Loss of power DODGE RAM 1500 1998 2.G User Guide

CONDITION POSSIBLE CAUSE CORRECTION
ENGINE STALLS OR ROUGH IDLE 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. ENGINE LOSS OF POWER 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. ENGINE MISSES ON
ACCELERATION1. 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. ENGINE MISSES AT HIGH SPEED 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 - 184 ENGINE - 5.7LDR
ENGINE - 5.7L (Continued)

þ Loss of engine power
þ Engine misfiring
þ Poor fuel economy
²Possible indications of the cylinder head gasket
leaking between a cylinder and an adjacent water
jacket are:
þ Engine overheating
þ Loss of coolant
þ Excessive steam (white smoke) emitting from
exhaust
þ Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is
leaking between adjacent cylinders, follow the proce-
dures in Cylinder Compression Pressure Test in this
section. An engine cylinder head gasket leaking
between adjacent cylinders will result in approxi-
mately a 50±70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING WITH COOLANT PRES-
SURE 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. EXCES-
SIVE PRESSURE BUILT UP, BY CONTINUOUS
ENGINE OPERATION, MUST BE RELEASED TO A
SAFE PRESSURE POINT. NEVER PERMIT PRES-
SURE 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 pro-
cedure (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STAN-
DARD 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 cylin-
der head gasket.
CLEANING
Clean all surfaces of cylinder block and cylinder
heads.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
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 cylin-
der head.
(4) Inspect pushrods. Replace worn or bent push-
rods.
INSTALLATION
(1) Clean all surfaces of cylinder block and cylin-
der heads.
(2) Clean cylinder block front and rear gasket sur-
faces using a suitable solvent.
CAUTION: The head gaskets are not interchange-
able between left and right sides. They are marked
ªLº and ªRº to indicate left and right sides.
(3) Position new cylinder head gaskets onto the
cylinder block.
9 - 200 ENGINE - 5.7LDR
CYLINDER HEAD (Continued)

TRANSMISSION IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan
sealing surface (Fig. 1). Refer to this information
when ordering replacement parts. A label is attached
to the transmission case above the stamped numbers.
The label gives additional information which may
also be necessary for identification purposes.
GEAR RATIOS
The 45RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime...........................1.50:1
3rd.................................1.00:1
4th .................................0.75:1
Reverse.............................3.00:1
GEAR RATIOS
The 545RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime...........................1.50:1
3rd.................................1.00:1
4th .................................0.75:1
5th .................................0.67:1
Reverse.............................3.00:1
OPERATION
The 45RFE/545RFE offers full electronic control of
all automatic up and downshifts, and features real-
time adaptive closed-loop shift and pressure control.
Electronic shift and torque converter clutch controls
help protect the transmission from damage due to
high temperatures, which can occur under severe
operating conditions. By altering shift schedules, line
pressure, and converter clutch control, these controls
reduce heat generation and increase transmission
cooling.
To help reduce efficiency-robbing parasitic losses,
the transmissions includes a dual-stage transmission
fluid pump with electronic output pressure control.
Under most driving conditions, pump output pres-
sure greatly exceeds that which is needed to keep the
clutches applied. The 45RFE/545RFE pump-pressure
control system monitors input torque and adjusts the
pump pressure accordingly. The primary stage of the
pump works continuously; the second stage is
bypassed when demand is low. The control system
also monitors input and output speed and, if incipi-
ent clutch slip is observed, the pressure control sole-
noid duty cycle is varied, increasing pressure in
proportion to demand.
A high-travel torque converter damper assembly
allows earlier torque converter clutch engagement to
reduce slippage. Needle-type thrust bearings reduce
internal friction. The 45RFE/545RFE is packaged in
a one-piece die-cast aluminum case. To reduce NVH,
the case has high lateral, vertical and torsional stiff-
ness. It is also designed to maximize the benefit of
the structural dust cover that connects the bottom of
the bell housing to the engine bedplate, enhancing
overall power train stiffness. Dual filters protect the
pump and other components. A pump return filter is
added to the customary main sump filter. Indepen-
dent lubrication and cooler circuits assure ample
pressure for normal transmission operation even if
the cooler is obstructed or the fluid cannot flow due
to extremely low temperatures.
The hydraulic control system design (without elec-
tronic assist) provides the transmission with PARK,
REVERSE, NEUTRAL, SECOND, and THIRD gears,
based solely on driver shift lever selection. This
design allows the vehicle to be driven (in ªlimp-inº
mode) in the event of a electronic control system fail-
ure, or a situation that the Transmission Control
Module (TCM) recognizes as potentially damaging to
the transmission.
The TCM also performs certain self-diagnostic
functions and provides comprehensive information
(sensor data, DTC's, etc.) which is helpful in proper
diagnosis and repair. This information can be viewed
with the DRBtscan tool.
Fig. 1 Transmission Part And Serial Number
Location
1 - IDENTIFICATION NUMBERS (STAMPED)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 313
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

FUEL FILLER CAP
DESCRIPTION
The plastic fuel tank filler tube cap is threaded
onto the end of the fuel fill tube. Certain models are
equipped with a 1/4 turn cap.
OPERATION
The loss of any fuel or vapor out of fuel filler tube
is prevented by the use of a pressure-vacuum fuel fill
cap. Relief valves inside the cap will release fuel tank
pressure at predetermined pressures. Fuel tank vac-
uum will also be released at predetermined values.
This cap must be replaced by a similar unit if
replacement is necessary. This is in order for the sys-
tem to remain effective.
CAUTION: Remove fill cap before servicing any fuel
system component to relieve tank pressure. If
equipped with a Leak Detection Pump (LDP), or
NVLD system, the cap must be tightened securely.
If cap is left loose, a Diagnostic Trouble Code (DTC)
may be set.
REMOVAL
REMOVAL/INSTALLATION
If replacement of the 1/4 turn fuel tank filler tube
cap is necessary, it must be replaced with an identi-
cal cap to be sure of correct system operation.
CAUTION: Remove the fuel tank filler tube cap to
relieve fuel tank pressure. The cap must be
removed prior to disconnecting any fuel system
component or before draining the fuel tank.
LEAK DETECTION PUMP
DESCRIPTION
Vehicles equipped with JTEC engine control mod-
ules use a leak detection pump. Vehicles equipped
with NGC engine control modules use an NVLD
pump. Refer to Natural Vacuum - Leak Detection
(NVLD) for additional information.
The evaporative emission system is designed to
prevent the escape of fuel vapors from the fuel sys-
tem (Fig. 4). Leaks in the system, even small ones,
can allow fuel vapors to escape into the atmosphere.
Government regulations require onboard testing to
make sure that the evaporative (EVAP) system is
functioning properly. The leak detection system tests
for EVAP system leaks and blockage. It also performs
self-diagnostics. During self-diagnostics, the Power-
train Control Module (PCM) first checks the Leak
Detection Pump (LDP) for electrical and mechanical
faults. If the first checks pass, the PCM then uses
the LDP to seal the vent valve and pump air into the
system to pressurize it. If a leak is present, the PCM
will continue pumping the LDP to replace the air
that leaks out. The PCM determines the size of the
leak based on how fast/long it must pump the LDP
as it tries to maintain pressure in the system.
EVAP LEAK DETECTION SYSTEM COMPONENTS
Service Port: Used with special tools like the Miller
Evaporative Emissions Leak Detector (EELD) to test
for leaks in the system.
EVAP Purge Solenoid: The PCM uses the EVAP
purge solenoid to control purging of excess fuel
vapors stored in the EVAP canister. It remains closed
during leak testing to prevent loss of pressure.
EVAP Canister: The EVAP canister stores fuel
vapors from the fuel tank for purging.
EVAP Purge Orifice: Limits purge volume.
EVAP System Air Filter: Provides air to the LDP
for pressurizing the system. It filters out dirt while
allowing a vent to atmosphere for the EVAP system.
Fig. 3 EVAP / DUTY CYCLE PURGE SOLENOID
1 - MOUNTING BRACKET
2 - VACUUM HARNESS
3 - DUTY CYCLE SOLENOID
4 - TEST PORT CAP AND TEST PORT
DREVAPORATIVE EMISSIONS 25 - 13
EVAP/PURGE SOLENOID (Continued)