2002 DODGE RAM weight

DESCRIPTION SPECIFICATION
Guide Bore 9.500 ± 9.525 mm
(0.374 ± 0.375 on.)
Stem to Guide Clearance 0.025 ± 0.076 mm
(0.001 ± 0..003 in.)
Service Limit 0.4318 (0.017 in.)
Valve Spring Free Length 49.962 mm (1.967 in.)
Spring Tension
Valve Closed 378 N @ 41.66 mm
(85 lbs. @ 1.64 in.)
Valve Open 890 N @ 30.89 mm
(200 lbs. @ 1.212 in.)
Number of Coils 6.8
Installed Height 41.66 mm (1.64 in.)
Wire Diameter 4.50 mm (0.177 in.)
HYDRAULIC TAPPETS
Body Diameter 22.949 ± 22.962 mm
(0.9035 ± 0.9040 in.)
Clearance (to bore) 0.0203 ± 0.0610 mm
(0.0008 ± 0.0024 in.)
Dry Lash 1.524 ± 5.334 mm
(0.060 ± 0.210 in.)
Push Rod Length 195.52 ± 196.02 mm
(7.698 ± 7.717 in.)
OIL PRESSURE
Curb Idle (Min.*) 83 kPa (12 psi)
@ 3000 rpm 345 ± 414 kPa (50 ± 60
psi)
* If oil pressure is zero at curb idle, DO NOT RUN
ENGINE.
OIL PUMP
Clearance over Rotors
(Max.)0.1906 mm (0.0075 in.)
Cover Out of Flat (Max.) 0.051 mm (0.002 in.)
Inner Rotor Thickness
(Min.)14.925 ± 14.950 mm
(0.5876 ± 0.5886 in.)DESCRIPTION SPECIFICATION
Outer Rotor
Clearance (Max.) 0.1626 mm (0.006 in.)
Diameter (Min.) 82.461 mm (3.246 in.)
Thickness (Min.) 14.925 mm (0.5876 in.)
Tip Clearance between
Rotors
(Max.) 0.584 mm (0.0230 in.)
PISTONS
Clearance at Top of Skirt 0.013 ± 0.038 mm
(0.0005 ± 0.0015 in.)
Piston Length 82.5 mm (3.25 in.)
Piston Ring Groove
Depth
#1&2 91.30 ± 91.55 mm
(3.594 ± 3.604 in.)
#3 92.90 ± 93.15 mm
(3.657 ± 3.667 in.)
Weight 463 ± 473 grams (16.33
± 16.68 oz.)
Piston to Bore Clearance 0.013 ± 0.038 mm
(0.0005 ± 0.0015 in.)
Service Limit 0.0762 mm (0.003 in.)
PISTON PINS
Clearance in Piston 0.010 ± 0.020 mm
(0.0004 ± 0.0008 in.)
Diameter 24.996 ± 25.001 mm
(0.9841 ± 0.9843 in.)
End Play NONE
Length 67.8 ± 68.3 mm
(2.67 ± 2.69 in.)
PISTON RINGS
Ring Gap
Compression Rings 0.254 ± 0.508 mm
(0.010 ± 0.020 in.)
Oil Control (Steel Rails) 0.381 ± 1.397 mm
(0.015 ± 0.055 in.)
9 - 70 ENGINE 8.0LBR/BE
ENGINE 8.0L (Continued)

DESCRIPTION SPECIFICATION
Ring Side Clearance
Compression Rings 0.074 ± 0.097 mm
(0.0029 ± 0.0038 in.)
Oil Ring (Steel Rails) 2.591 ± 2.743 mm
(0.102 ± 0.108 in.)
VALVE TIMING
Exhaust Valve
Closes (ATDC) 25É
Opens (BBDC) 60É
Duration 265É
Intake Valve
Closes (ATDC) 61É
Opens (BBDC) 6É
Duration 246É
Valve Overlap 31É
CRANKSHAFT JOURNAL MARKING
LOCATION
MEASURE-
MENTITEM IDENTI-
FICATIONLOCATION
OF
IDENTI-
FICATION
0.0254 mm
(0.001 in.)
U/SCrankshaft
JournalsRorM
M-2-3 ect.
(indicating
No. 2 and
3 main
bearing
journal)
and/or
R-1-4 ect.
(indicating
No. 1 and
4
connecting
rod
journal)Milled flat
on No. 8
crankshaft
counter-
weight.
0.508 mm
(0.020 in.)
O/SCylinder
BoresA Following
engine
serial
number.
MEASURE-
MENTITEM IDENTI-
FICATIONLOCATION
OF
IDENTI-
FICATION
0.2032 mm
(0.008 in.)
O/SHydraulic
TappetsLDiamond-
shaped
stamp top
pad - front
of engine
and flat
ground on
outside
surface of
each O/S
tappet
bore.
0.127 mm
(0.005 in.)Valve
StemsX Milled pad
adjacent to
two tapped
holes 3/89
on each
end of
cylinder
head.
TORQUE
TORQUE CHART 8.0L ENGINE
DESCRIPTION N´m Ft. In.
Lbs. Lbs.
Camshaft SprocketÐBolt 75 55 Ð
Camshaft Thrust PlateÐ
Bolts22 16 Ð
Coil Pack BracketÐBolts 21 Ð 190
Connecting Rod CapÐBolts 61 45 Ð
Main BearingÐBolts
Step 1 27 20 Ð
Step 2 115 85 Ð
Crankshaft Pulley/DamperÐ
Bolt312 230 Ð
Crankshaft Rear Seal
RetainerÐ22 16 Ð
Bolts
Cylinder HeadÐBolts
Step 1 58 43 Ð
Step 2 143 105 Ð
Cylinder Head CoverÐBolts 16 Ð 144
BR/BEENGINE 8.0L 9 - 71
ENGINE 8.0L (Continued)

(2) Use extream care and clean all gasket resdue
from the retainer.
(3) Apply a small amount of MopartSilicone Rub-
ber Adhesive Sealant to the retainer gasket. Position
the gasket onto the retainer.
(4) Position Special Tool 6687 Seal Guide onto the
crankshaft.
(5) Position the retainer and seal over the guide
and onto the engine block.
(6) Install the retainer mounting bolts. Tighten the
bolts to 22 N´m (16 ft. lbs.).
(7) Install the oil pan (Refer to 9 - ENGINE/LU-
BRICATION/OIL PAN - INSTALLATION).
(8) Install the drive plate / flywheel.
(9) Install the transmission.
(10) Check and verify engine oil level.
(11) Start engine and check for leaks.
HYDRAULIC LIFTERS
DIAGNOSIS AND TESTINGÐHYDRAULIC
TAPPETS
Before disassembling any part of the engine to cor-
rect tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending-unit. The pressure should be
between 207-552 kPa (30-80 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick. The oil level in the pan
should never be above the FULL mark or below the
ADD OIL mark on dipstick. Either of these two con-
ditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running, this condition could create foam in
the oil pan. Foam in oil pan would be fed to the
hydraulic tappets by the oil pump causing them to
lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length,
which allows valves to seat noisily. Any leaks on
intake side of oil pump through which air can be
drawn will create the same tappet action. Check the
lubrication system from the intake strainer to the
pump cover, including the relief valve retainer cap.
When tappet noise is due to aeration, it may be
intermittent or constant, and usually more than one
tappet will be noisy. When oil level and leaks havebeen corrected, operate the engine at fast idle. Run
engine for a sufficient time to allow all of the air
inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS
(1) To determine source of tappet noise, operate
engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying side
thrust on the valve spring. If noise is not apprecia-
bly reduced, it can be assumed the noise is in the
tappet. Inspect the rocker arm push rod sockets
and push rod ends for wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by exces-
sive leak-down around the unit plunger, or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click is
caused by a tappet check valve not seating, or by for-
eign particles wedged between the plunger and the
tappet body. This will cause the plunger to stick in
the down position. This heavy click will be accompa-
nied by excessive clearance between the valve stem
and rocker arm as valve closes. In either case, tappet
assembly should be removed for inspection and clean-
ing.
(4) The valve train generates a noise very much
like a light tappet noise during normal operation.
Care must be taken to ensure that tappets are mak-
ing the noise. If more than one tappet seems to be
noisy, it's probably not the tappets.
LEAK-DOWN TEST
After cleaning and inspection, test each tappet for
specified leak-down rate tolerance to ensure zero-lash
operation (Fig. 36).
Swing the weighted arm of the hydraulic valve tap-
pet tester away from the ram of the Universal Leak-
Down Tester.
(1) Place a 7.925-7.950 mm (0.312-0.313 inch)
diameter ball bearing on the plunger cap of the tap-
pet.
(2) Lift the ram and position the tappet (with the
ball bearing) inside the tester cup.
(3) Lower the ram, then adjust the nose of the ram
until it contacts the ball bearing. DO NOT tighten
the hex nut on the ram.
(4) Fill the tester cup with hydraulic valve tappet
test oil until the tappet is completely submerged.
BR/BEENGINE 8.0L 9 - 91
CRANKSHAFT REAR OIL SEAL RETAINER (Continued)

(5) Swing the weighted arm onto the push rod and
pump the tappet plunger up and down to remove air.
When the air bubbles cease, swing the weighted arm
away and allow the plunger to rise to the normal
position.
(6) Adjust the nose of the ram to align the pointer
with the SET mark on the scale of the tester and
tighten the hex nut.
(7) Slowly swing the weighted arm onto the push
rod.
(8) Rotate the cup by turning the handle at the
base of the tester clockwise one revolution every 2
seconds.
(9) Observe the leak-down time interval from the
instant the pointer aligns with the START mark on
the scale until the pointer aligns with the 0.125
mark. A normally functioning tappet will require
20-110 seconds to leak-down. Discard tappets with
leak-down time interval not within this specification.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove the air cleaner.
(3) Remove cylinder head cover (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL).
(4) Remove rocker arm assembly and push rods
(Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER
ARM / ADJUSTER ASSY - REMOVAL). Identify
push rods to ensure installation in original location.(5) Remove upper and lower intake manifold
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANI-
FOLD - REMOVAL).
(6) Cut the cylinder head gasket for accessibility if
the end tappets are to be removed.
(7) Remove yoke retainer spider and tappet align-
ing yokes (Fig. 37).
(8) Pull tappet out of bore with a twisting motion.
If all tappets are to be removed, identify tappets to
ensure installation in original location.
(9) If the tappet or bore in cylinder block is scored,
scuffed, or shows signs of sticking, ream the bore to
next oversize. Replace with oversize tappet.
(10) Check camshaft lobes for abnormal wear.
CLEANING
Clean tappet with a suitable solvent. Rinse in hot
water and blow dry with a clean shop rag or com-
pressed air.
INSTALLATION
(1) Lubricate tappets.
(2) Install tappets in their original positions.
Ensure that the oil bleed hole (if so equipped)
faces forward.
(3) Install tappet aligning yokes. Position the yoke
retainer spider over the tappet aligning yokes (Fig.
Fig. 36 Leak-Down Tester
1 - POINTER
2 - WEIGHTED ARM
3 - RAM
4 - CUP
5 - HANDLE
6 - PUSH ROD
Fig. 37 Tappets, Aligning Yoke and Yoke Retaining
Spider
1 - TAPPET ALIGNING YOLK
2 - YOKE RETAINING SPIDER
3 - TAPPET
9 - 92 ENGINE 8.0LBR/BE
HYDRAULIC LIFTERS (Continued)

37). Install the yoke retaining spider bolts and
tighten to 22 N´m (16 ft. lbs.) torque.
(4) Install the push rods in their original location.
(5) Install the rocker arms (Refer to 9 - ENGINE/
CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
(6) Install lower and upper intake manifold (Refer
to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD -
INSTALLATION).
(7) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail.For the
left side the number tab is at the front of
engine with the number up. For the right side
the number tab is at the rear of engine with the
number up.
(8) Install cylinder head cover (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
(9) Install the air cleaner.
CAUTION: To prevent damage to valve mechanism,
engine must not be run above fast idle until all
hydraulic tappets have filled with oil and have
become quiet.
(10) Connect the negative cable to the battery.
(11) Road test vehicle and check for leaks.
PISTON & CONNECTING ROD
DESCRIPTION
The pistons (Fig. 38) are elliptically turned so that
the diameter at the pin boss is less than its diameter
across the thrust face. This allows for expansion
under normal operating conditions. Under operating
temperatures, expansion forces the pin bosses away
from each other, causing the piston to assume a more
nearly round shape.
All pistons are machined to the same weight,
regardless of size, to maintain piston balance.
The piston pin rotates in the piston only and is
retained by the press interference fit of the piston
pin in the connecting rod.
The pistons have a unique dry-film lubricant coat-
ing baked onto the skirts to reduce friction. The
lubricant is particularly effective during engine
break-in, but with time, the material becomes embed-
ded into cylinder bore walls and continues to reduce
friction.
The pistons are LH and RH bank specific.
STANDARD PROCEDUREÐPISTON FITTING
Piston and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylin-
der wall is 0.013-0.038 mm (0.0005-0.0015 inch). The
max. allowable clearance is 0.0762 mm (0.003 in.).Piston diameter should be measured at the top of
skirt, 90É to piston pin axis. Cylinder bores should be
measured halfway down the cylinder bore and trans-
verse to the engine crankshaft center line.
Pistons and cylinder bores should be measured at
normal room temperature, 21ÉC (70ÉF).
(1) To correctly select the proper size piston, a cyl-
inder bore gauge, capable of reading in .00019
INCREMENTS is required (Fig. 39). If a bore gauge
is not available, do not use an inside micrometer.The
coating material is applied to the piston after the
final piston machining process. Measuring the out-
side diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore Gauge
isMANDATORY.. To correctly select the proper size
piston, a cylinder bore gauge capable of reading in
.00019increments is required.Piston installation into
the cylinder bore require slightly more pressure than
that required for non-coated pistons. The bonded
Fig. 38 Piston and Connecting RodÐ8.0L Engine
1 - FRONT I.D. TOWARDS THIS SIDE
2 - ORIENTATION BUTTON TOWARDS REAR
(R.H. ONLY)
2, 4, 6, 8, 10
3 - ORIENTATION BUTTON TOWARDS FRONT
(L.H. ONLY)
1, 3, 5, 7, 9
BR/BEENGINE 8.0L 9 - 93
HYDRAULIC LIFTERS (Continued)

OVERDRIVE UNIT
REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Remove transfer case, if equipped.
(4) Mark propeller shaft universal joint(s) and axle
pinion yoke, or the companion flange and flange
yoke, for alignment reference at installation, if necc-
esary.
(5) Disconnect and remove the rear propeller shaft,
if necessary. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/PROPELLER SHAFT/PROPELLER SHAFT -
REMOVAL)
(6) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan.
(7) If overdrive unit had malfunctioned, or if fluid
is contaminated, remove entire transmission. If diag-
nosis indicated overdrive problems only, remove just
the overdrive unit.
(8) Support transmission with transmission jack.
(9) Remove bolts attaching overdrive unit to trans-
mission (Fig. 119).
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to pre-
vent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the over-
drive unit.
(10) Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalign-
ment occurs, overdrive unit will have to be disassem-
bled in order to realign splines.
(12) Remove and retain overdrive piston thrust
bearing. Bearing may remain on piston or in clutch
hub during removal.
(13) Position drain pan on workbench.
(14) Place overdrive unit over drain pan. Tilt unit
to drain residual fluid from case.
(15) Examine fluid for clutch material or metal
fragments. If fluid contains these items, overhaul will
be necessary.
(16) If overdrive unit does not require any service,
leave alignment tool in position. Tool will prevent
accidental misalignment of planetary gear and over-
running clutch splines.
DISASSEMBLY
(1) Remove transmission speed sensor and o-ring
seal from overdrive case (Fig. 120).
(2) Remove overdrive piston thrust bearing (Fig.
121).
Fig. 119 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)
Fig. 120 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 173

PISTON TRAVEL
The relationship between hydraulic lever and a
mechanical lever is the same. With a mechanical
lever it's a weight-to-distance output rather than a
pressure-to-area output. Using the same forces and
areas as in the previous example, the smaller piston
(Fig. 200) has to move ten times the distance
required to move the larger piston one inch. There-
fore, for every inch the larger piston moves, the
smaller piston moves ten inches. This principle is
true in other instances also. A common garage floor
jack is a good example. To raise a car weighing 2000
lbs., an effort of only 100 lbs. may be required. For
every inch the car moves upward, the input piston at
the jack handle must move 20 inches downward.
PLANETARY GEARTRAIN/
OUTPUT SHAFT
DESCRIPTION
The planetary gearsets (Fig. 201) are designated as
the front, rear, and overdrive planetary gear assem-
blies and located in such order. A simple planetary
gearset consists of three main members:
²The sun gear which is at the center of the sys-
tem.
²The planet carrier with planet pinion gears
which are free to rotate on their own shafts and are
in mesh with the sun gear.
²The annulus gear, which rotates around and is
in mesh with the planet pinion gears.
NOTE: The number of pinion gears does not affect
the gear ratio, only the duty rating.
OPERATION
With any given planetary gearset, several condi-
tions must be met for power to be able to flow:
²One member must be held.
²Another member must be driven or used as an
input.
²The third member may be used as an output for
power flow.
²For direct drive to occur, two gear members in
the front planetary gearset must be driven.
NOTE: Gear ratios are dependent on the number of
teeth on the annulus and sun gears.
Fig. 199 Force Multiplication
Fig. 200 Piston Travel
Fig. 201 Planetary Gearset
1 - ANNULUS GEAR
2 - SUN GEAR
3 - PLANET CARRIER
4 - PLANET PINIONS (4)
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 197
PISTONS (Continued)

INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pull the connector out of the lever just enough
to grasp it.
CAUTION: Be careful not to bend the pins on the
overdrive off switch. Use care when installing the
switch, as it is not indexed, and can be accidentally
installed incorrectly.
(2) Install the overdrive off switch into the connec-
tor (Fig. 116)(3) Push the overdrive off switch and wiring into
the shift lever.
(4) Install the overdrive off switch retainer onto
the shift lever.
OVERDRIVE UNIT
REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Remove transfer case, if equipped.
(4) Mark propeller shaft universal joint(s) and axle
pinion yoke, or the companion flange and flange
yoke, for alignment reference at installation, if necc-
esary.
(5) Disconnect and remove the rear propeller shaft,
if necessary. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/PROPELLER SHAFT/PROPELLER SHAFT -
REMOVAL)
(6) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan.
(7) If overdrive unit had malfunctioned, or if fluid
is contaminated, remove entire transmission. If diag-
nosis indicated overdrive problems only, remove just
the overdrive unit.
(8) Support transmission with transmission jack.
(9) Remove bolts attaching overdrive unit to trans-
mission (Fig. 117).
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to pre-
vent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the over-
drive unit.
Fig. 114 Overdrive Off Switch Retainer
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH RETAINER
3 - PLASTIC TRIM TOOL
Fig. 115 Remove the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH
Fig. 116 Install the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH WIRING CONNECTOR
3 - OVERDRIVE OFF SWITCH
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 345
OVERDRIVE SWITCH (Continued)