2001 DODGE RAM coolant temperature

MOPARtGASKET SEALANT
MopartGasket Sealant is a slow drying, perma-
nently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This mate-
rial is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will pre-
vent corrosion. MopartGasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
Assembling parts using a form-in-place gasket
requires care but it's easier then using precut gas-
kets.
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material sur-
rounds each mounting hole. Excess material can eas-
ily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smear-
ing material off the location.
MopartEngine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
MopartGasket Sealant in an aerosol can should be
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a
gasket. Then proceed with assembly. Material in a
can w/applicator can be brushed on evenly over the
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets.
STANDARD PROCEDUREÐREPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essen-
tially, this repair consists of:
²Drilling out worn or damaged threads.
²Tapping the hole with a special Heli-Coil Tap, or
equivalent.
²Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDUREÐHYDROSTATIC
LOCK
CAUTION: DO NOT use the starter motor to rotate
the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock
(regardless of what caused the problem), follow the
steps below.
(1) Perform the Fuel Pressure Release Procedure
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
STANDARD PROCEDURE).
(2) Disconnect the negative cable(s) from the bat-
tery.
(3) Inspect air cleaner, induction system, and
intake manifold to ensure system is dry and clear of
foreign material.
(4) Place a shop towel around the spark plugs to
catch any fluid that may possibly be under pressure
in the cylinder head. Remove the spark plugs.
(5) With all spark plugs removed, rotate the crank-
shaft using a breaker bar and socket.
(6) Identify the fluid in the cylinders (coolant, fuel,
oil, etc.).
(7) Be sure all fluid has been removed from the
cylinders.
(8) Repair engine or components as necessary to
prevent this problem from occurring again.
(9) Squirt a small amount of engine oil into the
cylinders to lubricate the walls. This will prevent
damage on restart.
(10) Install new spark plugs. Tighten the spark
plugs to 41 N´m (30 ft. lbs.) torque.
(11) Drain engine oil. Remove and discard the oil
filter.
(12) Install the drain plug. Tighten the plug to 34
N´m (25 ft. lbs.) torque.
(13) Install a new oil filter.
(14) Fill engine crankcase with the specified
amount and grade of oil. (Refer to LUBRICATION &
MAINTENANCE - SPECIFICATIONS).
(15) Connect the negative cable(s) to the battery.
(16) Start the engine and check for any leaks.
REMOVAL
(1) Remove the battery.
(2) Drain cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE).
(3) Discharge the air conditioning system, if
equipped (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING - STANDARD PROCEDURE).
(4) Remove the upper crossmember.
(5) Remove the transmission oil cooler (Refer to 7 -
COOLING/TRANSMISSION/TRANS COOLER -
REMOVAL).
BR/BEENGINE 8.0L 9 - 181
ENGINE 8.0L (Continued)

DIAGNOSIS AND TESTINGÐENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTION
LUBRICATING OIL
PRESSURE LOW1. Low oil level. 1. (a) Check and fill with clean engine oil.
(b) Check for a severe external oil leak that
could reduce the pressure.
2. Oil viscosity thin, diluted or wrong
specification.2. Verify the correct engine oil is being
used. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
3. Improperly operating pressure
switch/gauge.3. Verify the pressure switch is functioning
correctly. If not, replace switch/gauge.
4. Relief valve stuck open. 4. Check/replace valve.
5. Plugged oil filter. 5. Change oil filter.
6. If cooler was replaced, shipping
plugs may have been left in cooler6. Check/remove shipping plugs.
7. Worn oil pump. 7. Check and replace oil pump.
8. Suction tube loose or seal leaking. 8. Check and replace seal.
9. Loose main bearing cap. 9. Check and install new bearing. Tighten
cap to proper torque.
10. Worn bearings or wrong bearings
installed.10. Inspect and replace connecting rod or
main bearings. Check and replace piston
cooling nozzles.
11. Oil jet under piston bad fit into
main carrier.11. Check oil jet position.
LUBRICATING OIL
PRESSURE TOO HIGH1. Pressure switch/gauge not
operating properly.1. Verify pressure switch is functioning
correctly. If not, replace switch/gauge.
2. Engine running to cold. 2. Refer to Coolant Temperature Below
Normal (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING).
3. Oil viscosity too thick. 3. Make sure the correct oil is being used.
(Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
4. Oil pressure relief valve stuck
closed or binding4. Check and replace valve.
LUBRICATING OIL LOSS 1. External leaks. 1. Visually inspect for oil leaks. Repair as
required.
2. Crankcase being overfilled. 2. Verify that the correct dipstick is being
used.
3. Incorrect oil specification or
viscosity.3. (a) Make sure the correct oil is being
used (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
(b) Look for reduced viscosity from dilution
with fuel.
(c) Review/reduce oil change intervals.
9 - 232 ENGINE 5.9L DIESELBR/BE
ENGINE 5.9L DIESEL (Continued)

EXCESSIVE BLACK SMOKE
POSSIBLE CAUSE CORRECTION
Raw fuel in intake manifold. Fuel injectors leaking on engine shutdown. Do Fuel
Injector Test (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - DIAGNOSIS AND
TESTING).
Static timing not correct. A DTC should have been set. If so, refer to Powertrain
Diagnostic Procedures Information. Also (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION
PUMP - DIAGNOSIS AND TESTING).
Turbocharger air intake restriction. Remove restriction.
Turbocharger damaged. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
Turbocharger has excess build up on compressor
wheel and/or diffuser vanes.(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - CLEANING).
Turbocharger wheel clearance out of specification. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE CORRECTION
Air in fuel supply: Possible leak in fuel supply side
(between transfer pump and fuel tank module).(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
TRANSFER PUMP - DIAGNOSIS AND TESTING).
Coolant leaking into combustion chamber. Do pressure test of cooling system (Refer to 7 -
COOLING - DIAGNOSIS AND TESTING).
Diagnostic Trouble Codes (DTC's) active or multiple,
intermittent DTC's.Refer to Powertrain Diagnostic Procedures Information.
In very cold ambient temperatures, engine block heater
is malfunctioning (if equipped).(Refer to 7 - COOLING/ENGINE/ENGINE BLOCK
HEATER - REMOVAL).
Engine coolant temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check
thermostat operation (Refer to 7 - COOLING/ENGINE/
ENGINE COOLANT THERMOSTAT - DIAGNOSIS AND
TESTING).
Engine Control Module (ECM) not calibrated or has
incorrect calibration.A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Fuel filter plugged. Perform Fuel Pressure Drop Test (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL TRANSFER PUMP -
DIAGNOSIS AND TESTING).
Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor
malfunctioning. This will cause wax type build-up in fuel
filter.Refer to Fuel Heater Testing (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL HEATER -
DIAGNOSIS AND TESTING).
Fuel injector malfunctioning. A DTC should have been set. Perform9Cylinder
Balance Test9using DRB scan tool to isolate individual
cylinders. Also refer to Powertrain Diagnostic
Procedures Information and, (Refer to 14 - FUEL
SYSTEM/FUEL INJECTION/FUEL INJECTOR -
DIAGNOSIS AND TESTING).
Fuel injector hold-downs loose. Torque to specifications.
BR/BEENGINE 5.9L DIESEL 9 - 235
ENGINE 5.9L DIESEL (Continued)

EXCESSIVE BLUE SMOKE
POSSIBLE CAUSE CORRECTION
Valve seals are worn, brittle, or improperly installed. Replace valve stem oil seals (Refer to 9 - ENGINE/
CYLINDER HEAD/INTAKE/EXHAUST VALVES &
SEATS - REMOVAL).
Valve stems and/or guides are worn. Remove valves and inspect valves and guides. (Refer
to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
Broken or Improperly installed piston rings. Tear down engine and inspect piston rings.
Excessive piston ring end gap. Remove pistons and measure piston ring end gap
(Refer to 9 - ENGINE/ENGINE BLOCK/PISTON RINGS
- STANDARD PROCEDURE).
Excessive cylinder bore wear and taper. Remove pistons and measure cylinder bore wear and
taper (Refer to 9 - ENGINE/ENGINE BLOCK -
STANDARD PROCEDURE).
Cylinder damage. Remove pistons and inspect cylinder bore for cracks or
porosity. Repair with cylinder liner if necessary. (Refer
to 9 - ENGINE/ENGINE BLOCK - STANDARD
PROCEDURE).
Piston damage. Remove pistons and inspect for cracks, holes. Measure
piston for out-of-round and taper (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON & CONNECTING
ROD - INSPECTION).
Turbocharger failure. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
STANDARD PROCEDUREÐFORM-IN-PLACE
GASKETS & SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN II
MopartEngine RTV GEN II is used to seal com-
ponents exposed to engine oil. This material is a spe-
cially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Alwaysinspect the package for the expiration date before
use.
MOPARtATF RTV
MopartATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and seal-
ing properties to seal components exposed to auto-
matic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKER
MopartGasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARtGASKET SEALANT
MopartGasket Sealant is a slow drying, perma-
nently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This mate-
rial is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will pre-
BR/BEENGINE 5.9L DIESEL 9 - 237
ENGINE 5.9L DIESEL (Continued)

CYLINDER HEAD
DESCRIPTION
The cylinder head (Fig. 13) is constructed of cast
iron and is a one piece cross flow design with four
valves per cylinder. The arrangement of two intake
and two exhaust valves per cylinder allows for a cen-
trally located injector. The cylinder head also
includes an integral intake manifold, an integral
thermostat housing, and a longitudal fuel return
rifle, which exits at the rear of the head. The 24
valve design also includes integrally cast valve
guides and hardened intake and exhaust valve seat
inserts.
REMOVAL
(1) Disconnect battery negative cables.
(2) Raise vehicle on hoist.
(3) Drain engine coolant.
(4) Disconnect exhaust pipe from turbocharger
elbow (Fig. 14).
(5) Lower vehicle.
(6) Remove air cleaner housing and snorkel from
the vehicle. Cap off turbocharger air inlet to prevent
intrusion of dirt or foreign material.
(7) Disconnect cab heater core supply and return
hoses from the cylinder head and heater pipe.
(8) Disconnect turbocharger oil drain tube at rub-
ber hose connection. Cap off open ports to prevent
intrusion of dirt or foreign material.
(9) Disconnect turbocharger oil supply line at the
turbocharger end. Cap off open ports to prevent
intrusion of dirt or foreign material.
(10) Remove exhaust manifold-to-cylinder head
bolts and spacers. Remove exhaust manifold and tur-
bocharger from the vehicle as an assembly.
(11) Remove accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(12) Remove generator upper bracket.
(13) Disconnect radiator upper hose from the ther-
mostat housing.
(14) Disconnect the coolant temperature sensor
connector.
(15) Remove the engine harness to cylinder head
attaching bolt at front of head.
(16) Remove the engine harness ground fastener
at front of head below the thermostat housing.
Fig. 13 Cylinder Head and Gasket
1 - THERMOSTAT BORE
2 - INTAKE RUNNER
3 - CYLINDER HEAD
4 - CYLINDER HEAD GASKET
5 - CYLINDER BLOCK
Fig. 14 Exhaust Pipe-to-Turbocharger Elbow
1 - EXHAUST PIPE
2 - TURBOCHARGER EXHAUST PIPE
9 - 246 ENGINE 5.9L DIESELBR/BE

(e) Install the front line bundle (cyls. #1, 2, and
4) following the same procedure used for the rear
line bundle.
(f) Torque the connections at the cylinder head
first. Torque connections to 38 N´m (28 ft. lbs.).
(g) Torque the line connections at the injection
pump to 24 N´m (18 ft. lbs.).
(h) Install the injection line support bracket to
intake cover/cylinder head bolts and torque to 24
N´m (18 ft. lbs.).
(16) Install the engine lift bracket at the rear of
cylinder head. Torque to 77 N´m (57 ft. lbs.).
(17) Install the fuel filter to injection pump low
pressure line. Inspect and replace sealing washers if
necessary. Torque banjo bolts to 24 N´m (18 ft. lbs.).
(18) Using new gaskets, install the intake grid
heater and air inlet housing. Torque bolts to 24 N´m
(18 ft. lbs.).
(19) Connect the APPS connector (Fig. 17).
(20) Install the APPS assembly. to the cylinder
head bracket and torque bolts to 12 N´m (105 in.
lbs.).
(21) Install the throttle linkage cover (Fig. 15).
(22) Install the charge air cooler-to-air inlet hous-
ing duct assembly. Torque all clamps to 11 N´m (100
in. lbs.).
(23) Connect intake grid heater wires.
(24) Fasten engine harness to front of cylinder
head with bolt.
(25) Install engine harness ground wire and torque
bolt to 24 N´m (18 ft. lbs.).
(26) Connect engine coolant temperature sensor
connector.
(27) Connect radiator upper hose to thermostat
housing.
(28) Install generator upper bracket and torque
bolts to 41 N´m (31 ft. lbs.).
(29) Install accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
(30) Install exhaust manifold/turbocharger assem-
bly. and start all bolts/spacers by hand. Torque bolts
to 43 N´m (32 ft. lbs.).
(31) Connect turbocharger oil drain tube.
(32) Perform the turbocharger pre-lube procedure.
Refer to Group 11, Exhaust System and Turbo-
charger for the correct procedure.
(33) Connect the turbocharger oil supply line.
(34) Install air cleaner housing and duct.
(35) Raise vehicle on hoist.
(36) Install exhaust pipe to turbocharger elbow
(Fig. 14). Torque bolts to 34 N´m (25 ft. lbs.).
(37) Lower vehicle.
(38) Fill engine coolant (Refer to 7 - COOLING -
STANDARD PROCEDURE).
(39) Start engine and check for leaks.
Fig. 32 Rocker Arms and Pedestal Installation
1 - ROCKER ARM
2 - PEDESTAL
Fig. 33 Cylinder Head Cover Installation
1 - BOLT (5)
2 - GASKET
3 - ªTOP FRONTº
4 - ISOLATOR (5)
9 - 252 ENGINE 5.9L DIESELBR/BE
CYLINDER HEAD (Continued)

Measure the valve spring free length and maxi-
mum inclination (Fig. 44).
Test valve spring force with tool C-647 (Fig. 45).
INSTALLATION
(1) Install new valve seals. The yellow springs are
for the intake valves and the green seals are for the
exhaust valves.(2) Install the valves in their original postion. The
exhaust valves are identified by a dimple on the
valve head (Fig. 46).
(3) Install the valve springs and retainer.
(4) Install the valve spring compressor tool 8319±A
as shown in (Fig. 37) and (Fig. 38).
(5) Compress the valve springs and install the
valve retaining locks (Fig. 39).
(6) Remove the compressor and repeat the proce-
dure on the remaining cylinders.
(7) Install the injector clamp and hold down bolts
and tighten to 10 N´m (89 in. lbs.) torque.
(8) Install the cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).
STANDARD PROCEDUREÐVALVE LASH
ADJUSTMENT AND VERIFICATION
NOTE: To obtain accurate readings, valve lash mea-
surements AND adjustments should only be per-
formed when the engine coolant temperature is less
than 60É C (140É F).
The 24±valve overhead system is a ªlow-mainte-
nanceº design. Routine adjustments are no longer
necessary, however, measurement should still take
place when trouble-shooting performance problems,
or upon completion of a repair that includes removal
and installation of the valve train components.
(1) Disconnect battery negative cables.
Fig. 44 Measure Valve Spring Free Length and Max.
Inclination
VALVE SPRING FREE LENGTH
47.75 mm (1.88 in.)
MAX INCLINATION
1.5 mm (.059 in.)
Fig. 45 Testing Valve Spring with Tool C-647
1 - SPECIAL TOOL C-647
VALVE SPRING FORCE 35.33 mm @ 339.8 N (1.39 IN. @76.4
lbs.)
Fig. 46 Valve Identification
1 - INTAKE VALVES
2 - EXHAUST VALVES
9 - 256 ENGINE 5.9L DIESELBR/BE
INTAKE/EXHAUST VALVES & SEATS (Continued)

(11) Inspect accelerator cable, transmission throt-
tle cable (if equipped) and cruise control cable con-
nections (if equipped). Check their connections to the
throttle arm of throttle body for any binding or
restrictions.
(12) If equipped with vacuum brake booster, verify
that vacuum booster hose is firmly connected to fit-
ting on intake manifold. Also check connection to
brake vacuum booster.
(13) Inspect the air cleaner inlet and air cleaner
element for dirt or restrictions.
(14) Inspect radiator grille area, radiator fins and
air conditioning condenser for restrictions.
(15) Verify that the intake manifold air tempera-
ture sensor wire connector is firmly connected to har-
ness connector (Fig. 5).
(16) Verify that MAP sensor electrical connector is
firmly connected to MAP sensor (Fig. 6). Also verify
that rubber L-shaped fitting from MAP sensor to the
throttle body is firmly connected (Fig. 7).
(17) Verify that fuel injector wire harness connec-
tors are firmly connected to injectors in the correct
order. Each harness connector is numerically tagged
with the injector number (INJ 1, INJ 2 etc.) of its
corresponding fuel injector and cylinder number.
(18) Verify harness connectors are firmly con-
nected to idle air control (IAC) motor, throttle posi-
tion sensor (TPS) and manifold absolute pressure
(MAP) sensor (Fig. 6).
(19) Verify that wire harness connector is firmly
connected to the engine coolant temperature sensor
(Fig. 8).
(20) Raise and support the vehicle.(21) Verify oxygen sensor wire connectors are
firmly connected to the sensors. Inspect sensors and
connectors for damage (Fig. 9), (Fig. 10) or (Fig. 11).
(22) Inspect for pinched or leaking fuel tubes.
Inspect for pinched, cracked or leaking fuel hoses.
Fig. 5 Air Temperature
1 - INTAKE MANIFOLD AIR TEMPERATURE SENSOR
2 - ELECTRICAL CONNECTOR
Fig. 6 Sensor and IAC Motor LocationÐTypical (V-8
Shown)
1 - MAP SENSOR
2 - IDLE AIR CONTROL MOTOR
3 - THROTTLE POSITION SENSOR
Fig. 7 Rubber L-Shaped FittingÐMAP Sensor-to-
Throttle BodyÐ3.9L/5.2L/5.9L Engines
1 - MAP SENSOR
2 - RUBBER FITTING
3 - IDLE AIR PASSAGE
14 - 30 FUEL INJECTION - GASOLINEBR/BE
FUEL INJECTION - GASOLINE (Continued)