Ecm DODGE RAM 2003 Service Owner's Guide

WAIT-TO-START INDICATOR
DESCRIPTION
A wait-to-start indicator is only found in the
instrument clusters for vehicles equipped with an
optional diesel engine. The wait-to-start indicator is
located near the lower edge of the instrument cluster,
between the tachometer and the speedometer. The
wait-to-start indicator consists of stencil-like cutout
of the International Control and Display Symbol icon
for ªDiesel Preheatº in the opaque layer of the instru-
ment cluster overlay. The dark outer layer of the
overlay prevents the indicator from being clearly vis-
ible when it is not illuminated. An amber Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the icon to appear
in amber through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The wait-
to-start indicator is serviced as a unit with the
instrument cluster.
OPERATION
The wait-to-start indicator gives an indication to
the vehicle operator when the air temperature within
the diesel engine intake manifold is too cool for effi-
cient and reliable engine starting, and that the
intake air heater grids are energized in their pre-
heat operating mode. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic mes-
sages received by the cluster from the Engine Control
Module (ECM) over the Programmable Communica-
tions Interface (PCI) data bus. The wait-to-start indi-
cator Light Emitting Diode (LED) is completely
controlled by the instrument cluster logic circuit, and
that logic will only allow this indicator to operate
when the instrument cluster receives a battery cur-
rent input on the fused ignition switch output (run-
start) circuit. Therefore, the LED will always be off
when the ignition switch is in any position except On
or Start. The LED only illuminates when it is pro-
vided a path to ground by the instrument cluster
transistor. The instrument cluster will turn on the
wait-to-start indicator for the following reasons:
²Wait-To-Start Lamp-On Message- Each time
the cluster receives a wait-to-start lamp-on message
from the ECM indicating that the air temperature
within the intake manifold is too cool for efficient
and reliable engine starting, the wait-to-start indica-
tor will be illuminated. The indicator remains illumi-
nated until the cluster receives a wait-to-start lamp-
off message, until the ECM detects that the engine is
running or until the ignition switch is turned to the
Off position, whichever occurs first.²Actuator Test- Each time the cluster is put
through the actuator test, the wait-to-start indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The ECM continually monitors the engine intake
air temperature sensor to determine when the intake
air heater grids should be energized in their pre-heat
operating mode. The ECM then sends the proper
wait-to-start lamp-on and lamp-off messages to the
instrument cluster. For further diagnosis of the wait-
to-start indicator or the instrument cluster circuitry
that controls the indicator, (Refer to 8 - ELECTRI-
CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the engine intake
air temperature sensor, the intake air heater grid
control circuits, the ECM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the wait-to-start indicator, a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
WASHER FLUID INDICATOR
DESCRIPTION
A washer fluid indicator is standard equipment on
all instrument clusters. The washer fluid indicator
consists of the words ªLOW WASHº, which appear in
the lower portion of the odometer/trip odometer Vac-
uum-Fluorescent Display (VFD) unit. The VFD is sol-
dered onto the cluster electronic circuit board and is
visible through a window with a smoked clear lens
located on the lower edge of the tachometer gauge
dial face of the cluster overlay. The dark lens over
the VFD prevents the indicator from being clearly
visible when it is not illuminated. The ªLOW WASHº
text appears in an amber color and at the same light-
ing level as the odometer/trip odometer information
when it is illuminated by the instrument cluster elec-
tronic circuit board. The washer fluid indicator is ser-
viced as a unit with the VFD in the instrument
cluster.
OPERATION
The washer fluid indicator gives an indication to
the vehicle operator that the fluid level in the washer
reservoir is low. This indicator is controlled by the
instrument cluster circuit board based upon cluster
programming and electronic messages received by
the cluster from the Front Control Module (FCM)
over the Programmable Communications Interface
(PCI) data bus. The washer fluid indicator is com-
pletely controlled by the instrument cluster logic cir-
cuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-
8J - 42 INSTRUMENT CLUSTERDR

tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the indicator will
always be off when the ignition switch is in any posi-
tion except On or Start. The indicator only illumi-
nates when it is switched to ground by the
instrument cluster circuitry. The instrument cluster
will turn on the washer fluid indicator for the follow-
ing reasons:
²Washer Fluid Indicator Lamp-On Message-
Each time the cluster receives a washer fluid indica-
tor lamp-on message from the FCM indicating that a
low washer condition has been detected for sixty con-
secutive seconds, the washer fluid indicator is illumi-
nated and a single chime tone is sounded. The
indicator remains illuminated until the cluster
receives a washer fluid indicator lamp-off message
for sixty consecutive seconds from the FCM or until
the ignition switch is turned to the Off position,
whichever occurs first. The chime tone feature will
only repeat during the same ignition cycle if the
washer fluid indicator is cycled off and then on again
by the appropriate washer fluid lamp messages from
the FCM.
²Actuator Test- Each time the cluster is put
through the actuator test, the washer fluid indicator
will be turned on, then off again during the VFD por-
tion of the test to confirm the functionality of the
VFD and the cluster control circuitry.
The FCM continually monitors the washer fluid
level switch in the washer reservoir to determine the
level of the washer fluid. The FCM then sends the
proper washer fluid indicator lamp-on and lamp-off
messages to the instrument cluster. For further diag-
nosis of the washer fluid indicator or the instrument
cluster circuitry that controls the indicator, (Refer to
8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAG-
NOSIS AND TESTING). For proper diagnosis of the
washer fluid level switch, the FCM, the PCI data
bus, or the electronic message inputs to the instru-
ment cluster that control the washer fluid indicator,
a DRBIIItscan tool is required. Refer to the appro-
priate diagnostic information.WATER-IN-FUEL INDICATOR
DESCRIPTION
A water-in-fuel indicator is only found in the
instrument clusters for vehicles equipped with an
optional diesel engine. The water-in-fuel indicator is
located near the lower edge of the instrument cluster,
between the tachometer and the speedometer. The
water-in-fuel indicator consists of stencil-like cutout
of the International Control and Display Symbol icon
for ªWater In Fuelº in the opaque layer of the instru-
ment cluster overlay. The dark outer layer of the
overlay prevents the indicator from being clearly vis-
ible when it is not illuminated. A red Light Emitting
Diode (LED) behind the cutout in the opaque layer of
the overlay causes the icon to appear in red through
the translucent outer layer of the overlay when the
indicator is illuminated from behind by the LED,
which is soldered onto the instrument cluster elec-
tronic circuit board. The water-in-fuel indicator is
serviced as a unit with the instrument cluster.
OPERATION
The water-in-fuel indicator gives an indication to
the vehicle operator when there is excessive water in
the fuel system. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon the cluster programming and electronic
messages received by the cluster from the Engine
Control Module (ECM) over the Programmable Com-
munications Interface (PCI) data bus. The water-in-
fuel indicator Light Emitting Diode (LED) is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the water-in-fuel indicator for the following
reasons:
DRINSTRUMENT CLUSTER 8J - 43
WASHER FLUID INDICATOR (Continued)

²Bulb Test- Each time the ignition switch is
turned to the On position the water-in-fuel indicator
is illuminated for about two seconds as a bulb test.
²Water-In-Fuel Lamp-On Message- Each time
the cluster receives a water-in-fuel lamp-on message
from the ECM indicating that there is excessive
water in the diesel fuel system, the water-in-fuel
indicator will be illuminated. The indicator remains
illuminated until the cluster receives a water-in-fuel
lamp-off message, or until the ignition switch is
turned to the Off position, whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the water-in-fuel indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.The ECM continually monitors the water-in-fuel
sensor to determine whether there is excessive water
in the diesel fuel system. The ECM then sends the
proper water-in-fuel lamp-on and lamp-off messages
to the instrument cluster. For further diagnosis of
the water-in-fuel indicator or the instrument cluster
circuitry that controls the indicator, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
water-in-fuel sensor, the ECM, the PCI data bus, or
the electronic message inputs to the instrument clus-
ter that control the water-in-fuel indicator, a
DRBIIItscan tool is required. Refer to the appropri-
ate diagnostic information.
8J - 44 INSTRUMENT CLUSTERDR
WATER-IN-FUEL INDICATOR (Continued)

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM
SUPPLY TEST.........................2
DIAGNOSIS AND TESTING - ROAD TEST....3
SPECIFICATIONS
TORQUE - SPEED CONTROL.............3
CABLE
DESCRIPTION..........................3
OPERATION............................3
REMOVAL.............................3
INSTALLATION..........................6
SERVO
DESCRIPTION..........................6OPERATION............................7
REMOVAL.............................7
INSTALLATION..........................7
SWITCH
DESCRIPTION..........................8
OPERATION............................8
REMOVAL.............................9
INSTALLATION..........................9
VACUUM RESERVOIR
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR..........................9
REMOVAL.............................10
INSTALLATION.........................10
SPEED CONTROL
DESCRIPTION
All 3.7L/4.7L/5.9L/8.0LGas Engines and/or Diesel
With Automatic Trans.
The speed control system is operated by the use of
a cable and a vacuum controlled servo. Electronic
control of the speed control system is integrated into
the Powertrain Control Module (PCM). The controls
consist of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
5.7L Gas
The speed control system is fully electronically con-
trolled by the Powertrain Control Module (PCM).A
cable and a vacuum controlled servo are not
used. This is a servo-less system.The controls
consist of two steering wheel mounted switches. Theswitches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
5.9L Diesel With Manual Trans.
The speed control system is fully electronically con-
trolled by the Engine Control Module (ECM).A
cable and a vacuum controlled servo are not
used if the vehicle is equipped with a manual
transmission and a diesel engine. This is a ser-
vo-less system.The controls consist of two steering
wheel mounted switches. The switches are labeled:
ON/OFF, RES/ACCEL, SET, COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
DRSPEED CONTROL 8P - 1

OPERATION
When speed control is selected by depressing the
ON switch, the PCM (the ECM with a diesel engine)
allows a set speed to be stored in its RAM for speed
control. To store a set speed, depress the SET switch
while the vehicle is moving at a speed between 35
and 85 mph. In order for the speed control to engage,
the brakes cannot be applied, nor can the gear selec-
tor be indicating the transmission is in Park or Neu-
tral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM (the ECM with a diesel engine).
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the PCM (the ECM with
a diesel engine).
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
PCM (the ECM with a diesel engine) when the RES/
ACCEL is released. The PCM also has a9tap-up9fea-
ture in which vehicle speed increases at a rate of
approximately 2 mph for each momentary switch
activation of the RES/ACCEL switch.
A ªtap downº feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activa-
tion, speed will be lowered approximately 1 mph.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM SUPPLY
TEST
3.7L / 4.7L / 5.9L / 8.0L Gas Powered Engines
3.7L/4.7L/5.9L/8.0L gas powered engines: actual
engine vacuum, a vacuum reservoir, a one-way check
valve and vacuum lines are used to supply vacuum to
the speed control servo.
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. Vac-
uum gauge should read at least ten inches of mer-
cury.
(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet
this requirement, check for poor engine performance
and repair as necessary.
(4) If vacuum line to engine is not leaking, check
for leak at vacuum reservoir. To locate and gain
access to reservoir, refer to Vacuum Reservoir Remov-
al/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum
pump to reservoir fitting. Apply vacuum. Reservoir
vacuum should not bleed off. If vacuum is being lost,
replace reservoir.
(5) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is
located in vacuum line between vacuum reservoir
and engine vacuum source. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vac-
uum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
5.7 Gas
Vacuum is not used for any part of the speed con-
trol system if equipped with a 5.7L V-8 engine.
5.9L Diesel Engine With Manual Trans.
Vacuum is not used for any part of the speed con-
trol system if equipped with a diesel engine and a
manual transmission.
8P - 2 SPEED CONTROLDR
SPEED CONTROL (Continued)

(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install left-front wheel-well liner.
(10) Connect negative battery cable to battery
(connect both cables if diesel).
(11) Before starting engine, operate accelerator
pedal to check for any binding.
SWITCH
DESCRIPTION
Two separate switch pods operate the speed control
system. The steering-wheel-mounted switches use
multiplexed circuits to provide inputs to the PCM (to
the ECM for diesel) for ON, OFF, RESUME, ACCEL-
ERATE, SET, DECEL and CANCEL modes. Refer to
the owner's manual for more information on speed
control switch functions and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
Depending on engine control computer (JTEC
having a 3± plug connector or NGC having a 4±
plug connector), 2 types of switches are used.
Both types of switches are internally and exter-
nally different. The switch used with the NGC
system has an attached pigtail lead. The switch
used with the JTEC system does not have an
attached pigtail lead.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM (ECM for diesel) allows a
set speed to be stored in its RAM for speed control.
To store a set speed, depress the SET switch while
the vehicle is moving at a speed between approxi-
mately 35 and 85 mph. In order for the speed control
to engage, the brakes cannot be applied, nor can the
gear selector be indicating the transmission is in
Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²Depressing the clutch pedal.
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
set speed
The previous disengagement conditions are pro-
grammed for added safety.
Once the speed control has been disengaged,
depressing the ACCEL switch restores the vehicle to
the target speed that was stored in the PCM's RAM
(ECM for diesel).
NOTE: Depressing the OFF switch will erase the set
speed stored in the PCM's RAM.
If, while the speed control is engaged, the driver
wishes to increase vehicle speed, the PCM (ECM for
diesel) is programmed for an acceleration feature.
With the ACCEL switch held closed, the vehicle
accelerates slowly to the desired speed. The new tar-
get speed is stored in the PCM's RAM when the
ACCEL switch is released. The PCM also has a9tap-
up9feature in which vehicle speed increases at a rate
of approximately 2 mph for each momentary switch
activation of the ACCEL switch.
The PCM also provides a means to decelerate with-
out disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch oper-
ates two components: the PCM's ON, OFF input, and
the battery voltage to the brake switch.
Fig. 9 SERVO CABLE CLIP REMOVE/INSTALL Ð
TYPICAL
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
8P - 8 SPEED CONTROLDR
SERVO (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
3. Excessive valve lash. 3. Adjust valves. Make sure the push rods
are not bent and rocker arms, adjusting
screws, crossheads, are not severely worn.
Replace bent or severely worn components.
4. Turbocharger noise. 4. Check turbocharger impeller and turbine
wheel for housing contact. Repair/replace
as required.
5. Gear train noise. 5. Visually inspect and measure gear
backlash. Replace gears as required.
6. Power function knock. 6. Check/replace rod and main bearings.
DIAGNOSIS AND TESTINGÐSMOKE
DIAGNOSIS CHARTS
The following charts include possible causes and
corrections forexcess or abnormalexhaust smoke.Small amounts of exhaust smoke (at certain times)
are to be considered normal for a diesel powered
engine.
EXCESSIVE BLACK SMOKE
POSSIBLE CAUSE CORRECTION
Air filter dirty or plugged. Check Filter MinderTat air filter (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER ELEMENT -
REMOVAL).
Air intake system restricted. Check entire air intake system including all hoses and
tubes for restrictions, collapsed parts or damage.
Repair/replace as necessary.
Air Leak in Intake System. Check entire air intake system including all hoses and
tubes for cracks, loose clamps and/or holes in rubber
ducts. Also check intake manifold for loose mounting
hardware.
Diagnostic Trouble Codes (DTC's) active or multiple,
intermittent DTC's.Refer to Powertrain Diagnostic Procedures Information.
Engine Control Module (ECM) not calibrated or ECM
has incorrect calibration.Refer to Powertrain Diagnostic Procedures Information.
Exhaust system restriction is above specifications. Check exhaust pipes for damage/restrictions. Repair as
necessary.
Fuel grade is not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injection pump malfunctioning. A DTC may have been set. If so, refer to Powertrain
Diagnostic Procedures Information.
Fuel injector malfunctioning. A DTC may have been set. Perform9Cylinder Cutout
Test9using DRB scan tool to isolate individual
cylinders. Also refer to Powertrain Diagnostic
Procedures Information and, to (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR -
DIAGNOSIS AND TESTING).
Fuel return system restricted. Check fuel return lines for restriction (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY - DIAGNOSIS AND
TESTING).
Intake manifold restricted. Remove restriction.
DRENGINE 5.9L DIESEL 9 - 285
ENGINE 5.9L DIESEL (Continued)

EXCESSIVE BLACK SMOKE
POSSIBLE CAUSE CORRECTION
Manifold Air Pressure (Boost) Sensor or sensor circuit
malfunctioning.A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Raw fuel in intake manifold. Fuel injectors leaking on engine shutdown. Do Fuel
Injector Test (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - DIAGNOSIS AND
TESTING).
Turbocharger air intake restriction. Remove restriction.
Turbocharger damaged. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
Turbocharger has excess build up on compressor
wheel and/or diffuser vanes.(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - CLEANING).
Turbocharger wheel clearance out of specification. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE CORRECTION
Air in fuel supply: Possible leak in fuel supply side
(between transfer pump and fuel tank module).(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
TRANSFER PUMP - DIAGNOSIS AND TESTING).
Coolant leaking into combustion chamber. Do pressure test of cooling system (Refer to 7 -
COOLING - DIAGNOSIS AND TESTING).
Diagnostic Trouble Codes (DTC's) active or multiple,
intermittent DTC's.Refer to Powertrain Diagnostic Procedures Information.
In very cold ambient temperatures, engine block heater
is malfunctioning (if equipped).(Refer to 7 - COOLING/ENGINE/ENGINE BLOCK
HEATER - REMOVAL).
Engine coolant temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check
thermostat operation (Refer to 7 - COOLING/ENGINE/
ENGINE COOLANT THERMOSTAT - DIAGNOSIS AND
TESTING).
Engine Control Module (ECM) not calibrated or has
incorrect calibration.A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Fuel filter plugged. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor
malfunctioning. This will cause wax type build-up in fuel
filter.Refer to Fuel Heater Testing (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL HEATER -
DIAGNOSIS AND TESTING).
Fuel injector malfunctioning. A DTC should have been set. Perform9Cylinder cutout
Test9using DRB scan tool to isolate individual
cylinders. Also refer to Powertrain Diagnostic
Procedures Information and, (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR -
DIAGNOSIS AND TESTING).
Fuel injector hold-downs loose. Torque to specifications.
9 - 286 ENGINE 5.9L DIESELDR
ENGINE 5.9L DIESEL (Continued)

(35) Remove the passenger battery ground cable
from the engine block. Remove the driver side bat-
tery ground cable from the engine block.
(36) Remove power steering pump from engine by
removing 3 bolts.
(37) Remove accelerator linkage cover.
(38)
Disconnect cables from APPS if early model build
(39) If late model build,
(40) Disconnect the ECM power connector.
(41) Disconnect the ECM ground wire from the
hydroform screw.
(42) Disconnect the fuel supply and return hoses.
(43) Remove the cylinder head cover. (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL).
(44) Disconnect the 3 injector harness connectors
at the rocker housing. Disconnect the wire harnesses
from the injectors.
(45) Remove the rear engine lift bracket.
(46) Remove cylinder #4, #5, and #6 intake and
exhaust rocker arms, pedestals, and push tubes. Note
the original location for re-assembly.
(47) Loosen #6 fuel line shield bolts and rotate
shield out of the way.
(48)
Remove cylinder #5 and #6 high pressure fuel
lines. Remove the fuel connector tube nut and fuel con-
nector tube. 46. Remove cylinder #5 and #6 fuel injector.
(49) Remove rocker housing.
(50) Remove two cylinder head bolts in location 4
and 12 according to the diagram below and install
Tool # 9009 (Fig. 3).(51) Loosen but do not remove engine mount
through bolts and nuts.
(52) Disconnect hood support struts and position
hood out of the way.
(53) Attach a chain with two hooks to the engine
lift brackets.
(54) While keeping engine level, lift straight up
out of the mounts.
(55) Rotate nose of engine upward and pull out of
chassis.
REMOVALÐCRANKCASE BREATHER
(1) Remove the oil fill cap.
(2) Remove the breather cover bolts (Fig. 4).
(3) Remove breather cover.
(4) Disconnect breather tube and lube oil drain
tube from breather.
(5) Remove breather mounting bolts.
(6) Remove breather from cylinder head cover.
INSTALLATION
INSTALLATIONÐENGINE
(1) Remove cylinder head bolts in locations 4 and
12 according to the diagram below. Install special
Tool 9009.Fig. 3 ENGINE LIFT BRACKET
1 - Head bolt
2 - Engine Lift Bracket
3 - Head Bolt
Fig. 4 Crankcase Breather Vapor Canister
1 - BREATHER COVER BOLT
2 - BREATHER COVER
3 - BREATHER TUBE
4 - ROCKER COVER
5 - BREATHER TUBE MOUNTING BRACKET
6 - LUBE OIL DRAIN TUBE
7 - O-RING
8 - BREATHER
9- BREATHER MOUNTING BOLT
DRENGINE 5.9L DIESEL 9 - 291
ENGINE 5.9L DIESEL (Continued)

(2) Lower engine into the engine compartment and
install the engine the engine mount through bolts
and nuts.
(3) Tighten the mount through bolts and nuts to
88 N-m (65 ft-lbs) torque.
(4) Remove the engine lifting device (Tool 9009).
(5) Check cylinder head capscrew length and
install into cylinder head.
(6) Torque alternately to 70 N-m (52 ft-lbs). Torque
alternately to 105 N-m (77 ft-lbs). Rotate 90 degrees.
(7) Install rocker housing. Torque to 24 N-m (18 ft-
lbs). Refer to Section 9 Rocker Housing Installation
(8) Replace injector o-ring and sealing washer on
injectors #5 and #6. Install injectors and alternately
tighten hold-down capscrews to 10 N-m (89 in-lbs).
(9) Install fuel connector tube and fuel connector
tube nut. Torque to 50 N-m (37 ft-lb). 10.
(10) Install #5 and #6 high pressure fuel lines. Fol-
low correct torque sequence per section 14. Torque
fuel line fittings to 30 N-m (22 ft-lb). Torque brace
capscrew to 24 N-m (18 ft-lb).
(11) Install rear engine lift bracket. Torque to 77
N-m (57 ft-lb).
(12) Install push tubes, rocker arms, and pedestals
for cylinders #4, #5, and #6. Torque the mounting
bolts to 36 N-m (27 ft-lbs).
(13) Reset valve lash on cylinders #4, #5, and #6.
Torque adjusting nuts to 24 N-m (18 ft-lbs).
(14) Install cylinder head cover. Torque to 24 N-m
(18 ft-lbs).(Refer to 9 - ENGINE/CYLINDER HEAD -
INSTALLATION).
(15) Connect breather tube and lube oil drain tube
to breather housing. Install breather housing. Torque
capscrews to 24 N-m (18 ft-lbs)
(16) Connect fuel supply and return hoses.
(17) Connect ECM ground to hydroform screw.
Connect ECM power connector.
(18) Install the APPS cable(s) to the APPS. Install
the throttle linkage cover.
(19) Install the power steering pump.
(20) Install the damper and speed indicator ring.
Torque to 40 N-m (30 ft-lb) plus 60 degrees.
(21) Connect the engine block heater connection.
(22) Connect the A/C compressor and pressure sen-
sor connectors
(23) Install the charge air cooler and a/c condenser
(if equipped). Install and tighten the charge air
cooler mounting bolts to 2 N-m (17 in-lbs).
(24) Connect the charge air cooler piping. Torque
all clamps to 8 N-m (72 in-lbs).
(25) Connect the a/c refrigerant lines to the a/c
condenser (if equipped).
(26) Install the radiator upper support panel.
(27) Install radiator.
(28) Connect the transmission quick-connect oil
cooler lines.(29) Raise vehicle.
(30) Connect a/c compressor suction/discharge hose
(if equipped).
(31) Install the radiator lower hose and clamps.
(32) Install the battery negative cables to the
engine block on the driver and passenger side.
(33) Install the transmission adapter with a new
camshaft rectangular ring seal. Torque to 77 N-m (57
ft-lb).
(34) Install the flywheel/flexplate. Torque to 137
N-m (101 ft-lb).
(35) Install the starter motor. Torque to 43 N-m
(32 ft-lb). (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
(36) Connect engine to vehicle harness connectors.
(37) Install transmission and transfer case (if
equipped).
(38) Connect the exhaust pipe to the turbocharger
elbow.
(39) Connect the transmission auxiliary oil cooler
lines (if equipped).
(40) Lower the vehicle.
(41)
Connect the heater core supply and return hoses.
(42) Install the cooling fan and upper fan shroud
at the same time. (Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - INSTALLATION).
(43) Install the coolant recovery bottle.
(44) Install the windshield washer bottle.
(45) Install the upper radiator hose and clamps.
(46) Raise vehicle.
(47) Connect electronically controlled fan drive
wire harness. Install lower radiator fan shroud.
(48) Change oil filter and install new engine oil.
(49) Fill the cooling system with coolant. (Refer to
7 - COOLING - STANDARD PROCEDURE).
(50) Connect grid heater harness at grid heater
relays.
(51) Connect electrical connections to rear of alter-
nator.
(52) Start the engine and inspect for engine oil,
coolant, and fuel leaks.
INSTALLATIONÐCRANKCASE BREATHER
(1) Install a new o-ring onto the breather element.
(2) Lubricate o-ring and install into cylinder head
cover. Torque capscrews to 10 N´m (89 in. lbs.).
(3) Connect breather tube and lube oil drain tube.
(4) Install breather cover (Fig. 4). Torque to 24
N´m (18 ft. lbs.)
(5) Install oil fill cap.
9 - 292 ENGINE 5.9L DIESELDR
ENGINE 5.9L DIESEL (Continued)