1998 DODGE RAM 1500 check oil

when a minimum discharge pressure of 2756 kPa
(400 psi) is reached.
The high pressure relief valve vents only enough
refrigerant to reduce the system pressure, and then
re-seats itself. The majority of the refrigerant is con-
served in the system. If the valve vents refrigerant, it
does not mean that the valve is faulty.
The high pressure relief valve is a factory-cali-
brated unit. The valve cannot be adjusted or
repaired, and must not be removed or otherwise dis-
turbed. The valve is only serviced as a part of the
compressor assembly.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
When investigating an air conditioning related
noise, you must first know the conditions under
which the noise occurs. These conditions include:
weather, vehicle speed, transmission in gear or neu-
tral, engine speed, engine temperature, and any
other special conditions. Noises that develop during
air conditioning operation can often be misleading.
For example: What sounds like a failed front bearing
or connecting rod, may be caused by loose bolts, nuts,
mounting brackets, or a loose compressor clutch
assembly.
Drive belts are speed sensitive. At different engine
speeds and depending upon belt tension, belts can
develop noises that are mistaken for a compressor
noise. Improper belt tension can cause a misleading
noise when the compressor clutch is engaged, which
may not occur when the compressor clutch is disen-
gaged. Check the serpentine drive belt condition and
tension as described in Cooling before beginning this
procedure.
(1) Select a quiet area for testing. Duplicate the
complaint conditions as much as possible. Switch the
compressor on and off several times to clearly iden-
tify the compressor noise. Listen to the compressor
while the clutch is engaged and disengaged. Probe
the compressor with an engine stethoscope or a long
screwdriver with the handle held to your ear to bet-
ter localize the source of the noise.
(2) Loosen all of the compressor mounting hard-
ware and retighten. Tighten the compressor clutch
mounting nut. Be certain that the clutch coil is
mounted securely to the compressor, and that the
clutch plate and rotor are properly aligned and have
the correct air gap (Refer to 24 - HEATING & AIR
CONDITIONING/CONTROLS/A/C COMPRESSOR
CLUTCH - INSTALLATION).
(3) To duplicate a high-ambient temperature condi-
tion (high head pressure), restrict the air flow
through the condenser. Install a manifold gauge set
or a DRBIIItscan tool to be certain that the dis-
charge pressure does not exceed 2760 kPa (400 psi).(4) Check the refrigerant system plumbing for
incorrect routing, rubbing or interference, which can
cause unusual noises. Also check the refrigerant lines
for kinks or sharp bends that will restrict refrigerant
flow, which can cause noises (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE).
(5) If the noise is from opening and closing of the
high pressure relief valve, recover, evacuate and
recharge the refrigerant system (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE), (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE - REFRIGERANT SYSTEM EVACU-
ATE) and (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING - STANDARD PROCEDURE -
REFRIGERANT SYSTEM CHARGE). If the high
pressure relief valve still does not seat properly,
replace the compressor (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/A/C COMPRES-
SOR - REMOVAL).
(6) If the noise is from liquid slugging on the suc-
tion line, replace the accumulator (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/AC-
CUMULATOR - REMOVAL) and check the refriger-
ant oil level and the refrigerant system charge (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMB-
ING/REFRIGERANT OIL - STANDARD PROCE-
DURE) (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING/ACCUMULATOR -
REMOVAL). If after replacing the accumulator the
slugging condition still exists then replace the com-
pressor.(Refer to 24 - HEATING & AIR CONDITION-
ING/PLUMBING/A/C COMPRESSOR - REMOVAL).
(7) If the liquid slugging condition continues fol-
lowing accumulator replacement, replace the com-
pressor and repeat Step 1.
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
WARNING) and (Refer to 24 - HEATING & AIR CON-
DITIONING/PLUMBING - CAUTION).
NOTE: The A/C compressor may be removed and
repositioned without disconnecting the refrigerant
lines or discharging the refrigerant system. Dis-
charging is not necessary if servicing the compres-
sor clutch, clutch coil, engine, engine cylinder head
or the generator.
(1) Recover the refrigerant from the refrigerant
system (Refer to 24 - HEATING & AIR CONDITION-
DRPLUMBING 24 - 49
A/C COMPRESSOR (Continued)

INSTALLATION
NOTE: If a replacement compressor is being
installed, be certain to check the refrigerant oil
level. See Refrigerant Oil Level in this group for the
procedures. Use only refrigerant oil of the type rec-
ommended for the compressor in the vehicle.
(1) Install the compressor onto the mounting
bracket.
(2) On the 3.7L and 4.7L engines, install and
tighten the bolts in the following sequence (Fig. 7):
²Install the inner front bolt #3 and hand tight-
ened.
²Install the outer front bolt #2 and hand tight-
ened.
²Install the rear bolt #1 and hand tightened.
²Tightened the inner front bolt #3 to 40 N´m (30
ft. lbs.).
²Tightened the outer front bolt #2 to 55 N´m (41
ft. lbs.).
²Tightened the rear bolt #1 to 55 N´m (41 ft. lbs.).
(3) For the 5.7L Hemi engine, install and tighten
the bolts in the following sequence (Fig. 8):
²Install the two long bolts into the mounting
bracket and hand tightened.
²Install the rear bolt and hand tightened.²Tightened the two long bolts to 40 N´m (30 ft.
lbs.).
²Tightened the rear bolt to 55 N´m (41 ft. lbs.).
(4) For the 5.7L Hemi engine, install the generator
and A/C compressor support bracket and retaining
nuts and bolts. Tighten the nuts and bolts securely.
(5) For the 5.9L diesel engine, install and tighten
the bolts in the following sequence (Fig. 9):
²Install the four bolts into the mounting bracket
and hand tightened.
²Tightened the four bolts to 24 N´m (17 ft. lbs.).
(6) Remove the tape or plugs from the opened
refrigerant line fittings and compressor ports.
(7) Lubricate new rubber O-ring seals with clean
refrigerant oil and install them on the suction and
discharge line fittings. Use only the specified O-rings
as they are made of a special material for the R-134a
system. Use only refrigerant oil of the type recom-
mended for the A/C compressor in the vehicle.
(8) Install the suction and discharge line fittings
onto the compressor.
(9) Install the bolt or nuts (depending on engine
application) that secure the suction and discharge
line fittings to the compressor. Tighten the bolt or
nuts to 28 N´m (20 ft. lbs.).
(10) Connect the wire harness connector to the
compressor clutch coil.
Fig. 7 A/C Compressor - 3.7L Shown, 4.7L Typical
1 - BOLT #1
2 - BOLT #2
3 - BOLT #3
4 - A/C COMPRESSOR
5 - A/C CLUTCH AND PULLEY
6 - MOUNTING BRACKET
Fig. 8 A/C Compressor - 5.7L Hemi
1 - BOLT (2)
2 - A/C COMPRESSOR
3 - BOLT
4 - MOUNTING BRACKET
DRPLUMBING 24 - 51
A/C COMPRESSOR (Continued)

DIAGNOSIS AND TESTING - A/C ORIFICE TUBE
WARNING: THE LIQUID LINE BETWEEN THE CON-
DENSER OUTLET AND THE A/C ORIFICE TUBE
CAN BECOME HOT ENOUGH TO BURN THE SKIN.
USE EXTREME CAUTION WHEN PERFORMING THE
FOLLOWING TEST.
NOTE: The A/C orifice tube can be checked for
proper operation using the following procedure.
However, the A/C orifice tube is only serviced as a
part of the liquid line. If the results of this test indi-
cate that the A/C orifice tube is obstructed or miss-
ing, the liquid line must be replaced.
(1) Confirm that the refrigerant system is properly
charged. (Refer to 24 - HEATING & AIR CONDI-
TIONING - DIAGNOSIS AND TESTING - A/C PER-
FORMANCE)
(2) Start the engine. Turn on the air conditioning
system and confirm that the compressor clutch is
engaged.
(3) Allow the air conditioning system to operate for
five minutes.
(4) Lightly and cautiously touch the liquid line
near the condenser outlet at the front of the engine
compartment. The liquid line should be hot to the
touch.
(5) Touch the liquid line near the evaporator inlet
at the rear of the engine compartment. The liquid
line should be cold to the touch.
(6) If there is a distinct temperature differential
between the two ends of the liquid line, the A/C ori-
fice tube is in good condition. If there is little or no
detectable temperature differential between the two
ends of the liquid line, the A/C orifice tube is
obstructed or missing and the liquid line must be
replaced.
ACCUMULATOR
DESCRIPTION
The accumulator (Fig. 21) is mounted in the engine
compartment between the evaporator outlet and the
compressor suction port. An integral mounting
bracket is used to secure the accumulator to the dash
panel.
The accumulator cannot be repaired and, if faulty
or damaged, it must be replaced. The rubber O-rings
are available for service replacement.
OPERATION
Refrigerant enters the accumulator canister as a
low pressure vapor through the inlet tube. Any liq-
uid, oil-laden refrigerant falls to the bottom of thecanister, which acts as a separator. A desiccant bag is
mounted inside the accumulator canister to absorb
any moisture which may have entered and become
trapped within the refrigerant system.
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
WARNING) and (Refer to 24 - HEATING & AIR CON-
DITIONING/PLUMBING - CAUTION).
(1) Disconnect and isolate the battery negative
cable.
(2) Recover the refrigerant from the refrigerant
system (Refer to 24 - HEATING & AIR CONDITION-
Fig. 21 Accumulator - Typical
1 - A/C LOW PRESSURE SWITCH (IF EQUIPPED)
2 - PRESSURE SWITCH FITTING
3 - OUTLET TO COMPRESSOR
4 - ANTI-SIPHON HOLE
5 - DESICCANT BAG
6 - OIL RETURN ORIFICE FILTER
7 - VAPOR RETURN TUBE
8 - ACCUMULATOR DOME
9 - O-RING SEAL
10 - INLET FROM EVAPORATOR
DRPLUMBING 24 - 61
A/C ORIFICE TUBE (Continued)

coupler is connected, the plastic indicator ring is no
longer required; however, it will remain on the refrig-
erant line near the coupler cage.
REMOVAL
(1) Recover the refrigerant from the refrigerant
system (Refer to 24 - HEATING & AIR CONDITION-
ING/PLUMBING/REFRIGERANT - STANDARD
PROCEDURE).
(2) Remove the secondary retaining clip from the
spring-lock coupler.
(3) Fit the proper size A/C line disconnect tool
(Special Tool Kit 7193 or equivalent) over the spring-
lock coupler cage (Fig. 28).
(4) Close the two halves of the A/C line disconnect
tool around the spring-lock coupler.
NOTE: The garter spring may not release if the A/C
line disconnect tool is cocked while pushing it into
the coupler cage opening.
(5) Push the A/C line disconnect tool into the open
side of the coupler cage to expand the garter spring.
Once the garter spring is expanded and while still
pushing the disconnect tool into the open side of the
coupler cage, pull on the refrigerant line attached to
the female half of the coupler fitting until the flange
on the female fitting is separated from the garter
spring and cage on the male fitting within the dis-
connect tool.
(6) Open and remove the A/C line disconnect tool
from the disconnected spring-lock coupler.(7) Complete the separation of the two halves of
the coupler fitting. Inspect the O-ring seals and mat-
ing areas for damage.
INSTALLATION
(1) Check to make sure that the garter spring is
located within the cage of the male coupler fitting,
and that the garter spring is not damaged.
(a) If the garter spring is missing, install a new
spring by pushing it into the coupler cage opening.
(b) If the garter spring is damaged, remove it
from the coupler cage with a small wire hook (DO
NOT use a screwdriver) and install a new garter
spring.
(2) Clean any dirt or foreign material from both
halves of the coupler fitting.
CAUTION: Use only the specified O-rings as they
are made of a special material for the R-134a sys-
tem. The use of any other O-rings may allow the
connection to leak intermittently during vehicle
operation.
(3) Install new O-rings on the male half of the cou-
pler fitting.
(4) Lubricate the male fitting and O-rings, and the
inside of the female fitting with clean R-134a refrig-
erant oil. Use only refrigerant oil of the type recom-
mended for the compressor in the vehicle.
(5) Fit the female half of the coupler fitting over
the male half of the fitting.
(6) Push together firmly on the two halves of the
coupler fitting until the garter spring in the cage on
the male half of the fitting snaps over the flanged
end on the female half of the fitting.
(7) Make sure that the spring-lock coupler is fully
engaged by trying to separate the two coupler halves.
This is done by pulling the refrigerant lines on either
side of the coupler away from each other.
(8) Install the secondary retaining clip over the
spring-lock coupler cage.
REFRIGERANT OIL
DESCRIPTION
The refrigerant oil used in R-134a refrigerant sys-
tems is a synthetic-based, PolyAlkylene Glycol (PAG),
wax-free lubricant. Mineral-based R-12 refrigerant
oils are not compatible with PAG oils, and should
never be introduced to an R-134a refrigerant system.
There are different PAG oils available, and each
contains a different additive package. Two different
type of A/C compressors are used in this vehicle
depending on engine application. Both compressors
are designed to use a PAG refrigerant oil. However,
the PAG oil type differs between the two compressor
Fig. 28 Refrigerant Line Spring-Lock Coupler
Disconnect
24 - 68 PLUMBINGDR
REFRIGERANT LINE COUPLER (Continued)

designs. Useonlyrefrigerant oil of the same type as
recommended to service the refrigerant system
(always refer to the specification tagincluded
with the replacement A/C compressor or the under-
hood A/C system specification tag).
OPERATION
After performing any refrigerant recovery or recy-
cling operation, always replenish the refrigerant sys-
tem with the same amount of the recommended
refrigerant oil as was removed. Too little refrigerant
oil can cause compressor damage, and too much can
reduce air conditioning system performance.
PAG refrigerant oil is much more hygroscopic than
mineral oil, and will absorb any moisture it comes
into contact with, even moisture in the air. The PAG
oil container should always be kept tightly capped
until it is ready to be used. After use, recap the oil
container immediately to prevent moisture contami-
nation.
STANDARD PROCEDURE - REFRIGERANT OIL
LEVEL
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
WARNING) and (Refer to 24 - HEATING & AIR CON-
DITIONING/PLUMBING - CAUTION).
CAUTION: The refrigerant oil in the R-134a A/C sys-
tem is unique depending on the A/C compressor
used. Use only PAG oils that are designed to work
with R-134a refrigerant and the A/C compressor in
the vehicle. Always refer to the underhood A/C Sys-
tem Specification Label for the correct oil designa-
tion.
It is important to have the correct amount of lubri-
cant in the A/C refrigerant system to ensure proper
lubrication of the A/C compressor. Too little lubricant
will result in damage to the compressor. Too much
lubricant will reduce the cooling capacity of the A/C
system and consequently result in higher discharge
air temperatures.
The lubricant used in the compressor is polyalka-
lene glycol PAG lubricant. Only the refrigerant lubri-
cant approved for use with this vehicle should be
used to service the system. Do not use any other
lubricant. The lubricant container should be kept
tightly capped until it is ready for use. Refrigerant
lubricant will quickly absorb any moisture it comes
in contact with.
It will not be necessary to check the oil level in the
A/C compressor or to add oil, unless there has beenan oil loss. An oil loss may occur due to component
replacement, or a rupture or leak from a refrigerant
line, connector fitting, component or component seal.
If a leak occurs, add 30 milliliters (1 fluid ounce) of
the recommended refrigerant oil to the refrigerant
system after the repair has been made. Refrigerant
oil loss will be evident at the leak point by the pres-
ence of a wet, shiny surface around the leak.
COMPONENT REFRIGERANT OIL LEVEL CHECK
When an air conditioning system is first assembled
at the factory, all components (except the A/C com-
pressor) are refrigerant oil free. After the refrigerant
system has been charged with (R-134a) refrigerant
and operated, the oil in the A/C compressor is dis-
persed through the lines and components. The A/C
evaporator, A/C condenser, and accumulator will
retain a significant amount of oil. Refer to the A/C
Component Refrigerant Oil Capacities table. When a
component is replaced, the specified amount of refrig-
erant oil must be added. When a new A/C compressor
is being installed, drain the lubricant from the used
compressor, measure the amount drained and discard
the used lubricant. Drain the lubricant from the new
A/C compressor into a clean container. Return the
amount of lubricant measured from the used com-
pressor, plus the amount reclaimed from the system
back into the new A/C compressor. When a line or
component has ruptured and oil has escaped, the
accumulator must be replaced along with the rup-
tured component.
A/C COMPONENT REFRIGERANT OIL
CAPACITIES
Component ml. oz.
Total System Fill 180 6
Accumulator 60 2
Condenser 30 1
Evaporator 60 2
Compressor Drain and measure
the oil from the old
compressor - see
text.
COMPRESSOR REFRIGERANT OIL LEVEL CHECK
NOTE: Most reclaim/recycling equipment will mea-
sure the lubricant being removed during recovery.
This amount of lubricant should be added back into
the system. Refer to the reclaim/recycling equip-
ment manufacturers instructions.
(1) Recover the refrigerant from the system.
DRPLUMBING 24 - 69
REFRIGERANT OIL (Continued)

Check the vapor/vacuum lines at the LDP, LDP
filter and EVAP canister purge solenoid for
damage or leaks. If a leak is present, a Diagnos-
tic Trouble Code (DTC) may be set.
(4) Connect electrical connector to LDP.
ORVR
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery)
system consists of a unique fuel tank, flow manage-
ment valve, fluid control valve, one-way check valve
and vapor canister.
OPERATION
The ORVR (On-Board Refueling Vapor Recovery)
system is used to remove excess fuel tank vapors.
This is done while the vehicle is being refueled.
Fuel flowing into the fuel filler tube (approx. 1º
I.D.) creates an aspiration effect drawing air into the
fuel fill tube. During refueling, the fuel tank is
vented to the EVAP canister to capture escaping
vapors. With air flowing into the filler tube, there are
no fuel vapors escaping to the atmosphere. Once the
refueling vapors are captured by the EVAP canister,
the vehicle's computer controlled purge system draws
vapor out of the canister for the engine to burn. The
vapor flow is metered by the purge solenoid so that
there is no, or minimal impact on driveability or
tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it
opens the normally closed check valve and enters the
fuel tank. Vapor or air is expelled from the tank
through the control valve and on to the vapor canis-
ter. Vapor is absorbed in the EVAP canister until
vapor flow in the lines stops. This stoppage occurs
following fuel shut-off, or by having the fuel level in
the tank rise high enough to close the control valve.
This control valve contains a float that rises to seal
the large diameter vent path to the EVAP canister.
At this point in the refueling process, fuel tank pres-
sure increases, the check valve closes (preventing liq-
uid fuel from spiting back at the operator), and fuel
then rises up the fuel filler tube to shut off the dis-
pensing nozzle.
PCV VALVE
DESCRIPTION
3.7L V-6 / 4.7L V-8
The 3.7L V-6 and 4.7L V-8 engines are equipped
with a closed crankcase ventilation system and a
Positive Crankcase Ventilation (PCV) valve.
This system consists of:
²a PCV valve mounted to the oil filler housing
(Fig. 10). The PCV valve is sealed to the oil filler
housing with an o-ring.
²the air cleaner housing
²two interconnected breathers threaded into the
rear of each cylinder head (Fig. 11).
²tubes and hoses to connect the system compo-
nents.
Fig. 10 PCV VALVE - 3.7L V-6 / 4.7L V-8
1 - O-RING
2 - LOCATING TABS
3 - CAM LOCK
4 - OIL FILLER TUBE
5 - PCV LINE/HOSE
6 - P C V VA LV E
DREVAPORATIVE EMISSIONS 25 - 17
LEAK DETECTION PUMP (Continued)

DIAGNOSIS AND TESTING - PCV VALVE - 3.7L
V-6/ 4.7L V-8
(1) Disconnect PCV line/hose (Fig. 19) by discon-
necting rubber connecting hose at PCV valve fitting.
(2) Remove PCV valve at oil filler tube by rotating
PCV valve downward until locating tabs have been
freed at cam lock (Fig. 19). After tabs have cleared,
pull valve straight out from filler tube.To prevent
damage to PCV valve locating tabs, valve must
be pointed downward for removal. Do not force
valve from oil filler tube.
(3) After valve is removed, check condition of valve
o-ring (Fig. 19). Also, PCV valve should rattle when
shaken.
(4) Reconnect PCV valve to its connecting line/
hose.
(5) Start engine and bring to idle speed.
(6) If valve is not plugged, a hissing noise will be
heard as air passes through valve. Also, a strong vac-
uum should be felt with a finger placed at valve
inlet.
(7) If vacuum is not felt at valve inlet, check line/
hose for kinks or for obstruction. If necessary, clean
out intake manifold fitting at rear of manifold. Do
this by turning a 1/4 inch drill (by hand) through the
fitting to dislodge any solid particles. Blow out the
fitting with shop air. If necessary, use a smaller drill
to avoid removing any metal from the fitting.
(8)Do not attempt to clean the old PCV valve.
(9) Return PCV valve back to oil filler tube by
placing valve locating tabs (Fig. 19) into cam lock.
Press PCV valve in and rotate valve upward. A slight
click will be felt when tabs have engaged cam lock.
Valve should be pointed towards rear of vehicle.
(10) Connect PCV line/hose and connecting rubber
hose to PCV valve.
(11) Disconnect rubber hose from fresh air fitting
at air cleaner resonator box. Start engine and bring
to idle speed. Hold a piece of stiff paper (such as a
parts tag) loosely over the opening of the discon-
nected rubber hose.
(12) The paper should be drawn against the hose
opening with noticeable force. This will be after
allowing approximately one minute for crankcase
pressure to reduce.
(13) If vacuum is not present, disconnect each PCV
system hose at top of each crankcase breather (Fig.
20). Check for obstructions or restrictions.
(14) If vacuum is still not present, remove each
PCV system crankcase breather (Fig. 20) from each
cylinder head. Check for obstructions or restrictions.
If plugged, replace breather. Tighten breather to 12
N´m (106 in. lbs.) torque. Do not attempt to clean
breather.(15) If vacuum is still not present, disconnect each
PCV system hose at each fitting, and at each check
valve (Fig. 21). Check for obstructions or restrictions.
Fig. 19 PCV VALVE - 3.7L V-6 / 4.7L V-8
1 - O-RING
2 - LOCATING TABS
3 - CAM LOCK
4 - OIL FILLER TUBE
5 - PCV LINE/HOSE
6 - P C V VA LV E
Fig. 20 CRANKCASE BREATHERS (2) - 3.7L V-6 /
4.7L V-8
1 - CRANKCASE BREATHERS (2)
2 - REAR OF ENGINE
25 - 20 EVAPORATIVE EMISSIONSDR
PCV VALVE (Continued)

REMOVAL
3.7L V-6 / 4.7L V-8
The PCV valve is located on the oil filler tube (Fig.
22). Two locating tabs are located on the side of the
valve (Fig. 22). These 2 tabs fit into a cam lock in the
oil filler tube. An o-ring seals the valve to the filler
tube.
(1) Disconnect PCV line/hose (Fig. 22) by discon-
necting rubber hose at PCV valve fitting.
(2) Remove PCV valve at oil filler tube by rotating
PCV valve downward (counter-clockwise) until locat-
ing tabs have been freed at cam lock (Fig. 22). After
tabs have cleared, pull valve straight out from filler
tube.To prevent damage to PCV valve locating
tabs, valve must be pointed downward for
removal. Do not force valve from oil filler tube.
(3) After valve is removed, check condition of valve
o-ring (Fig. 22).
5.7L V-8
The PCV valve is mounted into the top of the
intake manifold, located to the right / rear of the
throttle body (Fig. 12). The PCV valve is sealed to
the intake manifold with 2 o-rings (Fig. 13).
(1) Remove PCV valve by rotating counter-clock-
wise 90 degrees until locating tabs have been freed.
After tabs have cleared, pull valve straight up from
intake manifold.(2) After valve is removed, check condition of 2
valve o-rings.
INSTALLATION
3.7L V6 / 4.7L V-8
The PCV valve is located on the oil filler tube. Two
locating tabs are located on the side of the valve.
These 2 tabs fit into a cam lock in the oil filler tube.
An o-ring seals the valve to the filler tube.
(1) Return PCV valve back to oil filler tube by
placing valve locating tabs into cam lock. Press PCV
valve in and rotate valve upward. A slight click will
be felt when tabs have engaged cam lock. Valve
should be pointed towards rear of vehicle.
(2) Connect PCV line/hose and rubber hose to PCV
valve.
Fig. 21 CHECK VALVES - PCV SYSTEM - 3.7L V-6 /
4.7L V-8
1 - CONNECTING HOSES
2 - CHECK VALVES
Fig. 22 PCV VALVE/OIL FILLER TUBE LOCATION -
3.7L V-6 / 4.7L V-8
1 - O-RING
2 - LOCATING TABS
3 - CAM LOCK
4 - OIL FILLER TUBE
5 - PCV LINE/HOSE
6 - P C V VA LV E
DREVAPORATIVE EMISSIONS 25 - 21
PCV VALVE (Continued)