dead battery DODGE RAM 2001 Service Repair Manual

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY SEEMS
WEAK OR DEAD WHEN
ATTEMPTING TO START
THE ENGINE.1. The battery has an
incorrect size or rating for
this vehicle.1. Refer to Battery Specifications for the proper
size and rating. Replace an incorrect battery, as
required.
2. The battery is physically
damaged.2. Inspect the battery for loose terminal posts or a
cracked and leaking case. Replace the damaged
battery, as required.
3. The battery terminal
connections are loose or
corroded.3. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
4. The battery is discharged. 4. Determine the battery state-of-charge. Refer to
Standard Procedures for the proper test
procedures. Charge the faulty battery, as
required.
5. The electrical system
ignition-off draw is excessive.5. Refer to Standard Procedures for the proper
test procedures. Repair the faulty electrical
system, as required.
6. The battery is faulty. 6. Determine the battery cranking capacity. Refer
to Standard Procedures for the test procedures.
Replace the faulty battery, as required.
7. The starting system is
faulty.7. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The charging system is
faulty.8. Determine if the charging system is performing
to specifications. Refer to Charging System for
the proper charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
BR/BEBATTERY SYSTEM 8F - 3
BATTERY SYSTEM (Continued)

OPERATION
The camshaft position sensor provides fuel injec-
tion synchronization and cylinder identification.
The distributor does not have built in centrifugal
or vacuum assisted advance. Base ignition timing
and all timing advance is controlled by the Power-
train Control Module (PCM). Because ignition timing
is controlled by the PCM,base ignition timing is
not adjustable.
The distributor is held to the engine in the conven-
tional method using a holddown clamp and bolt.
Although the distributor can be rotated, it will
have no effect on ignition timing.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
REMOVAL
CAUTION: Base ignition timing is not adjustable on
any engine. Distributors do not have built in centrif-
ugal or vacuum assisted advance. Base ignition
timing and timing advance are controlled by the
Powertrain Control Module (PCM). Because a con-
ventional timing light can not be used to adjust dis-
tributor position after installation, note position of
distributor before removal.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
(4) Mark the position of distributor housing in
relationship to engine or dash panel. This is done to
aid in installation.(5) Before distributor is removed, the number one
cylinder must be brought to the Top Dead Center
(TDC) firing position.
(6) Attach a socket to the Crankshaft Vibration
Damper mounting bolt.
(7) Slowly rotate engine clockwise, as viewed from
front, until indicating mark on crankshaft vibration
damper is aligned to 0 degree (TDC) mark on timing
chain cover (Fig. 18).
(8) The distributor rotor should now be aligned to
the CYL. NO. 1 alignment mark (stamped) into the
camshaft position sensor (Fig. 19). If not, rotate the
crankshaft through another complete 360 degree
turn. Note the position of the number one cylinder
spark plug cable (on the cap) in relation to rotor.
Rotor should now be aligned to this position.
(9) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(10) Remove distributor rotor from distributor
shaft.
(11) Remove distributor holddown clamp bolt and
clamp (Fig. 20). Remove distributor from vehicle.
CAUTION: Do not crank engine with distributor
removed. Distributor/crankshaft relationship will be
lost.
INSTALLATION
If engine has been cranked while distributor is
removed, establish the relationship between distribu-
tor shaft and number one piston position as follows:
Rotate crankshaft in a clockwise direction, as
viewed from front, until number one cylinder piston
is at top of compression stroke (compression should
be felt on finger with number one spark plug
Fig. 17 Distributor and Camshaft Position Sensor
1 - SYNC SIGNAL GENERATOR
2 - CAMSHAFT POSITION SENSOR
3 - PULSE RING
4 - DISTRIBUTOR ASSEMBLY
Fig. 18 Damper-To-Cover Alignment MarksÐTypical
1 - ALIGNMENT MARK
2 - TIMING CHAIN COVER MARKS
3 - CRANKSHAFT VIBRATION DAMPER
BR/BEIGNITION CONTROL 8I - 11
DISTRIBUTOR (Continued)

er-up mode will also apply if the battery goes dead
while the system is armed, and battery jump-starting
is attempted. The engine no-run feature will prevent
the engine from starting until the alarm system has
been actively or passively disarmed. The VTSS will
be armed until the technician or vehicle operator has
actively or passively disarmed the alarm system. If
the VTSS is in the disarmed mode prior to a battery
disconnect or failure, it will remain disarmed after
the battery is reconnected or replaced, or if jump-
starting is attempted.
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
three times upon disarming, if the alarm was trig-
gered and has since timed-out (about fifteen min-
utes). This feature alerts the vehicle operator that
the VTSS alarm was activated while the vehicle was
unattended.
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and out-
puts from the high-line or premium Central Timer
Module (CTM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire
and connector repair procedures, further details on
wire harness routing and retention, as well as pin-
out and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the CTM, the
Powertrain Control Module (PCM), or the Chrysler
Collision Detection (CCD) data bus network. In order
to obtain conclusive testing of the VTSS, the CTM,
the PCM, and the CCD data bus network must also
be checked. The most reliable, efficient, and accurate
means to diagnose the VTSS requires the use of a
DRBIIIž scan tool. Refer to the appropriate diagnos-
tic information. The DRBIIIž scan tool can provide
confirmation that the CCD data bus network is func-
tional, that all of the electronic modules are sending
and receiving the proper messages over the CCD
data bus, and that these modules are receiving the
proper hard wired inputs and responding with the
proper hard wired outputs needed to perform their
functions. See the ªVehicle Theft Security Systemº
menu item on the DRBIIIž scan tool.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
VTSS INDICATOR
DESCRIPTION
The Vehicle Theft Security System (VTSS) indica-
tor consists of a red Light-Emitting Diode (LED)
located on the electronic circuit board of the Compass
Mini-Trip Computer (CMTC) within the overhead
console. The LED extends through a hole in the
CMTC lens located near the forward end of the over-
head console housing near the windshield.
The VTSS indicator cannot be adjusted or repaired
and, if faulty or damaged, the entire CMTC unit
must be replaced. (Refer to 8 - ELECTRICAL/OVER-
HEAD CONSOLE/COMPASS/MINI-TRIP COM-
PUTER - DESCRIPTION).
OPERATION
The Vehicle Theft Security System (VTSS) indica-
tor gives a visible indication of the VTSS arming sta-
tus. One side of Light-Emitting Diode (LED) in the
VTSS indicator is connected to battery current
through a fused B(+) circuit and a fuse in the Junc-
tion Block (JB), so the indicator remains functional
regardless of the ignition switch position. The other
side of the LED is hard wired to the Central Timer
Module (CTM), which controls the operation of the
VTSS indicator by pulling this side of the LED cir-
cuit to ground. When the VTSS arming is in
progress, the CTM will flash the LED rapidly on and
off for about fifteen seconds. When the VTSS has
been successfully armed, the CTM will flash the LED
on and off continually at a much slower rate until
the VTSS has been disarmed. The VTSS indicator
can be diagnosed using conventional diagnostic tools
and methods.
DIAGNOSIS AND TESTING - VTSS INDICATOR
The diagnosis found here addresses an inoperative
Vehicle Theft Security System (VTSS) indicator con-
dition. If the problem being diagnosed is related to
indicator accuracy, be certain to confirm that the
problem is with the indicator and not with an inop-
erative VTSS. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY SYSTEM- DIAGNOSIS AND
BR/BEVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

DIAGNOSIS AND TESTINGÐPERFORMANCE
PERFORMANCE DIAGNOSIS CHARTÐGASOLINE ENGINES
CONDITION POSSIBLE CAUSES CORRECTION
ENGINE WILL NOT
CRANK1. Weak or dead battery 1. Charge/Replace Battery. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE).
Check charging system. (Refer to 8 -
ELECTRICAL/CHARGING - DIAGNOSIS
AND TESTING).
2. Corroded or loose battery
connections2. Clean/tighten suspect battery/starter
connections
3. Faulty starter or related circuit(s) 3. Check starting system. (Refer to 8 -
ELECTRICAL/STARTING - DIAGNOSIS
AND TESTING)
4. Seized accessory drive component 4. Remove accessory drive belt and
attempt to start engine. If engine starts,
repair/replace seized component.
5. Engine internal mechanical failure or
hydro-static lock5. Refer to (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
ENGINE CRANKS BUT
WILL NOT START1. No spark 1. Check for spark. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL -
DESCRIPTION)
2. No fuel 2. Perform fuel pressure test, and if
necessary, inspect fuel injector(s) and
driver circuits. (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL PUMP
- DIAGNOSIS AND TESTING).
3. Low or no engine compression 3. Perform cylinder compression pressure
test. (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING).
ENGINE LOSS OF
POWER1. Worn or burned distributor rotor 1. Install new distributor rotor
2. Worn distributor shaft 2. Remove and repair distributor (Refer to
8 - ELECTRICAL/IGNITION CONTROL/
DISTRIBUTOR - REMOVAL).
3. Worn or incorrect gapped spark
plugs3. Clean plugs and set gap. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL/
SPARK PLUG - CLEANING).
4. Dirt or water in fuel system 4. Clean system and replace fuel filter
5. Faulty fuel pump 5. Install new fuel pump
6. Incorrect valve timing 6. Correct valve timing
7. Blown cylinder head gasket 7. Install new cylinder head gasket
8. Low compression 8. Test cylinder compression (Refer to 9 -
ENGINE - DIAGNOSIS AND TESTING).
9. Burned, warped, or pitted valves 9. Install/Reface valves as necessary
10. Plugged or restricted exhaust
system10. Install new parts as necessary
9 - 4 ENGINE 3.9LBR/BE
ENGINE 3.9L (Continued)

DIAGNOSIS AND TESTING-ENGINE DIAGNOSIS
- INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either
mechanical (e.g., a strange noise), or performance
(e.g., engine idles rough and stalls).
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING - Preformance) or (Refer to 9 - ENGINE - DIAG-
NOSIS AND TESTING - Mechanical). Refer to 14 -
FUEL SYSTEM for fuel system diagnosis.Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can-
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following:
²Cylinder Compression Pressure Test
²Cylinder Combustion Pressure Leakage Test
²Cylinder Head Gasket Failure Diagnosis
²Intake Manifold Leakage Diagnosis
²Lash Adjuster (Tappet) Noise Diagnosis
²Engine Oil Leak Inspection
DIAGNOSIS AND TESTINGÐPERFORMANCE
PERFORMANCE DIAGNOSIS CHARTÐGASOLINE ENGINES
CONDITION POSSIBLE CAUSES CORRECTION
ENGINE WILL NOT CRANK 1. Weak or dead battery 1. Charge/Replace Battery. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD
PROCEDURE). Check charging
system. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND
TESTING).
2. Corroded or loose battery
connections2. Clean/tighten suspect battery/starter
connections
3. Faulty starter or related circuit(s) 3. Check starting system. (Refer to 8 -
ELECTRICAL/STARTING -
DIAGNOSIS AND TESTING)
4. Seized accessory drive component 4. Remove accessory drive belt and
attempt to start engine. If engine starts,
repair/replace seized component.
5. Engine internal mechanical failure or
hydro-static lock5. Refer to (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
ENGINE CRANKS BUT WILL
NOT START1. No spark 1. Check for spark. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL -
DESCRIPTION)
2. No fuel 2. Perform fuel pressure test, and if
necessary, inspect fuel injector(s) and
driver circuits. (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL
PUMP - DIAGNOSIS AND TESTING).
3. Low or no engine compression 3. Perform cylinder compression
pressure test. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
ENGINE LOSS OF POWER 1. Worn or burned distributor rotor 1. Install new distributor rotor
2. Worn distributor shaft 2. Remove and repair distributor (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/DISTRIBUTOR -
REMOVAL).
BR/BEENGINE 5.2L 9 - 61
ENGINE 5.2L (Continued)

DIAGNOSIS AND TESTINGÐENGINE
DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either
mechanical (e.g., a strange noise), or performance
(e.g., engine idles rough and stalls).
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING - Preformance) or (Refer to 9 - ENGINE - DIAG-
NOSIS AND TESTING - Mechanical). Refer to 14 -
FUEL SYSTEM for fuel system diagnosis.Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can-
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following:
²Cylinder Compression Pressure Test
²Cylinder Combustion Pressure Leakage Test
²Cylinder Head Gasket Failure Diagnosis
²Intake Manifold Leakage Diagnosis
²Lash Adjuster (Tappet) Noise Diagnosis
²Engine Oil Leak Inspection
DIAGNOSIS AND TESTINGÐPERFORMANCE
PERFORMANCE DIAGNOSIS CHARTÐGASOLINE ENGINES
CONDITION POSSIBLE CAUSES CORRECTION
ENGINE WILL NOT CRANK 1. Weak or dead battery 1. Charge/Replace Battery. (Refer to
8 - ELECTRICAL/BATTERY
SYSTEM/BATTERY - STANDARD
PROCEDURE). Check charging
system. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND
TESTING).
2. Corroded or loose battery
connections2. Clean/tighten suspect battery/
starter connections
3. Faulty starter or related circuit(s) 3. Check starting system. (Refer to
8 - ELECTRICAL/STARTING -
DIAGNOSIS AND TESTING)
4. Seized accessory drive
component4. Remove accessory drive belt and
attempt to start engine. If engine
starts, repair/replace seized
component.
5. Engine internal mechanical
failure or hydro-static lock5. Refer to (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
ENGINE CRANKS BUT WILL NOT
START1. No spark 1. Check for spark. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL
- DESCRIPTION)
2. No fuel 2. Perform fuel pressure test, and if
necessary, inspect fuel injector(s)
and driver circuits. (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/
FUEL PUMP - DIAGNOSIS AND
TESTING).
3. Low or no engine compression 3. Perform cylinder compression
pressure test. (Refer to 9 - ENGINE
- DIAGNOSIS AND TESTING).
9 - 118 ENGINE 5.9LBR/BE
ENGINE 5.9L (Continued)

DIAGNOSIS AND TESTINGÐENGINE
DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either
mechanical (e.g., a strange noise), or performance
(e.g., engine idles rough and stalls).
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING - Preformance) or (Refer to 9 - ENGINE - DIAG-
NOSIS AND TESTING - Mechanical). Refer to 14 -
FUEL SYSTEM for fuel system diagnosis.Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can-
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following:
²Cylinder Compression Pressure Test
²Cylinder Combustion Pressure Leakage Test
²Cylinder Head Gasket Failure Diagnosis
²Intake Manifold Leakage Diagnosis
²Lash Adjuster (Tappet) Noise Diagnosis
²Engine Oil Leak Inspection
DIAGNOSIS AND TESTINGÐPERFORMANCE
PERFORMANCE DIAGNOSIS CHARTÐGASOLINE ENGINES
CONDITION POSSIBLE CAUSES CORRECTION
ENGINE WILL NOT CRANK 1. Weak or dead battery 1. Charge/Replace Battery. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD
PROCEDURE). Check charging
system. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND
TESTING).
2. Corroded or loose battery
connections2. Clean/tighten suspect battery/
starter connections
3. Faulty starter or related circuit(s) 3. Check starting system. (Refer to 8 -
ELECTRICAL/STARTING -
DIAGNOSIS AND TESTING)
4. Seized accessory drive component 4. Remove accessory drive belt and
attempt to start engine. If engine
starts, repair/replace seized
component.
5. Engine internal mechanical failure
or hydro-static lock5. Refer to (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
ENGINE CRANKS BUT WILL NOT
START1. No spark 1. Check for spark. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL -
DESCRIPTION)
2. No fuel 2. Perform fuel pressure test, and if
necessary, inspect fuel injector(s) and
driver circuits. (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL
PUMP - DIAGNOSIS AND TESTING).
3. Low or no engine compression 3. Perform cylinder compression
pressure test. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
BR/BEENGINE 8.0L 9 - 173
ENGINE 8.0L (Continued)

(3) Inspect the valve seat with Prussian blue to
determine where the valve contacts the seat. To do
this, coat valve seat LIGHTLY with Prussian blue
then set valve in place. Rotate the valve with light
pressure. If the blue is transferred to the center of
valve face, contact is satisfactory. If the blue is trans-
ferred to the top edge of valve face, lower valve seat
with a 15É stone. If the blue is transferred to bottom
edge of valve face raise valve seat with a 60É stone.
(4) When seat is properly positioned the width of
valve seats should be 1.016-1.524 mm (0.040-0.060
inch).
VALVE SPRING INSPECTION
Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs should
be tested. As an example the compression length of
the spring to be tested is 1-5/16 inch. Turn table of
Universal Valve Spring Tester Tool until surface is in
line with the 1-5/16 inch mark on the threaded stud.
Be sure the zero mark is to the front (Fig. 19). Place
spring over stud on the table and lift compressing
lever to set tone device. Pull on torque wrench until
ping is heard. Take reading on torque wrench at this
instant. Multiply this reading by 2. This will give the
spring load at test length. Fractional measurements
are indicated on the table for finer adjustments.
Refer to specifications to obtain specified height and
allowable tensions. Discard the springs that do not
meet specifications.
REMOVALÐVALVE STEM SEALS
NOTE: This procedure is done with the cylinder
head installed.
(1) Disconnect the negative cable from the battery.
(2) Set engine basic timing to Top Dead Center
(TDC) and remove air cleaner.
(3) Remove cylinder head covers (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL) and spark plugs (Refer to 8
- ELECTRICAL/IGNITION CONTROL/SPARK
PLUG - REMOVAL).
(4) Using suitable socket and flex handle at crank-
shaft retaining bolt, turn engine so that the piston of
the cylinder to be worked on, is at TDC on the com-
pression stroke.
(5) Remove rocker arms (Refer to 9 - ENGINE/
CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - REMOVAL).
(6) With air hose attached to an adapter installed
in the spark plug hole, apply 620-689 kPa (90-100
psi) air pressure.
(7) Using Valve Spring Compressor Tool
MD-998772A with adapter 6716A (Fig. 20), compress
valve spring and remove retainer valve locks and
valve spring.
(8) Remove the valve stem seal.
REMOVALÐVALVES AND VALVE SPRINGS
(1) Remove the cylinder head (Refer to 9 -
ENGINE/CYLINDER HEAD - REMOVAL).
(2) Special studs must be used to adapt the Valve
Spring Compressor Tool to the V-10 cylinder head
(Fig. 21). Install the metric end into the Special Tool
MD998772A and the 5/16 end into the cylinder head.
Fig. 18 Intake and Exhaust Valves
1 - MARGIN
2 - VALVE SPRING RETAINER LOCK GROOVE
3 - STEM
4-FACE
Fig. 19 Testing Valve Spring for Compressed
1 - TORQUE WRENCH
2 - VALVE SPRING TESTER
BR/BEENGINE 8.0L 9 - 197
INTAKE/EXHAUST VALVES & SEATS (Continued)