1998 DODGE RAM 1500 Causes

DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE
(1) Remove oil pressure sending unit (Fig. 72)and
install gauge assembly C-3292.
(2) Run engine until thermostat opens.
(3) Oil Pressure:
²Curb Idle - 25 kPa (4 psi) minimum
²3000 rpm - 170 - 758 kPa (25 - 110 psi)
(4) If oil pressure is 0 at idle, shut off engine.
Check for a clogged oil pick-up screen or a pressure
relief valve stuck open.
DIAGNOSIS AND TESTING - REAR SEAL AREA
LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. Thefollowing steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, camshaft bore
cup plugs, oil galley pipe plugs, oil filter runoff,
and main bearing cap to cylinder block mating sur-
faces. See Engine, for proper repair procedures of
these items.
(4) If no leaks are detected, pressurized the crank-
case as outlined in the section, Inspection (Engine oil
Leaks in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING), under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - REAR - REMOVAL).
Fig. 72 OIL PRESSURE SENDING UNIT -TYPICAL
1 - BELT
2 - OIL PRESSURE SENSOR
3 - OIL FILTER
4 - ELEC. CONNECTOR
DRENGINE - 3.7L 9 - 65
LUBRICATION (Continued)

(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. 79). 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. 80). If the clearance between the
rotors 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. 81).
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.
ASSEMBLY
(1) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
(2) Install inner and outer rotors
(3) Install oil pump cover plate and install cover
bolts and tighten them to 12 N´m (105 in. lbs.).
(4) Prime oil pump before installation by filling
rotor cavity with engine oil.
(5) If oil pressure is low and pump is within spec-
ifications, inspect for worn engine bearings or other
causes for oil pressure loss.
INSTALLATION
(1) Position the oil pump onto the crankshaft and
install one oil pump retaining bolts.
(2) Position the primary timing chain tensioner
and install three retaining bolts.
(3) Tighten the oil pump and primary timing chain
tensioner retaining bolts to 28 N´m (250 in. lbs.) in
the sequence shown (Fig. 82).
(4) Install the secondary timing chain tensioners
and timing chains (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT/CHAIN AND SPROCKETS -
INSTALLATION).
Fig. 79 Measuring Outer Rotor Clearance
1 - FEELER GAUGE
2 - OUTER ROTOR
Fig. 80 Measuring Clearance Between Rotors
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR
Fig. 81 Measuring Clearance Over Rotors
1 - STRAIGHT EDGE
2 - FEELER GAUGE
DRENGINE - 3.7L 9 - 69
OIL PUMP (Continued)

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTIONS
NOISY VALVES 1. High or low oil level in
crankcase.1. (Refer to LUBRICATION &
MAINTENANCE -
SPECIFICATIONS)
2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
8. Excessive runout of valve seats
on valve faces.8. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &
MAINTENANCE -
SPECIFICATIONS)
2. Low oil pressure. 2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
3. Thin or diluted oil. 3. Change oil and filter.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal
out-of-round.5. Service or replace crankshaft.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &
MAINTENANCE -
SPECIFICATIONS)
2. Low oil pressure. 2. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
3. Thin or diluted oil. 3. Change oil and filter.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque
converter.7. Tighten to correct torque
9 - 92 ENGINE - 4.7LDR
ENGINE - 4.7L (Continued)

DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunc-
tions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Clean the spark plug recesses with compressed
air.
(2) Remove the spark plugs.
(3) Disable the fuel system (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY - DESCRIPTION).
(4) Remove the ASD relay (Refer to 8 - ELECTRI-
CAL/IGNITION CONTROL/AUTO SHUT DOWN
RELAY - REMOVAL).
(5) Insert a compression pressure gauge and rotate
the engine with the engine starter motor for three
revolutions.
(6)
Record the compression pressure on the 3rd revo-
lution. Continue the test for the remaining cylinders.
(7) (Refer to 9 - ENGINE - SPECIFICATIONS) for
the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE
The combustion pressure leakage test provides an
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
²
Exhaust and intake valve leaks (improper seating).
²Leaks between adjacent cylinders or into water
jacket.
²Any causes for combustion/compression pressure
loss.
(1) Check the coolant level and fill as required. DO
NOT install the radiator cap.
(2) Start and operate the engine until it attains
normal operating temperature, then turn the engine
OFF.
(3) Remove the spark plugs.
(4) Remove the oil filler cap.
(5) Remove the air cleaner hose.
(6) Calibrate the tester according to the manufac-
turer's instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1,379
kPa (200 psi) maximum and 552 kPa (80 psi) recom-
mended.
(7) Perform the test procedures on each cylinder
according to the tester manufacturer's instructions.
Set piston of cylinder to be tested at TDC compres-
sion,While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap
opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage.
FOR EXAMPLE:At 552 kPa (80 psi) input pres-
sure, a minimum of 414 kPa (60 psi) should be main-
tained in the cylinder.
Refer to CYLINDER COMBUSTION PRESSURE
LEAKAGE DIAGNOSIS CHART.
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
AIR ESCAPES THROUGH
THROTTLE BODYIntake valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH
TAILPIPEExhaust valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH
RADIATORHead gasket leaking or cracked
cylinder head or blockRemove cylinder head and inspect.
Replace defective part
MORE THAN 50% LEAKAGE
FROM ADJACENT CYLINDERSHead gasket leaking or crack in
cylinder head or block between
adjacent cylindersRemove cylinder head and inspect.
Replace gasket, head, or block as
necessary
MORE THAN 25% LEAKAGE AND
AIR ESCAPES THROUGH OIL
FILLER CAP OPENING ONLYStuck or broken piston rings;
cracked piston; worn rings and/or
cylinder wallInspect for broken rings or piston.
Measure ring gap and cylinder
diameter, taper and out-of-round.
Replace defective part as necessary
DRENGINE - 4.7L 9 - 93
ENGINE - 4.7L (Continued)

DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either per-
formance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING) - PERFORMANCE and (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)ÐMECHANICAL for
possible causes and corrections of malfunctions.
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
DIAGNOSIS AND TESTING) and (Refer to 14 -
FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS
AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following diagnosis:
²Cylinder Compression Pressure Test (Refer to 9 -
ENGINE - DIAGNOSIS AND TESTING).
²Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING).
²Engine Cylinder Head Gasket Failure Diagnosis
(Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNO-
SIS AND TESTING).
²Intake Manifold Leakage Diagnosis (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
DIAGNOSIS AND TESTING).
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essen-
tially, this repair consists of:
²Drilling out worn or damaged threads.
²Tapping the hole with a special Heli-Coil Tap, or
equivalent.
²Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN II
MopartEngine RTV GEN II is used to seal com-
ponents exposed to engine oil. This material is a spe-
cially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARtATF RTV
MopartATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and seal-
ing properties to seal components exposed to auto-
matic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKER
MopartGasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARtGASKET SEALANT
MopartGasket Sealant is a slow drying, perma-
nently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This mate-
rial is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will pre-
vent corrosion. MopartGasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
Assembling parts using a form-in-place gasket
requires care but it's easier than using precut gas-
kets.
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
9 - 94 ENGINE - 4.7LDR
ENGINE - 4.7L (Continued)

CRANKSHAFT OIL SEAL -
REAR
DIAGNOSIS AND TESTING - REAR SEAL AREA
LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, camshaft bore
cup plugs, oil galley pipe plugs, oil filter runoff,
and main bearing cap to cylinder block mating sur-
faces. See Engine, for proper repair procedures of
these items.
(4) If no leaks are detected, pressurized the crank-
case as outlined in the section, Inspection (Engine oil
Leaks in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING), under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehicle.
(1) If being preformed in vehicle, remove the
transmission.
(2) Remove the flexplate (Refer to 9 - ENGINE/
ENGINE BLOCK/FLEX PLATE - REMOVAL).
NOTE: The crankshaft oil seal CAN NOT be reused
after removal.
NOTE: The crankshaft rear oil seal remover Special
Tool 8506 must be installed deeply into the seal.
Continue to tighten the removal tool into the seal
until the tool can not be turned farther. Failure to
install tool correctly the first time will cause tool to
pull free of seal without removing seal from engine.
(3) Using Special Tool 8506 (Fig. 67), remove the
crankshaft rear oil seal.
Fig. 67 Crankshaft Rear Oil Seal Removal
1 - REAR CRANKSHAFT SEAL
2 - SPECIAL TOOL 8506
DRENGINE - 4.7L 9 - 137

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE
(1) Remove oil pressure sending unit (Fig. 93)and
install gauge assembly C-3292.
(2) Run engine until thermostat opens.
(3) Oil Pressure:
²Curb Idle - 25 kPa (4 psi) minimum
²3000 rpm - 170 - 758 kPa (25 - 110 psi)
(4) If oil pressure is 0 at idle, shut off engine.
Check for a clogged oil pick-up screen or a pressure
relief valve stuck open.
DIAGNOSIS AND TESTING - ENGINE OIL LEAK
Begin with a thorough visual inspection of the
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
following steps should be followed:
(1) Do not clean or degrease the engine at this
time because some solvents may cause rubber to
swell, temporarily stopping the leak.
(2) Add an oil soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil dipstick to
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified,
repair per service manual instructions.
(4) If dye is not observed, drive the vehicle at var-
ious speeds for approximately 24 km (15 miles), and
repeat inspection.If the oil leak source is not posi-
tively identified at this time, proceed with the air
leak detection test method.
Air Leak Detection Test Method
(1) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(2) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(3) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kPa (3 PSI) of test pressure.
(4) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus-
pected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
(5) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(6) If no leaks are detected, turn off the air supply
and remove the air hose and all plugs and caps.
Install the PCV valve and breather cap hose.
(7) Clean the oil off the suspect oil leak area using
a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
Fig. 93 OIL PRESSURE SENDING UNIT -TYPICAL
1 - BELT
2 - OIL PRESSURE SENSOR
3 - OIL FILTER
4 - ELEC. CONNECTOR
9 - 152 ENGINE - 4.7LDR
LUBRICATION (Continued)

(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 the
rotors 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.
ASSEMBLY
(1) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
(2) Install inner and outer rotors
(3) Install oil pump cover plate and install cover
bolts and tighten them to 12 N´m (105 in. lbs.).(4) Prime oil pump before installation by filling
rotor cavity with engine oil.
(5) If oil pressure is low and pump is within spec-
ifications, inspect for worn engine bearings or other
causes for oil pressure loss.
Fig. 104 Measuring Outer Rotor Clearance
1 - FEELER GAUGE
2 - OUTER ROTOR
Fig. 105 Measuring Clearance Between Rotors
1 - OUTER ROTOR
2 - FEELER GAUGE
3 - INNER ROTOR
Fig. 106 Measuring Clearance Over Rotors
1 - STRAIGHT EDGE
2 - FEELER GAUGE
9 - 158 ENGINE - 4.7LDR
OIL PUMP (Continued)