power steering fluid DODGE TRUCK 1993 Service Repair Manual

•
LUBRICATION AND MAINTENANCE
0 - 9 FLUID CAPACITIES

COOLING SYSTEM
QUARTS
LITERS

POWER STEERING PINTS

LITERS

3.9L ENGINE 15.1 14.3
ALL
2.7
1.28

5.2L ENGINE
(2WD)
17.0 16.1

REAR
AXLE
PINTS
LITERS

5.2L ENGINE
(4WD)
16.5 15.6

CHRYSLER
BVa
Inch
(210
mm) 4.4
2.08
5.9L ENGINE
(2WD)
15.5 14.7

CHRYSLER
9Va
Inch
(235
mm) 4.5
2.13
5.9L ENGINE
(4WD)
15.0 14.2
DANA
60 6.0
2.84
5.9L DIESEL ENGINE (MAN.TRANS.) 15.5 14.7
DANA
70 7.0

3.31
5.9L DIESEL ENGINE
(AUTO,
TRANS)
16.5 15.6
FRONT AXLE
PINTS

LITERS

ENGINE
CRANKCASE
QUARTS
LITERS

DANA
44
FBJ 5.6
2.65
3.9L,
5.2L & 5.9
ENGINES 4.0* 3.8*
DANA
60 F
6.5
3.07
5.9L DIESEL ENGINES 12.0*
11.4**

TRANSMISSION-AUTOMATIC

QUARTS
LITERS

FUEL TANK GALLON

LITERS
A
727 (5.9L
ENGINE) 8.4
7.9

STANDARD
3.9L & 5.2L ENGINES 22.0 83.0

A
998 (3.9L
ENGINE) 8.6
8.1
OPTIONAL 3.9L & 5.2L ENGINES 30.0 113.0

A
999 (5.2L
ENGINE) 8.6
8.1
5.9L ENGINE
{G
OR
D)
30.0 113.0

A
518 (5.2L & 5.9L
ENGINES) 10.2
9.6
AD 100
&
AW 100 34.0 128.0

TRANSMISSION-MANUAL
QUARTS
LITERS

TRANSFER
CASE
PINTS
LITERS

NV
4500
4.0
3.8

NP-205
4.5 2.13

GETRAG
360 (5
Speed)
3.5
3.3

NP-241
6.0
2.84
* Add
0.5 qt. or 0.45
liter
when
the oil filter
is
changed

*
*
Add
1 qt. or 0.9
liter
with
oil filter
change STARTING ASSISTANCE (JUMP STARTING)
WARNING:
DO NOT
ATTEMPT
TO
PUSH
OR
TOW
A
VEHICLE
TO
START
THE
ENGINE. UNBURNED FUEL COULD ENTER CATALYTIC CONVERTER
AND IGNITE AFTER
THE
ENGINE
IS
STARTED.
THIS COULD CAUSE
THE
CONVERTER
TO
OVER­ HEAT AND RUPTURE.

BOOSTER BATTERY

WARNING:
TO
PREVENT PERSONAL INJURY
OR,
DO
NOT
ALLOW BATTERY ACID
TO
CONTACT

EYES,
SKIN
OR
CLOTHING.
DO NOT
LEAN OVER
A

BATTERY WHEN CONNECTING JUMPER
CABLES.

DO
NOT
ALLOW
THE
POSITIVE
AND
NEGATIVE

CABLE
CLAMPS
TO
CONTACT EACH OTHER.
KEEP
OPEN FLAMES
AND
SPARKS
AWAY FROM
THE BATTERY ELECTROLYTE VENT HOLES.
AL­
WAYS
WEAR
EYE
PROTECTION WHEN INVOLVED

WITH
VEHICLE BATTERIES.

If it becomes necessary to use a booster battery and
jumper cables to start an engine, use the following procedure.
J9200-86

(1) Engage the parking brake. Shift the automatic
transmission to PARK (if a manual transmission, shift to NEUTRAL).
(2) Turn off all lights, and all other electrical

loads.

(3)
Observe the battery condition indicator (Fig. 5).
If the battery condition indicator is light/bright col­
ored (or yellow), replace the battery. Do not attempt
to jump start an engine when the condition indi­
cator is light/bright colored (or yellow). If the
condition indicator is dark in the center (but without a green dot), proceed with connecting the jumper ca­

bles.

WARNING:
THE
ELECTROLYTE (ACID)
IN A
DIS­
CHARGED
BATTERY
CAN
FREEZE.
DO NOT AT­

TEMPT
TO
JUMP START
AN
ENGINE BEFORE DETERMINING
THE
CONDITION
OF THE
BATTERY
ELECTROLYTE.
THE
BATTERY COULD EXPLODE
AND CAUSE SEVERE PERSONAL INJURY.
CAUTION:
Do not
permit
the
metal
surfaces
on the

vehicles
to
contact.
This
could
establish
ground

(negative)
continuity
between
the
vehicle
bodies.

This
could
cause
the
on-board
computers
to be

damaged.
In
addition
it
could
reduce
the
amount
of

current
flow
through
the
starter
motor.

•

LUBRICATION
AND
MAINTENANCE
0 - 29
POWER STEERING SYSTEM

SERVICE SCHEDULE

FLUID
LEWEL

WARNING.
THE
POWER
STEERING
FLUID LEVEL
SHOULD
ALWAYS
BE
CHECKED
WITH THE EN­

GINE
OFF TO
PREVENT
PERSONAL
INJURY.

The power steering fluid should be checked when­
ever the engine is being serviced for other reasons. Clean the outside of the cap before removing. The
fluid should be at the proper level indicated on cap dipstick (Fig. 1).

Fig.
1
Power
Steering Reservoir & Cap—Typical
The reservoir fluid level can be determined with
the fluid either hot or cold. If the fluid level is below
the FULL HOT or FULL COLD marks on the dip­ stick, add power steering fluid. The dipstick is at­
tached to the reservoir cap (Fig. 1).
FLUID SPECIFICATION MOPAR03)Power Steering Fluid is highly recom­
mended.

FRONT
WHEEL BEARINGS
INSPECTION/LUBRICATION SCHEDULE

2WD
VEHICLES
It is recommended that 2WD front wheel bearings
be inspected for proper lubrication whenever the
brake rotors are removed or at least: • At each 39 000 km (24,000 miles) interval for ve­
hicles subject to the LIGHT DUTY CYCLE Mainte­ nance Schedule • At each 36 000 km (22,500 miles) interval for ve­
hicles subject to the HEAVY DUTY CYCLE Mainte­ nance Schedule The bearings should be cleaned and re-packed
with a high temperature, multi-purpose EP lu­
bricant.
4WD
VEHICLES

It is recommended that 4WD front wheel bearings
be inspected for proper lubrication whenever the
brake rotors are removed or at least:
• At each 24 000 km (15,000 miles) interval for ve­
hicles subject to the LIGHT DUTY CYCLE Mainte­ nance Schedule
• At each 19 000 km (12,000 miles) interval for ve­
hicles subject to the HEAVY DUTY CYCLE Mainte­ nance Schedule
For vehicles used for extensive off-road, 4WD
operation, the front wheel bearings should be in­ spected every 1 600 km (1,000 miles).
The bearings should be cleaned and re-packed
with a high temperature, multi-purpose EP lu­
bricant whenever the disc brake rotors are re­ surfaced.
INSPECTION If the lubricant:
• Is not sufficient
• Contaminated with foreign particles
• Appears dry or has been contaminated with water
to produce a milky appearance, the bearings should
be cleaned and re-packed with lubricant.

CAUTION:
Do not add
lubricant
to the
wheel
bear­
ings.
Re-pack completely. Mixing
of
different
types
of lubricants
in
wheel
bearings should
be
avoided.
This could possibly result
in
excessive thinning
and
leakage
of the
lubricant.

LUBRICATION (1) Discard the original seal.
(2) Clean the original lubricant from the bearings
and from the hub cavity (Figs. 2 and 3).
(3) Inspect the bearing rollers for indications of
pitting. Light bearing roller discoloration is consid­ ered normal. A wheel bearing must be replaced if any serious damage exists.
(4) Re-pack the bearings with a high temperature,
multi-purpose NLGI GC-LB lubricant. The use of a
bearing packer is recommended. A small amount of fresh lubricant also should be added to the hub cav­ ity.
BEARING INSTALLA TION/ADJUSTMENT (1) Install the hub/rotor (with inner bearing and
seal) on steering knuckle spindle.
(2) Install the outer bearing, the thrust washer
and the nut.
(3) Tighten wheel bearing nut to 27-34 N^m (240-
300 in. lbs.) torque while rotating hub/rotor. This
will seat the bearings.
(4) Loosen the nut 1/4 of-a-turn (90°), then tighten
it finger-tight.

2 - 4 FRONT SUSPENSION AND AXLE
•

I
FRONT END
|
|*?£E;
LOOSE
OR WORN
FRONT WHEEL
BEARINGS

LOOSE
C

SHOCKS

MOUNTir
WAR

SHOCK
A )RWORN

JSORBER

nIG
HARD-

E
OR
BSORBER
EXCiSSIVE
PLAY

STEERING

LINKAGE
LOOSE
OR WORN
FRONT WHEEL
BEARINGS

LOOSE
C

STEERINC
SHAFT
C
)RWORN

7
COLUMN
OUPLING
DIFFICULT

STEERING
LOOSE
OR WORN
WHEEL BEARINGS
TIRE/V
OUT OF
f
VHEEL
JA
LANCE
LOW OR UNEVEN
TIRE
AIR
PRESSURE

LO(
WHEEL B
DSE

EARINGS
LOW OR UNEVEN
TIRE AIR
PRESSURE
1vsnciEi

I
1
PULLS
TO I

I
|
ONE SIDE
j
LOOSE,
WORN
OR

GLAZED
P/S PUMP BELT LOW OR UNEVEN
TIRE PRESSURE
WHILE BR
REFE

BRAKES
AKING—

R
TO

SERVICE

LOOSE
STEERING
GEAR-TO-FRAME
RAIL BOLTS
LOOSE
STEERING

GEAR-TO-FRAME
RAIL BOLTS UNEVEN TIRE TREAD
WEAR,
OR
EX­

CESSIVELY
WORN TIRE TREAD
BROKEN
OR WEAK

REAR
SPRING LOW
POWER STEERING
FLUID
LEVEL
BROKEN
OR WEAK

REAR
SPRING
WORN

UPPER
SUSPENSION ARM BUSHINGS WORN TIE-

ROD
END

BALL
STUDS WORN TIE-

ROD
END

BALL
STUDS
SHOCK
ABSORBER

NOT FUNCTIONING
CORRECTLY
LACK
OF ASSIST
FROM POWER

STEERING
PUMP
LOOSE
OR WORN

SUSPENSION
BUSHINGS

WORN LOWER

SUSPENSION
ARM
PIVOT
BUSHINGS INCORRECT

STEERING
GEAR ADJUSTMENT
LOOSE
OR WORN

SUSPENSION
ARM
BUSHINGS
INCORRECT

STEERING
GEAR ADJUSTMENT
BALL
STUDS

REQUIRE

LUBRICATION INCORRECT FRONT
WHEEL ALIGNMENT (EITHER CASTER OR CAMBER)

LOOSE
LOWER

SUSPENSION
ARM
LOOSE
OR WORN

UPPER
SUSPENSION ARM BALL STUDS
LOOSE
OR WORN

SUSPENSION
ARM
BUSHINGS
STEERING
GEAR
LUBRICANT LEVEL LOW
WORN ISOLATOR

PAD
BETWEEN COIL
SPRING
AND

FRAME
BRACKET INCORRECT FRONT-
WHEEL ALIGNMENT (PARTICULARLY
CASTER)
INCORRECT FRONT
WHEEL ALIGNMENT INCORRECT

STEERING
GEAR ADJUSTMENT

STEERING
GEAR

MALFUNCTION
INCORRECT FRONT
WHEEL ALIGNMENT (PARTICULARLY
CASTER)

J9002-97
SUSPENSION AND STEERING
SYSTEM
DIAGNOSIS

•

BRAKES
i - 3 BRAKE DIAGNOSIS

INDEX

page

Brake
Warning Lights
3

Diagnosing
Brake Problems .................
4

Diagnosis
Procedures
3

Low
Vacuum
Switch—Diesel
Models
3
page

Master
Cylinder/Power Booster Test
5

Power
Booster
Check
Valve Test .............
6

Power
Booster
Vacuum
Test .................
6

Testing Diesel
Engine
Vacuum
Pump
Output
.... 6

DIAGNOSIS
PROCEDURES
Brake diagnosis involves determining
if the
prob­
lem
is
related
to a
mechanical, hydraulic
or
vacuum
operated component.
A
preliminary check, road test­
ing
and
component inspection
can all be
used
to de­

termine
a
problem cause. Road testing will either verify proper brake opera­
tion
or
confirm
the
existence
of a
problem. Compo­ nent inspection will,
in
most cases, identify
the
actual part causing
a
problem. The first diagnosis step
is the
preliminary check. This
involves inspecting fluid level, parking brake action,
wheel
and
tire condition, checking
for
obvious leaks
or

component damage
and
testing brake pedal response. A road test will confirm
the
existence
of a
problem.
Final diagnosis procedure involves road test analysis and
a
visual inspection
of
brake components.

BRAKE
WARNING LIGHTS
The
red
brake warning light
is
connected
to the

parking brake switch
and to the
pressure differential switch
in the
combination valve. The
red
light will illuminate when
the
parking
brakes
are
applied
or
when
a
fluid pressure drop
oc­
curs
in the
front
or
rear brake circuit.
The
light will
also illuminate
for
approximately
2-4
seconds
at en­

gine start
up.
This
is a
self test feature designed
to

check bulb
and
circuit operation each time
the en­

gine
is
started. The amber antilock light
is
connected
to the
anti-
lock rear brake hydraulic valve.
The
light will illu­
minate
if a
fault occurs within
the
antilock system.

LOW VACUUM SWITCH-DIESEL MODELS
On diesel models,
the red
brake warning light
is
also
used
to
alert
the
driver
of a low
brake booster vacuum
condition.
The
warning light
is in
circuit with
a
vacuum
warning switch mounted
on the
driver side fender
panel.
The
vacuum side
of the
switch
is
connected
to the

power brake booster.
The
electrical side
of the
switch
is
connected
to the
brake warning light. The
low
vacuum switch monitors booster vacuum
level whenever
the
engine
is
running.
If
booster vac­
uum falls below
8.5
inches vacuum
for a
minimum
of
10 seconds,
the
switch completes
the
circuit
to the

warning light causing
it to
illuminate.
The
warning light
is
designed
to
differentiate between
a low
vac­
uum condition
and a
hydraulic circuit fault.

PRELIMINARY
BRAKE CHECK
(1) Check condition
of
tires
and
wheels. Damaged
wheels
and
worn, damaged,
or
underinflated tires
can
cause pull, shudder, tramp,
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 compo­

nents.

(3) Inspect brake fluid level
and
condition. Note
that
the
front disc brake reservoir fluid level will drop
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
con­
tamination.
If the
fluid
is
still clear
and
free
of

foreign material,
it is OK.

(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.
If
fluid
is
separated into layers,
or
obvi­
ously contains
oil or a
substance other than brake
fluid,
the
system seals
and
cups will have
to be re­

placed
and the
hydraulic system flushed.
(4) Check parking brake operation. Verify free
movement
and
full release
of
cables
and
pedal. Also
note
if
vehicle
was
being operated with parking
brake partially applied.
(5) Check brake pedal operation. Verify that pedal
does
not
bind
and has
adequate free play.
If
pedal
lacks free play, check pedal
and
power booster
for be­

ing loose
or for
bind condition.
Do not
road test until
condition
is
corrected.
(6)
If
components checked appear
OK,
road test
the

vehicle.

ROAD
TESTING (1)
If
complaint involved
low
brake pedal, pump
the pedal
and
note
if the
pedal comes back
up to
nor­ mal height.
(2) Check brake pedal response with transmission
in Neutral
and
engine running. Pedal should remain
firm under steady foot pressure.

•

BRAKES
5 - 5 Disc brake rotors with excessive lateral runout or
thickness variation, or out of round brake drums are
the primary causes of pulsation. Other causes are loose
wheel bearings or calipers and worn, damaged tires.

PULL A
front pull condition could be the result of con­
taminated lining in one caliper, seized caliper piston,
binding caliper, loose caliper, loose or corroded slide

pins,
improper brakeshoes, or a damaged rotor.
A worn, damaged wheel bearing or suspension compo­
nent 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 fa­
vor of the normally functioning brake unit.
When diagnosing a change in pull condition, re­
member 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 an improperly
adjusted or seized parking brake cable, contaminated
lining, bent or binding shoes and support plates, or im­
properly 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 driv­
ing with the brakes very lightly applied for a few min­

utes.
However, if the lining is thoroughly wet and dirty,
disassembly and cleaning will be necessary.

BRAKE NOISE

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 con­
tribute to squeak. Dirt and foreign material embedded in the brake lining can 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 brakeshoes in spots, metal-to-metal con­
tact occurs. If the condition is allowed to continue, ro­ tors can become so scored that replacement is necessary.
Thump/Clunk

Thumping or clunk noises during braking are fre­
quently not caused by brake components. In many

cases,
such noises are caused by loose or damaged steering, suspension, or engine components. How­
ever, calipers that bind on the slide pins, or slide sur­

faces,
can generate a thump or clunk noise. Worn
out, improperly adjusted, or improperly assembled
rear brakeshoes can also produce a thump noise.

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.
Brakelining Contamination Brakelining contamination is usually a product of
leaking calipers or wheel cylinders, driving through
deep water puddles, or lining that has become cov­
ered with grease and grit during repair.
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 re­ covers traction. Flat-spotted tires can cause vibration and wheel
tramp and generate shudder during brake operation. A tire with internal damage such as a severe
bruise or ply separation can cause pull and vibration.

MASTER
CYLINDER/POWER BOOSTER TEST
(1) Start engine and check booster vacuum hose
connections. Hissing noise indicates a vacuum leak. Correct any leaks before proceeding. (2) Stop engine and shift transmission into Neu­
tral (3) Pump brake pedal until all vacuum reserve in
booster is depleted. (4) Press and hold brake pedal under light foot
pressure. (a) If pedal holds firm, proceed to step (5).
(b) If pedal does not hold firm and falls away,
master cylinder is faulty (internal leakage). (5) Start engine and note pedal action. (a) If pedal falls away slightly under light foot
pressure then holds firm, proceed to step (6). (b) If pedal is effort is high, or no pedal action is
discernible, power booster or vacuum check valve is
faulty. Install known good check valve and repeat steps (2) through (5).

5
- 26
BRAKES

Fig. 13 Positioning Gasket On Pump Mounting
Flange
(2) Insert pump assembly upper attaching bolt in
mounting flange and gasket. Use sealer or grease to
hold bolt in place if necessary.
(3) Position pump assembly on engine and install
upper bolt (Fig. 14). Tighten upper bolt only enough
to hold assembly in place at this time. •
Fig. 14 Installing Pump Assembly On Engine (4) Working from under vehicle, install pump as­
sembly lower attaching bolt. Then tighten upper and
lower bolt to 77 N»m (57 ft. lbs.) torque. (5) Position bracket on steering pump inboard
stud. Then install remaining adapter attaching nut
on stud. Tighten nut to 24 N«m (18 ft. lbs.) torque.
(6) Connect oil feed line to vacuum pump connec­
tor. Tighten line fitting securely.
(7) Install oil pressure sender and connect sender

wires.
(8) Connect steering pump pressure and return
lines to pump. Tighten pressure line fitting to 30
N-m (22 ft. lbs.) torque.
(9) Connect vacuum hose to vacuum pump.
(10) Connect battery cables, if removed.
(11) Fill power steering pump reservoir.
(12) Purge air from steering pump lines. Start en­
gine and slowly turn steering wheel left and right to circulate fluid and purge air from system.
(13) Stop engine and top off power steering reser­
voir fluid level.
(14) Start engine and check brake and steering op­
eration. Verify that power brake booster is providing
vacuum assist and firm brake pedal is obtained.
Then verify that steering action is correct. Do this
before moving vehicle.
(4) Clean and lubricate pump shaft with engine

oil.
(5) Install spacers on steering pump studs (Fig.

12).
(6) Install O-ring on adapter (Fig. 11).
(7) Position adapter on pump studs.
(8) Install attaching nuts on outboard stud and on
the two upper pump studs. Do not install nut on
lower, inboard stud at this time. Tighten nuts to 24
N-m (18 ft. lbs.) torque. (9) Install coupling on pump shaft. Be sure cou­
pling is securely engaged in shaft drive tangs. (10) Install vacuum pump on adapter. Rotate drive
gear until tangs on pump shaft engage in coupling.
Verify that pump is seated before installing attach­
ing nuts. (11) Install and tighten vacuum pump attaching

nuts.

VACUUM-STEERING PUMP ASSEMBLY INSTALLATION

(1) Position new gasket on vacuum pump mount­
ing flange (Fig. 13). Use Mopar perfect seal, or sili­
cone adhesive/sealer to hold gasket in place.

14
- 24
FUEL
SYSTEM

•

FUEL
TUBES

TO FILLER
NECK
J9014-185

Fig. 7 Fuel Tube Connections—Ramcharger

CLAMP
J9014-186

Fig. 8 Fuel Tank Tube Connections when low fuel levels are present. The fuel return line
directs fuel into the reservoir.
FUEL
HOUSING
J9114-162

Fig. 9 Fuel Reservoir Housing—Typical

FUEL
GAUGE SENDING
UNIT
The fuel gauge sending unit is attached to the fuel
pump module. Refer to Fuel Delivery System in this
group for fuel gauge sending unit service.
FUEL TANK
PRESSURE
RELIEF/ROLLOVER VALVE

The fuel tanks of all vehicles have a pressure re­
lief/rollover valve. The valves relieve fuel tank pres­
sure and prevent fuel flow through fuel tank vent
hoses during rollover. All vehicles pass a full 360 de­ gree rollover without fuel leakage. The pressure relief/rollover valve (Fig. 5) is
mounted at top of fuel pump module.
REMOVAL (1) Remove fuel tank. Refer to Fuel Tanks section
in this group. (2) Wedge the blade of a straight screwdriver be­
tween rubber grommet and fuel tank where support
rib is located. Do not wedge between valve and grommet or damage to valve may result upon re­
moval.
(3) Use a second screwdriver as a support to pry
valve and grommet assembly from tank. (4) To remove grommet from valve, place valve up­
right on a flat surface. Push down on the grommet. Peel the grommet off the valve.

INSTALLATION
(1) Install rubber grommet in fuel tank and work
it around the curled lip. (2) Lubricate grommet with power steering fluid
and push valve downward into grommet. Twist valve
until properly positioned.
(3) Install fuel tank. Refer to Fuel Tank Installa­
tion.

•

STEERING STEERING
19-1

CONTENTS

page

GENERAL INFORMATION
1
POWER STEERING PUMP
11

POWER STEERING SYSTEM DIAGNOSIS
..... 2

RECIRCULATING
BALL
POWER STEERING GEAR
. 20
page

STEERING COLUMN
3i
STEERING LINKAGE
17

TORQUE SPECIFICATIONS
40

GENERAL
INFORMATION

STEERING SYSTEM COMPONENTS
Dodge Trucks
use a
power
assisted recirculating-
ball
type steering gear
(Fig.
1). The
gear
is
used with
four
wheel drive
and two
wheel
drive
vehicles. Power steering systems
use;

•
Steering
gear • Steering linkage
• Pressure
and
return fluid hoses
and
fittings
• Belt driven hydraulic steering pump with
fluid

reservoir

J9219-65
Fig.
1
Power
Steering
Systems

The steering linkage consists
of a
pitman
arm,

idler
arm, tie
rods,
and
center link. Adjustment
sleeves
are
used
on the tie
rods
for toe and
steering
wheel alignment.
For
additional wheel alignment
in­
formation refer
to
Group
2,
Front Suspension. RECIRCULA TING-BALL
POWER
STEERING

GEARS
The recirculating ball system acts
as a
rolling
thread between
the
worm shaft
and
rack piston.
The

worm shaft
is
supported
by a
thrust bearing
at the
lower
end
and a
bearing assembly
at
the
upper
end.
When
the
worm shaft
is
turned
the
rack piston
moves.
The
rack piston teeth mesh with
the
pitman (sector) shaft. Turning
the
worm shaft turns
the
pit­
man shaft, which turns
the
steering linkage.
The steering gears
can be
adjusted
and
internally
serviced.
An identification code
on the
upper adjustment
cover designates
the
ratio.
• Code
XS
designates 13-16:1 ratio used
in
Dodge
Ram Truck vehicles

POWER
STEERING
PUMP
Hydraulic pressure
is
provided
by a
belt driven
power steering pump.
The
power steering pump
is a
constant flow rate
and
displacement, vane-type
pump.
The
internal parts that
are
inside
the
housing operate submerged
in
fluid.
The
flow control orifice
is

part
of
the
pressure line union.
The
pressure relief
valve inside
the
flow control valve limits
the
pump
pressure.
The power steering pump
is
connected
to
the
steer­
ing gear
via the
pressure hose
and the
return hose.
The pump shaft
has
a
pressed-on pulley that
is
belt driven
by the
crankshaft pulley.
Trailer
tow
option vehicles
are
equipped with
a

power steering pump
oil
cooler.
The oil
cooler
is
mounted
to the
engine block under
the
steering
pump cast aluminum mounting bracket.
The power steering pump
on
the
DODGE TURBO
DIESEL engine
is
bolted onto
the
rear
of
the
vac­
uum pump.
The
pump
is
driven
by the
accessory drive through
a
common shaft.

19
- 2
STEERING

• Dodge
Ram
Truck power steering pumps
are

not interchangeable with
pumps installed
in
other vehicles.
The Saginaw P-Series pump
(Fig. 2) is
used
in

Dodge
Ram
Truck vehicles.

STEERING COLUMNS
Two general types
of
steering columns
are
installed
on Dodge
Ram
Truck vehicles:
a
fixed, non-tilt col­
umn
and a
tilt column.
The ignition key/lock cylinder
and the
ignition
switch
are
located
in the
steering column. When
in

the LOCK position,
the
ignition switch
and the
steer­ ing shaft cannot
be
operated.
The
lock mechanism also prevents operation
of the
automatic trans, gear
shift mechanism.
The intermediate shaft
is
attached
to the
gear
and

column shaft with universal joints.

POWER
STEERING

PUMP
PRESSURE
TEST
The following procedure
can be
used
to
test
the op­

eration
of the
power steering system
on the
vehicle. (1) Check belt tension
and
adjust
as
necessary.
(2) Disconnect high pressure hose
at
gear
or
pump.
Use
a
container
for
dripping fluid. (3) Connect Gauge C-3309-E
to
both hoses using
adapter fitting
(Fig. 1).
Connect spare pressure hose
to gear
or
pump.

SPECIAL

1
Pressure
Hose
to
Steering
Gear

2
Shut-Off
Valve

3
Pressure
Hose
From Pump
J9219-44

Fig.
1
Pressure
Test
Gauge

(4) Open
the
test valve completely.
(5) Start engine
and let
idle.
(6) Check fluid level,
add
fluid
as
necessary.
Fig.
2
Saginaw
P-Series
Pump

Both types
of
steering columns have anti-theft pro­
visions. They
are
energy-absorbing (collapse from
im­

pact
in the
event
of a
front-end collision).
SYSTEM DIAGNOSIS

(7) Gauge should read below
862 kPa (125 psi), if

above, inspect
the
hoses
for
restrictions
and
repair
as

necessary.
The
initial pressure should
be in the

range
of
345-552
kPa
(50-80
psi).

CAUTION:
The
following test procedure involves
testing
maximum
pump pressure output
and
flow control valve operation.
Do not
leave valve closed
for more than five
seconds
as the
pump could
be
damaged.

(8) Close valve fully three times
and
record high­
est pressure indicated each time.
All
three readings
must
be
above specifications
and
within
345 kPa
(50
psi) of
each other.

9
Pressures above specifications
but not
within
345

kPa
(50 psi) of
each other, replace pump. • Pressures within
345 kPa (50 psi) of
each other
but below specifications, replace pump.

CAUTION:
Do not
force
the
pump
to
operate against
the
stops
for
more than
2 to 4
seconds
at a
time
be­
cause,
pump damage
will
result.

(9) Open
the
test valve, turn steering wheel
ex­

treme left
and
right positions against
the
stops.
Record
the
highest indicated pressure
at
each posi­
tion. Compare readings
to
specifications.
If
highest output pressures
are not the
same against either
stop,
the
gear
is
leaking internally
and
must
be re­

paired.
The steering pump relief pressure
for all en­

gines
is 1400
p.s.i.
± 50.

19
- 4
STEERING

POWER STEERING SYSTEM DIAGNOSIS

PUMP
NOISI
There is some noise in all power steering systems. One of the most common is a hissing sound evident at standstill parking. Hiss is
a high frequency noise similar to that experienced while slowly closing a water tap. The noise is present in every valve and results
from high velocity
fluid
passing valve orifice edges. There is no relationship between this noise and performance of the steering. Hiss may be expected when steering wheel is at end of travel or when slowly turning at standstill.

CONDITION
POSSIBU CAUSI
CORRICriON

OBJECTIONALHISSOR
WHISTLE 1.
Noisy valve in gear

1.
Check for proper seal between steering
column coupling and dash seal.
Ensure steering column lower coupling
has no metal-to-metal contact
within the coupling by performing an electrical continuity check. (Remove
coupling for check.)
If hiss is still extremely objectionable,
replace steering gear.

RATTLE
OR CLUNK
1.
Gear loose on front crossmember

2.
Crossmember-to-frame bolts or studs loose

3.
Tie rod looseness (outer or inner)

4.
Pressure hose touching other parts of vehicle

5.
Noise internal to gear
1.
Check gear-to-crossmember mounting

bolts.
Tighten to specification.

2.
Torque bolts and studs to specifications.

3.
Check tie rod pivot points for wear. Replace if necessary.

4.
Adjust hose to proper position by loosening, repositioning, and retightening
fitting. Do not bend tubing.

5.
Replace gear.

CHIRP OR SQUEAL (IN
THE AREA OF PUMP) PARTICULARLY
NOTICEABLE AT
FULL

WHEEL TRAVEL AND DURING STANDSTILL
PARKING
1.
Loose belt

1.
Adjust belt tension to specification.

9119-2