wheel torque DODGE RAM 2001 Service Service Manual

(14) Remove support and lower vehicle.
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKY
The most common problem is a chatter noise when
turning corners. Before removing a Trac-lokyunit
for repair, drain, flush and refill the axle with the
specified lubricant. A container of Mopar Trac-loky
Lubricant (friction modifier) should be added after
repair service or during a lubricant change.
After changing the lubricant, drive the vehicle and
make 10 to 12 slow, figure-eight turns. This maneu-
ver will pump lubricant through the clutches. This
will correct the condition in most instances. If the
chatter persists, clutch damage could have occurred.
DIFFERENTIAL TEST
The differential can be tested without removing the
differential case by measuring rotating torque. Make
sure brakes are not dragging during this measure-
ment.
(1) Place blocks in front and rear of both front
wheels.
(2) Raise one rear wheel until it is completely off
the ground.
(3) Engine off, transmission in neutral, and park-
ing brake off.(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 35).
(6) If rotating torque is less than 22 N´m (30 ft.
lbs.) or more than 271 N´m (200 ft. lbs.) on either
wheel the unit should be serviced.
DISASSEMBLY
The Trac-Lokydifferential on this axle has a one-
piece cross shaft and uses one dished disc, regular 5
disc and 7 plates.
NOTE: Pay attention to the clutch pack arrangement
during disassembly. Note the direction of the con-
cave and convex side of the plates and discs.
(1) Mark the ring gear half and cover half for
installation reference (Fig. 36).
(2) Remove case attaching bolts and remove the
button cover half (Fig. 37).
(3) Remove top clutch pack.
(4) Remove top side gear clutch ring.
(5) Remove top side gear.
(6) Remove pinion mate gears and cross shaft.
(7) Remove the same parts listed above from the
ring gear flange half of the case. Keep these parts
with the flange cover half for installation in their
original positions.
ASSEMBLY
The Trac-Lokydifferential for this axle has a one-
piece cross shaft and uses one dished disc, 5 regular
disc and 7 plates for each clutch pack.
NOTE: The clutch discs are replaceable as com-
plete sets only. If one clutch disc pack is damaged,
both packs must be replaced.
Fig. 34 Differential Cover
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKNESS
Fig. 35 Trac-lokYTest - Typical
3 - 190 REAR AXLE - 286RBIBR/BE
DIFFERENTIAL (Continued)

TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Booster
Mounting Nuts28 21 250
Booster
Mounting Nuts to the
Dashpanel33 24 300
Diesel Hydraulic Booster
Mounting Bolts28 21 250
Diesel Hydraulic Booster
Booster Lines28 21 250
Diesel Hydraulic Booster
Booster Hoses31 23 275
Master Cylinder
Mounting Nuts23 17 200
Master Cylinder
Brake Lines21 16 190
Combination Valve
Mounting Bolt23 17 210
Combination Valve
Brake Lines21 16 190
Proportioning Valve
Mounting Nuts34 25 300
Proportioning Valve
Brake Hose31 23 276
Proportioning Valve
Brake Lines21 16 190
Front Caliper
Mounting Bolts33 24 Ð
Front Caliper
LD Adapter Bolts176 130 Ð
Front Caliper
HD Adapter Bolts285 210 Ð
Rear Caliper
Slide Pins33 24 300
Rotor to Hub Rear
Bolt128 95 Ð
All Caliper
Banjo Bolts40 30 360
Wheel Cylinder
Mounting Bolts20 15 180
Wheel Cylinder
Brake Line13 10 115
Support Plate
Mounting Bolts58 43 Ð
BR/BEBRAKES 5 - 3
BRAKES - BASE (Continued)

INSTALLATION
(1) Apply thin coat of silicone sealer to wheel cyl-
inder mounting surface of support plate (Fig. 59).
Sealer prevents road splash from entering brake
drum past cylinder.
(2) Start brake line in cylinder inlet by hand. Do
not tighten fitting at this time.
(3) Mount wheel cylinder on support plate and
install cylinder attaching screws. Tighten screws to
20 N´m (15 ft. lbs.).
(4) Tighten brake line fitting to 13 N´m (115 in.
lbs.).
(5) Install brake shoe components.
(6) Adjust brake shoes to drum using brake gauge.
(7) Install brake drum.
(8) Bleed base brake system, (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL - STAN-
DARD PROCEDURE).
(9) Install wheel and tire assemblies, (Refer to 22 -
TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE) and lower vehicle.
SUPPORT PLATE
REMOVAL
(1) Remove wheel and tire assemblies.
(2) Remove brake drums
(3) Remove axle shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - REMOVAL).
(4) Remove brake shoes and hardware for access to
parking brake cable.
(5) Remove parking brake cable from support
plate.(6) Disconnect brake line at wheel cylinder and
remove cylinder.
(7) Remove bolts attaching support plate to axle
and remove support plate.
INSTALLATION
(1) Apply thin bead of silicone sealer around axle
mounting surface of support plate.
(2) Install support plate on axle flange. Tighten
attaching bolts to 47-68 N´m (35-50 ft. lbs.).
(3) Apply thin bead of silicone sealer around wheel
cylinder mounting surface. Install wheel cylinder on
new support plate.
(4) Install parking brake cable in support plate.
(5) Install brake shoes and hardware.
(6) Install axle shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - INSTALLATION).
(7) Adjust brake shoes to drum with brake gauge.
(8) Install brake drums.
(9) Fill and bleed brake system, (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL - STAN-
DARD PROCEDURE).
(10) Install wheel and tire assemblies, (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE) and lower vehicle.
DRUM
DESCRIPTION
All 1500 models and early year production
2500/3500 are equipped with rear drum brake assem-
blies. They are two-shoe, duo-servo units with an
automatic adjuster mechanism.
Drum brake assemblies used:
²1500 models: 11 x 2.25 in.
²2500/3500 models: 12 1/8 x3.5 in.
The drum brakes are a semi-floating, self-energiz-
ing, servo action design. The brake shoes are not
fixed on the support plate. This type of brake allows
the shoes to pivot and move vertically to a certain
extent.
OPERATION
In operation, fluid apply pressure causes the wheel
cylinder pistons to move outward. This movement is
transferred directly to the brake shoes by the cylin-
der connecting links. The resulting brake shoe expan-
sion brings the lining material into contact with the
rotating brake drum.
Two forces affect the brake shoes once they contact
the drum. The first force being hydraulic pressure
exerted through the wheel cylinder pistons. And the
second force is the friction generated turning torque
of the rotating drum.
Fig. 59 Wheel Cylinder Mounting Surface
1 - CYLINDER MOUNTING SURFACE
2 - SUPPORT PLATE
3 - APPLY THIN SEALER COAT HERE
5 - 32 BRAKESBR/BE
WHEEL CYLINDERS (Continued)

CLUTCH
TABLE OF CONTENTS
page page
CLUTCH
DESCRIPTION............................1
OPERATION.............................1
WARNING...............................2
DIAGNOSIS AND TESTING..................2
CLUTCH...............................2
SPECIFICATIONS.........................7
CLUTCH DISC
DESCRIPTION............................7
OPERATION.............................8
REMOVAL...............................8
INSTALLATION............................9
CLUTCH HOUSING
DIAGNOSIS AND TESTING.................11
CLUTCH HOUSING.....................11
REMOVAL..............................13
INSTALLATION...........................13
CLUTCH RELEASE BEARING
DESCRIPTION...........................14
OPERATION.............................14
REMOVAL..............................15
INSTALLATION...........................15
PRESSURE PLATE
DESCRIPTION...........................15OPERATION.............................16
FLYWHEEL
DESCRIPTION...........................16
OPERATION.............................16
DIAGNOSIS AND TESTING.................17
FLYWHEEL............................17
DISASSEMBLY...........................17
ASSEMBLY.............................17
PILOT BEARING
DESCRIPTION...........................17
OPERATION.............................18
REMOVAL..............................18
INSTALLATION...........................18
CLUTCH PEDAL
REMOVAL..............................18
INSTALLATION...........................19
LINKAGE
DESCRIPTION...........................19
OPERATION.............................20
REMOVAL..............................20
INSTALLATION...........................20
CLUTCH PEDAL POSITION SWITCH
DESCRIPTION...........................22
OPERATION.............................22
CLUTCH
DESCRIPTION
The clutch mechanism consists of a flywheel, a sin-
gle, dry-type disc, and a diaphragm style clutch cover
(Fig. 1). A hydraulic linkage is used to operate the
clutch release bearing and fork. The flywheel is
bolted to the rear flange of the crankshaft. The
clutch pressure plate is bolted to the flywheel with
the clutch disc located between these two compo-
nents. The clutch system provides the mechanical,
but still easily detachable, link between the engine
and the transmission. The system is designed to
ensure that the full torque output of the engine is
transfered to the transmission while isolating the
transmission from the engine firing pulses to mini-
mize concerns such as gear rattle.
OPERATION
Leverage, clamping force, and friction are what
make the clutch work. The disc serves as the friction
element and a diaphragm spring and pressure plate
provide the clamping force. The clutch pedal, hydrau-
lic linkage, release lever and bearing provide the
leverage.
The clutch master cylinder push rod is connected
to the clutch pedal. When the clutch pedal is
depressed, the slave cylinder is operated by the
clutch master cylinder mounted on the dash panel.
The release fork is actuated by the hydraulic slave
cylinder mounted on the transmission housing. The
release bearing is operated by a release fork pivoting
on a ball stud mounted in the transmission housing.
The release bearing then depresses the pressure
plate spring fingers, thereby releasing pressure on
the clutch disc and allowing the engine crankshaft to
spin independently of the transmission input shaft
(Fig. 2).
BR/BECLUTCH 6 - 1

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
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)

(4) Lubricate release fork and pivot contact sur-
faces with MopartHigh Temperature wheel bearing
grease before installation.
(5) Align and install clutch housing on transmis-
sion (Fig. 23). Tighten housing bolts closest to align-
ment dowels first and to the following torque values:
²1/4in. diameter ªAº bolts are torqued to 4.5 N´m
(40 in.lb.).
²3/8in. diameter ªAº bolts are torqued to 47.5
N´m (35 ft.lb.).
²7/16in. diameter ªAº bolts are torqued to 68 N´m
(50 ft.lb.).
²ªBº bolts for 5.2L/5.9L applications are torqued
to 41 N´m (30 ft.lb.).
²ªBº bolts for 5.9L TD/8.0L applications are
torqued to 47.5 N´m (35 ft.lb.).
²ªCº bolts for 5.2/5.9L applications are torqued to
68 N´m (50 ft.lb.).
²ªCº bolts for 5.9L TD applications are torqued to
47.5 N´m (35 ft.lb.).
²ªCº bolts for 8.0L applications are torqued to
74.5 N´m (55 ft.lb.).
(6) Install transmission-to-engine strut after
installing clutch housing. Tighten bolt attaching
strut to clutch housing first and engine bolt last.
(7) Install the starter to the clutch housing.
(8) Install the clutch housing dust shield to the
clutch housing. Tighten the bolts to
(9) Install transmission and transfer case, if
equipped. Refer to 21Transmission and Transfer Case
for proper procedures.
CLUTCH RELEASE BEARING
DESCRIPTION
A conventional release bearing (Fig. 24) is used to
engage and disengage the clutch pressure plate assem-
bly. The clutch release bearing is mounted on the trans-
mission front bearing retainer. The bearing is attached
to the release fork, which moves the bearing into con-
tact with the clutch cover diaphragm spring.
OPERATION
The release bearing is operated by a release fork in
the clutch housing. Slave cylinder force causes the
release lever to move the release bearing into contact
with the diaphragm spring. As additional force is
applied, the bearing presses the diaphragm spring
fingers inward on the fulcrums. This action moves
the pressure plate rearward relieving clamp force on
the disc. Releasing pedal pressure removes clutch
hydraulic pressure. The release bearing then moves
away from the diaphragm spring which allows the
pressure plate to exert clamping force on the clutch
disc.
Fig. 22 Transmission/Clutch Housing - NV4500
1 - CLUTCH HOUSING
2 - NV4500 TRANSMISSION
Fig. 23 Clutch Housing Installation - NV4500
1 - ENGINE BLOCK
2 - CLUTCH DISC AND COVER
3 - CLUTCH HOUSING
4 - DUST COVER
6 - 14 CLUTCHBR/BE
CLUTCH HOUSING (Continued)

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)