Transmission install DODGE RAM 1500 1998 2.G User Guide

CONDITION POSSIBLE CAUSES CORRECTION
Clutch disc facing contaminated with
oil, grease, or clutch fluid.1. Leak at rear main engine seal or
transmission input shaft seal.1. Replace appropriate seal.
2. Excessive amount of grease
applied to the input shaft splines.2. Remove grease and apply the
correct amount of grease.
3. Road splash, water entering
housing.3. Replace clutch disc. Clean clutch
cover and reuse if in good condition.
4. Slave cylinder leaking. 4. Replace hydraulic clutch linkage.
Clutch is running partially
disengaged.1. Release bearing sticking or
binding and does not return to the
normal running position.1. Verify failure. Replace the release
bearing and transmission front
bearing retainer as necessary.
Flywheel below minimum thickness
specification.1. Improper flywheel machining.
Flywheel has excessive taper or
excessive material removal.1. Replace flywheel.
Clutch disc, cover and/or diaphragm
spring warped or distorted.1. Rough handling. Impact bent
cover, spring, or disc.1. Replace disc or cover as
necessary.
2. Improper bolt tightening
procedure.2. Tighten clutch cover using proper
procedure.
Facing on flywheel side of disc torn,
gouged, or worn.1. Flywheel surface scored or
nicked.1. Correct surface condition if
possible. Replace flywheel and disc
as necessary.
2. Clutch disc sticking or binding on
transmission input shaft.2. Inspect components and
correct/replace as necessary.
Clutch disc facing burnt. Flywheel
and cover pressure plate surfaces
heavily glazed.1. Frequent operation under high
loads or hard acceleration
conditions.1. Correct condition of flywheel and
pressure plate surface. Replace
clutch cover and disc. Alert driver to
problem cause.
2. Driver frequently rides (slips)
clutch. Results in rapid wear and
overheating of disc and cover.2. Correct condition of flywheel and
pressure plate surface. Replace
clutch cover and disc. Alert driver to
problem cause.
Clutch disc binds on input shaft
splines.1. Clutch disc hub splines damaged
during installation.1. Clean, smooth, and lubricate hub
splines if possible. Replace disc if
necessary.
2. Input shaft splines rough,
damaged, or corroded.2. Clean, smooth, and lubricate
shaft splines if possible. Replace
input shaft if necessary.
Clutch disc rusted to flywheel and/or
pressure plate.1. Clutch not used for an extended
period of time (e.g. long term
vehicle storage).1. Sand rusted surfaces with 180
grit sanding paper. Replace clutch
cover and flywheel if necessary.
DRCLUTCH 6 - 3
CLUTCH (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
Partial engagement of clutch disc.
One side of disc is worn and the
other side is glazed and lightly
worn.1. Clutch pressure plate position
incorrect.1. Replace clutch disc and cover.
2. Clutch cover, spring, or release
fingers bent or distorted.2. Replace clutch disc and cover.
3. Clutch disc damaged or
distorted.2. Replace clutch disc.
4. Clutch misalignment. 4. Check alignment and runout of
flywheel, disc, pressure plate, andùr
clutch housing. Correct as
necessary.
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Slave Cylinder Nuts 23 17 -
Clutch Master Cylinder
Nuts28 21 -
Pressure Plate Bolts - V6
&V850 37 -
Pressure Plate Bolts - V10 30 22.5 -
Pressure Plate Bolts -
Diesel30 22.5 -
Release Bearing Pivot 23 17 -
Flywheel Bolts 95 70 -
CLUTCH DISC
REMOVAL
(1) Support engine with wood block and adjustable
jack stand, to prevent strain on engine mounts.
(2) Remove transmission and transfer case, if
equipped.
(3) If pressure plate will be reused, mark the posi-
tion on flywheel with paint or scriber (Fig. 1). Also
note location marks on the pressure next to the bolt
holes. The mark will be a L or a circle with an X in
it.
(4) Insert clutch alignment tool through clutch disc
and into pilot bushing, to hold disc in place while
removing bolts.
(5) Loosen pressure plate bolts evenly, a few
threads at a time and in a diagonal pattern to pre-
vent warping the plate.
(6) Remove bolts completely and remove pressure
plate, disc and alignment tool.
INSTALLATION
(1) Check runout and free operation of new clutch
disc.
(2) Lubricate crankshaft pilot bearing with a NLGI
- 2 rated grease.
(3) Install clutch alignment tool in clutch disc hub
with the raised side of hub is facing away from the
flywheel.
NOTE: Flywheel side is imprinted on the disc face.
(4) Install alignment tool in pilot bearing and posi-
tion disc on the flywheel.
(5) Position pressure plate over disc and onto the
flywheel (Fig. 2).
(6) Align and hold pressure plate in position and
install bolts finger tight.
(7) Tighten bolts evenly and a few threads at a
time in a diagonal pattern.
CAUTION: Bolts must be tightened evenly and to
specified torque to avoid warping pressure plate
cover.
DRCLUTCH 6 - 5
CLUTCH (Continued)

(11) Wipe pilot bearing surface clean.
(12) Install release lever and bearing in clutch
housing. Verify spring clips that retain fork on pivot
ball and release bearing on fork are installed prop-
erly (Fig. 5).
NOTE: If release lever is installed correctly, the
lever part number will be toward the bottom of the
transmission and right side up. There is also a
stamped ªIº in the lever which goes to the pivot ball
side of the transmission.
(13) Install transmission and transfer case if
equipped.
(14) Check fluid level in clutch master cylinder.
CLUTCH HOUSING
DIAGNOSIS AND TESTING
The clutch housing maintains alignment between
the crankshaft and transmission input shaft. Mis-
alignment can cause clutch noise, hard shifting,
incomplete release and chatter. Also premature pilot
bearing, cover release fingers and clutch disc wear.
In severe cases, it can cause premature wear of the
transmission input shaft and front bearing.
NOTE: Only the NV4500 clutch housing can be
checked using the following bore and face runout
procedures. The NV5600 clutch housing is a inte-
gral part of the transmission and can only be
checked off the vehicle.
CLUTCH HOUSING BORE RUNOUT
CAUTION: On diesel engines if housing bore runout
exceeds 0.015 inch, the clutch housing/transmis-
sion adapter plate must be replaced. On gas
engines if housing bore runout exceeds 0.053 in.
the clutch housing must be replaced.
NOTE: Offset dowels are available for gas engines
to correct housing bore runout. They are not avail-
able for diesel engines.
(1) Remove the clutch housing.
(2) Remove the clutch cover and disc.
(3) Replace one of the flywheel bolts with an
appropriate size threaded rod that is 10 in. (25.4 cm)
long (Fig. 6). The rod will be used to mount the dial
indicator.
(4) Remove release fork from the clutch housing.
(5) Install clutch housing. Tighten the housing
bolts nearest the alignment dowels first.
(6) Mount dial indicator on the threaded rod and
position indicator plunger on the clutch housing bore
(Fig. 7).
(7) Rotate crankshaft until indicator plunger is at
the topof the housing bore. Zero the indicator at this
point.
(8) Rotate crankshaft and record indicator read-
ings at eight points (45É apart) around the bore (Fig.
8). Take measurement at least twice for accuracy.
(9) Subtract each reading from the one 180É oppo-
site to determine runout and direction. Bore runout
example (Fig. 8):
²0.000 ± (±0.007) = 0.007 in.
²+0.002 ± (±0.010) = 0.012 in.
²+0.004 ± (±0.005) = 0.009 in.
²±0.001 ± (+0.001) = ±0.002 in.
Fig. 5 FORK, BEARING AND SPRING CLIPS
1 - FORK
2 - SPRING CLIP
3 - BEARING
4 - SPRING CLIP
Fig. 6 DIAL INDICATOR MOUNTING STUD
1 - 7/16 - 20 THREAD
2 - NUT
3 - STUD OR THREADED ROD
4 - 10 INCHES LONG
DRCLUTCH 6 - 7
CLUTCH DISC (Continued)

To correct this example (Fig. 11) the shims needed
between the clutch housing and transmission are:
²0.009 in. at the 0.000 corner
²0.012 in. at the ±0.003 corner
²0.013 in. at the ±0.004 corner
After installing the clutch assembly and housing,
tighten the housing bolts nearest the alignment dow-
els first.
NOTE: Shims can be made from shim stock or sim-
ilar materials of the required thickness (Fig. 12).
REMOVAL
(1) Remove transmission and transfer case (Fig.
13).
(2) Remove starter from clutch housing.
(3) Remove structural dust cover bolts from clutch
housing.
CAUTION: Do not remove structural dust cover
from enigne block. If cover is removed clutch hous-
ing and cover must be aligned with the engine.(4) Remove clutch housing bolts and remove hous-
ing from the engine.
INSTALLATION
(1) Clean housing mounting surface of engine
block with wax and grease remover.
(2) Verify that clutch housing alignment dowels
are in good condition and properly seated.
(3) Transfer slave cylinder, release fork and boot,
fork pivot stud and wire/hose brackets to new hous-
ing.
(4) Install structural dust cover if removed (Refer
to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL
COVER - INSTALLATION).
(5) Align and install clutch housing on engine (Fig.
14). Tighten housing bolts across the top of the hous-
ing first and to the following torque values:
²ªAº bolts 1/4in. diameter - 4.5 N´m (40 in.lb.)
²ªAº bolts 3/8in. diameter - 40 N´m (30 ft.lb.)
²ªAº bolts 7/16in. diameter - 68 N´m (50 ft.lb.)
²ªBº bolts for 5.7L 5.9L TD/8.0L engines - 47.5
N´m (40 ft.lb.)
²ªCº bolts for 5.7L engine - 68 N´m (50 ft.lb.)
²ªCº bolts for 5.9L TD engine - 47.5 N´m (35
ft.lb.)
²ªCº bolts for 8.0L engine - 74.5 N´m (55 ft.lb.)
(6) Install starter to clutch housing.
(7) Install transmission and transfer case, if
equipped.
CLUTCH RELEASE BEARING
REMOVAL
(1) Remove transmission and transfer case, if
equipped.
(2) Remove spring clip.
Fig. 11 MEASUREMENT POINTS AND READINGS
1 - CLUTCH HOUSING FACE CIRCLE (AT RIM OF BORE)
Fig. 12 ALIGNMENT SHIMS
1 - CUT/DRILL BOLT HOLE TO SIZE
2 - SHIM STOCK
3 - MAKE SHIM 1-INCH DIAMETER
Fig. 13 TRANSMISSION/CLUTCH HOUSING-NV4500
1 - CLUTCH HOUSING
2 - TRANSMISSION
DRCLUTCH 6 - 9
CLUTCH HOUSING (Continued)

(3) Disconnect release bearing from release fork
and remove bearing (Fig. 15).
INSTALLATION
(1) Inspect bearing slide surface on transmission
front bearing retainer. Replace retainer if slide sur-
face is scored, worn, or cracked.
(2) Inspect release lever and pivot stud. Be sure
stud is secure and in good condition. Be sure fork is
not distorted or worn. Replace fork spring clips if
bent or damaged.
(3) Lubricate input shaft splines, bearing retainer
slide surface, lever pivot ball stud, and release lever
pivot surface with Moparthigh temperature bearing
grease.
(4) Install release fork and release bearing (Fig.
16). Be sure fork and bearing are properly secured by
spring clips. Also be sure that the release fork is
installed properly. The rear side of the release lever
has one end with a raised area. This raised area goes
toward the slave cylinder side of the transmission.
(5) Install clutch housing, if removed.
(6) Install transmission and transfer case.(7) Check clutch master cylinder fluid level.
FLYWHEEL
DIAGNOSIS AND TESTING
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of
the flywheel face with a dial indicator. Mount the
indicator on a stud installed in place of one of the fly-
wheel bolts.
Fig. 14 CLUTCH HOUSING - NV4500
1 - ENGINE BLOCK
2 - CLUTCH DISC/PRESSURE PLATE
3 - CLUTCH HOUSING
4 - DUST COVER
Fig. 15 CLUTCH RELEASE COMPONENTS
1 - CONED WASHER
2 - CLUTCH HOUSING
3 - RELEASE FORK
4 - RELEASE BEARING AND SLEEVE
5 - PIVOT 23 N´m (200 IN. LBS.)
6 - SPRING CLIP
Fig. 16 Clutch Release Fork And
1 - PIVOT BALL
2 - FORK
3 - SLAVE CYLINDER OPENING
4 - BEARING
6 - 10 CLUTCHDR
CLUTCH RELEASE BEARING (Continued)

Common causes of runout are:
²heat warpage
²improper machining
²incorrect bolt tightening
²improper seating on crankshaft flange shoulder
²foreign material on crankshaft flange
Flywheel machining is not recommended. The fly-
wheel clutch surface is machined to a unique contour
and machining will negate this feature. Minor fly-
wheel scoring can be cleaned up by hand with 180
grit emery or with surface grinding equipment.
Remove only enough material to reduce scoring
(approximately 0.001 - 0.003 in.). Heavy stock
removal isnot recommended.Replace the flywheel
if scoring is severe and deeper than 0.076 mm (0.003
in.). Excessive stock removal can result in flywheel
cracking or warpage after installation; it can also
weaken the flywheel and interfere with proper clutch
release.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may
cock the flywheel causing excessive runout. Use new
bolts when remounting a flywheel and secure the
bolts with Mopar Lock And Seal or equivalent.
Tighten flywheel bolts to specified torque only. Over-
tightening can distort the flywheel hub causing
runout.
REMOVAL
(1) Remove transmission.
(2) Remove pressure plate and clutch.
(3) Remove flywheel bolts and remove flywheel.
DISASSEMBLY
NOTE: If the teeth are worn or damaged, the fly-
wheel should be replaced as an assembly. This is
the recommended repair. In cases where a new fly-
wheel is not readily available, (V10/Diesel Engine
only) a replacement ring gear can be installed. The
following procedure must be observed to avoid
damaging the flywheel and replacement gear.
WARNING: WEAR PROTECTIVE GOGGLES OR
SAFETY GLASSES WHILE CUTTING RING GEAR.
(1) Mark position of the old gear for alignment ref-
erence on the flywheel. Use a scriber for this pur-
pose.
(2) Remove the old gear by cutting most of the way
through it (at one point) with an abrasive cut-off
wheel. Then complete removal with a cold chisel or
punch.
ASSEMBLY
NOTE: The ring gear is a shrink fit on the flywheel.
This means the gear must be expanded by heating
in order to install it. The method of heating and
expanding the gear is extremely important. Every
surface of the gear must be heated at the same
time to produce uniform expansion. An oven or
similar enclosed heating device must be used. Tem-
perature required for uniform expansion is approxi-
mately 375É F.
CAUTION: Do not use an oxy/acetylene torch to
remove the old gear, or to heat and expand a new
gear. The high temperature of the torch flame can
cause localized heating that will damage the fly-
wheel. In addition, using the torch to heat a replace-
ment gear will cause uneven heating and
expansion. The torch flame can also anneal the
gear teeth resulting in rapid wear and damage after
installation.
WARNING: WEAR PROTECTIVE GOGGLES OR
SAFETY GLASSES AND HEAT RESISTENT GLOVES
WHEN HANDLING A HEATED RING GEAR.
(1) The heated gear must be installed evenly to
avoid misalignment or distortion.
(2)
Position and install the heated ring gear on the
flywheel with a shop press and a suitable press plates.
(3) Place flywheel on work bench and let it cool in
normal shop air. Allow the ring gear to cool down
completely before installation it on the engine.
CAUTION: Do not use water or compressed air to
cool the flywheel. The rapid cooling produced by
water or compressed air will distort or crack the
new gear.
INSTALLATION
(1) Install flywheel on the crank shaft.
(2) Install flywheel bolts and tighten to 95 N´m
(70 ft. lbs.).
(3) Install clutch.
(4) Install transmission.
PILOT BEARING
REMOVAL
(1) Remove transmission.
(2) Remove clutch disc.
(3) Use a suitable blind hole puller to remove pilot
bearing.
DRCLUTCH 6 - 11
FLYWHEEL (Continued)

INSTALLATION
(1) Clean bearing bore with solvent and wipe dry
with shop towel.
(2) Install new bearing with clutch alignment tool
(Fig. 17). Drive bearing into place with the letter side
of the bearing facing the transmission. Bearing
should be flush with edge of bearing bore.
CAUTION: Do not allow bearing to become cocked
and do not recess bearing.
(3) Install clutch disc, pressure plate and trans-
mission.
LINKAGE
REMOVAL
CAUTION: The hydraulic linkage has a quick dis-
connect at the slave cylinder. This fitting should
never be disconnected or tampered with. Once the
hydraulic line is connected to the slave cylinder, it
should never be disconnected.
(1) Raise and support vehicle.
(2) Remove nuts attaching slave cylinder to studs
on clutch housing (Fig. 18).
(3) Remove slave cylinder from clutch housing.
(4) Remove plastic clip securing the hydraulic line
to the dash panel from the lower dash panel flange.(5) Remove plastic clip securing hydraulic line to
the dash panel from the upper dash panel stud.
(6) Lower vehicle.
(7) Disconnect clutch pedal interlock switch wires
(Fig. 19).
(8) Remove clutch master cylinder rod pin.
(9) Verify that cap on clutch master cylinder reser-
voir is tight. This will avoid spillage during removal.
(10) Remove clutch master cylinder nuts holding
the to the dash panel.
(11) Remove clutch cylinders, reservoir and con-
necting lines from vehicle.
INSTALLATION
(1) Position cylinders and connecting line in vehi-
cle engine compartment. Position clutch hydraulic
line against the dash panel and behind all engine
hoses and wiring.
Fig. 17 PILOT BEARING
1 - PILOT BEARING
2 - ALIGNMENT TOOL
3 - LETTER SIDE MUST FACE TRANSMISSION
Fig. 18 SLAVE CYLINDER
1 - MOUNTING NUTS
2 - SLAVE CYLINDER
Fig. 19 CLUTCH MASTER CYLINDER
1 - MASTER CYLINDER
2 - INTERLOCK CONNECTOR
3 - ROD PIN
6 - 12 CLUTCHDR
PILOT BEARING (Continued)

COOLING
TABLE OF CONTENTS
page page
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM FLOW
3.7L/4.7L/5.7L ENGINE..................1
DESCRIPTION - COOLING SYSTEM FLOW -
5.9L DIESEL..........................3
DESCRIPTION - HOSE CLAMPS...........3
OPERATION
OPERATION - COOLING SYSTEM.........5
OPERATION - HOSE CLAMPS............5
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTINGÐON-BOARD
DIAGNOSTICS (OBD)...................5
DIAGNOSIS AND TESTING - COOLING
SYSTEM - TESTING FOR LEAKS..........5
DIAGNOSIS AND TESTING - COOLING
SYSTEM DIESEL ENGINE................7
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS............................10
STANDARD PROCEDURE
STANDARD PROCEDURE - COOLANT
LEVEL CHECK........................17STANDARD PROCEDURE - COOLING
SYSTEM CLEANING/REVERSE FLUSHING . . 17
STANDARD PROCEDURE - DRAINING
COOLING SYSTEM - ALL GAS ENGINES . . . 17
STANDARD PROCEDURE - REFILLING
COOLING SYSTEM - ALL GAS ENGINES . . . 18
STANDARD PROCEDURE - DRAINING
COOLING SYSTEM 5.9L DIESEL ENGINE . . . 18
STANDARD PROCEDURE - REFILLING
COOLING SYSTEM 5.9L DIESEL ENGINE . . . 19
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT.................19
SPECIFICATIONS
TORQUE............................19
SPECIFICATIONS -....................20
SPECIAL TOOLS
COOLING...........................20
ACCESSORY DRIVE......................21
ENGINE...............................30
TRANSMISSION.........................67
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM FLOW
3.7L/4.7L/5.7L ENGINE
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.The cooling system provides a means of heating
the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant through the system. The
coolant recovery/reserve system utilizes an ambient
overflow bottle (Fig. 2).
An optional factory installed maximum duty cool-
ing package is available on most models. This pack-
age will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures (Fig. 1).
DRCOOLING 7 - 1

OPERATION
OPERATION - COOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
All engines utilize an ambient overflow bottle for
coolant recovery/reserve.
An optional factory installed maximum duty cool-
ing package is available on most models. This pack-
age will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures.
OPERATION - HOSE CLAMPS
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, only use constant tension clamp pliers
designed to compress the hose clamp.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTINGÐON-BOARD
DIAGNOSTICS (OBD)
COOLING SYSTEM RELATED DIAGNOSTICS
The Engine Control Module (ECM) has been pro-
grammed to monitor certain cooling system compo-
nents:
²If the engine has remained cool for too long a
period, such as with a stuck open thermostat, a Diag-
nostic Trouble Code (DTC) can be set.
²If an open or shorted condition has developed in
the electronically controlled viscous fan clutch circuit,
a Diagnostic Trouble Code (DTC) can be set.
²If fan speed is not detected a DTC will be set.
²Coolant temperature sensor circuit problems can
set a DTC.
If the problem is sensed in a monitored circuit
often enough to indicated an actual problem, a DTC
is stored. The DTC will be stored in the ECM mem-
ory for eventual display to the service technician.
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ACCESSING DIAGNOSTIC TROUBLE CODES
To read DTC's and to obtain cooling system data,
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ERASING TROUBLE CODES
After the problem has been repaired, use the
DRBIIItscan tool to erase a DTC. Refer to the
appropriate Powertrain Diagnostic Procedures ser-
vice information for operation of the DRBIIItscan
tool.
DIAGNOSIS AND TESTING - COOLING SYSTEM
- TESTING FOR LEAKS
ULTRAVIOLET LIGHT METHOD
A leak detection additive is available through the
parts department that can be added to cooling sys-
tem. The additive is highly visible under ultraviolet
light (black light). Pour one ounce of additive into
cooling system. Place heater control unit in HEAT
position. Start and operate the engine until the radi-
ator upper hose is warm to the touch. Aim the com-
mercially available black light tool at the components
to be checked. If leaks are present, the black light
will cause the additive to glow a bright green color.
The black light can be used in conjunction with a
pressure tester to determine if any external leaks
exist (Fig. 5).
Fig. 4 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
DRCOOLING 7 - 5
COOLING (Continued)

PRESSURE TESTER METHOD
The engine should be at normal operating temper-
ature. Recheck the system cold if the cause of coolant
loss is not located during the warm engine examina-
tion.
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING.
Carefully remove the radiator pressure cap from
the filler neck and check the coolant level. Push
down on the cap to disengage it from the stop tabs.
Wipe the inside of the filler neck and examine the
lower inside sealing seat for nicks, cracks, paint, dirt
and solder residue. Inspect the radiator-to- reserve/
overflow tank hose for internal obstructions. Insert a
wire through the hose to be sure it is not obstructed.
Inspect the cams on the outside of the filler neck.
If the cams are damaged, seating of the pressure cap
valve and tester seal will be affected.
Attach pressure tester (7700 or an equivalent) to
radiator filler neck.
Operate the tester pump to apply 103.4 kPa (15
psi) pressure to the system. If the hoses enlarge
excessively or bulges while testing, replace as neces-
sary. Observe the gauge pointer and determine the
condition of the cooling system according to following
criteria:
Holds Steady:If the pointer remains steady for
two minutes, serious coolant leaks are not present in
system. However, there could be an internal leakthat does not appear with normal system test pres-
sure. If it is certain that coolant is being lost and
leaks cannot be detected, inspect for interior leakage
or perform Internal Leakage Test. Refer to INTER-
NAL LEAKAGE INSPECTION.
Drops Slowly:Indicates a small leak or seepage
is occurring. Examine all of the connections for seep-
age or slight leakage with a flashlight. Inspect the
radiator, hoses, gasket edges and heater. Seal the
small leak holes with a Sealer Lubricant (or equiva-
lent). Repair the leak holes and inspect the system
again with pressure applied.
Drops Quickly:Indicates that serious leakage is
occurring. Examine the system for external leakage.
If leaks are not visible, inspect for internal leakage.
Large radiator leak holes should be repaired by a
reputable radiator repair shop.
INTERNAL LEAKAGE INSPECTION
Remove the engine oil pan drain plug and drain a
small amount of engine oil. If coolant is present in
the pan, it will drain first because it is heavier than
oil. An alternative method is to operate engine for a
short period to churn the oil. After this is done,
remove the engine dipstick and inspect for water
globules. Also inspect the transmission dipstick for
water globules and transmission fluid cooler for leak-
age.
WARNING: WITH RADIATOR PRESSURE TESTER
TOOL INSTALLED ON RADIATOR, DO NOT ALLOW
PRESSURE TO EXCEED 145 kPa (21 PSI). PRES-
SURE WILL BUILD UP QUICKLY IF A COMBUSTION
LEAK IS PRESENT. TO RELEASE PRESSURE,
ROCK TESTER FROM SIDE TO SIDE. WHEN
REMOVING TESTER, DO NOT TURN TESTER MORE
THAN 1/2 TURN IF SYSTEM IS UNDER PRESSURE.
Operate the engine without the pressure cap on
the radiator until the thermostat opens. Attach a
Pressure Tester to the filler neck. If pressure builds
up quickly it indicates a combustion leak exists. This
is usually the result of a cylinder head gasket leak or
crack in engine. Repair as necessary.
If there is not an immediate pressure increase,
pump the Pressure Tester. Do this until indicated
pressure is within system range of 110 kPa (16 psi).
Fluctuation of the gauge pointer indicates compres-
sion or combustion leakage into cooling system.
Because the vehicle is equipped with a catalytic
converter,do notshort out cylinders to isolate com-
pression leak.
If the needle on dial of the pressure tester does not
fluctuate, race engine a few times to check for an
abnormal amount of coolant or steam. This would be
emitting from exhaust pipe. Coolant or steam from
Fig. 5 Leak Detection Using Black Light - Typical
1 - TYPICAL BLACK LIGHT TOOL
7 - 6 COOLINGDR
COOLING (Continued)