Throttle DODGE RAM 1500 1998 2.G Workshop Manual

ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
valve body;
²Line Pressure
²Throttle 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. 329).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
NOTE: The 33.4 mm (1-5/16 in.) setting is an
approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension to
obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 330).
Push the gauge tool inward to compress the kick-
down valve against the spring and bottom the throt-
tle 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. 328 Manual Lever Shaft Seal
1 - 15/1688SOCKET
2 - SEALFig. 329 Line Pressure Adjustment
1 - WRENCH
2 - 1±5/16 INCH
Fig. 330 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 - 48REDR
VALVE BODY (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
CAUTION: Before attempting any repair on a RFE
automatic transmission, check for Diagnostic Trou-
ble Codes with the DRBTscan tool.
Transmission malfunctions may be caused by these
general conditions:
²Poor engine performance
²Improper adjustments
²Hydraulic malfunctions
²Mechanical malfunctions
²Electronic malfunctions
Diagnosis of these problems should always begin
by checking the easily accessible variables: fluid level
and condition, gearshift cable adjustment. Then per-
form a road test to determine if the problem has been
corrected or if more diagnosis is necessary. If the
problem persists after the preliminary tests and cor-
rections are completed, hydraulic pressure checks
should be performed.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust gearshift cable 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 prob-
lems were noted during road test.(6) Perform air-pressure test to check clutch oper-
ation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift
cable.
(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 transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged driveplate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that all diagnostic trou-
ble codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis 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, overrunning clutch, or line pressure problems.
A slipping clutch can often be determined by com-
paring which internal units are applied in the vari-
ous gear ranges. The Clutch Application charts
provide a basis for analyzing road test results.
21 - 314 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

STATOR
The stator assembly (Fig. 120) is mounted on a sta-
tionary 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. 121).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 122) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling 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 with friction material was added to the tur-
bine assembly to provide this mechanical lock-up.
In order to reduce heat build-up in the transmis-
sion and buffer the powertrain against torsional
vibrations, the TCM can duty cycle the L/R-CC Sole-
noid to achieve a smooth application of the torque
converter clutch. This function, referred to as Elec-
tronically Modulated Converter Clutch (EMCC) can
occur at various times depending on the following
variables:
²Shift lever position
²Current gear range
²Transmission fluid temperature
²Engine coolant temperature
²Input speed
²Throttle angle²Engine speed
Fig. 120 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 121 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 122 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
21 - 402 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

control switch is in the OFF position, the clutch will
engage after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within thedesired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
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 con-
verter 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 cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(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. 125). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge 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.
Fig. 124 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
21 - 404 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

O2S is used to detect the amount of oxygen in the
exhaust gas before the gas enters the catalytic con-
verter. The PCM calculates the A/F mixture from the
output of the O2S. A low voltage indicates high oxy-
gen content (lean mixture). A high voltage indicates a
low content of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL will be illu-
minated.
DESCRIPTION - TRIP DEFINITION
The term ªTripº has different meanings depending
on what the circumstances are. If the MIL (Malfunc-
tion Indicator Lamp) is OFF, a Trip is defined as
when the Oxygen Sensor Monitor and the Catalyst
Monitor have been completed in the same drive cycle.
When any Emission DTC is set, the MIL on the
dash is turned ON. When the MIL is ON, it takes 3
good trips to turn the MIL OFF. In this case, it
depends on what type of DTC is set to know what a
ªTripº is.
For the Fuel Monitor or Mis-Fire Monitor (contin-
uous monitor), the vehicle must be operated in the
ªSimilar Condition Windowº for a specified amount of
time to be considered a Good Trip.If a Non-Contiuous OBDII Monitor fails twice in a
row and turns ON the MIL, re-running that monitor
which previously failed, on the next start-up and
passing the monitor, is considered to be a Good Trip.
These will include the following:
²Oxygen Sensor
²Catalyst Monitor
²Purge Flow Monitor
²Leak Detection Pump Monitor (if equipped)
²EGR Monitor (if equipped)
²Oxygen Sensor Heater Monitor
If any other Emission DTC is set (not an OBDII
Monitor), a Good Trip is considered to be when the
Oxygen Sensor Monitor and Catalyst Monitor have
been completed; or 2 Minutes of engine run time if
the Oxygen Sensor Monitor or Catalyst Monitor have
been stopped from running.
It can take up to 2 Failures in a row to turn on the
MIL. After the MIL is ON, it takes 3 Good Trips to
turn the MIL OFF. After the MIL is OFF, the PCM
will self-erase the DTC after 40 Warm-up cycles. A
Warm-up cycle is counted when the ECT (Engine
Coolant Temperature Sensor) has crossed 160ÉF and
has risen by at least 40ÉF since the engine has been
started.
DESCRIPTION - COMPONENT MONITORS
There are several components that will affect vehi-
cle emissions if they malfunction. If one of these com-
ponents malfunctions the Malfunction Indicator
Lamp (MIL) will illuminate.
Some of the component monitors are checking for
proper operation of the part. Electrically operated
components now have input (rationality) and output
(functionality) checks. Previously, a component like
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of
these conditions occurred, a DTC was set. Now there
is a check to ensure that the component is working.
This is done by watching for a TPS indication of a
greater or lesser throttle opening than MAP and
engine rpm indicate. In the case of the TPS, if engine
vacuum is high and engine rpm is 1600 or greater,
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum if
the TPS indicates a small throttle opening.
All open/short circuit checks, or any component
that has an associated limp-in, will set a fault after 1
trip with the malfunction present. Components with-
out an associated limp-in will take two trips to illu-
minate the MIL.
25 - 4 EMISSIONS CONTROLDR
EMISSIONS CONTROL (Continued)

EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
DREMISSIONS CONTROL 25 - 9
EMISSIONS CONTROL (Continued)

OPERATION
The main purpose of the LDP is to pressurize the
fuel system for leak checking. It closes the EVAP sys-
tem vent to atmospheric pressure so the system can
be pressurized for leak testing. The diaphragm is
powered by engine vacuum. It pumps air into the
EVAP system to develop a pressure of about 7.59
H2O (1/4) psi. A reed switch in the LDP allows the
PCM to monitor the position of the LDP diaphragm.
The PCM uses the reed switch input to monitor how
fast the LDP is pumping air into the EVAP system.
This allows detection of leaks and blockage. The LDP
assembly consists of several parts (Fig. 5). The sole-
noid is controlled by the PCM, and it connects theupper pump cavity to either engine vacuum or atmo-
spheric pressure. A vent valve closes the EVAP sys-
tem to atmosphere, sealing the system during leak
testing. The pump section of the LDP consists of a
diaphragm that moves up and down to bring air in
through the air filter and inlet check valve, and
pump it out through an outlet check valve into the
EVAP system. The diaphragm is pulled up by engine
vacuum, and pushed down by spring pressure, as the
LDP solenoid turns on and off. The LDP also has a
magnetic reed switch to signal diaphragm position to
the PCM. When the diaphragm is down, the switch is
closed, which sends a 12 V (system voltage) signal to
the PCM. When the diaphragm is up, the switch is
open, and there is no voltage sent to the PCM. This
allows the PCM to monitor LDP pumping action as it
turns the LDP solenoid on and off.
Fig. 4 TYPICAL SYSTEM COMPONENTS
1 - Throttle Body
2 - Service Vacuum Supply Tee (SVST)
3 - LDP Solenoid
4 - EVAP System Air Filter
5 - LDP Vent Valve
6 - EVAP Purge Orifice
7 - EVAP Purge Solenoid
8 - Service Port
9 - To Fuel Tank
10 - EVAP Canister
11 - LDP
12 - Intake Air Plenum
Fig. 5 EVAP LEAK DETECTION SYSTEM
COMPONENTS
1 - Reed Switch
2 - Solenoid
3 - Spring
4 - Pump Cavity
5 - Diaphragm
6 - Inlet Check Valve
7 - Vent Valve
8 - From Air Filter
9 - To Canister
10 - Outlet Check Valve
11 - Engine Vacuum
25 - 14 EVAPORATIVE EMISSIONSDR
LEAK DETECTION PUMP (Continued)

5.7L V-8
The 5.7L V-8 engine is equipped with a closed
crankcase ventilation system and a Positive Crank-
case Ventilation (PCV) valve.
This system consists of:
²a PCV valve mounted into the top of the intake
manifold, located to the right / rear of the throttle
body (Fig. 12). The PCV valve is sealed to the intake
manifold with 2 o-rings (Fig. 13).
²passages in the intake manifold.
²tubes and hoses to connect the system compo-
nents.
5.9L V-8
The 5.9L V-8 engine is equipped with a closed
crankcase ventilation system and a positive crank-
case ventilation (PCV) valve.
This system consists of a PCV valve mounted on
the cylinder head (valve) cover with a hose extending
from the valve to the intake manifold (Fig. 14).
Another hose connects the opposite cylinder head
(valve) cover to the air cleaner housing to provide a
source of clean air for the system. A separate crank-
case breather/filter is not used.
Fig. 11 CRANKCASE BREATHERS (2) - 3.7L V-6 /
4.7L V-8
1 - CRANKCASE BREATHERS (2)
2 - REAR OF ENGINE
Fig. 12 LOCATION 5.7L PCV VALVE
1 - TOP OF INTAKE MANIFOLD
2 - THROTTLE BODY
3 - AIR RESONATOR
4 - P C V VA LV E
Fig. 13 5.7L PCV VALVE
1 - P C V VA LV E
2 - O-RINGS
3 - ALIGNMENT TABS
25 - 18 EVAPORATIVE EMISSIONSDR
PCV VALVE (Continued)

OPERATION
The PCV system operates by engine intake mani-
fold vacuum (Fig. 15). Filtered air is routed into the
crankcase through the air cleaner hose. The metered
air, along with crankcase vapors, are drawn through
the PCV valve and into a passage in the intake man-
ifold. The PCV system manages crankcase pressure
and meters blow by gases to the intake system,
reducing engine sludge formation.The PCV valve contains a spring loaded plunger.
This plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
When the engine is not operating or during an
engine pop-back, the spring forces the plunger back
against the seat (Fig. 16). This will prevent vapors
from flowing through the valve.
During periods of high manifold vacuum, such as
idle or cruising speeds, vacuum is sufficient to com-
pletely compress spring. It will then pull the plunger
to the top of the valve (Fig. 17). In this position there
is minimal vapor flow through the valve.
During periods of moderate manifold vacuum, the
plunger is only pulled part way back from inlet. This
results in maximum vapor flow through the valve
(Fig. 18).
Fig. 14 PCV VALVE/HOSE - 5.9L V-8
1 - P C V VA LV E
2 - PCV VALVE HOSE CONNECTIONS
Fig. 15 TYPICAL CLOSED CRANKCASE
VENTILATION SYSTEM
1 - THROTTLE BODY
2 - AIR CLEANER
3 - AIR INTAKE
4 - P C V VA LV E
5 - COMBUSTION CHAMBER
6 - BLOW-BY GASES
7 - CRANKCASE BREATHER/FILTER
Fig. 16 ENGINE OFF OR ENGINE BACKFIRE - NO
VAPOR FLOW
Fig. 17 HIGH INTAKE MANIFOLD VACUUM -
MINIMAL VAPOR FLOW
Fig. 18 MODERATE INTAKE MANIFOLD VACUUM -
MAXIMUM VAPOR FLOW
DREVAPORATIVE EMISSIONS 25 - 19
PCV VALVE (Continued)

REMOVAL
3.7L V-6 / 4.7L V-8
The PCV valve is located on the oil filler tube (Fig.
22). Two locating tabs are located on the side of the
valve (Fig. 22). These 2 tabs fit into a cam lock in the
oil filler tube. An o-ring seals the valve to the filler
tube.
(1) Disconnect PCV line/hose (Fig. 22) by discon-
necting rubber hose at PCV valve fitting.
(2) Remove PCV valve at oil filler tube by rotating
PCV valve downward (counter-clockwise) until locat-
ing tabs have been freed at cam lock (Fig. 22). After
tabs have cleared, pull valve straight out from filler
tube.To prevent damage to PCV valve locating
tabs, valve must be pointed downward for
removal. Do not force valve from oil filler tube.
(3) After valve is removed, check condition of valve
o-ring (Fig. 22).
5.7L V-8
The PCV valve is mounted into the top of the
intake manifold, located to the right / rear of the
throttle body (Fig. 12). The PCV valve is sealed to
the intake manifold with 2 o-rings (Fig. 13).
(1) Remove PCV valve by rotating counter-clock-
wise 90 degrees until locating tabs have been freed.
After tabs have cleared, pull valve straight up from
intake manifold.(2) After valve is removed, check condition of 2
valve o-rings.
INSTALLATION
3.7L V6 / 4.7L V-8
The PCV valve is located on the oil filler tube. Two
locating tabs are located on the side of the valve.
These 2 tabs fit into a cam lock in the oil filler tube.
An o-ring seals the valve to the filler tube.
(1) Return PCV valve back to oil filler tube by
placing valve locating tabs into cam lock. Press PCV
valve in and rotate valve upward. A slight click will
be felt when tabs have engaged cam lock. Valve
should be pointed towards rear of vehicle.
(2) Connect PCV line/hose and rubber hose to PCV
valve.
Fig. 21 CHECK VALVES - PCV SYSTEM - 3.7L V-6 /
4.7L V-8
1 - CONNECTING HOSES
2 - CHECK VALVES
Fig. 22 PCV VALVE/OIL FILLER TUBE LOCATION -
3.7L V-6 / 4.7L V-8
1 - O-RING
2 - LOCATING TABS
3 - CAM LOCK
4 - OIL FILLER TUBE
5 - PCV LINE/HOSE
6 - P C V VA LV E
DREVAPORATIVE EMISSIONS 25 - 21
PCV VALVE (Continued)