TRS Mounting Bracket - 8581

Installer, Seal - 9037

Fig. 73 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 - 192

AUTOMATIC TRANSMISSION - 46RE

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. 74), bottoming it
against the accumulator plate. When the 1-2 upshift
occurs (Fig. 75), 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. 75 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE

INSPECTION
Inspect the accumulator piston and seal rings.
Replace the seal rings if worn or cut. Replace the piston if chipped or cracked.
Check condition of the accumulator spring. Replace
the spring if the coils are cracked, distorted or collapsed.

Fig. 74 Accumulator in DRIVE - FIRST Gear Position
1 - LINE PRESSURE

AUTOMATIC TRANSMISSION - 46RE

21 - 193

BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or “front”, band (Fig. 76) 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
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. 77 Rear Band And Link
1 - BAND LINK
2 - REAR BAND

ADJUSTMENTS
ADJUSTMENT - BANDS
FRONT BAND

Fig. 76 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING

LOW/REVERSE (REAR) BAND
The low/reverse band, or “rear”, band (Fig. 77) 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).

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.

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. 78).
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.

21 - 194

AUTOMATIC TRANSMISSION - 46RE

BANDS (Continued)

BRAKE TRANSMISSION SHIFT
INTERLOCK SYSTEM
DESCRIPTION
The Brake Transmission Shifter Interlock (BTSI)
(Fig. 80), is a solenoid operated system. It consists of
a solenoid permanently mounted on the gearshift
cable.

Fig. 78 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER

(4) Tighten adjusting screw to 8 N·m (72 in. lbs.)
torque (Fig. 79).
(5) Back off adjusting screw 2 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, Automatic Transmission fluid.

Fig. 80 Brake Transmission Interlock Mechanism
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

OPERATION

Fig. 79 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT

The system locks the shifter into the PARK position. The interlock system is engaged whenever the
ignition switch is in the LOCK or ACCESSORY position. An additional electrically activated feature will
prevent shifting out of the PARK position unless the
brake pedal is depressed approximately one-half an
inch. A magnetic holding device in line with the park
lock cable is energized when the ignition is in the
RUN position. When the key is in the RUN position
and the brake pedal is depressed, the shifter is
unlocked and will move into any position. The interlock system also prevents the ignition switch from
being turned to the LOCK or ACCESSORY position,
unless the shifter is fully locked into the PARK position.

AUTOMATIC TRANSMISSION - 46RE

21 - 195

BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)

DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK
(1) Verify that the key can only be removed in the
PARK position
(2) When the shift lever is in PARK And the shift
handle pushbutton is in the “OUT” position, the ignition key cylinder should rotate freely from OFF to
LOCK. When the shifter is in any other gear or neutral position, the ignition key cylinder should not
rotate to the LOCK position.
(3) Shifting out of PARK should not be possible
when the ignition key cylinder is in the OFF position.
(4) Shifting out of PARK should not be possible
while applying normal pushbutton force and ignition
key cylinder is in the RUN or START positions
unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible
when the ignition key cylinder is in the ACCESSORY
or LOCK positions.
(6) Shifting between any gears, NEUTRAL or into
PARK may be done without depressing foot brake
pedal with ignition switch in RUN or START positions.

ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK
Correct cable adjustment is important to proper
interlock operation. The gearshift cable must be correctly adjusted in order to shift out of PARK.

ADJUSTMENT PROCEDURE
(1) Remove the steering column trim as necessary
for access to the brake transmission shift interlock.
(2) Shift the transmission into the PARK position.
(3) Pull upward on both the BTSI lock tab and the
gearshift cable lock tab (Fig. 81).
(4) Verify that the shift lever is in the PARK position.
(5) Verify positive engagement of the transmission
park lock by attempting to rotate the propeller shaft.
The shaft will not rotate when the park lock is
engaged.
(6) Turn ignition switch to LOCK position. Be
sure ignition key cylinder is in the LOCK position. Cable will not adjust correctly in any
other position.
(7) Ensure that the cable is free to self-adjust by
pushing cable rearward and releasing.
(8) Push the gearshift cable lock tab down until it
snaps in place.
(9) Locate the BTSI alignment hole in the bottom
of the BTSI mechanism between the BTSI lock tab
and the BTSI connector.

Fig. 81 Brake Transmission Interlock Mechanism
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

(10) Move the BTSI assembly up or down on the
gearshift cable until an appropriate size drill bit can
be inserted into the alignment hole and through the
assembly.
(11) Push the BTSI lock tab down until it snaps
into place and remove the drill bit.
(12) Install any steering column trim previously
removed.

21 - 196

AUTOMATIC TRANSMISSION - 46RE

BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)
(8) With shifter lever in the:
• PARK position - Apply upward force on the shift
arm and remove pressure. Engine starts must be
possible.
• PARK position - Apply downward force on the
shift arm and remove pressure. Engine starts must
be possible.
• NEUTRAL position - Normal position. Engine
starts must be possible.
• NEUTRAL position - Engine running and brakes
applied, apply upward force on the shift arm. Transmission shall not be able to shift from neutral to
reverse.

GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
83).

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
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. 82).

Fig. 83 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR

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. 83).

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
Fig. 82 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID

AUTOMATIC TRANSMISSION - 46RE

21 - 197

ELECTRONIC GOVERNOR (Continued)
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 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.
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.

21 - 198

AUTOMATIC TRANSMISSION - 46RE

ELECTRONIC GOVERNOR (Continued)

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. 84).

(6) Pull solenoid from governor body (Fig. 86).
(7) Pull pressure sensor from governor body.
(8) Remove bolts holding governor body to valve
body.

Fig. 86 Pressure Solenoid and O-ring
Fig. 84 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.
85).

1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR

(9) Separate governor body from valve body (Fig.
87).
(10) Remove governor body gasket.

Fig. 87 Governor Body and Gasket
Fig. 85 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR

1 - GOVERNOR BODY
2 - GASKET

AUTOMATIC TRANSMISSION - 46RE

21 - 199

ELECTRONIC GOVERNOR (Continued)

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. 88).
(2) Place governor body in position on valve body.
(3) Install bolts to hold governor body to valve body.

(10) Place solenoid retainer in position on governor
(Fig. 90).
(11) Install screws to hold pressure solenoid
retainer to governor body.

Fig. 90 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR

Fig. 88 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. 89).
(9) Push solenoid into governor body.

(12) Engage wire connectors into pressure sensor
and solenoid (Fig. 91).
(13) Install transmission fluid pan and (new) filter.
(14) Lower vehicle and road test to verify repair.

Fig. 91 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR

Fig. 89 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR

21 - 200

AUTOMATIC TRANSMISSION - 46RE

EXTENSION HOUSING
BUSHING

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. 94) from overdrive housing.

(1) Remove extension housing yoke seal.
(2) Insert Remover 6957 into the extension housing. Tighten tool to bushing and remove bushing
(Fig. 92).

REMOVAL

Fig. 94 Removing Transmission Housing Yoke Seal
1 - SPECIAL TOOL C-3985-B
2 - SEAL

Fig. 92 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. 93).

INSTALLATION
(1) Place seal in position on overdrive housing.
(2) Drive seal into overdrive housing with Seal
Installer C-3995-A (Fig. 95).
(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. 95 Installing Transmission Housing Seal
Fig. 93 Transmission Extension Housing Seal
Installation
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471

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

AUTOMATIC TRANSMISSION - 46RE

21 - 201

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 torque converter should be replaced whenever
a failure generates sludge and debris. This is necessary because normal converter flushing procedures
will not remove all contaminants.

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.

STANDARD PROCEDURE

DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID

STANDARD PROCEDURE - FLUID LEVEL
CHECK

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 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

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.
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

21 - 202

AUTOMATIC TRANSMISSION - 46RE

FLUID AND FILTER (Continued)
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. 96) 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, Automatic Transmission fluid, 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. 96 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. 97)
(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.

Fig. 97 46RE Fluid Fill Graph

AUTOMATIC TRANSMISSION - 46RE

21 - 203

FLUID AND FILTER (Continued)

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. 98).
(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. 99).
(10) Separate filter from valve body and pour fluid
in filter into drain pan.
(11) Dispose of used trans fluid and filter properly.

Fig. 99 Transmission Filter
1 - TRANSMISSION
2 - FILTER

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/AUTOMATIC/FLUID - STANDARD PROCEDURE)

STANDARD PROCEDURE - TRANSMISSION
FILL

Fig. 98 Transmission Pan
1 - TRANSMISSION
2 - GASKET
3 - PAN

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.

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, Automatic Transmission Fluid, 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,
or torque converter was replaced or drained, 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.

21 - 204

AUTOMATIC TRANSMISSION - 46RE

FLUID AND FILTER (Continued)
(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. 100) 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

Fig. 100 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

AUTOMATIC TRANSMISSION - 46RE

21 - 205

FRONT CLUTCH (Continued)
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. 101).
(3) Remove retainer snap-ring and remove compressor tool.
(4) Remove clutch piston springs (Fig. 102). 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. 101 Removing Front Clutch Spring Retainer
Snap-Ring
1 - SPECIAL TOOL C-3863-A
2 - SNAP-RING

Fig. 102 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

21 - 206

AUTOMATIC TRANSMISSION - 46RE

FRONT CLUTCH (Continued)
(7) Assemble Tool Handle C-4171 and Bushing
Remover SP-3629 (Fig. 103).
(8) Insert remover tool in bushing and drive bushing straight out of 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. 104).
(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.

Fig. 103 Front Clutch Retainer Bushing
Replacement Tools
1
2
3
4
5

SPECIAL TOOL C-4171
SPECIAL TOOL SP-3629
SPECIAL TOOL SP-5511
SPECIAL TOOL C-4171
FRONT 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.
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.

Fig. 104 Front Clutch Retainer Bushing
Replacement Tools
1
2
3
4
5

SPECIAL TOOL C-4171
SPECIAL TOOL SP-3629
SPECIAL TOOL SP-5511
SPECIAL TOOL C-4171
FRONT CLUTCH RETAINER

(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

21 - 207

FRONT CLUTCH (Continued)
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. 105).

Fig. 105 Front Clutch Spring Position
1 - 9 SPRING CLUTCH

(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. 102).
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. 106). 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. 106 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. 107) 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.

Fig. 107 Front Servo
1
2
3
4
5
6
7

- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD

21 - 208

AUTOMATIC TRANSMISSION - 46RE

FRONT SERVO (Continued)

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 until the front clutch is applied, giving a
small amount of overlap between them.

DISASSEMBLY
(1) Remove seal ring from rod guide (Fig. 108).
(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.

Fig. 109 Front Servo
1
2
3
4
5
6
7

- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD

INSPECTION
Inspect the servo components (Fig. 110). 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. 108 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

CLEANING
Clean the servo piston components (Fig. 109) with
solvent and dry them with compressed air.

Fig. 110 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

AUTOMATIC TRANSMISSION - 46RE

21 - 209

FRONT SERVO (Continued)
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.

(d) NEUTRAL position - Engine running and
brakes applied, apply upward force on the shift
arm. Transmission shall not be able to shift from
neutral to reverse.

REMOVAL

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. 111).

(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Disengage cable eyelet at transmission shift
lever and pull cable adjuster out of mounting bracket
(Fig. 112) or (Fig. 113).

Fig. 111 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. 112 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
2 - RFE TRANSMISSION
3 - MANUAL LEVER

GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE
(1) Engine starts must be possible with shift lever
in PARK or NEUTRAL positions only. Engine starts
must not be possible in any other gear position.
(2) With the shift lever in the:
(a) PARK position - Apply upward force on the
shift arm and remove pressure. Engine starts must
be possible.
(b) PARK position - Apply downward force on
the shift arm and remove pressure. Engine starts
must be possible.
(c) NEUTRAL position - Normal position. Engine
starts must be possible.

Fig. 113 Gearshift Cable at Transmission - RE
1 - GEARSHIFT CABLE
2 - RE TRANSMISSION
3 - MANUAL LEVER

21 - 210

AUTOMATIC TRANSMISSION - 46RE

GEARSHIFT CABLE (Continued)
(4) Lower the vehicle.
(5) Remove the dash panel insulation pad as necessary to access the gearshift cable grommet (Fig.
114).
(6) Remove grommet from the dash panel.
(7) Remove any steering column trim necessary to
access the gearshift cable and BTSI mechanism.
(8) Disconnect the BTSI wiring connector.
(9) Disconnect cable at lower column bracket and
shift lever pin and pull the cable through the dash
panel opening into the vehicle (Fig. 115).

Fig. 114 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET

Fig. 115 Gearshift Cable at Steering Column
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

(10) Remove gearshift cable from vehicle.

INSTALLATION
(1) Route the transmission end of the gearshift
cable through the opening in the dash panel (Fig.
116).
(2) Seat the cable grommet into the dash panel
opening.
(3) Snap the cable into the steering column
bracket so the retaining ears (Fig. 117) are engaged
and snap the cable eyelet onto the shift lever ball
stud.

Fig. 116 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET

Fig. 117 Gearshift Cable at Steering Column
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

AUTOMATIC TRANSMISSION - 46RE

21 - 211

GEARSHIFT CABLE (Continued)
(4) Raise the vehicle.
(5) Place the transmission manual shift lever in
the “PARK” detent (rearmost) position and rotate
prop shaft to ensure transmission is in PARK.
(6) Route the gearshift cable through the transmission mounting bracket and secure the cable by snapping the cable retaining ears into the transmission
bracket and snapping the cable eyelet on the manual
shift lever ball stud.
(7) Lower vehicle.
(8) Lock the shift cable adjustment by pressing the
cable adjuster lock tab downward until it snaps into
place.
(9) Check for proper operation of the transmission
range sensor.
(10) Adjust the gearshift cable and BTSI mechanism as necessary.

(5) Verify transmission shift lever is in PARK
detent by moving lever fully rearward. Last rearward
detent is PARK position.
(6) Verify positive engagement of transmission
park lock by attempting to rotate propeller shaft.
Shaft will not rotate when park lock is engaged.
(7) Snap the cable eyelet onto the transmission
manual shift lever.
(8) Lower vehicle.
(9) Lock shift cable by pressing cable adjuster lock
tab downward until it snaps into place.
(10) Check engine starting. Engine should start
only in PARK and NEUTRAL

ADJUSTMENTS
GEARSHIFT CABLE
Check adjustment by starting the engine in PARK
and NEUTRAL. Adjustment is CORRECT if the
engine starts only in these positions. Adjustment is
INCORRECT if the engine starts in one but not both
positions. If the engine starts in any position other
than PARK or NEUTRAL, or if the engine will not
start at all, the transmission range sensor may be
faulty.

Gearshift Adjustment Procedure
(1) Shift transmission into PARK.
(2) Release cable adjuster lock tab (underneath the
steering column) (Fig. 118) to unlock cable.
(3) Raise vehicle.
(4) Disengage the cable eyelet from the transmission manual shift lever.

Fig. 118 Gearshift Cable at Steering Column
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

21 - 212

AUTOMATIC TRANSMISSION - 46RE

(2) Place pump body on two wood blocks.
(3) Remove reaction shaft support bolts and separate support from pump body (Fig. 120).

OIL PUMP
DESCRIPTION
The oil pump (Fig. 119) 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.

Fig. 120 Reaction Shaft Support

DISASSEMBLY
(1) Mark position of support in oil pump body for
assembly alignment reference. Use scriber or paint to
make alignment marks.

1 - OIL PUMP
2 - REACTION SHAFT SUPPORT

Fig. 119 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

DR
OIL PUMP (Continued)
(4) Remove pump inner and outer gears (Fig. 121).
(5) Remove o-ring seal from pump body (Fig. 122).
Discard seal after removal.
(6) Remove oil pump seal with Remover Tool
C-3981. Discard seal after removal.

Fig. 121 Pump Gears
1
2
3
4

GEAR BORE
PUMP BODY
INNER GEAR
OUTER GEAR

Fig. 122 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

21 - 213

21 - 214

AUTOMATIC TRANSMISSION - 46RE

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. 123).

REACTION SHAFT SUPPORT BUSHING REMOVAL
(1) Assemble Cup Tool SP-3633, Nut SP-1191 and
Bushing Remover SP-5301 (Fig. 124).
(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.

Fig. 124 Reaction Shaft Bushing
1
2
3
4
5
6
7
8

Fig. 123 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

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.

SPECIAL TOOL SP-1191
SPECIAL TOOL C-4171
SPECIAL TOOL SP-3633
SPECIAL TOOL SP-5301
SPECIAL TOOL SP-5302
BUSHING
REACTION SHAFT
BUSHING

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 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.

AUTOMATIC TRANSMISSION - 46RE

21 - 215

OIL PUMP (Continued)
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. 125).
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.

Fig. 126 Oil Pump Bushing
Fig. 125 Checking Pump Gear Tip Clearance
1 - FEELER GAUGE
2 - INNER GEAR
3 - OUTER GEAR

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
OIL PUMP BUSHING
(1) Assemble Tool Handle C-4171 and Bushing
Installer SP-5118 (Fig. 126).
(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. 127).

Fig. 127 Staking-Deburring Oil Pump Bushing
1 - TWO STAKES
2 - NARROW BLADE
3 - BLUNT PUNCH

21 - 216

AUTOMATIC TRANSMISSION - 46RE

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. 128).
(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).

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. 129). 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.

Fig. 128 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
(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.

Fig. 129 Oil Pump Seal
1 - SPECIAL TOOL C-3860-A
2 - PUMP BODY
3 - PUMP SEAL

AUTOMATIC TRANSMISSION - 46RE

21 - 217

OUTPUT SHAFT FRONT
BEARING

OUTPUT SHAFT REAR
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. 130).
(4) Pull bearing from output shaft.

(1) Remove overdrive unit from the vehicle. (Refer
to 21 - TRANSMISSION/AUTOMATIC/OVERDRIVE
- REMOVAL)
(2) Remove overdrive geartrain from housing.
(3) Remove snap-ring holding output shaft rear
bearing into overdrive housing (Fig. 131).
(4) Using a suitable driver inserted through the
rear end of housing, drive bearing from housing.

Fig. 130 Output Shaft Front Bearing
1
2
3
4
5

OUTPUT SHAFT FRONT BEARING
SNAP-RING
OUTPUT SHAFT
GROOVE TO REAR
OVERDRIVE GEARTRAIN

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. 131 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. 131).
(4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle.

21 - 218

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE CLUTCH
DESCRIPTION
The overdrive clutch (Fig. 132) 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.

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 SWITCH
DESCRIPTION

NOTE: The number of discs and plates may vary
with each engine and vehicle combination.

The overdrive OFF (control) switch is located in
the shift lever arm (Fig. 133). The switch is a
momentary contact device that signals the PCM to
toggle current status of the overdrive function.

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 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.

Fig. 132 Overdrive Clutch
1 - REACTION PLATE

2 - PRESSURE PLATE

AUTOMATIC TRANSMISSION - 46RE

21 - 219

OVERDRIVE SWITCH (Continued)

Fig. 135 Remove the Overdrive Off Switch
Fig. 133 Overdrive Off Switch

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. 134).

Fig. 134 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. 135)

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. 136)

Fig. 136 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 - 220

AUTOMATIC TRANSMISSION - 46RE

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 necessary.
(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. 137).
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.

(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. 138).
(2) Remove overdrive piston thrust bearing (Fig.
139).

Fig. 137 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)

Fig. 138 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING

AUTOMATIC TRANSMISSION - 46RE

21 - 221

OVERDRIVE UNIT (Continued)
(2) Remove intermediate shaft spacer (Fig. 141).
Retain spacer. It is a select fit part and may possibly
be reused.

Fig. 139 Overdrive Piston Thrust Bearing Removal/
Installation
1 - THRUST BEARING
2 - OVERDRIVE PISTON
3 - THRUST PLATE

OVERDRIVE PISTON
(1) Remove overdrive piston thrust plate (Fig.
140). Retain thrust plate. It is a select fit part and
may possibly be reused.

Fig. 140 Overdrive Piston Thrust Plate Removal/
Installation
1 - OVERDRIVE PISTON
2 - OVERDRIVE PISTON SPACER (SELECT FIT)

Fig. 141 Intermediate Shaft Spacer Location
1 - INTERMEDIATE SHAFT
2 - INTERMEDIATE SHAFT SPACER (SELECT FIT)

(3) Remove overdrive piston from retainer (Fig.
142).

Fig. 142 Overdrive Piston Removal
1 - PISTON RETAINER
2 - OVERDRIVE PISTON

21 - 222

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE UNIT (Continued)

OVERDRIVE CLUTCH PACK
(1) Remove overdrive clutch pack wire retaining
ring (Fig. 143).
(2) Remove overdrive clutch pack (Fig. 144).
(3) Note position of clutch pack components for
assembly reference (Fig. 145).

Fig. 145 Overdrive Clutch Component Position Typical
1 - REACTION PLATE
2 - CLUTCH PLATES (3)

3 - PRESSURE PLATE
4 - CLUTCH DISCS (4)

Fig. 143 Removing Overdrive Clutch Pack Retaining
Ring
1 - OVERDRIVE CLUTCH PACK RETAINING RING

Fig. 146 Overdrive Clutch Wave Spring Removal
1 - WAVE SPRING

Fig. 144 Overdrive Clutch Pack Removal
1 - OVERDRIVE CLUTCH PACK

OVERDRIVE GEARTRAIN
(1) Remove overdrive clutch wave spring (Fig.
146).
(2) Remove overdrive clutch reaction snap-ring
(Fig. 147). Note that snap-ring is located in same
groove as wave spring.

Fig. 147 Overdrive Clutch Reaction Snap-Ring
Removal
1 - REACTION RING
2 - CLUTCH HUB

AUTOMATIC TRANSMISSION - 46RE

21 - 223

OVERDRIVE UNIT (Continued)
(3) Remove Torx™ head screws that attach access
cover and gasket to overdrive case (Fig. 148).
(4) Remove access cover and gasket (Fig. 149).

(6) Lift gear case up and off geartrain assembly
(Fig. 151).

Fig. 148 Access Cover Screw Removal
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS

Fig. 151 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.
152).

Fig. 149 Access Cover And Gasket Removal
1 - ACCESS COVER AND GASKET

(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. 150).

Fig. 152 Rear Bearing Removal
1 - OUTPUT SHAFT
2 - REAR BEARING
3 - SNAP-RING

Fig. 150 Releasing Bearing From Locating Ring
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE

21 - 224

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE UNIT (Continued)

DIRECT CLUTCH, HUB AND SPRING

(4) Remove direct clutch pack snap-ring (Fig. 154).
(5) Remove direct clutch hub retaining ring (Fig. 155).

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. 153).
(2) Position Compressor Tool 6227-1 on clutch hub
(Fig. 153). 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. 153).

Fig. 154 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. 153 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. 155 Direct Clutch Hub Retaining Ring Removal
1
2
3
4

SPECIAL TOOL 6227-1
CLUTCH HUB RETAINING RING
PRESS BED
PRESS PLATES

AUTOMATIC TRANSMISSION - 46RE

21 - 225

OVERDRIVE UNIT (Continued)
(6) Release press load slowly and completely (Fig.
156).
(7) Remove Special Tool 6227-1. Then remove
clutch pack from hub (Fig. 156).

Fig. 158 Removing Sun Gear, Thrust Bearing And
Planetary Gear
1
2
3
4
5

Fig. 156 Direct Clutch Pack Removal

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. 159). Insert pliers into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.

1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH HUB
3 - DIRECT CLUTCH PACK

GEARTRAIN
(1) Remove direct clutch hub and spring (Fig. 157).
(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 158).

Fig. 159 Overrunning Clutch Assembly Removal/
Installation
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING

Fig. 157 Direct Clutch Hub And Spring Removal
1 - DIRECT CLUTCH SPRING
2 - DIRECT CLUTCH HUB

21 - 226

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE UNIT (Continued)
(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. 160).
Use small center punch or scriber to make alignment
marks.

Fig. 162 Clutch Drum Outer Retaining Ring Removal
1 - OUTER RETAINING RING

Fig. 160 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
1 - DIRECT CLUTCH DRUM
2 - HAMMER
3 - PUNCH

(7) Remove direct clutch drum rear retaining ring
(Fig. 161).
(8) Remove direct clutch drum outer retaining ring
(Fig. 162).
(9) Mark annulus gear and output shaft for assembly alignment reference (Fig. 163). Use punch or
scriber to mark gear and shaft.

Fig. 163 Marking Annulus Gear And Output Shaft
For Assembly Alignment
1 - OUTPUT SHAFT
2 - HAMMER
3 - PUNCH

Fig. 161 Clutch Drum Inner Retaining Ring Removal
1 - INNER RETAINING RING
2 - DIRECT CLUTCH DRUM
3 - ANNULUS GEAR

AUTOMATIC TRANSMISSION - 46RE

21 - 227

OVERDRIVE UNIT (Continued)
(10) Remove snap-ring that secures annulus gear
on output shaft (Fig. 164). Use two screwdrivers to
unseat and work snap-ring out of groove as shown.
(11) Remove annulus gear from output shaft (Fig.
165). 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. 164 Annulus Gear Snap-Ring Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
3 - SNAP-RING

Fig. 165 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 - 228

AUTOMATIC TRANSMISSION - 46RE

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.

(3) Install annulus gear on output shaft, if
removed. Then install annulus gear retaining snapring (Fig. 167).
(4) Align and install clutch drum on annulus gear
(Fig. 168). Be sure drum is engaged in annulus gear
lugs.
(5) Install clutch drum outer retaining ring (Fig.
168).

ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH
(1) Soak direct clutch and overdrive clutch discs in
Mopart ATF +4, Automatic 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. 166). Lubricate
bushings with petroleum jelly, or transmission fluid.

Fig. 167 Annulus Gear Installation
1 - SNAP-RING
2 - OUTPUT SHAFT FRONT BEARING
3 - ANNULUS GEAR

Fig. 166 Output Shaft Pilot Bushing
1 - OUTPUT SHAFT HUB
2 - OVERRUNNING CLUTCH HUB BUSHING
3 - INTERMEDIATE SHAFT PILOT BUSHING

Fig. 168 Clutch Drum And Outer Retaining Ring
Installation
1 - ANNULUS GEAR
2 - OUTER SNAP-RING
3 - CLUTCH DRUM

AUTOMATIC TRANSMISSION - 46RE

21 - 229

OVERDRIVE UNIT (Continued)
(6) Slide clutch drum forward and install inner
retaining ring (Fig. 169).
(7) Install rear bearing and snap ring on output
shaft (Fig. 170). Be sure locating ring groove in bearing is toward rear.

Fig. 171 Assembling Overrunning Clutch And Hub
1 - CLUTCH HUB
2 - OVERRUNNING CLUTCH

Fig. 169 Clutch Drum Inner Retaining Ring
Installation
1 - ANNULUS GEAR
2 - INNER SNAP-RING
3 - CLUTCH DRUM

Fig. 170 Rear Bearing And Snap-Ring Installation
1 - REAR BEARING
2 - SNAP-RING

(8) Install overrunning clutch on hub (Fig. 171).
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.
(10) Install overrunning clutch in output shaft
(Fig. 172). Insert snap ring pliers in hub splines.
Expand pliers to grip hub. Then install assembly
with counterclockwise, twisting motion.

Fig. 172 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

21 - 230

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE UNIT (Continued)
(11) Install planetary gear in annulus gear (Fig.
173). Be sure planetary pinions are fully seated in
annulus gear before proceeding.

Fig. 175 Sun Gear Installation
1 - SUN GEAR AND SPRING PLATE ASSEMBLY

Fig. 173 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR

(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. 174). 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. 175). Be sure sun gear and
thrust bearing are fully seated before proceeding.

(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.
176). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated
before proceeding.

Fig. 174 Planetary Thrust Bearing Installation
1 - SPRING PLATE
2 - PLANETARY THRUST BEARING
3 - SUN GEAR

Fig. 176 Alignment Tool Installation
1
2
3
4

- SPECIAL TOOL 6227-2
- PRESS PLATES
- ASSEMBLED DRUM AND ANNULUS GEAR
- SUN GEAR

AUTOMATIC TRANSMISSION - 46RE

21 - 231

OVERDRIVE UNIT (Continued)
(17) Install direct clutch spring (Fig. 177). Be sure
spring is properly seated on spring plate.

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. 179).

Fig. 177 Direct Clutch Spring Installation
1
2
3
4

SPECIAL TOOL 6227-2
DIRECT CLUTCH SPRING
CLUTCH HUB
PRESS PLATES

NOTE: The direct clutch in a 46RE transmission
uses 8 clutch discs.
(18) Assemble and install direct clutch pack on
hub as follows:
(a) Assemble clutch pack components (Fig. 178).
(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.

Fig. 179 Correct Position Of Direct Clutch Reaction
Plate
1 - REACTION PLATE COUNTERBORE
2 - DIRECT CLUTCH REACTION PLATE (FLUSH WITH END OF
HUB)
3 - CLUTCH HUB

Fig. 178 46RE Direct Clutch Pack Components
1 - CLUTCH DISCS (8)
2 - PRESSURE PLATE

3 - CLUTCH PLATES (7)
4 - REACTION PLATE

21 - 232

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE UNIT (Continued)
(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. 180).
(19) Install clutch hub and clutch pack on direct
clutch spring (Fig. 181). Be sure hub is started on
sun gear splines before proceeding.

Fig. 180 Correct Position Of Direct Clutch

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.
(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. 182).
Be very sure snap ring is fully seated in clutch drum
ring groove.
(25) Install clutch hub retaining ring (Fig. 183). 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.

1 - DIRECT CLUTCH PRESSURE PLATE
2 - CLUTCH PACK
3 - BE SURE SHOULDER SIDE OF PLATE FACES UPWARD

Fig. 182 Direct Clutch Pack Snap-Ring Installation
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH PACK SNAP-RING

Fig. 181 Direct Clutch Pack And Clutch Hub
Installation
1 - CLUTCH HUB
2 - DIRECT CLUTCH PACK
3 - CLUTCH DRUM

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 233

OVERDRIVE UNIT (Continued)

Fig. 183 Clutch Hub Retaining Ring Installation
1 - SPECIAL TOOL 6227-1
2 - CLUTCH HUB RETAINING RING

(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. 184). Be sure pin is
seated in hole in case before installing snap ring.
(4) Install reaction plug snap-ring (Fig. 185). Compress snap ring only enough for installation; do not
distort it.

Fig. 185 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. 186).

Fig. 184 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. 186 Correct Rear Bearing Locating Ring
Position
1 - CASE ACCESS HOLE
2 - TAB ENDS OF LOCATING RING

21 - 234

AUTOMATIC TRANSMISSION - 46RE

OVERDRIVE UNIT (Continued)
(7) Support geartrain on Tool 6227-1 (Fig. 187). Be
sure tool is securely seated in clutch hub.
(8) Install overdrive gear case on geartrain (Fig.
187).

Fig. 189 Locating Ring Access Cover And Gasket
Installation
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS

Fig. 187 Overdrive Gear Case Installation
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE

(1) Install overdrive clutch reaction ring first.
Reaction ring is flat with notched ends (Fig. 190).
(2) Install wave spring on top of reaction ring (Fig.
191). 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.

(9) Expand front bearing locating ring with snap
ring pliers (Fig. 188). 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. 189).

Fig. 190 Overdrive Clutch Reaction Ring Installation
1 - REACTION RING
2 - CLUTCH HUB

Fig. 188 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 46RE transmission
uses 4 clutch discs.

Fig. 191 Overdrive Clutch Wave Spring Installation
1 - WAVE SPRING

AUTOMATIC TRANSMISSION - 46RE

21 - 235

OVERDRIVE UNIT (Continued)
(3) Assemble overdrive clutch pack (Fig. 192).

Fig. 192 46RE Overdrive Clutch Components
1 - REACTION PLATE
2 - CLUTCH PLATES (3)

3 - PRESSURE PLATE
4 - CLUTCH DISCS (4)

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. 194). 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. 194).
(d) Select proper thickness end play spacer from
spacer chart based on distance measured (Fig.
195).
(e) Remove Gauge Alignment Tool 6312.

(4) Install overdrive clutch reaction plate first.
NOTE: The reaction plate is the same thickness as
the pressure plate in a 46RE 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. 193).

Fig. 194 Shaft End Play Measurement
1 - SPECIAL TOOL 6312
2 - SPECIAL TOOL 6311
3 - SPECIAL TOOL C-4962

Fig. 193 Overdrive Clutch Pack Retaining Ring
Installation
1 - OVERDRIVE CLUTCH PACK RETAINING RING

Fig. 195 Intermediate Shaft End Play Spacer
Selection

21 - 236

AUTOMATIC TRANSMISSION - 46RE

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. 196).
(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. 197).
(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. 197 Overdrive Piston Thrust Plate Selection
(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. 196 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. 198).
(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.
(6) Install selective spacer on intermediate shaft, if
removed. Spacer goes in groove just rearward of
shaft rear splines (Fig. 199).

AUTOMATIC TRANSMISSION - 46RE

21 - 237

OVERDRIVE UNIT (Continued)
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. 198 Trimming Overdrive Case Gasket
1 - GASKET
2 - SHARP KNIFE

OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 200) 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. 199 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

Fig. 200 Overrunning Clutch
1
2
3
4
5

OUTER RACE (CAM)
ROLLER
SPRING
SPRING RETAINER
INNER RACE (HUB)

21 - 238

AUTOMATIC TRANSMISSION - 46RE

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
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. 201).
(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. 202).
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. 202 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.

INSPECTION

Fig. 201 Overdrive Piston Removal
1
2
3
4

OVERDRIVE CLUTCH PISTON
INTERMEDIATE SHAFT
SELECTIVE SPACER
PISTON RETAINER

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 239

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)

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. 203). 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. 203).
(4) Insert Adapter Tool SP-5124 into piston
retainer (Fig. 204).
(5) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 205).

Fig. 205 Assembling Clutch Cam Puller Bolt And
Press Plate
1 - PULLER BOLT SP-3701
2 - PRESS PLATE SP-3583-A

(6) Install assembled puller plate and bolt (Fig.
206). Insert bolt through cam, case and adapter tool.
Be sure plate is seated squarely on cam.

Fig. 203 Positioning Replacement Clutch Cam In
Case
1 - ALIGN SERRATIONS ON CAM AND IN CASE
2 - CLUTCH CAM

Fig. 206 Positioning Puller Plate On Clutch Cam
1 - SPECIAL TOOL SP-3701
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM

Fig. 204 Positioning Adapter Tool In Overdrive
Piston Retainer
1 - PISTON RETAINER
2 - SPECIAL TOOL SP-5124

21 - 240

AUTOMATIC TRANSMISSION - 46RE

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(7) Hold puller plate and bolt in place and install
puller nut SP-3701 on puller bolt (Fig. 207).
(8) Tighten puller nut to press clutch cam into
case (Fig. 207). 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.
(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. 208 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED

Fig. 207 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

(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. 208). 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. 209). 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.

Fig. 209 Aligning Overdrive Piston Retainer
1 - PISTON RETAINER
2 - GASKET
3 - RETAINER BOLTS

(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.

AUTOMATIC TRANSMISSION - 46RE

21 - 241

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(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.

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.

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. 210) 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.

Fig. 210 Force and Pressure Relationship
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.
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.

PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 211) 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

Fig. 211 Pressure on a Confined Fluid

21 - 242

AUTOMATIC TRANSMISSION - 46RE

PISTONS (Continued)

FORCE MULTIPLICATION
Using the 10 PSI example used in the illustration
(Fig. 212), 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. 212), 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. 213 Piston Travel

PLANETARY GEARTRAIN/
OUTPUT SHAFT
DESCRIPTION
The planetary gearsets (Fig. 214) 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. 212 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. 213) 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. 214 Planetary Gearset
1
2
3
4

- ANNULUS GEAR
- SUN GEAR
- PLANET CARRIER
- PLANET PINIONS (4)

AUTOMATIC TRANSMISSION - 46RE

21 - 243

PLANETARY GEARTRAIN/OUTPUT SHAFT (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. 216 Removing Front Planetary And Annulus
Gears
1 - DRIVING SHELL
2 - FRONT ANNULUS GEAR
3 - FRONT PLANETARY GEAR

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. 215). Discard snap-ring as it is not reusable.
(2) Remove front planetary gear and front annulus
gear as assembly (Fig. 216).
(3) Remove front planetary gear and thrust
washer from front annulus gear (Fig. 217). Note
thrust washer position for assembly reference.

Fig. 217 Disassembling Front Planetary And
Annulus Gears
1 - FRONT PLANETARY GEAR
2 - TABBED THRUST WASHER
3 - FRONT ANNULUS GEAR

Fig. 215 Removing Planetary Snap-Ring
1 - PLANETARY SNAP-RING

21 - 244

AUTOMATIC TRANSMISSION - 46RE

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(4) Remove tabbed thrust washer from driving
shell (Fig. 218). Note washer position for assembly
reference.
(5) Remove sun gear and driving shell as assembly
(Fig. 219).

Fig. 220 Rear Planetary Thrust Washer Removal
1 - SUN GEAR
2 - REAR PLANETARY THRUST WASHER
3 - DRIVING SHELL

Fig. 218 Driving Shell Thrust Washer Removal
1 - DRIVING SHELL
2 - TABBED THRUST WASHER
3 - SUN GEAR

Fig. 221 Rear Planetary And Annulus Gear Removal
1 - INTERMEDIATE SHAFT
2 - REAR ANNULUS GEAR
3 - REAR PLANETARY GEAR

Fig. 219 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. 220). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 221).
(8) Remove thrust plate from rear annulus gear
(Fig. 222).

Fig. 222 Rear Annulus Thrust Plate Removal
1 - REAR ANNULUS GEAR
2 - THRUST PLATE

AUTOMATIC TRANSMISSION - 46RE

21 - 245

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

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
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.

sun gear and against rear side of driving shell (Fig.
223). Install rear snap-ring to secure sun gear and
thrust plate in driving shell.
(3) Install rear annulus gear on intermediate shaft
(Fig. 224).
(4) Install thrust plate in annulus gear (Fig. 225).
Be sure plate is seated on shaft splines and against
gear.

Fig. 224 Installing Rear Annulus Gear On
Intermediate Shaft
1 - REAR ANNULUS GEAR
2 - OUTPUT SHAFT

Fig. 225 Installing Rear Annulus Thrust Plate
1 - REAR ANNULUS GEAR
2 - THRUST PLATE

Fig. 223 Sun Gear Installation
1
2
3
4

DRIVING SHELL
SUN GEAR
THRUST PLATE
SUN GEAR REAR RETAINING RING

21 - 246

AUTOMATIC TRANSMISSION - 46RE

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(5) Install rear planetary gear in rear annulus
gear (Fig. 226). Be sure planetary carrier is seated
against annulus gear.
(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 227). 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. 228). 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. 229), be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.

Fig. 228 Installing Sun Gear And Driving Shell
1
2
3
4
5

OUTPUT SHAFT
DRIVING SHELL
REAR PLANETARY GEAR
OUTPUT SHAFT
SUN GEAR

Fig. 226 Installing Rear Planetary Gear
1 - REAR ANNULUS GEAR
2 - REAR PLANETARY GEAR

Fig. 229 Installing Driving Shell Thrust Washer
1 - TAB SLOTS (3)
2 - DRIVING SHELL
3 - TABBED THRUST WASHER

Fig. 227 Installing Rear Planetary Thrust Washer
1 - REAR PLANETARY GEAR
2 - TABBED THRUST WASHER

AUTOMATIC TRANSMISSION - 46RE

21 - 247

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(10) Install tabbed thrust washer on front planetary gear (Fig. 230). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.

Fig. 231 Assembling Front Planetary And Annulus
Gears
1 - FRONT ANNULUS GEAR
2 - FRONT PLANETARY GEAR

Fig. 230 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. 231). Be sure gears are fully
meshed and seated.
(12) Install front planetary and annulus gear
assembly (Fig. 232). 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.

Fig. 232 Installing Front Planetary And Annulus
Gear Assembly
1 - DRIVING SHELL
2 - ASSEMBLED FRONT PLANETARY AND ANNULUS GEARS

21 - 248

AUTOMATIC TRANSMISSION - 46RE

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(14) Install new planetary snap-ring in groove at
end of intermediate shaft (Fig. 233).
(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. 234). 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. 234 Checking Planetary Geartrain End Play
1 - OUTPUT SHAFT
2 - REAR ANNULUS GEAR
3 - FEELER GAUGE

REAR CLUTCH
DESCRIPTION
The rear clutch assembly (Fig. 235) 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.

Fig. 233 Installing Planetary Snap-Ring
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING

NOTE: The number of discs and plates may vary
with each engine and vehicle combination.

AUTOMATIC TRANSMISSION - 46RE

21 - 249

REAR CLUTCH (Continued)

Fig. 235 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)

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 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 pis-

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

ton. 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.
236).
(4) Remove the reaction plate, clutch discs, steel
plates, pressure plate, wave spring, spacer ring, and
piston spring (Fig. 236).
(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.

21 - 250

AUTOMATIC TRANSMISSION - 46RE

REAR CLUTCH (Continued)

Fig. 236 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)

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.

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

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 251

REAR CLUTCH (Continued)
(3) Lubricate splined end of input shaft and clutch
retainer with transmission fluid. Then partially press
input shaft into retainer (Fig. 237). 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.
(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.
(11) Install pressure plate (Fig. 236). 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. 236).
(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. 238).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 238).
(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.

Fig. 237 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM

Fig. 238 Checking Rear Clutch Pack Clearance
1
2
3
4
5
6

•
•
•
•
•
•

DIAL INDICATOR
PRESSURE PLATE
SNAP-RING
STAND
REAR CLUTCH
GAUGE BAR

0.098
0.095
0.083
0.076
0.071
0.060

0.100
0.097
0.085
0.078
0.073
0.062

in.
in.
in.
in.
in.
in.

21 - 252

AUTOMATIC TRANSMISSION - 46RE

REAR CLUTCH (Continued)
(16) Coat rear clutch thrust washer with petroleum jelly and install washer over input shaft and
into clutch retainer (Fig. 239). Use enough petroleum
jelly to hold washer in place.
(17) Set rear clutch aside for installation during
final assembly.

DISASSEMBLY
(1) Remove small snap-ring and remove plug and
spring from servo piston (Fig. 240).
(2) Remove and discard servo piston seal ring.

Fig. 240 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. 239 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER

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.

CLEANING
Remove and discard the servo piston seal ring (Fig.
241). 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.

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.

Fig. 241 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

AUTOMATIC TRANSMISSION - 46RE

21 - 253

REAR SERVO (Continued)

ASSEMBLY
(1) Lubricate piston and guide seals (Fig. 242)
with petroleum jelly. Lubricate other servo parts with
Mopart ATF +4, Automatic 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.

• 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).

SOLENOID
DESCRIPTION

Fig. 242 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

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
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 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 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:
1. Increase the amount of current applied to the
coil or
2. 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, con-

21 - 254

AUTOMATIC TRANSMISSION - 46RE

SOLENOID (Continued)
stant 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.

THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 244) 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. 243) is located in the overdrive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.

Fig. 244 Throttle Valve Cable Attachment - At
Engine
1
2
3
4
5

Fig. 243 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. 245). 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.

AUTOMATIC TRANSMISSION - 46RE

21 - 255

THROTTLE VALVE CABLE (Continued)

Fig. 246 Throttle Valve Cable Attachment - At
Engine

Fig. 245 Throttle Valve Cable at Throttle Linkage

1
2
3
4
5

- THROTTLE VALVE CABLE
- CABLE BRACKET
- THROTTLE BODY LEVER
- ACCELERATOR CABLE
- SPEED CONTROL CABLE

1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE

ADJUSTMENTS - 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. 246). Then verify that the transmission
throttle lever (Fig. 247) 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. 248).

Fig. 247 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

21 - 256

AUTOMATIC TRANSMISSION - 46RE

THROTTLE VALVE CABLE (Continued)
• If cable end and attachment stud are misaligned
(off center), cable will have to be adjusted as
described in Throttle Valve Cable Adjustment procedure.

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.
(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. 248). 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. 248).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 248). This will lock the present T.V. cable
adjustment.

Fig. 248 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE

(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

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.

AUTOMATIC TRANSMISSION - 46RE

21 - 257

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 249) 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.

Fig. 249 Torque Converter Assembly
1
2
3
4
5
6
7

TURBINE
IMPELLER
HUB
STATOR
FRONT COVER
CONVERTER CLUTCH DISC
DRIVE PLATE

21 - 258

AUTOMATIC TRANSMISSION - 46RE

TORQUE CONVERTER (Continued)

IMPELLER
The impeller (Fig. 250) 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. 250 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

AUTOMATIC TRANSMISSION - 46RE

DR
TORQUE CONVERTER (Continued)

TURBINE
The turbine (Fig. 251) 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. 251 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

21 - 259

21 - 260

AUTOMATIC TRANSMISSION - 46RE

TORQUE CONVERTER (Continued)

STATOR
The stator assembly (Fig. 252) 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. 253).
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. 253 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. 252 Stator Components
1
2
3
4

CAM (OUTER RACE)
ROLLER
SPRING
INNER RACE

TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 254) 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. 254 Torque Converter Clutch (TCC)

AUTOMATIC TRANSMISSION - 46RE

21 - 261

TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 255) (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 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.

STATOR
Torque multiplication is achieved by locking the
stator’s over-running clutch to its shaft (Fig. 256).
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 overrun-

ning 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.

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. 255 Torque Converter Fluid Operation
1 - APPLY PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD

3 - RELEASE PRESSURE
4 - THE PISTON MOVES SLIGHTLY REARWARD

21 - 262

AUTOMATIC TRANSMISSION - 46RE

TORQUE CONVERTER (Continued)
(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. 257). 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. 256 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.
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

Fig. 257 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.

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.

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.

CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.

STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE

(3) Align torque converter to oil pump seal opening.

OPERATION

The converter drainback check valve is located in
the cooler outlet (pressure) line near the radiator

AUTOMATIC TRANSMISSION - 46RE

21 - 263

TORQUE CONVERTER DRAINBACK VALVE (Continued)
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 particles and
metal shavings, the valve must be replaced.
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 RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) (Fig. 258)
has 3 primary functions:
• Provide a PARK/NEUTRAL start signal to the
engine controller and the starter relay.
• Turn the Back-up lamps on when the transmission is in REVERSE and the engine (ignition) is on.
• Provide a transmission range signal to the
instrument cluster.

Fig. 258 Transmission Range Sensor

The sensor is mounted in the transmission housing
near the valve body, just above the pan rail. It’s in the
same position as the Park/Neutral switch on other
transmissions. The TRS contacts a cammed surface on
the manual valve lever. The cammed surface translates
the rotational motion of the manual lever into the linear
motion of the sensor. The cammed surface on the manual lever is comprised of two parts controlling the TRS
signal: The insulator portion contacts the switch poppet
when the manual lever is not in PARK or NEUTRAL.
The manual lever itself contacts the poppet when the
lever is in PARK or NEUTRAL; providing a ground for
the signal from the starter relay and the JTEC engine
controller.

OPERATION
As the switch moves through its linear motion (Fig.
259) contacts slide across a circuit board which changes
the resistance between the range sensing pins of the
switch. A power supply on the instrument cluster provides a regulated voltage signal to the switch. The
return signal is decoded by the cluster, which then controls the PRNDL display to correspond with the correct
transmission range. A bus message of transmission
range is also sent by the cluster. In REVERSE range a
second contact set closes the circuit providing power to
the reverse lamps.

Fig. 259 Transmission Range Sensor
Linear Movement

21 - 264

AUTOMATIC TRANSMISSION - 46RE

TRANSMISSION RANGE SENSOR (Continued)
Mechanical State

Electronic Display
(Ignition Unlocked)

Electronic Display
(Ignition On)

Indicated Gear Position
P

Transmission
Status

Column Shifter
Position

Vehicle is in PARK
with the pawl
engaged.

In the PARK gate.

The PARK pawl is
disengaged and the
vehicle is free to
roll, but REVERSE
is not engaged.

Between the PARK
and REVERSE
gates.

The transmission is
hydraulically in
REVERSE.

In the REVERSE
gate.

The transmission is
transitioning
between REVERSE
and NEUTRAL.

Between the
REVERSE and
NEUTRAL gates.

The vehicle is in
NEUTRAL.

In the NEUTRAL
gate.

The transmission is
transitioning
between NEUTRAL
and DRIVE, but is
not in DRIVE.

Between the
NEUTRAL and
DRIVE gates.

The transmission is
hydraulically in
DRIVE.

In the DRIVE gate,

The transmission is
hydraulically in
Manual SECOND.

In the SECOND
gate.

The transmission is
hydraulically in
Manual FIRST.

In the FIRST gate.

DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS)
NOTE: For all circuit identification in the following
steps, Refer to the appropriate Wiring Information.
(1) Raise vehicle on suitable hoist.
(2) Disconnect the vehicle’s shift cable from the
manual lever.
(3) With the manual lever in the PARK position
(the PARK position is with the manual lever moved
to the full rearward position), measure the resistance
between the Park/Neutral Position Sense pin of the
TRS and the transmission case. The resistance
should be less than 5 ohms.

(4) With the manual lever in the NEUTRAL position (the NEUTRAL position is with the manual
lever moved two detents forward of the full rearward
position), measure the resistance between the Park/
Neutral Position Sense pin of the TRS and the transmission case. The resistance should be less than 5
ohms.
(5) If the resistance is greater than 5 ohms in
either of the previous steps, check for a dirty contact
between the tip of the TRS rod and the valve body
manual lever. If the contact is OK, replace the TRS.
(6) With the manual lever in the REVERSE position (the REVERSE position is with the manual lever
moved one detent forward of the full rearward position), measure the resistance between the Fused
Ignition Switch Output and the Back-up Lamp feed
pins of the TRS. The resistance should be less than 5

AUTOMATIC TRANSMISSION - 46RE

21 - 265

TRANSMISSION RANGE SENSOR (Continued)
ohms. If the resistance is greater than 5 ohms,
replace the TRS.
(7) With the manual lever in the PARK position
(the PARK position is with the manual lever moved
to the full rearward position), measure the resistance
between the Transmission Range Sensor MUX and
the Transmission Range Sensor 5V Supply pins of
the TRS. The resistance should be 522.2 ohms. If the
resistance is not correct, replace the TRS.
(8) With the manual lever in the REVERSE position (the REVERSE position is with the manual lever
moved one detent forward of the full rearward position), measure the resistance between the Transmission Range Sensor MUX and the Transmission Range
Sensor 5V Supply pins of the TRS. The resistance
should be 206.2 ohms. If the resistance is not correct,
replace the TRS.
(9) With the manual lever in the NEUTRAL position (the NEUTRAL position is with the manual
lever moved two detents forward of the full rearward
position), measure the resistance between the Transmission Range Sensor MUX and the Transmission
Range Sensor 5V Supply pins of the TRS. The resistance should be 108.6 ohms. If the resistance is not
correct, replace the TRS.
(10) With the manual lever in the DRIVE position
(the DRIVE position is with the manual lever moved
three detents forward of the full rearward position),
measure the resistance between the Transmission
Range Sensor MUX and the Transmission Range
Sensor 5V Supply pins of the TRS. The resistance
should be 59.9 ohms. If the resistance is not correct,
replace the TRS.
(11) With the manual lever in the SECOND position (the SECOND position is with the manual lever
moved one detent rearward of the full forward position), measure the resistance between the Transmission Range Sensor MUX and the Back-up Lamp feed
pins of the TRS. The resistance should be 31.9 ohms.
If the resistance is not correct, replace the TRS.
(12) With the manual lever in the LOW position
(the LOW position is with the manual lever moved to
the full forward position), measure the resistance
between the Transmission Range Sensor MUX and
the Back-up Lamp feed pins of the TRS. The resistance should be 13.7 ohms. If the resistance is not
correct, replace the TRS.

(4) Remove the two screws holding the TRS to the
TRS mounting bracket.
(5) Remove the TRS (Fig. 260) from the TRS
mounting bracket by pulling it straight out of the
bracket.

Fig. 260 Remove Transmission Range Sensor
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - TRANSMISSION RANGE SENSOR

(6) Loosen the TRS mounting bracket in the transmission case using Adapter 8581 (Fig. 261).

Fig. 261 Loosen the TRS Mounting Bracket
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - ADAPTER 8581

21 - 266

AUTOMATIC TRANSMISSION - 46RE

TRANSMISSION RANGE SENSOR (Continued)
(7) Remove the TRS mounting bracket (Fig. 262)
from the transmission case.

Fig. 264 Remove Transmission Range Sensor
Fig. 262 Remove TRS Mounting Bracket

1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - TRANSMISSION RANGE SENSOR

1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET

INSTALLATION
(1) Move the transmission manual shaft lever to
the manual LOW position.
(2) Install the TRS mounting bracket into the
transmission case. Using Adapter 8581 (Fig. 263),
tighten the mounting bracket to 34 N·m (300 in.lbs.).
(3) Install the TRS (Fig. 264) into the mounting

Fig. 265 Transmission Range Sensor Operation
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SENSOR PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
4 - TRANSMISSION RANGE SENSOR

Fig. 263 Tighten the TRS Mounting Bracket
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - ADAPTER 8581

bracket with the wiring connector facing the front of
the transmission.
(4) Install the two screws to hold the TRS to the
mounting bracket. Tighten the screws to 3.4 N·m (30
in.lbs.).
(5) Verify proper sensor operation (Fig. 265).

(6) Move the transmission manual shaft lever to
the PARK position.
(7) Connect TRS wiring connector to the TRS and
lower vehicle.
(8) Refill the transmission fluid to the correct
level.

AUTOMATIC TRANSMISSION - 46RE

21 - 267

TRANSMISSION
TEMPERATURE SENSOR

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. 267), (Fig. 268), (Fig.
269), and (Fig. 270):
• 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.

Transmission fluid temperature readings are supplied to the transmission control module by the thermistor (Fig. 266). 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.

Fig. 266 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).
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).

DESCRIPTION

21 - 268

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

Fig. 267 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

DR
VALVE BODY (Continued)

Fig. 268 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 - 269

21 - 270

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

Fig. 269 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

AUTOMATIC TRANSMISSION - 46RE

DR
VALVE BODY (Continued)

Fig. 270 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 - 271

21 - 272

AUTOMATIC TRANSMISSION - 46RE

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

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.

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.

Allows either the Reverse circuit or the 3rd gear circuit to pressurize the front clutch.

Allows either the Manual Low circuit from the Manual Valve or the Reverse from the Manual
Valve circuit to pressurize the rear servo.

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.

Provides a by-pass around the front servo orifice so that the servo can release quickly.

Provides a by-pass around the rear clutch orifice so that the clutch can release quickly.

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.

Provides a by-pass around the rear servo orifice so that the servo can release quickly.

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.”
The regulator valve (Fig. 271) 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. 272), 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.

AUTOMATIC TRANSMISSION - 46RE

DR
VALVE BODY (Continued)

Fig. 271 Regulator Valve in PARK Position

Fig. 272 Regulator Valve in NEUTRAL Position

21 - 273

21 - 274

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
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. 273). The regulated line pressure in REVERSE (Fig. 274) 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.

Fig. 273 Regulator Valve in DRIVE Position

AUTOMATIC TRANSMISSION - 46RE

DR
VALVE BODY (Continued)

Fig. 274 Regulator Valve in REVERSE Position

21 - 275

21 - 276

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

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. 275) 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.

Fig. 275 Kickdown Valve-Wide Open Throttle

AUTOMATIC TRANSMISSION - 46RE

21 - 277

VALVE BODY (Continued)

KICKDOWN LIMIT 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. 276) the limit valve does not come
into play and does not affect the downshifts. As the
vehicle’s speed increases (Fig. 277), 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.

Fig. 276 Kickdown Limit Valve-Low Speeds

Fig. 277 Kickdown Limit Valve-High Speeds

21 - 278

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

1-2 SHIFT VALVE
The 1-2 shift valve assembly (Fig. 278), 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. 279).
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.

Fig. 278 1-2 Shift Valve-Before Shift

Fig. 279 1-2 Shift Valve-After Shift

AUTOMATIC TRANSMISSION - 46RE

21 - 279

VALVE BODY (Continued)

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. 280):
• 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. 281) 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. 282), 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.

Fig. 280 1-2 Shift Control Valve

21 - 280

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

Fig. 281 2-3 Shift Valve-Before Shift

Fig. 282 2-3 Shift Valve-After Shift

AUTOMATIC TRANSMISSION - 46RE

21 - 281

VALVE BODY (Continued)

3-4 SHIFT VALVE
The PCM energizes the overdrive solenoid during
the 3-4 upshift (Fig. 283). 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. 284). 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.

Fig. 284 3-4 Shift Valve After Shift

3-4 QUICK FILL VALVE

Fig. 283 3-4 Shift Valve Before Shift

3-4 TIMING VALVE
The 3-4 timing valve is moved by line pressure
coming through the 3-4 shift valve (Fig. 284). 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.
283).

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. 283). 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. 284). Clutch fill is then
completed through the regular feed orifice.

21 - 282

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

THROTTLE VALVE
In all gear positions the throttle valve (Fig. 285) 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
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.

Fig. 285 Throttle Valve

AUTOMATIC TRANSMISSION - 46RE

DR
VALVE BODY (Continued)

SWITCH VALVE
When the transmission is in Drive Second before the
TCC application occurs (Fig. 286), 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. 286 Switch Valve-Torque Converter Unlocked

21 - 283

21 - 284

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
Once the TCC control valve has moved to the right
(Fig. 287), 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.

Fig. 287 Switch Valve-Torque Converter Locked

AUTOMATIC TRANSMISSION - 46RE

21 - 285

VALVE BODY (Continued)

MANUAL VALVE

SHUTTLE VALVE

The manual valve (Fig. 288) 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.

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.
280) 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 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.

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.

Fig. 288 Manual Valve

21 - 286

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

BOOST VALVE

REMOVAL

The boost valve (Fig. 289) provides increased fluid
apply pressure to the overdrive clutch during 3-4
upshifts (Fig. 290), 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. 291).
(5) Remove the transmission range sensor.
(6) Position drain pan under transmission oil pan.
(7) Remove transmission oil pan and gasket.
(8) Remove fluid filter from valve body.
(9) Remove bolts attaching valve body to transmission case.
(10) Lower valve body enough to remove accumulator piston and springs.
(11) Work manual lever shaft and electrical connector out of transmission case.

Fig. 289 Boost Valve Before Lock-up

Fig. 291 Transmission Case Connector
Fig. 290 Boost Valve After Lock-up

1 - SOLENOID CASE CONNECTOR
2 - TRANSMISSION RANGE SENSOR

AUTOMATIC TRANSMISSION - 46RE

21 - 287

VALVE BODY (Continued)
(12) Lower valve body, rotate valve body away
from case, pull park rod out of sprag, and remove
valve body (Fig. 292).

(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. 293). Retain shoulder bolt. Either tape it to
harness or thread it back into accumulator housing
after connector removal.
(7) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 294).

Fig. 292 Valve Body
1
2
3
4
5

VALVE BODY
WIRE HARNESS
PARK ROD
GOVERNOR PRESSURE SOLENOID
GOVERNOR PRESSURE SENSOR

DISASSEMBLY

Fig. 293 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING

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.

Fig. 294 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE

21 - 288

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
(8) Turn valve body over and remove screws that
attach overdrive/converter solenoid assembly to valve
body (Fig. 295).
(9) Remove solenoid and harness assembly from
valve body (Fig. 296).
(10) Remove boost valve cover (Fig. 297).
(11) Remove boost valve retainer, valve spring and
boost valve (Fig. 298).

Fig. 297 Boost Valve Cover Location
1 - BOOST VALVE HOUSING AND COVER
2 - BOOST VALVE TUBE

Fig. 295 Solenoid Assembly Screws
1 - OVERDRIVE/CONVERTER CLUTCH SOLENOID ASSEMBLY
2 - HARNESS

Fig. 298 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

(12) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 299).

Fig. 296 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

Fig. 299 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING

AUTOMATIC TRANSMISSION - 46RE

21 - 289

VALVE BODY (Continued)
(13) Remove park rod E-clip and separate rod from
manual lever (Fig. 300).
(14) Remove E-clip and washer that retains throttle lever shaft in manual lever (Fig. 301).

(15) Remove manual lever and throttle lever (Fig.
302). 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. 303).

Fig. 300 Park Rod
1 - MANUAL LEVER
2 - E-CLIP
3 - PARK ROD

Fig. 302 Manual And Throttle Lever
1 - PARK ROD
2 - MANUAL LEVER ASSEMBLY
3 - THROTTLE LEVER

Fig. 301 Throttle Lever E-Clip And Washer
1 - THROTTLE LEVER SHAFT
2 - E-CLIP AND WASHER
3 - MANUAL SHAFT

Fig. 303 Detent Ball And Spring
1
2
3
4

DETENT HOUSING
DETENT SPRING
DETENT BALL
PENCIL MAGNET

21 - 290

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
(17) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate (Fig.
304). Hold bracket firmly against spring tension
while removing last screw.

(21) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove center and right-side housing attaching screws (Fig.
307).

Fig. 305 Adjusting Screw Bracket
1
2
3
4
5

Fig. 304 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. 305). 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. 306).
(20) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 306).

- SWITCH VALVE SPRING
- LINE PRESSURE SCREW
- THROTTLE PRESSURE ADJUSTING SCREW
- ADJUSTING SCREW BRACKET
- PRESSURE REGULATOR VALVE SPRING

AUTOMATIC TRANSMISSION - 46RE

21 - 291

VALVE BODY (Continued)

Fig. 306 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. 307 Accumulator Housing Screw Locations
1 - LOOSEN THIS SCREW
2 - REMOVE THESE SCREWS
3 - 3-4 ACCUMULATOR HOUSING

(22) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and converter clutch valve plug and spring (Fig. 308).

Fig. 308 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 - 292

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
(23) Remove left-side screw and remove 3-4 accumulator housing from valve body (Fig. 309).
(24) Bend back tabs on boost valve tube brace (Fig.
310).

(26) Turn valve body over so lower housing is facing upward (Fig. 312). 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.
312). Note position of boost valve tube brace for
assembly reference.
(28) Remove lower housing and overdrive separator plate from transfer plate (Fig. 312).

Fig. 309 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. 311 Boost Valve Tube
1
2
3
4

BOOST VALVE TUBE
LOWER HOUSING
DISENGAGE THIS END OF TUBE FIRST
UPPER HOUSING

Fig. 310 Boost Valve Tube Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE (DOUBLE TAB)

(25) Remove boost valve connecting tube (Fig. 311).
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.

Fig. 312 Lower Housing
1 - LOWER HOUSING
2 - OVERDRIVE SEPARATOR PLATE
3 - TRANSFER PLATE AND UPPER HOUSING

AUTOMATIC TRANSMISSION - 46RE

21 - 293

VALVE BODY (Continued)
(29) Remove the Number 10 check ball from the
transfer plate (Fig. 313). The check ball is approximately 4.8 mm (3/16 in.) in diameter.
(30) Remove transfer plate from upper housing
(Fig. 314).
(31) Turn transfer plate over so upper housing separator plate is facing upward.

(32) Remove upper housing separator plate from
transfer plate (Fig. 315). 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. 316).

Fig. 315 Upper Housing Separator Plate
1
2
3
4

TRANSFER PLATE
UPPER HOUSING SEPARATOR PLATE
FILTER SCREEN
BRACE

Fig. 313 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/169)

Fig. 316 Rear Clutch and Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE

Fig. 314 Transfer Plate
1 - UPPER HOUSING
2 - TRANSFER PLATE

21 - 294

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

VALVE BODY UPPER HOUSING
(1) Note location of check balls in valve body upper
housing (Fig. 317). Then remove the one large diameter and the six smaller diameter check balls.
(2) Remove governor plug and shuttle valve covers
(Fig. 319).
(3) Remove E-clip that secures shuttle valve secondary spring on valve stem (Fig. 318).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 319).
(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. 306).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 320).
(8) Remove limit valve housing. Then remove
retainer, spring, limit valve, and 2-3 throttle plug
from limit valve housing (Fig. 320).
(9) Remove 1-2 shift control valve and spring (Fig.
320).
(10) Remove 1-2 shift valve and spring (Fig. 320).
(11) Remove 2-3 shift valve and spring from valve
body (Fig. 320).
(12) Remove pressure plug cover (Fig. 320).
(13) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 320).

Fig. 318 Shuttle Valve E-Clip And Secondary Spring
1 - E-CLIP
2 - SECONDARY SPRING AND GUIDES
3 - SHUTTLE VALVE

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. 321).
(6) Remove converter clutch timing valve, retainer
and valve spring.

3-4 ACCUMULATOR HOUSING
(1)
(2)
(3)
seals

Fig. 317 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)

Remove end plate from housing.
Remove piston spring.
Remove piston. Remove and discard piston
(Fig. 322).

AUTOMATIC TRANSMISSION - 46RE

DR
VALVE BODY (Continued)

Fig. 319 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 - 295

21 - 296

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

Fig. 320 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

AUTOMATIC TRANSMISSION - 46RE

DR
VALVE BODY (Continued)

Fig. 321 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

21 - 297

21 - 298

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
filter on the solenoid valve is NOT serviceable. Do
not try to remove the filter as this will damage the
valve housing.

INSPECTION

Fig. 322 3-4 Accumulator and Housing
1
2
3
4
5

- ACCUMULATOR PISTON
- 3-4 ACCUMULATOR HOUSING
- TEFLON SEALS
- PISTON SPRING
- COVER PLATE AND SCREWS

CLEANING
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

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.
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.

AUTOMATIC TRANSMISSION - 46RE

21 - 299

VALVE BODY (Continued)
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

3-4 ACCUMULATOR
(1) Lubricate accumulator piston, seals and housing piston bore with clean transmission fluid (Fig.
322).
(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. 323).
(2) Install filter screen in upper housing separator
plate (Fig. 324).

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.

Fig. 323 Rear Clutch And Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE

LOWER HOUSING
(1) Lubricate valves, springs, and the housing
valve and plug bores with clean transmission fluid
(Fig. 321).
(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.

Fig. 324 Separator Plate Filter Screen Installation
1 - UPPER HOUSING SEPARATOR PLATE
2 - FILTER SCREEN

21 - 300

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
(3) Align and position upper housing separator
plate on transfer plate (Fig. 325).
(4) Install brace plate (Fig. 325). 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.

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. 327).
Be sure filter screen is seated in proper housing
recess.
(3) Install the Number 10 check ball into the
transfer plate (Fig. 328). The check ball is approximately 4.8 mm (3/16 in.) in diameter.

Fig. 325 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. 326). Eight check balls
are used. The single large check ball is approximately 8.7 mm (11/32 in.) diameter. The single small

Fig. 326 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)

Fig. 327 Installing Transfer Plate On Upper Housing
1 - FILTER SCREEN
2 - TRANSFER PLATE/SEPARATOR PLATE ASSEMBLY
3 - UPPER HOUSING

Fig. 328 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/169)

AUTOMATIC TRANSMISSION - 46RE

21 - 301

VALVE BODY (Continued)
(4) Position lower housing separator plate on
transfer plate (Fig. 329).
(5) Install lower housing on assembled transfer
plate and upper housing (Fig. 330).
(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. 330).

Fig. 329 Lower Housing Separator Plate
1 - BE SURE TO ALIGN BORES
2 - TRANSFER PLATE
3 - LOWER HOUSING (OVERDRIVE) SEPARATOR PLATE

Fig. 330 Installing Lower Housing On Transfer Plate
And Upper Housing
1
2
3
4

VALVE BODY SCREWS (13)
LOWER HOUSING
UPPER HOUSING
TRANSFER PLATE

UPPER HOUSING VALVE AND PLUG
Refer to (Fig. 331), (Fig. 332) and (Fig. 333) 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.
(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.

21 - 302

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

Fig. 331 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

DR
VALVE BODY (Continued)

Fig. 332 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 - 303

21 - 304

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)

Fig. 333 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. 334).
(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. 334).
(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. 335).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 335).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 336).
(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. 334 Boost Valve Tube
1
2
3
4

BOOST VALVE TUBE
LOWER HOUSING
DISENGAGE THIS END OF TUBE FIRST
UPPER HOUSING

AUTOMATIC TRANSMISSION - 46RE

21 - 305

VALVE BODY (Continued)
(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. 338). Tighten screws to 4 N·m (35 in. lbs.).

Fig. 335 Boost Valve Tube And Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE

Fig. 337 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. 336 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. 337).
(2) Loosely attach accumulator housing with rightside screw (Fig. 337). 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.

Fig. 338 Seating 3-4 Accumulator On Lower
Housing
1 - ACCUMULATOR BOX
2 - CONVERTER CLUTCH VALVE PLUG

21 - 306

AUTOMATIC TRANSMISSION - 46RE

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. 339).
(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. 340).
(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.

Fig. 340 Manual And Throttle Lever Alignment
1
2
3
4

THROTTLE LEVER
MANUAL LEVER VALVE ARM
MANUAL VALVE
KICKDOWN VALVE

(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. 341). Seat tang in dimple before
tightening connector screw.

Fig. 341 Solenoid Harness Case Connector
Shoulder Bolt
Fig. 339 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING

1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING

AUTOMATIC TRANSMISSION - 46RE

21 - 307

VALVE BODY (Continued)
(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. 342). Solenoid harness must be clear of
manual lever and park rod and not be pinched
between accumulator housing and cover.

Fig. 342 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.
(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
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 343). 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.
344).
(3) Check condition of seals on accumulator piston.
Install new piston seals, if necessary.
(4) Verify that transmission range sensor is NOT
installed. Valve body cannot be installed with sensor
in place.
(5) Place valve body manual lever in low (1 position) so ball on park lock rod will be easier to install
in sprag.
(6) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(7) Lubricate seal rings on valve body harness connector with petroleum jelly.
(8) 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.
(9) Install accumulator spring and piston into case.
Then swing valve body over piston and outer spring
to hold it in place.
(10) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(11) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(12) Tighten valve body bolts alternately and
evenly to 11 N·m (100 in. lbs.) torque.
(13) Install new fluid filter on valve body. Tighten
filter screws to 4 N·m (35 in. lbs.) torque.
(14) Install throttle and gearshift levers on valve
body manual lever shaft.

21 - 308

AUTOMATIC TRANSMISSION - 46RE

VALVE BODY (Continued)
(15) Check and adjust front and rear bands if necessary.
(16) Connect solenoid case connector wires.
(17) Install the transmission range sensor.
(18) Install oil pan and new gasket. Tighten pan
bolts to 17 N·m (13 ft. lbs.) torque.
(19) Lower vehicle and fill transmission with
Mopart ATF +4, Automatic Transmission fluid.
(20) Check and adjust gearshift and throttle valve
cables, if necessary.

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.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 345).
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.

Fig. 343 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS

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. 344 Manual Lever Shaft Seal
1 - 15/1688 SOCKET
2 - SEAL

Fig. 345 Line Pressure Adjustment
1 - WRENCH
2 - 1–5/16 INCH

AUTOMATIC TRANSMISSION - 46RE

21 - 309

VALVE BODY (Continued)
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 346).
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. 346 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)

21 - 310

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE
TABLE OF CONTENTS
page
AUTOMATIC TRANSMISSION - 48RE
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
.............
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK . . . .
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK . . . . . . . . . . . . . . . . .

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page
ELECTRONIC GOVERNOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . .
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS
GEARSHIFT CABLE
.................
OIL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .

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. 393

AUTOMATIC TRANSMISSION - 48RE

DR
OUTPUT SHAFT FRONT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
OUTPUT SHAFT REAR BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . .
OVERDRIVE CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . .
PISTONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
REAR CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
.....................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .

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21 - 311

REAR SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
SHIFT MECHANISM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SOLENOID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
THROTTLE VALVE CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - THROTTLE VALVE CABLE
TORQUE CONVERTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE . . . . . . .
TRANSMISSION RANGE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS) . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
VALVE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION
........................
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENTS - VALVE BODY . . . . . . . . . .

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21 - 312

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION 48RE
DESCRIPTION
The 48RE (Fig. 1) is a four speed fully automatic
transmission with an electronic governor. The 48RE
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.
The transmission contains a front, rear, and direct
clutch which function as the input driving components. It also contains the kickdown (front) and the

AUTOMATIC TRANSMISSION - 48RE

21 - 313

Fig. 1 48RE Transmission

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 314

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
1
2
3
4
5
6
7
8
9

TORQUE CONVERTER
INPUT SHAFT
OIL PUMP
FRONT BAND
FRONT CLUTCH
REAR CLUTCH
PLANETARIES
REAR BAND
OVERRUNNING CLUTCH

10 - OVERDRIVE CLUTCH
11 - DIRECT CLUTCH
12 - PLANETARY GEAR
13 - INTERMEDIATE SHAFT
14 - OVERDRIVE OVERRUNNING CLUTCH
15 - DIRECT CLUTCH SPRING
16 - OVERDRIVE PISTON RETAINER
17 - OIL PAN
18 - 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.

Fig. 2 Transmission Part And Serial Number
Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER

GEAR RATIOS
The 48RE gear ratios are:
1st .
2nd
3rd
4th .
Rev.

.
.
.
.
.

2.45:1
1.45:1
1.00:1
0.69:1
2.20:1

AUTOMATIC TRANSMISSION - 48RE

21 - 315

AUTOMATIC TRANSMISSION - 48RE (Continued)

PARK POWERFLOW

NEUTRAL POWERFLOW

Fig. 4 Neutral Powerflow
1
2
3
4
5

Fig. 3 Park Powerflow
1 - PAWL ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT

PAWL DISENGAGED FOR NEUTRAL
PARK SPRAG
OUTPUT SHAFT
CAM
PAWL

21 - 316

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)

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.

Fig. 5 Reverse Powerflow
1
2
3
4

FRONT CLUTCH ENGAGED
OUTPUT SHAFT
LOW/REVERSE BAND APPLIED
INPUT SHAFT

5
6
7
8

OUTPUT SHAFT
INPUT SHAFT
FRONT CLUTCH ENGAGED
LOW/REVERSE BAND APPLIED

AUTOMATIC TRANSMISSION - 48RE

21 - 317

AUTOMATIC TRANSMISSION - 48RE (Continued)

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.

Fig. 6 First Gear Powerflow
1
2
3
4

OUTPUT SHAFT
OVER-RUNNING CLUTCH HOLDING
REAR CLUTCH APPLIED
OUTPUT SHAFT

5
6
7
8

OVER-RUNNING CLUTCH HOLDING
INPUT SHAFT
REAR CLUTCH APPLIED
INPUT SHAFT

21 - 318

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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

6
7
8
9

INPUT SHAFT
REAR CLUTCH APPLIED
KICKDOWN BAND APPLIED
INPUT SHAFT

AUTOMATIC TRANSMISSION - 48RE

21 - 319

AUTOMATIC TRANSMISSION - 48RE (Continued)

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.

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

6 - INPUT SHAFT
7 - OVER-RUNNING CLUTCH FREE-WHEELING
8 - REAR CLUTCH APPLIED
9 - FRONT CLUTCH APPLIED
10 - INPUT SHAFT

21 - 320

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)

FOURTH GEAR POWERFLOW

VEHICLE IS DRIVEABLE

AUTOMATIC TRANSMISSION - 48RE

21 - 321

AUTOMATIC TRANSMISSION - 48RE (Continued)
CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITION

FRONT
CLUTCH

TRANSMISSION CLUTCHES AND BANDS

Reverse

FRONT
BAND

REAR
CLUTCH

Drive Second

OVERDRIVE
CLUTCH

OVERRUNNING
CLUTCH

X
X

Drive Fourth

X
X

DIRECT
CLUTCH

Drive Third

Manual
First

OVERDRIVE CLUTCHES

OVERRUNNING
CLUTCH

Drive First

Manual
Second

REAR
BAND

X
X

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.

21 - 322

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
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.

• 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.

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.
(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:

AUTOMATIC TRANSMISSION - 48RE

21 - 323

AUTOMATIC TRANSMISSION - 48RE (Continued)
(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.
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 524-565 kPa (76-82 psi)
with closed throttle and increase to 690-896 kPa
(100-130 psi) at 1/2 to 3/4 throttle. Note that pressure can increase to around 965 kPa (140 psi) at full
throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION

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

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

21 - 324

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)

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).

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.

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.

AUTOMATIC TRANSMISSION - 48RE

21 - 325

AUTOMATIC TRANSMISSION - 48RE (Continued)

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

TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
• Leaks at the weld joint around the outside diameter weld.
• Leaks at the converter hub weld.

(4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is
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.

21 - 326

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
DIAGNOSIS CHARTS
CONDITION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)

DELAYED 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.

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. Replace cooler.

AUTOMATIC TRANSMISSION - 48RE

21 - 327

AUTOMATIC TRANSMISSION - 48RE (Continued)
CONDITION
NO DRIVE RANGE
(REVERSE OK)

NO DRIVE OR REVERSE
(VEHICLE WILL NOT
MOVE)

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. 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.

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.

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.

21 - 328

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
CONDITION
SHIFTS DELAYED OR
ERRATIC (SHIFTS ALSO
HARSH AT TIMES)

NO REVERSE (D RANGES
OK)

HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)

MOVES IN 2ND OR 3RD
GEAR, ABRUPTLY
DOWNSHIFTS TO LOW

POSSIBLE CAUSES

CORRECTION

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.

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.

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.

1. Valve Body Malfunction.

1. Remove, clean and inspect. Look for
stuck 1-2 valve or governor plug.

AUTOMATIC TRANSMISSION - 48RE

21 - 329

AUTOMATIC TRANSMISSION - 48RE (Continued)
CONDITION
NO LOW GEAR (MOVES
IN 2ND OR 3RD GEAR
ONLY)

NO KICKDOWN OR
NORMAL DOWNSHIFT

STUCK IN LOW GEAR
(WILL NOT UPSHIFT)

CREEPS IN NEUTRAL

POSSIBLE CAUSES

CORRECTION

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.

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.

21 - 330

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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. Replace cooler.

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. 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.

AUTOMATIC TRANSMISSION - 48RE

21 - 331

AUTOMATIC TRANSMISSION - 48RE (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. 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.

21 - 332

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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

AUTOMATIC TRANSMISSION - 48RE

21 - 333

AUTOMATIC TRANSMISSION - 48RE (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.

21 - 334

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
CONDITION
SLIPS IN OVERDRIVE
FOURTH GEAR

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.

6. Overdrive Unit Thrust Bearing
Failure.

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.

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.

DELAYED 3-4 UPSHIFT
(SLOW TO ENGAGE)

AUTOMATIC TRANSMISSION - 48RE

21 - 335

AUTOMATIC TRANSMISSION - 48RE (Continued)
CONDITION
NO START IN PARK OR
NEUTRAL

NO REVERSE (OR SLIPS
IN REVERSE)

POSSIBLE CAUSES

CORRECTION

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.

21 - 336

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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.

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.

AUTOMATIC TRANSMISSION - 48RE

21 - 337

AUTOMATIC TRANSMISSION - 48RE (Continued)

(4) Disconnect and lower or remove necessary
exhaust components.
(5) Remove engine-to-transmission struts (Fig. 13)
and (Fig. 14).

REMOVAL
NOTE: The overdrive unit can be removed and serviced separately. It is not necessary to remove the
entire transmission assembly to perform overdrive
unit repairs.

Fig. 13 Right Side Engine-to-Transmission Strut
(1) Disconnect battery negative cable.
(2) Raise vehicle.
(3) Remove the transfer case skid plate (Fig. 12), if
equipped.

1 - TRANSMISSION
2 - ENGINE
3 - STRUT

Fig. 14 Left Side Engine-to-Transmission Strut
1 - TRANSMISSION
2 - ENGINE
3 - STRUT

Fig. 12 Transfer Case Skid Plate
1 - FRAME RAIL
2 - SKID PLATE
3 - BOLTS (6)

21 - 338

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
(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 the transmission range
sensor and transmission solenoid connector.
(13) Disconnect gearshift cable (Fig. 15) from the
transmission.

Fig. 16 Engine Rear Mount - 4X2 Automatic
Transmission
1
2
3
4
5

ENGINE REAR MOUNT
BOLT
NUT
THROUGH BOLT NUT
TRANSMISSION

Fig. 15 Gearshift Cable At Transmission
1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET

Fig. 17 Engine Rear Mount - 4X4 Automatic
Transmission
1 - TRANSMISSION
2 - ENGINE REAR MOUNT
3 - BOLT

AUTOMATIC TRANSMISSION - 48RE

21 - 339

AUTOMATIC TRANSMISSION - 48RE (Continued)
(21) Disconnect fluid cooler lines at transmission
(Fig. 18).

(26) To remove torque converter, remove C-clamp
from edge of bell housing and carefully slide torque
converter out of the transmission.

DISASSEMBLY

Fig. 18 Transmission Cooler Lines
1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES

Fig. 19 Fill Tube Attachment
1
2
3
4

TRANSFER CASE VENT TUBE
FILL TUBE (V8)
TUBE SEAL
FILL TUBE (V6)

Fig. 20 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339

(4) Remove throttle and shift levers from valve
body manual shaft and throttle lever shaft.
(5) Remove transmission oil pan and gasket.

21 - 340

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
(6) Remove filter from valve body (Fig. 21). Keep filter screws separate from other valve body screws. Filter
screws are longer and should be kept with filter.

Fig. 21 Oil Filter Removal
1 - OIL FILTER
2 - VALVE BODY
3 - FILTER SCREWS (2)

(7) Remove the transmission range sensor..
(8) Remove hex head bolts attaching valve body to
transmission case (Fig. 22). 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. 23).

Fig. 23 Valve Body Removal
1
2
3
4
5

- GOVERNOR PRESSURE SENSOR
- VALVE BODY
- PARK ROD
- ACCUMULATOR PISTON
- GOVERNOR PRESSURE SOLENOID

(10) Remove accumulator outer spring, piston and
inner spring (Fig. 24). Note position of piston and
springs for assembly reference. Remove and discard
piston seals if worn or cut.

Fig. 24 Accumulator Component Removal
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING

Fig. 22 Valve Body Bolt Locations
1 - VALVE BODY BOLTS
2 - VALVE BODY BOLTS

AUTOMATIC TRANSMISSION - 48RE

21 - 341

AUTOMATIC TRANSMISSION - 48RE (Continued)
(11) Remove pump oil seal with suitable pry tool or
slide-hammer mounted screw.
(12) Remove front band lever pin access plug (Fig.
25). Use square end of 1/4 in. drive extension to
remove plug as shown.

Fig. 25 Front Band Lever Pin Access Plug
1 - FRONT BAND REACTION PIN ACCESS PLUG
2 - 1/4 DRIVE EXTENSION AND RATCHET

Fig. 26 Tightening Front Band To Hold Front Clutch
In Place
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER

Fig. 27 Oil Pump Removal Tools
1 - PUMP HOUSING
2 - SLIDE HAMMER TOOLS (THREAD INTO PUMP HOUSING)

Fig. 28 Oil Pump Removal
1 - OIL PUMP AND REACTION SHAFT SUPPORT

21 - 342

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
(14) Remove oil pump gasket (Fig. 29). 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. 30).
(17) Squeeze front band together slightly and slide
band over front clutch retainer and out of case (Fig.
31).

Fig. 31 Front Band Removal
1 - FRONT BAND
2 - FRONT CLUTCH RETAINER

(18) Remove front and rear clutch assemblies as a
unit (Fig. 32).

Fig. 29 Oil Pump Gasket
1 - OIL PUMP GASKET

Fig. 32 Removing Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES

Fig. 30 Front Band Linkage
1
2
3
4

- LEVER
- STRUT
- ANCHOR
- FRONT BAND

AUTOMATIC TRANSMISSION - 48RE

21 - 343

AUTOMATIC TRANSMISSION - 48RE (Continued)
(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. 33).
(20) Remove intermediate shaft thrust washer. Triangular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 34).
(21) Remove thrust plate from intermediate shaft
hub (Fig. 35).
(22) Remove
intermediate
shaft-planetary
geartrain assembly (Fig. 36).
(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.

Fig. 35 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB

Fig. 33 Front Band Lever And Pin
1 - BAND LEVER
2 - USE PENCIL MAGNET TO REMOVE REACTION PIN

Fig. 36 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY

Fig. 34 Intermediate Shaft Thrust Washer
1 - THRUST WASHER
2 - INTERMEDIATE SHAFT PILOT HUB

21 - 344

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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. 37).

(29) Remove rear band adjusting lever and reaction pin.
(30) Remove rear band.

Fig. 37 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. 38).
(27) Note that overrunning clutch race will remain
on splines of low-reverse drum after removal (Fig.
39). The race is a permanent press fit on the
hub splines. Do not attempt to remove the race.
(28) Remove overrunning clutch assembly (Fig.
40). Assembly can be removed without displacing
rollers and springs if care is exercised. Note position
of rollers and springs for assembly reference.

Fig. 39 Overrunning Clutch Race Position On
Low-Reverse Drum
1 - OVERRUNNING CLUTCH RACE
2 - LOW-REVERSE DRUM

Fig. 40 Overrunning Clutch
1 - CLUTCH CAM
2 - OVERRUNNING CLUTCH ASSEMBLY

Fig. 38 Low-Reverse Drum And Thrust Washer
1 - LOW-REVERSE DRUM
2 - SPOTFACE FOR WASHER
3 - THRUST WASHER

AUTOMATIC TRANSMISSION - 48RE

21 - 345

AUTOMATIC TRANSMISSION - 48RE (Continued)
(31) Compress front servo rod guide with large
C-clamp and Tool C-4470, or Compressor Tool
C-3422-B (Fig. 41). Compress guide only enough to
permit snap-ring removal (about 1/8 in.).
(32) Remove servo piston snap-ring (Fig. 41).
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.
(34) Compress rear servo piston with C-clamp and
Tool C-4470, or Valve Spring Compressor C-3422-B
(Fig. 42). Compress servo spring retainer only
enough to permit snap-ring removal.
(35) Remove servo piston snap-ring (Fig. 42). 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. 42 Rear Servo Retaining Snap-Ring
1
2
3
4

TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING

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,
Automatic Transmission fluid during overhaul and
assembly. Use petroleum jelly to prelubricate seals,
O-rings, and thrust washers. Petroleum jelly can also
be used to hold parts in place during reassembly.

INSPECTION

Fig. 41 Front Servo Retaining Snap-Ring
1
2
3
4

C-CLAMP
FRONT SERVO ROD GUIDE
SNAP-RING
TOOL C-4470

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

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

21 - 346

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
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.

FRONT/REAR SERVO
(1) Lubricate rear servo piston seal with 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. 43).
(3) Install rear servo spring and retainer in case
bore (Fig. 44). Be sure spring is seated on piston.

ASSEMBLY
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter. Fluid contamination and transmission failure can result if not done.
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 during reassembly. Soak
clutch discs in transmission fluid before installation.
Petroleum jelly can 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.

Fig. 43 Rear Servo Piston
1 - REAR SERVO PISTON

Fig. 44 Rear Servo Piston Spring And Retainer
1 - PISTON SPRING
2 - REAR SERVO PISTON
3 - SPRING RETAINER

AUTOMATIC TRANSMISSION - 48RE

21 - 347

AUTOMATIC TRANSMISSION - 48RE (Continued)
(4) Compress rear servo piston with C-clamp or
Valve Spring Compressor C-3422-B and install servo
piston snap-ring (Fig. 45).
(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. 46).
Rotate piston into bore at same time. Rock piston
slightly to ease piston ring past snap-ring groove and
into bore.

Fig. 46 Front Servo Piston
1 - USE SUITABLE TOOL TO HELP SEAT PISTON RING
2 - FRONT SERVO PISTON

Fig. 45 Rear Servo Snap-Ring
1
2
3
4

TOOL C-4470
C-CLAMP
REAR SERVO SPRING RETAINER
RETAINER SNAP-RING

(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.
47).
(b) Slowly compress rod guide while simultaneously easing seal ring into bore with suitable
tool.
(9) Install rod guide snap-ring (Fig. 47).

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.

Fig. 47 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

(3) Install low-reverse drum. Slide drum through
rear band, onto piston retainer hub and into engagement with overrunning clutch and race.

21 - 348

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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 the rear band pivot pin part way into
the case.
(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. 49 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY

Fig. 48 Low-Reverse Drum Snap-Ring
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. 49). 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. 50).

Fig. 50 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB

AUTOMATIC TRANSMISSION - 48RE

21 - 349

AUTOMATIC TRANSMISSION - 48RE (Continued)
(4) Check input shaft front seal rings, fiber thrust
washer and rear seal ring (Fig. 51). Be sure the ends
of the 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. 52).
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.

Fig. 52 Assembling Front And Rear Clutches
1 - FRONT CLUTCH ASSEMBLY
2 - REAR CLUTCH ASSEMBLY
3 - REAR CLUTCH SPLINED HUB

Fig. 51 Input Shaft Seal Rings And Thrust Washer
1
2
3
4

TORLONT FRONT SEAL RINGS
INPUT SHAFT
REAR SEAL RING
THRUST WASHER

(6) Install intermediate shaft thrust washer in hub
of rear clutch retainer (Fig. 53). 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
stand to tilt case rearward. This makes it easier to
install front/rear clutch assembly.

Fig. 53 Intermediate Shaft Thrust Washer
1 - BE SURE WASHER GROOVES FACE OUT AS SHOWN
2 - REAR CLUTCH RETAINER HUB
3 - SHAFT THRUST WASHER

21 - 350

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
(8) Align discs in rear clutch. Then install and
engage assembly in front planetary and driving shell
(Fig. 54). 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.
(11) Slide front band over front clutch retainer and
install front band strut and anchor (Fig. 55).
(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. 55 Front Band And Linkage
1
2
3
4

- LEVER
- STRUT
- ANCHOR
- FRONT BAND

Fig. 54 Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES

OIL PUMP
(1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 56).
(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. 56).
(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. 57).

Fig. 56 Oil Pump Gasket And Pilot Studs
1 - OIL PUMP GASKET
2 - PILOT STUDS C-3288-B

CAUTION: The thrust washer bore (I.D.), is chamfered on one side. Make sure the chamfered side is
installed so it faces the pump.

AUTOMATIC TRANSMISSION - 48RE

21 - 351

AUTOMATIC TRANSMISSION - 48RE (Continued)
(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. 58). Use extra
petroleum jelly to hold washer in place if necessary.
(5) Check the torque converter hub seal ring on
the reaction shaft for damage. Also check that the
seal ring rotates freely in the reaction shaft groove.
Replace if necessary.
(6) Lubricate oil pump seals with petroleum
Mopart ATF +4.
(7) Mount oil pump on pilot studs and slide pump
into case opening (Fig. 59). Work pump into case
by hand. Do not use a mallet or similar tools to
seat pump.
(8) 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.
(9) 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. 58 Reaction Shaft Seal Ring And Thrust Washer
1 - SEAL RINGS
2 - REACTION SHAFT SUPPORT
3 - THRUST WASHER (FIBER)

Fig. 57 Reaction Shaft Thrust Washer
1 - THRUST WASHER
2 - CHAMFERED SIDE OF WASHER BORE GOES TOWARD
PUMP

Fig. 59 Oil Pump
1 - SEAT OIL PUMP IN CASE BY HAND
2 - REMOVE PILOT STUDS WHEN PUMP IS SEATED

21 - 352

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (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. 60).
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.

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) Move the transmission manual shaft lever to
the manual LOW position.
(7) Install the TRS mounting bracket into the transmission case. Using Adapter 8581 (Fig. 61), tighten the
mounting bracket to 34 N·m (300 in.lbs.).

Fig. 61 Tighten the TRS Mounting Bracket
Fig. 60 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).
(2) Verify that the transmission range sensor has
not been installed in case. Valve body can not be
installed if sensor is installed.
(3) Install new valve body manual shaft seal in
case (Fig. 64). Lubricate seal lip and manual shaft

1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - ADAPTER 8581

(8) Install the TRS (Fig. 62) into the mounting
bracket with the wiring connector facing the front of
the transmission.
(9) Install the two screws to hold the TRS to the
mounting bracket. Tighten the screws to 3.4 N·m (30
in.lbs.).
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter. Fluid contamination and transmission failure can result if not done.

AUTOMATIC TRANSMISSION - 48RE

21 - 353

AUTOMATIC TRANSMISSION - 48RE (Continued)

BAND ADJUSTMENT AND FINAL

Fig. 62 Install the Transmission Range Sensor
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - TRANSMISSION RANGE SENSOR

(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 1-3/4
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

Fig. 63 Accumulator Piston And Springs
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING

Fig. 64 Manual Lever Shaft Seal
1 - 15/1688 SOCKET
2 - SEAL

(10) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.

(1) Check torque converter hub inner and outer
diameters 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.
(6) Check converter seating with steel scale and
straightedge (Fig. 65). Surface of converter lugs
should be 19mm (0.75 in.) to rear of straightedge
when converter is fully seated.
(7) Temporarily secure converter with C-clamp.
(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.

21 - 354

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)

Fig. 66 Gearshift Cable At Transmission

Fig. 65 Checking Converter Seating - Typical

1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET

1 - SCALE
2 - STRAIGHTEDGE

(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.
(15) Install the rear transmission crossmember.
(16) Lower transmission onto crossmember and
install bolts attaching transmission mount to crossmember.
(17) Remove engine support fixture.
(18) Install the transfer case, if equipped.
(19) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)
(20) Connect gearshift cable (Fig. 66) and throttle
cable to transmission.
(21) Connect wires to the transmission range sensor and transmission solenoid connector. Be sure the
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.
(22) Install torque converter-to-driveplate bolts.
(23) Install converter housing access cover.
(24) Install starter motor and cooler line bracket.
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION)
(25) Connect cooler lines (Fig. 67) to transmission.
(26) Install transmission fill tube. Install new seal
on tube before installation.

Fig. 67 Transmission Cooler Lines
1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES

(27) Install any exhaust components previously
removed.
(28) Align and connect propeller shaft. (Refer to 3 DIFFERENTIAL
&
DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(29) Adjust gearshift cable and throttle valve
cable, if necessary.
(30) Install the transfer case skid plate, if
equipped.
(31) Lower vehicle.
(32) Fill transmission with Mopart ATF +4, Automatic Transmission fluid.

AUTOMATIC TRANSMISSION - 48RE

21 - 355

AUTOMATIC TRANSMISSION - 48RE (Continued)

SCHEMATICS AND DIAGRAMS

HYDRAULIC FLOW IN PARK

HYDRAULIC SCHEMATICS

21 - 356

AUTOMATIC TRANSMISSION - 48RE

HYDRAULIC FLOW IN NEUTRAL

AUTOMATIC TRANSMISSION - 48RE (Continued)

AUTOMATIC TRANSMISSION - 48RE

21 - 357

HYDRAULIC FLOW IN REVERSE

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 358

AUTOMATIC TRANSMISSION - 48RE

HYDRAULIC FLOW IN DRIVE FIRST GEAR

AUTOMATIC TRANSMISSION - 48RE (Continued)

AUTOMATIC TRANSMISSION - 48RE

21 - 359

HYDRAULIC FLOW IN DRIVE SECOND GEAR (CONVERTER CLUTCH NOT APPLIED)

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 360

AUTOMATIC TRANSMISSION - 48RE

HYDRAULIC FLOW IN DRIVE SECOND GEAR (CONVERTER CLUTCH APPLIED)

AUTOMATIC TRANSMISSION - 48RE (Continued)

AUTOMATIC TRANSMISSION - 48RE

21 - 361

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH NOT APPLIED)

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 362

AUTOMATIC TRANSMISSION - 48RE

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH APPLIED)

AUTOMATIC TRANSMISSION - 48RE (Continued)

AUTOMATIC TRANSMISSION - 48RE

21 - 363

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 364

AUTOMATIC TRANSMISSION - 48RE

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)

AUTOMATIC TRANSMISSION - 48RE (Continued)

AUTOMATIC TRANSMISSION - 48RE

21 - 365

HYDRAULIC FLOW IN MANUAL LOW (1)

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 366

AUTOMATIC TRANSMISSION - 48RE

HYDRAULIC FLOW IN MANUAL SECOND (2)

AUTOMATIC TRANSMISSION - 48RE (Continued)

AUTOMATIC TRANSMISSION - 48RE

21 - 367

HYDRAULIC FLOW DURING FULL THROTTLE 3-2 DOWNSHIFT (PASSING GEAR)

AUTOMATIC TRANSMISSION - 48RE (Continued)

21 - 368

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
GEAR RATIOS

SPECIFICATIONS
TRANSMISSION
GENERAL
Component

Metric

Inch

Planetary end play

0.150-1.22
mm

0.006-0.048
in.

Input shaft end play

0.86-2.13
mm

0.034-0.084
in.

Clutch pack clearance/
Front.

2.5-4.09
mm

0.098-0.161
in.

Clutch pack clearance/
Rear.

0.635-0.914
mm

0.025-0.036
in.

Front clutch

1ST GEAR

2.45:1

2ND GEAR

1.45:1

3RD GEAR

1.00:1

4TH GEAR

0.69:1

REVERSE

2.21:1

5 discs

Rear clutch

4 discs

Overdrive clutch

5(STD) or 6 (HO) discs

Direct clutch

23 single sided discs

Band adjustment from
72 in. lbs.
Front band

Back off 1 3/4 turns

Rear band

Back off 3 turns

Recommended fluid

MoparT ATF +4, Automatic
Transmission Fluid
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

0.061 in.

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.

1.5-1.6 mm

0.060-0.062 in.

1.9-1.95 mm

0.074-0.076 in.

1.4-1.5 mm

0.055-0.059 in.

1.6-1.7 mm

0.062-0.066 in.

Rear clutch pack snap-ring

Planetary geartrain snap-ring (at front of output
shaft)
Overdrive piston thrust plate
Intermediate shaft spacer

Thrust plate and spacer are select
fit. Refer to size charts and
selection procedures in Overdrive
Unit D&A procedures

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)
TORQUE SPECIFICATIONS
DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Fitting, cooler line at trans

Bolt, torque convertor

270

Bolt, clevis bracket to
crossmember

Bolt, clevis bracket to rear
support

Bolt, driveplate to
crankshaft

Plug, front band reaction

Locknut, front band adj.

Bolt, fluid pan

Screws, fluid filter

Bolt, oil pump

Bolt, overrunning clutch
cam

Bolt, O/D to trans.

Bolt, O/D piston retainer

Plug, pressure test port

Bolt, reaction shaft
support

Locknut, rear band

Bolt, valve body to case

100

Sensor, trans speed

Screw, solenoid wiring
connector

Screw, solenoid to transfer
plate

Bracket, transmission
range sensor mounting

300

Screw, transmission range
sensor to mounting
bracket

3.4

21 - 369

21 - 370

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)

SPECIAL TOOLS
RE TRANSMISSION

Adapter, Band Adjuster - C-3705

Studs, Oil Pump Pilot - C-3288-B

Stand, Transmission Repair - C-3750-B

Gauge, Pressure - C-3292

Puller, Slide Hammer - C-3752
Gauge, Pressure - C-3293SP

Gauge, Throttle Setting - C-3763
Set, Dial Indicator - C-3339

Compressor, Spring - C-3422-B

Installer, Seal - C-3860-A

AUTOMATIC TRANSMISSION - 48RE

21 - 371

AUTOMATIC TRANSMISSION - 48RE (Continued)

Compressor, Spring - C-3863-A

Remover/Installer, Bushing - C-4470

Dial Caliper - C-4962
Remover, Seal - C-3985-B

Installer, Seal - C-3995-A

Spring Compressor and Alignment Shaft - 6227

Bar, Gauge - 6311

Handle, Universal - C-4171
Gauge, Block - 6312

21 - 372

AUTOMATIC TRANSMISSION - 48RE

AUTOMATIC TRANSMISSION - 48RE (Continued)

ACCUMULATOR
DESCRIPTION

Retainer, Detent Ball and Spring - 6583

The accumulator (Fig. 68) 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. 69).

Installer, Overdrive Piston Seal - 8114

Fig. 68 Accumulator
1 - ACCUMULATOR PISTON
2 - PISTON SPRING

Socket, TRS Mounting Bracket - 8581

Installer, Seal - 9037

Fig. 69 3-4 Accumulator and Housing
1
2
3
4
5

- ACCUMULATOR PISTON
- 3-4 ACCUMULATOR HOUSING
- TEFLON SEALS
- PISTON SPRING
- COVER PLATE AND SCREWS

AUTOMATIC TRANSMISSION - 48RE

21 - 373

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. 70), bottoming it
against the accumulator plate. When the 1-2 upshift
occurs (Fig. 71), 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. 71 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE

BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
Fig. 70 Accumulator in DRIVE - FIRST Gear Position
1 - LINE PRESSURE

The kickdown, or “front”, band (Fig. 72) 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
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).

21 - 374

AUTOMATIC TRANSMISSION - 48RE

BANDS (Continued)
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
FRONT BAND
Fig. 72 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING

LOW/REVERSE (REAR) BAND
The low/reverse band, or “rear”, band (Fig. 73) 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.

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. 74).
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 1-3/4 turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N·m (30 ft. lbs.) torque.
(6) Lower vehicle.

Fig. 73 Rear Band
1
2
3
4
5
6
7

- ADJUSTING SCREW
- LOCKNUT
- LEVER
- REAR BAND
- REACTION PIN
- O-RINGS
- PIVOT PIN

OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of
the planetary gear sets by applying and holding the

Fig. 74 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER

AUTOMATIC TRANSMISSION - 48RE

21 - 375

BANDS (Continued)

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. 75).
(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 17 N·m (13 ft.
lbs.) torque.
(8) Lower vehicle and refill transmission with
Mopart ATF +4, Automatic Transmission fluid.

Fig. 76 Brake Transmission Interlock Mechanism
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

unlocked and will move into any position. The interlock system also prevents the ignition switch from
being turned to the LOCK or ACCESSORY position,
unless the shifter is fully locked into the PARK position.

DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK
Fig. 75 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT

BRAKE TRANSMISSION SHIFT
INTERLOCK SYSTEM
DESCRIPTION
The Brake Transmission Shifter Interlock (BTSI)
(Fig. 76), is a solenoid operated system. It consists of
a solenoid permanently mounted on the gearshift
cable.

OPERATION
The system locks the shifter into the PARK position. The interlock system is engaged whenever the
ignition switch is in the LOCK or ACCESSORY position. An additional electrically activated feature will
prevent shifting out of the PARK position unless the
brake pedal is depressed approximately one-half an
inch. A magnetic holding device in line with the park
lock cable is energized when the ignition is in the
RUN position. When the key is in the RUN position
and the brake pedal is depressed, the shifter is

(1) Verify that the key can only be removed in the
PARK position
(2) When the shift lever is in PARK And the shift
handle pushbutton is in the “OUT” position, the ignition key cylinder should rotate freely from OFF to
LOCK. When the shifter is in any other gear or neutral position, the ignition key cylinder should not
rotate to the LOCK position.
(3) Shifting out of PARK should not be possible
when the ignition key cylinder is in the OFF position.
(4) Shifting out of PARK should not be possible
while applying normal pushbutton force and ignition
key cylinder is in the RUN or START positions
unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible
when the ignition key cylinder is in the ACCESSORY
or LOCK positions.
(6) Shifting between any gears, NEUTRAL or into
PARK may be done without depressing foot brake
pedal with ignition switch in RUN or START positions.

21 - 376

AUTOMATIC TRANSMISSION - 48RE

BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)

ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK
Correct cable adjustment is important to proper
interlock operation. The gearshift cable must be correctly adjusted in order to shift out of PARK.

ADJUSTMENT PROCEDURE
(1) Remove the steering column trim as necessary
for access to the brake transmission shift interlock.
(2) Shift the transmission into the PARK position.
(3) Pull upward on both the BTSI lock tab and the
gearshift cable lock tab (Fig. 77).
(4) Verify that the shift lever is in the PARK position.
(5) Verify positive engagement of the transmission
park lock by attempting to rotate the propeller shaft.
The shaft will not rotate when the park lock is
engaged.
(6) Turn ignition switch to LOCK position. Be
sure ignition key cylinder is in the LOCK position. Cable will not adjust correctly in any
other position.
(7) Ensure that the cable is free to self-adjust by
pushing cable rearward and releasing.
(8) Push the gearshift cable lock tab down until it
snaps in place.

Fig. 77 Brake Transmission Interlock Mechanism
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

(9) Locate the BTSI alignment hole in the bottom
of the BTSI mechanism between the BTSI lock tab
and the BTSI connector.
(10) Move the BTSI assembly up or down on the
gearshift cable until an appropriate size drill bit can
be inserted into the alignment hole and through the
assembly.

(11) Push the BTSI lock tab down until it snaps
into place and remove the drill bit.
(12) Install any steering column trim previously
removed.

BTSI FUNCTION CHECK
(1) Verify removal of ignition key allowed in PARK
position only.
(2) When the shift lever is in PARK, the ignition
key cylinder should rotate freely from off to lock.
When the shifter is in any other position, the ignition
key should not rotate from off to lock.
(3) Shifting out of PARK should be possible when
the ignition key cylinder is in the off position.
(4) Shifting out of PARK should not be possible while
applying normal force, and ignition key cylinder is in
the run or start positions, unless the foot brake pedal is
depressed approximately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible
when the ignition key cylinder is in the accessory or
lock position.
(6) Shifting between any gear and NEUTRAL, or
PARK, may be done without depressing foot brake
with ignition switch in run or start positions.
(7) Engine starts must be possible with shifter
lever in PARK or NEUTRAL positions only. Engine
starts must not be possible in any position other than
PARK or NEUTRAL.
(8) With shifter lever in the:
• PARK position - Apply upward force on the shift
arm and remove pressure. Engine starts must be
possible.
• PARK position - Apply downward force on the
shift arm and remove pressure. Engine starts must
be possible.
• NEUTRAL position - Normal position. Engine
starts must be possible.
• NEUTRAL position - Engine running and brakes
applied, apply upward force on the shift arm. Transmission shall not be able to shift from neutral to
reverse.

AUTOMATIC TRANSMISSION - 48RE

21 - 377

ELECTRONIC GOVERNOR (Continued)

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

Fig. 78 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.
79).

Fig. 79 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR

GOVERNOR PRESSURE CURVES
There are four governor pressure curves programmed into the transmission control module. The
different curves allow the control module to adjust

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.

21 - 378

AUTOMATIC TRANSMISSION - 48RE

ELECTRONIC GOVERNOR (Continued)

GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to adequately control 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-

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.

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. 80).

Fig. 80 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR

AUTOMATIC TRANSMISSION - 48RE

21 - 379

ELECTRONIC GOVERNOR (Continued)
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
81).

(9) Separate governor body from valve body (Fig.
83).
(10) Remove governor body gasket.

Fig. 83 Governor Body and Gasket
Fig. 81 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR

1 - GOVERNOR BODY
2 - GASKET

INSTALLATION
(6) Pull solenoid from governor body (Fig. 82).
(7) Pull pressure sensor from governor body.
(8) Remove bolts holding governor body to valve
body.

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. 84).
(2) Place governor body in position on valve body.
(3) Install bolts to hold governor body to valve
body.

Fig. 82 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR

Fig. 84 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET

21 - 380

AUTOMATIC TRANSMISSION - 48RE

ELECTRONIC GOVERNOR (Continued)
(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. 85).
(9) Push solenoid into governor body.

(14) Lower vehicle and road test to verify repair.

Fig. 87 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR

EXTENSION HOUSING SEAL
REMOVAL
Fig. 85 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR

(10) Place solenoid retainer in position on governor
(Fig. 86).
(11) Install screws to hold pressure solenoid
retainer to governor body.

(1) Raise vehicle.
(2) Mark propeller shaft and axle yoke for alignment reference.
(3) Disconnect and remove propeller shaft.
(4) Remove old seal with a screw mounted in a
slide hammer.

INSTALLATION
(1) Place seal in position on overdrive housing.
(2) Drive seal into overdrive housing with Seal
Installer 9037 (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.

Fig. 86 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR

(12) Engage wire connectors into pressure sensor
and solenoid (Fig. 87).
(13) Install transmission fluid pan and (new) filter.

Fig. 88 Installing Overdrive Housing Yoke Seal
1 - SPECIAL TOOL 9037
2 - SPECIAL TOOL C-4171

FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL

AUTOMATIC TRANSMISSION - 48RE

21 - 381

STANDARD PROCEDURE

DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID

STANDARD PROCEDURE - FLUID LEVEL
CHECK

PROCEDURE ONE
(1) Transmission fluid must be at normal operating temperature for accurate fluid level check. Drive

21 - 382

AUTOMATIC TRANSMISSION - 48RE

FLUID AND FILTER (Continued)
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.

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
chart.
(9) Adjust transmission fluid level shown on the
dipstick according to the chart (Fig. 90).
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.

Fig. 90 48RE Fluid Fill Graph

AUTOMATIC TRANSMISSION - 48RE

21 - 383

FLUID AND FILTER (Continued)

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.

Fig. 92 Transmission Filter
1 - TRANSMISSION
2 - FILTER

STANDARD PROCEDURE - TRANSMISSION
FILL

Fig. 91 Transmission Pan
1 - TRANSMISSION
2 - GASKET
3 - PAN

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, Automatic Transmission Fluid, 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,
or torque converter was replaced or drained, 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

21 - 384

AUTOMATIC TRANSMISSION - 48RE

FLUID AND FILTER (Continued)
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.

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.

DISASSEMBLY
(1) Remove the waved snap-ring, reaction plate,
clutch plates, and clutch discs.

Fig. 93 48RE 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
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER

AUTOMATIC TRANSMISSION - 48RE

21 - 385

FRONT CLUTCH (Continued)
(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 and number 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. 94 Removing Front Clutch Spring Retainer
Snap-Ring
1 - SPECIAL TOOL C-3863-A
2 - SNAP-RING

Replace the retainer bushing if worn, scored, or
there is any doubt about bushing condition.

Fig. 95 48RE 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
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER

21 - 386

AUTOMATIC TRANSMISSION - 48RE

FRONT CLUTCH (Continued)
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.

ASSEMBLY
NOTE: The 48RE transmission uses five plates and
discs for the front clutch.
(1) Soak clutch discs in transmission fluid.
(2) Install new inner piston seal onto the outer
diameter of the clutch retainer inner hub.
(3) Install new outer seal onto the clutch piston.
Be sure seal lips of both seals face the interior of the
retainer.
(4) Lubricate new inner and outer piston seals
with petroleum jelly.
(5) 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.
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

Fig. 96 Front Clutch Spring Position
1 - 9 SPRING CLUTCH

tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(6) Install and position nine clutch piston springs
(Fig. 96).
(7) Install spring retainer on top of piston springs.
(8) Compress spring retainer and piston springs
with Tool C-3863-A.
(9) Install spring retainer snap-ring and remove
compressor tool.
(10) Install clutch plates and discs (Fig. 97). Five
clutch discs, five steel plates and one reaction plate
are required.

Fig. 97 48RE 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
10 - OUTER PISTON SEAL
11 - FRONT CLUTCH RETAINER

AUTOMATIC TRANSMISSION - 48RE

21 - 387

FRONT CLUTCH (Continued)
(11) Install reaction plate followed by waved snapring.
(12) Check clutch pack clearance with feeler gauge
(Fig. 98). Clearance between waved spring and pressure plate should 2.5-4.09 mm (0.098-0.161 in.). If
clearance is incorrect, clutch plates, clutch discs,
snap-ring, or pressure plate may have to be changed.

Fig. 99 Front Servo
1
2
3
4
5
6
7

- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD

OPERATION

Fig. 98 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. 99) 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.

21 - 388

AUTOMATIC TRANSMISSION - 48RE

FRONT SERVO (Continued)

DISASSEMBLY
(1) Remove seal ring from rod guide (Fig. 100).
(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.

Fig. 101 Front Servo
1
2
3
4
5
6
7

- VENT
- INNER PISTON
- PISTON
- SPRING
- RELEASE PRESSURE
- APPLY PRESSURE
- PISTON ROD

Fig. 100 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

CLEANING
Clean the servo piston components (Fig. 101) with
solvent and dry them with compressed air.

INSPECTION
Inspect the servo components (Fig. 102). 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.

Fig. 102 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

AUTOMATIC TRANSMISSION - 48RE

21 - 389

FRONT SERVO (Continued)
(2) Install rod in piston. Install spring and washer
on rod. Compress spring and install snap-ring (Fig.
103).

(3) Disengage cable eyelet at transmission shift
lever and pull cable adjuster out of mounting bracket
(Fig. 104) or (Fig. 105).

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 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
2 - RFE TRANSMISSION
3 - MANUAL LEVER

REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.

Fig. 105 Gearshift Cable at Transmission - RE
1 - GEARSHIFT CABLE
2 - RE TRANSMISSION
3 - MANUAL LEVER

21 - 390

AUTOMATIC TRANSMISSION - 48RE

GEARSHIFT CABLE (Continued)
(4) Lower the vehicle.
(5) Remove the dash panel insulation pad as necessary to access the gearshift cable grommet (Fig.
106).
(6) Remove grommet from the dash panel.
(7) Remove any steering column trim necessary to
access the gearshift cable and BTSI mechanism.
(8) Disconnect the BTSI wiring connector.
(9) Disconnect cable at lower column bracket and
shift lever pin and pull the cable through the dash
panel opening into the vehicle (Fig. 107).

Fig. 106 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET

Fig. 107 Gearshift Cable at Steering Column
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

(10) Remove gearshift cable from vehicle.

INSTALLATION
(1) Route the transmission end of the gearshift
cable through the opening in the dash panel (Fig.
108).
(2) Seat the cable grommet into the dash panel
opening.
(3) Snap the cable into the steering column
bracket so the retaining ears (Fig. 109) are engaged
and snap the cable eyelet onto the shift lever ball
stud.

Fig. 108 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET

Fig. 109 Gearshift Cable at Steering Column
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

AUTOMATIC TRANSMISSION - 48RE

21 - 391

Gearshift Adjustment Procedure
(1) Shift transmission into PARK.
(2) Release cable adjuster lock tab (underneath the
steering column) (Fig. 110) to unlock cable.
(3) Raise vehicle.
(4) Disengage the cable eyelet from the transmission manual shift lever.

Fig. 110 Gearshift Cable at Steering Column
1
2
3
4
5

STEERING COLUMN
GEARSHIFT CABLE
GEARSHIFT CABLE LOCK TAB
BTSI SOLENOID LOCK TAB
BTSI CONNECTOR

21 - 392

AUTOMATIC TRANSMISSION - 48RE

OPERATION

OIL PUMP
DESCRIPTION
The oil pump (Fig. 111) 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.

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.

Fig. 111 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
12 - TORQUE CONVERTER SEAL RING

AUTOMATIC TRANSMISSION - 48RE

21 - 393

OIL PUMP (Continued)

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. 112).
(4) Remove pump inner and outer gears (Fig. 113).
(5) Remove o-ring seal from pump body (Fig. 114).
Discard seal after removal.
(6) Remove oil pump seal with Remover Tool
C-3981. Discard seal after removal.

Fig. 113 Pump Gears
1
2
3
4

Fig. 112 Reaction Shaft Support
1 - OIL PUMP
2 - REACTION SHAFT SUPPORT

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.
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-

GEAR BORE
PUMP BODY
INNER GEAR
OUTER GEAR

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 0.051 to 0.19 mm (0.002 to 0.0075 in.).
Measure clearance with an appropriate feeler gauge
(Fig. 115).
Clearance between outer gear and pump housing
should be 0.10 to 0.229 mm (0.004 to 0.009 in.). Measure clearance with an appropriate feeler gauge.

ASSEMBLY
(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 - 394

AUTOMATIC TRANSMISSION - 48RE

OIL PUMP (Continued)

Fig. 114 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
12 - TORQUE CONVERTER SEAL RING

Fig. 115 Checking Pump Gear Tip Clearance
1 - FEELER GAUGE
2 - INNER GEAR
3 - OUTER GEAR

AUTOMATIC TRANSMISSION - 48RE

21 - 395

OIL PUMP (Continued)
(6) Install new pump seal with Installer Tool
C-3860-A (Fig. 116). 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.

Fig. 117 Output Shaft Front Bearing
1
2
3
4
5

Fig. 116 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. 117).
(4) Pull bearing from output shaft.

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/AUTOMATIC/OVERDRIVE
- REMOVAL)
(2) Remove overdrive geartrain from housing.
(3) Remove snap-ring holding output shaft rear
bearing into overdrive housing (Fig. 118).
(4) Using a suitable driver inserted through the
rear end of housing, drive bearing from housing.

Fig. 118 Output Shaft Rear Bearing
1 - OUTPUT SHAFT REAR BEARING
2 - OVERDRIVE HOUSING
3 - SNAP-RING

21 - 396

AUTOMATIC TRANSMISSION - 48RE

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. 118).
(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 for the 5 disc version of
the overdrive clutch. The 6 disc overdrive clutch does
not use a waved snap-ring.

OVERDRIVE CLUTCH
DESCRIPTION
The overdrive clutch (Fig. 119) 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. 119 Overdrive Clutch
1 - REACTION PLATE

2 - PRESSURE PLATE

AUTOMATIC TRANSMISSION - 48RE

21 - 397

OVERDRIVE SWITCH
DESCRIPTION
The overdrive OFF (control) switch is located in
the shift lever arm (Fig. 120). The switch is a
momentary contact device that signals the PCM to
toggle current status of the overdrive function.

Fig. 121 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. 122)

Fig. 120 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 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.

REMOVAL
(1) Using a plastic trim tool, remove the overdrive
off switch retainer from the shift lever (Fig. 121).

Fig. 122 Remove the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH

21 - 398

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE SWITCH (Continued)
(2) Install the overdrive off switch into the connector (Fig. 123)

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.

Fig. 123 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.

Fig. 124 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)

AUTOMATIC TRANSMISSION - 48RE

21 - 399

OVERDRIVE UNIT (Continued)

DISASSEMBLY

OVERDRIVE PISTON

(1) Remove transmission speed sensor and o-ring
seal from overdrive case (Fig. 125).
(2) Remove overdrive piston thrust bearing (Fig.
126).

(1) Remove overdrive piston thrust plate (Fig.
127). Retain thrust plate. It is a select fit part and
may possibly be reused.

Fig. 127 Overdrive Piston Thrust Plate Removal/
Installation
1 - OVERDRIVE PISTON
2 - OVERDRIVE PISTON SPACER (SELECT FIT)

(2) Remove intermediate shaft spacer (Fig. 128).
Retain spacer. It is a select fit part and may possibly
be reused.

Fig. 125 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING

Fig. 128 Intermediate Shaft Spacer Location
1 - INTERMEDIATE SHAFT
2 - INTERMEDIATE SHAFT SPACER (SELECT FIT)

Fig. 126 Overdrive Piston Thrust Bearing Removal/
Installation
1 - THRUST BEARING
2 - OVERDRIVE PISTON
3 - THRUST PLATE

21 - 400

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(3) Remove overdrive piston from retainer (Fig.
129).

Fig. 131 Overdrive Clutch Pack Removal
1 - OVERDRIVE CLUTCH PACK

Fig. 129 Overdrive Piston Removal
1 - PISTON RETAINER
2 - OVERDRIVE PISTON

OVERDRIVE CLUTCH PACK
(1) Remove overdrive clutch pack wire retaining
ring (Fig. 130).
(2) Remove overdrive clutch pack (Fig. 131).
(3) Note position of clutch pack components for
assembly reference (Fig. 132).

Fig. 132 Overdrive Clutch Component Position Typical
1 - REACTION PLATE
2 - CLUTCH PLATES

3 - PRESSURE PLATE
4 - CLUTCH DISCS

OVERDRIVE GEARTRAIN
(1) Remove overdrive clutch wave spring (Fig.
133), 5 disc clutch only.

Fig. 130 Removing Overdrive Clutch Pack Retaining
Ring
1 - OVERDRIVE CLUTCH PACK RETAINING RING

Fig. 133 Overdrive Clutch Wave Spring Removal - 5
Disc Clutch Only
1 - WAVE SPRING

AUTOMATIC TRANSMISSION - 48RE

21 - 401

OVERDRIVE UNIT (Continued)
(2) Remove overdrive clutch reaction snap-ring
(Fig. 134). Note that snap-ring is located in same
groove as 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. 137).

Fig. 134 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. 135).
(4) Remove access cover and gasket (Fig. 136).

Fig. 137 Releasing Bearing From Locating Ring
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE

(6) Lift gear case up and off geartrain assembly
(Fig. 138).

Fig. 135 Access Cover Screw Removal
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS

Fig. 138 Removing Geartrain
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE

Fig. 136 Access Cover And Gasket Removal
1 - ACCESS COVER AND GASKET

21 - 402

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(7) Remove snap-ring that retains rear bearing on
output shaft.
(8) Remove rear bearing from output shaft (Fig.
139).

Fig. 139 Rear Bearing Removal
1 - OUTPUT SHAFT
2 - REAR BEARING
3 - SNAP-RING

DIRECT CLUTCH, HUB AND SPRING
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.
140).
(2) Position Compressor Tool 6227-1 on clutch hub
(Fig. 140). 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. 140).

Fig. 140 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

AUTOMATIC TRANSMISSION - 48RE

21 - 403

OVERDRIVE UNIT (Continued)
(4) Remove direct clutch pack snap-ring (Fig. 141).
(5) Remove direct clutch hub retaining ring (Fig.
142).

(6) Release press load slowly and completely (Fig.
143).
(7) Remove Special Tool 6227-1. Then remove
clutch pack from hub (Fig. 143). Note the orientation
of the clutch discs. The clutch pack consists of 23 single-sided discs and they must be installed in the
same orientation as they were removed.

Fig. 141 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. 143 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. 144).

Fig. 142 Direct Clutch Hub Retaining Ring Removal
1
2
3
4

SPECIAL TOOL 6227-1
CLUTCH HUB RETAINING RING
PRESS BED
PRESS PLATES

Fig. 144 Direct Clutch Hub And Spring Removal
1 - DIRECT CLUTCH SPRING
2 - DIRECT CLUTCH HUB

21 - 404

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 145).

Fig. 145 Removing Sun Gear, Thrust Bearing And
Planetary Gear
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. 146). 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. 147).
Use small center punch or scriber to make alignment
marks.

Fig. 147 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
1 - DIRECT CLUTCH DRUM
2 - HAMMER
3 - PUNCH

(7) Remove direct clutch drum rear retaining ring
(Fig. 148).

Fig. 148 Clutch Drum Inner Retaining Ring Removal
1 - INNER RETAINING RING
2 - DIRECT CLUTCH DRUM
3 - ANNULUS GEAR

Fig. 146 Overrunning Clutch Assembly Removal/
Installation
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING

AUTOMATIC TRANSMISSION - 48RE

21 - 405

OVERDRIVE UNIT (Continued)
(8) Remove direct clutch drum outer retaining ring
(Fig. 149).
(9) Mark annulus gear and output shaft for assembly alignment reference (Fig. 150). Use punch or
scriber to mark gear and shaft.

Fig. 151 Annulus Gear Snap-Ring Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
3 - SNAP-RING

Fig. 149 Clutch Drum Outer Retaining Ring Removal
1 - OUTER RETAINING RING

Fig. 152 Annulus Gear Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR

Fig. 150 Marking Annulus Gear And Output Shaft
For Assembly Alignment
1 - OUTPUT SHAFT
2 - HAMMER
3 - PUNCH

(10) Remove snap-ring that secures annulus gear
on output shaft (Fig. 151). Use two screwdrivers to
unseat and work snap-ring out of groove as shown.
(11) Remove annulus gear from output shaft (Fig.
152). Use rawhide or plastic mallet to tap gear off
shaft.

GEAR CASE AND PARK LOCK
(1) Remove locating ring from gear case.

(2) Remove
remove shaft,
(3) Remove
reaction plug.
(4) Remove

park pawl shaft retaining bolt and
pawl and spring.
reaction plug snap-ring and remove
output shaft seal.

21 - 406

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
able. 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
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, Automatic Transmission fluid. Allow
discs to soak for 10-20 minutes.
(2) Install annulus gear on output shaft, if
removed. Then install annulus gear retaining snapring (Fig. 153).
(3) Align and install clutch drum on annulus gear
(Fig. 154). Be sure drum is engaged in annulus gear
lugs.
(4) Install clutch drum outer retaining ring (Fig.
154).

Fig. 153 Annulus Gear Installation
1 - SNAP-RING
2 - OUTPUT SHAFT FRONT BEARING
3 - ANNULUS GEAR

Fig. 154 Clutch Drum And Outer Retaining Ring
Installation
1 - ANNULUS GEAR
2 - OUTER SNAP-RING
3 - CLUTCH DRUM

AUTOMATIC TRANSMISSION - 48RE

21 - 407

OVERDRIVE UNIT (Continued)
(5) Slide clutch drum forward and install inner
retaining ring (Fig. 155).
(6) Install rear bearing and snap-ring on output
shaft (Fig. 156). Be sure locating ring groove in bearing is toward rear.

Fig. 157 Assembling Overrunning Clutch And Hub
1 - CLUTCH HUB
2 - OVERRUNNING CLUTCH

Fig. 155 Clutch Drum Inner Retaining Ring
Installation
1 - ANNULUS GEAR
2 - INNER SNAP-RING
3 - CLUTCH DRUM

Fig. 156 Rear Bearing And Snap-Ring Installation
1 - REAR BEARING
2 - SNAP-RING

(7) Install overrunning clutch on hub (Fig. 157).
Note that clutch only fits one way. Shoulder on clutch
should seat in small recess at edge of hub.
(8) 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.
(9) Install overrunning clutch in output shaft (Fig.
158). Insert snap-ring pliers in hub splines. Expand
pliers to grip hub. Then install assembly with counterclockwise, twisting motion.

Fig. 158 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

21 - 408

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(10) Install planetary gear in annulus gear (Fig.
159). Be sure planetary pinions are fully seated in
annulus gear before proceeding.

Fig. 161 Sun Gear Installation
1 - SUN GEAR AND SPRING PLATE ASSEMBLY

Fig. 159 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR

(11) 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.
(12) Install planetary thrust bearing on sun gear
(Fig. 160). 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.
(13) Install assembled sun gear, spring plate and
thrust bearing (Fig. 161). Be sure sun gear and
thrust bearing are fully seated before proceeding.

(14) 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.
(15) Align splines in hubs of planetary gear and
overrunning clutch with Alignment tool 6227-2 (Fig.
162). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated
before proceeding.

Fig. 162 Alignment Tool Installation
Fig. 160 Planetary Thrust Bearing Installation
1 - SPRING PLATE
2 - PLANETARY THRUST BEARING
3 - SUN GEAR

1
2
3
4

- SPECIAL TOOL 6227-2
- PRESS PLATES
- ASSEMBLED DRUM AND ANNULUS GEAR
- SUN GEAR

AUTOMATIC TRANSMISSION - 48RE

21 - 409

OVERDRIVE UNIT (Continued)
(16) Install direct clutch spring (Fig. 163). Be sure
spring is properly seated on spring plate.

Fig. 163 Direct Clutch Spring Installation
1
2
3
4

SPECIAL TOOL 6227-2
DIRECT CLUTCH SPRING
CLUTCH HUB
PRESS PLATES

NOTE: The direct clutch in a 48RE transmission
uses 23 single-sided clutch discs.

Fig. 164 Correct Position Of Direct
Clutch Reaction Plate
1 - REACTION PLATE COUNTERBORE
2 - DIRECT CLUTCH REACTION PLATE (FLUSH WITH END OF
HUB)
3 - CLUTCH HUB

(17) Assemble and install direct clutch pack on
hub as follows:
(a) 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. 164).
(b) Install first clutch disc with external lugs followed by a disc with internal spline teeth. Continue alternating internal and external discs until
all discs have been installed.
(c) Install pressure plate. This is last clutch pack
item to be installed. Be sure plate is installed with
shoulder side facing upward (Fig. 165).

Fig. 165 Correct Position Of Direct Clutch
1 - DIRECT CLUTCH PRESSURE PLATE
2 - CLUTCH PACK
3 - BE SURE SHOULDER SIDE OF PLATE FACES UPWARD

21 - 410

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(18) Install clutch hub and clutch pack on direct
clutch spring (Fig. 166). Be sure hub is started on
sun gear splines before proceeding.

(23) Install direct clutch pack snap-ring (Fig. 167).
Be very sure snap-ring is fully seated in clutch drum
ring groove.
(24) Install clutch hub retaining ring (Fig. 168). Be
very sure retaining ring is fully seated in sun gear
ring groove.
(25) Slowly release press ram, remove compressor
tools and remove geartrain assembly.

Fig. 166 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 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.
(19) Position Compressor Tool 6227-1 on clutch
hub.
(20) Compress clutch hub and spring just enough
to place tension on hub and hold it in place.
(21) 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.
(22) Realign clutch pack on hub and seat clutch
discs and plates in clutch drum.

Fig. 167 Direct Clutch Pack Snap-Ring Installation
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH PACK SNAP-RING

Fig. 168 Clutch Hub Retaining Ring Installation
1 - SPECIAL TOOL 6227-1
2 - CLUTCH HUB RETAINING RING

AUTOMATIC TRANSMISSION - 48RE

21 - 411

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. 169). Be sure pin is
seated in hole in case before installing snap-ring.
(4) Install reaction plug snap-ring (Fig. 170). Compress snap-ring only enough for installation; do not
distort it.

Fig. 169 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

(5) Verify that tab ends of rear bearing locating
ring extend into access hole in gear case (Fig. 171).
(6) Support geartrain on Tool 6227-1 (Fig. 172). Be
sure tool is securely seated in clutch hub.
(7) Install overdrive gear case on geartrain (Fig.
172).

Fig. 171 Correct Rear Bearing Locating Ring
Position
1 - CASE ACCESS HOLE
2 - TAB ENDS OF LOCATING RING

Fig. 172 Overdrive Gear Case Installation
Fig. 170 Reaction Plug And Snap-Ring Installation
1 - REACTION PLUG SNAP-RING
2 - SNAP-RING PLIERS

1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE

21 - 412

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(8) Expand front bearing locating ring with snapring pliers (Fig. 173). Then slide case downward until
locating ring locks in bearing groove and release
snap-ring.
(9) Install locating ring access cover and gasket in
overdrive unit case (Fig. 174).

Also ensure that the ends of the two rings are offset
from each other.
(3) Assemble overdrive clutch pack.

Fig. 175 Overdrive Clutch Reaction Ring Installation
1 - REACTION RING
2 - CLUTCH HUB

Fig. 173 Seating Locating Ring In Rear Bearing
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE

Fig. 176 Overdrive Clutch Wave Spring Installation 5 Disc Clutch Only
1 - WAVE SPRING

Fig. 174 Locating Ring Access Cover And Gasket
Installation
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS

OVERDRIVE CLUTCH
NOTE: The overdrive clutch in a 48RE transmission
uses 5 or 6 clutch discs depending on the application.
(1) Install overdrive clutch reaction ring first.
Reaction ring is flat with notched ends (Fig. 175).
(2) For 5 disc overdrive clutch versions, install
wave spring on top of reaction ring (Fig. 176). Reaction ring and wave ring both fit in same ring groove.
Use screwdriver to seat each ring securely in groove.

(4) Install overdrive clutch reaction plate first.
(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. 177).

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.

AUTOMATIC TRANSMISSION - 48RE

21 - 413

OVERDRIVE UNIT (Continued)

Fig. 179 Intermediate Shaft End Play Spacer
Selection

Fig. 177 Overdrive Clutch Pack Retaining Ring
Installation
1 - OVERDRIVE CLUTCH PACK RETAINING RING

(b) Position Gauge Tool 6311 across face of overdrive case (Fig. 178). 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. 178).
(d) Select proper thickness end play spacer from
spacer chart based on distance measured (Fig.
179).
(e) Remove Gauge Alignment Tool 6312.

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. 180).
(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. 181).
(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. 178 Shaft End Play Measurement
1 - SPECIAL TOOL 6312
2 - SPECIAL TOOL 6311
3 - SPECIAL TOOL C-4962

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

Fig. 180 Overdrive Piston Thrust Plate Measurement
1 - SPECIAL TOOL 6311
2 - DIRECT CLUTCH HUB THRUST BEARING SEAT
3 - SPECIAL TOOL C-4962

21 - 414

AUTOMATIC TRANSMISSION - 48RE

OVERDRIVE UNIT (Continued)
(3) Cut out old case gasket around piston retainer
with razor knife (Fig. 182).
(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. 181 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.
(b) Lubricate overdrive piston seals with Mopart
ATF+4.
(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
(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.

Fig. 182 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. 183).

Fig. 183 Intermediate Shaft Selective Spacer
Location
1 - SELECTIVE SPACER
2 - SPACER GROOVE
3 - INTERMEDIATE SHAFT

AUTOMATIC TRANSMISSION - 48RE

21 - 415

OVERDRIVE UNIT (Continued)
ment 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. 184 Overrunning Clutch
1
2
3
4
5

OUTER RACE (CAM)
ROLLER
SPRING
SPRING RETAINER
INNER RACE (HUB)

DISASSEMBLY
(1)
(2)
(3)
(4)

Remove
Remove
Remove
Remove

the overdrive piston (Fig. 185).
the overdrive piston retainer bolts.
overdrive piston retainer.
case gasket.

OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 184) 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.

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.

Fig. 185 Overdrive Piston Removal
1
2
3
4

OVERDRIVE CLUTCH PISTON
INTERMEDIATE SHAFT
SELECTIVE SPACER
PISTON RETAINER

21 - 416

AUTOMATIC TRANSMISSION - 48RE

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(5) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 186).
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.

are aligned (Fig. 187). 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. 187).
(4) Insert Adapter Tool SP-5124 into piston
retainer (Fig. 188).

Fig. 186 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.

Fig. 187 Positioning Replacement Clutch Cam In
Case
1 - ALIGN SERRATIONS ON CAM AND IN CASE
2 - CLUTCH CAM

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.

Fig. 188 Positioning Adapter Tool In Overdrive
Piston Retainer
1 - PISTON RETAINER
2 - SPECIAL TOOL SP-5124

AUTOMATIC TRANSMISSION - 48RE

21 - 417

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(5) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 189).

Fig. 190 Positioning Puller Plate On Clutch Cam
1 - SPECIAL TOOL SP-3701
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM

Fig. 189 Assembling Clutch Cam Puller Bolt And
Press Plate
1 - PULLER BOLT SP-3701
2 - PRESS PLATE SP-3583-A

(6) Install assembled puller plate and bolt (Fig.
190). 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. 191).
(8) Tighten puller nut to press clutch cam into
case (Fig. 191). 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.
(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. 191 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

21 - 418

AUTOMATIC TRANSMISSION - 48RE

OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(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. 192). 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. 193). Then install and tighten retainer
bolts to 17 N·m (13 ft. lbs.) torque.

Fig. 193 Aligning Overdrive Piston Retainer
1 - PISTON RETAINER
2 - GASKET
3 - RETAINER BOLTS

(e) Verify that the locating lugs entered the lug
bores in the retainer.

PISTONS
DESCRIPTION
Fig. 192 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED

(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.
(c) Install piston over Seal Guide 8114-3 and
inside Guide Ring 8114-1.
(d) Push overdrive piston into position in
retainer.

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.

AUTOMATIC TRANSMISSION - 48RE

21 - 419

PISTONS (Continued)

PRESSURE
Pressure (Fig. 194) 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.

Fig. 195 Pressure on a Confined Fluid

FORCE MULTIPLICATION

Fig. 194 Force and Pressure Relationship

PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 195) 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. 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.

Using the 10 PSI example used in the illustration
(Fig. 196), 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. 196), 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. 196 Force Multiplication

21 - 420

AUTOMATIC TRANSMISSION - 48RE

PISTONS (Continued)

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. 197) 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. 198 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

Fig. 197 Piston Travel

PLANETARY GEARTRAIN/
OUTPUT SHAFT
DESCRIPTION
The planetary gearsets (Fig. 198) 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:

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.

AUTOMATIC TRANSMISSION - 48RE

21 - 421

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

DISASSEMBLY
(1) Remove planetary snap-ring from intermediate
shaft (Fig. 199). Discard snap-ring as it is not reusable.
(2) Remove front planetary gear and front annulus
gear as assembly (Fig. 200).
(3) Remove front planetary gear and thrust
washer from front annulus gear (Fig. 201). Note
thrust washer position for assembly reference.
(4) Remove tabbed thrust washer from driving
shell (Fig. 202). Note washer position for assembly
reference.

Fig. 201 Disassembling Front Planetary And
Annulus Gears
1
2
3
4

FRONT PLANETARY GEAR
TABBED THRUST WASHER
FRONT ANNULUS GEAR
TORLON BUSHING

Fig. 199 Removing Planetary Snap-Ring
1 - PLANETARY SNAP-RING

Fig. 202 Driving Shell Thrust Washer Removal
1 - DRIVING SHELL
2 - TABBED THRUST WASHER
3 - SUN GEAR

Fig. 200 Removing Front Planetary And Annulus
Gears
1 - DRIVING SHELL
2 - FRONT ANNULUS GEAR
3 - FRONT PLANETARY GEAR

21 - 422

AUTOMATIC TRANSMISSION - 48RE

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(5) Remove sun gear and driving shell as assembly
(Fig. 203).

Fig. 205 Rear Planetary And Annulus Gear Removal
Fig. 203 Sun Gear And Driving Shell Removal

1 - INTERMEDIATE SHAFT
2 - REAR ANNULUS GEAR
3 - REAR PLANETARY GEAR

1 - INTERMEDIATE SHAFT
2 - DRIVING SHELL
3 - SUN GEAR

(6) Remove tabbed thrust washer from rear planetary gear (Fig. 204). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 205).
(8) Remove thrust washer from rear planetary
gear (Fig. 206).

Fig. 206 Rear Annulus Thrust Washer Removal
1 - REAR ANNULUS GEAR
2 - THRUST WASHER

Fig. 204 Rear Planetary Thrust Washer Removal
1 - SUN GEAR
2 - REAR PLANETARY THRUST WASHER
3 - DRIVING SHELL

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
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.

AUTOMATIC TRANSMISSION - 48RE

21 - 423

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

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.
207). Install rear snap-ring to secure sun gear and
thrust plate in driving shell. Note that the large ID
chamfer on the sun gear goes forward.
(3) Install rear annulus gear on intermediate shaft
(Fig. 208).

(4) Install thrust washer to rear planetary gear
(Fig. 209) using petroleum jelly. Be sure washer is
seated against corner witht teh tabs completely in
the locating holes.

Fig. 209 Installing Rear Annulus Thrust Washer
1 - REAR ANNULUS GEAR
2 - THRUST WASHER

(5) Install rear planetary gear in rear annulus
gear (Fig. 210). Be sure planetary carrier is seated
against annulus gear.

Fig. 207 Sun Gear Installation
1
2
3
4

DRIVING SHELL
SUN GEAR
THRUST PLATE
SUN GEAR REAR RETAINING RING

Fig. 210 Installing Rear Planetary Gear
1 - REAR ANNULUS GEAR
2 - REAR PLANETARY GEAR

Fig. 208 Installing Rear Annulus Gear On
Intermediate Shaft
1 - REAR ANNULUS GEAR
2 - OUTPUT SHAFT

21 - 424

AUTOMATIC TRANSMISSION - 48RE

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 211). 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. 212). 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. 213), 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. 214). Seat washer tabs in matching

Fig. 213 Installing Driving Shell Thrust Washer
1 - TAB SLOTS (3)
2 - DRIVING SHELL
3 - TABBED THRUST WASHER

Fig. 211 Installing Rear Planetary Thrust Washer
1 - REAR PLANETARY GEAR
2 - TABBED THRUST WASHER

Fig. 212 Installing Sun Gear And Driving Shell
1
2
3
4
5

OUTPUT SHAFT
DRIVING SHELL
REAR PLANETARY GEAR
OUTPUT SHAFT
SUN GEAR

Fig. 214 Installing Thrust Washer On Front
Planetary Gear
1 - TABBED THRUST WASHER
2 - FRONT PLANETARY GEAR

AUTOMATIC TRANSMISSION - 48RE

21 - 425

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.
(11) Install the torlon bushing onto the front planetary carrier hub.
(12) Install front annulus gear over and onto front
planetary gear (Fig. 215). Be sure gears are fully
meshed and seated.
(13) Install front planetary and annulus gear
assembly (Fig. 216). 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.
(14) 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.
(15) Install new planetary snap-ring in groove at
end of intermediate shaft (Fig. 217).
(16) 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.

Fig. 216 Installing Front Planetary And Annulus
Gear Assembly
1 - DRIVING SHELL
2 - ASSEMBLED FRONT PLANETARY AND ANNULUS GEARS

Fig. 215 Assembling Front Planetary And Annulus
Gears
1 - FRONT ANNULUS GEAR
2 - FRONT PLANETARY GEAR

Fig. 217 Installing Planetary Snap
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING

21 - 426

AUTOMATIC TRANSMISSION - 48RE

PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(17) Check planetary geartrain end play with
feeler gauge (Fig. 218). 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.).
(18) If end play is incorrect, install thinner/thicker
planetary snap-ring as needed.

REAR CLUTCH
DESCRIPTION
The rear clutch assembly (Fig. 219) 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.

Fig. 218 Checking Planetary Geartrain End Play
1 - OUTPUT SHAFT
2 - REAR ANNULUS GEAR
3 - FEELER GAUGE

NOTE: The number of discs and plates may vary
with each engine and vehicle combination.

Fig. 219 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

AUTOMATIC TRANSMISSION - 48RE

21 - 427

REAR CLUTCH (Continued)

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 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 pos-

sibility 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.
220).
(4) Remove the reaction plate, clutch discs, steel
plates, pressure plate, wave spring, spacer ring, and
piston spring (Fig. 220).
(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. 220 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 - 428

AUTOMATIC TRANSMISSION - 48RE

REAR CLUTCH (Continued)

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.

(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. 221). 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.

Fig. 221 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM

(11) Install pressure plate (Fig. 220). 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

AUTOMATIC TRANSMISSION - 48RE

21 - 429

REAR CLUTCH (Continued)
by a clutch disc until entire clutch pack is installed
(4 discs and 3 plates are required) (Fig. 220).
(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. 222).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 222).
(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. 223). Use enough petroleum
jelly to hold washer in place.
(17) Set rear clutch aside for installation during
final assembly.

Fig. 222 Checking Rear Clutch Pack Clearance
1
2
3
4
5
6

DIAL INDICATOR
PRESSURE PLATE
SNAP-RING
STAND
REAR CLUTCH
GAUGE BAR

Fig. 223 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER

21 - 430

AUTOMATIC TRANSMISSION - 48RE

REAR SERVO (Continued)

DISASSEMBLY
(1) Remove small snap-ring and remove plug and
spring from servo piston (Fig. 224).
(2) Remove and discard servo piston seal ring.

(3) Assemble piston, plug, spring and new snapring.
(4) Lubricate piston seal lip with petroleum jelly.

Fig. 226 Rear Servo Components
Fig. 224 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.
225). 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.

1
2
3
4
5
6
7
8

SNAP-RING
PISTON SEAL
PISTON PLUG
SPRING RETAINER
SNAP-RING
PISTON SPRING
CUSHION SPRING
PISTON

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. 225 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. 226)
with petroleum jelly. Lubricate other servo parts with
Mopart ATF +4, Automatic Transmission fluid.
(2) Install new seal ring on servo piston.

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).

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 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:
1. Increase the amount of current applied to the
coil or
2. 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

AUTOMATIC TRANSMISSION - 48RE

21 - 431

across the solenoid to allow either full flow or no flow
through the solenoid’s valve.

SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 227) is located in the overdrive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.

Fig. 227 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.

21 - 432

AUTOMATIC TRANSMISSION - 48RE

THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 228) 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.

Fig. 229 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE

lever to either move ahead of, or lag behind the lever
on the throttle body.

Fig. 228 Throttle Valve Cable Attachment - At
Engine
1
2
3
4
5

- 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. 229). 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.

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. 230). Then verify that the transmission
throttle lever (Fig. 231) 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. 232).
• 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.

AUTOMATIC TRANSMISSION - 48RE

21 - 433

THROTTLE VALVE CABLE (Continued)

Fig. 230 Throttle Valve Cable Attachment - At
Engine
1
2
3
4
5

- THROTTLE VALVE CABLE
- CABLE BRACKET
- THROTTLE BODY LEVER
- ACCELERATOR CABLE
- SPEED CONTROL CABLE

Fig. 232 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE

• 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

Fig. 231 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

(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. 232). 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

21 - 434

AUTOMATIC TRANSMISSION - 48RE

THROTTLE VALVE CABLE (Continued)
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. 232).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 232). This will lock the present T.V. cable
adjustment.
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.

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 233) 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. 233 Torque Converter Assembly
1
2
3
4
5
6
7

TURBINE
IMPELLER
HUB
STATOR
FRONT COVER
CONVERTER CLUTCH DISC
DRIVE PLATE

AUTOMATIC TRANSMISSION - 48RE

DR
TORQUE CONVERTER (Continued)

IMPELLER
The impeller (Fig. 234) 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. 234 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 - 435

21 - 436

AUTOMATIC TRANSMISSION - 48RE

TORQUE CONVERTER (Continued)

TURBINE
The turbine (Fig. 235) 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. 235 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 - 48RE

21 - 437

TORQUE CONVERTER (Continued)

STATOR
The stator assembly (Fig. 236) 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. 237).
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. 237 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. 236 Stator Components
1
2
3
4

CAM (OUTER RACE)
ROLLER
SPRING
INNER RACE

TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 238) 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. 238 Torque Converter Clutch (TCC)

21 - 438

AUTOMATIC TRANSMISSION - 48RE

TORQUE CONVERTER (Continued)

OPERATION

TURBINE

The converter impeller (Fig. 239) (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.

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 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 a direction
that would tend to slow it down.

Fig. 239 Torque Converter Fluid Operation
1 - APPLY PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD

3 - RELEASE PRESSURE
4 - THE PISTON MOVES SLIGHTLY REARWARD

AUTOMATIC TRANSMISSION - 48RE

21 - 439

TORQUE CONVERTER (Continued)

STATOR
Torque multiplication is achieved by locking the
stator’s over-running clutch to its shaft (Fig. 240).
Under stall conditions the turbine is stationary and
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 1.75:1. 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.

clutch may 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.

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. 240 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 or released when fluid is feed or 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, or
when the vehicle is cruising on a level surface after
the vehicle has warmed up. The torque converter

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. 241). 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.

21 - 440

AUTOMATIC TRANSMISSION - 48RE

TORQUE CONVERTER (Continued)
(9) Fill the transmission with the recommended
fluid.

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

Fig. 241 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.

OPERATION
The valve prevents fluid from draining from the
converter into the cooler and lines when the vehicle

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 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.

AUTOMATIC TRANSMISSION - 48RE

TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) (Fig. 242)
has 3 primary functions:
• Provide a PARK/NEUTRAL start signal to the
engine controller and the starter relay.
• Turn the Back-up lamps on when the transmission is in REVERSE and the engine (ignition) is on.
• Provide a transmission range signal to the
instrument cluster.

21 - 441

OPERATION
As the switch moves through its linear motion (Fig.
243) contacts slide across a circuit board which
changes the resistance between the range sensing
pins of the switch. A power supply on the instrument
cluster provides a regulated voltage signal to the
switch. The return signal is decoded by the cluster,
which then controls the PRNDL display to correspond with the correct transmission range. A bus
message of transmission range is also sent by the
cluster. In REVERSE range a second contact set
closes the circuit providing power to the reverse
lamps.

Fig. 242 Transmission Range Sensor
The sensor is mounted in the transmission housing
near the valve body, just above the pan rail. It’s in
the same position as the Park/Neutral switch on
other transmissions. The TRS contacts a cammed
surface on the manual valve lever. The cammed surface translates the rotational motion of the manual
lever into the linear motion of the sensor. The
cammed surface on the manual lever is comprised of
two parts controlling the TRS signal: The insulator
portion contacts the switch poppet when the manual
lever is not in PARK or NEUTRAL. The manual
lever itself contacts the poppet when the lever is in
PARK or NEUTRAL; providing a ground for the signal from the starter relay and the JTEC engine controller.

Fig. 243 Transmission Range Sensor Linear
Movement

21 - 442

AUTOMATIC TRANSMISSION - 48RE

TRANSMISSION RANGE SENSOR (Continued)
Mechanical State

Electronic Display
(Ignition Unlocked)

Electronic Display
(Ignition On)

Indicated Gear Position
P

Transmission
Status

Column Shifter
Position

Vehicle is in PARK
with the pawl
engaged.

In the PARK gate.

The PARK pawl is
disengaged and the
vehicle is free to
roll, but REVERSE
is not engaged.

Between the PARK
and REVERSE
gates.

The transmission is
hydraulically in
REVERSE.

In the REVERSE
gate.

The transmission is
transitioning
between REVERSE
and NEUTRAL.

Between the
REVERSE and
NEUTRAL gates.

The vehicle is in
NEUTRAL.

In the NEUTRAL
gate.

The transmission is
transitioning
between NEUTRAL
and DRIVE, but is
not in DRIVE.

Between the
NEUTRAL and
DRIVE gates.

The transmission is
hydraulically in
DRIVE.

In the DRIVE gate,

The transmission is
hydraulically in
Manual SECOND.

In the SECOND
gate.

The transmission is
hydraulically in
Manual FIRST.

In the FIRST gate.

AUTOMATIC TRANSMISSION - 48RE

21 - 443

REMOVAL
(1) Raise vehicle and position drain pan under the
transmission range sensor (TRS).
(2) Move the transmission manual lever to the
manual LOW position. The manual LOW position is
with the manual lever in the forward-most detent.
(3) Disengage the wiring connector from the TRS.
(4) Remove the two screws holding the TRS to the
TRS mounting bracket.
(5) Remove the TRS (Fig. 244) from the TRS
mounting bracket by pulling it straight out of the
bracket.

Fig. 244 Remove Transmission Range Sensor
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - TRANSMISSION RANGE SENSOR

(6) Loosen the TRS mounting bracket in the transmission case using Adapter 8581 (Fig. 245).

Fig. 245 Loosen the TRS Mounting Bracket
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - ADAPTER 8581

21 - 444

AUTOMATIC TRANSMISSION - 48RE

TRANSMISSION RANGE SENSOR (Continued)
(7) Remove the TRS mounting bracket (Fig. 246)
from the transmission case.

Fig. 248 Remove Transmission Range Sensor
Fig. 246 Remove TRS Mounting Bracket

1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - TRANSMISSION RANGE SENSOR

1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET

INSTALLATION
(1) Move the transmission manual shaft lever to
the manual LOW position.
(2) Install the TRS mounting bracket into the
transmission case. Using Adapter 8581 (Fig. 247),
tighten the mounting bracket to 34 N·m (300 in.lbs.).
(3) Install the TRS (Fig. 248) into the mounting

Fig. 249 Transmission Range Sensor Operation
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SENSOR PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
4 - TRANSMISSION RANGE SENSOR

Fig. 247 Tighten the TRS Mounting Bracket
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - ADAPTER 8581

(6) Move the transmission manual shaft lever to
the PARK position.
(7) Connect TRS wiring connector to the TRS and
lower vehicle.
(8) Refill the transmission fluid to the correct
level.

AUTOMATIC TRANSMISSION - 48RE

21 - 445

TRANSMISSION
TEMPERATURE SENSOR

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. 251), (Fig. 252), (Fig.
253), and (Fig. 254):
• Regulator valve
• Regulator valve throttle pressure plug
• Line pressure 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
• 9 check balls
By adjusting the spring pressure acting on the regulator valve, transmission line pressure can be
adjusted.

Transmission fluid temperature readings are supplied to the transmission control module by the thermistor (Fig. 250). 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.

Fig. 250 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR

DESCRIPTION

21 - 446

AUTOMATIC TRANSMISSION - 48RE

VALVE BODY (Continued)

Fig. 251 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 - 48RE

DR
VALVE BODY (Continued)

Fig. 252 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 - 447

21 - 448

AUTOMATIC TRANSMISSION - 48RE

VALVE BODY (Continued)

Fig. 253 Upper Housing Shift Valve and Pressure Plug Locations
1
2
3
4
5
6

UPPER HOUSING
1-2 SHIFT VALVE AND SPRING
2-3 SHIFT VALVE AND SPRING
2-3 THROTTLE PLUG
LIMIT VALVE HOUSING
LIMIT VALVE COVER

7 - LIMIT VALVE AND SPRING
8 - RETAINER
9 - 1-2 SHIFT CONTROL VALVE AND SPRING
10 - PRESSURE PLUG COVER
11 - PLUG SLEEVE
12 - THROTTLE PRESSURE SPRING AND PLUG

AUTOMATIC TRANSMISSION - 48RE

DR
VALVE BODY (Continued)

Fig. 254 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

21 - 449

21 - 450

AUTOMATIC TRANSMISSION - 48RE

VALVE BODY (Continued)

OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.