1998 DODGE RAM 1500 Transmission install

TRANSMISSION
TABLE OF CONTENTS
page page
TRANS COOLER
DESCRIPTION.........................67
OPERATION...........................67
REMOVAL.............................68
INSTALLATION.........................68
TRANS COOLER - 5.9L DIESEL
DESCRIPTION.........................68
OPERATION...........................69REMOVAL
REMOVAL - AIR TO OIL COOLER.........69
REMOVAL - WATER TO OIL COOLER......69
DISASSEMBLY - 5.9L DIESEL ONLY.........70
ASSEMBLY - 5.9L DIESEL ONLY...........70
INSTALLATION
INSTALLATION - AIR TO OIL COOLER.....70
INSTALLATION - WATER-TO-AIR COOLER . . 70
TRANS COOLER
DESCRIPTION
An air-to-oil transmission oil cooler is standard on
all engine packages. The transmission oil cooler is
mounted to the front of the radiator above the power
steering cooler (Fig. 1) and (Fig. 2)
OPERATION
Transmission oil is routed through the cooler
where heat is removed from the transmission oil
before returning to the transmission.
Fig. 1 Cooling Module - 3.7L/4.7L/5.7L
1 - TRANS OIL COOLER
2 - LOCATING TABS
3 - POWER STEERING OIL COOLER
4 - POWER STEERING OIL COOLER MOUNTING BOLT
5 - TRANS OIL COOLER OUTLET
6 - TRANS OIL COOLER INLET
7 - COOLER LINE CLIP
8 - COOLER LINE CLIP
9 - MOUNTING BOLT
10 - RADIATOR
Fig. 2 COOLING MODULE - 5.9L GAS
1 - TRANS OIL COOLER BYPASS (5.9L only)
2 - OIL COOLER THERMOSTATIC BYPASS VALVE (5.9L only)
3 -TRANS OIL COOLER
4 - OIL COOLER MOUNTING BOLT (4)
5 - POWER STEERING COOLER
6 - POWER STEERING COOLER MOUNTING BOLT(2)
7 - TRANS OIL COOLER OUTLET
8 - TRANS OIL COOLER INLET
9 - COOLER LINE CLIP
10 - COOLER LINE CLIP
11 - RADIATOR
DRTRANSMISSION 7 - 67

REMOVAL
(1) Disconnect the battery negative cable.
(2) Place a drain pan under the oil cooler lines.
(3) Disconnect the transmission oil cooler line
quick-connect fitting at the cooler outlet using the
quick connect release tool 6935. Plug the cooler lines
to prevent oil leakage.
(4) Unsnap the transmission cooler tubes from the
radiator tank clips.
(5) Remove the bolt attaching the transmission
cooler to the radiator.
(6) Remove oil cooler from the vehicle. Take care
not to damage the radiator core or transmission
cooler tubes.
INSTALLATION
(1) Position the transmission cooler tubes to the
front of the radiator by sliding brackets into slots on
radiator inlet tank.
(2) Snap the transmission cooler tubes into the
clips on the side of the radiator tank.
(3) Install the transmission cooler attaching bolt.
Tighten the bolt to 16 N´m (140 in. lbs.).
(4) Inspect the quick connect fittings for debris
and install the quick connect fitting on the cooler
tube until an audible ªclickº is heard. Pull apart the
connection to verify proper installation and install
the secondary latches.
(5) Connect the battery negative cable.
(6) Start the engine and check all fittings for
leaks.
(7) Check the fluid level in the automatic trans-
mission. Refer to the appropriate transmission sec-
tion(Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 45RFE/545RFE/FLUID - STANDARD
PROCEDURE) or(Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 46RE/FLUID - STAN-
DARD PROCEDURE).
TRANS COOLER - 5.9L DIESEL
DESCRIPTION
All diesel models equipped with an automatic
transmission are equipped with both a main water-
to-oil cooler and a separate air-to-oil cooler. Both cool-
ers are supplied as standard equipment on diesel
engine powered models when equipped with an auto-
matic transmission.
The main water-to-oil transmission oil cooler is
mounted to a bracket on the intake side of the engine
(Fig. 3).
The air-to-oil cooler is located in front of the radi-
ator (Fig. 4).
Fig. 3 Transmission Water-To-Oil Cooler - Diesel
Engine - Typical
1 - TRANSMISSION WATER-TO-OIL COOLER
Fig. 4 Auxiliary Transmission Oil CoolerÐDiesel
Engine
1 - MOUNTING BOLTS
2 - THERMOSTATIC BYPASS VALVE
3 - RADIATOR
4 - QUICK-CONNECT FITTINGS
5 - TRANSMISSION OIL COOLER
7 - 68 TRANSMISSIONDR
TRANS COOLER (Continued)

DISASSEMBLY - 5.9L DIESEL ONLY
NOTE: The transmission oil cooler uses an internal
thermostat to control transmission oil flow through
the cooler. This thermostat is servicable.
(1) Remove the transmission oil cooler (Refer to 7 -
COOLING/TRANSMISSION/TRANS COOLER -
REMOVAL).
(2) Remove the snap ring retaining the thermostat
end plug (Fig. 7).
(3) Remove the end plug, thermostat and spring
from transmission oil cooler (Fig. 7).
ASSEMBLY - 5.9L DIESEL ONLY
(1) Throughly clean the thermostat bore on the
transmission oil cooler.
(2) Install the new spring, thermostat, end plug
and snap ring.
(3) Install the transmission oil cooler (Refer to 7 -
COOLING/TRANSMISSION/TRANS COOLER -
INSTALLATION).
INSTALLATION
INSTALLATION - AIR TO OIL COOLER
(1) Carefully position the oil cooler assembly to the
vehicle.
(2) Install two nuts and one bolt. Tighten to 11
N´m (95 in. lbs.) torque.
(3) Connect the quick-connect fittings to the trans-
mission cooler lines.
(4) Install Charge Air Cooler (Refer to 11 -
EXHAUST SYSTEM/TURBOCHARGER SYSTEM/
CHARGE AIR COOLER AND PLUMBING -
INSTALLATION).
(5) Start the engine and check all fittings for
leaks.
(6) Check the fluid level in the automatic trans-
mission (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 47RE/FLUID - STANDARD
PROCEDURE).
INSTALLATION - WATER-TO-AIR COOLER
(1) Position oil cooler on cylinder block.
(2) Install lower mounting bolt to cooler at the cyl-
inder block. Torque bolt to 77 N´m (57 ft. lbs.)
(3) Install upper mounting bolt at the cylinder
block. Torque bolt to 24 N´m (19 ft. lbs.)
(4) Install cooler bracket to transmission adapter
bolt. Tighten to 24 N´m (18 ft. lbs.).
(5) Connect transmission oil lines to cooler.
(6) Connect coolant hoses to cooler.
(7) Install starter motor (Refer to 8 - ELECTRI-
CAL/STARTING/STARTER MOTOR - INSTALLA-
TION).
(8) Connect battery negative cables.
(9) Fill cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE).
(10) Check transmission oil level and fill as neces-
sary (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 47RE/FLUID - STANDARD
PROCEDURE).
Fig. 7 Transmission Oil Cooler Thermostat
Removal/Installation
1 - THERMOSTAT HOUSING
2 - SPRING
3 - END PLUG
4 - SNAP RING
5 - THERMOSTAT
7 - 70 TRANSMISSIONDR
TRANS COOLER - 5.9L DIESEL (Continued)

RADIO NOISE SUPPRESSION
GROUND STRAP
DESCRIPTION
Radio noise suppression devices are factory-in-
stalled standard equipment on this vehicle. Radio
Frequency Interference (RFI) and ElectroMagnetic
Interference (EMI) can be produced by any on-board
or external source of electromagnetic energy. These
electromagnetic energy sources can radiate electro-
magnetic signals through the air, or conduct them
through the vehicle electrical system.
When the audio system converts RFI or EMI to an
audible acoustic wave form, it is referred to as radio
noise. This undesirable radio noise is generally man-
ifested in the form of ªbuzzing,º ªhissing,º ªpopping,º
ªclicking,º ªcrackling,º and/or ªwhirringº sounds. In
most cases, RFI and EMI radio noise can be sup-
pressed using a combination of vehicle and compo-
nent grounding, filtering and shielding techniques.
This vehicle is equipped with factory-installed radio
noise suppression devices that were designed to min-
imize exposure to typical sources of RFI and EMI;
thereby, minimizing radio noise complaints.
Factory-installed radio noise suppression is accom-
plished primarily through circuitry or devices that
are integral to the factory-installed radios, audio
power amplifiers and other on-board electrical com-
ponents such as generators, wiper motors, blower
motors, and fuel pumps that have been found to be
potential sources of RFI or EMI. External radio noise
suppression devices that are used on this vehicle to
control RFI or EMI, and can be serviced, include the
following:
²Engine-to-body ground strap- This length of
braided ground strap has an eyelet terminal connec-
tor crimped to each end. One end is secured to the
engine cylinder head(s). The other is secured to the
plenum at the exhaust heat shield forward/outer
attaching stud.
²Resistor-type spark plugs- This type of spark
plug has an internal resistor connected in series
between the spark plug terminal and the center elec-
trode to help reduce the production of electromag-
netic radiation that can result in radio noise.
OPERATION
There are two common strategies that can be used
to suppress Radio Frequency Interference (RFI) and
ElectroMagnetic Interference (EMI) radio noise. The
first suppression strategy involves preventing the
production of RFI and EMI electromagnetic signals
at their sources. The second suppression strategy
involves preventing the reception of RFI and EMIelectromagnetic signals by the audio system compo-
nents.
The use of braided ground straps in key locations
is part of the RFI and EMI prevention strategy.
These ground straps ensure adequate ground paths,
particularly for high current components such as
many of those found in the starting, charging, igni-
tion, engine control and transmission control sys-
tems. An insufficient ground path for any of these
high current components may result in radio noise
caused by induced voltages created as the high cur-
rent seeks alternative ground paths through compo-
nents or circuits intended for use by, or in close
proximity to the audio system components or circuits.
Preventing the reception of RFI and EMI is accom-
plished by ensuring that the audio system compo-
nents are correctly installed in the vehicle. Loose,
corroded or improperly soldered wire harness connec-
tions, improperly routed wiring and inadequate audio
system component grounding can all contribute to
the reception of RFI and EMI. A properly grounded
antenna body and radio chassis, as well as a shielded
antenna coaxial cable with clean and tight connec-
tions will each help reduce the potential for reception
of RFI and EMI.
REMOVAL
BED TO CAB
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the attaching bolts and strap (Fig. 10).
Fig. 10 BED TO CAB GROUND STRAP
1 - BED
2 - CAB
3 - GROUND STRAP
4 - MOUNTING BOLTS
DRAUDIO/VIDEO 8A - 9

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page page
COMMUNICATION
DESCRIPTION..........................1
OPERATION............................2
CONTROLLER ANTILOCK BRAKE
DESCRIPTION..........................3
OPERATION............................3
REMOVAL.............................3
INSTALLATION..........................3
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR.....3
OPERATION - DATA LINK CONNECTOR......3
ENGINE CONTROL MODULE
DESCRIPTION - ECM.....................3
OPERATION - ECM......................3
REMOVAL.............................4
INSTALLATION..........................4
FRONT CONTROL MODULE
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING - FRONT
CONTROL MODULE....................5
REMOVAL.............................5
INSTALLATION..........................5
HEATED SEAT MODULE
DESCRIPTION..........................6
OPERATION............................6
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE.............................6
REMOVAL.............................7
INSTALLATION..........................7
POWERTRAIN CONTROL MODULE
DESCRIPTION
DESCRIPTION - PCM...................7DESCRIPTION - MODES OF OPERATION....7
DESCRIPTION - 5 VOLT SUPPLIES.......10
DESCRIPTION - IGNITION CIRCUIT SENSE . 10
DESCRIPTION - POWER GROUNDS......10
DESCRIPTION - SENSOR RETURN.......10
OPERATION
OPERATION - PCM....................10
OPERATION - 5 VOLT SUPPLIES.........11
OPERATION - IGNITION CIRCUIT SENSE . . . 11
REMOVAL.............................12
INSTALLATION.........................12
SENTRY KEY IMMOBILIZER MODULE
DESCRIPTION.........................13
OPERATION...........................13
STANDARD PROCEDURE - PCM/SKIM
PROGRAMMING......................14
REMOVAL.............................15
INSTALLATION.........................15
TRANSFER CASE CONTROL MODULE
DESCRIPTION.........................16
OPERATION...........................16
TRANSMISSION CONTROL MODULE
DESCRIPTION.........................20
OPERATION...........................20
STANDARD PROCEDURE
STANDARD PROCEDURE - TCM QUICK
LEARN..............................23
STANDARD PROCEDURE - DRIVE LEARN . . 23
COMMUNICATION
DESCRIPTION
The DaimlerChrysler Programmable Communica-
tion Interface (PCI) data bus system is a single wire
multiplex system used for vehicle communications on
many DaimlerChrysler Corporation vehicles. Multi-
plexing is a system that enables the transmission of
several messages over a single channel or circuit. All
DaimlerChrysler vehicles use this principle for com-
munication between various microprocessor-based
electronic control modules. The PCI data bus exceeds
the Society of Automotive Engineers (SAE) J1850
Standard for Class B Multiplexing.Many of the electronic control modules in a vehicle
require information from the same sensing device. In
the past, if information from one sensing device was
required by several controllers, a wire from each con-
troller needed to be connected in parallel to that sen-
sor. In addition, each controller utilizing analog
sensors required an Analog/Digital (A/D) converter in
order to9read9these sensor inputs. Multiplexing
reduces wire harness complexity, sensor current
loads and controller hardware because each sensing
device is connected to only one controller, which
reads and distributes the sensor information to the
other controllers over the data bus. Also, because
each controller on the data bus can access the con-
troller sensor inputs to every other controller on the
DRELECTRONIC CONTROL MODULES 8E - 1

STARTING
TABLE OF CONTENTS
page page
STARTING
DESCRIPTION.........................26
OPERATION...........................26
DIAGNOSIS AND TESTING - STARTING
SYSTEM............................27
SPECIFICATIONS
STARTING SYSTEM...................31
SPECIFICATIONS - TORQUE - STARTING
SYSTEM............................32
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER
MOTOR .............................32REMOVAL.............................33
INSTALLATION.........................34
STARTER MOTOR RELAY
DESCRIPTION.........................35
OPERATION...........................36
DIAGNOSIS AND TESTING - STARTER RELAY . 36
REMOVAL.............................37
INSTALLATION.........................37
STARTING
DESCRIPTION
The starting system consists of:
²Starter relay
²Starter motor (including an integral starter sole-
noid)
Other components to be considered as part of start-
ing system are:
²Battery
²Battery cables
²Ignition switch and key lock cylinder
²Clutch pedal position switch (manual transmis-
sion)
²Park/neutral position switch (automatic trans-
mission)
²Wire harnesses and connections.
The Battery, Starting, and Charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct operation of
starting/charging systems, all components used in
these 3 systems must perform within specifications.
When attempting to diagnose any of these systems, it
is important that you keep their interdependency in
mind.
The diagnostic procedures used in each of these
groups include the most basic conventional diagnostic
methods, to the more sophisticated On-Board Diag-
nostics (OBD) built into the Powertrain Control Mod-
ule (PCM). Use of an induction-type milliampere
ammeter, volt/ohmmeter, battery charger, carbon pile
rheostat (load tester), and 12-volt test lamp may be
required.Certain starting system components are monitored
by the PCM and may produce a Diagnostic Trouble
Code (DTC). Refer to Diagnostic Trouble Codes in
Emission Control for a list of codes.
OPERATION
The starting system components form two separate
circuits. A high-amperage feed circuit that feeds the
starter motor between 150 and 350 amperes (700
amperes - diesel engine), and a low-amperage control
circuit that operates on less than 20 amperes. The
high-amperage feed circuit components include the
battery, the battery cables, the contact disc portion of
the starter solenoid, and the starter motor. The low-
amperage control circuit components include the igni-
tion switch, the clutch pedal position switch (manual
transmission), the park/neutral position switch (auto-
matic transmission), the starter relay, the electro-
magnetic windings of the starter solenoid, and the
connecting wire harness components.
If the vehicle is equipped with a manual transmis-
sion, it has a clutch pedal position switch installed in
series between the ignition switch and the coil bat-
tery terminal of the starter relay. This normally open
switch prevents the starter relay from being ener-
gized when the ignition switch is turned to the Start
position, unless the clutch pedal is depressed. This
feature prevents starter motor operation while the
clutch disc and the flywheel are engaged. The starter
relay coil ground terminal is always grounded on
vehicles with a manual transmission.
8F - 26 STARTINGDR

If the vehicle is equipped with an automatic trans-
mission, battery voltage is supplied through the low-
amperage control circuit to the coil battery terminal
of the starter relay when the ignition switch is
turned to the Start position. The park/neutral posi-
tion switch is installed in series between the starter
relay coil ground terminal and ground. This normally
open switch prevents the starter relay from being
energized and the starter motor from operating
unless the automatic transmission gear selector is in
the Neutral or Park positions.
When the starter relay coil is energized, the nor-
mally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts
energize the starter solenoid coil windings.
The energized solenoid pull-in coil pulls in the sole-
noid plunger. The solenoid plunger pulls the shift
lever in the starter motor. This engages the starter
overrunning clutch and pinion gear with the starter
ring gear.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the high-
amperage starter feed circuit and energizes the sole-
noid plunger hold-in coil. Current now flows between
the solenoid battery terminal and the starter motor,
energizing the starter.Once the engine starts, the overrunning clutch pro-
tects the starter motor from damage by allowing the
starter pinion gear to spin faster than the pinion
shaft. When the ignition switch is released to the On
position, the starter relay coil is de-energized. This
causes the relay contacts to open. When the relay
contacts open, the starter solenoid plunger hold-in
coil is de-energized.
When the solenoid plunger hold-in coil is de-ener-
gized, the solenoid plunger return spring returns the
plunger to its relaxed position. This causes the con-
tact disc to open the starter feed circuit, and the shift
lever to disengage the overrunning clutch and pinion
gear from the starter ring gear.
DIAGNOSIS AND TESTING - STARTING
SYSTEM
The battery, starting, and charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct starting/
charging system operation, all of the components
involved in these 3 systems must perform within
specifications.
Starting System Diagnosis
CONDITION POSSIBLE CAUSE CORRECTION
STARTER FAILS TO
OPERATE.1. Battery discharged or
faulty.1. Refer to Battery. Charge or replace battery, if required.
2. Starting circuit wiring
faulty.2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits, if required.
3. Starter relay faulty. 3. Refer to Starter Relay in Diagnosis and Testing.
Replace starter relay if required.
4. Ignition switch faulty. 4. Refer to Ignition Switch and Key Lock Cylinder.
Replace ignition switch if required.
5. Clutch pedal position
switch faulty.5. Refer to Clutch Pedal Position Switch.
6. Park/Neutral position
switch faulty or
misadjusted.6. Refer to Park/Neutral Position Switch. Replace
park/neutral position switch if required.
7. Starter solenoid faulty. 7. Refer to Starter Motor. Replace starter motor assembly
if required.
8. Starter motor faulty. 8. If all other starting system components and circuits test
OK, replace starter motor.
DRSTARTING 8F - 27
STARTING (Continued)

Starting System Diagnosis
CONDITION POSSIBLE CAUSE CORRECTION
STARTER ENGAGES,
FAILS TO TURN
ENGINE.1. Battery discharged or
faulty.1. Refer to Battery. Charge or replace battery if required.
2. Starting circuit wiring
faulty.2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits if required.
3. Starter motor faulty. 3. If all other starting system components and circuits test
OK, replace starter motor assembly.
4. Engine seized. 4. Refer to Engine Diagnosis in the Diagnosis and Testing
section of 9, Engine.
STARTER ENGAGES,
SPINS OUT BEFORE
ENGINE STARTS.1. Starter ring gear faulty. 1. Refer to Starter Motor Removal and Installation.
Remove starter motor to inspect starter ring gear.
Replace starter ring gear if required.
2. Starter motor faulty. 2. If all other starting system components and circuits test
OK, replace starter motor assembly.
STARTER DOES NOT
DISENGAGE.1. Starter motor
improperly installed.1. Refer to Starter Motor Removal and Installation.
Tighten starter mounting hardware to correct torque
specifications.
2. Starter relay faulty. 2. Refer to Starter Relay Diagnosis and Testing. Replace
starter relay if required.
3. Ignition switch faulty. 3. Refer to Ignition Switch and Key Lock Cylinder.
Replace ignition switch if required.
4. Starter motor faulty. 4. If all other starting system components and circuits test
OK, replace starter motor.
INSPECTION
For complete starter wiring circuit diagrams, refer
to 8, Wiring Diagrams. Before removing any unit
from starting system for repair or diagnosis, perform
the following inspections:
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO 8, PASSIVE RESTRAINT SYS-
TEMS, BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT AND POSSIBLE PERSONAL INJURY.
²Battery- Visually inspect battery for indica-
tions of physical damage and loose or corroded cable
connections. Determine state-of-charge and cranking
capacity of battery. Charge or replace battery if
required. Refer toBatteryin 8, Battery.Note: If
equipped with diesel engine, a dual battery sys-
tem may be used, and both batteries must be
inspected.
²Ignition Switch- Visually inspect ignition
switch for indications of physical damage and loose
or corroded wire harness connections. Refer toIgni-
tion Switch and Key Lock Cylinder.²Clutch Pedal Position Switch- If equipped
with manual transmission, visually inspect clutch
pedal position switch for indications of physical dam-
age and loose or corroded wire harness connections.
Refer toClutch Pedal Position Switchin 6,
Clutch.
²Park/Neutral Position Switch- If equipped
with automatic transmission, visually inspect park/
neutral position switch for indications of physical
damage and loose or corroded wire harness connec-
tions. Refer toPark/Neutral Position Switchin
21, Transmission.
²Starter Relay- Visually inspect starter relay
for indications of physical damage and loose or cor-
roded wire harness connections.
²Starter Motor- Visually inspect starter motor
for indications of physical damage and loose or cor-
roded wire harness connections.
²Starter Solenoid- Visually inspect starter sole-
noid for indications of physical damage and loose or
corroded wire harness connections.
²Wiring- Visually inspect wire harnesses for
damage. Repair or replace any faulty wiring, as
required. Refer to 8, Wiring Diagrams.
8F - 28 STARTINGDR
STARTING (Continued)