2001 DODGE RAM engine overheat

CYLINDER HEAD
DESCRIPTIONÐCYLINDER HEAD
The cast iron cylinder heads (Fig. 4) are mounted
to the cylinder block using ten bolts. The spark plugs
are located in the peak of the wedge between the
valves.
DESCRIPTIONÐCYLINDER COVER GASKET
The cylinder head cover gasket (Fig. 5) is a steel-
backed silicone gasket, designed for long life usage.
OPERATIONÐCYLINDER HEAD
The cylinder head closes the combustion chamber
allowing the pistons to compress the air fuel mixture
to the correct ratio for ignition. The valves located in
the cylinder head open and close to either allow clean
air into the combustion chamber or to allow theexhaust gases out, depending on the stroke of the
engine.
OPERATION
The steel-backed silicone gasket is designed to seal
the cylinder head cover for long periods of time
through extensive heat and cold, without failure. The
gasket is designed to be reusable.
DIAGNOSIS AND TESTINGÐCYLINDER HEAD
GASKET FAILURE
A cylinder head gasket leak can be located between
adjacent cylinders or between a cylinder and the
adjacent water jacket.
²Possible indications of the cylinder head gasket
leaking between adjacent cylinders are:
²Loss of engine power
²Engine misfiring
²Poor fuel economy
²Possible indications of the cylinder head gasket
leaking between a cylinder and an adjacent water
jacket are:
²Engine overheating
²Loss of coolant
²Excessive steam (white smoke) emitting from
exhaust
²Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is
leaking between adjacent cylinders, follow the proce-
dures in Cylinder Compression Pressure Test in this
section. An engine cylinder head gasket leaking
between adjacent cylinders will result in approxi-
mately a 50±70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING WITH COOLANT PRES-
SURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure
cap. Start the engine and allow it to warm up until
thermostat opens.
If a large combustion/compression pressure leak
exists, bubbles will be visible in the coolant.
Fig. 4 Cylinder Head AssemblyÐV-8 Gas Engines
1 - EXHAUST VALVE
2 - SPARK PLUGS
3 - EXHAUST VALVES
4 - SPARK PLUGS
5 - EXHAUST VALVE
6 - INTAKE VALVES
7 - INTAKE VALVES
Fig. 5 Cylinder Head Cover Gasket V-8 Gas Engines
1 - CYLINDER HEAD COVER GASKET
BR/BEENGINE 5.2L 9 - 79

CYLINDER HEAD
DESCRIPTIONÐCYLINDER HEAD
The cast iron cylinder heads (Fig. 4) are mounted
to the cylinder block using ten bolts. The spark plugs
are located in the peak of the wedge between the
valves.
DESCRIPTIONÐCYLINDER HEAD COVER
GASKET
The cylinder head cover gasket (Fig. 5) is a steel-
backed silicone gasket, designed for long life usage.
OPERATIONÐCYLINDER HEAD
The cylinder head closes the combustion chamber
allowing the pistons to compress the air fuel mixture to
the correct ratio for ignition. The valves located in the
cylinder head open and close to either allow clean airinto the combustion chamber or to allow the exhaust
gases out, depending on the stroke of the engine.
OPERATION
The steel-backed silicone gasket is designed to seal
the cylinder head cover for long periods of time
through extensive heat and cold, without failure. The
gasket is designed to be reusable.
DIAGNOSIS AND TESTINGÐCYLINDER HEAD
GASKET FAILURE
A cylinder head gasket leak can be located between
adjacent cylinders or between a cylinder and the
adjacent water jacket.
²Possible indications of the cylinder head gasket
leaking between adjacent cylinders are:
²Loss of engine power
²Engine misfiring
²Poor fuel economy
²Possible indications of the cylinder head gasket
leaking between a cylinder and an adjacent water
jacket are:
²Engine overheating
²Loss of coolant
²Excessive steam (white smoke) emitting from
exhaust
²Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is
leaking between adjacent cylinders, follow the proce-
dures in Cylinder Compression Pressure Test in this
section. An engine cylinder head gasket leaking
between adjacent cylinders will result in approxi-
mately a 50±70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING WITH COOLANT PRES-
SURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure
cap. Start the engine and allow it to warm up until
thermostat opens.
If a large combustion/compression pressure leak
exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN
PLACE, PRESSURE WILL BUILD UP FAST. EXCES-
SIVE PRESSURE BUILT UP, BY CONTINUOUS
ENGINE OPERATION, MUST BE RELEASED TO A
SAFE PRESSURE POINT. NEVER PERMIT PRES-
SURE TO EXCEED 138 kPa (20 psi).
Fig. 4 Cylinder Head AssemblyÐV-8 Gas Engines
1 - EXHAUST VALVE
2 - SPARK PLUGS
3 - EXHAUST VALVES
4 - SPARK PLUGS
5 - EXHAUST VALVE
6 - INTAKE VALVES
7 - INTAKE VALVES
Fig. 5 Cylinder Head Cover Gasket V-8 Gas Engines
1 - CYLINDER HEAD COVER GASKET
9 - 136 ENGINE 5.9LBR/BE

(1) After installing housing, tighten 4 nuts to 11
N´m (96 in. lbs.) torque and connect crankcase vent
hose.
(2) Position air cleaner element (filter) into air
cleaner cover. Latch spring clips to seal cover to
housing.
(3) Install air inlet tube at air cleaner housing
inlet.
(4) Install and tighten clamp at air inlet tube (Fig.
6).
CYLINDER HEAD
DESCRIPTION
The alloy cast iron cylinder heads (Fig. 7) are held
in place by 12 bolts. The spark plugs are located in
the peak of the wedge between the valves.
DIAGNOSIS AND TESTINGÐCYLINDER HEAD
GASKET FAILURE
A cylinder head gasket leak can be located between
adjacent cylinders or between a cylinder and the
adjacent water jacket.
²Possible indications of the cylinder head gasket
leaking between adjacent cylinders are:
²Loss of engine power
²Engine misfiring
²Poor fuel economy
²Possible indications of the cylinder head gasket
leaking between a cylinder and an adjacent water
jacket are:
²Engine overheating
²Loss of coolant²Excessive steam (white smoke) emitting from
exhaust
²Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is
leaking between adjacent cylinders, follow the proce-
dures in Cylinder Compression Pressure Test in this
section. An engine cylinder head gasket leaking
between adjacent cylinders will result in approxi-
mately a 50±70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING WITH COOLANT PRES-
SURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure
cap. Start the engine and allow it to warm up until
thermostat opens.
If a large combustion/compression pressure leak
exists, bubbles will be visible in the coolant.
Fig. 6 Clamp InstallationÐ8.0L Engine
1 - CLAMP
2 - ADJUSTABLE PLIERS
Fig. 7 Cylinder Head Assembly
1 - SPARK PLUG
2 - INTAKE VALVES
3 - SPARK PLUG
4 - INTAKE VALVES
5 - SPARK PLUG
6 - SPARK PLUG
7 - INTAKE VALVE
8 - SPARK PLUG
9 - EXHAUST VALVE
10 - EXHAUST VALVES
11 - EXHAUST VALVES
BR/BEENGINE 8.0L 9 - 191
AIR CLEANER ELEMENT (Continued)

SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. In.
Lbs. Lbs.
Adjusting StrapÐBolt 23 Ð 200
Air Heater Power SupplyÐ
Nuts14 Ð 124
Air Inlet HousingÐBolts 24 18 Ð
Cab Heater Supply/Return
LineÐNuts24 18 Ð
Exhaust ClampÐNuts 48 35 Ð
Exhaust Manifold to Cylinder
HeadÐBolts
(Diesel Engine) 43 32 Ð
Exhaust Manifold to Cylinder
HeadÐBolts
(3.9L/5.2L/5.9L) 31 23 Ð
Exhaust Manifold to Cylinder
HeadÐBolts
(8.0L) 22 Ð 195
Exhaust Pipe to ManifoldÐ
Bolts31 23 Ð
Generator MountingÐBolts 41 30 Ð
Charge Air Cooler
MountingÐBolts2Ð17
Charge Air Cooler DuctÐ
Nuts8Ð72
Heat ShieldÐNuts and Bolts 11 Ð 100
Turbocharger MountingÐ
Nuts32 24 Ð
Turbocharger Oil Drain
TubeÐBolts24 18 Ð
Turbocharger Oil Supply
LineÐFitting15 Ð 133
Turbocharger V-Band
ClampÐNut9Ð75
CATALYTIC CONVERTER -
3.9L/5.2L/5.9L
DESCRIPTION
The stainless steel catalytic converter is located
under the vehicle, integral to the exhaust pipe(s).
OPERATION
The catalytic converter captures and burns any
unburned fuel mixture exiting the combustion cham-
bers during the exhaust stroke of the engine. This
process aids in reducing emissions output.
REMOVAL
(1) Raise and support vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove clamps and nuts (Fig. 3) (Fig. 4).
(4) Remove the catalytic converter.
INSPECTION
Look at the stainless steel body of the converter,
inspect for bulging or other distortion that could be a
result of overheating. If the converter has a heat
shield attached make sure it is not bent or loose.
If you suspect internal damage to the catalyst, tap-
ping the bottom of the catalyst with a rubber mallet
may indicate a damaged core.
INSTALLATION
(1) Assemble converter and clamps loosely in
place.
Fig. 3 Catalytic Converter and Exhaust Pipe 3.9L,
5.2L and 5.9L Light Duty ( Federal )
1 - BOLT
2 - EXHAUST PIPE W/CONVERTER
3 - NUT
4 - RETAINER
BR/BEEXHAUST SYSTEM 11 - 5

INSPECTION
Look at the stainless steel body of the converter,
inspect for bulging or other distortion that could be a
result of overheating. If the converter has a heat
shield attached make sure it is not bent or loose.
If you suspect internal damage to the catalyst, tap-
ping the bottom of the catalyst with a rubber mallet
may indicate a damaged core.
INSTALLATION
(1) Assemble converter and clamps loosely in
place.
(2) Tighten all clamp nuts to 48 N´m (35 ft. lbs.)
torque.
(3) Lower the vehicle.
(4) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels. A
minimum of 25.4 mm (1.0 in.) is required between
exhaust system components and body/frame parts.
Adjust the alignment, if needed.
EXHAUST PIPE - 3.9L/5.2L/
5.9L
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove exhaust pipe to manifold bolts, retain-
ers and nuts (Fig. 7).
(4) Remove the clamp nuts (Fig. 7).
(5) Remove the exhaust pipe.
INSPECTION
Discard rusted clamps, broken or worn supports
and attaching parts. Replace a component with orig-inal equipment parts, or equivalent. This will assure
proper alignment with other parts in the system and
provide acceptable exhaust noise levels.
INSTALLATION
(1) Position the exhaust pipe for proper clearance
with the frame and underbody parts. A minimum
clearance of 25.4 mm (1.0 in.) is required.
(2) Position the exhaust pipe to manifold. Install
the bolts, retainers and nuts. Tighten the nuts to 31
N´m (23 ft. lbs.) torque.
(3) Tighten the clamp nuts to 48 N´m (35 ft. lbs.)
torque.
(4) Lower the vehicle.
(5) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.
Fig. 7 Exhaust Pipe 3.9L,5.2L, 5.9L Light Duty
1 - EXHAUST PIPE WITH CATALYTIC CONVERTER
2 - CLAMP
3 - MUFFLER
BR/BEEXHAUST SYSTEM 11 - 7
CATALYTIC CONVERTER - 5.9L HEAVY DUTY/8.0L (Continued)

bearing housing, routes the engine oil back to the
crankcase.
The most common turbocharger failure is bearing
failure related to repeated hot shutdowns with inad-
equate ªcool-downº periods. A sudden engine shut
down after prolonged operation will result in the
transfer of heat from the turbine section of the tur-
bocharger to the bearing housing. This causes the oil
to overheat and break down, which causes bearing
and shaft damage the next time the vehicle is
started.
Letting the engine idle after extended operation
allows the turbine housing to cool to normal operat-
ing temperature. The following chart should be used
as a guide in determining the amount of engine idle
time required to sufficiently cool down the turbo-
charger before shut down, depending upon the type
of driving and the amount of cargo.
REMOVAL
(1) Disconnect the battery negative cables.
(2) Raise vehicle on hoist.
(3) Disconnect the exhaust pipe from the turbo-
charger elbow (Fig. 22).
(4) Lower vehicle.
(5) Disconnect the turbocharger air inlet hose (Fig.
23).
(6) Disconnect the turbocharger oil supply line and
the oil drain tube from the turbocharger (Fig. 24).
(7) Disconnect the charge air cooler inlet pipe from
the turbocharger (Fig. 24).(8) Remove the turbocharger and gasket from the
exhaust manifold.
(9) If the turbocharger is not to be installed imme-
diately, cover the opening to prevent material from
entering into the manifold.
(10) If replacing the turbocharger, transfer the dis-
charge elbow and clamp to the new assembly.
(11) Clean and inspect the sealing surface.
Fig. 21 Turbocharger Oil Supply and Drain
1 - BEARINGS
2 - OIL SUPPLY (FROM FILTER HEAD)
3 - OIL RETURN (TO SUMP)
Fig. 22 Exhaust Pipe Removal/Installation
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
Fig. 23 Turbocharger Air Inlet Hose
1 - AIR FILTER HOUSING COVER
2 - TURBOCHARGER
3 - AIR INLET TUBE
4 - HOSE CLAMP
5 - HINGE TABS
6 - FILTER MINDER
7 - CLIPS (4)
8 - TUBE ALIGNMENT NOTCHES
BR/BEEXHAUST SYSTEM 11 - 15
TURBOCHARGER (Continued)

(3) Once injector has been found to be malfunc-
tioning, remove it from engine and test it. Refer to
Fuel Injector Removal/Installation.
WARNING: FUEL INJECTOR TESTERS CAN
DEVELOP EXTREMELY HIGH PRESSURES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENE-
TRATE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PRO-TECTIVE CLOTHING. AVOID CONTACT WITH FUEL
SPRAY WHEN OPERATING INJECTOR TESTOR.
(4) After injector has been removed, obtain bench-
mount fuel injector tester OTCt(SPXt) part number
4210 (Fig. 16) (or equivalent). Install Special Tool
number 8301 (Fuel Injector Adapter) to 4210 tester.
Install fuel injector into 8301 adapter. Be sure tip of
adapter tool 8301 is aligned to inlet hole at side of
injector (Fig. 17) before tightening tool. Tighten tool
8301 to injector. Position container below injector
before testing.
(5) Refer to operating instructions supplied with
pressure tester for procedures.
(a) Check opening pressure or ªpopº pressure.
Pressure should be approximately 31,026 kPa (310
bars) or (4500 psi6250 psi). If fuel injector needle
valve is opening (popping) too early or too late,
replace injector.
(b) Perform a leak-down test on injector. Apply
pressure with injector tester. The injector should
not leak (drip) fuel with pressure at approximately
20 bars (291 psi) lower than pop pressure.
(c) Operate tester lever quickly several times to
check injector spray pattern. Verify fuel is spraying
from each injector nozzle hole. Injector should also
spray evenly from each nozzle hole.
(d) Pay attention to size and shape of spray
plumes. They should all be equal. If possible, com-
pare spray pattern to that of a new fuel injector
with same part number. Checking each plume for
consistency is an excellent indicator of injector per-
formance. Even if only one nozzle hole is plugged,
significant performance problems could result.
(e) Look for burrs on injector inlet.
(f) Check nozzle holes for hole erosion or plug-
ging.
(g) Inspect end of nozzle for burrs or rough
machine marks.
(h) Look for cracks at nozzle end.
(i) Check nozzle color for signs of overheating.
Overheating will cause nozzle to turn a dark yel-
low/tan or blue (depending on overheating temper-
ature).
(j) Look at end of injector tube where it meets
injector. A small, shiny band should be seen at this
point. The band should have a consistent thick-
ness. If not, injector could be leaking into fuel
return.
(k) If any of these conditions occur, replace injec-
tor.
REMOVAL
The fuel injectors are located in the top of the cyl-
inder head between the intake/exhaust valves (Fig.
18).
Fig. 16 Fuel
1 - FUEL INJECTOR
2 - ADAPTOR TOOL 8301
3 - POP PRESSURE TESTER
Fig. 17 Installing Injector to Adaptor Tool 8301
1 - ADAPTOR TOOL 8301
2 - TIP
3 - FUEL INJECTOR
4 - INLET AT SIDE OF INJECTOR
14 - 96 FUEL INJECTION - DIESELBR/BE
FUEL INJECTOR (Continued)

The driver selects a particular gear by moving the
shift lever to the desired gear position. This move-
ment moves the internal transmission shift compo-
nents to begin the shift sequence. As the shift lever
moves the selected shift rail, the shift fork attached
to that rail begins to move. The fork is positioned in
a groove in the outer circumference of the synchro-
nizer sleeve. As the shift fork moves the synchronizer
sleeve, the synchronizer begins to speed-up or slow
down the selected gear (depending on whether we are
up-shifting or down-shifting). The synchronizer does
this by having the synchronizer hub splined to the
mainshaft, or the countershaft in some cases, and
moving the blocker ring into contact with the gear's
friction cone. As the blocker ring and friction cone
come together, the gear speed is brought up or down
to the speed of the synchronizer. As the two speeds
match, the splines on the inside of the synchronizer
sleeve become aligned with the teeth on the blocker
ring and the friction cone and eventually will slide
over the teeth, locking the gear to the mainshaft, or
countershaft, through the synchronizer.
DIAGNOSIS AND TESTING - MANUAL
TRANSMISSION
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill or an incor-
rect lubricant level check.
Leaks can occur at the mating surfaces of the gear
case, adaptor or extension housing, or from the front/
rear seals. A suspected leak could also be the result
of an overfill condition.
Leaks at the rear of the extension or adapter hous-
ing will be from the housing oil seals. Leaks at com-
ponent mating surfaces will probably be the result of
inadequate sealer, gaps in the sealer, incorrect bolt
tightening or use of a non-recommended sealer.
A leak at the front of the transmission will be from
either the front bearing retainer or retainer seal.
Lubricant may be seen dripping from the clutch
housing after extended operation. If the leak is
severe, it may also contaminate the clutch disc caus-
ing the disc to slip, grab and or chatter.
A correct lubricant level check can only be made
when the vehicle is level. Also allow the lubricant to
settle for a minute or so before checking. These rec-
ommendations will ensure an accurate check and
avoid an underfill or overfill condition. Always check
the lubricant level after any addition of fluid to avoid
an incorrect lubricant level condition.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants. The con-sequence of using non-recommended lubricants is
noise, excessive wear, internal bind and hard shift-
ing. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Component damage, incorrect clutch adjustment or
damaged clutch pressure plate or disc are additional
probable causes of increased shift effort. Incorrect
adjustment or a worn/damaged pressure plate or disc
can cause incorrect release. If clutch problem is
advanced, gear clash during shifts can result. Worn
or damaged synchro rings can cause gear clash when
shifting into any forward gear. In some new or
rebuilt transmissions, new synchro rings may tend to
stick slightly causing hard or noisy shifts. In most
cases this condition will decline as the rings wear-in.
TRANSMISSION NOISE
Most manual transmissions make some noise dur-
ing normal operation. Rotating gears generate a mild
whine that is audible, but generally only at extreme
speeds.
Severe highly audible transmission noise is gener-
ally the initial indicator of a lubricant problem.
Insufficient, improper or contaminated lubricant will
promote rapid wear of gears, synchros, shift rails,
forks and bearings. The overheating caused by a
lubricant problem, can also lead to gear breakage.
REMOVAL
(1) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove shift boot bezel screws and slide boot
upward on shift lever extension.
(4) Remove shift lever extension from the shift
tower and lever assembly.
(5) Remove bolts attaching shift tower and lever
assembly to rear case. Then remove shift tower and
lever assembly.
(6) Raise vehicle on hoist.
(7) Remove crankshaft position sensor. Retain sen-
sor attaching bolts.
(8) Remove skid plate, if equipped.
(9) Drain transmission lubricant if transmission
will be disassembled for service.
(10) Mark propeller shaft/shafts and yoke/yokes for
installation reference and remove propeller shaft/
shafts.
(11) Disengage harness from clips on transmission
housing.
(12) Support engine with adjustable jack stand
and wood block.
(13) Drain transmission lubricant if transmission
will be disassembled for service.
BR/BEMANUAL - NV3500 21 - 3
MANUAL - NV3500 (Continued)