overheating DODGE RAM 1500 1998 2.G Workshop Manual

FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
OPERATION - AUTOMATIC TRANSMISSION
FLUID
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays con-
stant through the temperature range of operation,
transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
FLUID CAPACITIES
SPECIFICATIONS
FLUID CAPACITIES
DESCRIPTION SPECIFICATION
FUEL TANK
Short Box (Lt. Duty) 98 L (26 gal.)*
Long Box (Lt. Duty) 132 L (35 gal.)*
ENGINE OIL WITH FILTER
3.7L 4.7 L (5.0 qts.)
4.7L 5.6 L (6.0 qts.)
5.7L 6.6 L (7.0 qts.)
5.9L DIESEL 11.4 L (12.0 qts.)
DESCRIPTION SPECIFICATION
COOLING SYSTEM
3.7L 15.4 L (16.2 qts.)**
4.7L 15.4 L (16.2 qts.)**
5.7L 15.4L (16.2 qts.)**
5.9L Diesel Engine 28L (29.5 qts.)**
POWER STEERING
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cooler
options. Depending on type and size of internal
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
Refer to 19, Steering for proper fill and bleed
procedures.
AUTOMATIC TRANSMISSION
Service Fill - 48RE 3.8 L (4.0 qts.)
O-haul - 48RE 14-16L (29-33 pts.)L
Service Fill - 45RFE/
545RFE4X2 - 5.2 L (11.0 pts.)
4X4 - 6.2 L (13.0 pts.)
O-haul - 45RFE/545RFE 14-16 L (29-33 pts.)L
LDry fill capacity Depending on type and size of
internal cooler, length and inside diameter of cooler
lines, or use of an auxiliary cooler, these figures may
vary. (Refer to 21 - TRANSMISSION/AUTOMATIC/
FLUID - STANDARD PROCEDURE)
MANUAL TRANSMISSION
NV3500 4X2 2.27 L (4.8 pts.)
NV3500 4X4 1.99 L (4.2 pts.)
NV4500 3.79 L (8.0 pts.)
NV5600 4.50 L (9.5 pts.)
TRANSFER CASE
NV241 GENII 1.6 L (3.4 pts.)
NV243 1.6 L (3.4 pts.)
NV244 GENII 1.6 L (3.4 pts.)
NV271 1.89 L (4.0 pts.)
NV273 1.89 L (4.0 pts.)
FRONT AXLE   .03 L (1 oz)
C205F 1.66 L (3.5 pts.)
9 1/4 AA 2.25 L (4.75 pts.)
DRLUBRICATION & MAINTENANCE 0 - 5
FLUID TYPES (Continued)

Condition Possible Causes Correction
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
DRFRONT AXLE - C205F 3 - 29
FRONT AXLE - C205F (Continued)

Condition Possible Causes Correction
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
3 - 56 FRONT AXLE - 9 1/4 AADR
FRONT AXLE - 9 1/4 AA (Continued)

Condition Possible Causes Correction
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
3 - 82 REAR AXLE-91/4DR
REAR AXLE - 9 1/4 (Continued)

Condition Possible Causes Correction
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage. Set
differential bearing pre-load properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage. Set
ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid
type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
3 - 114 REAR AXLE - 10 1/2 AADR
REAR AXLE - 10 1/2 AA (Continued)

Condition Possible Causes Correction
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage. Set
differential bearing pre-load properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage. Set
ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid
type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
3 - 142 REAR AXLE - 11 1/2 AADR
REAR AXLE - 11 1/2 AA (Continued)

normal and should not be mistaken for contam-
ination.
(a) If fluid level is abnormally low, look for evi-
dence of leaks at calipers, wheel cylinders, brake
lines, and master cylinder.
(b) If fluid appears contaminated, drain out a
sample to examine. System will have to be flushed
if fluid is separated into layers, or contains a sub-
stance other than brake fluid. The system seals
and cups will also have to be replaced after flush-
ing. Use clean brake fluid to flush the system.
(4) Check parking brake operation. Verify free
movement and full release of cables and pedal. Also
note if vehicle was being operated with parking
brake partially applied.
(5) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for
being loose or for bind condition. Do not road test
until condition is corrected.
(6) Check booster vacuum check valve and hose.
(7) If components checked appear OK, road test
the vehicle.
ROAD TESTING
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
(2) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under constant foot pressure.
(3) During road test, make normal and firm brake
stops in 25-40 mph range. Note faulty brake opera-
tion such as low pedal, hard pedal, fade, pedal pulsa-
tion, pull, grab, drag, noise, etc.
(4) Attempt to stop the vehicle with the parking
brake only and note grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak or
fluid contamination. The leak point could be at a
brake line, fitting, hose, or caliper/wheel cylinder. If
leakage is severe, fluid will be evident at or around
the leaking component.
Internal leakage (seal by-pass) in the master cylin-
der caused by worn or damaged piston cups, may
also be the problem cause.
An internal leak in the ABS or RWAL system may
also be the problem with no physical evidence.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up worn linings,
rotors, drums, or rear brakes out of adjustment are
the most likely causes. The proper course of action isto inspect and replace all worn component and make
the proper adjustments.
SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. However, thin brake drums or substandard
brake lines and hoses can also cause a spongy pedal.
The proper course of action is to bleed the system,
and replace thin drums and substandard quality
brake hoses if suspected.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve or a
vacuum hose could also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake
rotors with excessive lateral runout or thickness vari-
ation, or out of round brake drums. Other causes are
loose wheel bearings or calipers and worn, damaged
tires.
NOTE: Some pedal pulsation may be felt during
ABS activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only.
Drag is a product of incomplete brake shoe release.
Drag can be minor or severe enough to overheat the
linings, rotors and drums.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In
severe cases, the lining may generate smoke as it
chars from overheating.
Common causes of brake drag are:
²Seized or improperly adjusted parking brake
cables.
²Loose/worn wheel bearing.
²Seized caliper or wheel cylinder piston.
²Caliper binding on corroded bushings or rusted
slide surfaces.
²Loose caliper mounting.
DRBRAKES - BASE 5 - 3
BRAKES - BASE (Continued)

²Drum brake shoes binding on worn/damaged
support plates.
²Mis-assembled components.
²Long booster output rod.
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake pads
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered
with grease and grit during repair. Contaminated lin-
ing should be replaced to avoid further brake prob-
lems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake pads in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors can become so scored that replacement is nec-
essary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
5 - 4 BRAKES - BASEDR
BRAKES - BASE (Continued)

Engagement problems can cause slip, chatter/shud-
der and noisy operation. The causes may be clutch
disc contamination, wear, distortion or flywheel dam-
age.
CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage
of any clutch component will cause grab, chatter and
improper clutch release.
CLUTCH COVER AND DISC RUNOUT
Check the clutch disc before installation. Axial
(face) runout of anewdisc should not exceed 0.50
mm (0.020 in.). Measure runout about 6 mm (1/4 in.)
from the outer edge of the disc facing. Obtain
another disc if runout is excessive.
Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab
and incomplete release or engagement. Be careful
when handling the cover and disc. Impact can distort
the cover, diaphragm spring, release fingers and the
hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalign-
ment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion (and
consequent misalignment) is improper bolt tighten-
ing.
FLYWHEEL RUNOUT
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.
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 turning equipment. Remove only
enough material to reduce scoring (approximately
0.001 - 0.003 in.). Heavy stock removal isnot rec-
ommended.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 fly-
wheel 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.
DIAGNOSIS CHART
The diagnosis charts Diagnosis Chart describe
common clutch problems, causes and correction.
DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
Disc facing worn out 1. Normal wear. 1. Replace cover and disc.
2. Driver frequently rides (slips) the
clutch. Results in rapid overheating
and wear.2. Replace cover and disc.
3. Insufficient clutch cover
diaphragm spring tension.3. Replace cover and disc.
6 - 2 CLUTCHDR
CLUTCH (Continued)

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)