Lubrication DODGE RAM 1500 1998 2.G Workshop Manual

CASCADE OVERFLOW VALVE
DESCRIPTION
The cascade overflow valve is located on the top/
rear side of the fuel injection pump (Fig. 25).
OPERATION
When the fuel control actuator (FCA) is opened,
the maximum amount of fuel is being delivered to
the fuel injection pump. 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.
REMOVAL
REMOVAL/INSTALLATION
The cascade overflow valve is not serviced sepa-
rately.
WATER IN FUEL SENSOR
DESCRIPTION
The Water-In-Fuel (WIF) sensor is located on the
side of the fuel filter/water separator canister (Fig.
26).
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/sep-
arator 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 while the engine is running.
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.
Fig. 25 OVERFLOW VALVE
1 - BANJO BOLTS
2 - PUMP MOUNTING NUTS (3)
3 - FUEL INJECTION PUMP
4 - CASCADE OVERFLOW VALVE
Fig. 26 FILTER HOUSING
1 - FILTER HOUSING
2 - FUEL HEATER AND THERMOSTAT
3 - FUEL HEATER MOUNTING SCREWS
4 - FUEL HEATER ELEC. CONNECTOR
5 - WIF SENSOR
6 - WIF SENSOR ELEC. CONNECTOR
7 - DRAIN HOSE
8 - DRAIN VALVE MOUNTING SCREWS
9 - DRAIN VALVE
14 - 66 FUEL DELIVERY - DIESELDR

FUEL DRAIN CIRCUIT
OPERATION
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. This fuel then travels into the fuel injec-
tion pump. 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
by a gear pump and internally transferred to the fuel
injection 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 over-
flow 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.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 pres-
sure limiting valve opens and sends fuel through an
external fuel line.
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 that is connected
to the rear of the cylinder head, an then into an
external fuel line. This line is connected to the vehi-
cles fuel return line, and returns excess fuel to the
fuel tank.
DRFUEL DELIVERY - DIESEL 14 - 67

FUEL CONTROL ACTUATOR
DESCRIPTION
The Fuel Control Actuator (FCA) is located at the
rear of the high-pressure, fuel injection pump (Fig.
13).
OPERATION
The Fuel Control Actuator (FCA) is an electroni-
cally controlled solenoid valve. The ECM controls the
amount of fuel that enters the high-pressure pump-
ing 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 sup-
plied to the fuel injection pump. Any fuel that does
not enter the injection pump is directed to the cas-
cade overflow valve. The cascade overflow valve reg-
ulates 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 from the ON to the OFF position.
REMOVAL
The Fuel Control Actuator (FCA) is a non-servi-
cable part.
FUEL INJECTOR
DESCRIPTION
Six individual, solenoid actuated high-pressure fuel
injectors are used (Fig. 14). The injectors are verti-
cally mounted into a bored hole in the top of the cyl-
inder head. This bored hole is located between the
intake/exhaust valves. High-pressure connectors (Fig.
15), mounted into the side of the cylinder head, con-
nect each fuel injector to each high-pressure fuel line.
OPERATION
High-pressure fuel is supplied from the injection
pump, through a high-pressure fuel line, into a fuel
rail, through high-pressure lines, through steel con-
nectors 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 and a steel connector. This
steel connector is positioned into the cylinder head
and sealed with an o-ring. The connector is retained
in the cylinder head by a nut (fitting) that is
threaded into the cylinder head.
Fig. 13 FUEL CONTROL ACTUATOR
1 - ACTUATOR MOUNTING BOLTS
2 - FCA (FUEL CONTROL ACTUATOR)
3 - ACTUATOR ELECTRICAL CONNECTOR
Fig. 14 FUEL INJECTOR - DIESEL
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 - 74 FUEL INJECTION - DIESELDR

BINDING AND STICKING
CONDITION POSSIBLE CAUSE CORRECTION
DIFFICULT TO TURN WHEEL
STICKS OR BINDS1. 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 CORRECTION
HARD TURNING OR MOMENTARY
INCREASE IN TURNING EFFORT1. Tire pressure. 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.
STEERING WHEEL DOES NOT
WANT TO RETURN TO CENTER
POSITION1. 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 POSSIBLE CAUSE CORRECTION
EXCESSIVE PLAY IN STEERING
WHEEL1. 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.
VEHICLE PULLS OR LEADS TO
ONE SIDE.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.
DRSTEERING 19 - 3
STEERING (Continued)

LINKAGE - INDEPENDENT FRONT SUSPENSION
TABLE OF CONTENTS
page page
LINKAGE - INDEPENDENT FRONT
SUSPENSION
DIAGNOSIS AND TESTING - OUTER TIE ROD
END ................................32TIE ROD END
REMOVAL - OUTER TIE ROD END..........32
INSTALLATION - OUTER TIE ROD END......33
LINKAGE - INDEPENDENT
FRONT SUSPENSION
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.
NOTE: The dial indicator plunger must be perpen-
dicular 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).
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.
Fig. 1 TIE ROD SEPARATION
1 - TIE ROD END
2 - SPECIAL TOOL 8677
19 - 32 LINKAGE - INDEPENDENT FRONT SUSPENSIONDR

LINKAGE - LINK/COIL
TABLE OF CONTENTS
page page
LINKAGE - LINK/COIL
DESCRIPTION.........................34
STANDARD PROCEDURE - LUBRICATION....34
SPECIFICATIONS
TORQUE CHART......................35
SPECIAL TOOLS
STEERING LINKAGE...................35
DAMPER
REMOVAL.............................36
INSTALLATION.........................36
DRAG LINK
REMOVAL.............................36INSTALLATION.........................36
PITMAN ARM
REMOVAL.............................36
INSTALLATION.........................37
TIE ROD END
REMOVAL.............................37
INSTALLATION.........................37
TRACK BAR
REMOVAL.............................38
INSTALLATION.........................38
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).
STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the steering system compo-
nents is required. Refer to Lubrication And Mainte-
nance for the recommended maintenance schedule.
The following components must be lubricated:
²Tie rod
²Tie rod end
²Drag link
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
Fig. 2 Ball Stud Puller
1 - CLAMP
2 - ADJUSTMENT SLEEVE
3 - PULLER TOOL C-3894±A
4 - SEAL
5 - TIE-ROD END
19 - 34 LINKAGE - LINK/COILDR

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:
²release fork ball stud.
²release bearing slide surface.
²input shaft splines.
²release bearing bore.
²propeller 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 tighten bolt to 4.5 N´m
(40 in. lbs.). If cover was removed, install onto the
transmission and engine(Refer to 9 - ENGINE/EN-
GINE BLOCK/STRUCTURAL COVER - INSTALLA-
TION).
(9) Install structural dust cover and tighten the
bolts to 54 N´m (40 ft. lbs.).
(10) Install starter motor.
(11) Install suspension crossmember and tighten
nuts to 102 N´m (75 ft. lbs.).
(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.
Fig. 126 LUBRICATION POINTS
1 - RELEASE FORK
2 - FORK BALL STUD
3 - BEARING SLIDE SURFACE
4 - SPLINE
5 - RELEASE BEAING
Fig. 127 TRANSMISSION
1 - BOLT WITHOUT WASHER
2 - BOLT WITH WASHER
DRMANUAL TRANSMISSION - NV3500 21 - 39
MANUAL TRANSMISSION - NV3500 (Continued)

AUTOMATIC TRANSMISSION -
48RE
DESCRIPTION
The 48RE (Fig. 1) is a four speed fully automatic
transmissions with an electronic governor. The 48RE
is equipped with a lock-up clutch in the torque con-
verter. First through third gear ranges are provided
by the clutches, bands, overrunning clutch, and plan-
etary 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 compo-
nents. It also contains the kickdown (front) and thelow/reverse (rear) bands which, along with the over-
running clutch and overdrive clutch, serve as the
holding components. The driving and holding compo-
nents 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 pres-
sure 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 con-
verter hub. The pump supplies the oil pressure nec-
essary for clutch/band actuation and transmission
lubrication.
21 - 132 AUTOMATIC TRANSMISSION - 48REDR

(3) Have helper start and run engine at 1600 rpm
for test.
(4)
Move transmission shift lever four detents rear-
ward 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 rear-
ward 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:
²
Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotating.
²If 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 pres-
sure 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 pres-
sure 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 pres-
sure 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 testPump and regulator
valve OK
Line pressure OK in R
but low in D, 2, 1Leakage in rear clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear RangeOverdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and RLeakage in front clutch
area
Pressure OK in 2 but low
in R and 1Leakage in rear servo
Front servo pressure in 2 Leakage in servo; broken
servo ring or cracked
servo piston
Pressure low in all
positionsClogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speedGovernor pressure
solenoid valve system
fault. Refer to diagnostic
book.
Governor pressure low at
all mph figuresFaulty governor pressure
solenoid, transmission
control module, or
governor pressure
sensor
Lubrication pressure low
at all throttle positionsClogged 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
DRAUTOMATIC TRANSMISSION - 48RE 21 - 143
AUTOMATIC TRANSMISSION - 48RE (Continued)

pressure is ªmeteredº out into the circuits and viewed
as throttle pressure. This increased throttle pressure
is metered out into the circuits it is applied to: the
1-2 and 2-3 shift valves. When the throttle pressure
is high enough, a 3-2 downshift will occur. If the
vehicle speed is low enough, a 2-1 downshift will
occur.
SWITCH VALVE
When the transmission is in Drive Second before
the TCC application occurs (Fig. 268), the pressure
regulator valve is supplying torque converter pres-
sure to the switch valve. The switch valve directs
this pressure through the transmission input shaft,
into the converter, through the converter, back outbetween 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 transmis-
sion.
Fig. 268 Switch Valve - Torque Converter Unlocked
DRAUTOMATIC TRANSMISSION - 48RE 21 - 283
VALVE BODY (Continued)