2001 DODGE RAM ECU

(26) Raise the tappets as follows, using the wooden
dowel rods (Fig. 88) provided with the Miller Tool Kit
8502 or Cummins tappet replacement tool kit
#3822513:
(a) Insert the slotted end of the dowel rod into
the tappet.The dowel rods for the rear two
cylinders will have to be cut for cowl panel
clearance.Press firmly to ensure that it is seated
in the tappet.
(b) Raise the dowel rod to bring the tappet to
the top of its travel, and wrap a rubber band
around the dowel rods (Fig. 88) to prevent the tap-
pets from dropping into the crankcase.
(c) Repeat this procedure for the remaining cyl-
inders.
(27) Verify that the camshaft timing marks are
aligned with the crankshaft and injection pump
marks (Fig. 89).
(28) Remove the bolts from the thrust plate (Fig.
90).
CAUTION: When removing the camshaft and thrust
plate, grab the thrust plate to prevent it from falling
into the crankcase.
Fig. 88 Use Wooden Dowel Rods to Secure Tappets
in Place
Fig. 89 Timing Mark Alignment
Fig. 90 Thrust Plate Bolt Location
1 - CAMSHAFT GEAR
2 - THRUST PLATE
BR/BEENGINE 5.9L DIESEL 9 - 271
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)

(3)Remove only one tappet at a time.Remove
rubber band from one cylinder pair and attach tappet
dowel not being removed to the next cylinder pair
(Fig. 116).
(4) Raise dowel rod (disengage from tappet) and
allow tappet to fall into trough (Fig. 117).
(5) Carefully remove trough(do not rotate)and
tappet. If the tappet is not being replaced, mark it so
it can be installed in its original location.
(6) Re-install trough and repeat procedure on
remaining tappets.
CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or com-
pressed air.
INSPECTION
(1) Visually inspect the tappet the tappet socket,
stem, and face for excessive wear, cracks, or obvious
damage (Fig. 118).
(2) Measure the tappet stem diameter. Replace the
tappet if it falls below the minimum size (Fig. 118).
INSTALLATION
(1) Insert the trough the full length of the cam-
shaft bore (Fig. 115). Again, make sure the cap end
goes in first and the open side faces up (towards tap-
pets).
(2) Lower the tappet installation tool through the
push rod hole (Fig. 119) and into the trough.
(3) Retrieve the tappet installation tool using the
hooked rod provided with the tool kit (Fig. 120).
(4) Lubricate the tappet with clean engine oil or
suitable equivalent and install the tappet to the
installation tool (Fig. 121).
(5) Pull the tappet up and into position (Fig. 121).
If difficulty is experienced getting the tappet to make
the turn into the tappet bore, wiggle the trough
whilegentlypulling up on the tappet.
(6) With the tappet in place, rotate the trough one
half turn so the open side is down (toward crank-
shaft) (Fig. 122).
Fig. 116 Secure Dowel/Tappet to Adjacent Cylinder
Fig. 117 Lift Dowel Rod to Disengage from Tappet
Fig. 118 Tappet Inspection
TAPPET STEM DIAMETER
15.925 mm (0.627 in.) MIN.
15.977 mm (0.629 in.) MAX.
Fig. 119 Insert Installation Tool through Push Rod
Hole
BR/BEENGINE 5.9L DIESEL 9 - 281
SOLID LIFTERS/TAPPETS (Continued)

(7) Remove the tappet installation tool from the
tappet.
(8) Re-install a dowel rod and secure the rod with
a rubber band.
(9) Rotate the trough one half turn and repeat the
procedure for the remaining tappets.
(10) Install the camshaft (Refer to 9 - ENGINE/
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - INSTALLATION).
PISTON & CONNECTING ROD
DESCRIPTION
The piston (Fig. 123) is constructed of aluminum
and is gravity cast, free floating design. The piston
incorporates a centrally located high swirl combus-
tion bowl, and utilizes a ªkeystoneº style top com-
pression ring (Fig. 124), and a ªTapered Faceº
intermediate ring (Fig. 124), for superior cylinder
wall scraping. Piston cooling nozzles cool the pistonand pin with engine oil supplied by the crankshaft
main journals.
The connecting rods (Fig. 125) are a split angle
design constructed of micro alloy. The rods have a
pressed in place wrist pin bushing which is lubri-
cated by the piston cooling nozzle oil spray.
STANDARD PROCEDUREÐPISTON GRADING
²When rebuilding an engine with the original cylin-
der block, crankshaft and pistons, make sure the pis-
tons are installed in their original cylinder.
²If replacing the piston(s), make sure the replace-
ment piston(s) are the same grade as the one being
replaced.
Fig. 120 Retrieve Tappet Installation Tool through
Cam Bore
Fig. 121 Insert Tool and Pull Tappet Into Place
Fig. 122 Rotate Trough One Half Turn (180É)
Fig. 123 Piston
9 - 282 ENGINE 5.9L DIESELBR/BE
SOLID LIFTERS/TAPPETS (Continued)

INSTALLATION
(1) Position air dam on bumper.
(2) Install screws attaching air dam to bottom of
front bumper.
(3) Install Pin-type fasteners attaching air dam to
bottom of front bumper.
FRONT FASCIA
REMOVAL
(1) Open hood.
(2) Remove fasteners at fender side openings.
(3) Separate fascia from bumper.
INSTALLATION
(1) Position fascia on bumper.
(2) Install front fascia. See fascia adjustment pro-
cedure in this section.
(3) Install fasteners at fender side openings.
ADJUSTMENT
(1) Remove the plastic rivet that secures the front
upper fascia to the front lower fascia (Fig. 2).
(2) Position the upper front fascia so that there is
approximately a 19 mm (3/4 in.) gap between thelower portion of the front fender and the upper por-
tion of the front upper fascia (Fig. 3). The gap should
ideally be 19 mm (3/4 in.), but it is more important to
avoid a V-Gap between the lower portion of the front
fender and the upper portion of the front upper fas-
cia than maintaining the gap. There are ribs in the
front upper fascia and lower fascia that will hold the
front upper fascia in position (Fig. 4).
(3) Attach the front upper fascia to the front lower
fascia using a new plastic rivet.
Fig. 1 Front Bumper Air Dam
1 - BUMPER
2 - SCREW
3 - LOWER AIR DAM
4 - PIN TYPE FASTENER
5 - LOWER FASCIA
Fig. 2 Fascia Rivet
1 - RIVET MUST BE REPLACED AFTER EACH ADJUSTMENT
Fig. 3 Fascia Gap
1 - GAP Ð 19 mm PARALLELISM MOST IMPORTANT
13 - 2 FRAME & BUMPERSBR/BE
FRONT AIR DAM (Continued)

INSTALLATION
The fuel gauge sending unit (fuel level sensor) and
float assembly is located on the side of fuel pump
module (Fig. 9). The fuel pump module is located
inside of fuel tank.
(1) Position sending unit into tracks. Note wire
routing.
(2) Push unit on tracks until lock tab snaps into
notch.
(3) Connect 2 sending unit wires into 4±way con-
nector and install locking collar.
(4) Connect 4±way electrical connector to module.
(5) Install fuel pump module. Refer to Fuel Pump
Module Removal/Installation.
(6) Install fuel tank. Refer to Fuel Tank±All
Engines in the Removal/Installation section.
FUEL LINES
DESCRIPTION
Also refer to Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES, FIT-
TINGS OR LINES, THE FUEL SYSTEM PRESSURE
MUST BE RELEASED. REFER TO THE FUEL SYSTEM
PRESSURE RELEASE PROCEDURE IN THIS GROUP.
The lines/tubes/hoses used on fuel injected vehicles
are of a special construction. This is due to the
higher fuel pressures and the possibility of contami-
nated fuel in this system. If it is necessary to replace
these lines/tubes/hoses, only those marked EFM/EFI
may be used.
If equipped:The hose clamps used to secure rub-
ber hoses on fuel injected vehicles are of a special
rolled edge construction. This construction is used to
prevent the edge of the clamp from cutting into the
hose. Only these rolled edge type clamps may be
used in this system. All other types of clamps may
cut into the hoses and cause high-pressure fuel leaks.
Use new original equipment type hose clamps.
FUEL PUMP
DESCRIPTION
The fuel pump is located inside of the fuel pump
module. A 12 volt, permanent magnet, electric motor
powers the fuel pump.
OPERATION
Voltage to operate the electric pump is supplied
through the fuel pump relay.Fuel is drawn in through a filter at the bottom of
the module and pushed through the electric motor
gearset to the pump outlet.
Check Valve Operation:The pump outlet con-
tains a one-way check valve to prevent fuel flow back
into the tank and to maintain fuel supply line pres-
sure (engine warm) when pump is not operational. It
is also used to keep the fuel supply line full of gaso-
line when pump is not operational. After the vehicle
has cooled down, fuel pressure may drop to 0 psi
(cold fluid contracts), but liquid gasoline will remain
in fuel supply line between the check valve and fuel
injectors.Fuel pressure that has dropped to 0
psi on a cooled down vehicle (engine off) is a
normal condition.Refer to the Fuel Pressure Leak
Down Test for more information.
DIAGNOSIS AND TESTING - FUEL PUMP
CAPACITY TEST
Before performing this test, verify fuel pump
pressure. Refer to Fuel Pump Pressure Test.
Use this test in conjunction with the Fuel Pres-
sure Leak Down Test.
(1) Release fuel system pressure. Refer to Fuel
Pressure Release Procedure.
(2) Disconnect fuel supply line at fuel rail. Refer to
Quick-Connect Fittings. Some engines may require
air cleaner housing removal before line disconnection.
(3) Obtain correct Fuel Line Pressure Test Adapter
Tool Hose. Tool number 6539 is used for 5/16º fuel
lines and tool number 6631 is used for 3/8º fuel lines.
(4)
Connect correct Fuel Line Pressure Test Adapter
Tool Hose into disconnected fuel supply line. Insert other
end of Adaptor Tool Hose into a graduated container.
(5) Remove fuel fill cap.
(6) To activate fuel pump and pressurize system,
obtain DRBtscan tool and actuate ASD Fuel System
Test.
(7) A good fuel pump will deliver at least 1/4 liter
of fuel in 7 seconds. Do not operate fuel pump for
longer than 7 seconds with fuel line disconnected as
fuel pump module reservoir may run empty.
(a) If capacity is lower than specification, but
fuel pump can be heard operating through fuel fill
cap opening, check for a kinked/damaged fuel sup-
ply line somewhere between fuel rail and fuel
pump module.
(b) If line is not kinked/damaged, and fuel pres-
sure is OK, but capacity is low, replace fuel filter/
fuel pressure regulator. The filter/regulator may be
serviced separately on certain applications. Refer
to Fuel Filter/Fuel Pressure Regulator Removal/In-
stallation for additional information.
(c) If both fuel pressure and capacity are low,
replace fuel pump module assembly. Refer to Fuel
Pump Module Removal/Installation.
BR/BEFUEL DELIVERY - GASOLINE 14 - 9
FUEL LEVEL SENDING UNIT / SENSOR (Continued)

REMOVAL - 8.0L
The crankshaft position sensor is located on the
right-lower side of the cylinder block, forward of the
right engine mount, just above the oil pan rail (Fig.
28).
(1) Raise and support vehicle.
(2) Disconnect sensor pigtail harness from main
engine wiring harness.
(3) Remove sensor mounting bolt (Fig. 29).
(4) Cut plastic tie strap (Fig. 28) securing sensor
pigtail harness to side of engine block.
(5) Carefully pry sensor from cylinder block in a
rocking action with two small screwdrivers.
(6) Remove sensor from vehicle.
(7) Check condition of sensor o-ring (Fig. 30).
INSTALLATION - 3.9L/5.2L/5.9L
(1) Position crankshaft position sensor to engine.
(2) Install mounting bolts and tighten to 8 N´m (70
in. lbs.) torque.
(3) Connect main harness electrical connector to
sensor.
(4) Install air cleaner tube.
INSTALLATION - 8.0L
The crankshaft position sensor is located on the
right-lower side of the cylinder block, forward of the
right engine mount, just above the oil pan rail (Fig.
28).(1) Apply a small amount of engine oil to sensor
o-ring (Fig. 30).
(2) Install sensor into cylinder block with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder block
(Fig. 29). If sensor is not flush, damage to sensor
mounting tang may result.
(3) Install mounting bolt and tighten to 8 N´m (70
in. lbs.) torque.
(4) Connect sensor pigtail harness to main engine
wiring harness
Fig. 28 Crankshaft Position Sensor LocationÐ8.0L
V-10 Engine
1 - CRANKSHAFT POSITION SENSOR
2 - HOLE
3 - OIL FILTER
4 - PLASTIC TIE STRAP
5 - PIGTAIL HARNESS
Fig. 29 Sensor Removal/InstallationÐ8.0L V-10
Engine
1 - CRANKSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - SENSOR POSITIONED FLUSH TO CYLINDER BLOCK
Fig. 30 Sensor O-RingÐ8.0L V-10 Engine
1 - CRANKSHAFT POSITION SENSOR O-RING
2 - ELECTRICAL CONNECTOR
3 - PIGTAIL HARNESS
14 - 40 FUEL INJECTION - GASOLINEBR/BE
CRANKSHAFT POSITION SENSOR (Continued)

(5) Install new plastic tie strap (Fig. 28) to secure
sensor pigtail harness to side of engine block. Thread
tie strap through casting hole on cylinder block.
FUEL PUMP RELAY
DESCRIPTION
The 5±pin, 12±volt, fuel pump relay is located in
the Power Distribution Center (PDC). Refer to the
label on the PDC cover for relay location.
OPERATION
The Powertrain Control Module (PCM) energizes
the electric fuel pump through the fuel pump relay.
The fuel pump relay is energized by first applying
battery voltage to it when the ignition key is turned
ON, and then applying a ground signal to the relay
from the PCM.
Whenever the ignition key is turned ON, the elec-
tric fuel pump will operate. But, the PCM will shut-
down the ground circuit to the fuel pump relay in
approximately 1±3 seconds unless the engine is oper-
ating or the starter motor is engaged.
REMOVAL
The fuel pump relay is located in the Power Distri-
bution Center (PDC) (Fig. 31). Refer to label on PDC
cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The fuel pump relay is located in the Power Distri-
bution Center (PDC) (Fig. 31). Refer to label on PDC
cover for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
IDLE AIR CONTROL MOTOR
DESCRIPTION
The IAC stepper motor is mounted to the throttle
body, and regulates the amount of air bypassing the
control of the throttle plate. As engine loads and
ambient temperatures change, engine rpm changes.
A pintle on the IAC stepper motor protrudes into a
passage in the throttle body, controlling air flow
through the passage. The IAC is controlled by the
Powertrain Control Module (PCM) to maintain the
target engine idle speed.
OPERATION
At idle, engine speed can be increased by retract-
ing the IAC motor pintle and allowing more air to
pass through the port, or it can be decreased by
restricting the passage with the pintle and diminish-
ing the amount of air bypassing the throttle plate.
The IAC is called a stepper motor because it is
moved (rotated) in steps, or increments. Opening the
IAC opens an air passage around the throttle blade
which increases RPM.
The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP dur-
ing decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply electri-
cal current to the motor windings to operate the step-
per motor in one direction. The other 2 wires are also
for 12 volts and ground to supply electrical current to
operate the stepper motor in the opposite direction.
To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
motor in position when no movement is needed, the
PCM will energize both windings at the same time.
This locks the IAC motor in place.
In the IAC motor system, the PCM will count
every step that the motor is moved. This allows the
PCM to determine the motor pintle position. If the
memory is cleared, the PCM no longer knows the
position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
where it was before. This zeros the counter. From
this point the PCM will back out the IAC motor and
keep track of its position again.
Fig. 31 Power Distribution Center (PDC)
1 - POWER DISTRIBUTION CENTER (PDC)
BR/BEFUEL INJECTION - GASOLINE 14 - 41
CRANKSHAFT POSITION SENSOR (Continued)

²Fuel filter/water separator
²Fuel heater
²Fuel heater relay
²Fuel transfer (lift) pump
²Fuel injection pump
²Fuel injectors
²Fuel heater temperature sensor
²Fuel tank
²Fuel tank filler/vent tube assembly
²Fuel tank filler tube cap
²Fuel tank module containing the rollover valve,
fuel gauge sending unit (fuel level sensor) and a sep-
arate fuel filter located at bottom of tank module
²Fuel tubes/lines/hoses
²High-pressure fuel injector lines
²In-tank fuel filter (at bottom of fuel tank mod-
ule)
²Low-pressure fuel supply lines
²Low-pressure fuel return line
²Overflow valve
²Quick-connect fittings
²Throttle cable
²Water draining
OPERATION
WARNING: HIGH-PRESSURE FUEL LINES DELIVER
DIESEL FUEL UNDER EXTREME PRESSURE FROM
THE INJECTION PUMP TO THE FUEL INJECTORS.
THIS MAY BE AS HIGH AS 120,000 KPA (17,405
PSI). USE EXTREME CAUTION WHEN INSPECTING
FOR HIGH-PRESSURE FUEL LEAKS. INSPECT FOR
HIGH-PRESSURE FUEL LEAKS WITH A SHEET OF
CARDBOARD. HIGH FUEL INJECTION PRESSURE
CAN CAUSE PERSONAL INJURY IF CONTACT IS
MADE WITH THE SKIN.
DIAGNOSIS AND TESTING - AIR IN FUEL
SYSTEM
Air will enter the fuel system whenever fuel supply
lines, separator filters, injection pump, high-pressure
lines or injectors are removed or disconnected. Air
trapped in the fuel system can result in hard start-
ing, a rough running engine, engine misfire, low
power, excessive smoke and fuel knock. After service
is performed, air must be bled from the system
before starting the engine.Inspect the fuel system from the fuel transfer
pump to the injectors for loose connections. Leaking
fuel is an indicator of loose connections or defective
seals. Air can also enter the fuel system between the
fuel tank and the transfer pump. Inspect the fuel
tank and fuel lines for damage that might allow air
into the system.
For air bleeding, refer to the Air Bleed Procedure.
DIAGNOSIS AND TESTING - FUEL SUPPLY
RESTRICTIONS
LOW-PRESSURE LINES
Fuel supply line restrictions or a defective fuel
transfer pump can cause starting problems and pre-
vent engine from accelerating. The starting problems
include; low power and/or white fog like exhaust.
Test all fuel supply lines for restrictions or block-
age. Flush or replace as necessary. Bleed fuel system
of air once a fuel supply line has been replaced. Refer
to Air Bleed Procedure for procedures.
To test for fuel line restrictions, a vacuum restric-
tion test may be performed. Refer to Fuel Transfer
Pump Pressure Test.
HIGH-PRESSURE LINES
Restricted (kinked or bent) high-pressure lines can
cause starting problems, poor engine performance,
engine mis-fire and white smoke from exhaust.
Examine all high-pressure lines for any damage.
Each radius on each high-pressure line must be
smooth and free of any bends or kinks.
Replace damaged, restricted or leaking high-pres-
sure fuel lines with correct replacement line.
CAUTION: All high-pressure fuel lines must be
clamped securely in place in holders. Lines cannot
contact each other or other components. Do not
attempt to weld high-pressure fuel lines or to repair
lines that are damaged. If line is kinked or bent, it
must be replaced. Use only recommended lines
when replacement of high-pressure fuel line is nec-
essary.
STANDARD PROCEDURES - WATER DRAINING
AT FUEL FILTER
Refer to Fuel Filter/Water Separator removal/in-
stallation for procedures.
14 - 56 FUEL DELIVERY - DIESELBR/BE
FUEL DELIVERY - DIESEL (Continued)