wheel alignment DODGE RAM 2001 Service Owner's Manual

DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment. Correct
as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid or
correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect and
repair clutch as necessary.
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.
3 - 172 REAR AXLE - 286RBIBR/BE
REAR AXLE - 286RBI (Continued)

Condition Possible Causes Correction
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.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid
type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion contact
pattern. Adjust backlash or pinion depth.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring
gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out. Replace
components as necessary.
8. Loose differential bearing cap bolts. 8. Inspect differential components and
replace as necessary. Ensure that the
bearing caps are torqued tot he proper
specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(4) Remove the wheels and tires.
(5) Secure brake drums to the axle shaft.
(6) Remove the RWAL sensor from the differential
housing, if necessary. Refer to 5 Brakes for proce-
dures.
(7) Disconnect the brake hose at the axle junction
block. Do not disconnect the brake hydraulic lines at
the wheel cylinders. Refer to 5 Brakes for procedures.(8) Disconnect the parking brake cables and cable
brackets.
(9) Disconnect the vent hose from the axle shaft
tube.
(10) Mark the propeller shaft and companion
flange for installation alignment reference.
(11) Remove propeller shaft.
(12) Disconnect shock absorbers from axle.
(13) Remove the spring clamps and spring brack-
ets. Refer to 2 Suspension for procedures.
(14) Separate the axle from the vehicle.
BR/BEREAR AXLE - 286RBI 3 - 173
REAR AXLE - 286RBI (Continued)

Oil contamination indicates a leak at either the
rear main seal or transmission input shaft. Oil leak-
age produces a residue of oil on the housing interior
and on the clutch cover and flywheel. Heat buildup
caused by slippage between the cover, disc and fly-
wheel, can sometimes bake the oil residue onto the
components. The glaze-like residue ranges in color
from amber to black.
Road splash contamination means dirt/water is
entering the clutch housing due to loose bolts, hous-
ing cracks or through hydraulic line openings. Driv-
ing through deep water puddles can force water/road
splash into the housing through such openings.
Clutch fluid leaks are usually from damaged slave
cylinder push rod seals.
IMPROPER RELEASE OR CLUTCH ENGAGEMENT
Clutch release or engagement problems are caused
by wear or damage to one or more clutch compo-
nents. A visual inspection of the release components
will usually reveal the problem part.
Release problems can result in hard shifting and
noise. Items to look for are: leaks at the clutch cylin-
ders and interconnecting line; loose slave cylinder
bolts; worn/loose release fork and pivot stud; dam-
aged release bearing; and a worn clutch disc, or pres-
sure plate.
Normal condensation in vehicles that are stored or
out of service for long periods of time can generate
enough corrosion to make the disc stick to the fly-
wheel, or pressure plate. If this condition is experi-
enced, correction only requires that the disc be
loosened manually through the inspection plate open-
ing.
Engagement problems usually result in slip, chat-
ter/shudder, and noisy operation. The primary causes
are clutch disc contamination; clutch disc wear; mis-
alignment, or distortion; flywheel damage; or a com-
bination of the foregoing. A visual inspection is
required to determine the part actually causing the
problem.
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 con-
sequent misalignment) is improper bolt tightening.
CLUTCH 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. Mount the
indicator on the rear face of the engine block.
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. However,
minor flywheel 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 crack-
ing 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 MopartLock And Seal. Tighten flywheel
bolts to specified torque only. Overtightening can dis-
tort the flywheel hub causing runout.
DIAGNOSIS CHART
The clutch inspection chart (Fig. 3) outlines items to
be checked before and during clutch installation. Use
the chart as a check list to help avoid overlooking
potential problem sources during service operations.
The diagnosis charts describe common clutch prob-
lems, causes and correction. Fault conditions are listed
at the top of each chart. Conditions, causes and correc-
tive action are outlined in the indicated columns.
The charts are provided as a convenient reference
when diagnosing faulty clutch operation.
6 - 4 CLUTCHBR/BE
CLUTCH (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
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 and 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.
Pilot bearing seized, loose, or rollers
are worn.1. Bearing cocked during
installation.1. Install and lubricate a new
bearing.
2. Bearing defective. 2. Install and lubricate a new
bearing.
3. Bearing not lubricated. 3. Install and lubricate a new
bearing.
4. Clutch misalignment. 4. Inspect clutch and correct as
necessary. Install and lubricate a
new bearing.
Clutch will not disengage properly. 1. Low clutch fluid level. 1. Replace hydraulic linkage
assembly.
2. Clutch cover loose. 2. Follow proper bolt tightening
procedure.
3. Clutch disc bent or distorted. 3. Replace clutch disc.
4. Clutch cover diaphragm spring
bent or warped.4. Replace clutch cover.
5. Clutch disc installed backwards. 5. Remove and install clutch disc
correctly.
6. Release fork bent or fork pivot
loose or damaged.6. Replace fork or pivot as
necessary.
7. Clutch master or slave cylinder
failure.7. Replace hydraulic linkage
assembly.
Clutch pedal squeak. 1. Pivot pin loose. 1. Tighten pivot pin if possible.
Replace clutch pedal if necessary.
2. Master cylinder bushing not
lubricated.2. Lubricate master cylinder
bushing.
3. Pedal bushings worn out or
cracked.3. Replace and lubricate bushings.
Clutch master or slave cylinder
plunger dragging andùr binding1. Master or slave cylinder
components worn or corroded.1. Replace clutch hydraulic linkage
assembly.
Release bearing is noisy. 1. Release bearing defective or
damaged.1. Replace release bearing.
6 - 6 CLUTCHBR/BE
CLUTCH (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
Contact surface of release bearing
damaged.1. Clutch cover incorrect or release
fingers bent or distorted.1. Replace clutch cover and release
bearing.
2. Release bearing defective or
damaged.2. Replace the release bearing.
3. Release bearing misaligned. 3. Check and correct runout of
clutch components. Check front
bearing sleeve for damage/
alignment. Repair as necessary.
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
SPECIFICATIONS - CLUTCH
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Nut, slave cylinder 19-26 14-19 170-230
Bolt, clutch cover-5/16 in. 23 17 -
Bolt, clutch cover-3/8 in. 41 30 -
Pivot, release bearing 23 17 -
Screw, fluid reservoir 5 - 40
CLUTCH DISC
DESCRIPTION
The clutch disc friction material is riveted to the
disc hub. The hub bore is splined for installation on
the transmission input shaft. The clutch disc has
cushion springs in the disc hub to dampen disc vibra-
tions during application and release of the clutch.
Various size and design of clutches are used for the
different engine transmission combinations. The cur-
rently used clutches and applications are listed
below.A 281 mm (11 in.) diameter clutch disc is used with
a 3.9L, 5.2L, or 5.9L gas engines (Fig. 4) and (Fig. 5).
A 312.5 mm (12.3 in.) diameter clutch disc is used
with diesel and V10 engines and (Fig. 6).
All the discs have damper springs in the hub. The
281 mm discs have four springs, the 312.5 mm diesel/
V10 disc has nine springs. The damper springs pro-
vide smoother torque transfer and disc engagement.
BR/BECLUTCH 6 - 7
CLUTCH (Continued)

OPERATION
The clutch disc is held onto the surface of the fly-
wheel by the force exerted by the pressure plate's
diaphragm spring. The friction material of the clutch
disc then transfers the engine torque from the fly-
wheel and pressure plate to the input shaft of the
transmission.
REMOVAL
(1) Raise and support vehicle.
(2) Support engine with wood block and adjustable
jack stand (Fig. 7). Supporting engine is necessary to
avoid undue strain on engine mounts.
(3) Remove transmission and transfer case, if
equipped. Refer to Group 21, Transmission and
Transfer Case, for proper procedures.
(4) If clutch cover will be reused, mark position of
cover on flywheel with paint or scriber (Fig. 8).
(5) Insert clutch alignment tool in clutch disc and
into pilot bushing. Tool will hold disc in place when
cover bolts are removed.
(6) If clutch cover will be reused, loosen cover bolts
evenly, only few threads at a time, and in a diagonal
pattern (Fig. 9). This relieves cover spring tension
evenly to avoid warping.
(7) Remove cover bolts completely and remove
cover, disc and alignment tool.
Fig. 4 Clutch Disc-V6 Engine
1 - FACING MATERIAL
2 - DAMPER SPRINGS (4)
3 - 281 mm (11 in.)
4 - HUB
Fig. 5 Clutch Disc-V8 Engine
1 - FACING MATERIAL
2 - DAMPER SPRINGS (4)
3 - 281 mm (11 in.)
4 - HUB
Fig. 6 Clutch Disc-V10/Diesel Engines
1 - FACING MATERIAL
2 - DAMPER SPRINGS (9)
3 - 312.5 mm (12.3 IN)
4 - HUB
6 - 8 CLUTCHBR/BE
CLUTCH DISC (Continued)

INSTALLATION
(1) Check runout and free operation of new clutch
disc.
(2) Insert clutch alignment tool in clutch disc hub.
(3) Verify that disc hub is positioned correctly. The
raised side of hub is installed away from the fly-
wheel.
(4) Insert alignment tool in pilot bearing and posi-
tion disc on flywheel surface (Fig. 10).(5) Position clutch cover over disc and onto fly-
wheel (Fig. 10).
(6) Align and hold clutch cover in position and
install cover bolts finger tight.
(7) Tighten cover bolts evenly and a few threads at
a time. Cover bolts must be tightened evenly and to
specified torque to avoid distorting cover.
(8) Tighten clutch cover bolts to following:
²5/16 in. diameter bolts to 23 N´m (17 ft. lbs.).
²3/8 in. diameter bolts to 41 N´m (30 ft. lbs.).
Fig. 7 Supporting Engine With Jack Stand And
Wood BlockÐDiesel Model Shown
1 - WOOD BLOCK
2 - ADJUSTABLE JACK STAND
Fig. 8 Marking Clutch Cover Position
1 - FLYWHEEL
2 - ALIGNMENT MARKS (SCRIBE OR PAINT)
3 - CLUTCH COVER
Fig. 9 Clutch Cover Bolt Loosening/Tightening
Pattern
Fig. 10 Clutch Disc And Cover Alignment/
Installation
1 - FLYWHEEL
2 - CLUTCH COVER AND DISC
3 - CLUTCH DISC ALIGNMENT TOOL
BR/BECLUTCH 6 - 9
CLUTCH DISC (Continued)

CLUTCH HOUSING
DIAGNOSIS AND TESTING - CLUTCH HOUSING
Clutch housing alignment is important to proper
clutch operation. The housing maintains alignment
between the crankshaft and transmission input
shaft. Misalignment can cause clutch noise, hard
shifting, incomplete release and chatter. It can also
result in premature wear of the pilot bearing, cover
release fingers and clutch disc. In severe cases, mis-
alignment can also cause premature wear of the
transmission input shaft and front bearing.
Housing misalignment is generally caused by
incorrect seating on the engine or transmission, loose
housing bolts, missing alignment dowels, or housing
damage. Infrequently, misalignment may also be
caused by housing mounting surfaces that are not
completely parallel. Misalignment can be corrected
with shims.
CHECKING RUNOUT
Only the NV4500 clutch housing can be
checked using the following bore and face
runout procedures. The NV3500 and NV5600
clutch housings are an integral part of the
transmission and can only be checked off the
vehicle.
MEASURING CLUTCH HOUSING BORE RUNOUT
(1) Remove the clutch housing and strut.
(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. 14). The rod will be used to mount the dial
indicator.(4) Remove the release fork from the clutch hous-
ing.
(5) Reinstall the clutch housing. Tighten the hous-
ing bolts nearest the alignment dowels first.
(6) Mount the dial indicator on the threaded rod
and position the indicator plunger on the surface of
the clutch housing bore (Fig. 15).
(7) Rotate the crankshaft until the indicator
plunger is at the top center of the housing bore. Zero
the indicator at this point.
(8) Rotate the crankshaft and record the indicator
readings at eight points (45É apart) around the bore
(Fig. 15). Repeat the measurement at least twice for
accuracy.
(9) Subtract each reading from the one 180É oppo-
site to determine magnitude and direction of runout.
Refer to (Fig. 16) and following example.
Bore runout example:
0.000 ± (±0.007) = 0.007 in.
+0.002 ± (±0.010) = 0.012 in.
+0.004 ± (±0.005) = 0.009 in.
±0.001 ± (+0.001) = ±0.002 in. (= 0.002 inch)
In the above example, the largest difference is
0.012 in. and is called the total indicator reading
(TIR). This means that the housing bore is offset
from the crankshaft centerline by 0.006 in. (which is
1/2 of 0.012 in.).
Fig. 14 Dial Indicator Mounting Stud Or Rod
1 - 7/16 - 20 THREAD
2 - NUT
3 - STUD OR THREADED ROD
4 - 10 INCHES LONG
Fig. 15 Checking Clutch Housing Bore Runout
1 - MOUNTING STUD OR ROD
2 - DIAL INDICATOR
3 - INDICATOR PLUNGER
4 - CLUTCH HOUSING BORE
BR/BECLUTCH 6 - 11

shaft speeds and releasing the energy back into the
system when the crankshaft slows down.
DIAGNOSIS AND TESTING - FLYWHEEL
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.
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. However,
minor flywheel 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 crack-
ing 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 MopartLock And Seal. Tighten flywheel
bolts to specified torque only. Overtightening can dis-
tort the flywheel hub causing runout.
DISASSEMBLY
NOTE: If the teeth are worn or damaged, the fly-
wheel should be replaced as an assembly. This is
the recommended and preferred method of repair.
In cases where a new flywheel is not readily avail-
able, (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.
PILOT BEARING
DESCRIPTION
Vehicles equipped with a manual transmission uti-
lize a pilot bearing. This bearing is located in the
back of the engine crankshaft. Depending on the type
of engine or application, the pilot bearing can be a
solid soft metallic bushing or a fully caged needle
bearing. The pilot bearing's main functions are to
support the transmission input shaft, maintain
proper alignment of the clutch assembly and allow
the transmission main shaft to rotate at a different
speed than the engine mounted crankshaft.
BR/BECLUTCH 6 - 17
FLYWHEEL (Continued)

(8) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in cam-
shaft sprocket.
(9) Lift sprockets and chain (keep sprockets tight
against the chain in position as described).
(10) Slide both sprockets evenly over their respec-
tive shafts and use a straightedge to check alignment
of timing marks (Fig. 22).
(11) Install the camshaft bolt/cup washer. Tighten
bolt to 68 N´m (50 ft. lbs.) torque.
(12) Measure camshaft end play (Fig. 23). (Refer to
9 - ENGINE - SPECIFICATIONS) for proper clear-
ance. If not within limits, install a new timing chain
tensioner.
(13) Each tappet reused must be installed in the
same position at which it was removed.When cam-
shaft is replaced, all of the tappets must be
replaced.Install hydraulic tappets (Refer to 9 -
ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS
(CAM IN BLOCK) - INSTALLATION).
(14) Install timing chain cover (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION).
(15) Install intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSTALLA-
TION).
(16) Install distributor.
(17) Install cylinder head covers (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
(18) Install radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - INSTALLATION).
(19) Fill cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE).
(20) Connect battery negative cable.
(21) Start engine and check for leaks.
CONNECTING ROD BEARINGS
STANDARD PROCEDURE-CONNECTING ROD
BEARING FITTING
Fit all rods on a bank until completed. DO NOT
alternate from one bank to another, because connect-
ing rods and pistons are not interchangeable from
one bank to another.
The bearing caps are not interchangeable and
should be marked at removal to ensure correct
assembly.
Each bearing cap has a small V-groove across the
parting face. When installing the lower bearing shell,
be certain that the V-groove in the shell is in line
with the V-groove in the cap. This provides lubrica-
tion of the cylinder wall in the opposite bank.The bearing shells must be installed so that the
tangs are in the machined grooves in the rods and
caps.
Limits of taper or out-of-round on any crankshaft
journals should be held to 0.025 mm (0.001 in.).
Bearings are available in 0.025 mm (0.001 in.), 0.051
mm (0.002 in.), 0.076 mm (0.003 in.), 0.254 mm
(0.010 in.) and 0.305 mm (0.012 in.) undersize.
Install the bearings in pairs. DO NOT use a new
bearing half with an old bearing half. DO NOT
file the rods or bearing caps.
CRANKSHAFT
DESCRIPTION
The crankshaft (Fig. 24) is of a forged steel splayed
type design, with four main bearing journals.The
crankshaft is located at the bottom of the engine
block and is held in place with four main bearing
caps.
OPERATION
The crankshaft transfers force generated by com-
bustion within the cylinder bores to the flywheel or
flexplate.
REMOVAL
(1) Remove the oil pan (Refer to 9 - ENGINE/LU-
BRICATION/OIL PAN - REMOVAL).
(2) Remove the oil pump (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - REMOVAL).
(3) Identify bearing caps before removal. Remove
bearing caps and bearings one at a time.
(4) Lift the crankshaft out of the block.
Fig. 24 CrankshaftÐ3.9L Engine
BR/BEENGINE 3.9L 9 - 31
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)