oil capacities DODGE RAM 2002 Service Repair Manual

DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to the maintenance schedules in this
group for the recommended maintenance (fluid/filter
change) intervals for this transmission.
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
MopartATF +4, type 9602, Automatic Transmis-
sion Fluid is the recommended fluid for
DaimlerChrysler automatic transmissions.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
MopartATF +4, type 9602, Automatic Transmis-
sion Fluid when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown.This is normal.A dark brown/black fluid
accompanied with a burnt odor and/or deterioration
in shift quality may indicate fluid deterioration or
transmission component failure.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
OPERATION - AUTOMATIC TRANSMISSION
FLUID
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays con-
stant through the temperature range of operation,transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
FLUID CAPACITIES
SPECIFICATIONS
FLUID CAPACITIES
DESCRIPTION SPECIFICATION
FUEL TANK
2500 Series Club Cab
and Quad Cab with 6.5'
Short Box129 L (34 gal.)*****
All 8' Long Box 132 L (35 gal.)*****
All Cab/Chassis Models 132 L (35 gal.)*****
ENGINE OIL WITH FILTER
5.9L 4.7 L (5.0 qts.)
8.0L 6.6 L (7.0 qts.)
5.9L DIESEL 10.4 L (11.0 qts.)
COOLING SYSTEM
5.9L 19 L (20 qts.)****
8.0L 24.5 L (26.0 qts.)****
5.9L DIESEL 22.7 L (24.0 qts.)****
POWER STEERING
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cooler
options. Depending on type and size of internal
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
Refer to 19, Steering for proper fill and bleed
procedures.
AUTOMATIC TRANSMISSION
Service Fill - 46RE 3.8 L (4.0 qts.)
O-haul - 46RE 9-9.5L (19-20 pts.)*
Service Fill - 47RE 3.8 L (4.0 qts.)
O-haul - 47RE 14-16 L (29-33 pts.)*
0 - 6 LUBRICATION & MAINTENANCEBR/BE
FLUID TYPES (Continued)

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 75   5 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.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 open cir-
cuit to fuse in 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.
(3) The relay normally open terminal (87) is con-
nected to common feed terminal (30) in the energized
position. This terminal supplies battery voltage to
starter solenoid field coils. There should be continu-
ity between cavity for relay terminal 87 and starter
solenoid terminal at all times. If OK, go to Step 4. If
not OK, repair open circuit to starter solenoid as
required.
(4) The coil battery terminal (86) is connected to
electromagnet in relay. It is energized when ignition
switch is held in Start position. On vehicles with
manual transmission, clutch pedal must be fully
depressed for this test. Check for battery voltage at
cavity for relay terminal 86 with ignition switch in
Start position, and no voltage when ignition switch is
released to On position. If OK, go to Step 5. If not
OK with automatic transmission, check for open or
short circuit to ignition switch and repair, if required.
If circuit to ignition switch is OK, refer toIgnition
Switch and Key Lock Cylinder. If not OK with a
manual transmission, check circuit between relay
and clutch pedal position switch for open or a short.
Fig. 13 Starter Relay
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
BR/BESTARTING 8F - 41

(2) Connect the new heating element electrical
connectors (Fig. 12) .
(3) Connect the negative battery cable.
(4) Verify heated seat system operation.
(5) Install the appropriate seat cushion or seat
back trim cover. Make certain the seat wire harness
is correctly routed through the seat and seat back.
The excess wire between the cushion and back ele-
ments should be securely tucked between the rear of
the cushion foam and the rear carpet flap of the trim
cover. (Fig. 13).
HEATED SEAT RELAY
DESCRIPTION
The heated seat relay is an electromechanical device
that switches battery current to the heated seat module
when the relay control coil is energized. The heated seat
relay is located in the Junction Block (JB), on the left
end of the instrument panel in the passenger compart-
ment (Fig. 14). The heated seat relay is a International
Standards Organization (ISO) micro-relay. Relays con-
forming to the ISO specifications have common physical
dimensions, current capacities, terminal patterns, and
terminal functions. The ISO micro-relay terminal func-
tions are the same as a conventional ISO relay. How-
ever, the ISO micro-relay terminal pattern (or footprint)
is different, the current capacity is lower, and the phys-
Fig. 12 HEATING ELEMENT INSTALLED
1 - SEAT BACK WIRE HARNESS
2 - HEATED SEAT WIRE HARNESS CONNECTOR
3 - HEATED SEAT CUSHION ELEMENT
Fig. 13 HEATED SEAT WIRE HARNESS ROUTING
1 - SEAT BACK HEATED SEAT WIRE HARNESS
2 - PASSENGER SEAT BACK
3 - SEAT BACK ELEMENT CONNECTOR
4 - SEAT CUSHION ELEMENT CONNECTOR
Fig. 14 Heated Seat Relay
1 - JUNCTION BLOCK
2 - HEATED SEAT RELAY
3 - INSTRUMENT PANEL
4 - COMBINATION FLASHER
8G - 14 HEATED SEAT SYSTEMBR/BE
HEATED SEAT ELEMENT (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 - 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 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 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.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the horn(s). There should be continuity between
the cavity for relay terminal 87 and the horn relay
output circuit cavity of each horn wire harness con-
BR/BEHORN 8H - 3
HORN (Continued)

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
terminal. The ISO terminal designations are as fol-
lows:
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 headlamp relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
replaced.
OPERATION
The headlamp (or security) relay is an electrome-
chanical switch that uses a low current input from
the high-line or premium Central Timer Module
(CTM) to control a high current output to the head-
lamps. The movable common feed contact point is
held against the fixed normally closed contact point
by spring pressure. When the relay coil is energized,
an electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. A resistor or diode is connected in par-
allel with the relay coil in the relay, and helps to dis-
sipate voltage spikes and electromagnetic
interference that can be generated as the electromag-
netic field of the relay coil collapses.
The headlamp relay terminals are connected to the
vehicle electrical system through a connector recepta-
cle in the Power Distribution Center (PDC). The
inputs and outputs of the headlamp relay include:
²The common feed terminal (30) is connected to
ground at all times through a take out and eyelet
terminal connector of the right headlamp and dash
wire harness that is secured by a ground screw to
the left fender inner shield near the PDC in the
engine compartment.
²The coil ground terminal (85) is connected to the
Central Timer Module (CTM) through the security
relay control circuit. The CTM energizes the head-
lamp relay control coil by internally pulling this cir-
cuit to ground.
²The coil battery terminal (86) is connected to
battery current at all times through a fused B(+) cir-
cuit that is internal to the PDC.
²The normally open terminal (87) is connected to
the headlamps at all times through the beam select
switch low beam output circuit. This circuit provides
a path to ground for the headlamps through the com-
mon feed terminal when the headlamp relay control
coil is energized by the CTM.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but is
grounded through the common feed terminal when
the headlamp relay control coil is de-energized.
The headlamp relay can be diagnosed using con-
ventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - HEADLAMP RELAY
The headlamp (or security) relay (Fig. 15) 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
Fig. 14 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
BR/BELAMPS/LIGHTING - EXTERIOR 8L - 17

(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 containedwithin 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.
The wiper relay terminals are connected to the
vehicle electrical system through a connector recepta-
cle in the Power Distribution Center (PDC). The
inputs and outputs of the wiper relay include:
²The common feed terminal (30) is connected to
the wiper motor low speed brush through the wiper
control circuitry of the multi-function switch on the
steering column. When the wiper relay is de-ener-
gized, the common feed terminal is connected to the
wiper park switch output through the wiper park
switch sense circuit. The wiper park switch output
may be battery current (wipers are not parked), or
ground (wipers are parked). When the wiper relay is
energized, the common feed terminal of the wiper is
Fig. 9 Wiper Module Electrical Connections
1 - GROUND CONNECTOR
2 - WIPER MOTOR CONNECTOR
3 - GROUND TERMINAL
BR/BEWIPERS/WASHERS 8R - 15
WIPER MODULE (Continued)

HEADLAMP RELAY
DESCRIPTION
The headlamp (or security) relay is a International
Standards Organization (ISO) micro-relay. The termi-
nal designations and functions are the same as a con-
ventional ISO relay. However, the micro-relay
terminal orientation (or footprint) is different, cur-
rent capacity is lower, and the relay case dimensions
are smaller than those of the conventional ISO relay.
The headlamp relay is a electromechanical device
that switches battery current to the headlamps when
the high-line or premium Central Timer Module
(CTM) grounds the relay coil. See Headlamp Relay in
the Diagnosis and Testing section of this group for
more information.
The headlamp (or security) relay is located in the
Power Distribution Center (PDC), in the engine com-
partment. Refer to the PDC label for relay identifica-
tion and location.
The headlamp relay cannot be repaired and, if
faulty or damaged, it must be replaced.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 15).
(3) Refer to the label on the PDC for headlamp (or
security) relay identification and location.
(4) Unplug the headlamp relay from the PDC.
INSTALLATION
(1) Install the headlamp relay by aligning the
relay terminals with the cavities in the PDC and
pushing the relay firmly into place.(2) Install the PDC cover.
(3) Connect the battery negative cable.
(4) Test the relay operation.
MICRO-RELAY
DESCRIPTION
A micro-relay is a conventional International Stan-
dards Organization (ISO) micro relay (Fig. 16).
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The relay is
Fig. 14 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
Fig. 15 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
Fig. 16 ISO MICRO RELAY
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
BR/BE8W-97 POWER DISTRIBUTION 8W - 97 - 13
HORN RELAY (Continued)

contained within a small, rectangular, molded plastic
housing and is connected to all of the required inputs
and outputs by five integral male spade-type termi-
nals that extend from the bottom of the relay base.
Relays cannot be adjusted or repaired and, if faulty
or damaged, the unit must be replaced.
OPERATION
A micro-relay is an electromechanical switch that
uses a low current input from one source to control a
high current output to another device. The movable
common feed contact point is held against the fixed
normally closed contact point by spring pressure.
When the relay coil is energized, an electromagnetic
field is produced by the coil windings. This electro-
magnetic field draws the movable relay contact point
away from the fixed normally closed contact point,
and holds it against the fixed normally open contact
point. When the relay coil is de-energized, spring
pressure returns the movable contact point back
against the fixed normally closed contact point. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
DIAGNOSIS AND TESTING - MICRO-RELAY
(1) Remove the relay from its mounting location.
(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 67.5 - 82.5 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, reinstall the relay and use a DRBIIIt
scan tool to perform further testing. Refer to the
appropriate diagnostic information.
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.
REMOVAL
(1) Remove the relay by grasping it firmly and
pulling it straight out from its receptacle.
INSTALLATION
(1) Align the micro-relay terminals with the termi-
nal cavities in the receptacle.(2) Push firmly and evenly on the top of the relay
until the terminals are fully seated in the terminal
cavities in the receptacle.
RELAY
DESCRIPTION
A relay is an electromechanical device that
switches fused battery current to a electrical compo-
nent when the ignition switch is turned to the Acces-
sory or Run positions, or when controlled by a
electronic module. The relays are located in the junc-
tion block or power distribution center (Fig. 17).
The relay is a International Standards Organiza-
tion (ISO) relay. Relays conforming to the ISO speci-
fications have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
A 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 and three (two fixed and one movable) elec-
trical contacts. The movable (common feed) relay con-
tact 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 is connected in
parallel with the electromagnetic coil in the relay,
and helps to dissipate voltage spikes that are pro-
duced when the coil is de-energized.
Fig. 17 TYPE 1 RELAY
8W - 97 - 14 8W-97 POWER DISTRIBUTIONBR/BE
MICRO-RELAY (Continued)

(3) Always check the condition of the used oil. This
can give you an indication of engine problems that
might exist.
²Thin, black oil indicates fuel dilution.
²Milky discoloration indicates coolant dilution.
(4) Clean the area around the oil filter head.
Remove the filter (Refer to 9 - ENGINE/LUBRICA-
TION/OIL FILTER - REMOVAL).
(5) Install new oil filter (Refer to 9 - ENGINE/LU-
BRICATION/OIL FILTER - INSTALLATION).
(6) Clean the drain plug and the sealing surface of
the pan. Check the condition of the threads and seal-
ing surface on the oil pan and drain plug.
(7) Install the drain plug. Tighten the plug to 50
N´m (37 ft. lbs.) torque.
(8) Use only High-Quality Multi-Viscosity lubricat-
ing oil in the Cummins Turbo Diesel engine. Choose
the correct oil for the operating conditions (Refer to
LUBRICATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION).
(9) Fill the engine with the correct grade of new oil
(Refer to LUBRICATION & MAINTENANCE/FLUID
CAPACITIES - SPECIFICATIONS).
(10) Start the engine and operate it at idle for sev-
eral minutes. Check for leaks at the filter and drain
plug.
(11) Stop engine. Wait several minutes to allow the
oil to drain back to the pan and check the level
again.
USED ENGINE OIL DISPOSAL Care should be
exercised when disposing of used engine oil after
it has been drained from a vehicle's engine.
OIL COOLER & LINES
CLEANING AND INSPECTION
Clean the sealing surfaces.
Apply 483 kPa (70 psi) air pressure to the element
to check for leaks. If the element leaks, replace the
element.
OIL FILTER
REMOVAL
(1) Clean the area around the oil filter head.
Remove the filter using a 90-95 mm filter wrench.
(2) Clean the gasket surface of the filter head. The
filter canister O-Ring seal can stick on the filter
head. Make sure it is removed.
INSTALLATION
(1) Fill the oil filter element with clean oil before
installation. Use the same type oil that will be used
in the engine.
(2) Apply a light film of lubricating oil to the seal-
ing surface before installing the filter.
CAUTION: Mechanical over-tightening may distort
the threads or damage the filter element seal.
(3) Install the filter until it contacts the sealing
surface of the oil filter adapter. Tighten filter an
additional ó turn.
OIL PAN
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Remove transmission and transfer case (if
equipped).
(4) Remove flywheel.
(5) Disconnect starter cables from starter motor.
(6) Remove starter motor (Refer to 8 - ELECTRI-
CAL/STARTING/STARTER MOTOR - REMOVAL)
and transmission adapter plate assembly.
WARNING: HOT OIL CAN CAUSE PERSONAL
INJURY.
(7) Drain the engine oil (Refer to 9 - ENGINE/LU-
BRICATION/OIL - STANDARD PROCEDURE).
(8) Install the oil pan drain plug with a new seal-
ing washer and tighten to 60 N´m (44 ft. lbs.) torque.
(9) Remove oil pan bolts, break the pan to block
seal, and lower pan slightly and remove oil suction
tube fasteners.
(10) Remove oil pan and suction tube (Fig. 151).
CLEANING
Remove all gasket material from the oil pan and
cylinder block sealing surfaces. Extra effort may be
required around T-joint areas. Clean oil pan and
flush suction tube with a suitable solvent.
INSPECTION
Inspect the oil pan, suction tube, and tube braces
for cracks and damage. Replace any defective compo-
nent. Inspect the oil drain plug and drain hole
threads. Inspect the oil pan sealing surface for
straightness. Repair any minor imperfections with a
ball-peen hammer. Do not attempt to repair an oil
pan by welding.
BR/BEENGINE 5.9L DIESEL 9 - 179
OIL (Continued)

OPERATION
R-134a refrigerant is not compatible with R-12
refrigerant in an air conditioning system. Even a
small amount of R-12 added to an R-134a refrigerant
system will cause compressor failure, refrigerant oil
sludge or poor air conditioning system performance.
In addition, the PolyAlkylene Glycol (PAG) synthetic
refrigerant oils used in an R-134a refrigerant system
are not compatible with the mineral-based refriger-
ant oils used in an R-12 refrigerant system.
R-134a refrigerant system service ports, service
tool couplers and refrigerant dispensing bottles have
all been designed with unique fittings to ensure that
an R-134a system is not accidentally contaminated
with the wrong refrigerant (R-12). There are also
labels posted in the engine compartment of the vehi-
cle and on the compressor identifying to service tech-
nicians that the air conditioning system is equipped
with R-134a.
REFRIGERANT OIL
DESCRIPTION
The refrigerant oil used in R-134a refrigerant sys-
tems is a synthetic-based, PolyAlkylene Glycol (PAG),
wax-free lubricant. Mineral-based R-12 refrigerant
oils are not compatible with PAG oils, and should
never be introduced to an R-134a refrigerant system.
There are different PAG oils available, and each
contains a different additive package. The SD7H15
compressor used in this vehicle is designed to use an
SP-20 PAG refrigerant oil. Use only refrigerant oil of
this same type to service the refrigerant system.
OPERATION
After performing any refrigerant recovery or recy-
cling operation, always replenish the refrigerant sys-
tem with the same amount of the recommended
refrigerant oil as was removed. Too little refrigerant
oil can cause compressor damage, and too much can
reduce air conditioning system performance.
PAG refrigerant oil is much more hygroscopic than
mineral oil, and will absorb any moisture it comes
into contact with, even moisture in the air. The PAG
oil container should always be kept tightly capped
until it is ready to be used. After use, recap the oil
container immediately to prevent moisture contami-
nation.
STANDARD PROCEDURE - REFRIGERANT OIL
LEVEL
When an air conditioning system is assembled at
the factory, all components except the compressor are
refrigerant oil free. After the refrigerant system has
been charged and operated, the refrigerant oil in the
compressor is dispersed throughout the refrigerant
system. The accumulator, evaporator, condenser, and
compressor will each retain a significant amount of
the needed refrigerant oil.
It is important to have the correct amount of oil in
the refrigerant system. This ensures proper lubrica-
tion of the compressor. Too little oil will result in
damage to the compressor. Too much oil will reduce
the cooling capacity of the air conditioning system.
It will not be necessary to check the oil level in the
compressor or to add oil, unless there has been an oil
loss. An oil loss may occur due to a rupture or leak
from a refrigerant line, a connector fitting, a compo-
nent, or a component seal. If a leak occurs, add 30
milliliters (1 fluid ounce) of refrigerant oil to the
refrigerant system after the repair has been made.
Refrigerant oil loss will be evident at the leak point
by the presence of a wet, shiny surface around the
leak.
Refrigerant oil must be added when a accumulator,
evaporator coil, or condenser are replaced. See the
Refrigerant Oil Capacities chart. When a compressor
is replaced, the refrigerant oil must be drained from
the old compressor and measured. Drain all of the
refrigerant oil from the new compressor, then fill the
new compressor with the same amount of refrigerant
oil that was drained out of the old compressor.
Refrigerant Oil Capacities
Component ml fl oz
A/C System 210 6.2
Accumulator 60 2
Condenser 30 1
Evaporator 60 2
Compressordrain and measure
the oil from the old
compressor - see
text.
BR/BEPLUMBING 24 - 57
REFRIGERANT (Continued)