oil reset DODGE RAM 2002 Service Repair Manual

CORRECTED CASTER CHART-CAB CHASSIS
Caster
Correlation
Value
(inches)4x2 8800
lb. GVW
134.7 in.
wheel
base4x4 8800
lb. GVW
4x2 & 4x4
11000 lb.
GVW
134.7 &
138.7 in.
wheel
base4x2 & 4x4
11000 lb.
GVW 162.7
in. wheel
base
Caster   1
deg.Caster   1
deg.Caster   1
deg.
25.00 4.27É 3.77É 3.81É
24.75 4.39É 3.89É 3.91É
24.50 4.51É 4.01É 4.01É
24.25 4.64É 4.14É 4.11É
24.00 4.76É 4.26É 4.21É
23.75 4.88É 4.38É 4.31É
23.50 5.00É 4.50É 4.41É
23.25 5.12É 4.62É 4.51É
23.00 5.25É 4.75É 4.61É
22.75 5.37É 4.87É 4.71É
22.50 5.49É 4.99É 4.81É
22.25 5.61É 5.11É 4.91É
22.00 5.74É 5.24É 5.01É
21.75 5.86É 5.36É 5.11É
21.50 5.98É 5.48É 5.21É
21.25 6.10É 5.60É 5.31É
21.00 6.23É 5.73É 5.41É
20.75 6.33É 5.83É 5.51É
20.50 6.47É 5.97É 5.61É
20.25 6.59É 6.09É 5.71É
0.00 6.71É 6.21É 5.81É
STANDARD PROCEDURE - ALIGNMENT
LINK/COIL SUSPENSION
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down several times. Always release the bumper in
the down position.Set the front end alignment to
specifications while the vehicle is in its NOR-
MALLY LOADED CONDITION.
CAMBER:The wheel camber angle is preset and
is not adjustable.
CASTER:Check the caster of the front axle for
correct angle. Be sure the axle is not bent or twisted.Road test the vehicle and make left and right turn.
Observe the steering wheel return-to-center position.
Low caster will cause poor steering wheel returnabil-
ity.
Caster can be adjusted by rotating the cams on the
lower suspension arm (Fig. 5). (Refer to 2 - SUSPEN-
SION/WHEEL ALIGNMENT - STANDARD PROCE-
DURE).
TOE POSITION:The wheel toe position adjust-
ment should be the final adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Center and Secure
the steering wheel and turn off engine.
(2) Loosen the adjustment sleeve clamp bolts.
(3) Adjust the right wheel toe position with the
drag link. Turn the sleeve until the right wheel is at
the correct TOE-IN position. Position clamp bolts to
their original position and tighten to specifications.
Make sure the toe setting does not change dur-
ing clamp tightening.
(4) Adjust left wheel toe position with tie rod at
left knuckle. Turn the sleeve until the left wheel is at
the correct TOE-IN position. Position clamp bolts to
their original position and tighten to specifications.
Make sure the toe setting does not change dur-
ing clamp tightening.
(5) Verify the right toe setting.
Fig. 5 Adjustment Cam
1 - ADJUSTMENT CAM
2 - AXLE BRACKET
3 - BRACKET REINFORCEMENT
4 - LOWER SUSPENSION ARM
BR/BEWHEEL ALIGNMENT 2 - 5
WHEEL ALIGNMENT (Continued)

INSTRUMENT CLUSTER
DESCRIPTION
The instrument cluster for this model is an Elec-
troMechanical Instrument Cluster (EMIC) module
that is located in the instrument panel above the
steering column opening, directly in front of the
driver (Fig. 1). The EMIC gauges and indicators are
protected by an integral clear plastic cluster lens,
and are visible through a dedicated opening in the
cluster bezel on the instrument panel. Just behind
the cluster lens is the cluster hood. The cluster hood
serves as a visor and shields the face of the cluster
from ambient light and reflections to reduce glare.
Behind the cluster hood is the cluster overlay and
gauges. The overlay is a multi-layered unit. The
dark, visible surface of the outer layer of the overlay
is marked with all of the gauge identification and
graduations, but this layer is also translucent. The
darkness of this outer layer prevents the cluster from
appearing cluttered or busy by concealing the cluster
indicators that are not illuminated, while the trans-
lucence of this layer allows those indicators and icons
that are illuminated to be readily visible. The under-
lying layer of the overlay is opaque and allows light
from the various indicators and illumination lamps
behind it to be visible through the outer layer of the
overlay only through predetermined cutouts. On the
lower edge of the cluster lens just left of center, the
odometer/trip odometer switch knob protrudesthrough a dedicated hole in the lens. The remainder
of the EMIC, including the mounts and the electrical
connections, are concealed behind the cluster bezel.
The molded plastic EMIC housing has four integral
mounting tabs, two each on the upper and lower
edges of the housing. The EMIC is secured to the
molded plastic instrument panel cluster carrier with
four screws. All electrical connections to the EMIC
are made at the back of the cluster housing through
two take outs of the instrument panel wire harness,
each equipped with a self-docking connector.
A single EMIC module is offered on this model.
This module utilizes integrated circuitry and infor-
mation carried on the Chrysler Collision Detection
(CCD) data bus network for control of all gauges and
many of the indicators. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/COMMUNI-
CATION - DESCRIPTION). The EMIC also uses
several hard wired inputs in order to perform its
many functions. In addition to instrumentation and
indicators, the EMIC has hardware and/or software
to support the following functions:
²Chime Warning Requests- The EMIC sends
chime tone requests over a hard wired circuit to the
Central Timer Module (CTM) when it monitors cer-
tain conditions or inputs. The CTM replaces the
chime or buzzer module and performs the functions
necessary to provide audible alerts that are synchro-
nized with the visual alerts provided by the EMIC.
(Refer to 8 - ELECTRICAL/CHIME/BUZZER -
DESCRIPTION).
²Vacuum Fluorescent Display (VFD) Dim-
ming Service- The EMIC performs the functions
necessary to eliminate the need for a separate VFD
dimming module by providing control and synchroni-
zation of the illumination intensity of all vacuum flu-
orescent displays in the vehicle, as well as a parade
mode.
The EMIC module incorporates a blue-green digital
VFD for displaying odometer and trip odometer infor-
mation, as well as the amber cruise-on indicator dis-
play function. Some variations of the EMIC are
necessary to support optional equipment and regula-
tory requirements. The EMIC includes the following
analog gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Oil Pressure Gauge
²Speedometer
²Tachometer
²Voltage Gauge
The EMIC also includes provisions for the follow-
ing indicators:
²Airbag Indicator
²Antilock Brake System (ABS) Indicator
²Brake Indicator
Fig. 1 Instrument Cluster Components
1 - COVER
2 - HOUSING
3 - MASK AND GAUGES
4 - HOOD
5 - LENS
6 - CIRCUIT BOARD
7 - ODOMETER RESET BUTTON
8J - 2 INSTRUMENT CLUSTERBR/BE

The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Junction
Block (JB) on a non-switched fused B(+) circuit, and
on battery current received through a fused ignition
switch output (st-run) fuse in the JB on a fused igni-
tion switch output (st-run) circuit. This arrangement
allows the EMIC to provide some features regardless
of the ignition switch position, while other features
will operate only with the ignition switch in the Start
or On positions. The EMIC circuitry is grounded
through two separate ground circuits located in one
of the two instrument cluster connectors and take
outs of the instrument panel wire harness. One
ground circuit receives ground through a take out
with an eyelet terminal connector of the instrument
panel wire harness that is secured by a nut to a
ground stud located on the left instrument panel end
bracket, while the other ground circuit receives
ground through a take out with an eyelet terminal
connector of the instrument panel wire harness that
is secured by a nut to a ground stud located on the
back of the instrument panel armature above the
inboard side of the instrument panel steering column
opening.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the CCD bus mes-
sage-controlled functions of the cluster by lighting
the appropriate indicators and positioning the gauge
needles at several predetermined locations on the
gauge faces in a prescribed sequence. (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). See the owner's manual in the
vehicle glove box for more information on the fea-
tures, use and operation of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry when the ignition switch is in the On
or Start positions. With the ignition switch in the Off
position battery current is not supplied to any
gauges, and the EMIC circuitry is programmed to
move all of the gauge needles back to the low end of
their respective scales. Therefore, the gauges do not
accurately indicate any vehicle condition unless the
ignition switch is in the On or Start positions. All of
the EMIC gauges, except the odometer, are air core
magnetic units. Two fixed electromagnetic coils are
located within each gauge. These coils are wrapped
at right angles to each other around a movable per-
manent magnet. The movable magnet is suspended
within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the
shaft. One of the coils has a fixed current flowing
through it to maintain a constant magnetic field
strength. Current flow through the second coil
changes, which causes changes in its magnetic fieldstrength. The current flowing through the second coil
is changed by the EMIC circuitry in response to mes-
sages received over the CCD data bus. The gauge
needle moves as the movable permanent magnet
aligns itself to the changing magnetic fields created
around it by the electromagnets.
The gauges are diagnosed using the EMIC self-di-
agnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that con-
trol each gauge require the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Specific operation details for each gauge may be
found elsewhere in this service manual.
VACUUM-FLUORESCENT DISPLAY
The Vacuum-Fluorescent Display (VFD) module is
soldered to the EMIC circuit board. The display is
active with the ignition switch in the On or Start
positions, and inactive when the ignition switch is in
any other position. The VFD has several display
capabilities including odometer, trip odometer, and
an amber ªCRUISEº indication whenever the
optional speed control system is turned On. The
cruise indicator function of the VFD is automatically
enabled or disabled by the EMIC circuitry based
upon whether the vehicle is equipped with the speed
control option. An odometer/trip odometer switch on
the EMIC circuit board is used to control several of
the display modes. This switch is actuated manually
by depressing the odometer/trip odometer switch
knob that extends through the lower edge of the clus-
ter lens, just right of center. Actuating this switch
momentarily with the ignition switch in the On posi-
tion will toggle the VFD between the odometer and
trip odometer modes. The word ªTRIPº will also
appear in blue-green text when the VFD trip odome-
ter mode is active. Depressing the switch button for
about two seconds while the VFD is in the trip odom-
eter mode will reset the trip odometer value to zero.
Holding this switch depressed while turning the igni-
tion switch from the Off position to the On position
will activate the EMIC self-diagnostic actuator test.
The EMIC will automatically flash the odometer or
trip odometer information on and off if there is a loss
of CCD data bus communication. The VFD will also
display various information used in several diagnos-
tic procedures. Refer to the appropriate diagnostic
information for additional details on this VFD func-
tion.
The VFD is diagnosed using the EMIC self-diag-
nostic actuator test. (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that con-
8J - 4 INSTRUMENT CLUSTERBR/BE
INSTRUMENT CLUSTER (Continued)

played when the ignition switch was turned to the
Off position.
²Trip Odometer Reset- When the trip odome-
ter reset switch is pressed and held for longer than
about two seconds, the trip odometer will be reset to
000.0 kilometers (miles). The VFD must be display-
ing the trip odometer information in order for the
trip odometer information to be reset.
²Message Failure- If the cluster fails to receive
a distance message during normal operation, it will
flash the odometer/trip odometer distance informa-
tion on and off repeatedly until a distance message is
received, or until the ignition switch is turned to the
Off position, whichever occurs first. If the cluster
does not receive a distance message within one sec-
ond after the ignition switch is turned to the On posi-
tion, it will display the last distance message stored
in the cluster memory. If the cluster is unable to dis-
play distance information due to an error internal to
the cluster, the VFD display will be blank.
²Actuator Test- Each time the cluster is put
through the actuator test, the VFD will display all of
its characters at once, then step through each char-
acter segment individually during the VFD portion of
the test to confirm the functionality of the VFD and
the cluster control circuitry.
The PCM continually monitors the vehicle speed
sensor, then sends the proper distance messages to
the instrument cluster. For further diagnosis of the
odometer/trip odometer or the instrument cluster cir-
cuitry that controls these functions, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
vehicle speed sensor, the PCM, the CCD data bus, or
the message inputs to the instrument cluster that
control the odometer/trip odometer, a DRBIIItscan
tool is required. Refer to the appropriate diagnostic
information.
OIL PRESSURE GAUGE
DESCRIPTION
An oil pressure gauge is standard equipment on all
instrument clusters. The oil pressure gauge is located
in the upper right quadrant of the instrument clus-
ter, above the fuel gauge. The oil pressure gauge con-
sists of a movable gauge needle or pointer controlled
by the instrument cluster circuitry and a fixed 90
degree scale on the cluster overlay that reads left-to-
right either from 0 kPa (0 psi) to 758 kPa (110 psi).
An International Control and Display Symbol icon for
ªEngine Oilº is located on the cluster overlay, directly
below the highest graduation of the gauge scale. The
oil pressure gauge graphics are white against a black
field except for a single red graduation at the lowend of the gauge scale, making them clearly visible
within the instrument cluster in daylight. When illu-
minated from behind by the panel lamps dimmer
controlled cluster illumination lighting with the exte-
rior lamps turned On, the white graphics appear
blue-green and the red graphics appear red. The
orange gauge needle is internally illuminated. Gauge
illumination is provided by replaceable incandescent
bulb and bulb holder units located on the instrument
cluster electronic circuit board. The oil pressure
gauge is serviced as a unit with the instrument clus-
ter.
OPERATION
The oil pressure gauge gives an indication to the
vehicle operator of the engine oil pressure. This
gauge is controlled by the instrument cluster circuit
board based upon the cluster programming and elec-
tronic messages received by the cluster from the
Powertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus. The oil pressure
gauge is an air core magnetic unit that receives bat-
tery current on the instrument cluster electronic cir-
cuit board through the fused ignition switch output
(st-run) circuit whenever the ignition switch is in the
On or Start positions. The cluster is programmed to
move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
²Engine Oil Pressure Message- The instru-
ment cluster circuitry restricts the oil pressure gauge
needle operation in order to provide readings that
are consistent with customer expectations. Each time
the cluster receives a message from the PCM indicat-
ing the engine oil pressure is between about 6.9 kPa
(1 psi) and 137.9 kPa (20 psi) for gasoline engines, or
55 kPa (8 psi) and 58.6 kPa (8.5 psi) for diesel
engines, the cluster holds the gauge needle at a point
about 11 degrees above the low end of normal incre-
ment on the gauge scale. Each time the cluster
receives a message from the PCM indicating the
engine oil pressure is between about 517.1 kPa (75
psi) and 755 kPa (109.5 psi) for gasoline engines, or
551.6 kPa (80 psi) and 755 kPa (109.5 psi) for diesel
engines, the cluster holds the gauge needle at a point
about 7.4 degrees below the high end of normal
increment on the gauge scale. When the cluster
receives messages from the PCM indicating the
engine oil pressure is between about 137.9 kPa (20
psi) and 517.1 kPa (75 psi) for gasoline engines, or
58.6 kPa (8.5 psi) and 551.6 kPa (80 psi) for diesel
engines], the gauge needle is moved to the actual
pressure position on the gauge scale.
BR/BEINSTRUMENT CLUSTER 8J - 25
ODOMETER (Continued)

ENGINE DATA PLATE
DESCRIPTION
The engine data plate contains specific information
that is helpful to servicing and obtaining parts for
the engine. The data plate is located on the left side
of the engine, affixed to the gear housing. Informa-
tion that can be found on the data plate includes:
²Date of Engine Manufacture
²Engine Serial Number
²Control Parts List (CPL)
²Engine Rated Horsepower
²Engine Firing Order
²Engine Displacement
²Valve Lash Reset Specifications
If the engine data plate is missing or not legible,
the engine serial number is used for engine identifi-
cation. The engine serial number is stamped on the
right side of the block, on top of the oil cooler cavity
(Fig. 10) .
AIR CLEANER ELEMENT
REMOVAL
Testing Air Cleaner Element using Filter Minder
Do not attempt to unnecessarily remove the
top of the air cleaner housing for air cleaner
element inspection on diesel engines.
The air cleaner (filter) housing is equipped with an
air Filter MinderŸ gauge (Fig. 11). This air flowrestriction gauge will determine when the air cleaner
element is restricted and should be replaced.
The Filter MinderŸ consists of a diaphragm and
calibrated spring sealed inside of a plastic housing
(Fig. 12). A yellow colored disc attached to the dia-
phragm moves along a graduated scale on the side of
the Filter Minder. After the engine has been shut off,
a ratcheting device located within the Filter Minder
will hold the yellow disc at the highest restriction
that the air cleaner element has experienced. A drop
in air pressure due to an air cleaner element restric-
tion moves the diaphragm and the yellow disc will
indicate the size of the air drop.
TEST PLUG - 8442
ADAPTER - 8462
Fig. 10 Engine Serial Number Location
Fig. 11 Filter MinderŸÐLocationÐDiesel Engine
1 - AIR FILTER HOUSING COVER
2 - TURBOCHARGER
3 - AIR INLET TUBE
4 - HOSE CLAMP
5 - HINGE TABS
6 - FILTER MINDER
7 - CLIPS (4)
8 - TUBE ALIGNMENT NOTCHES
BR/BEENGINE 5.9L DIESEL 9 - 129
ENGINE 5.9L DIESEL (Continued)

CAUTION: Certain engine degreasers or cleaners
may discolor or damage the plastic housing of the
Filter Minder. Cover and tape the Filter Minder if any
engine degreasers or cleaners are to be used.
To test, turn the engine off. If the yellow disc (Fig.
12) has reached the red colored zone on the gradu-
ated scale, the air cleaner element should be
replaced. Refer to the proceeding removal/installation
paragraphs.
Resetting the Filter Minder:After the air
cleaner (filter) element has been replaced, press the
rubber button on the top of the Filter Minder (Fig.
12). This will allow the yellow colored disc to reset.
After the button has been pressed, the yellow disc
should spring back to the UP position.
If the Filter Minder gauge has reached the red col-
ored zone, and after an examination of the air
cleaner (filter) element, the element appears to be
clean, the high reading may be due to a temporary
condition such as snow build-up at the air intake.
Temporary high restrictions may also occur if the air
cleaner (filter) element has gotten wet such as during
a heavy rain or snow. If this occurs, allow the ele-
ment to dry out during normal engine operation.
Reset the rubber button on the top of the Filter
Minder and retest after the element has dried.Removal
(1) Loosen air inlet tube clamp at air cleaner hous-
ing inlet (Fig. 11). Remove this tube at air cleaner
housing cover.
(2) The housing cover is equipped with four (4)
spring clips (Fig. 11) and is hinged at front with plas-
tic tabs. Unlatch clips from top of air cleaner housing
and tilt housing cover up and forward for cover
removal.
(3) Remove air cleaner element from air cleaner
housing.
INSTALLATION
(1) Before installing a new air cleaner element,
clean inside of air cleaner housing.
(2) Position air cleaner cover to tabs on front of air
cleaner housing. Latch four spring clips to seal cover
to housing.
(3) Install air inlet tube at air cleaner housing
inlet. Note hose alignment notches at both inlet hose
and air cleaner cover (Fig. 11).
(4) Position tube clamp to inlet tube and tighten to
3 N´m (25 in. lbs.) torque.
CYLINDER HEAD
DESCRIPTION
The cylinder head (Fig. 13) is constructed of cast
iron and is a one piece cross flow design with four
valves per cylinder. The arrangement of two intake
and two exhaust valves per cylinder allows for a cen-
trally located injector. The cylinder head also
includes an integral intake manifold, an integral
thermostat housing, and a longitudal fuel return
rifle, which exits at the rear of the head. The 24
valve design also includes integrally cast valve
guides and hardened intake and exhaust valve seat
inserts.
REMOVAL
(1) Disconnect battery negative cables.
(2) Raise vehicle on hoist.
(3) Drain engine coolant.
(4) Disconnect exhaust pipe from turbocharger
elbow (Fig. 14).
(5) Lower vehicle.
(6) Remove air cleaner housing and snorkel from
the vehicle. Cap off turbocharger air inlet to prevent
intrusion of dirt or foreign material.
(7) Disconnect cab heater core supply and return
hoses from the cylinder head and heater pipe.
(8) Disconnect turbocharger oil drain tube at rub-
ber hose connection. Cap off open ports to prevent
intrusion of dirt or foreign material.
Fig. 12 Filter MinderŸÐDiesel Engine
1 - PRESS BUTTON TO RESET
2 - YELLOW DISC
3 - RED ZONE
4 - TO AIR FILTER HOUSING
5 - FILTER MINDER
9 - 130 ENGINE 5.9L DIESELBR/BE
AIR CLEANER ELEMENT (Continued)

Heater Diagnosis
3. Incorrect engine
coolant temperature.3. Check the performance and operation of the engine
cooling system including: thermostat, water pump, fan
drive, accessory drive belt, coolant flow (plugged radiator
or heater core, plugged or kinked coolant hoses), air flow
(missing or improperly installed radiator air seals or fan
shroud). Refer to Cooling for the procedures.
4. Blend door actuator
inoperative or defective.4. (Refer to Controls/Blend Door Actuator) in this group.
5. Blend door not
operating properly.5. Check for a damaged, obstructed or improperly
installed blend door or seals. (Refer to Controls/Blend
Door Actuator) in this group.
6. Insufficient air flow
through heater housing.6. Remove foreign material or obstructions from cowl air
intake.
7. Improper blower motor
operation.7. (Refer to Distribution/Blower Motor/ Diagnosis and
Testing) in this group.
STANDARD PROCEDURE - DIODE
REPLACEMENT
(1) Disconnect the battery negative cable and iso-
late it.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay atten-
tion to the current flow direction (Fig. 3).
(4) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(5) Install the new diode in the harness, making
sure current flow is correct. If necessary refer to the
appropriate wiring diagram for current flow.
(6) Solder the connection together using rosin core
type solder only.Do not use acid core solder.(7) Tape the diode to the harness using electrical
tape making, sure the diode is completely sealed
from the elements.
(8) Re-connect the battery negative cable, and test
affected systems.
SPECIFICATIONS
A/C APPLICATION TABLE
Item Description Notes
Vehicle BR/BE - Ram
Pickup
System R134a w/orifice
tube
Compressor Sanden SD7H15 SP-20 PAG oil
Freeze±up
ControlA/C Low
Pressure Switchaccumulator
mounted
Low psi Control opens < 22-24
psi resets >
37-43 psi
High psi Control switch - opens >
450 - 490 psi,
resets < 270 -
330 psimounted on
discharge line,
near
compressor
A/C Heater
Control Headmanual type
Mode Door vacuum actuator
Blend Door electric actuator
Recirculation
Doorvacuum actuator
Fig. 3 DIODE IDENTIFICATION
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
BR/BEHEATING & AIR CONDITIONING 24 - 7
HEATING & AIR CONDITIONING (Continued)