transmission DODGE RAM 1999 Service Manual PDF


F - B ASIC T E STIN G - D IE SEL

1999 D odge P ic ku p R 1500
1999 ENGINE PERFORMANCE
CHRY - Basic Diagnostic Procedures - Trucks - Diesel
Ram Pickup
INTRODUCTION
The following diagnostic steps will help prevent overlooking
a simple problem. This is also where to begin diagnosis for a no-start
condition.
The first step in diagnosing any driveability problem is
verifying the customer's complaint with a test drive under the
conditions the problem reportedly occurred.
Before entering self-diagnostics, perform a careful and
complete visual inspection. Most engine control problems result from
mechanical breakdowns or poor electrical connections. Before
condemning the computerized system, perform each test listed in this
article.
Two different module systems are used for powertrain control
of diesel engine. The Engine Control Module (ECM), located on left
side of engine, is used to control the fuel system. See Fig. 1. The
Fuel Pump Control Module (FPCM) located on pump, is a separate
component of ECM.
The Powertrain Control Module (PCM), located at right rear of\
engine compartment, is used for charging system, transmission and
speed control functions. CCD Bus circuits connect the various vehicle
control modules. These circuits are connected between ECM and PCM to
allow communication between modules.
Fig. 1: Locating Fuel System & Various Engine Components
Courtesy of Chrysler Corp.
PRELIMINARY INSPECTION & ADJUSTMENTS

13) On A/T models, ensure all electrical connectors are clean
and properly connected to electrical plugs on transmission case. On
all models, check for loose or defective electrical connections on
starter and starter solenoid.
MECHANICAL INSPECTION
Compression
Manufacturer does not provide information for checking
compression.
FUEL SYSTEM
AIR IN FUEL SYSTEM
NOTE: Air in the fuel system may cause hard starting, rough
running, excessive smoke, poor engine performance, engine
misfire, poor fuel economy and fuel knock. Air may enter fuel
system whenever fuel supply lines, fuel filter/water
separator, fuel injection pump, fuel injectors or high
-pressure fuel lines are removed or disconnected.
1) Inspect all low-pressure fuel lines from fuel tank to fuel
transfer pump, fuel heater and fuel filter/water separator for signs
of leakage. Inspect all high-pressure fuel lines for signs of leakage.
See FUEL INJECTOR & HIGH-PRESSURE FUEL LINES under FUEL SYSTEM.
2) After repairing fuel leak, bleed air from fuel system. See
FUEL LINE BLEEDING under FUEL SYSTEM in REMOVAL, OVERHAUL &
INSTALLATION - TRUCKS - DIESEL article.
FUEL HEATER
1) Fuel heater is located in fuel filter/water separator. See
Fig. 1 . Fuel heater uses a fuel heater temperature sensor for
controlling operation of the fuel heater.
2) A defective fuel heater may cause excessive wax build-up
in the fuel filter/water separator during cold ambient temperatures.
Wax build-up may cause hard starting, prevent engine from
accelerating, low power, Blue smoke or White smoke. For testing of
fuel heater and fuel heater temperature sensor, see SYSTEM & COMPONENT
TESTING - TRUCKS - DIESEL article.
FUEL HEATER RELAY
Ensure fuel heater relay, located in power distribution
center is installed correctly and that terminals are not corroded. For
fuel heater relay testing, see SYSTEM & COMPONENT TESTING - TRUCKS -
DIESEL article.
FUEL FILTER/WATER SEPARATOR
NOTE: A blocked or restricted fuel filter/water separator may cause
starting problems, prevent engine from accelerating, low
power or White smoke. If an excessive amount of water
collects in filter/separator in a short period of time, it
may be necessary to drain and clean fuel tank.
1) When ignition switch is first turned to ON position,
WATER-IN-FUEL (WIF) warning light should come on for 2 seconds to
perform bulb and wiring circuit test and then go off. WATER-IN-FUEL
(WIF) warning light is located on instrument panel, just below the

14) Connect test light to ground and probe Orange/Black wire
of door lock actuator connector. If test light illuminates while door
unlock switch is pressed, repair open Orange/Black wire between door
lock actuator and Central Timer Module (CTM). CTM is located behind
right kick panel. If test light does not illuminate while door unlock
switch is pressed, go to next step.
15) Access CTM 18-pin connector C2. Remove connector cover.
Do not disconnect connector. Using an external voltmeter, measure
voltage between ground and CTM 18-pin connector C2 terminal No. 9
(Pink/Black wire). If voltage is more than 9.5 volts while door unlock\
switch is pressed, repair open Pink/Black wire. If voltage is 9.5
volts or less while door unlock switch is pressed, replace CTM.
16) Disconnect inoperative lock switch connector. Using an
external voltmeter, measure voltage between ground and Red wire of
door lock switch connector. If voltage is more than 9.5 volts, repair
open Red wire between door lock switch connector and voltage source.
If voltage is 9.5 volts or less, go to next step.
17) Reconnect door lock switch connector. Measure voltage
between ground and backprobe Pink/Violet wire of door lock switch
connector. If voltage is more than 9.5 volts, go to next step. If
voltage is 9.5 volts or less, replace door lock switch.
18) Access CTM 18-pin connector "B". Remove connector cover.
Do not disconnect connector. Using an external voltmeter, measure
voltage between ground and CTM 18-pin connector "B" terminal No. 13
(Pink/Dark Green wire). If voltage is more than 9.5 volts, replace
CTM. If voltage is 9.5 volts or less, repair open Pink/Dark Green wire
between CTM and door lock switch.
REMOTE KEYLESS ENTRY PROBLEM
NOTE: For connector terminal identification and wiring diagrams,
see BODY CONTROL COMPUTER - INTRODUCTION article. Perform
VERIFICATION TEST VER-1A after each repair.
CAUTION: Always turn ignition switch to OFF position prior to
disconnecting or connecting any module connector.
1) Using scan tool select SYSTEM MONITORS, then CCD BUS TEST.
If scan tool displays BUS OPERATIONAL, go to next step. If scan tool
does not display BUS OPERATIONAL, go to appropriate VEHICLE
COMMUNICATIONS article.
2) Using scan tool select BODY COMPUTER. If scan tool
displays NO RESPONSE, go to appropriate VEHICLE COMMUNICATIONS
article. If scan tool does not display NO RESPONSE, go to next step.
3) Operate door locks with Remote Keyless Entry (RKE)
transmitter. If doors locked when transmitter was actuated, system is
currently functioning properly. If doors do not lock when transmitter
was actuated, go to next step.
4) Ensure transmitter battery voltage is 3.2 volts. Turn
ignition on. Place transmission in park and disarm anti-theft system.
Using scan tool, select MISCELLANEOUS, then PROGRAM RKE. If BCM IS IN
PROGRAMMING MODE does not appear, exit and select PROGRAM RKE again.
Press any transmitter button. A single chime will announce RKE module
accepted transmission. Repeat procedure for all transmitters used with
vehicle. Operate door locks from reprogrammed transmitter. If door
locks operate properly, system has been repaired. If door locks do not
operate properly, go to next step.
5) Using scan tool, reprogram a known good transmitter:
Operate door locks with reprogrammed transmitter. If doors locked
properly, replace transmitter. If doors did not lock properly, replace
CTM.

SHOE HARDWARE
SHOES
SOCKETS
SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE)
STEEL BRAKE LINES
STOPLIGHT SWITCHES
SWITCHES
TIRES
TOOTHED RINGS (TONE WHEEL)
VACUUM BOOSTERS
VACUUM HOSES
VALVES
WHEEL ATTACHING HARDWARE
WHEEL BEARINGS, RACES AND SEALS
WHEEL CYLINDERS
WIRING HARNESSES
INTRODUCTION TO MOTORIST ASSURANCE PROGRAM (MAP)
OVERVIEW OF MOTORIST ASSURANCE PROGRAM
The Motorist Assurance Program is the consumer outreach
effort of the Automotive Maintenance and Repair Association, Inc.
(AMRA). Participation in the Motorist Assurance Program is drawn from
retailers, suppliers, independent repair facilities, vehicle
manufacturers and industry associations.
Our organization's mission is to strengthen the relationship
between the consumer and the auto repair industry. We produce
materials that give motorists the information and encouragement to
take greater responsibility for their vehicles-through proper,
manufacturer-recommended, maintenance. We encourage participating
service and repair shops (including franchisees and dealers) to adopt:\
1) a Pledge of Assurance to their Customers and
2) the Motorist Assurance Program Standards of Service.
All participating service providers have agreed to subscribe
to this Pledge and to adhere to the promulgated Standards of Service
demonstrating to their customers that they are serious about customer
satisfaction.
These Standards of Service require that an inspection of the
vehicle's (problem) system be made and the results communicated to the\
customer according to industry standards. Given that the industry did
not have such standards, the Motorist Assurance Program successfully
promulgated industry inspection communication standards in 1994-95 for
the following systems: Exhaust, Brakes, ABS, Steering and Suspension,
Engine Maintenance and Performance, HVAC, and Electrical Systems.
Further, revisions to all of these inspection communication standards
are continually re-published. In addition to these, standards for
Drive Train and Transmissions have recently been promulgated.
Participating shops utilize these Uniform Inspection & Communication
Standards as part of the inspection process and for communicating
their findings to their customers.
The Motorist Assurance Program continues to work
cooperatively and proactively with government agencies and consumer
groups toward solutions that both benefit the customer and are
mutually acceptable to both regulators and industry. We maintain the
belief that industry must retain control over how we conduct our
business, and we must be viewed as part of the solution and not part
of the problem. Meetings with state and other government officials
(and their representatives), concerned with auto repair and/or
consumer protection, are conducted. Feedback from these sessions is
brought back to the association, and the program adjusted as needed.
To assure auto repair customers recourse if they were not

1) Start engine, and check booster vacuum hose connections. A
hissing noise indicates a vacuum leak. Repair any vacuum leaks before
proceeding. Stop engine, and shift transmission into Neutral. Pump
brake pedal until all vacuum reserve in booster is depleted.
2) Hold brake pedal under light pressure. If pedal does not
hold firm and falls away, master cylinder may be faulty. Bleed system
using appropriate method, and repeat step 1). See BLEEDING PROCEDURES
under BLEEDING BRAKE SYSTEM.
3) If pedal still does not hold firm, master cylinder is
faulty. If pedal holds firm, start engine and observe pedal height. If
pedal height change is not apparent, power booster or vacuum check
valve is faulty. Install good check valve, and repeat steps 1) and 2).\
If pedal falls away slightly under light pressure and then holds firm,
go to next step .
4) Start engine. Release brake pedal. Increase engine speed
to 1500 RPM. Close throttle and immediately turn off ignition. Wait at
least 90 seconds, and try brake action again. Booster should provide 2
or more vacuum assisted pedal applications. If vacuum assist is not
provided, perform booster and check valve vacuum tests.
POWER BRAKE BOOSTER VACUUM TEST
Connect vacuum gauge to booster check valve using "T"
fitting. Start engine, and run at idle speed for one minute. Clamp
hose shut between vacuum source and check valve. Stop engine, and
observe vacuum gauge. If vacuum drops more than one in. Hg within 15
seconds, booster diaphragm or check valve is faulty.
POWER BRAKE BOOSTER CHECK VALVE TEST
Disconnect vacuum hose from check valve. Remove check valve
and valve seal from booster. Use a hand-operated vacuum pump for
testing. Apply 15-20 in. Hg at large end of check valve. Vacuum should
hold steady. If gauge on pump indicates vacuum loss, check valve is
faulty and should be replaced.
COMBINATION VALVE METERING VALVE TEST
Metering valve operation can be checked visually with aid of
an assistant. While an assistant applies and releases brake pedal,
observe metering valve stem. If valve is operating correctly, stem
will extend slightly when brakes are applied, and contract when brakes
are released. If valve is faulty, replace combination valve assembly.
COMBINATION VALVE PRESSURE DIFFERENTIAL SWITCH TEST
1) Using an assistant, apply brake pedal. Observe brake
warning light. Raise and support vehicle, and connect a bleed hose to
one rear wheel cylinder. Submerge other end of hose into container
partially filled with brake fluid. Have assistant press and hold brake
pedal down while observing brake warning light. Open bleeder screw. If
warning light glows, switch is operating properly.
2) If warning light fails to glow, check circuit fuse, bulb
and wiring. Repair as necessary. Repeat step 1). If warning light
fails to glow, check brakelight, parking brake switches and related
wiring. Repair as necessary. Repeat step 1). If warning light fails to
glow, pressure differential switch is faulty. Replace combination
valve assembly, and bleed brake system. Verify proper valve operation.
REMOVAL & INSTALLATION

CLU TC H
1999 D odge P ic ku p R 1500
1998-99 CLUTCHES
CHRY - RWD - Trucks
Dakota, Ram Pickup
DESCRIPTION
Clutches on all models are dry, single-disc design.
Adjustment for wear is not possible. Clutch pedal is connected to
release fork through a hydraulic master cylinder and slave cylinder
and is not adjustable. Pre-lubricated clutch bearing is constant
running type. External adjustments cannot be made.
All models are equipped with a clutch pedal position switch.
The switch completes the circuit to the starter relay and is mounted
on clutch master cylinder push rod. The position switch is an integral
part of clutch master cylinder push rod and cannot be serviced
separately.
TRANSMISSION/TRANSFER CASE APPLICATION









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Transmission Transfer Case
Dakota
AX15, NV1500 & NV3500 .............................. NV231 & NV242
Ram Pickup
NV3500, NV4500, NV4500HD & NV5600 ..... NV231HD, NV241LD & NV241HD









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ADJUSTMENTS
CLUTCH PEDAL FREE PLAY
NOTE: Clutches are a single, dry disc type. Adjustment for wear is
not possible. Clutch is actuated through hydraulic master
cylinder and slave cylinder, and is self-adjusting.
SHIFT LINKAGE ADJUSTMENT
NV231 (Dakota)
1) Shift transfer case into 4H position, and secure shift
lever in shift gate. See Fig. 1. Raise and support vehicle. Loosen
shift rod lock bolt at swivel. Ensure shift rod slides freely in
adjusting swivel.
2) Ensure transfer case range lever is in 4H position. Slide
adjusting swivel forward until shift rod contacts shift gate
crossover, then slide adjusting swivel back, allowing a .11-.20" (3-5
mm) gap between shift lever and shift gate.
3) Center pin on adjusting swivel in shift arm and tighten
lock bolt to 90 INCH lbs. (10 N.m.). Lower vehicle, making sure all
wheels are off floor. Start engine. Shift transfer case through all
ranges to verify correct adjustment.
NV231HD, NV241LD & NV241HD (Ram Pickup)
1) Place shift lever into 2H position. Raise and support
vehicle. Loosen shift rod lock bolt at swivel. See Fig. 2. Ensure
shift rod fits in swivel and does not bind.
2) Ensure transfer case shift lever is in 2H position. Lower
vehicle. Position shift lever in cab so distance between instrument

CLUTCH HOUSING (RAM PICKUP)
NOTE: Only NV4500 clutch housing can be checked using the following
bore and face runout procedures. The NV1500, NV3500 and
NV5600 clutch housings are an integral part of transmission
front case and can only be checked off vehicle.
Clutch Housing Bore Runout (NV4500)
1) Remove clutch housing. Remove clutch cover and disc. See
CLUTCH ASSEMBLY under REMOVAL & INSTALLATION. Replace one flywheel
bolt with a threaded rod. See Fig. 2. Remove release fork from clutch
housing. Reinstall clutch housing. Tighten housing bolts nearest
alignment dowels first. Mount dial indicator on threaded rod and
position indicator plunger on surface of clutch housing bore. See
Fig. 4 .
2) Rotate crankshaft until indicator plunger is at top center
of housing bore. Zero dial indicator. Rotate crankshaft and record
indicator readings at 8 points, 45 degrees apart, around bore. See
Fig. 5 .
3) Repeat measurement at least twice. Subtract each reading
from one 180 degrees opposite to determine magnitude and direction of
runout. For example: 0.000" minus (-0.007") = 0.007", 0.002" minus (-\
0.010") = 0.01", 0.004" minus (-0.005") = 0.009" or -0.001" minus (0\
.
001") = -0.002" which will be 0.002". In this example, largest
difference is 0.012" (total indicator reading). This means housing
bore is offset from crankshaft centerline by 0.006" (1/2 of 0.012").
4) On gas engines, acceptable total indicator reading is 0.
010". If measured total indicator reading is more than 0.010", bore
runout will have to be corrected using offset dowels. Offset dowels
are available in 0.007", 0.014" and 0.021". See DOWEL SELECTION table.
If total indicator reading is 0.053" or greater, replace clutch
housing. If dial indicator reads positive when plunger moves inward
(toward indicator) and negative when moves outward away from
indicator), lowest or most negative reading determines direction of
housing bore offset (runout).
5) On diesel engines, offset dowels are not available to
correct runout. If total indicator reading exceeds bore runout of 0.
015", replace either clutch housing, or transmission adapter plate. On
gas engines, if bore is offset, remove housing and original dowels,
install new offset dowels in direction need to center bore with
crankshaft centerline. Install new dowels with slotted side facing
out. Using a screwdriver, rotate dowels until total indicator reading
is less than 0.010". Ensure clutch housing face runout is within
specification.
DOWEL SELECTION









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Application - In. (mm) Offset Dowel - In. (mm\
)
0.011-0.021 (0.2794-0.5334) ......................... 0.007 (0.1778\
)
0.022-0.035 (0.5588-0.8890) ......................... 0.014 (0.3556\
)
0.036-0.052 (0.9144-1.3208) ......................... 0.021 (0.5334\
)









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Fig. 3: Manufactured Stud Or Threaded Rod
Courtesy of Chrysler Corp.

reposition dial indicator plunger on housing face. Place indicator
plunger at rim of housing bore. See Fig. 6. Rotate crankshaft until
indicator plunger is at 10 o'clock position on bore. Zero dial
indicator. Measure and record face runout at 4 points 90 degrees apart
around housing face. See Fig. 7.
2) Perform measurement at least twice. Subtract lowest
reading from highest. For example: 0.009" minus (-0.004")=0.013".
Total allowable face runout is 0.010".
3) Correct housing face runout by installing shims between
clutch housing and transmission. Shims have to be made using shim
stock or similar materials. Use clutch housing face measurement
illustration as an example. See Fig. 7. Three shims will be needed.
Shim thicknesses should be 0.009" at 0.000 corner, 0.012" at -0.003
corner and 0.013" at -0.004 corner.
Fig. 6: Measuring Clutch Housing Face
Courtesy of Chrysler Corp.
Fig. 7: Measurement Of Clutch Housing Face (Example)
Courtesy of Chrysler Corp.

REMOVAL & INSTALLATION
TRANSFER CASE
CAUTION: When removing transfer case, DO NOT allow drive shafts to
hang free, as damage to "U" joints may result.
Removal (NV231HD, NV241HD & NV241LD - Ram Pickup)
1) Raise and support vehicle. Remove skid plate (if
equipped). Drain lubricant from transfer case if transfer case is
being repaired. Mark drive shafts and "U" joints for reassembly
reference. Disconnect speed sensor wires. Disconnect vent harness and
vent hose from transfer case switch.
2) Disconnect shift rod from grommet in transfer case shift
lever, or from floor arm, whichever provides easy access. Using slip
joint pliers, press rod out of lever grommet. See Fig. 8. Support
transmission with jackstand. Remove rear crossmember. Remove front and
rear drive shafts. Remove transfer case-to-transmission housing nuts.
Using transmission jack, support transfer case. Move transfer case
rearward until free of transmission. Remove transfer case from under
vehicle.
Removal (NV231 & NV242 - Dakota)
1) Shift transfer case into neutral. Raise vehicle. If
transfer case will be repaired, drain lubricant. Mark driveshafts and
"U" joints for reassembly reference. Support transmission with
jackstand. Remove rear crossmember and skid plate, if equipped.
2) Disconnect front and rear driveshafts at transfer case.
Disconnect transfer case linkage rod from shift lever. Disconnect
transfer case vent hose and electrical connectors. Support transfer
case with transmission jack. Remove nuts attaching transfer case to
transmission. Remove transfer case.
Installation (All Models)
To install, reverse removal procedure. If necessary fill
transfer case with MOPAR ATF Plus or Dexron-II. Tighten all nuts and
bolts to specification. See TORQUE SPECIFICATIONS table. Adjust shift
linkage, if necessary. See SHIFT LINKAGE ADJUSTMENT under ADJUSTMENTS.
Fig. 8: Removing Transfer Case Shift Mechanism (NV4500 & NV4500HD)
Courtesy of Chrysler Corp.
TRANSMISSION (DAKOTA)

Removal (AX15 & NV1500)
1) Shift gear selector into 1st or 3rd gear. Raise and
support vehicle. Disconnect necessary exhaust system components.
Remove "Y" pipe and position remaining pipes for working clearance.
Support transmission adjustable jackstand. Disconnect rear cushion and
mounting bracket from transmission or transfer case.
2) Remove rear crossmember. If transmission will be
disassembled for repair, drain transmission fluid. Disconnect
transmission shift linkage, speedometer cable, transfer case vacuum
lines and clutch hydraulic lines. Lower transmission/transfer case
assembly no more than 3" (76 mm). Reaching around transmission case,
unseat and lift shift lever dust boot. Press shift lever retainer
downward, turn retainer counterclockwise, and lift lever and retainer
out of shift tower.
3) Mark front and rear drive shaft and "U" joint for
reassembly reference. Disconnect and remove both drive shafts. Remove
crankshaft position sensor (AX15). Disconnect transmission/transfer
case assembly vent hoses. Remove slave cylinder from clutch housing.
Remove wire harness from clips on transmission case and transfer case.
4) Support transmission/transfer case assembly with
transmission jack. Secure assembly to jack with safety chains.
Reposition adjustable jackstand under engine. Remove clutch housing
brace rod. Remove clutch housing nuts and bolts. Remove
transmission/transfer case assembly.
Installation
To install, reverse removal procedure. Apply high-temperature
grease to release fork, lever, pivot ball stud and pilot bushing
located in end of crankshaft. Fill transmission with appropriate
fluid, if necessary. Tighten all nuts and bolts to specification. See
TORQUE SPECIFICATIONS table.
Removal (NV 3500)
1) Disconnect negative battery cable. Shift transmission to
Neutral. Open console lid and remove bolts attaching console to floor
pan. Lift cup holder bin and remove bolt attaching console to floor
pan. Lift rear of console and pull console rearward to separate from
shift bezel. Remove console from vehicle. Remove screws attaching
shift boot to floor pan and slide boot upward on lever extension.
2) Remove shift lever extension. Raise and support vehicle.
On 4WD models, remove skid plate, if equipped. Mark drive shaft and
axle yoke for alignment reference. Remove drive shaft. Remove exhaust
"Y" pipe. On 4WD models, disconnect and lower remaining exhaust pipes
for clearance as necessary. Disconnect speed sensor harness connector
and back-up light harness connector.
3) Support engine using adjustable jackstand. If transmission
is to be disassembled for repair, drain lubricant from transmission.
On 4WD models, disconnect transfer case shift linkage at transfer case
range lever and remove shift lever from transmission. Remove
bolts/nuts attaching transmission to rear mount.
4) Support transmission with a transmission jack. Secure
transmission with safety chains. Remove rear crossmember. On 4WD
models, support transfer case with transmission jack and secure
transfer case to jack with safety chains. Remove transfer case
attaching nuts and move transfer case rearward until input gear clears
transmission output shaft.
5) Lower transfer case assembly and remove it from under
vehicle. On 4WD models, remove clutch slave cylinder splash shield, if
equipped. Remove clutch slave cylinder and move aside for working
clearance. Remove starter. Remove transmission splash shield. Remove
transmission harness wires from clips on transmission shift cover.
6) Lower transmission slightly. Remove shift tower and lever
assembly. Remove transmission-to-engine attaching bolts. Slide