1998 DODGE RAM 1500 wheel

CORE PLUGS
REMOVAL
(1) Drain the cooling system (Refer to 7 - COOL-
ING - STANDARD PROCEDURE).
(2) Using a blunt tool such as a drift or a screw
driver and a hammer, strike the bottom edge of the
cup plug (Fig. 55)
(3) Using a suitable pair of pliers, grasp the core
plug and remove.
INSTALLATION
NOTE: Thoroughly clean core plug bore, remove all
of the old sealer.
(1) Coat the edges of the engine core plug and the
core plug bore with Mopar Gasket Maker, or equiva-
lent.
NOTE: It is not necessary to wait for the sealant to
cure on the core plugs. The cooling system can be
filled and the vehicle returned to service immedi-
ately.
(2) Using proper plug driver, drive core plug into
the core plug bore. The sharp edge of the core plug
should be at least 0.50 mm (0.020 in.) inside the lead
in chamfer.
(3) Refill the cooling system (Refer to 7 - COOL-
ING - STANDARD PROCEDURE).
CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of nodular cast iron.
The crankshaft is a crosshaped four throw design
with eight counterweights for balancing purposes.
The crankshaft is supported by five select fit main
bearings with the number three serving as the thrust
washer location. The main journals of the crankshaft
are cross drilled to improve rod bearing lubrication.
The number eight counterweight has provisions for
crankshaft position sensor target wheel mounting.
The select fit main bearing markings are located on
the rear side of the target wheel. The crankshaft oil
seals are one piece design. The front oil seal is
retained in the timing chain cover, and the rear seal
is pressed in to a bore formed by the cylinder block
and the bedplate assembly.
REMOVAL
NOTE: To remove the crankshaft from the engine,
the engine must be removed from the vehicle.
(1) Remove the engine. (Refer to 9 - ENGINE -
REMOVAL).
(2) Remove the engine oil pump.(Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
CAUTION: DO NOT pry on the oil pan gasket when
removing the oil pan, The oil pan gasket is mounted
to the cylinder block in three locations and will
remain attached to block when removing oil pan.
Gasket can not be removed with oil pan.
(3) Remove oil pan. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL).
(4) Remove the oil pump pickup tube and oil pan
gasket /windage tray.
(5) Remove the bedplate mounting bolts. Note the
location of the three stud bolts for installation.
(6) Remove the connecting rods from the crank-
shaft.
CAUTION: The bedplate to cylinder block mating
surface is a critical sealing surface. Do not pry on
or damage this surface in anyway.
NOTE: The bedplate contains the lower main bear-
ing halves. Use care when handling bedplate as not
to drop or damage bearing halves. Installing main
bearing halves in the wrong position will cause
sever damage to the crankshaft.
Fig. 55 Engine Core Plug Removal
1 - CYLINDER BLOCK
2 - REMOVE PLUG WITH PLIERS
3 - STRIKE HERE WITH HAMMER
4 - DRIFT PUNCH
5 - CUP PLUG
DRENGINE - 4.7L 9 - 131

NOTE: The bedplate has pry points cast into it. Use
these points only. The pry points are on both the
left and right sides, only the left side is shown.
(7) Carefully pry on the pry points (Fig. 56) to
loosen the bedplate then remove the bedplate.
CAUTION: When removing the crankshaft, use care
not to damage bearing surfaces on the crankshaft.
(8) Remove the crankshaft.
(9) Remove the crankshaft target wheel.
INSPECTION
NOTE: Thoroughly inspect the connecting rod bear-
ing bores and main bearing bores for scoring, blue-
ing or severe scratches. Further disassembly may
be required.
If connecting rod bearing bores show damage, the
cylinder heads must be removed to service the piston
and rod assemblies. If the bedplate or the cylinder
block main bearing bores show damage the engine
must be replaced.
(1) If required, remove the main bearing halves
from the cylinder block and bedplate.(2) Thoroughly clean the bedplate to cylinder block
sealing surfaces and main bearing bores. Remove all
oil and sealant residue.
(3) Inspect the bedplate main bearing bores for
cracks, scoring or severe blueing. If either condition
exists the engine must be replaced.
(4) Inspect the crankshaft thrust washers for scor-
ing, scratches, wear or blueing. If either condition
exist replace the thrust washer.
(5) Inspect the oil pan gasket/windage tray for
splits, tears or cracks in the gasket sealing surfaces.
Replace gasket as necessary.
INSTALLATION
CAUTION: Main bearings are select fit. (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE) for proper
bearing selections.
(1) Lubricate upper main bearing halves with
clean engine oil.
CAUTION: When installing crankshaft, use care not
to damage bearing surfaces on the crankshaft.
NOTE: Apply sealant to the target wheel retaining
screws prior to installation.
(2) Install the crankshaft target wheel. Torque the
mounting screws to 15 N´m (12 ft. lbs.).
(3) Position crankshaft in cylinder block.
(4) Install the thrust washers (Fig. 57).
Fig. 56 Bedplate Pry Point Location
1 - CYLINDER BLOCK
2 - BEDPLATE
3 - PRY POINT
Fig. 57 Crankshaft Thrust Washer Installation
1 - CRANKSHAFT THRUST WASHER
9 - 132 ENGINE - 4.7LDR
CRANKSHAFT (Continued)

(10) Position the oil pan gasket/windage tray,
using a new o-ring, install the oil pickup tube.
Torque the bolt to 28N´n (20 ft. lbs.) torque the nuts
to 28N´m (20 ft. lbs.).
(11) Install the oil pan. Torque the retaining bolts
to 15 N´m (11 ft. lbs.) in the sequence shown (Fig.
61).
(12) Install the engine (Refer to 9 - ENGINE -
INSTALLATION).CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDUREÐCRANKSHAFT MAIN
BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER
(CRANKSHAFT REMOVED)
Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal
with a micrometer. Measure at two locations 90É
apart at each end of the journal.
The maximum allowable taper is 0.008mm (0.0004
inch.) and maximum out of round is 0.005mm (0.002
inch). Compare the measured diameter with the jour-
nal diameter specification (Main Bearing Fitting
Chart). Select inserts required to obtain the specified
bearing-to-journal clearance.
CRANKSHAFT MAIN BEARING SELECTION
The main bearings are ªselect fitº to achieve proper
oil clearances. For main bearing selection, the crank-
shaft position sensor target wheel has grade identifi-
cation marks stamped into it (Fig. 62). These marks
are read from left to right, corresponding with jour-
Fig. 60 Bedplate Tightening Sequence
1 - BEDPLATE2 - CYLINDER BLOCK
Fig. 61 Oil Pan Tightening Sequence
9 - 134 ENGINE - 4.7LDR
CRANKSHAFT (Continued)

nal number 1, 2, 3, 4 and 5. The crankshaft position
sensor target wheel is mounted to the number 8
counter weight on the crankshaft.
NOTE: Service main bearings are coded. These
codes identify what size (grade) the bearing is.
MAIN BEARING SELECTION CHARTÐ4.7L
GRADE SIZE mm
(in.)FOR USE WITH
MARKING JOURNAL SIZE
A0.008 mm
U/S63.488±63.496 mm
(0.0004 in.)
U/S(2.4996±2.4999 in.)
BNOMINAL 63.496±63.504 mm
(2.4999±2.5002 in.)
C0.008 mm
O/S63.504±63.512 mm
(0.0004 in.)
O/S(2.5002±2.5005 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal
wear patterns and for metal or other foreign material
imbedded in the lining. Normal main bearing insert
wear patterns are illustrated (Fig. 63).NOTE: If any of the crankshaft journals are scored,
the crankshaft must be repaired or replaced.
Inspect the back of the inserts for fractures, scrap-
ings or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
CRANKSHAFT OIL SEAL -
FRONT
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(3) Remove A/C compressor mouning fasteners and
set aside.
(4) Drain cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE).
(5) Remove upper radiator hose.
(6) Disconnect electrical connector for fan mounted
inside radiator shroud.
(7) Remove radiator shroud attaching fasteners.
NOTE: Transmission cooler line snaps into shroud
lower right hand corner.
(8) Remove radiator cooling fan and shroud (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
(9) Remove crankshaft damper bolt.
Fig. 62 Main Bearing Markings on Target Wheel
1 - REARMOST CRANKSHAFT COUNTER WEIGHT
2 - TARGET WHEEL
3 - MAIN BEARING SELECT FIT MARKINGS
Fig. 63 Main Bearing Wear Patterns
1 - UPPER INSERT
2 - NO WEAR IN THIS AREA
3 - LOW AREA IN BEARING LINING
4 - LOWER INSERT
DRENGINE - 4.7L 9 - 135
CRANKSHAFT MAIN BEARINGS (Continued)

tons covered during this operation.Pistons and
connecting rods must be removed from top of cylinder
block. When removing piston and connecting rod
assemblies from the engine, rotate crankshaft so the
each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch
to mark connecting rods or caps, as damage to
connecting rods could occur
NOTE: Connecting rods and bearing caps are not
interchangeable and should be marked before
removing to ensure correct reassembly.
(4) Mark connecting rod and bearing cap positions
using a permanent ink marker or scribe tool (Fig.
73).
CAUTION: Care must be taken not to damage the
fractured rod and cap joint face surfaces, as engine
damage may occur.
(5) Remove connecting rod cap. Install Special Tool
8507 Connecting Rod Guides into the connecting rod
being removed. Remove piston from cylinder bore.
Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crank-
shaft journals, as engine damage may occur
(6) Immediately after piston and connecting rod
removal, install bearing cap on the mating connect-
ing rod to prevent damage to the fractured cap and
rod surfaces.
(7) Carefully remove piston rings from piston(s),
starting from the top ring down.CLEANING
CAUTION: DO NOT use a wire wheel or other abra-
sive cleaning devise to clean the pistons or con-
necting rods. The pistons have a Moly coating, this
coating must not be damaged.
(1) Using a suitable cleaning solvent clean the pis-
tons in warm water and towel dry.
(2) Use a wood or plastic scraper to clean the ring
land grooves.
CAUTION: DO NOT remove the piston pin from the
piston and connecting rod assembly.
INSPECTION
Check the connecting rod journal for excessive
wear, taper and scoring (Refer to 9 - ENGINE/EN-
GINE BLOCK/CONNECTING ROD BEARINGS -
STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bend-
ing.
Check the piston for taper and elliptical shape
before it is fitted into the cylinder bore (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON & CONNECT-
ING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in
the piston skirts. Check the ring lands for cracks
and/or deterioration.
INSTALLATION
(1) Before installing piston and connecting rod
assemblies into the bore, install the piston rings.
(2) Immerse the piston head and rings in clean
engine oil. Position a ring compressor over the piston
and rings. Tighten ring compressor.Ensure posi-
tion of rings do not change during this opera-
tion.
(3) Position bearing onto connecting rod. Ensure
that hole in bearing shell aligns with hole in connect-
ing rod. Lubricate bearing surface with clean engine
oil.
Fig. 73 Identify Connecting Rod to Cylinder
PositionÐTypical
9 - 140 ENGINE - 4.7LDR
PISTON & CONNECTING ROD (Continued)

VALVE TIMING
DESCRIPTIONÐTIMING DRIVE SYSTEM
The timing drive system (Fig. 114) has been
designed to provide quiet performance and reliability
to support anon-free wheelingengine. Specifically
the intake valves are non-free wheeling and can be
easily damaged with forceful engine rotation if cam-
shaft-to-crankshaft timing is incorrect. The timing
drive system consists of a primary chain and two sec-
ondary timing chain drives.
OPERATION - TIMING DRIVE SYSTEM
The primary timing chain is a single inverted tooth
type. The primary chain drives the large fifty tooth
idler sprocket directly from a 25 tooth crankshaft
sprocket. Primary chain motion is controlled by a
pivoting leaf spring tensioner arm and a fixed guide.
The arm and the guide both use nylon plastic wear
faces for low friction and long wear. The primarychain receives oil splash lubrication from the second-
ary chain drive and oil pump leakage. The idler
sprocket assembly connects the primary and second-
ary chain drives. The idler sprocket assembly con-
sists of two integral thirty tooth sprockets and a fifty
tooth sprocket that is splined to the assembly. The
spline joint is a non ± serviceable press fit anti rattle
type. The idler sprocket assembly spins on a station-
ary idler shaft. The idler shaft is press-fit into the
cylinder block. A large washer on the idler shaft bolt
and the rear flange of the idler shaft are used to con-
trol sprocket thrust movement. Pressurized oil is
routed through the center of the idler shaft to pro-
vide lubrication for the two bushings used in the
idler sprocket assembly.
There are two secondary drive chains, both are
inverted tooth type, one to drive the camshaft in each
SOHC cylinder head. There are no shaft speed
changes in the secondary chain drive system. Each
secondary chain drives a thirty tooth cam sprocket
directly from the thirty tooth sprocket on the idler
Fig. 114 Timing Drive System
1 - RIGHT CAMSHAFT SPROCKET AND SECONDARY CHAIN
2 - SECONDARY TIMING CHAIN TENSIONER (LEFT AND RIGHT
SIDE NOT COMMON)
3 - SECONDARY TENSIONER ARM
4 - LEFT CAMSHAFT SPROCKET AND SECONDARY CHAIN
5 - CHAIN GUIDE
6 - TWO PLATED LINKS ON RIGHT CAMSHAFT CHAIN7 - PRIMARY CHAIN
8 - IDLER SPROCKET
9 - CRANKSHAFT SPROCKET
10 - PRIMARY CHAIN TENSIONER
11 - TWO PLATED LINKS ON LEFT CAMSHAFT CHAIN
12 - SECONDARY TENSIONER ARM
9 - 166 ENGINE - 4.7LDR

sprocket assembly. A fixed chain guide and a hydrau-
lic oil damped tensioner are used to maintain tension
in each secondary chain system. The hydraulic ten-
sioners for the secondary chain systems are fed pres-
surized oil from oil reservoir pockets in the block.
Each tensioner also has a mechanical ratchet system
that limits chain slack if the tensioner piston bleeds
down after engine shut down. The tensioner arms
and guides also utilize nylon wear faces for low fric-
tion and long wear. The secondary timing chains
receive lubrication from a small orifice in the ten-
sioners. This orifice is protected from clogging by a
fine mesh screen which is located on the back of the
hydraulic tensioners.
STANDARD PROCEDURE
STANDARD PROCEDUREÐMEASURING
TIMING CHAIN WEAR
NOTE: This procedure must be performed with the
timing chain cover removed.
(1) Remove the timing chain cover. (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL).
(2) To determine if the secondary timing chains
are worn, rotate the engine clockwise until maximum
tensioner piston extension is obtained. Measure the
distance between the secondary timing chain ten-
sioner housing and the step ledge on the piston (Fig.
115). The measurement at point (A) must be less
than 15mm (0.5906 inches).
(3) If the measurement exceeds the specification
the secondary timing chains are worn and require
replacement. (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT/CHAIN AND SPROCKETS -
REMOVAL).
NOTE: If the secondary chains are to be replaced
the primary chain must also be replaced.
STANDARD PROCEDURE - ENGINE TIMING -
VERIFICATION
CAUTION: The 4.7L is a non free-wheeling design
engine. Therefore, correct engine timing is critical.NOTE: Components referred to as left hand or right
hand are as viewed from the drivers position inside
the vehicle.
NOTE: The blue link plates on the chains and the
dots on the camshaft drive sprockets may not line
up during the timing verification procedure. The
blue link plates are lined up with the sprocket dots
only when re-timing the complete timing drive.
Once the timing drive is rotated blue link-to-dot
alignment is no longer valid.
Engine base timing can be verified by the following
procedure:
(1) Remove the cylinder head covers (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL).
Fig. 115 Measuring Secondary Timing Chains For
Wear
1 - SECONDARY TENSIONER ARM
2 - SECONDARY CHAIN TENSIONER PISTON
DRENGINE - 4.7L 9 - 167
VALVE TIMING (Continued)

(7) Remove the generator and A/C compressor.
CAUTION: The 4.7L engine uses an RTV sealer
instead of a gasket to seal the front cover to the
engine block, from the factory. For service, MoparT
Engine RTV sealant must be substituted.
NOTE: It is not necessary to remove the water
pump for timing cover removal.
(8) Remove the bolts holding the timing cover to
engine block. (Fig. 123).
(9) Remove cover (Fig. 123).
INSTALLATION
CAUTION: Do not use oil based liquids to clean tim-
ing cover or block surfaces. Use only rubbing alco-
hol, along with plastic or wooden scrapers. Use no
wire brushes or abrasive wheels or metal scrapers,
or damage to surfaces could result.
(1) Clean timing chain cover and block surface
using rubbing alcohol.
CAUTION: The 4.7L can use a special RTV sealer
instead of a carrier gasket to seal the timing cover
to the engine block, from the factory. For service
repairs, MoparTEngine RTV must be used as a sub-
stitute, if RTV is present.
(2) Inspect the water passage o-rings for any dam-
age, and replace as necessary.
(3) Apply MopartEngine RTV sealer to the front
cover following the path below, usinga3to4mm
thick bead (Fig. 124).(4) Install cover. Tighten flange head fasteners in
sequence as shown in (Fig. 125) to 58 N´m (43 ft.
lbs.).
(5) Install the A/C compressor and generator.
(6) Install crankshaft damper (Refer to 9 -
ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
INSTALLATION).
(7) Install accessory drive belt tensioner assembly.
Tighten fastener to 54 N´m (40 ft. lbs.).
Fig. 123 Timing Chain Cover Fasteners
Fig. 124 Timing Cover Sealant
1 - TIMING CHAIN COVER
2 - WATER PASSAGE ORING
3 - MOPARTENGINE RTV SEALER
Fig. 125 Timing Chain Cover Fasteners
DRENGINE - 4.7L 9 - 171
TIMING BELT / CHAIN COVER(S) (Continued)