engine DODGE RAM 1999 Service Repair Manual

or bungie cord to secure transfer case shift lever in 2H position.
2) Raise and support vehicle. Loosen lock bolt at adjusting
swivel on shift rod. See Fig. 8. Ensure shift rod slides freely in
adjusting swivel. If shift rod fails to slide freely in adjusting
swivel, lubricate shift rod as necessary.
3) Ensure shift lever on transfer case is still in 2H
position. Tighten lock bolt. With all wheels off floor, start engine
and shift transfer case through all ranges to ensure proper operation.
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS








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Application Ft. Lbs. (N.m)\
Kickdown Band Adjusting Screw Lock Nut ..................... 30 (41)\
Low-Reverse Band Adjusting Screw Lock Nut .................. 25 (34)\
Oil Pan Bolt ............................................... 12 (16)\
PTO Adapter Drain Plug (Ram Pickup) ........................ 40 (54\
)
PTO Adapter Fill Plug (Ram Pickup) ......................... 40 (54\
)
Transfer Case Drain Plug ................................... 40 (54)\
Transfer Case Fill Plug .................................... 40 (54)\
INCH Lbs. (N.m)
Oil Filter Bolt ........................................... 35 (4.0)\









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Transmission (Dakota)
Check transmission fluid level when performing other
underhood services. Under normal service conditions, change
transmission fluid at 30 months or 37,500 miles. Under severe service
conditions, change transmission fluid at 18,000 miles. Severe service
are conditions such as long periods of engine idling, trailer towing,
off-highway operation, snow removal, or operating in dusty or
excessively hot conditions.
Transmission (Ram Pickup)
Check transmission fluid level when performing other
underhood services. Fluid change service interval information is not
available from manufacturer.
Transfer Case
Check transfer case fluid level when performing other
underhood services. On Dakota and Light-Duty Pickup, change transfer
case fluid at 37,500 miles or 30 months. On Medium-Duty and Heavy-Duty
Pickup, change transfer case fluid at 36,000 miles or 36 months.
CHECKING FLUID LEVEL
Transmission (Dakota)
1) Park vehicle on level surface. Remove transmission fill
plug from side of transmission. On AX-15 transmission, transmission
fill plug is located on driver's side of transmission. On NV3500
transmission, transmission fill plug is located near front of
transmission on passenger's side of transmission.
2) On all transmissions, fluid level should even with bottom
of fill plug hole on side of transmission. Add appropriate type of
transmission fluid if necessary. See RECOMMENDED FLUID. Install and
tighten transaxle fill plug to specification. See TORQUE
SPECIFICATIONS.
Transmission (Ram Pickup)
1) Park vehicle on level surface. Remove transmission fill
plug from side of transmission. On NV3500 transmissions, transmission
fill plug is located near front of transmission on passenger's side of
transmission. On NV4500 transmissions, transmission fill plug is
located near rear of transmission on passenger's side of transmission.
2) On all transmissions, fluid level should even with bottom
of fill plug hole on side of transmission. Add appropriate type of
transmission fluid if necessary. See RECOMMENDED FLUID. Install and
tighten transaxle fill plug to specification. See TORQUE
SPECIFICATIONS.
Transfer Case
Park vehicle on level surface. Remove transfer case fill plug
from rear of transfer case. Fluid level should even with bottom of
transfer case fill plug hole on rear of transfer case. Add appropriate
type of transfer case fluid if necessary. See RECOMMENDED FLUID.
Install and tighten transfer case fill plug to specification. See
TORQUE SPECIFICATIONS.
RECOMMENDED FLUID
Transmission (Dakota)
On AX-15 transmissions, use API 75W-90 GL-3 gear oil. On
NV1500 and NV3500 transmissions, use ONLY Mopar M/T Lube Part No.
4761526.
Transmission (Ram Pickup)

transmission housing.
2) Install and tighten transmission drain plug to
specification. See TORQUE SPECIFICATIONS.
3) Remove transmission fill plug from side of transmission.
Transmission fill plug is located near front of transmission on
passenger's side of transmission. Fill transmission with appropriate
type of transmission fluid until fluid level is even with bottom of
fill plug hole on transmission. See RECOMMENDED FLUID. Install and
tighten transmission fill plug to specification. See TORQUE
SPECIFICATIONS.
Transmission (Ram Pickup With NV4500 Or NV5600)
1) Park vehicle on level surface. Remove bottom bolt from
Power Take-Off (PTO) cover on passenger's side of transmission. Allow
fluid to drain.
2) Install and tighten PTO cover bolt to specification. See
TORQUE SPECIFICATIONS. Remove transmission fill plug from side of
transmission. Transmission fill plug is located near rear of
transmission on passenger's side of transmission.
3) Fill transmission with appropriate type of transmission
fluid until fluid level is even with bottom of fill plug hole on
transmission. See RECOMMENDED FLUID. Install and tighten transmission
fill plug to specification. See TORQUE SPECIFICATIONS.
Transfer Case
1) Ensure vehicle is parked on level surface. Remove transfer
case drain plug. Transfer case drain plug is located on rear of
transfer case at driver's side corner of transfer case. Allow fluid to
drain from transfer case.
2) Reinstall transfer case drain plug. Tighten transfer case
drain plug to specification. See TORQUE SPECIFICATIONS. Remove
transfer case fill plug fill plug from rear of transfer case. Transfer
case fill plug is located on rear of transfer case, just below
identification tag.
3) Fill transfer case with appropriate type of transfer case
fluid until fluid level is even with bottom of fill plug hole on
transfer case. See RECOMMENDED FLUID. Install and tighten transfer
case fill plug to specification. See TORQUE SPECIFICATIONS.
ADJUSTMENTS
TRANSFER CASE SHIFT LINKAGE
Dakota
1) On NV231, place transfer case lever in 4H position. On
NV242, place transfer case lever in 4FT position. On all models, use
wire or tape to hold lever in position. Raise and support vehicle.
Loosen shifter rod lock bolt at adjusting swivel. Ensure shift rod
slides freely in adjusting swivel.
2) Ensure shift lever on transfer case is in 4H position.
Slide adjusting swivel forward until shift lever touches shifter gate
crossover. Slide adjusting swivel slightly rearward to provide a 3-5
mm gap between shift lever shifter gate.
3) Center pin on adjusting swivel in shift arm and tighten
lock bolt to 90 INCH lbs. (10 N.m). Lower vehicle enough to enter
vehicle. Ensure wheels are off floor. Start engine and shift
transmission into gear. Operate transfer case to verify correct
adjustment.


M - V A C UUM D IA G RAM S
1999 D odge P ic ku p R 1500
1999 ENGINE PERFORMANCE
CHRY - Vacuum Diagrams - Trucks
Caravan, Dakota, Durango, Ram Pickup, Ram Van, Ram Wagon,
Town & Country, Voyager
INTRODUCTION
This article contains underhood views or schematics of vacuum
hose routing. Use these vacuum diagrams during the visual inspection
in appropriate BASIC DIAGNOSTIC PROCEDURES article. This will assist
in identifying improperly routed vacuum hoses, which may cause
driveability and/or computer-indicated malfunctions.
VACUUM DIAGRAMS
NOTE: References to California models apply to California emission
vehicles, which may be verified by underhood Emission Control
label. California emissions may be available in other
states.
NOTE: Vacuum diagrams for applications not shown were not available
at time of publication. See underhood Emission Control
label.
Fig. 1: Vacuum Hose Diagram (Caravan & Voyager - 2.4L - Calif.)
Courtesy of Chrysler Corp.

4) Move jumper to instrument cluster connector C1 terminal
No. 9 (White/Black wire). Monitor CCD BUS VOLTAGE. If scan tool
voltage did not drop to about zero volts, repair open White/Black
wire. If scan tool voltage did not drop to about zero volts, replace
instrument cluster.
NO RESPONSE POWERTRAIN CONTROL MODULE
NOTE: For connector terminal identification and wiring diagrams,
see BODY CONTROL COMPUTER - INTRODUCTION article. Perform
VERIFICATION TEST VER-1 after each repair.
CAUTION: Always turn ignition off prior to disconnecting any module
connector.
1) If engine does not run, see appropriate BASIC DIAGNOSTIC
PROCEDURES article in ENGINE PERFORMANCE section. If engine runs, go
to next step.
2) Turn ignition off. Disconnect Powertrain Control Module
(PCM). PCM is mounted in right side of firewall. Turn ignition on.
Connect jumper wire between ground and PCM connector C3 terminal. No.
30 (Violet/Brown wire). Using scan tool, perform CCD BUS test. If scan\
tool does not display SHORT TO GROUND, repair open Violet/Brown wire.
If scan tool displays SHORT TO GROUND, go to next step.
3) Move jumper wire to PCM connector C3 terminal No. 28
(White/Black wire). Perform CCD BUS test. If scan tool does not
display SHORT TO GROUND, repair open White/Black wire. If scan tool
displays SHORT TO GROUND, replace PCM.
NO RESPONSE COMPASS/MINI-TRIP SYSTEM
NOTE: For connector terminal identification and wiring diagrams,
see BODY CONTROL COMPUTER - INTRODUCTION article. Perform
VERIFICATION TEST VER-1 after each repair.
CAUTION: Always turn ignition off prior to disconnecting any module
connector.
1) Remove and inspect fuse No. 11 from junction block.
Junction block is on left side of instrument panel. If fuse is open,
go to next step. If fuse is okay, go to step 3).
2) Using external ohmmeter, measure resistance between ground
and fused ignition switch output run/start terminal (Dark Blue/White
wire) on fuse No. 11 socket. If resistance is less than 5 ohms, repair
Dark Blue/White wire for short to ground. Replace fuse No. 11. If
resistance is 5 ohms or more, replace fuse No. 11.
3) Reinstall fuse. Disconnect CMTC 12-pin connector. Turn
ignition on. Using external voltmeter, measure voltage between ground
and CMTC connector terminal No. 1 (Dark Blue/White wire). If voltage
is less than 9.5 volts, repair open Dark Blue/White wire. If voltage
is 9.5 volts or more, go to next step.
4) Using external voltmeter, measure voltage between ground
and CMTC connector terminal No. 5 (Pink wire). If voltage is less than\
9.5 volts, repair open Pink wire. If voltage is 9.5 volts or more, go
to next step.
5) Turn ignition off. Using external ohmmeter, measure
resistance between ground and CMTC connector terminal No. 7
(Black/Light Green wire). If resistance is 5 ohms or less, go to next
step. If resistance is more than 5 ohms, repair open Black/Light Green
wire.
6) Using scan tool, perform CCD bus test. Connect jumper wire
between ground and CMTC connector terminal No. 2 (Violet/Brown wire).
If scan tool displays BUS (+) SHORTED TO GROUND, go to next step. If

more, go to next step.
9) Measure resistance between ground and DLC connector
terminal No. 11 (White/Black wire). If resistance is less than 700
ohms, repair White/Dark Green wire for short to ground. If resistance
is 700 ohms or more, replace scan tool cable or scan tool as
necessary.
VERIFICATION TEST VER-1
1) Reconnect all previously disconnect connectors. Turn
ignition on, engine off. Using scan tool, erase all fault messages.
Turn ignition off. Wait 10 seconds. Turn ignition on, engine off.
Operate system that is malfunctioning. If system does not operate
properly, perform SYMPTOM IDENTIFICATION of BODY CONTROL COMPUTER
TESTS - RAM PICKUP article. If system operates properly, go to next
step.
2) Using scan tool, read fault messages. If fault messages
exist, perform SYMPTOM IDENTIFICATION of BODY CONTROL COMPUTER TESTS -
RAM PICKUP article. If fault messages do not exist, repair is
complete.


WAVEFO RM S - IN JE C TO R P A TTE R N T U TO RIA L

1999 D odge P ic ku p R 1500
GENERAL INFORMATION
Waveforms - Injector Pattern Tutorial
* PLEASE READ THIS FIRST *
NOTE: This article is intended for general information purposes
only. This information may not apply to all makes and models.
PURPOSE OF THIS ARTICLE
Learning how to interpret injector drive patterns from a Lab
Scope can be like learning ignition patterns all over again. This
article exists to ease you into becoming a skilled injector pattern
interpreter.
You will learn:
* How a DVOM and noid light fall short of a lab scope.
* The two types of injector driver circuits, voltage controlled
& current controlled.
* The two ways injector circuits can be wired, constant
ground/switched power & constant power/switched ground.
* The two different pattern types you can use to diagnose with,
voltage & current.
* All the valuable details injector patterns can reveal.
SCOPE OF THIS ARTICLE
This is NOT a manufacturer specific article. All different
types of systems are covered here, regardless of the specific
year/make/model/engine.
The reason for such broad coverage is because there are only
a few basic ways to operate a solenoid-type injector. By understanding
the fundamental principles, you will understand all the major points
of injector patterns you encounter. Of course there are minor
differences in each specific system, but that is where a waveform
library helps out.
If this is confusing, consider a secondary ignition pattern.
Even though there are many different implementations, each still has
a primary voltage turn-on, firing line, spark line, etc.
If specific waveforms are available in On Demand for the
engine and vehicle you are working on, you will find them in the
Engine Performance section under the Engine Performance category.
IS A LAB SCOPE NECESSARY?
INTRODUCTION
You probably have several tools at your disposal to diagnose
injector circuits. But you might have questioned "Is a lab scope
necessary to do a thorough job, or will a set of noid lights and a
multifunction DVOM do just as well?"
In the following text, we are going to look at what noid
lights and DVOMs do best, do not do very well, and when they can
mislead you. As you might suspect, the lab scope, with its ability to
look inside an active circuit, comes to the rescue by answering for
the deficiencies of these other tools.
OVERVIEW OF NOID LIGHT

full load. The Kent-Moore J-39021 is such a tool, though there are
others. The Kent-Moore costs around $240 at the time of this writing
and works on many different manufacturer's systems.
The second method is to use a lab scope. Remember, a lab
scope allows you to see the regular operation of a circuit in real
time. If an injector is having an short or intermittent short, the lab
scope will show it.
Checking Available Voltage At the Injector
Verifying a fuel injector has the proper voltage to operate
correctly is good diagnostic technique. Finding an open circuit on the
feed circuit like a broken wire or connector is an accurate check with
a DVOM. Unfortunately, finding an intermittent or excessive resistance
problem with a DVOM is unreliable.
Let's explore this drawback. Remember that a voltage drop due
to excessive resistance will only occur when a circuit is operating?
Since the injector circuit is only operating for a few milliseconds at
a time, a DVOM will only see a potential fault for a few milliseconds.
The remaining 90+% of the time the unloaded injector circuit will show
normal battery voltage.
Since DVOMs update their display roughly two to five times a
second, all measurements in between are averaged. Because a potential
voltage drop is visible for such a small amount of time, it gets
"averaged out", causing you to miss it.
Only a DVOM that has a "min-max" function that checks EVERY
MILLISECOND will catch this fault consistently (if used in that mode).\
The Fluke 87 among others has this capability.
A "min-max" DVOM with a lower frequency of checking (100
millisecond) can miss the fault because it will probably check when
the injector is not on. This is especially true with current
controlled driver circuits. The Fluke 88, among others fall into this
category.
Outside of using a Fluke 87 (or equivalent) in the 1 mS "min-\
max" mode, the only way to catch a voltage drop fault is with a lab
scope. You will be able to see a voltage drop as it happens.
One final note. It is important to be aware that an injector
circuit with a solenoid resistor will always show a voltage drop when
the circuit is energized. This is somewhat obvious and normal; it is a
designed-in voltage drop. What can be unexpected is what we already
covered--a voltage drop disappears when the circuit is unloaded. The
unloaded injector circuit will show normal battery voltage at the
injector. Remember this and do not get confused.
Checking Injector On-Time With Built-In Function
Several DVOMs have a feature that allows them to measure
injector on-time (mS pulse width). While they are accurate and fast to\
hookup, they have three limitations you should be aware of:
* They only work on voltage controlled injector drivers (e.g
"Saturated Switch"), NOT on current controlled injector
drivers (e.g. "Peak & Hold").
* A few unusual conditions can cause inaccurate readings.
* Varying engine speeds can result in inaccurate readings.
Regarding the first limitation, DVOMs need a well-defined
injector pulse in order to determine when the injector turns ON and
OFF. Voltage controlled drivers provide this because of their simple
switch-like operation. They completely close the circuit for the
entire duration of the pulse. This is easy for the DVOM to interpret.
The other type of driver, the current controlled type, start
off well by completely closing the circuit (until the injector pintle
opens), but then they throttle back the voltage/current for the
duration of the pulse. The DVOM understands the beginning of the pulse

but it cannot figure out the throttling action. In other words, it
cannot distinguish the throttling from an open circuit (de-energized)
condition.
Yet current controlled injectors will still yield a
millisecond on-time reading on these DVOMs. You will find it is also
always the same, regardless of the operating conditions. This is
because it is only measuring the initial completely-closed circuit on-
time, which always takes the same amount of time (to lift the injector
pintle off its seat). So even though you get a reading, it is useless.
The second limitation is that a few erratic conditions can
cause inaccurate readings. This is because of a DVOM's slow display
rate; roughly two to five times a second. As we covered earlier,
measurements in between display updates get averaged. So conditions
like skipped injector pulses or intermittent long/short injector
pulses tend to get "averaged out", which will cause you to miss
important details.
The last limitation is that varying engine speeds can result
in inaccurate readings. This is caused by the quickly shifting
injector on-time as the engine load varies, or the RPM moves from a
state of acceleration to stabilization, or similar situations. It too
is caused by the averaging of all measurements in between DVOM display
periods. You can avoid this by checking on-time when there are no RPM
or load changes.
A lab scope allows you to overcome each one of these
limitations.
Checking Injector On-Time With Dwell Or Duty
If no tool is available to directly measure injector
millisecond on-time measurement, some techs use a simple DVOM dwell or
duty cycle functions as a replacement.
While this is an approach of last resort, it does provide
benefits. We will discuss the strengths and weaknesses in a moment,
but first we will look at how a duty cycle meter and dwell meter work.
How A Duty Cycle Meter and Dwell Meter Work
All readings are obtained by comparing how long something has
been OFF to how long it has been ON in a fixed time period. A dwell
meter and duty cycle meter actually come up with the same answers
using different scales. You can convert freely between them. See
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE .
The DVOM display updates roughly one time a second, although
some DVOMs can be a little faster or slower. All measurements during
this update period are tallied inside the DVOM as ON time or OFF time,
and then the total ratio is displayed as either a percentage (duty
cycle) or degrees (dwell meter).
For example, let's say a DVOM had an update rate of exactly 1
second (1000 milliseconds). Let's also say that it has been
measuring/tallying an injector circuit that had been ON a total of 250
mS out of the 1000 mS. That is a ratio of one-quarter, which would be
displayed as 25% duty cycle or 15
dwell (six-cylinder scale). Note
that most duty cycle meters can reverse the readings by selecting the
positive or negative slope to trigger on. If this reading were
reversed, a duty cycle meter would display 75%.
Strengths of Dwell/Duty Meter
The obvious strength of a dwell/duty meter is that you can
compare injector on-time against a known-good reading. This is the
only practical way to use a dwell/duty meter, but requires you to have
known-good values to compare against.
Another strength is that you can roughly convert injector mS
on-time into dwell reading with some computations.
A final strength is that because the meter averages
everything together it does not miss anything (though this is also a

severe weakness that we will look at later). If an injector has a
fault where it occasionally skips a pulse, the meter registers it and
the reading changes accordingly.
Let's go back to figuring out dwell/duty readings by using
injector on-time specification. This is not generally practical, but
we will cover it for completeness. You NEED to know three things:
* Injector mS on-time specification.
* Engine RPM when specification is valid.
* How many times the injectors fire per crankshaft revolution.
The first two are self-explanatory. The last one may require
some research into whether it is a bank-fire type that injects every
360
of crankshaft rotation, a bank-fire that injects every 720, or
an SFI that injects every 720. Many manufacturers do not release this
data so you may have to figure it out yourself with a frequency meter.
Here are the four complete steps to convert millisecond on-
time:
1) Determine the injector pulse width and RPM it was obtained
at. Let's say the specification is for one millisecond of on-time at a
hot idle of 600 RPM.
2) Determine injector firing method for the complete 4 stroke
cycle. Let's say this is a 360
bank-fired, meaning an injector fires
each and every crankshaft revolution.
3) Determine how many times the injector will fire at the
specified engine speed (600 RPM) in a fixed time period. We will use
100 milliseconds because it is easy to use.
Six hundred crankshaft Revolutions Per Minute (RPM) divided
by 60 seconds equals 10 revolutions per second.
Multiplying 10 times .100 yields one; the crankshaft turns
one time in 100 milliseconds. With exactly one crankshaft rotation in
100 milliseconds, we know that the injector fires exactly one time.
4) Determine the ratio of injector on-time vs. off-time in
the fixed time period, then figure duty cycle and/or dwell. The
injector fires one time for a total of one millisecond in any given
100 millisecond period.
One hundred minus one equals 99. We have a 99% duty cycle. If
we wanted to know the dwell (on 6 cylinder scale), multiple 99% times
.6; this equals 59.4
dwell.
Weaknesses of Dwell/Duty Meter
The weaknesses are significant. First, there is no one-to-one
correspondence to actual mS on-time. No manufacturer releases
dwell/duty data, and it is time-consuming to convert the mS on-time
readings. Besides, there can be a large degree of error because the
conversion forces you to assume that the injector(s) are always firing\
at the same rate for the same period of time. This can be a dangerous
assumption.
Second, all level of detail is lost in the averaging process.
This is the primary weakness. You cannot see the details you need to
make a confident diagnosis.
Here is one example. Imagine a vehicle that has a faulty
injector driver that occasionally skips an injector pulse. Every
skipped pulse means that that cylinder does not fire, thus unburned O2
gets pushed into the exhaust and passes the O2 sensor. The O2 sensor
indicates lean, so the computer fattens up the mixture to compensate
for the supposed "lean" condition.
A connected dwell/duty meter would see the fattened pulse
width but would also see the skipped pulses. It would tally both and
likely come back with a reading that indicated the "pulse width" was
within specification because the rich mixture and missing pulses
offset each other.
This situation is not a far-fetched scenario. Some early GM