service schedule DODGE RAM 2002 Service Repair Manual

LUBRICATION & MAINTENANCE
TABLE OF CONTENTS
page page
INTERNATIONAL SYMBOLS
DESCRIPTION...........................1
PARTS & LUBRICANT RECOMMENDATION
STANDARD PROCEDURE
STANDARD PROCEDURE -
CLASSIFICATION OF LUBRICANTS..........1
FLUID TYPES
DESCRIPTION...........................2
OPERATION.............................6
FLUID CAPACITIES
SPECIFICATIONS.........................6
MAINTENANCE SCHEDULES
DESCRIPTION...........................7JUMP STARTING
STANDARD PROCEDURE
STANDARD PROCEDURE - JUMP
STARTING.............................7
HOISTING
STANDARD PROCEDURE
STANDARD PROCEDURE - HOISTING.......9
TOWING
STANDARD PROCEDURE
STANDARD PROCEDURE - TOWING.......10
INTERNATIONAL SYMBOLS
DESCRIPTION
DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1).
PARTS & LUBRICANT
RECOMMENDATION
STANDARD PROCEDURE - CLASSIFICATION OF
LUBRICANTS
Only lubricants that are endorsed by the following
organization should be used to service a
DaimlerChrysler Corporation vehicle.²Society of Automotive Engineers (SAE)
²American Petroleum Institute (API) (Fig. 6)
²National Lubricating Grease Institute (NLGI)
(Fig. 2)
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 2) on the label. At the bottom NLGI
symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter
ªGº. Chassis lubricant is identified by the latter ªLº.
The letter following the usage letter indicates the
quality of the lubricant. The following symbols indi-
cate the highest quality.
When service is required, DaimlerChrysler Corpo-
ration recommends that only Mopartbrand parts,
lubricants and chemicals be used. Mopar provides
the best engineered products for servicing
DaimlerChrysler Corporation vehicles.
Fig. 1 International SymbolsFig. 2 NLGI Symbol
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS
BR/BELUBRICATION & MAINTENANCE 0 - 1

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)

²Battery- The storage battery provides a reli-
able means of storing a renewable source of electrical
energy within the vehicle.
²Battery Cable- The battery cables connect the
battery terminal posts to the vehicle electrical sys-
tem.
²Battery Holddown- The battery holddown
hardware secures the battery in the battery tray in
the engine compartment.
²Battery Tray- The battery tray provides a
secure mounting location in the vehicle for the bat-
tery and an anchor point for the battery holddown
hardware.
For battery system maintenance schedules and
jump starting procedures, see the owner's manual in
the vehicle glove box. Optionally, refer to Lubrication
and Maintenance for the recommended battery main-
tenance schedules and for the proper battery jump
starting procedures. While battery charging can be
considered a maintenance procedure, the battery
charging procedures and related information are
located in the standard procedures section of this ser-
vice manual. This was done because the battery must
be fully-charged before any battery system diagnosis
or testing procedures can be performed. Refer to
Standard procedures for the proper battery charging
procedures.
OPERATION
The battery system is designed to provide a safe,
efficient, reliable and mobile means of delivering and
storing electrical energy. This electrical energy is
required to operate the engine starting system, as
well as to operate many of the other vehicle acces-
sory systems for limited durations while the engine
and/or the charging system are not operating. The
battery system is also designed to provide a reserve
of electrical energy to supplement the charging sys-
tem for short durations while the engine is running
and the electrical current demands of the vehicle
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the
vehicle, the battery system serves as a capacitor and
voltage stabilizer for the vehicle electrical system. It
absorbs most abnormal or transient voltages caused
by the switching of any of the electrical components
or circuits in the vehicle.
DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the
vehicle operate with one another and must be tested
as a complete system. In order for the engine to start
and the battery to maintain its charge properly, all of
the components that are used in these systems must
perform within specifications. It is important that
the battery, starting, and charging systems be thor-
oughly tested and inspected any time a battery needs
to be charged or replaced. The cause of abnormal bat-
tery discharge, overcharging or early battery failure
must be diagnosed and corrected before a battery is
replaced and before a vehicle is returned to service.
The service information for these systems has been
separated within this service manual to make it eas-
ier to locate the specific information you are seeking.
However, when attempting to diagnose any of these
systems, it is important that you keep their interde-
pendency in mind.
The diagnostic procedures used for the battery,
starting, and charging systems include the most
basic conventional diagnostic methods, to the more
sophisticated On-Board Diagnostics (OBD) built into
the Powertrain Control Module (PCM). Use of an
induction-type milliampere ammeter, a volt/ohmme-
ter, a battery charger, a carbon pile rheostat (load
tester) and a 12-volt test lamp may be required. All
OBD-sensed systems are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for any failure it detects. Refer to
Charging System for the proper charging system on-
board diagnostic test procedures.
MIDTRONICS ELECTRICAL SYSTEM TESTER
The Midtronicstautomotive battery and charging
system tester is designed to help the dealership tech-
nicians diagnose the cause of a defective battery or
charging system. Follow the instruction manual sup-
plied with the tester to properly diagnose a vehicle. If
the instruction manual is not available refer to the
standard procedure in this section, which includes
the directions for using the midtronics electrical sys-
tem tester.
8F - 2 BATTERY SYSTEMBR/BE
BATTERY SYSTEM (Continued)

ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
²A faulty or incorrect charging system compo-
nent. Refer to Charging System for the proper charg-
ing system diagnosis and testing procedures.
²A faulty or incorrect battery. Refer to Standard
Procedures for the proper battery diagnosis and test-
ing procedures. Refer to Battery System Specifica-
tions for the proper specifications.
²A faulty circuit or component causing excessive
ignition-off draw.
²Electrical loads that exceed the output of the
charging system. This can be due to equipment
installed after manufacture, or repeated short trip
use.
²A faulty or incorrect starting system component.
Refer to Starting System for the proper starting sys-
tem diagnosis and testing procedures.
²Corroded or loose battery posts and terminal
clamps.
²A loose or worn generator drive belt.
²Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.
CLEANING
The following information details the recommended
cleaning procedures for the battery and related com-
ponents. In addition to the maintenance schedules
found in this service manual and the owner's man-
ual, it is recommended that these procedures be per-
formed any time the battery or related components
must be removed for vehicle service.
(1) Clean the battery cable terminal clamps of all
corrosion. Remove any corrosion using a wire brush
or a post and terminal cleaning tool, and a sodium
bicarbonate (baking soda) and warm water cleaning
solution (Fig. 1).
(2) Clean the battery tray and battery holddown
hardware of all corrosion. Remove any corrosion
using a wire brush and a sodium bicarbonate (baking
soda) and warm water cleaning solution. Paint any
exposed bare metal.
(3) If the removed battery is to be reinstalled,
clean the outside of the battery case and the top
cover with a sodium bicarbonate (baking soda) and
warm water cleaning solution using a stiff bristle
parts cleaning brush to remove any acid film (Fig. 2).
Rinse the battery with clean water. Ensure that the
cleaning solution does not enter the battery cells
through the vent holes. If the battery is being
replaced, refer to Battery System Specifications for
the factory-installed battery specifications. Confirm
that the replacement battery is the correct size and
has the correct ratings for the vehicle.
Fig. 1 Clean Battery Cable Terminal Clamp - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE
Fig. 2 Clean Battery - Typical
1 - CLEANING BRUSH
2 - WARM WATER AND BAKING SODA SOLUTION
3 - BATTERY
BR/BEBATTERY SYSTEM 8F - 5
BATTERY SYSTEM (Continued)

(9) Disconnect the instrument panel wire harness
connector for the multi-function switch from the
switch connector receptacle. Check for continuity
between the hazard flasher signal circuit cavities in
the JB receptacle for the combination flasher and the
instrument panel wire harness connector for the
multi-function switch. There should be continuity. If
OK, go to Step 10. If not OK, repair the open hazard
flasher signal circuit between the JB and the multi-
function switch as required.
(10) Check for continuity between the flasher out-
put circuit cavities of the JB receptacle for the com-
bination flasher and in the instrument panel wire
harness connector for the multi-function switch.
There should be continuity. If OK, test the multi-
function switch. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/MULTI-FUNCTION
SWITCH - DIAGNOSIS AND TESTING). If not OK,
repair the open flasher output circuit between the JB
and the multi-function switch as required.
SPECIFICATIONS
EXTERIOR LAMPS
LAMP BULB
Back-up 3157
Cargo 921
Center High Mounted
Stop921
Clearance Roof Mounted 168
Fog Lamps 896
Headlamp - SLT 9004LL
Headlamp - Sport Low
Beam9007
Headlamp - Sport High
Beam9004LL
License Plate w/o
Bumper1155
License Plate -Step
Bumper168
Park/Turn Signal 3157NA
Snow Plow Control 161
Tail/Brake/Turn Signal 3157
Tail/Brake/Cab - Chassis 1157
Underhood 105
SPECIAL TOOLS
HEADLAMP ALIGNMENT
BRAKE LAMP SWITCH
DESCRIPTION
The plunger type brake lamp switch is mounted on
a bracket attached to the brake pedal support under
the instrument panel.
CAUTION: The switch can only be adjusted during
initial installation. If the switch is not adjusted prop-
erly a new switch must be installed.
OPERATION
The brake lamp switch is used for the brake lamp,
speed control brake sensor circuits and electronic
brake distribution (EBD). The brake lamp circuit is
open until the plunger is depressed. The speed con-
trol and brake sensor circuits are closed until the
plunger is depressed.
When the brake light switch is activated, the Pow-
ertrain Control Module (PCM) receives an input indi-
cating that the brakes are being applied. After
receiving this input, the PCM maintains idle speed to
a scheduled rpm through control of the Idle Air Con-
trol (IAC) motor. The brake switch input is also used
to disable vent and vacuum solenoid output signals
to the speed control servo.
Vehicles equipped with the speed control option use
a dual function brake lamp switch. The PCM moni-
tors the state of the dual function brake lamp switch.
Refer to the Brake section for more information on
brake lamp switch service and adjustment proce-
dures.
Headlamp Aiming Kit C-4466±A
8L - 4 LAMPS/LIGHTING - EXTERIORBR/BE
LAMPS/LIGHTING - EXTERIOR (Continued)

(4) If dye is not observed, drive the vehicle at var-
ious speeds for approximately 24km (15 miles), and
repeat previous step.
(5) If the oil leak source is not positively identified
at this time, proceed with the air leak detection test
method as follows:
(6) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(7) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(8) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.
(9) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus-
pected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
(10) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(11) If no leaks are detected, turn off the air sup-
ply and remove the air hose and all plugs and caps.
Install the PCV valve and breather cap hose. Proceed
to next step.
(12) Clean the oil off the suspect oil leak area
using a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.
DIAGNOSIS AND TESTINGÐENGINE OIL
PRESSURE
(1) Remove oil pressure sending unit.
(2) Install Oil Pressure Line and Gauge Tool
C-3292. Start engine and record pressure. (Refer to 9
- ENGINE - SPECIFICATIONS).
OIL
STANDARD PROCEDURE - ENGINE OIL
OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the right
front of the engine, left of the generator (Fig. 50).
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.To ensure proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
The acceptable levels are indicated between the ADD
and SAFE marks on the engine oil dipstick.
(1) Position vehicle on level surface.
(2) With engine OFF, allow approximately ten min-
utes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.
(4) Install dipstick and verify it is seated in the
tube.
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in the Maintenance Schedule. This infor-
mation can be found in the owner's manual.
TO CHANGE ENGINE OIL
Run engine until achieving normal operating tem-
perature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist vehicle.
(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
Fig. 50 Oil Level Indicator Location
1 - CYLINDER HEAD COVER
2 - ENGINE OIL FILL CAP
3 - DIPSTICK
4 - ENGINE OIL FILTER
5 - FILTER BOSS
BR/BEENGINE 5.9L 9 - 45
LUBRICATION (Continued)

LINKAGE - 2WD
TABLE OF CONTENTS
page page
LINKAGE - 2WD
DESCRIPTION.........................40
STANDARD PROCEDURE - LUBRICATION....40
REMOVAL.............................40
INSTALLATION.........................41SPECIFICATIONS
TORQUE CHART......................41
SPECIAL TOOLS
STEERING LINKAGE...................41
LINKAGE - 2WD
DESCRIPTION
Light duty (LD) and heavy duty (HD) steering link-
age is used with IFS suspensions. The linkage is
comprised of a idler arm, pitman arm, center link
and tie rod ends. Heavy duty linkage is used on 8800
and 10500 lb. GVW vehicles.
CAUTION: If any steering components are replaced
or serviced an alignment must be performed.
NOTE: When servicing the steering linkage, use
care to avoid damaging ball stud seals. Use Puller
C-3894±A or an appropriate puller to remove tie rod
ends (Fig. 1).
STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the idler arm is required.
Refer to Lubrication And Maintenance for the recom-
mended maintenance schedule.
REMOVAL
(1) Remove the nut from the tie-rod.
(2) Remove the tie-rod end ball studs from the
steering knuckles with an appropriate puller.
(3) Remove inner tie-rod ends from center link.
(4) Remove idler arm stud from center link with
an appropriate puller. Remove the idler arm bolt
from frame bracket.
(5) Remove pitman arm ball stud from center link.
(6) Mark the pitman arm and shaft positions for
installation reference. Remove pitman arm with
Puller C-4150A (Fig. 2).
Fig. 1 Tie Rod End
1 - CLAMP
2 - ADJUSTMENT SLEEVE
3 - PULLER TOOL C-3894±A
4 - SEAL
5 - TIE-ROD END
Fig. 2 Pitman Arm
1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
3 - WRENCH
19 - 40 LINKAGE - 2WDBR/BE

LINKAGE - 4WD
TABLE OF CONTENTS
page page
LINKAGE - 4WD
DESCRIPTION.........................42
STANDARD PROCEDURE - LUBRICATION....42
REMOVAL.............................42
INSTALLATION.........................43SPECIFICATIONS
TORQUE CHART......................43
SPECIAL TOOLS
STEERING LINKAGE...................44
LINKAGE - 4WD
DESCRIPTION
The steering linkage is comprised of a tie rod end,
tie rod, drag link, steering damper and pitman arm
(Fig. 1).
CAUTION: If any steering components are replaced
or serviced an alignment must be performed.
NOTE: To avoid damaging ball stud seals, use
Puller C-3894±A or an appropriate puller to remove
tie rod ends (Fig. 2).
STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the steering system compo-
nents is required. Refer to Lubrication And Mainte-
nance for the recommended maintenance schedule.
The following components must be lubricated:
²Tie rod
²Tie rod end
²Drag link
REMOVAL
(1) Remove steering damper mounting nuts and
bolts and remove damper.
(2) Remove tie rod nuts.
(3) Remove tie rod from drag link and left knuckle
with Puller C-4150A.
(4) Remove drag and nuts.
(5) Remove drag link from right knuckle and pit-
man arm with Puller C-4150A.
Fig. 1 Steering Linkage
1 - DRAG LINK
2 - PITMAN ARM
3 - STEERING GEAR
4 - TIE ROD END
5 - TIE ROD
6 - DAMPER
Fig. 2 Tie Rod End
1 - CLAMP
2 - ADJUSTMENT SLEEVE
3 - PULLER TOOL C-3894±A
4 - SEAL
5 - TIE-ROD END
19 - 42 LINKAGE - 4WDBR/BE

The valve is serviced as an assembly; it is not
repairable. Do not clean the valve if restricted, or
contaminated by sludge, or debris. If the valve fails,
or if a transmission malfunction occurs that gener-
ates significant amounts of sludge and/or clutch par-
ticles and metal shavings, the valve must be
replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the
same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Other-
wise flow will be blocked and would cause an over-
heating condition and eventual transmission failure.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
Transmission fluid temperature readings are sup-
plied to the transmission control module by the ther-
mistor (Fig. 246). The temperature readings are used
to control engagement of the fourth gear overdrive
clutch, the converter clutch, and governor pressure.
Normal resistance value for the thermistor at room
temperature is approximately 2000 ohms.
The thermistor is part of the governor pressure
sensor assembly and is immersed in transmission
fluid at all times.
OPERATION
The PCM prevents engagement of the converter
clutch and overdrive clutch, when fluid temperature
is below approximately 10ÉC (50ÉF).
If fluid temperature exceeds 126ÉC (260ÉF), the
PCM causes a 4-3 downshift and engage the con-
verter clutch. Engagement is according to the third
gear converter clutch engagement schedule.
The overdrive OFF lamp in the instrument panel
illuminates when the shift back to third occurs. The
transmission will not allow fourth gear operation
until fluid temperature decreases to approximately
110ÉC (230ÉF).
VALVE BODY
DESCRIPTION
The valve body consists of a cast aluminum valve
body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 247), (Fig. 248), (Fig.
249), and (Fig. 250):
²Regulator valve
²Regulator valve throttle pressure plug
²Line pressure plug and sleeve
²Kickdown valve
²Kickdown limit valve
²1-2 shift valve
²1-2 control valve
²2-3 shift valve
²2-3 governor plug
²3-4 shift valve
²3-4 timing valve
²3-4 quick fill valve
²3-4 accumulator
²Throttle valve
²Throttle pressure plug
²Switch valve
²Manual valve
²Converter clutch lock-up valve
²Converter clutch lock-up timing Valve
²Shuttle valve
²Shuttle valve throttle plug
²Boost Valve
²10 check balls
By adjusting the spring pressure acting on the reg-
ulator valve, transmission line pressure can be
adjusted.
Fig. 246 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
21 - 218 AUTOMATIC TRANSMISSION - 46REBR/BE
TORQUE CONVERTER DRAINBACK VALVE (Continued)

METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
²STEEL WHEELS: Radial runout 0.040 in., Lat-
eral runout 0.045 in. (maximum)
²ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 in. (maximum)
(3)
If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees. Recheck
runout, Refer to match mounting procedure.
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION
Tires on the front and rear axles operate at differ-
ent loads and perform different steering, driving, and
braking functions. For these reasons, the tires wear
at unequal rates. They may also develop irregular
wear patterns. These effects can be reduced by rotat-
ing the tires according to the maintenance schedule
in the Owners Manual. This will improve tread life,
traction and maintain a smooth quiet ride.
The recommended method of tire rotation is (Fig.
4). Other methods can be used, but may not provide
the same tire longevity benefits.
Dual wheel vehicles require a different tire rota-
tion pattern. Refer to (Fig. 5) for the proper tire rota-
tion with dual wheels.
Fig. 2 Radial Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 3 Lateral Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 4 Tire Rotation Pattern
22 - 2 TIRES/WHEELSBR/BE
TIRES/WHEELS (Continued)