flat tire DODGE RAM 2003 Service Repair Manual

INTRODUCTION
TABLE OF CONTENTS
page page
VEHICLE SAFETY CERTIFICATION LABEL
DESCRIPTION..........................1
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION..........................2
VEHICLE EMISSION CONTROL INFORMATION
(VECI)
DESCRIPTION..........................3
BODY CODE PLATE
DESCRIPTION..........................4
INTERNATIONAL VEHICLE CONTROL &
DISPLAY SYMBOLS
DESCRIPTION - INTERNATIONAL SYMBOLS . . . 6FASTENER IDENTIFICATION
DESCRIPTION..........................6
FASTENER USAGE
DESCRIPTION - FASTENER USAGE.........9
THREADED HOLE REPAIR
DESCRIPTION - THREADED HOLE REPAIR....9
METRIC SYSTEM
DESCRIPTION..........................9
TORQUE REFERENCES
DESCRIPTION.........................11
VEHICLE SAFETY
CERTIFICATION LABEL
DESCRIPTION
A vehicle safety certification label (Fig. 1) is
attached to every DaimlerChrysler Corporation vehi-
cle. The label certifies that the vehicle conforms to all
applicable Federal Motor Vehicle Safety Standards.
The label also lists:
²Month and year of vehicle manufacture.
²Gross Vehicle Weight Rating (GVWR). The gross
front and rear axle weight ratings (GAWR's) are
based on a minimum rim size and maximum cold tire
inflation pressure.
²Vehicle Identification Number (VIN).
²Type of vehicle.
²Type of rear wheels.
²Bar code.
²Month, Day and Hour (MDH) of final assembly.
²Paint and Trim codes.
²Country of origin.
The label is located on the driver-side door shut-
face.
Fig. 1 VEHICLE SAFETY CERTIFICATION LABEL -
TYPICAL
DRINTRODUCTION 1

(15) If the vibration remains unacceptable, apply
the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
PROPELLER SHAFT RUNOUT
(1) Remove dirt, rust, paint and undercoating from
the propeller shaft surface where the dial indicator
will contact the shaft.
(2) The dial indicator must be installed perpendic-
ular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If the propeller shaft runout is out of specifica-
tion, remove the propeller shaft, index the shaft 180É,
and re-install the propeller shaft. Measure shaft
runout again.
(6) If the propeller shaft runout is now within
specifications, mark the shaft and yokes for proper
orientation.
(7) If the propeller shaft runout is not within spec-
ifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RUNOUT SPECIFICATIONS
Front of Shaft 0.020 in. (0.50 mm)
Center of Shaft 0.025 in. (0.63 mm)
Rear of Shaft 0.020 in. (0.50 mm)
note:
Measure front/rear runout approximately 3 inches (76
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURE
PROPELLER SHAFT ANGLE
This procedure applies to both the front/rear pro-
peller shafts. To obtain the front output angle (A) on
the front propeller shaft, place the inclinometer the
machined surface of the C/V joint.
(1) To check driveline alignment, raise and support
the vehicle at the axles as level as possible. Allow the
wheels and propeller shaft to turn.
(2) Remove any external bearing snap rings, if
equipped from universal joint so protractor base sits
flat.
Fig. 1 CLAMP SCREW AT POSITION 1
1 - CLAMP
2 - SCREWDRIVER
Fig. 2 TWO CLAMP SCREWS
Fig. 3 CLAMP SCREWS SEPARATED
1-1¤2INCH
DRPROPELLER SHAFT 3 - 3
PROPELLER SHAFT (Continued)

DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER...........20
STANDARD PROCEDURE - MASTER
CYLINDER BLEEDING..................20
REMOVAL
REMOVAL - ALL EXCEPT HYDROBOOST . . . 21
REMOVAL - HYDROBOOST.............21
INSTALLATION
INSTALLATION - ALL EXCEPT
HYDROBOOST.......................22
INSTALLATION - HYDROBOOST..........22
PEDAL
DESCRIPTION.........................22
OPERATION...........................22
REMOVAL.............................23
INSTALLATION.........................23
ADJUSTABLE PEDAL MOTOR
DESCRIPTION.........................24
REMOVAL.............................24
INSTALLATION.........................24
POWER BRAKE BOOSTER
DESCRIPTION.........................25
OPERATION...........................25
REMOVAL.............................25
INSTALLATION.........................25
HYDRO-BOOST BRAKE BOOSTER
DIAGNOSIS AND TESTING - HYDRAULIC
BOOSTER...........................25
STANDARD PROCEDURE - BLEEDING......27
REMOVAL.............................27
INSTALLATION.........................27
ROTORS
REMOVAL
REMOVAL - REAR.....................28
REMOVAL - FRONT....................28
INSTALLATION
INSTALLATION - REAR.................28
INSTALLATION - FRONT................29SUPPORT PLATE
REMOVAL.............................29
INSTALLATION.........................29
PARKING BRAKE
DESCRIPTION.........................30
OPERATION...........................30
CABLES
REMOVAL
REMOVAL - FRONT PARKING BRAKE
CABLE..............................31
REMOVAL - REAR PARK BRAKE CABLE . . . 31
REMOVAL - RIGHT REAR CABLE.........31
REMOVAL - LEFT REAR CABLE..........32
INSTALLATION
INSTALLATION - FRONT PARKING BRAKE
CABLE..............................32
INSTALLATION - REAR PARK BRAKE
CABLE..............................32
INSTALLATION - RIGHT REAR CABLE.....32
INSTALLATION - LEFT REAR CABLE......33
SHOES
REMOVAL.............................33
CLEANING - REAR DRUM IN HAT BRAKE....33
INSPECTION - REAR DRUM IN HAT BRAKE . . 33
INSTALLATION.........................34
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES . . 34
ADJUSTMENT - WITH ADJUSTING TOOL . . . 36
PEDAL
REMOVAL.............................36
INSTALLATION.........................36
CABLE TENSIONER
ADJUSTMENTS
ADJUSTMENT........................37
RELEASE HANDLE
REMOVAL.............................38
INSTALLATION.........................38
BRAKES - BASE
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM
Base brake components consist of the brake shoes,
calipers, wheel cylinders, brake drums, rotors, brake
lines, master cylinder, booster, and parking brake
components.
Brake diagnosis involves determining if the prob-
lem is related to a mechanical, hydraulic, or vacuum
operated component.
The first diagnosis step is the preliminary check.
PRELIMINARY BRAKE CHECK
(1) Check condition of tires and wheels. Damaged
wheels and worn, damaged, or underinflated tires
can cause pull, shudder, vibration, and a condition
similar to grab.(2) If complaint was based on noise when braking,
check suspension components. Jounce front and rear
of vehicle and listen for noise that might be caused
by loose, worn or damaged suspension or steering
components.
(3) Inspect brake fluid level and condition. Note
that the brake reservoir fluid level will decrease in
proportion to normal lining wear.Also note that
brake fluid tends to darken over time. This is
normal and should not be mistaken for contam-
ination.
(a) If fluid level is abnormally low, look for evi-
dence of leaks at calipers, wheel cylinders, brake
lines, and master cylinder.
(b) If fluid appears contaminated, drain out a
sample to examine. System will have to be flushed
if fluid is separated into layers, or contains a sub-
stance other than brake fluid. The system seals
5 - 2 BRAKES - BASEDR

and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake shoes
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or wheel cylinders, worn seals, driv-
ing through deep water puddles, or lining that hasbecome covered with grease and grit during repair.
Contaminated lining should be replaced to avoid fur-
ther brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors and drums can become so scored that replace-
ment is necessary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
of chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings
and contaminated brake lining.
THUMP/CLUNK NOISE
Thumping or clunk noises during braking are fre-
quentlynotcaused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide surfaces can generate
a thump or clunk noise. In addition, worn out,
improperly adjusted, or improperly assembled rear
brake shoes can also produce a thump noise.
5 - 4 BRAKES - BASEDR
BRAKES - BASE (Continued)

(4) Install the cluster bezel onto the instrument
panel (Fig. 9).
(5) Connect the battery negative cable.
HEADLAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the push pins attaching the seal to the
fender.
(3) Remove the bolts attaching the headlamp unit
to the fender (Fig. 10).
(4) Remove the bulb sockets from the headlamp
unit
(5) Separate headlamp unit from vehicle.
INSTALLATION
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Install the bulb sockets for the front park/turn
signal and headlamp.
(2) Position headlamp unit in inner fender panel.
(3) Install the bolts attaching headlamp unit to the
fender (Fig. 10).
(4) Align the seal and install the push pins.
(5) Connect the battery negative cable.
ADJUSTMENTS
Headlamps can be aligned using the screen method
provided in this section. Alignment Tool C-4466-A or
equivalent can also be used. Refer to instructions
provided with the tool for proper procedures.
LAMP ALIGNMENT SCREEN PREPARATION
(1) Position vehicle on a level surface perpendicu-
lar to a flat wall 7.62 meters (25 ft) away from front
of headlamp lens (Fig. 11).
(2) If necessary, tape a line on the floor 7.62
meters (25 ft) away from and parallel to the wall.
(3) Up 1.27 meters (5 feet) from the floor, tape a
line on the wall at the centerline of the vehicle. Sight
along the centerline of the vehicle (from rear of vehi-
cle forward) to verify accuracy of the line placement.
(4) Rock vehicle side-to-side three times to allow
suspension to stabilize.
(5) Jounce front suspension three times by pushing
downward on front bumper and releasing.
(6) Measure the distance from the center of head-
lamp lens to the floor. Transfer measurement to the
alignment screen (with tape). Use this line for
up/down adjustment reference.
(7) Measure distance from the centerline of the
vehicle to the center of each headlamp being aligned.
Transfer measurements to screen (with tape) to each
side of vehicle centerline. Use these lines for left/
right adjustment reference.
VEHICLE PREPARATION FOR HEADLAMP
ALIGNMENT
(1) Verify headlamp dimmer switch and high beam
indicator operation.
(2) Correct defective components that could hinder
proper headlamp alignment.
(3) Verify proper tire inflation.
(4) Clean headlamp lenses.
(5) Verify that luggage area is not heavily loaded.
(6) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated
gallon of missing fuel.
HEADLAMP ALIGNMENT
A properly aimed low beam headlamp will project
top edge of high intensity pattern on screen from 50
mm (2 in.) above to 50 mm (2 in.) below headlamp
centerline. The side-to-side outboard edge of high
intensity pattern should be from 50 mm (2 in.) left to
50 mm (2 in.) right of headlamp centerline (Fig. 11).
The preferred headlamp alignment is 1(down
for the up/down adjustment and 0 for the left/
right adjustment.The high beam pattern should be
correct when the low beams are aligned properly.
To adjust low beam headlamp, rotate alignment
screws to achieve the specified aim.
Fig. 10 HEADLAMP Ð TYPICAL
1 - SEAL
2 - PUSH PIN
3 - SCREW
4 - HEADLAMP UNIT
DRLAMPS/LIGHTING - EXTERIOR 8L - 15
HEADLAMP SWITCH (Continued)

(4) Push the glove box lamp and switch unit into
the hole in the mounting bracket on the instrument
panel glove box opening upper reinforcement.
(5) Install the glove box onto the instrument panel.
(Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE
BOX - INSTALLATION) for the procedures.
(6) Close the glove box.
(7) Reconnect the battery negative cable.
READING LAMP
DESCRIPTION
The overhead console in this vehicle is equipped
with two individual reading and courtesy lamps. The
lamp lenses are the only visible components of these
lamps. Each lamp has its own switch, bulb, reflector
and lens within the overhead console.
The overhead console reading and courtesy lamps
are controlled by the instrument cluster which pro-
vides power at all times, regardless of the ignition
switch position. The ground circuit for the lamps is
switched through the integral reading and courtesy
lamp switches or through the door ajar switches.
Each lamp is designed and aimed to provide illumi-
nation that will be directed only to that side of the
vehicle on which the lamp is located.
The reading and courtesy lamp lenses and bulbs
are available for service replacement. The reading
and courtesy lamp switches, bulb holders and wiring
are only available as part of the overhead console
wire harness. If either of the lamp switches or bulb
holders is faulty or damaged, the entire overhead
console wire harness assembly must be replaced.
For service of the reading and courtesy lamp bulbs,
refer to the appropriate wiring information.
OPERATION
All reading and courtesy lamps located in the over-
head console are activated by the door ajar switches
via the instrument cluster. When all of the doors are
closed, these lamps can be individually activated by
depressing the corresponding lens. When any door is
open, depressing the lamp lenses to activate the lamp
switches will not turn the lamps off.
The instrument cluster monitors the door ajar
switches. When a door is open the instrument cluster
grounds the low side drivers to turn on the lamps.
Upon closing all doors, the instrument cluster ini-
tiates a 30 second timer. If any of the doors are
opened during the ªtime outº cycle, the instrument
cluster will reset the timer until all doors are closed.
The instrument cluster will faid to off when the doors
are closed and the ignition is turned ON, the time
out expires or the power locks are activated.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Insert a long, narrow, flat-bladed tool between
the curved (outboard) edge of the reading and cour-
tesy lamp lens and the overhead console housing
(Fig. 4).
(3) Gently pry inward and downward against the
lens until the latch tab in the center of the outboard
edge of the reading and courtesy lamp lens is disen-
gaged from the overhead console housing.
(4)
Pull firmly on the lens toward the outboard side
of the vehicle to disengage the two pivot tabs on the
inboard edge of the reading and courtesy lamp lens
are disengaged from the overhead console housing.
(5) Remove the reading and courtesy lamp lens
from the overhead console housing.
INSTALLATION
(1) Position the reading and courtesy lamp lens
onto the overhead console housing.
(2) Align the two pivot tabs on the inboard edge of
the reading and courtesy lamp lens with the two
pivot holes in the overhead console housing.
(3) Push firmly on the lens toward the inboard
side of the vehicle to insert the two pivot tabs on the
inboard edge of the reading and courtesy lamp lens
into the two pivot holes in the overhead console hous-
ing.
(4) Pivot the lens back up into position and press
upward firmly until the latch tab in the center of the
outboard edge of the reading and courtesy lamp lens
snaps back into the overhead console housing.
(5) Reconnect the battery negative cable.
Fig. 4 Overhead Console Reading Lamp Bulb
Removal
1 - LENS
2 - FLAT BLADE
3 - CONSOLE
8L - 26 LAMPS/LIGHTING - INTERIORDR
GLOVE BOX LAMP/SWITCH (Continued)

The individual switches in the power seat switch
assembly cannot be repaired. If one switch is dam-
aged or faulty, the entire power seat switch assembly
must be replaced.
OPERATION
When a power switch control knob or knobs are
actuated, a battery feed and a ground path are
applied through the switch contacts to the power seat
track or recliner adjuster motor. The selected
adjuster motor operates to move the seat track or
recliner through its drive unit in the selected direc-
tion until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the adjuster motor to
run in the opposite direction.
No power seat switch should be held applied in any
direction after the adjuster has reached its travel
limit. The power seat adjuster motors each contain a
self-resetting circuit breaker to protect them from
overload. However, consecutive or frequent resetting
of the circuit breaker must not be allowed to con-
tinue, or the motor may be damaged.
DIAGNOSIS AND TESTING - PASSENGER SEAT
SWITCH
For circuit descriptions and diagrams, refer to Wir-
ing.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the power seat switch from the power
seat.
(3) Use an ohmmeter to test the continuity of the
power seat switches in each position. See the Power
Seat Switch Continuity chart (Fig. 5). If OK, refer to
Power Seat Track Diagnosis and Testing in this
group. If not OK, replace the faulty power seat
switch.
PASSENGER SEAT SWITCH TEST TABLE
PASSENGER SWITCH
POSITIONCONTINUITY BETWEEN
OFF B-N, B-J, B-M
B-E, B-L, B-K
VERTICAL UP A-E, A-M, B-N, B-E
VERTICAL DOWN A-J, A-N, B-M, B-E
HORIZONTAL
FORWARDA-L, B-K
HORIZONTAL
REARWARDA-K, B-L
FRONT TILT UP A-M, B-N
FRONT TILT DOWN A-N, B-M
REAR TILT UP A-E, B-J
REAR TILT DOWN A-J, B-E
LUMBAR OFF O-P, O-R, P-R
LUMPAR UP (INFLATE) O-P, Q-R
LUMBAR DOWN
(DEFLATE)O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the seat cushion side shield from the
seat. Refer to the Body section of the service manual
for the procedure.
(3) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module.
Fig. 5 Testing Passenger Power Seat Switch
DRPOWER SEATS 8N - 17
PASSENGER SEAT SWITCH (Continued)

Impact Airbag Control Modules (SIACM). An airbag
indicator in the ElectroMechanical Instrument Clus-
ter (EMIC) illuminates for about six seconds as a
bulb test each time the ignition switch is turned to
the On or Start positions. Following the bulb test,
the airbag indicator is turned on or off by the ACM
to indicate the status of the supplemental restraint
system. If the airbag indicator comes on at any time
other than during the bulb test, it indicates that
there is a problem in the supplemental restraint sys-
tem electrical circuits. Such a problem may cause air-
bags not to deploy when required, or to deploy when
not required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
Deployment is not based upon vehicle speed; rather,
deployment is based upon the rate of deceleration as
measured by the forces of gravity (G force) upon the
impact sensors. When an impact is severe enough,
the microprocessor in the ACM or the SIACM signals
the inflator of the appropriate airbag units to deploy
their airbag cushions. The outboard front seat belt
tensioners are provided with a deployment signal by
the ACM in conjunction with the driver and passen-
ger airbags. During a frontal vehicle impact, the
knee blockers work in concert with properly fastened
and adjusted seat belts to restrain both the driver
and the front seat passenger in the proper position
for an airbag deployment. The knee blockers also
absorb and distribute the crash energy from the
driver and the front seat passenger to the structure
of the instrument panel. The seat belt tensioner
removes the slack from the outboard front seat belts
to provide further assurance that the driver and
front seat passenger are properly positioned and
restrained for an airbag deployment.
Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they do of an airbag deployment itself. This is
because the airbag deployment and deflation occur so
rapidly. In a typical 48 kilometer-per-hour (30 mile-
per-hour) barrier impact, from the moment of impact
until the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, which apply only to a barrier impact at the
given speed. Actual times will vary somewhat,
depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.When the ACM monitors a problem in any of the
dual front airbag system circuits or components,
including the seat belt tensioners, it stores a fault
code or Diagnostic Trouble Code (DTC) in its memory
circuit and sends an electronic message to the EMIC
to turn on the airbag indicator. When the SIACM
monitors a problem in any of the side curtain airbag
system circuits or component, it stores a fault code or
DTC in its memory circuit and sends an electronic
message to the ACM, and the ACM sends an elec-
tronic message to the EMIC to turn on the airbag
indicator. Proper testing of the supplemental
restraint system components, the Programmable
Communications Interface (PCI) data bus, the elec-
tronic message inputs to and outputs from the EMIC,
the SIACM, or the ACM, as well as the retrieval or
erasure of a DTC from the ACM, SIACM, or EMIC
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of all of the factory-installed passive restraints.
WARNING
WARNINGS - RESTRAINT SYSTEM
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE
BUCKLE OR RETRACTOR. REPLACE ANY BELT
THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
DRRESTRAINTS 8O - 5
RESTRAINTS (Continued)

DISASSEMBLY
(1) Remove oil pump cover screws and lift off cover
plate.
(2) Remove pump inner and outer rotors.
NOTE: Once the oil pressure relief valve, cup plug,
and pin are removed, the pump assembly must be
replaced.
(3) If it is necessary to remove the pressure relief
valve, drive the roll pin from pump housing and
remove cup plug, spring and valve.
CLEANING
(1) Wash all parts in a suitable solvent.
INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump. If
these components are disassembled and or
removed from the pump the entire oil pump assem-
bly must be replaced.
(1) Clean all parts thoroughly. Mating surface of
the oil pump housing should be smooth. If the pump
cover is scratched or grooved the oil pump assembly
should be replaced.
(2) Lay a straight edge across the pump cover sur-
face (Fig. 101). If a 0.025 mm (0.001 in.) feeler gauge
can be inserted between the cover and the straight
edge the oil pump assembly should be replaced.
(3) Measure the thickness of the outer rotor (Fig.
102). If the outer rotor thickness measures at 12.005
mm (0.472 in.) or less the oil pump assembly must be
replaced.
(4) Measure the diameter of the outer rotor. If the
outer rotor diameter measures at 85.925 mm (3.382
in.) or less the oil pump assembly must be replaced.
(5) Measure the thickness of the inner rotor (Fig.
103). If the inner rotor thickness measures at 12.005
mm (0.472 in.) or less then the oil pump assembly
must be replaced.
(6) Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump body
and measure clearance between the outer rotor and
the body (Fig. 104). If the measurement is 0.235mm
(0.009 in.) or more the oil pump assembly must be
replaced.
(7) Install the inner rotor in the into the oil pump
body. Measure the clearance between the inner and
outer rotors (Fig. 105). If the clearance between therotors is .150 mm (0.006 in.) or more the oil pump
assembly must be replaced.
(8) Place a straight edge across the body of the oil
pump (between the bolt holes), if a feeler gauge of
.095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced (Fig. 106).
NOTE: The 3.7 Oil pump is released as an assem-
bly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.
Fig. 101 Checking Oil Pump Cover Flatness
1 - STRAIGHT EDGE
2 - FEELER GAUGE
3 - OIL PUMP COVER
Fig. 102 Measuring Outer Rotor Thickness
DRENGINE - 4.7L 9 - 155
OIL PUMP (Continued)

(3) Lubricate splined end of input shaft and clutch
retainer with transmission fluid. Then partially press
input shaft into retainer (Fig. 237). Use a suitably
sized press tool to support retainer as close to input
shaft as possible.
(4) Install input shaft retaining ring.
(5) Press the input shaft the remainder of the way
into the clutch retainer.
(6) Install new seals on clutch piston. Be sure lip
of each seal faces interior of clutch retainer.
(7) Lubricate lip of piston seals with generous
quantity of MopartDoor Ease. Then lubricate
retainer hub and bore with light coat of transmission
fluid.
(8) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.0209thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(9) Install piston spring in retainer and on top of
piston. Concave side of spring faces downward
(toward piston).
(10) Install the spacer ring and wave spring into
the retainer. Be sure spring is completely seated in
retainer groove.
(11) Install pressure plate (Fig. 236). Ridged side
of plate faces downward (toward piston) and flat side
toward clutch pack.
(12) Install first clutch disc in retainer on top of
pressure plate. Then install a clutch plate followed
by a clutch disc until entire clutch pack is installed
(4 discs and 3 plates are required) (Fig. 236).
(13) Install the reaction plate.
(14) Install selective snap-ring. Be sure snap-ring
is fully seated in retainer groove.
(15) Using a suitable gauge bar and dial indicator,
measure clutch pack clearance (Fig. 238).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 238).
(b) Using two small screw drivers, lift the pres-
sure plate and release it.
(c) Zero the dial indicator.
(d) Lift the pressure plate until it contacts the
snap-ring and record the dial indicator reading.
Clearance should be 0.635 - 0.914 mm (0.025 -
0.036 in.). If clearance is incorrect, steel plates, discs,
selective snap ring and pressure plates may have to
be changed.
The selective snap ring thicknesses are:
²0.107 - 0.109 in.²0.098 - 0.100 in.
²0.095 - 0.097 in.
²0.083 - 0.085 in.
²0.076 - 0.078 in.
²0.071 - 0.073 in.
²0.060 - 0.062 in.
Fig. 237 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM
Fig. 238 Checking Rear Clutch Pack Clearance
1 - DIAL INDICATOR
2 - PRESSURE PLATE
3 - SNAP-RING
4-STAND
5 - REAR CLUTCH
6 - GAUGE BAR
DRAUTOMATIC TRANSMISSION - 46RE 21 - 251
REAR CLUTCH (Continued)