length DODGE RAM 2002 Service Service Manual

(2) Use extream care and clean all gasket resdue
from the retainer.
(3) Apply a small amount of MopartSilicone Rub-
ber Adhesive Sealant to the retainer gasket. Position
the gasket onto the retainer.
(4) Position Special Tool 6687 Seal Guide onto the
crankshaft.
(5) Position the retainer and seal over the guide
and onto the engine block.
(6) Install the retainer mounting bolts. Tighten the
bolts to 22 N´m (16 ft. lbs.).
(7) Install the oil pan (Refer to 9 - ENGINE/LU-
BRICATION/OIL PAN - INSTALLATION).
(8) Install the drive plate / flywheel.
(9) Install the transmission.
(10) Check and verify engine oil level.
(11) Start engine and check for leaks.
HYDRAULIC LIFTERS
DIAGNOSIS AND TESTINGÐHYDRAULIC
TAPPETS
Before disassembling any part of the engine to cor-
rect tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending-unit. The pressure should be
between 207-552 kPa (30-80 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick. The oil level in the pan
should never be above the FULL mark or below the
ADD OIL mark on dipstick. Either of these two con-
ditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running, this condition could create foam in
the oil pan. Foam in oil pan would be fed to the
hydraulic tappets by the oil pump causing them to
lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length,
which allows valves to seat noisily. Any leaks on
intake side of oil pump through which air can be
drawn will create the same tappet action. Check the
lubrication system from the intake strainer to the
pump cover, including the relief valve retainer cap.
When tappet noise is due to aeration, it may be
intermittent or constant, and usually more than one
tappet will be noisy. When oil level and leaks havebeen corrected, operate the engine at fast idle. Run
engine for a sufficient time to allow all of the air
inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS
(1) To determine source of tappet noise, operate
engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying side
thrust on the valve spring. If noise is not apprecia-
bly reduced, it can be assumed the noise is in the
tappet. Inspect the rocker arm push rod sockets
and push rod ends for wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by exces-
sive leak-down around the unit plunger, or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click is
caused by a tappet check valve not seating, or by for-
eign particles wedged between the plunger and the
tappet body. This will cause the plunger to stick in
the down position. This heavy click will be accompa-
nied by excessive clearance between the valve stem
and rocker arm as valve closes. In either case, tappet
assembly should be removed for inspection and clean-
ing.
(4) The valve train generates a noise very much
like a light tappet noise during normal operation.
Care must be taken to ensure that tappets are mak-
ing the noise. If more than one tappet seems to be
noisy, it's probably not the tappets.
LEAK-DOWN TEST
After cleaning and inspection, test each tappet for
specified leak-down rate tolerance to ensure zero-lash
operation (Fig. 36).
Swing the weighted arm of the hydraulic valve tap-
pet tester away from the ram of the Universal Leak-
Down Tester.
(1) Place a 7.925-7.950 mm (0.312-0.313 inch)
diameter ball bearing on the plunger cap of the tap-
pet.
(2) Lift the ram and position the tappet (with the
ball bearing) inside the tester cup.
(3) Lower the ram, then adjust the nose of the ram
until it contacts the ball bearing. DO NOT tighten
the hex nut on the ram.
(4) Fill the tester cup with hydraulic valve tappet
test oil until the tappet is completely submerged.
BR/BEENGINE 8.0L 9 - 91
CRANKSHAFT REAR OIL SEAL RETAINER (Continued)

INSTALLATION
(1) With engine raised SLIGHTLY, position the
engine support bracket/cushion and heat shields to
the block. Install new bolts and tighten to 81 N´m (60
ft. lbs.) torque.
(2) Install the thru-bolt and 2 piece rubber engine
rubber restrictors onto the engine support bracket/
cushion.
(3) Lower engine with support/lifting fixture while
guiding the engine bracket/cushion and thru-bolt into
support cushion brackets (Fig. 49) .
(4) Install thru-bolt nuts and tighten the nuts to
68 N´m (50 ft. lbs.) torque.
(5) Lower the vehicle.
(6) Remove lifting fixture.
REAR MOUNT
REMOVAL
(1) Raise the vehicle on a hoist.
(2) Position a transmission jack in place.
(3) Remove support cushion stud nuts (Fig. 50).
(4) Raise rear of transmission and engine
SLIGHTLY.
(5) Remove the bolts holding the support cushion
to the transmission support bracket. Remove the sup-
port cushion.
(6) If necessary, remove the bolts holding the
transmission support bracket to the transmission.
INSTALLATION
(1) If removed, position the transmission support
bracket to the transmission. Install new attaching
bolts and tighten to 102 N´m (75 ft. lbs.) torque.
(2) Position support cushion to transmission sup-
port bracket. Install stud nuts and tighten to 47 N´m
(35 ft. lbs.) torque.
(3) Using the transmission jack, lower the trans-
mission and support cushion onto the crossmember
(Fig. 50) .
(4) Install the support cushion bolts and tighten to
47 N´m (35 ft. lbs.) torque.
(5) Remove the transmission jack.
(6) Lower the vehicle.
LUBRICATION
DESCRIPTION
A pressure feed type (gerotor) oil pump is located
in the engine front cover. The pump uses a pick-up
tube and screen assembly to gather engine oil from
the oil pan (Fig. 51).
OPERATION
The pump draws oil through the screen and inlet
tube from the sump at the rear of the oil pan. The oil
is driven between the inner and outer gears of the oil
pump, then forced through the outlet in the engine
front cover. An oil gallery in the front cover channels
the oil to the inlet side of the full flow oil filter. After
passing through the filter element, the oil passes
from the center outlet of the filter through an oil gal-
lery that channels the oil up to the tappet galleries,
which extends the entire length of block.
Galleries extend downward from the main oil gal-
lery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
main bearing journals to the connecting rod journals.
Each connecting rod bearing has half a hole in it, oil
passes through the hole when the rods rotate and the
hole lines up, oil is then thrown off as the rod
rotates. This oil throwoff lubricates the camshaft
lobes, cylinder walls, and piston pins.
The hydraulic valve tappets receive oil directly
from the main oil gallery. The camshaft bearings
receive oil from the main bearing galleries. The front
camshaft bearing journal passes oil through the cam-
shaft sprocket to the timing chain. Oil drains back to
the oil pan under the No. 1 main bearing cap.
The oil supply for the rocker arms and bridged
pivot assemblies is provided by the hydraulic valve
tappets, which pass oil through hollow push rods to a
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components.
The oil then passes down through the push rod guide
Fig. 49 Positioning Engine MountsÐFront
1 - ENGINE SUPPORT BRACKET/CUSHION
2 - SUPPORT CUSHION BRACKET
9 - 98 ENGINE 8.0LBR/BE
FRONT MOUNT (Continued)

chamfer up or toward engine when cover is installed.
This allows easy installation over crankshaft. Ifclearance between inner and outer rotors is 0.150
mm (0.006 inch) or more, replace both rotors.
Place a straightedge across the face of the timing
chain cover pump body, between bolt holes (Fig. 66) .
If a feeler gauge of 0.077 mm (0.003 inch) or more
can be inserted between rotors and the straightedge,
and the rotors are within specifications, replace tim-
ing chain cover.
Inspect oil pressure relief valve plunger for scoring
and free operation in its bore. Small marks may be
removed with 400-grit wet or dry sandpaper.
The relief valve spring has a free length of approx-
imately 49.5 mm (1.95 inches). The spring should
test between 100 and 109 N (22.5 and 24.5 pounds)
Fig. 62 Measuring Outer Rotor Thickness
Fig. 63 Measuring Inner Rotor Thickness
Fig. 64 Measuring Outer Rotor Clearance in Cover
1 - FEELER GAUGE
2 - OUTER ROTOR
Fig. 65 Measuring Inner Rotor Clearance in Cover
1 - FEELER GAUGE
2 - OUTER ROTOR
3 - INNER ROTOR
Fig. 66 Measuring Clearance Over Rotors
1 - FEELER GAUGE
2 - STRAIGHT EDGE
BR/BEENGINE 8.0L 9 - 105
OIL PUMP (Continued)

ter. Overall variation end to end or side to side 0.30
mm (0.012 inch).
DO NOT proceed with the in-chassis overhaul if
the cylinder head or block surface is damaged or not
flat (within specifications).
Visually inspect the cylinder head bolts for dam-
aged threads, corroded/pitted surfaces, or a reduced
diameter due to bolt stretching.
If the bolts are not damaged, their ªfree lengthº
should be measured using the cap screw stretch
gauge provided with the replacement head gasket.
Place the head of the bolt against the base of the slot
and align the bolt with the straight edge of gauge
(Fig. 26). If the end of the bolt touches the foot of the
gauge, the boltmustbe discarded.The maximum
bolt free length is 132.1 mm (5.200 in.).
INSPECTIONÐCROSSHEADS
Inspect the crossheads for cracks and/or excessive
wear on rocker lever and valve tip mating surfaces
(Fig. 27). Replace any crossheads that exhibit abnor-
mal wear or cracks.
INSPECTIONÐPUSHRODS
Inspect the push rod ball and socket for signs of
scoring. Check for cracks where the ball and the
socket are pressed into the tube (Fig. 28).
Roll the push rod on a flat work surface with the
socket end hanging off the edge (Fig. 29). Replace
any push rod that appears to be bent.Fig. 25 Cylinder Head Combustion Deck Face
1 - STRAIGHT EDGE
2 - FEELER GAUGE
Fig. 26 Head Bolt Stretch Gauge
Fig. 27 Inspecting Crosshead for Cracks
Fig. 28 Inspecting Push Rod for Cracks
Fig. 29 Inspecting Push Rod for Flatness
BR/BEENGINE 5.9L DIESEL 9 - 135
CYLINDER HEAD (Continued)

INSPECTION
The cylinder head cover gasket and isolators
are reusable.However, should cracks be present in
the rubber/silicone construction, the defective compo-
nents should be replaced.
INSTALLATION
(1) Install the gasket as shown in (Fig. 34). Make
sure the gasket is properly located around the cylin-
der head bolts, with the words ªtop frontº facing up
and towards front of engine.
(2) Place two bolts and isolators into the rear two
mounting holes and install the cover.
(3) Install the remaining bolts and isolators. Start-
ing with the center bolt, torque in a circular pattern
to 24 N´m (18 ft. lbs.).
(4) Connect both battery negative cables.
INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves are made of heat resistant steel, and
have chrome plated stems to prevent scuffing. Theintake and exhaust valves are both similar in head
diameter and overall length, but they have unique
face angles which makes them non-interchangeable.
The valves are distinguished by unique dimples on
the exhaust valve head (Fig. 35) .
The exhaust valve springs are made from high
strength, chrome silicon steel. The exhaust valve
springs are also exhaust brake compatible.
STANDARD PROCEDURE
STANDARD PROCEDURE - VALVES,GUIDES
AND SPRINGS
REMOVAL
(1) Remove cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
(2) Support cylinder head on stands, or install
head bolts upside down (through combustion surface
side) to protect injector tips from damage from work
bench.
(3) Remove the injector clamp (Fig. 36) from the
cylinder(s) to be serviced.Do not remove the bolt
shown in (Fig. 36).
(4) Install the valve spring compressor mounting
base (special tool 8319±A) as shown in (Fig. 37).
Reinstall the injector clamp bolt finger tight.
(5) Install the compressor top plate, washer, and
nut. Using a suitable wrench, tighten the nut (clock-
wise) to compress the valve springs (Fig. 38) and
remove the locks.
(6) Rotate the compressor nut counter-clockwise to
relieve tension on the springs. Remove the spring
compressor.
(7) Remove the retainers, springs, valve seals (if
necessary), and valves (Fig. 39). Arrange or number
Fig. 34 Cylinder Head Cover and Gasket
1 - BOLT (5)
2 - GASKET
3 - ªTOP FRONTº
4 - ISOLATOR (5)
Fig. 35 Valve Identification
1 - INTAKE VALVES
2 - EXHAUST VALVES
9 - 138 ENGINE 5.9L DIESELBR/BE
CYLINDER HEAD COVER(S) (Continued)

valve stem diameter to obtain valve stem-to-guide
clearance. Measure valve margin (rim thickness)
(Fig. 43). Measure the valve spring free length and
maximum inclination (Fig. 44). Test valve spring
force with tool C-647 (Fig. 45).
INSTALLATION
(1) Install new valve seals. The yellow springs are
for the intake valves and the green seals are for the
exhaust valves.
(2) Install the valves in their original postion. The
exhaust valves are identified by a dimple on the
valve head (Fig. 46).
(3) Install the valve springs and retainer.
(4) Install the valve spring compressor tool 8319±A
as shown in (Fig. 37) and (Fig. 38).
(5) Compress the valve springs and install the
valve retaining locks (Fig. 39).
(6) Remove the compressor and repeat the proce-
dure on the remaining cylinders.
(7) Install the injector clamp and hold down bolts
and tighten to 10 N´m (89 in. lbs.) torque.
Fig. 40 Visually Inspect Valves for Abnormal Wear
Fig. 41 Measure Valve Stem Diameter
VALVE STEM DIAMETER
6.990 mm (0.2752 in.) MIN
7.010 mm (0.2760 in.) MAX
Fig. 42 Measure Valve Guide Bore
Fig. 43 Measure Valve Margin (Rim Thickness)
VALVE MARGIN (RIM THICKNESS)
0.72 mm (0.031 in.) MIN.
Fig. 44 Measure Valve Spring Free Length and Max.
Inclination
VALVE SPRING FREE LENGTH
47.75 mm (1.88 in.)
MAX INCLINATION
1.5 mm (.059 in.)
9 - 140 ENGINE 5.9L DIESELBR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)

INSTALLATION
(1) If previously removed, install the push rods in
their original location (Fig. 62).Verify that they
are seated in the tappets.
(2) Lubricate the valve tips and install the cross-
heads in their original locations.
(3) Lubricate the crossheads and push rod sockets
and install the rocker arms and pedestals (Fig. 60) in
their original locations. Tighten bolts to 36 N´m (27
ft. lbs.) torque.
(4)Verify valve lash adjustment (Refer to 9 -
ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
(5) Install cylinder head cover and reusable gasket
(Fig. 59) (Refer to 9 - ENGINE/CYLINDER HEAD/
CYLINDER HEAD COVER(S) - INSTALLATION).
(6) Connect battery negative cables.
ENGINE BLOCK
STANDARD PROCEDURE
STANDARD PROCEDURE - CYLINDER BLOCK
REFACING
(1) The combustion deck can be refaced twice. The
first reface should be 0.25 mm (0.0098 inch). If addi-
tional refacing is required, an additional 0.25 mm
(0.0098 inch) can be removed. Total allowed refacing
is 0.50 mm (0.0197 inch) - (Fig. 68).
(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.
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
9 - 148 ENGINE 5.9L DIESELBR/BE
ROCKER ARM / ADJUSTER ASSY (Continued)

(8) Install the oil pan, suction tube and gaskets
(Refer to 9 - ENGINE/LUBRICATION/OIL PAN -
INSTALLATION).
(9) Install the flywheel housing and bolts. Tighten
the bolts to 60 N´m (44 ft. lbs.) torque.
(10) Install the starter motor (Refer to 8 - ELEC-
TRICAL/STARTING/STARTER MOTOR - INSTAL-
LATION).
(11) Install the flywheel or converter drive plate.
Tighten bolts to 137 N´m (101 ft. lbs.)
(12) Install the transmission and transfer case (if
equipped).
(13) Lower vehicle.(14) Fill the crankcase with new engine oil.
(15) Connect the battery negative cables.
(16) Start engine and check for oil leaks.
SOLID LIFTERS/TAPPETS
REMOVAL
NOTE: This procedure requires use of Miller Tool
8502 Tappet Replacement Kit, or Cummins Tool Kit
#3822513.
(1) Remove camshaft (Refer to 9 - ENGINE/EN-
GINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - REMOVAL).
(2) Insert the trough (provided with tool kit) the
full length of the camshaft bore (Fig. 115). Make sure
the cap end goes in first and the open side faces up
(towards tappets).
(3)Remove only one tappet at a time.Remove
rubber band from one cylinder pair and attach tappet
dowel not being removed to the next cylinder pair
(Fig. 116).
(4) Raise dowel rod (disengage from tappet) and
allow tappet to fall into trough (Fig. 117).
(5) Carefully remove trough(do not rotate)and
tappet. If the tappet is not being replaced, mark it so
it can be installed in its original location.
(6) Re-install trough and repeat procedure on
remaining tappets.
CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or com-
pressed air.
Fig. 113 Installing Seal Using Alignment Tool and
Hammer
1 - SEAL PILOT TOOL
2 - INSTALLATION TOOL
3 - SEAL
4 - RETAINER
Fig. 114 Trimming Excess Gasket Material
1 - GASKET
Fig. 115 Inserting the Trough
1 - TROUGH
9 - 164 ENGINE 5.9L DIESELBR/BE
CRANKSHAFT REAR OIL SEAL RETAINER (Continued)

INSPECTION
(1) Visually inspect the tappet the tappet socket,
stem, and face for excessive wear, cracks, or obvious
damage (Fig. 118).
(2) Measure the tappet stem diameter. Replace the
tappet if it falls below the minimum size (Fig. 118).
INSTALLATION
(1) Insert the trough the full length of the cam-
shaft bore (Fig. 115). Again, make sure the cap end
goes in first and the open side faces up (towards tap-
pets).
(2) Lower the tappet installation tool through the
push rod hole (Fig. 119) and into the trough.
(3) Retrieve the tappet installation tool using the
hooked rod provided with the tool kit (Fig. 120).
(4) Lubricate the tappet with clean engine oil or
suitable equivalent and install the tappet to the
installation tool (Fig. 121).
(5) Pull the tappet up and into position (Fig. 121).
If difficulty is experienced getting the tappet to make
the turn into the tappet bore, wiggle the trough
whilegentlypulling up on the tappet.(6) With the tappet in place, rotate the trough one
half turn so the open side is down (toward crank-
shaft) (Fig. 122).
(7) Remove the tappet installation tool from the
tappet.
(8) Re-install a dowel rod and secure the rod with
a rubber band.
(9) Rotate the trough one half turn and repeat the
procedure for the remaining tappets.
(10) Install the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - INSTALLATION).
PISTON & CONNECTING ROD
DESCRIPTION
The piston (Fig. 123) is constructed of aluminum
and is gravity cast, free floating design. The piston
Fig. 116 Secure Dowel/Tappet to Adjacent Cylinder
Fig. 117 Lift Dowel Rod to Disengage from Tappet
Fig. 118 Tappet Inspection
TAPPET STEM DIAMETER
15.925 mm (0.627 in.) MIN.
15.977 mm (0.629 in.) MAX.
Fig. 119 Insert Installation Tool through Push Rod
Hole
BR/BEENGINE 5.9L DIESEL 9 - 165
SOLID LIFTERS/TAPPETS (Continued)

oil rifle runs the length of the block and delivers oil
to the crankshaft main journals and valve train. Oil
travels to the crankshaft through a series of transfer
drillings (one for each main bearing) and lubricates a
groove in the main bearing upper shell. From there
another drilling feeds the camshaft main journals.
The piston cooling nozzles are also supplied by the
main bearing upper shell. Crankshaft internal cross-
drillings supply oil to the connecting rod journals.Another series of transfer drillings intersecting the
main oil rifle supply the valve train components. Oil
travels up the drilling, through a hole in the head
gasket, and through a drilling in the cylinder head
(one per cylinder), where it enters the rocker arm
pedestal and is divided between the intake and
exhaust rocker arm. Oil travels up and around the
rocker arm mounting bolt, and lubricates the rocker
shaft by cross drillings that intersect the mounting
bolt hole. Grooves at both ends of the rocker shaft
supply oil through the rocker arm where the oil trav-
els to the push rod and socket balls (Fig. 148) and
(Fig. 149).
Fig. 147 Engine Rear Support Cushion Assembly
BR/BEENGINE 5.9L DIESEL 9 - 175
LUBRICATION (Continued)