oil reset DODGE TRUCK 1993 Service Repair Manual

8E
- 2
INSTRUMENT PANEL
AND
GAUGES

•
TEMPERATURE AND
OIL
INDICATING SYSTEM
(FIG.
3) The operation of the temperature and oil pressure
indicating systems are identical. In the temperature
system the sending unit resistance varies in direct
relationship to the temperature of the coolant. When the engine is cold, the resistance of the tem­
perature sending unit is high and a cold temperature
will be indicated on the gauge. When the engine is hot, the resistance of the tem­
perature sending unit is low and a hot temperature
will be indicated on the gauge. In the oil pressure indicating system the sending
unit resistance is actuated by a diaphragm as the oil
pressure increases or decreases. Low oil pressure causes high resistance. High pressure causes low re­
sistance. 12
VOLTS
TO
GAUGE
TEMPERATURE/
OIL GAUGE
TEMPERATURE/OIL SENDING
UNIT
J908E-48
Fig. 3 Temperature/Oil indicating System

OIL
PRESSURE
WARNING LAMP
The oil pressure warning switch, mounted on the
engine, is controlled by engine oil pressure. When engine oil pressure is normal, the switch is
held in the OFF or OPEN position. This stops cur­
rent from flowing to the oil pressure warning lamp
on instrument panel. When the engine oil pressure is low, the switch is
in the ON or CLOSED position. This allows current
to flow to the oil pressure warning lamp in the in­ strument cluster causing the warning lamp to illumi­

nate.
GENERATOR
INDICATING
SYSTEM
(FIG. 4)
The voltmeter gauge senses the voltage of the elec­
trical system.
VOLTAGE
/*

GAUGE
P/
J908E-49 Fig. 4 Generator Indicating System

SPEEDOMETER/ODOMETER SYSTEM
The speedometer/odometer system consists of an
electric speedometer and pushbutton reset odometer
mounted in the cluster. The system also includes the
wire harness from the cluster to the distance sensor at the transmission, and the adapter and pinion in
the transmission. The speedometer/odometer has the same appearance as a conventional version but it
eliminates the cable-driven mechanical system. A signal is sent from a transmission mounted distance
sensor to the speedometer/odometer circuitry through
the wiring harness. By eliminating the speedometer cable, instrument cluster service and removal is im­
proved. Refer to Group 21 - Transmission for select­ ing the proper pinion, and selecting and indexing the
proper adapter.

DISTANCE
SENSOR

DISTANCE SENSOR TEST For testing of the distance sensor and related com­
ponents refer to the Vehicle Diagnostics Test Proce­ dure Manual.
DISTANCE SENSOR REMOVAL AND INSTALLATION (1) Remove harness connector from sensor. Be sure
weather seal stays on harness connector. (2) Remove sensor by loosening sensor coupling
nut from the pinion gear adapter until sensor is free (Fig. 5).
(3) To install the sensor, reverse the removal pro­
cedures. Tighten coupling nut to 17 N»m (150 in. lbs.)

9
- 88 5.9L
ENGINE

•
CAUTION:
The
plunger
and
tappet
bodies
are not

interchangeable,.
The
plunger
and
valve must
al­

ways
be
fitted
to the
original
body,
It is
advisable
to

work
on one
tappet
at a time to
avoid mixing
of
parts. Mixed parts
are not
compatible.
DO
NOT dis­

assemble
a
tappet
on a dirty
work bench.

DISASSEMBLE (1) Pry out plunger retainer spring clip (Fig. 17).
(2) Clean varnish deposits from inside of tappet
body above plunger cap.
(3) Invert tappet body and remove plunger cap,
plunger, check valve, check valve spring, check valve
retainer and plunger spring (Fig, 17). Check valve
could be flat or ball.

ASSEMBLE
(1) Clean all tappet parts in a solvent that will re­
move all varnish and carbon. (2) Replace tappets that are unfit for further ser­
vice with new assemblies.
(3) If plunger shows signs of scoring or wear, in­
stall a new tappet assembly. If valve is pitted, or
valve seat on end of plunger is prevented from seat­ ing, install a new tappet assembly.
(4) Assemble tappets (Fig. 17).
SPiING
CAP J9109-220

Fig.
17 Hydraulic
Tappet
Assembly INSTALLATION

(1) Lubricate tappets.
(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 rocker arm and shaft assembly.
(4) Install vent cover.
(5) Install distributor, start engine and reset tim­
ing.

CAUTION:
To
prevent damage
to
valve mechanism,
engine must
not be run
above
fast
idle
until
all hy­

draulic tappets have
filled
with oil and
have become
quiet.

¥AL¥E
TIMING
(1) Turn crankshaft until the No.6 exhaust valve
is closing and No.6 intake valve Is opening. (2) Insert a 6.350 mm (1/4 inch) spacer between
rocker arm pad and stem tip of No.l intake valve.
Allow spring load to bleed tappet down giving in ef­
fect a solid tappet. (3) Install a dial indicator so plunger contacts
valve spring retainer as nearly perpendicular as pos­
sible.
Zero the Indicator.
(4) Rotate the crankshaft clockwise (normal run­
ning direction) until the valve has lifted 0.863 mm (0.034 inch). The timing of the crankshaft should
now read from 10° before top dead center to 2° after
top dead center. Remove spacer.

CAUTION:
DO NOT
turn crankshaft
any
further

clockwise
as
valve spring might bottom
and
result
in serious damage.

(5) If reading is not within specified limits: (a) Check sprocket index marks.
(b) Inspect timing chain for wear.
(c) Check accuracy of DC mark on timing indica­
tor. -

¥IBRATI0N
PAMPER
REMOVAL (1) Disconnect the negative cable from the battery.
(2) Remove fan shroud retainer bolts and set
shroud back over engine. (3) Remove the cooling system fan.
(4) Remove the serpentine belt (refer to Group 7,
Cooling System). (5) Remove the vibration damper pulley. (6) Remove vibration damper bolt and washer from
end of crankshaft. (7) Install bar and screw from Puller Tool Set
C-3688. Install 2 bolts with washers through the
puller tool and into the vibration damper (Fig. 1).
J9209-81

Fig.
1
Vibration
Damper
Assembly
(8) Pull vibration damper off of the crankshaft.
INSTALLATION (1) Position the vibration damper onto the crank­
shaft.

•
5.9L
(DIESEL)
ENGINE
9 - 123 (6) Remove the bolts that hold the gear cover to
the gear housing. (7) Gently pry the cover away from the housing,
taking care not to mar the gasket surfaces (Fig. 5). (8) Clean the old gasket residue from the back of
the gear cover and front of the gear housing.

Fig.
5 Gear
Housing
and
Cover

INSTALLATION
(1) Lubricate the front gear train with clean en­
gine oil.
(2) 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.
(3) Install the gear housing cover and a new gas­
ket.
(4) Install the bolts but DO NOT tighten them at
this time.
(5) Use the alignment/installation tool from the
seal kit to align the cover to the crankshaft (Fig. 6). (6) Tighten the gear housing cover bolts to 24 N*m
(18 ft. lbs.) torque.
Fig.
6 Alignment/Installation Tool
(7) Remove the alignment/installation tool. Always
use a seal pilot when you install a seal.
(8) Apply a bead of Loctite 277 to the outside di­
ameter of the seal. Install the pilot from the seal kit onto the crankshaft. Install the seal onto the pilot
and start into the gear housing cover. Remove the pi­
lot. (9) Use the alignment/installation tool and a plas­
tic hammer to install the seal to the correct depth.
To prevent damage to the seal carrier, hit the align­ ment/installation tool alternately at the 12, 3, 6 and 9 o'clock positions.
(10) Install the oil fill tube and mounting bolts.
Tighten the bolts to 43 N*m (32 ft. lbs.) torque. (11) Install the vibration damper. DO NOT tighten
the bolts to the correct torque valve at this time.
(12) Install the belt tensioner. Tighten the mount­
ing bolts to 43 Nnn (32 ft. lbs.) torque. (13) Raise the belt tensioner to install the belt.
(14) Tighten the vibration damper bolts to 125
N*m (92 ft. lbs.) torque. Use an engine barring tool to keep the engine from rotating during tightening op­
eration.

TIMING
PIN TIMING PIN REPLACEMENT The timing pin can be replaced without removing
the assembly from the gear housing. (1) Remove the timing pin by prying the retaining
ring out with a small screwdriver. Replace the re­
taining ring if it is damaged during removal.
(2) If timing pin assembly is removed from gear
housing, it must be precisely reset to obtain exact

TDC.

(3) Install a new O-Ring, lubricate the pin and po­
sition in the housing (Fig. 7). Install the new retain­
ing ring to 1.5 mm (0.059 inch).
Fig.
7
Engine
Timing Pin Location
TIMING PIN HOUSING ASSEMBLY/ GASKET
REMOVAL

(1) Locate TDC for cylinder No.l.
(2) Remove the timing pin housing assembly and
gasket.
(3) Clean any gasket material from the gear hous-

14 - 38
FUEL SYSTEM

•
Fig.
17 Ignition Coil—5.9L
HDC-Gas
Engine

SHIFT INDICATOR-PCM
OUTPUT
Vehicles equipped with manual transmissions have
an Up-Shift indicator lamp. The lamp is controlled
by the powertrain control module (PCM). The lamp illuminates on the instrument panel to indicate when
the driver should shift to the next highest gear for
best fuel economy. The PCM will turn the lamp off after 3 to 5 seconds if the shift of gears is not per­
formed. The up-shift light will remain off until vehi­ cle stops accelerating and is brought back to range of
up-shift light operation. This will also happen if ve­
hicle is shifted into fifth gear. The indicator lamp is normally illuminated when
the ignition switch is turned on and it is turned off
when the engine is started up. With the engine run­
ning, the lamp is turned on/off depending upon en­
gine speed and load.

SPEED
CONTROL-PCM
OUTPUT
Speed control operation is regulated by the power-
train control module (PCM). The PCM controls the
vacuum to the throttle actuator through the speed
control vacuum and vent solenoids. Refer to Group
8H for Speed Control Information.

TACHOMETER—PCM
OUTPUT
The powertrain control module (PCM) supplies en­
gine rpm values to the instrument cluster tachome­ ter. Refer to Group 8E for tachometer information.

OPEN
LOOP/CLOSED LOOP 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). There
are several different modes of operation that deter­
mine how the PCM responds to the various input sig­
nals.
MODES

• Open Loop
• Closed Loop During Open Loop modes, the powertrain control
module (PCM) receives input signals and responds
only according to preset PCM programming. Input
from the oxygen (02) sensor(s) is not monitored dur­
ing Open Loop modes.
During Closed Loop modes, the PCM will monitor
the oxygen (02) sensor 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 ex­
haust oxygen content through the 02 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 tem­
perature) 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 ac­
tions occur:
• The powertrain control module (PCM) pre-posi-
tions 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 charge air temperature sensor in­
put is monitored.
• Throttle position sensor (TPS) is monitored. • The auto shut down (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 ap­
proximately one second unless the engine is operat­ ing or the starter motor is engaged.
• The 02 sensor(s) heater element is energized
through the fuel pump relay. The 02 sensor(s) input

HEATING
AND AIR
CONDITIONING
24 -
A/C COMPRESSOR AND CLUTCH DIAGNOSIS

A/C
COMPRESSOR NOISY

?

COMPRESSOR
OFF
COMPRESSOR
ON

I

CLUTCH PULLEY
RUBBING
EVALUATE INSIDE
VEHICLE MODE- MAX
A/C

BLOWER-LOW
OUTLETS-OPEN WINDOWS-
CLOSED

EVALUATE INSIDE
VEHICLE MODE- MAX
A/C

BLOWER-LOW
OUTLETS-OPEN WINDOWS-
CLOSED

CLUTCH BEARING NOISY
MOUNTING

BOLTS
LOOSE
TIGHTEN

•

REMOVE
BELTS

RECHECK
RUBBING AND BEARING
NOISE
LOOSE

BELTS

ADJUST

*
»

CHECK
AIR
GAP
RESET
IF
NOT

0.406
-
0.787
mm (0.016-0.031 In)
BELT
INTERFERENCE

• I

BENT PULLEY

REPLACE
PULLEY AND
ARMATURE KNOCKING
OR

GRINDING NOISE
FROM

COMPRESSOR

_ *

DEFECTIVE COIL IF
SO

REPLACE REPLACE

COMPRESSOR



FRONT
ALIGNMENT PIN LOOSE
OR
OUT
OF

SPECIFICATION
REPLACE

COMPRESSOR
FRONT

COVER
COMPRESSOR
WONT
TURN

PROPERLY
CLUTCH ENGAGES BUT SLIPS
OR
SMOKES
CLUTCH SLIPPING LOW VOLTAGE AT CLUTCH

CHECK
WIRING,

SWITCHES,
CLUTCH
AMPERAGE
AND
GROUND

I

AMPERAGE

GREATER
THAN
5
AMPS
CLUTCH COIL PARTIALLY SHORTED

REPLACE
COIL

OIL/GREASE
ON

FRICTION
SURFACES

CHECK
SHAFT
SEAL
FELT

COIL SNAP RING
NOT
PROPERLY

INSTALLED
IF BEARING DEFECTIVE
REPLACE

PULLEY
AND
ARMATURE NOTE: APPLY PARKING
BRAKE
AND RUN
ENGINE
IN
NEUTRAL ONLY.

*
CLUTCH OR BELT SUPPING CAN BE
CAUSED
BY OVERCHARGED
SYSTEM
OR CONDENSER FAN
NOT
RUNNING. OIL SATURATED

FELT
REPLACE
COMPRESSOR
SHAFT SEAL ADJUST BELT
TENSION

REPLACE
IF

NECESSARY
CLUTCH
PULLEY RUBS ON COIL
COIL
MISMOUNTED

SEIZED

COMPRESSOR

T

REPLACE

COMPRESSOR

AND CLUTCH
ASSEMBLY

GREASE
PURGED
FROM
BEARING
REPLACE
CLUTCH
PULLEY
AND
ARMATURE

GREASE
PURGED

FROM
BEARING
REPLACE
CLUTCH
PULLEY
AND
ARMATURE

J9324-99