DODGE RAM 1999 Service Repair Manual

These 3 orifices are opened and closed by electric solenoids. The
solenoids are, in turn, controlled by the Electronic Control Module
(ECM). When a solenoid is energized, the armature with attached shaft
and swivel pintle is lifted, opening the orifice. See Fig. 11.
The ECM uses inputs from the Coolant Temperature Sensor
(CTS), Throttle Position Sensor (TPS) and Mass Airflow (MAF) senso\
rs
to control the EGR orifices to make 7 different combinations for
precise EGR flow control. At idle, the EGR valve allows a very small
amount of exhaust gas to enter the intake manifold. This EGR valve
normally operates above idle speed during warm engine operation.
Verify EGR valve is present and not modified or purposely
damaged. Ensure thermal vacuum switches, pressure transducers, speed
switches, etc., (if applicable) are not by-passed or modified. Ensure
vacuum hose(s) to EGR valve is not plugged. Ensure electrical
connector to EGR valve is not disconnected.
Fig. 11: Typical Digital EGR Valve
Courtesy of General Motors Corp.
Integrated Electronic EGR Valve
This type functions similar to a ported EGR valve with a

remote vacuum regulator. The internal solenoid is normally open, which
causes the vacuum signal to be vented off to the atmosphere when EGR
is not controlled by the Electronic Control Module (ECM). The solenoid\
valve opens and closes the vacuum signal, controlling the amount of
vacuum applied to the diaphragm. See Fig. 12.
The electronic EGR valve contains a voltage regulator, which
converts ECM signal and regulates current to the solenoid. The ECM
controls EGR flow with a pulse width modulated signal based on
airflow, TPS and RPM. This system also contains a pintle position
sensor, which works similarly to a TPS sensor. As EGR flow is
increased, the sensor output increases.
Verify EGR valve is present and not modified or purposely
damaged. Ensure thermal vacuum switches, pressure transducers, speed
switches, etc., (if applicable) are not by-passed or modified. Ensure
electrical connector to EGR valve is not disconnected.
Fig. 12: Cutaway View Of Typical Integrated Electronic EGR Valve
Courtesy of General Motors Corp.
SPARK CONTROLS (SPK)

Spark control systems are designed to ensure the air/fuel
mixture is ignited at the best possible moment to provide optimum
efficiency and power and cleaner emissions.
Ensure vacuum hoses to the distributor, carburetor, spark
delay valves, thermal vacuum switches, etc., are in place and routed
properly. On Computerized Engine Controls (CEC), check for presence of\
required sensors (O2, MAP, CTS, TPS, etc.). Ensure they have not been
tampered with or modified.
Check for visible modification or replacement of the feedback
carburetor, fuel injection unit or injector(s) with a non-feedback
carburetor or fuel injection system. Check for modified emission-
related components unacceptable for use on pollution-controlled
vehicles.
AIR INJECTION SYSTEM (AIS)
Air Pump Injection System (AP)
The air pump is a belt-driven vane type pump, mounted to
engine in combination with other accessories. The air pump itself
consists of the pump housing, an inner air cavity, a rotor and a vane
assembly. As the vanes turn in the housing, filtered air is drawn in
through the intake port and pushed out through the exhaust port. See
Fig. 13 .
Check for missing or disconnected belt, check valve(s),
diverter valve(s), air distribution manifolds, etc. Check air
injection system for proper hose routing.
Fig. 13: Typical Air Pump Injection System
Courtesy of General Motors Corp.
Pulsed Secondary Air Injection (PAIR) System
PAIR eliminates the need for an air pump and most of the
associated hardware. Most systems consists of air delivery pipe(s),
pulse valve(s) and check valve(s). The check valve prevents exhaust
gases from entering the air injection system. See Fig. 14.
Ensure required check valve(s), diverter valve(s), air
distribution manifolds, etc., are present. Check air injection system
for proper hose routing.

Fig. 14: Typical Pulsed Secondary Air Injection System
Courtesy of General Motors Corp.
OXYGEN SENSOR (O2)
The O2 sensor is mounted in the exhaust system where it
monitors oxygen content of exhaust gases. Some vehicles may use 2 O2
sensors. The O2 sensor produces a voltage signal which is proportional
to exhaust gas oxygen concentration (0-3%) compared to outside oxygen
(20-21%). This voltage signal is low (about .1 volt) when a lean
mixture is present and high (1.0 volt) when a rich mixture is present.\
As ECM compensates for a lean or rich condition, this voltage
signal constantly fluctuates between high and low, crossing a
reference voltage supplied by the ECM on the O2 signal line. This is
referred to as cross counts. A problem in the O2 sensor circuit should
set a related trouble code.
COMPUTERIZED ENGINE CONTROLS (CEC)
The CEC system monitors and controls a variety of
engine/vehicle functions. The CEC system is primarily an emission
control system designed to maintain a 14.7:1 air/fuel ratio under most
operating conditions. When the ideal air/fuel ratio is maintained, the
catalytic converter can control oxides of nitrogen (NOx), hydrocarbon
(HC) and carbon monoxide (CO) emissions.
The CEC system consists of the following sub-systems:
Electronic Control Module (ECM), input devices (sensors and switches)\
and output signals.

EARLY FUEL EVAPORATION (EFE)
The EFE valve is actuated by either a vacuum actuator or a
bimetal spring (heat-riser type). The EFE valve is closed when engine
is cold. The closed valve restricts exhaust gas flow from the exhaust
manifold. This forces part of the exhaust gas to flow up through a
passage below the carburetor. As the exhaust gas quickly warms the
intake mixture, distribution is improved. This results in better cold
engine driveability, shorter choke periods and lower emissions.
Ensure EFE valve in exhaust manifold is not frozen or rusted
in a fixed position. On vacuum-actuated EFE system, check EFE thermal
vacuum valve and check valve(s). Also check for proper vacuum hose
routing. See Fig. 15.
Fig. 15: Typical Vacuum-Actuated EFE System
Courtesy of General Motors Corp.
EMISSION MAINTENANCE REMINDER LIGHT (EMR) (IF EQUIPPED)

If equipped, the EMR light (some models may use a reminder
flag) reminds vehicle operator that an emission system maintenance is
required. This indicator is activated after a predetermined
time/mileage.
When performing a smog check inspection, ensure EMR indicator
is not activated. On models using an EMR light, light should glow when
ignition switch is turned to ON position and should turn off when
engine is running.
If an EMR flag is present or an EMR light stays on with
engine running, fail vehicle and service or replace applicable
emission-related components. To reset an EMR indicator, refer to
appropriate MAINTENANCE REMINDER LIGHTS in the MAINTENANCE section.
MALFUNCTION INDICATOR LIGHT (MIL)
The Malfunction Indicator Light (MIL) is used to alert
vehicle operator that the computerized engine control system has
detected a malfunction (when it stays on all the time with engine
running). On some models, the MIL may also be used to display trouble
codes.
As a bulb and system check, malfunction indicator light will
glow when ignition switch is turned to ON position and engine is not
running. When engine is started, light should go out.

EN G IN E C O OLIN G S PEC IF IC ATIO NS

1999 D odge P ic ku p R 1500
1998-99 ENGINE COOLING
CHRY - Specifications - All Models
1998 Talon
1998-99 Avenger, Breeze, Caravan, Cirrus, Concorde, Dakota,
Durango, Intrepid, Neon, Ram Pickup, Ram Van/Wagon, Sebring
Convertible, Sebring Coupe, Stratus, Town & Country, Voyager
1999 LHS, 300M
BELT ADJUSTMENT
NOTE: For belt routing on models not covered in this article,
information was not available. See underhood label for proper
belt routing.
Belts should be adjusted to proper tension using belt tension
gauge. See appropriate BELT ADJUSTMENT SPECIFICATIONS table. Some
models may be equipped with an automatic belt tensioner. Ensure
serpentine belts are routed properly. See Figs. 5 through 14.
4-CYLINDER BELT ADJUSTMENT SPECIFICATIONS - CARS









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Application New Belt (1) Used Belt
Lbs. (kg) Lbs. (kg\
)
Avenger & Sebring Coupe
2.0L
Generator ................... 110-160 (50-73) .. 90-110 (41-50\
)
Power Steering
With A/C .................. 137-159 (62-72) .. 93-115 (42-52\
)
Without A/C ............... 110-160 (50-73) .. 90-110 (41-50\
)
Breeze, Cirrus & Stratus
2.0L & 2.4L
A/C & Generator .................. 150 (68) ............ 80 (36\
)
Power Steering .................. 130 (59) ............ 80 (36\
)
Neon
2.0L (DOHC & SOHC)
A/C & Pwr. Steering ............. 135 (61) ........... 100 (45\
)
Generator ....................... 135 (61) ........... 100 (45\
)
Sebring Convertible
2.4L .......................... 150 (68) ............ 80 (36\
)
Talon
2.0L Non-Turbo
Generator ................... 110-160 (50-73) .. 90-110 (41-50\
)
Power Steering
With A/C .................. 137-159 (62-72) .. 93-115 (42-52\
)
Without A/C ............... 110-160 (50-73) .. 90-110 (41-50\
)
2.0L Turbo
A/C ........................... 86-99 (39-45) ... 57-75 (26-34\
)
Generator ..................... 110-154 (50-70) ........ 88 (40\
)
Power Steering ............... 110-154 (50-70) .. 77-92 (35-42\
)
( 1) - Belt is considered used after 15 minutes of service.









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V6 BELT ADJUSTMENT SPECIFICATIONS - CARS








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Application New Belt (1) Used Belt
Lbs. (kg) Lbs. (kg\
)

Avenger & Sebring Coupe
2.5L
A/C ......................... 110-132 (50-60) ... 66-86 (30-39\
)
Generator & P/S ............. 143-187 (65-85) .. 99-121 (45-55\
)
Cirrus & Stratus 2.5L
A/C & Generator ................. 150 (68) ............. 80 (36\
)
Power Steering .................. 130 (59) ............. 80 (36\
)
Concorde, Intrepid, LHS & 300M
2.7L
All Belts ................... 180-200 (78-91) ........ 120 (54\
)
3.2L & 3.5L
A/C ......................... 140-160 (64-73) ........ 120 (54\
)
Generator & Power Steering ..... 180-200 (78-91) ........ 120 (54\
)
Sebring Convertible
2.5L .......................... 150 (68) ............ 80 (36\
)
(1) - Belt is considered used after 15 minutes of service.









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BELT ADJUSTMENT SPECIFICATIONS - TRUCKS








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Application New Belt (1) Used Belt
Lbs. (kg) Lbs. (kg\
)
Dakota & Durango
2.5L ........................ 180-200 (82-91) .. 140-160 (64-73\
)
3.9L, 5.2L & 5.9L ................. ( 2) .................... ( 2)
FWD Vans
Caravan & Voyager
2.4L
A/C & Generator .............. 190 (86) ............ 115 (52\
)
Power Steering ............... 140 (64) ............. 90 (41\
)
3.0L
A/C .......................... 150 (68) ............. 80 (36\
)
Generator & P/S ................ ( 2) .................... ( 2)
3.3L & 3.8L ...................... ( 2) .................... ( 2)
Town & Country
3.3L & 3.8L ...................... ( 2) .................... ( 2)
Ram Pickup & Ram Van/Wagon
All Engines ....................... ( 2) .................... ( 2)
( 1) - Belt is considered used after 15 minutes of service.
( 2) - Automatic belt tensioner is used. Belt tension adjustment is not
required.









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Fig. 1: Belt Routing (2.0L Avenger, Sebring Coupe & Talon Without
Turbo)
Courtesy of Chrysler Corp.

Fig. 2: Belt Routing (2.0L Neon)
Courtesy of Chrysler Corp.
Fig. 3: Belt Routing (2.0L Talon With Turbo)
Courtesy of Chrysler Corp.

Fig. 4: Belt Routing (2.0L, 2.4L & 2.5L V6 Breeze, Caravan,
Cirrus, Sebring Convertible, Stratus & Voyager)
Courtesy of Chrysler Corp.
Fig. 5: Belt Routing (2.5L Dakota With A/C)
Courtesy of Chrysler Corp.