dimensions DODGE RAM 2001 Service Repair Manual

ENGINE STARTER MOTOR
DESCRIPTION
The starter motors used for the 5.9L diesel engine
and the 8.0L gasoline engine available in this model
are not interchangeable with each other, or with the
starter motors used for the other available engines.
The starter motors used for the 3.9L, 5.2L and the
5.9L gasoline engines available in this model are
interchangeable.
The starter motor for the 5.9L diesel engine is
mounted with three screws to the flywheel housing
on the left side of the engine. The starter motor for
the 8.0L gasoline engine is mounted with two screws
to the flange on the left rear corner of the engine
block, while the starter motors for all of the other
engines are mounted with one screw, a stud and a
nut to the manual transmission clutch housing or
automatic transmission torque converter housing and
are located on the left side of the engine.
Each of these starter motors incorporates several
of the same features to create a reliable, efficient,
compact, lightweight and powerful unit. The electric
motors of all of these starters have four brushes con-
tacting the motor commutator, and feature four elec-
tromagnetic field coils wound around four pole shoes.
The 3.9L, 5.2L, 5.9L and 8.0L gasoline engine starter
motors are rated at 1.4 kilowatts (about 1.9 horse-
power) output at 12 volts, while the 5.9L diesel
engine starter motor is rated at 2.7 kilowatts (about
3.6 horsepower) output at 12 volts.
All of these starter motors are serviced only as a
unit with their starter solenoids, and cannot be
repaired. If either component is faulty or damaged,
the entire starter motor and starter solenoid unit
must be replaced.
OPERATION
These starter motors are equipped with a gear
reduction (intermediate transmission) system. The
gear reduction system consists of a gear that is inte-
gral to the output end of the electric motor armature
shaft that is in continual engagement with a larger
gear that is splined to the input end of the starter
pinion gear shaft. This feature makes it possible to
reduce the dimensions of the starter. At the same
time, it allows higher armature rotational speed and
delivers increased torque through the starter pinion
gear to the starter ring gear.
The starter motors for all engines are activated by
an integral heavy duty starter solenoid switch
mounted to the overrunning clutch housing. This
electromechanical switch connects and disconnects
the feed of battery voltage to the starter motor, also
engaging and disengaging the starter pinion gear
with the starter ring gear.All starter motors use an overrunning clutch and
starter pinion gear unit to engage and drive a starter
ring gear that is integral to the flywheel (manual
transmission), torque converter or torque converter
drive plate (automatic transmission) mounted on the
rear crankshaft flange.
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with starter motor
removed from vehicle. Refer to Starter Specifications
for starter motor specifications.
(1) Remove starter motor from vehicle. Refer to
Starter MotorRemoval and Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect suitable volt-ampere tester and 12-volt
battery to starter motor in series, and set ammeter to
100 ampere scale (250 ampere scale for diesel engine
starters). See instructions provided by manufacturer
of volt-ampere tester being used.
(4) Install jumper wire from solenoid terminal to
solenoid battery terminal. The starter motor should
operate. If starter motor fails to operate, replace
faulty starter motor assembly.
(5) Adjust carbon pile load of tester to obtain free
running test voltage. Refer to Specifications for the
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare this
reading to free running test maximum amperage
draw. Refer to Specifications for starter motor free
running test maximum amperage draw specifica-
tions.
(7) If ammeter reading exceeds maximum amper-
age draw specification, replace faulty starter motor
assembly.
STARTER MOTOR SOLENOID
This test can only be performed with starter motor
removed from vehicle.
(1) Remove starter motor. Refer toStarter Motor
Removal and Installation.
(2) Disconnect wire from solenoid field coil termi-
nal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with continuity tester
(Fig. 7). There should be continuity. If OK, go to Step
4. If not OK, replace faulty starter motor assembly.
(4) Check for continuity between solenoid terminal
and solenoid case (Fig. 8). There should be continuity.
If not OK, replace faulty starter motor assembly.
BR/BESTARTING 8F - 39

5.9L DIESEL ENGINE
(1) If equipped, position aluminum spacer to rear
of starter.
(2) Position starter motor to engine.
(3) Support starter and loosely install three
mounting bolts.
(4) Tighten 3 bolts to 43.4 N´m (32 ft. lbs.).
(5) Position wiring eyelets to starter studs and
install nuts. Tighten small nut to 6.2 N´m (55 in.
lbs.). Tighten large nut to 13.6 N´m (120 in. lbs.).
(6) Install protective rubber boot over stud.
(7) Lower vehicle.
(8) Connect battery cables to both batteries.
8.0L GASOLINE ENGINE
(1) Support starter motor and loosely install two
bolts securing starter motor to engine.
(2) Tighten 2 bolts to 67.8 N´m (50 ft. lbs.).
(3) Connect solenoid wire to solenoid terminal.
(4) Position battery cable eyelet to starter stud.
Install nut and tighten to 13.6 N´m (120 in. lbs.).
(5) Lower vehicle.
(6) Connect battery cable.
ENGINE STARTER MOTOR
RELAY
DESCRIPTION
The starter relay is an electromechanical device
that switches battery current to the pull-in coil of the
starter solenoid when ignition switch is turned to
Start position. The starter relay is located in the
Power Distribution Center (PDC) in the engine com-
partment. See PDC cover for relay identification and
location.
The starter relay is a International Standards
Organization (ISO) relay. Relays conforming to ISO
specifications have common physical dimensions, cur-
rent capacities, terminal patterns, and terminal func-
tions.
The starter relay cannot be repaired or adjusted
and, if faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When electro-
magnetic coil is energized, it draws the movable con-
tact away from normally closed fixed contact, and
holds it against the other (normally open) fixed con-
tact.
When electromagnetic coil is de-energized, spring
pressure returns movable contact to normally closed
position. The resistor or diode is connected in parallel
with electromagnetic coil within relay, and helps to
dissipate voltage spikes produced when coil is de-en-
ergized.
DIAGNOSIS AND TESTING - STARTER RELAY
The starter relay (Fig. 13) is located in Power Dis-
tribution Center (PDC). Refer to PDC cover for relay
identification and location. For complete starter relay
wiring circuit diagrams, refer to 8, Wiring Diagrams.
(1) Remove starter relay from PDC.
(2) A relay in de-energized position should have
continuity between terminals 87A and 30, and no
continuity between terminals 87 and 30. If OK, go to
Step 3. If not OK, replace faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 7565 ohms. If OK, go to Step
4. If not OK, replace faulty relay.
(4) Connect 12V battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform Relay Circuit Test that fol-
lows. If not OK, replace faulty relay.
Fig. 12 Starter Motor Remove/Install - 8.0L Gasoline
Engine
1 - ENGINE
2 - BATTERY POSITIVE CABLE WIRE HARNESS
3 - NUT
4 - STARTER MOTOR
5 - SCREW AND WASHER (2)
8F - 42 STARTINGBR/BE
ENGINE STARTER MOTOR (Continued)

(3) Disconnect and isolate the battery negative
cable. Disconnect the 3-way instrument panel wire
harness connector for the heated mirror switch from
the heated mirror switch connector receptacle on the
back of the a/c heater control. Check for continuity
between the ground circuit cavity of the wire harness
connector and a good ground. There should be conti-
nuity. If OK, go to Step 4. If not OK, repair the open
ground circuit to ground as required.
(4) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run/start)
circuit cavity of the 3-way instrument panel wire
harness connector for the heated mirror switch. If
OK, go to Step 5. If not OK, repair the open fused
ignition switch output (run/start) circuit to the fuse
in the JB as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Reconnect the 3-way instrument panel wire harness
connector for the heated mirror switch to the heated
mirror switch connector receptacle on the back of the
a/c heater control. Reconnect the battery negative
cable. Turn the ignition switch to the On position.
Depress and release the heated mirror switch. The
amber heated mirror system indicator lamp next to
the heated mirror switch button should light. If OK,
go to Step 6. If not OK, replace the faulty a/c heater
control.
(6) Back probe the fused heated mirror relay out-
put circuit cavity of the 3-way instrument panel wire
harness connector for the heated mirror switch on
the back of the a/c heater control and check for volt-
age (battery voltage less the resistance in both out-
side mirror heating grids). If OK, (Refer to 8 -
ELECTRICAL/HEATED MIRRORS/HEATED MIR-
ROR GRID - DIAGNOSIS AND TESTING).
HEATED MIRROR GRID
DESCRIPTION
Vehicles equipped with the optional heated mirror
system have an electrically operated heating grid
located behind the mirror glass of each power oper-
ated outside rear view mirror. The outside mirror
heating grid consists of two thin laminations of plas-
tic that approximate the outer dimensions and shape
of the mirror glass. A single length of resistor wire
weaves in a back and forth pattern between, and is
held in place by the two thin laminations of plastic.
The two ends of the resistor wire terminate near the
inboard edge of the grid, where they are soldered to
the ground feed and battery current feed wires con-
tained in the power mirror wire harness. The heating
grid is then sandwiched between the back of themolded plastic mirror glass case and the mirror
glass, where it remains in direct contact with the
back of the mirror glass at all times.
The outside mirror heating grids cannot be
repaired and, if faulty or damaged, the entire outside
power mirror unit must be replaced. Refer to Power
Mirrors for the service procedures.
OPERATION
One end of the outside mirror heating grid resistor
wire is connected to a ground feed at all times
through a body ground screw located inside the left
rear corner of the truck cab. Battery current is
directed to the other end of the outside mirror heat-
ing grid resistor wire by the energized heated mirror
relay when the heated mirror switch is in the On
position. As electrical current passes through the
heating grid, the resistance of the wire in the heating
grid converts some of that electrical current into
heat. The heat produced by the heating grid is then
conducted through the back of the mirror glass to
help keep the glass clear of ice, snow or fog.
DIAGNOSIS AND TESTING - HEATED MIRROR
GRID
For circuit descriptions and diagrams (Refer to
Appropriate Wiring Information).
(1) Disconnect and isolate the battery negative
cable. Disconnect the door wire harness connector
from the power mirror wire harness connector at the
power mirror with the inoperative heating grid.
Check for continuity between the ground circuit cav-
ity in the door wire harness connector for the power
mirror and a good ground. If OK, go to Step 2. If not
OK, repair the open ground circuit to ground as
required.
(2) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Turn on the
heated mirror system. Check for voltage (battery
voltage less the resistance in the outside mirror heat-
ing grid that is still connected) at the fused heated
mirror relay output circuit cavity in the door wire
harness connector for the power mirror. If OK, go to
Step 3. If not OK, repair the open fused heated mir-
ror relay output circuit to the heater and air condi-
tioner control unit as required.
(3) Check the outside mirror heating grid by test-
ing for continuity between the ground circuit and the
fused heated mirror relay output circuit cavities in
the power mirror wire harness connector. There
should be continuity. If not OK, replace the faulty
power mirror. If OK, check the resistance through
the outside mirror heating grid. The correct resis-
tance should be from 10 to 16 ohms when measured
at an ambient temperature of 21É C (70É F). If not
OK, replace the faulty power mirror.
8G - 4 HEATED MIRRORSBR/BE
MIRROR SWITCH (Continued)

ifications have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
The ISO micro-relay terminal functions are the same
as a conventional ISO relay. However, the ISO micro-
relay terminal pattern (or footprint) is different, the
current capacity is lower, and the physical dimen-
sions are smaller than those of the conventional ISO
relay.
The heated seat relay cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact. When the electromagnetic coil is de-ener-
gized, spring pressure returns the movable contact to
the normally closed position. The resistor or diode is
connected in parallel with the electromagnetic coil in
the relay, and helps to dissipate voltage spikes that
are produced when the coil is de-energized.
The heated seat relay is controlled by the premium
version of the Central Timer Module (CTM), which
controls the ground feed to the coil ground terminal
of the relay to energize and de-energize the electro-
magnetic coil of the relay. The CTM monitors engine
operation through messages it receives from the Pow-
ertrain Control Module (PCM) over the Chrysler Col-
lision Detection (CCD) data bus network. The CTM is
programmed to energize the relay only when the
engine is running, and to de-energize the relay when
the engine is not running. Refer toCentral Timer
Modulein the index of this service manual for the
location of more information on the premium CTM.
DIAGNOSIS & TESTING - HEATED SEAT RELAY
The heated seat relay (Fig. 7) is located in the
Junction Block (JB) on the left end of the instrument
panel in the passenger compartment of the vehicle.
Refer toWiring Diagramsfor the location of com-
plete heated seat system wiring diagrams.
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.
RELAY TEST
(1) Remove the heated seat relay from the JB.
Refer toHeated Seat Relayin this section for the
location of the proper heated seat relay removal pro-
cedures.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fused B(+) fuse in the Power Distribu-
tion Center (PDC) as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
Fig. 7 Heated Seat Relay
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
8G - 12 HEATED SEAT SYSTEMBR/BE
HEATED SEAT RELAY (Continued)

INSTALLATION
(1) Position the horn and mounting bracket unit(s)
onto the right fender wheel house front extension.
(2) Install and tighten the screw that secures the
horn and mounting bracket unit(s) to the right
fender wheel house front extension. Tighten the
screw to 11 N´m (95 in. lbs.).
(3) Reconnect the wire harness connector(s) to the
horn connector receptacle(s).
(4) Reconnect the battery negative cable.
HORN RELAY
DESCRIPTION
The horn relay is a electromechanical device that
switches battery current to the horn when the horn
switch grounds the relay coil. The horn relay is
located in the Power Distribution Center (PDC) in
the engine compartment. If a problem is encountered
with a continuously sounding horn, it can usually be
quickly resolved by removing the horn relay from the
PDC until further diagnosis is completed. See the
fuse and relay layout label affixed to the inside sur-
face of the PDC cover for horn relay identification
and location.
The horn relay is a International Standards Orga-
nization (ISO) micro-relay. Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions. The ISO micro-relay terminal functions
are the same as a conventional ISO relay. However,
the ISO micro-relay terminal pattern (or footprint) is
different, the current capacity is lower, and the phys-
ical dimensions are smaller than those of the conven-
tional ISO relay.
The horn relay cannot be repaired or adjusted and,
if faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor or diode is con-
nected in parallel with the electromagnetic coil in the
relay, and helps to dissipate voltage spikes that are
produced when the coil is de-energized.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - HORN RELAY
The horn relay (Fig. 2) is located in the Power Dis-
tribution Center (PDC) behind the battery on the
driver side of the engine compartment. If a problem
is encountered with a continuously sounding horn, it
can usually be quickly resolved by removing the horn
relay from the PDC until further diagnosis is com-
pleted. See the fuse and relay layout label affixed to
the inside surface of the PDC cover for horn relay
identification and location. For complete circuit dia-
grams, refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pin-
out information and location views for the various
wire harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Remove the horn relay from the PDC. (Refer to
8 - ELECTRICAL/HORN/HORN RELAY -
REMOVAL) for the procedures.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 7565 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fuse in the PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
BR/BEHORN 8H - 3
HORN (Continued)

(7) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(8) Attach a socket to the vibration damper mount-
ing bolt and rotate engine until the 1.818 inch
dimension is attained.
(9) Install the sensor into the timing case/cover
with a slight rocking action until the paper spacer
contacts the camshaft gear. Do not install the sensor
mounting bolt. Do not twist the sensor into position
as damage to the o-ring or tearing of the paper
spacer may result.
(10) Scratch a scribe line into the timing chain
case/cover to indicate depth of sensor (Fig. 14).
(11) Remove the sensor from timing chain case/
cover.
(12) Remove the paper spacer from the sensor.
This step must be followed to prevent the paper
spacer from getting into the engine lubrication sys-
tem.
(13) Again, apply a small amount of engine oil to
sensor o-ring.
(14) Again, install the sensor into the timing case/
cover with a slight rocking action until the sensor is
aligned to scribe line.(15) Install sensor mounting bolt and tighten to 6
N´m (50 in. lbs.) torque.
(16) Connect engine wiring harness to sensor.
Replacing With a New Sensor
(1) Apply a small amount of engine oil to the sen-
sor o-ring (Fig. 14).
A low and high area are machined into the cam-
shaft drive gear (Fig. 15). The sensor is positioned in
the timing gear cover so that a small air gap (Fig.
15) exists between the face of sensor and the high
machined area of cam gear.
Before the sensor is installed, the cam gear may
have to be rotated. This is to allow the high
machined area on the gear to be directly in front of
the sensor mounting hole opening on the timing gear
cover.
Do not install sensor with gear positioned at
low area (Fig. 16) or (Fig. 15). When the engine
is started, the sensor will be broken.
(2) Using a 1/2 in. wide metal ruler, measure the
distance from the cam gear to the face of the sensor
mounting hole opening on the timing gear cover (Fig.
16).
(3) If the dimension is approximately 1.818 inches,
it is OK to install sensor. Proceed to step Step 9.
(4) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(5) Attach a socket to the vibration damper mount-
ing bolt and rotate engine until the 1.818 inch
dimension is attained.
(6) Install the sensor into the timing case/cover
with a slight rocking action. Do not twist the sensor
into position as damage to the o-ring may result.
Push the sensor all the way into the cover until the
rib material on the sensor (Fig. 13) contacts the cam-
shaft gear.
(7) Install the mounting bolt and tighten to 6 N´m
(50 in. lbs.) torque.
(8) Connect sensor wiring harness to engine har-
ness.
When the engine is started, the rib material will be
sheared off the face of sensor. This will automatically
set sensor air gap.
DISTRIBUTOR
DESCRIPTION
All 3.9L/5.2L/5.9L engines are equipped with a
camshaft driven mechanical distributor (Fig. 17) con-
taining a shaft driven distributor rotor. All distribu-
tors are equipped with an internal camshaft position
(fuel sync) sensor (Fig. 17).
Fig. 16 Sensor Depth Dimensions
1 - 2.01888DO NOT INSTALL SENSOR
2 - SENSOR MOUNTING HOLE OPENING
3 - SENSOR CENTER LINE
4 - TIMING CHAIN COVER
5 - 1.81888OK TO INSTALL SENSOR
6 - CAM DRIVE GEAR
7 - HIGH MACHINED AREA
8 - LOW MACHINED AREA
8I - 10 IGNITION CONTROLBR/BE
CAMSHAFT POSITION SENSOR (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
HEADLAMP SWITCH ON
(HIGH BEAMS ON), ONE
HIGH BEAM ON AND
BOTH LOW BEAMS DIM.1. Headlamp feed circuit shorted to
ground.1. Check wiring circuit from right headlamp
fuse to headlamp. Repeat for left side.
Trace short circuit in wiring and repair.
HEADLAMP SWITCH ON,
ONE HEADLAMP
FILAMENT WILL BE AT
FULL INTENSITY AND ALL
OTHER FILAMENTS ARE
ON AND DIM.1. Blown headlamp fuse. 1. Trace short circuit and replace fuse.
2. Open circuit from headlamp fuse
to headlamp.2. Repair open headlamp circuit.
1. HEADLAMPS STAY ON
WITH KEY OUT (DRLM
EQUIPPED VEHICLES).1. Failed DRLM 1. Replace DRLM.
*Canada vehicles must have lamps ON.
REMOVAL
On the driver side, the battery and battery tray
must be removed to service the headlamp bulb.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the battery tray (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM/TRAY - REMOVAL).
(3) Disengage wire connector from headlamp
bulb(s).
(4) Remove retaining ring holding bulb(s) to head-
lamp (Fig. 13).
(5) Pull bulb(s) from headlamp.
INSTALLATION
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Position bulb(s) in headlamp.
(2) Install retaining ring holding bulb(s) to head-
lamp.
(3) Connect wire connector to headlamp bulb(s).
(4) Install battery tray, if removed (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/TRAY - INSTAL-
LATION).
(5) Connect battery negative cable.
HEADLAMP RELAY
DESCRIPTION
The headlamp (or security) relay is located in the
Power Distribution Center (PDC) near the battery in
the engine compartment (Fig. 14). See the fuse and
relay layout label affixed to the inside surface of the
PDC cover for headlamp relay identification and loca-
tion. The headlamp relay is a conventional Interna-
tional Standards Organization (ISO) micro relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The relay is
contained within a small, rectangular, molded plastic
housing. The relay is connected to all of the required
inputs and outputs through its PDC receptacle by
five male spade-type terminals that extend from the
bottom of the relay base. The ISO designation for
each terminal is molded into the base adjacent to the
Fig. 13 Headlamp Bulb
1 - BULB SOCKET
2 - BULB ASSEMBLY
3 - LOCK
4 - BULB RETAINING RING
5 - ELECTRICAL CONNECTOR
6 - UNLOCK
7 - PLASTIC BASE
8L - 16 LAMPS/LIGHTING - EXTERIORBR/BE
HEADLAMP (Continued)

(6) Disconnect the headlamp and dash wire har-
ness connector for the wiper motor from the wiper
motor pigtail wire connector.
(7) Disconnect the headlamp and dash wire har-
ness ground connector from the wiper motor ground
terminal.
(8) Remove the wiper module from the cowl ple-
num as a unit.
INSTALLATION
(1) Position the wiper module into the cowl ple-
num as a unit.
(2) Reconnect the headlamp and dash wire harness
ground connector to the wiper motor ground terminal
(Fig. 9).
(3) Reconnect the headlamp and dash wire harness
connector for the wiper motor to the wiper motor pig-
tail wire connector.
(4) Reach into the cowl plenum to align the wiper
module mounting bracket with the locations for the
mounting screws (Fig. 8).
(5) Install and tighten the four screws that secure
the wiper module bracket to the cowl plenum panel
and the dash panel. Tighten the screws to 8 N´m (72
in. lbs.).
(6) Reinstall the cowl plenum cover/grille panel
onto the cowl plenum. (Refer to 23 - BODY/EXTERI-
OR/COWL GRILLE - INSTALLATION).
(7) Reinstall the wiper arms onto the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARMS - INSTALLATION).
(8) Reconnect the battery negative cable.
WIPER RELAY
DESCRIPTION
The wiper relay (or intermittent wipe relay) is
located in the Power Distribution Center (PDC) near
the battery in the engine compartment. See the fuse
and relay layout label affixed to the inside surface of
the PDC cover for wiper relay identification and loca-
tion. The wiper relay is a conventional International
Standards Organization (ISO) micro relay. Relays
conforming to the ISO specifications have common
physical dimensions, current capacities, terminal pat-
terns, and terminal functions. The relay is contained
within a small, rectangular, molded plastic housing.
The relay is connected to all of the required inputs
and outputs through its PDC receptacle by five male
spade-type terminals that extend from the bottom of
the relay base. The ISO designation for each termi-
nal is molded into the base adjacent to the terminal.
The ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.
²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The wiper relay cannot be adjusted or repaired. If
the relay is damaged or faulty, it must be replaced.
OPERATION
The wiper relay (or intermittent wipe relay) is an
electromechanical switch that uses a low current
input from the Central Timer Module (CTM) to con-
trol a high current output to the low speed brush of
the wiper motor. The movable common feed contact
point is held against the fixed normally closed con-
tact point by spring pressure. When the relay coil is
energized, an electromagnetic field is produced by the
coil windings. This electromagnetic field draws the
movable relay contact point away from the fixed nor-
mally closed contact point, and holds it against the
fixed normally open contact point. When the relay
coil is de-energized, spring pressure returns the mov-
able contact point back against the fixed normally
closed contact point. A resistor or diode is connected
in parallel with the relay coil in the relay, and helps
to dissipate voltage spikes and electromagnetic inter-
ference that can be generated as the electromagnetic
field of the relay coil collapses.
Fig. 9 Wiper Module Electrical Connections
1 - GROUND CONNECTOR
2 - WIPER MOTOR CONNECTOR
3 - GROUND TERMINAL
BR/BEWIPERS/WASHERS 8R - 15
WIPER MODULE (Continued)

(2) The upper right corner of the rear face of the
block must be stamped with a X when the block is
refaced to 0.25 mm (0.0098 inch). A second X must be
stamped beside the first when the block is refaced to
0.50 mm (0.0197 inch) - (Fig. 69).
(3) Consult the parts catalog for the proper head
gaskets which must be used with refaced blocks to
ensure proper piston-to-valve clearance.
STANDARD PROCEDURE-CYLINDER BORE -
DE-GLAZE
(1) New piston rings may not seat in glazed cylin-
der bores.
(2) De-glazing gives the bore the correct surface
finish required to seat the rings. The size of the bore
is not changed by proper de-glazing.
(3) Cover the lube holes in the top of the block
with waterproof tape.
(4) A correctly honed surface will have a cross-
hatch appearance with the lines at 15É to 25É angles
(Fig. 70). For the rough hone, use 80 grit honing
stones. To finish hone, use 280 grit honing stones.
(5) Use a drill, a fine grit Flex-hone and a mixture
of equal parts of mineral spirits and SAE 30W engine
oil to de-glaze the bores.
(6)
The crosshatch angle is a function of drill speed
and how fast the hone is moved vertically (Fig. 71).
(7) Vertical strokes MUST be smooth continuous
passes along the full length of the bore (Fig. 71).
(8) Inspect the bore after 10 strokes.
(9) Use a strong solution of hot water and laundry
detergent to clean the bores. Clean the cylinder bores
immediately after de-glazing.
(10) Rinse the bores until the detergent is removed
and blow the block dry with compressed air.
Fig. 68 Refacing Dimensions of the Cylinder Block
CYLINDER BLOCK REFACING DIMENSIONS
DIMENSION(A(
1st Reface 0.25mm (0.0098 in.)
2nd Reface 0.25mm (0.0098 in.)
Dim (A) Total 0.50 mm (0.0197 in.)
DIMENSION(B(
Dim.9B9(STD.)323.00 mm  
0.10 mm(12.7165 in.  
0.0039 in.)
1st Reface322.75 mm  
0.10 mm(12.7067 in.  
0.0039 in.)
2nd Reface322.50 mm  
0.10 mm(12.6968 in.  
0.0039 in.)
Fig. 69 Stamp Block after Reface
Fig. 70 Cylinder Bore Crosshatch Pattern
Fig. 71 De-Glazing Drill Speed and Vertical Speed
9 - 264 ENGINE 5.9L DIESELBR/BE
ENGINE BLOCK (Continued)

(11) Check the bore cleanliness by wiping with a
white, lint free, lightly oiled cloth. If grit residue is
still present, repeat the cleaning process until all res-
idue is removed. Wash the bores and the complete
block assembly with solvent and dry with compressed
air.
(12) Be sure to remove the tape covering the lube
holes after the cleaning process is complete.
STANDARD PROCEDUREÐCYLINDER BORE
REPAIR
Cylinder bore(s) can be repaired by one of two
methods:
²Method 1:ÐOver boring and using oversize pis-
tons and rings.
²Method 2:ÐBoring and installing a repair sleeve
to return the bore to standard dimensions.
METHOD 1ÐOVERSIZE BORE
Cylinder bore(s) can be repaired by one of two
methods:
Oversize pistons and rings are available in two
sizes - 0.50 mm (0.0197 inch) and 1.00 mm (0.0393
inch).
Any combination of standard, 0.50 mm (0.0197
inch) or 1.00 mm (0.0393 inch) overbore may be used
in the same engine.
If more than 1.00 mm (0.0393 inch) overbore is
needed, a repair sleeve can be installed (refer to
Method 2ÐRepair Sleeve).
Cylinder block bores may be bored twice before use
of a repair sleeve is required (Fig. 72). The first bore
is 0.50 mm (0.0197 inch) oversize. The second bore is
1.00 mm (0.0393 inch) oversize.
After boring to size, use a honing stone to chamfer
the edge of the bore (Fig. 72).
CYLINDER BORE DIMENSION CHART
DESCRIPTION MEASUREMENT
BORING DIAMETER
DIMENSION1st. REBORE - 102.469
mm (4.0342 in.)
2nd. REBORE - 102.969
mm (4.0539 in.)
HONING DIAMETER
DIMENSIONSSTANDARD - 102.020  
0.020 mm (4.0165  
0.0008 in.)
1st. REBORE - 102.520
  0.020 mm (4.0362  
0.0008 in.)
2nd. REBORE - 103.020
  0.020 mm 4.0559  
0.0008 in.)
CHAMFER
DIMENSIONSApprox. 1.25 mm (0.049
in.) by 15É
A correctly honed surface will have a crosshatch
appearance with the lines at 15É to 25É angles with
the top of the cylinder block (Fig. 73). For the rough
hone, use 80 grit honing stones. To finish hone, use
280 grit honing stones.
A maximum of 1.2 micrometer (48 microinch) sur-
face finish must be obtained.
After finish honing is complete, immediately clean
the cylinder bores with a strong solution of laundry
detergent and hot water.
After rinsing, blow the block dry.
Check the bore cleanliness by wiping with a white,
lint-free, lightly- oiled cloth. There should be no grit
residue present.
If the block is not to be used right away, coat it
with a rust- preventing compound.
METHOD 2ÐREPAIR SLEEVE
If more than a 1.00 mm (0.03937 inch) diameter
oversize bore is required, the block must be bored
and a repair sleeve installed.
Bore the block cylinder bore to 104.500-104.515
mm (4.1142-4.1148 inch) - (Fig. 74).Fig. 72 Cylinder Bore Dimensions
1 - CHAMFER
Fig. 73 Crosshatch Pattern of Repaired Sleeve(s)
BR/BEENGINE 5.9L DIESEL 9 - 265
ENGINE BLOCK (Continued)