ENGINE PERFORMANCE Emissions Control - Ram Pickup

2014 RAM 3500 HD Laramie
2014 ENGINE PERFORMANCE Emissions Control - Ram Pickup
2014 ENGINE PERFORMANCE
Emissions Control - Ram Pickup
SPECIAL TOOLS
SPECIAL TOOLS
10189 - Wrench, DEF Module Lock Ring

(Originally Shipped In Kit Number(s)
10189, 9896.)
EVAPORATIVE EMISSIONS
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CANISTER, VAPOR
OPERATION
OPERATION
Depending on engine displacement, either one or two EVAP canisters may be used. Also depending on vehicle
model and fuel tank size, the canisters may be mounted either vertically or horizontally.
The ESIM (Emission System Integrity Monitor) switch is mounted to the EVAP canister. The NVLD system is
no longer used on any engine.
The EVAP canister(s) are filled with granules of an activated carbon mixture. Fuel vapors entering the EVAP
canisters are absorbed by the charcoal granules.
Fuel tank pressure vents into the EVAP canisters. Fuel vapors are temporarily held in the canisters until they
can be drawn into the intake manifold. The duty cycle EVAP canister purge solenoid allows the EVAP canisters
to be purged at predetermined times and at certain engine operating conditions.
REMOVAL
REMOVAL
TYPE-1 CANISTERS
Fig. 1: EVAP Canister Type 1

Courtesy of CHRYSLER GROUP, LLC
Thursday, November 16, 2017 19:47:33 Page 2

A single, vertically mounted EVAP canister (1) is used with Type 1. The ESIM (Emission System Integrity
Monitor) switch (3) is mounted to the canister.
1. Raise and support vehicle.

2. If equipped, remove necessary skid plates. Certain models, equipped with a certain fuel tank size, may
require the removal of the fuel tank skid plate and/or the transfer case skid plate to gain access to the
EVAP canister(s).
3. Disconnect electrical wiring connector from ESIM switch (3).
4. Disconnect vapor line (6) from ESIM switch.
5. Disconnect quick-connect vapor line (5) from canister.
6. Remove canister mounting bracket bolt. This is located below and near the ESIM switch.
7. Pull canister from mounting bracket while guiding two canister locating pins from mounting bracket.
TYPE-2 CANISTERS


EVAP canister(s).


5. Disconnect quick-connect vapor line (5) at canister.
6. Remove canister mounting bracket bolt (6).
TYPE-3 CANISTERS

Dual, vertically mounted EVAP canisters (1) and (4) are used with Type 3. The ESIM (Emission System
Integrity Monitor) switch (2) is mounted to the main canister (1). Canister (4) is considered a secondary
canister.

EVAP canister(s).
5. Disconnect quick-connect vapor line (7) at main canister.
6. Remove canister mounting bracket bolt (8).
8. To remove the secondary canister (4), remove mounting bolt. Pull canister from mounting bracket while
guiding two canister locating pins (6) from mounting bracket.

TYPE-4 CANISTERS

Dual, horizontally mounted EVAP canisters (1) and (7) are used with Type 4. The ESIM (Emission System
Integrity Monitor) switch (3) is mounted to the main, primary canister (1). Canister (7) is considered a
secondary canister.

EVAP canister(s).
5. Disconnect quick-connect vapor line (8) at main canister.
6. Remove primary canister mounting bracket nut (9).
8. To remove the secondary canister (7), remove mounting nut (6). Pull canister from mounting bracket
while guiding two canister locating pins from mounting bracket.
TYPE-5 CANISTERS

Fig. 5: Clips, Heat Shield, Straps & Nuts


EVAP canister(s).
3. Using a suitable jack, support the fuel tank.
4. Remove the fuel tank straps (3).
5. Remove the clips (1) that secure the heat shield (2) to the fuel tank.
6. Remove the heat shield.

Fig. 6: Vapor Line, Electrical Wiring Connector & ESIM Switch

7. Disconnect electrical wiring connector (3) from ESIM switch (2).

Fig. 7: Canister & Quick Connect Vapor Lines

9. Disconnect quick-connect vapor lines (2, 3) from canister (1).

10. Pull the canister from mounting bracket (4) while guiding the canister from locating pins from the
backside guide brackets.
INSTALLATION
INSTALLATION
TYPE-1 CANISTERS
CAUTION: After installing any EVAP canister or ESIM switch, the electrical connector
on the switch MUST be in the 3 O'clock position (as viewed from front).
This step must be done for proper ESIM switch operation.

1. Two locating pins are located at rear of canister. Push these two pins into canister mounting bracket.
2. Install canister mounting bracket bolt. This is located below and near the ESIM switch.
3. Connect quick-connect vapor line (5) to canister.
4. Connect vapor line (6) to ESIM switch.

5. Connect electrical wiring connector to ESIM switch (3).

6. If equipped, install necessary skid plates.
7. All vapor/vacuum lines and hoses must be firmly connected. Also check the vapor/vacuum lines at
the EVAP canister purge solenoid for damage or leaks. If a leak is present, a Diagnostic Trouble
Code (DTC) may be set.
8. Lower vehicle.
TYPE-2 CANISTERS

1. Two locating pins are located at rear of canister. Push these two pins into canister mounting bracket.
2. Install canister mounting bracket bolt (6).
3. Connect quick-connect vapor line (5) to canister.

8. Lower vehicle.
TYPE-3 CANISTERS

Dual, vertically mounted EVAP canisters (1) and (4) are used with Type 3. The ESIM (Emission System
Integrity Monitor) switch (2) is mounted to the main canister (1). Canister (4) is considered a secondary
canister.
1. Push secondary canister (4) into mounting bracket while guiding two canister locating pins (6) into
mounting bracket. Install mounting bolt.
2. Push main, primary canister (1) into mounting bracket while guiding two canister locating pins into
mounting bracket.
3. Install main canister mounting bracket bolt (8).
4. Connect quick-connect vapor line (7) to main canister.


9. Lower vehicle.
TYPE-4 CANISTERS

Dual, horizontally mounted EVAP canisters (1) and (7) are used with Type 4. The ESIM (Emission System
Integrity Monitor) switch (3) is mounted to the main, primary canister (1). Canister (7) is considered a
secondary canister.
1. Position two secondary canister locating pins into mounting bracket. Install mounting nut (6).
2. Position two primary canister locating pins into mounting bracket.
3. Install primary canister mounting bracket nut (9).
4. Connect quick-connect vapor line (8) to main canister.


9. Lower vehicle.
TYPE-5 CANISTERS
Fig. 12: Canister & Quick Connect Vapor Lines

A single, vertically mounted EVAP canister is used with Type 1. The ESIM (Emission System Integrity
Monitor) switch is mounted to the canister.
1. Two locating pins are located at rear of canister (1). Push these two pins into canister guide brackets.
2. Lock the canister into the mounting brackets (4).
3. Connect quick-connect vapor lines (2, 3) to canister.

Fig. 13: Vapor Line, Electrical Wiring Connector & ESIM Switch

5. Connect electrical wiring connector (2) to ESIM switch.
Fig. 14: Clips, Heat Shield, Straps & Nuts

6. Position the heat shield (2) on to the fuel tank. Install new clips (1).
7. Install the fuel tank straps (3). Tighten the nuts (4) to 41 N.m (30 ft. lbs.).
10. Lower vehicle.
CAP, FUEL FILLER
DESCRIPTION
DESCRIPTION
The plastic fuel fill cap is a threaded/quarter turn onto the end of the fuel filler tube. Its purpose is to retain
vapors and fuel in the fuel tank.
OPERATION
OPERATION
The loss of any fuel vapor out of fuel filler tube is prevented by the use of pressure-vacuum fuel fill cap. Relief
valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be
released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary. This
is in order for the system to remain effective.
CAUTION: Remove the fill cap before servicing any fuel system component to relieve
fuel tank pressure. If the cap is left off or loose, a Diagnostic Trouble Code
(DTC) may be set.
ONBOARD REFUEL VAPOR RECOVERY (ORVR)
DESCRIPTION
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery) system consists of a unique fuel tank, flow management
valve, fluid control valve, one-way check valve and vapor canister.
OPERATION
OPERATION
The ORVR (On-Board Refueling Vapor Recovery) system is used to remove excess fuel tank vapors. This is
done while the vehicle is being refueled.

Fuel flowing into the fuel filler tube (approx. 1" I.D.) creates an aspiration effect drawing air into the fuel fill
tube. During refueling, the fuel tank is vented to the EVAP canister to capture escaping vapors. With air
flowing into the filler tube, there are no fuel vapors escaping to the atmosphere. Once the refueling vapors are
captured by the EVAP canister, the vehicle's computer controlled purge system draws vapor out of the canister
for the engine to burn. The vapor flow is metered by the purge solenoid so that there is no, or minimal impact
on driveability or tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it opens the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through the control valve and on to the vapor canister. Vapor is
absorbed in the EVAP canister until vapor flow in the lines stops. This stoppage occurs following fuel shut-off,
or by having the fuel level in the tank rise high enough to close the control valve. This control valve contains a
float that rises to seal the large diameter vent path to the EVAP canister. At this point in the refueling process,
fuel tank pressure increases, the check valve closes (preventing liquid fuel from spiting back at the operator),
and fuel then rises up the fuel filler tube to shut off the dispensing nozzle.
SOLENOID, EVAPORATIVE EMISSIONS PURGE
REMOVAL
REMOVAL
Fig. 15: Purge Solenoid, Electrical Connector & Vapor Line Quick-Connect Fitting
The duty cycle EVAP canister purge solenoid (2) is located in the engine compartment mounted on the intake
manifold.
1. Carefully pull the solenoid assembly straight up from the tongue-type bracket without bending the two

vapor lines.
2. Disconnect electrical wiring connector (3) at solenoid.
3. Disconnect vapor line quick-connect fitting (1) at solenoid.
4. Disconnect the vacuum line near the throttle body.
INSTALLATION
INSTALLATION
Fig. 16: Purge Solenoid, Electrical Connector & Vapor Line Quick-Connect Fitting
1. Connect vapor line quick-connect fitting (1) to solenoid.

2. Connect vacuum line to the throttle body.
3. Connect electrical wiring connector (3) to solenoid.
4. Carefully push the solenoid assembly (2) straight down onto the tongue-type bracket without bending the
vapor lines.
SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR
OPERATION
OPERATION

Fig. 17: View Of EVAP System

1 - Intake Manifold
2 - Throttle Body
3 - Purge Solenoid
4 - Filter
5 - ESIM
6 - Vapor Canister
7 - Control Valve
8 - Fuel Tank
9 - Gas Cap
The ESIM (Evaporative System Integrity Monitor) is very similar to the NVLD. However, the design of the
ESIM has been simplified and unlike the NVLD the ESIM does not require a solenoid. The ESIM mounts
directly to the canister, eliminating the need for a mounting bracket. It is critical that the ESIM is mounted
vertically. On vehicles where the canister is mounted on an angle, the ESIM requires an adaptor to maintain a
vertical position. When the ESIM is installed vertically, the electrical connector is in the 3 o'clock position.

Fig. 18: Exploded View Of ESIM

1 - ESIM Housing
2 - Diaphragm
3 - Switch
4 - Cover
5 - Small Check Valve
6 - Large Check Valve
The ESIM assembly consists of a housing, a small weight and a large weight that serve as check valves, a
diaphragm, a switch and a cover. There is one large weight and one small weight check valve in the ESIM
assembly. A seal is attached at the end of each weighted check valve. The large weight check valve seals for
pressure. The small weight check valve seals for vacuum. The weighted check valves are contained within the
ESIM housing.

Fig. 19: Cut Away View Of ESIM

1 - Large Check Valve

2 - Fresh Air Inlet
3 - Diagram
4 - Small Check Valve
5 - Vapor Canister
The ESIM (Evaporative System Integrity Monitor), while physically different than the NVLD system, performs
the same basic function as the NVLD does - controlling evaporative emissions. The ESIM has been simplified
because the solenoid used on the NVLD is not used on the ESIM.
The ESIM consists of housing, two check valves (sometimes referred to as weights), a diaphragm, a switch and
a cover. The larger check valve seals for pressure and the smaller one seals for vacuum.
During refueling, pressure is built up in the evaporative system. When pressure reaches approximately 0.5
inches of water, the large check valve unseats and pressure vents to the fresh air filter.
Conversely, when the system cools, and the resulting vacuum lifts the small check valve from its seat and
allows fresh air to enter the system and relieves the vacuum condition. When a calibrated amount of vacuum is
achieved in the evaporative system, the diaphragm is pulled inward, pushing on the spring and closing the
contacts.
The ESIM conducts test on the evaporative system as follows: An engine off, non-intrusive test for small leaks
and an engine running, intrusive test for medium/large leaks.
The ESIM weights seal the evap. system during engine off conditions. If the evap. system is sealed, it will be
pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient temperature

cycling. When the vacuum in the system exceeds about 1" H20, the vacuum switch closes. The switch closure
sends a signal to the PCM. In order to pass the non-intrusive small leak test, the ESIM switch must close within
a calculated amount of time and within a specified amount of key-off events.
If the ESIM switch does not close as specified, the test is considered inconclusive and the intrusive engine
running test will be run during the next key-on cycle. This intrusive test will run on the next cold engine
running condition.
Conditions for running the intrusive test are:
After the vehicle is started, the engine coolant temperature must be within 50°F (10°C) of ambient to
indicate a cold start.
The fuel level must be between 12% and 88%.
The engine must be in closed loop.
Manifold vacuum must be greater than a minimum specified value.
Ambient temperature must be between 39°F and 98°F (4°C and 37°C) and the elevation level must be
below 8500 feet (2591 meters).
The test is accomplished by the PCM activating the purge solenoid to create a vacuum in the evaporative
system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is known as the
vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens after a
predetermined amount of time, then the small leak matures. If the switch does not close, then a general
evaporative failure is recorded. The purge monitor tests the integrity of the hose attached between the purge
valve and throttle body/intake. The purge monitor is a two stage test and it runs only after the evaporative
system passes the small leak test.
Even when all of the thresholds are met, a small leak won't be recorded until after the medium/large leak
monitor has been run. This is accomplished by the PCM activating the purge solenoid to create a vacuum in the
evaporative system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is
known as the vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens
after a predetermined amount of time, then the small leak matures. If the medium/large leak test runs and the
ESIM switch doesn't close, a general evaporative test is run. The purge solenoid is activated for approximately
10 seconds, increasing the amount of vacuum in the system. If the ESIM switch closes after the extended purge
activation, a large leak fault is generated. If the switch doesn't close, a general evaporative system fault is
generated.
The purge monitor tests the integrity of the hose attached between the purge valve and throttle body/intake. The
purge monitor is a two stage test and it runs only after the evaporative system passes the small leak test.
Stage one of the purge monitor is non-intrusive. The PCM monitors the purge vapor ratio. If the ratio is above a
calibrated specification, the monitor passes. Stage two is an intrusive test and it runs only if stage one fails.
During the stage two test, the PCM commands the purge solenoid to flow at a specified rate to force the purge
vapor ratio to update. The vapor ratio is compared to a calibrated specification and if it is less than specified, a
one-trip failure is recorded.
The ESIM switch stuck closed monitor checks to see if the switch is stuck closed. This is a power down test that

runs at key-off; when the PCM sees 0 rpm's, the purge solenoid is energized for a maximum of 30 seconds,
venting any vacuum trapped in the evaporative system. If the switch opens or was open before the test began,
the monitor passes. If the switch doesn't open, the monitor fails. This is a two-trip MIL. The star scan tool can
be used to force the ESIM switch stick closed monitor to run.
The PCM also uses the ESIM to detect a loose or missing gas cap. The PCM controller looks for a change in the
fuel level (25% minimum) and then gas cap is loose or missing. If a medium/large leak is detected, a loose gas
cap light illuminates and a pending one-trip fault code is set. On the PCM, this is a three-trip fault before the
code matures
REMOVAL
REMOVAL
The ESIM (EVAP System Integrity Monitor) switch is attached to the Evap canister and is usually not
serviceable. Replace the switch by replacing the Evap canister. Refer to REMOVAL
If servicing separately, refer to the following:
Fig. 20: ESIM Switch & Canister

The ESIM switch (2) is located on the Evap canister (1) The illustration displays a typical Evap Canister
and a typical ESIM switch.

Fig. 21: Removing EVAP Canister Vapor Hose

1. Remove both plastic lines from switch by folding line tabs (2).
Fig. 22: ESIM Switch, O-Ring & EVAP Canister Opening

2. Disconnect electrical connector at switch.

3. Clean any dirt from ESIM switch and its lines.

Fig. 23: Locating Lock Tab

4. A lock tab (see arrow in illustration) is used on the back of the switch. Push lock tab towards switch while
rotating switch counterclockwise 1/4 turn for removal.
5. The fresh air lines and hoses from the ESIM must have a clear opening to the atmosphere. Check the
fresh air lines, including the fresh air filter, for obstructions or restrictions at the ESIM. Also check the
routing to the exit to atmosphere. If a restriction is present, the system will not allow free flow passage of
clean air, and an early shut off of the fuel fill nozzle may occur during fuel fill.
INSTALLATION
INSTALLATION
The following illustrations display a TYPICAL EVAP Canister and a typical ESIM switch. After
installing any ESIM switch, the electrical connector on the switch must be in the 3 O'clock position. This
step must be done for proper ESIM switch operation.
1. The fresh air lines and hoses from the ESIM must have a clear opening to the atmosphere. Check the
fresh air lines, including the fresh air filter, for obstructions or restrictions at the ESIM. Also check the
routing to the exit to atmosphere. If a restriction is present, the system will not allow free flow passage of
clean air, and an early shut off of the fuel fill nozzle may occur during fuel fill.

Fig. 24: ESIM Switch, O-Ring & EVAP Canister Opening

2. Be sure O-ring (2) and EVAP canister opening are clean.
Fig. 25: ESIM Switch & Canister

1 - EVAP Canister
2 - ESIM Switch

3 - Electrical Connector
CAUTION: The electrical connector (4) on the ESIM switch must be in 3 O'clock
position after installation. This step must be done for proper switch
operation.
3. Position ESIM switch (2) into EVAP canister (1) and rotate until electrical connector is in 3 O'clock
position (3).
4. Connect electrical connector.
5. Connect plastic lines to ESIM switch.
VALVE, POSITIVE CRANKCASE VENTILATION (PCV)
REMOVAL
REMOVAL
Fig. 26: PCV Valve, Intake Manifold & Throttle Body

The PCV valve (4) is mounted into the top of the intake manifold (1). This is located to the right/rear of the
throttle body (2).

Fig. 27: PCV Valve, O-Rings & Locating Tabs

1. The PCV valve is sealed to the intake manifold with 2 O-rings (2).
2. Remove PCV valve by rotating counter-clockwise 90 degrees until locating tabs (3) have been freed.
After tabs have cleared, pull valve straight up from intake manifold.
3. After valve is removed, check condition of 2 valve O-rings (2).
INSTALLATION
INSTALLATION
1. Clean out intake manifold opening.

2. Check condition of two o-rings on PCV valve.
3. Apply engine oil to two o-rings.
4. Place PCV valve into intake manifold and rotate 90 degrees clockwise for installation.
EXHAUST GAS RECIRCULATION

TORQUE SPECIFICATIONS
SPECIFICATIONS
EGR TORQUE SPECIFICATIONS

DESCRIPTION N.m Ft. lbs. Inch lbs.
EGR Temperature Sensor 18 13 159

ERG Tube-to-EGR Valve Bolts 13 9.6 115

EGR Valve-to-Cyl. Head 28 21 248
SENSOR, EGR TEMPERATURE
DESCRIPTION
DESCRIPTION
The EGR Temperature Sensor (1) is located on the EGR crossover tube (6) near the EGR valve.
OPERATION
OPERATION
The EGR temperature sensor is a negative temperature coefficient thermistor used to measure the temperature
of the EGR gas flow after it exits the EGR cooler.
The Powertrain Control Module (PCM) supplies 5 volts to the EGR temperature signal circuit. To determine the
temperature of the EGR gas flow, the PCM monitors the change in voltage caused by changes in the resistance
of the sensor. The PCM uses the exhaust gas recirculation temperature value for the engine protection system,
and also for engine emissions control.
REMOVAL
REMOVAL
1. Disconnect the negative battery cable.

2. Remove the engine cover.
3. Disconnect EGR Temperature Sensor harness connector.
4. Remove EGR Temperature Sensor from EGR tube.
INSTALLATION
INSTALLATION
1. Clean EGR crossover tube at sensor mounting point.

2. Install EGR temperature sensor to EGR tube. Tighten to 18 N.m (159 in. lbs.).
3. Connect EGR temperature sensor harness connector.
4. Install the engine cover.
5. Connect the negative battery cable.
VALVE, EXHAUST GAS RECIRCULATION (EGR)
REMOVAL

REMOVAL
Fig. 28: EGR Valve, Connector & Screws

1. Use a diagnostic scan tool to record any DTC's (Diagnostic Trouble Codes).
2. Disconnect and isolate the negative battery cable.
3. Disconnect electrical connector (3) from EGR solenoid (2).
4. Remove the valve assembly from the timing cover.
INSTALLATION
INSTALLATION

Fig. 29: EGR Valve, Connector & Screws

1. If required, position a new metal gasket between the valve assembly and timing cover.
2. Install the screws (1). Tighten to 27 N.m (20 ft. lbs.).
3. Connect electrical connector (3) to EGR solenoid (2).
4. Connect negative battery cable.
5. Using a diagnostic scan tool, erase any previously recorded DTC's (Diagnostic Trouble Codes).
TUBE, EXHAUST GAS RECIRCULATION (EGR), CROSSOVER
REMOVAL
REMOVAL

Fig. 30: EGR Crossover Tube & Bolts

1. Disconnect the battery negative cable.

2. Loosen and remove the bolts (1) at ends of EGR Crossover Tube (2).
3. Remove EGR crossover tube (2).
4. If the seal is damaged, remove and discard gaskets at each end of tube (2).
INSTALLATION
INSTALLATION
Fig. 31: EGR Crossover Tube & Bolts

1. Clean each end of EGR crossover tube (2) and its connection points of any material.
2. If required, install new seals to each end of the EGR crossover tube.
3. Position EGR crossover tube to engine.
4. Install the bolts (1) finger tight at center bottom of EGR crossover tube.
5. Tighten EGR bolts to 24 N.m (18 ft. lbs.).
6. Connect the negative battery cable.
DIESEL EXHAUST FLUID EMISSIONS

DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid Emissions system uses a Selective Catalytic Reduction (SCR). This is a technology
that uses a urea based Diesel Exhaust Fluid (DEF) and a catalytic converter to significantly reduce nitrous
oxides (NOx) emissions. The system accomplishes this by injecting small quantities of Diesel Exhaust Fluid
(DEF) into the Selective Catalytic Reduction (SCR) where its vaporizes and decomposes to form ammonia and
carbon dioxide. The Diesel Exhaust Fluid (DEF) Dosing Control unit is used to control the operation and
monitoring of the DEF system. The ammonia is the desired by-product which in conjunction to the SCR
Catalyst, converts the NOx to a harmless nitrogen and water. The SCR system is equipped with two NOx
Sensors and modules that are used to monitor the efficiency of the SCR Catalyst and DEF system.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - DIESEL EXHAUST FLUID
WARNING: Diesel Exhaust Fluid (DEF) contains urea. Do not get the substance in
your eyes. In case of contact, immediately flush eyes with large amounts
of water for a minimum of 15 minutes. Do not swallow. In the event the
DEF is ingested, contact a physician immediately. Reference the Materials
Safety Data Sheet (MSDS) for additional information.
NOTE: When the Diesel Exhaust Fluid (DEF) tank temperature is less than 14° F (-10°
C), DEF may be frozen and the urea gauge in the cluster will use the last valid
reading at last key-off.
1. Remove the DEF fill pipe at tank.

2. Visually inspect the fluid for sign of contamination or debris.
3. Collect a sample of diesel exhaust fluid from the system.
4. Test the quality of the DEF using the DEF/UREA Refractometer 94-F-OOK-108-456 available through
Pentastar Service Equipment (PSE).

Temperature (Constant) °C Temperature (Constant) °F Estimated Product Life

0° 32° Indefinite
10° 50° 75 years
20° 68° 11 years
30° 86° 23 months
35° 95° 10 months
40° 104° 4 months
50° 122° 1 months
60° 140° 1 week
a. The DEF should register approximately 32.5 percent using a refractometer.
NOTE: The use of latex gloves is mandatory to prevent false readings with the
oil/hydrocarbon detection paper.
5. To test for hydrocarbons in the DEF tank use hydroscopic test paper (PSE part number. 223-44-863). The
test strip come in contact with the DEF fluid in the tank in order to get a valid reading for hydrocarbons
present in tank.
6. Remove the oil/hydrocarbon detection paper from packing, inspect for color consistency. If color is not
consistent replace strip.
7. Disconnect the DEF fill pipe from tank and try to get a sample or remove the DEF tank. Refer to TANK,
DIESEL EXHAUST FLUID, REMOVAL.
8. Place the detection paper directly into the DEF fluid in the tank. If the light blue paper turns dark blue, oil
or hydrocarbon contamination exist.
9. If the DEF is not within specifications then the tank needs to be drained and cleaned and refilled with a
minimum of 2.5 gallons good DEF.
SPECIFICATIONS
DEF SYSTEM TORQUE SPECIFICATIONS

DESCRIPTION N.m In. Lbs. Ft. Lbs.
Ammonia Sensor 50 - 37
Ammonia Sensor Module Nuts 9 80 -
DEF Dosing Control Unit Bolt 12 106 -
DEF Injector Bolts 11 97 -
DEF Pump Cover Bolts 14 124 -
DEF Tank Frame Mount Bolts 130 - 96
DEF Tank Strap Nut 54 - 40
NOx Sensor Bracket at Engine Block
77 - 57
Lower Bolt

NOx Sensor Bracket at Engine Block

20 177 -
Upper Bolt
NOx Sensor 50 - 37
NOx Sensor Module Bolts (Front) 6 53 -
NOx Sensor Module Bolts (Rear) 9 80 -
EGR Cooler Bypass Valve Upper
10 10 -
Head Shield Nut
Wire Harness Retainer Bolt 11 97 -
ASSEMBLY, DIESEL EXHAUST FLUID PUMP
DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid (DEF) Supply Pump is mounted inside the DEF tank. The DEF Supply Pump:
Has an operating pressure of 9 bar (131 psi)

Capable of reverse flow to evacuate system on shut-down
Electrically Heated
OPERATION
OPERATION
The Diesel Exhaust Fluid (DEF) Supply Pump has many functions. It's primary purpose is to draw fluid from
the tank and build adequate system pressure for dosing into the exhaust. The DEF Dosing Control Unit provides
the 12 Volt supply and ground to the pump. The DEF Dosing Control Unit provides a Pulse Width Modulated
(PWM) signal to the DEF Supply Pump to control the speed and output of the pump. The DEF Supply Pump
has an internal temperature sensor which reports the internal temperature of the DEF Supply Pump to the DEF
Dosing Control Unit.
REMOVAL
REMOVAL
1. Disconnect both negative battery cables.

2. Remove the Diesel Exhaust Fluid (DEF) tank. Refer to TANK, DIESEL EXHAUST FLUID,
REMOVAL.

Fig. 32: Removing/Installing Diesel Exhaust Fluid Pump Assembly

3. Using the (special tool #9340, SAE Fuel Pump Lock Ring Wrench) (1), remove the lock ring (3) from the
DEF tank.
4. Remove the DEF pump and level sensor (2) from tank.
Fig. 33: O-Ring Seal


5. Remove and discard O-ring seal (1).
INSTALLATION
INSTALLATION

1. Clean the O-ring sealing surfaces.

2. Install a new O-ring seal (1) onto the Diesel Exhaust Fluid (DEF) tank.

Fig. 35: Removing/Installing Diesel Exhaust Fluid Pump Assembly

3. Install the DEF pump and level sensor (2) into tank.
4. Using the (special tool #9340, SAE Fuel Pump Lock Ring Wrench) (1), install the lock ring (3) onto the
DEF tank.
5. Install the DEF tank. Refer to TANK, DIESEL EXHAUST FLUID, INSTALLATION.
6. Connect both negative battery cables.
FILTER, DIESEL EXHAUST FLUID
DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid (DEF) pump filter is has a internal filter designed to prevent foreign objects from
entering the dosing system. The aftertreatment diesel exhaust fluid pump filter is a non-servicable item. If the
internal filter becomes restricted or clogged plug, then the DEF pump has to be replaced. For DEF pump
replacement, refer to ASSEMBLY, DIESEL EXHAUST FLUID PUMP, REMOVAL.
INJECTOR, DIESEL EXHAUST FLUID
DESCRIPTION
DESCRIPTION

Fig. 36: Diesel Exhaust Fluid Injector

The Diesel Exhaust Fluid (DEF) injector (1) is similar to a fuel injector, but modified to be compatible with the
Urea fluid. The DEF injector is mounted to the front of the Selective Catalytic Reduction (SCR) catalyst and is
designed to operate in a underbody environment.
OPERATION
OPERATION
The Diesel Exhaust Fluid (DEF) Injector is mounted to the decomposition tube at the inlet of the Selective
Catalytic Reduction (SCR) Catalyst. The DEF dosing Control Unit sends a Pulse Width Modulated (PWM)
signal to the DEF Injector to vary the amount of fluid sprayed into the exhaust stream.
REMOVAL
REMOVAL

Fig. 37: Diesel Exhaust Fluid Supply Line & Injector Wire Harness Connector

2. Disconnect the Diesel Exhaust Fluid (DEF) injector wire harness connector (2).
3. Disconnect the DEF fluid supply line (1).


4. Saturate the DEF injector bolts with Mopar® Rust Inhibitor. Allow 5 minutes for penetration.
5. Remove bolts (3) and the DEF injector (1) from the Selective Catalytic Reduction (SCR) catalyst (2).
6. Remove and discard gasket.
INSTALLATION
INSTALLATION
Fig. 39: Opening Of Decomposition Tube

1. Inspect the opening of the decomposition tube (1) and make sure the opening is NOT plugged or
restricted with the build up of Diesel Exhaust Fluid (DEF) crystals. If the decomposition tube opening is
plugged or restricted clean as necessary.

Fig. 40: Diesel Exhaust Fluid Dosing Injector & Gasket

2. Clean the gasket sealing area.

3. Install a new gasket (1) onto DEF dosing injector (2).

4. Install the DEF injector (1) onto Selective Catalytic Reduction (SCR) catalyst (2). Tighten bolts (3) to 11
N.m (97 in. lbs.).
5. Connect the DEF fluid supply line (1).

6. Connect the DEF injector wire harness connector (2).
LINE, DIESEL EXHAUST FLUID SUPPLY
DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid (DEF) supply line supplies fluid from the tank to the pump and has connectors similar
to fuel lines. The line also incorporates a heater to keep the DEF fluid from freezing. The DEF supply and
return line heater also share the same wire harness connector.
OPERATION
OPERATION
Each of the Diesel Exhaust Fluid (DEF) system hoses has a built in heater to warm the fluid in the line. The line

heater has power supplied to it via the DEF Dosing Control Module. The Line heater circuits are monitored on
the return side of the circuit.
REMOVAL
REMOVAL

2. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .
3. Remove nuts (2) and the DEF tank shield (1).
Fig. 43: DEF Supply Line, Connector, & Pump

4. Disconnect the DEF supply line heater wire harness connector.

5. Disconnect the DEF supply line (3) to DEF pump (2).
6. Disconnect the supply lines retaining clip.

7. Disconnect the DEF supply line (1) from the dosing injector and remove the supply line.
INSTALLATION
INSTALLATION

1. Install the Diesel Exhaust Fluid (DEF) supply line (1) and connect to the dosing injector.
2. Connect the supply line to routing clip.

3. Connect the supply line (3) to the DEF pump (2).

4. Disconnect the DEF supply line heater wire harness connector.
5. Install the DEF pump shield.
6. Lower the vehicle.
SENSOR, DIESEL EXHAUST FLUID, PRESSURE
DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid (DEF) Pressure Sensor is housed inside the DEF Supply Pump that monitors supplied
pressure to the DEF Injector. The DEF Pressure Sensor is not a serviceable item as it is part of the DEF Supply
Pump.
OPERATION
OPERATION
The Diesel Exhaust Fluid (DEF) Pressure Sensor is a three wire sensor, housed inside the DEF Supply Pump
that monitors supplied pressure to the DEF Injector. The DEF Dosing Control Unit provides a 5-Volt supply
and ground to the DEF Pressure Sensor. The sensor provides a signal to the DEF Dosing Control Unit on the
DEF Pressure Sensor Signal circuit. This DEF Pressure Sensor Signal voltage changes, based on the diesel
exhaust fluid pressure supplied by the DEF Supply Pump. The DEF Dosing Control Unit uses this information
to vary pump speed and maintain the 130 psi (9 bar) pressure needed for proper DEF Injection.
SENSOR, NOX
DESCRIPTION
DESCRIPTION
The Pre-NOx sensor (1/1) is mounted at the outlet of turbocharger elbow and measures incoming NOx gases.
The Post-NOx sensor (1/2) is mounted at the rear outlet of Selective Catalytic Reduction (SCR) Catalyst and
measures outgoing NOx gases.
OPERATION
OPERATION
There are two NOx modules and sensors used in the DEF fluid system, upstream and downstream. Both operate
similarly to a wide band O2 sensor. The sensors are zirconium-based, multi-layer sensors with oxygen pumps.
The NOx modules communicate the amount of NOx to the Powertrain Control Module (PCM) over the J1939
communication bus. The upstream module is located on the right frame rail and the sensor is at the front of the

Diesel Particulate Filter (DPF). The upstream module and sensor are used by the PCM to monitor NOx entering
the catalyst. By comparing the inlet sensor to the outlet sensor, SCR efficiency can be determined by the PCM.
REMOVAL
NOX SENSOR 1/1

3. Remove the right wheelhouse splash shield. Refer to SHIELD, SPLASH, FRONT WHEELHOUSE,
REMOVAL .
Fig. 47: Clip & Cable Tie

4. Cut cable tie (2) securing NOx wire harness to the turbocharger speed sensor wire harness.
5. Open clip (1) securing NOx wire harness and the turbocharger speed sensor wire harness.

Fig. 48: NOx Sensor Module, Connector & Bolts

6. Disconnect the NOx sensor wire harness connector (4).

7. Remove bolts (2) and the NOx sensor module (1).
Fig. 49: Turbocharger Actuator Wire Harness Connector & Bolt

8. Cut cable tie securing NOx wire harness and the turbocharger speed sensor wire harness to coolant line.
9. Remove bolt (2) and separate retainer clip securing NOx wire harness and the turbocharger speed sensor
wire harness to turbocharger actuator.

Fig. 50: NOx Sensor 1/1

10. Remove the NOx sensor 1/1 (1) from the turbocharger elbow.
NOX SENSOR 1/2
Fig. 51: NOx Sensor Module, Connector & Nuts (Sensor 2)


2. Disconnect the NOx sensor module harness connector (3).

3. Remove nuts (1) and the NOx module (2).
Fig. 52: NOx Sensor & Catalyst

4. Disconnect the wire harness retainers.

5. Remove the NOx sensor 1/2 (1) from the Selective Catalytic Reduction (SCR) catalyst (2).
INSTALLATION
NOX SENSOR 1/1

Fig. 53: NOx Sensor 1/1

NOTE: NOx sensor 1/1 module has a gray wire harness connector. Make sure the right
NOx sensor is being installed.
1. Install NOx sensor 1/1 (1) into the turbocharger elbow. Tighten sensor (1) to 50 N.m (37 ft. lbs.).
Fig. 54: Turbocharger Actuator Wire Harness Connector & Bolt

2. Position NOx wire harness and the turbocharger speed sensor wire harness into retainer clip and connect
clip. Install retainer clip to turbocharger actuator. Tighten bolt (2) to 11 N.m (97 in. lbs.).
3. Using a cable tie, tie wires together at turbocharger coolant line.

Fig. 55: NOx Sensor Module, Connector & Bolts

4. Install the NOx module (1). Tighten bolts (2) to 6 N.m (53 in. lbs.).
5. Connect the NOx sensor wire harness connector (4).
Fig. 56: Clip & Cable Tie

6. Position the NOx wire harness and the turbocharger speed sensor wire harness and close retainer clip (1).
7. Using a cable tie, tie (2) the NOx sensor wire harness and turbocharger speed sensor wire harness
together.

8. Install the right wheelhouse splash shield. Refer to SHIELD, SPLASH, FRONT WHEELHOUSE,
INSTALLATION .
NOX SENSOR 1/2
Fig. 57: NOx Sensor & Catalyst

NOTE: The rear NOx sensor 1/2 at the outlet side of the Selective Catalytic Reduction
(SCR) has a black wire harness connector. Make sure the right NOx sensor is
being installed.
1. Install the NOx sensor 1/2 (1) into the Selective Catalytic Reduction (SCR) catalyst (2). Tighten NOx
sensor (1) to 50 N.m 37 (ft. lbs.).
2. Connect the wire harness retainers.

Fig. 58: NOx Sensor Module, Connector & Nuts (Sensor 2)

3. Install the NOx sensor module (2). Tighten nuts (1) to 9 N.m (80 in. lbs.).
4. Connect the NOx sensor module harness connector (3).
SENSOR, AMMONIA
DESCRIPTION
DESCRIPTION

Fig. 59: Ammonia Sensor & Selective Catalyst Reduction

The Ammonia sensor (1) is located in the center of the Selective Catalyst Reduction (SCR) (2). The function of
the ammonia sensor is to detect the amount of ammonia in the SCR.
Fig. 60: Ammonia Sensor Module, Nuts & Wire Harness Connectors

The ammonia sensor module (2) that is serviceable component.
OPERATION
OPERATION
The ammonia sensor is used to monitor the operation of the Diesel Exhaust Fluid (DEF) system. The ammonia
sensor module shares information with the Powertrain Control Module (PCM) over the J1939 Data Link.
REMOVAL
REMOVAL

3. Disconnect the ammonia sensor wire harness connector (3).
4. If necessary, remove nuts (1) and the ammonia sensor module (2).


5. Remove the ammonia sensor (1) from the Selective Catalyst Reduction (SCR) (2).
INSTALLATION
INSTALLATION


1. Install the ammonia sensor (1). Tighten to 50 N.m (37 ft. lbs.).

2. If removed, Install the ammonia sensor Module (2). Tighten bolts (1) to 9 N.m (80 in. lbs.).
3. Connect the ammonia sensor wire harness connector (3).
TANK, DIESEL EXHAUST FLUID
DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid (DEF) tank is mounted to the frame of the vehicle on the left side and is equipped
with:
Electric Heat Exchanger

Level Sensor
Temp Sensor
Vent Valve
Fluid Limit Vent Valve
REMOVAL
REMOVAL


Fig. 65: Diesel Exhaust Fluid Fill Tube Vent Line, Tube & Tank
3. Remove the transfer case skid plate. Refer to PLATE, SKID, TRANSFER CASE, REMOVAL .
4. Disconnect the Diesel Exhaust Fluid (DEF) fill tube vent line (1) from fluid limit vent valve (1).
5. Disconnect the DEF fill tube (2) from DEF tank (3).
6. Using a suitable drain hose, drain the DEF tank through the fill neck (2) on thank (3).

7. Disconnect the DEF supply line (3) from the DEF injector (1).
8. Position a transmission jack under DEF tank.
Fig. 67: Right Side Diesel Exhaust Fluid Tank Mounting Bolts
9. Remove right side DEF tank mounting bolts (1).

Fig. 68: Diesel Exhaust Fluid Tank & Bolts

10. Remove left side bolts (1) and partially lower the DEF tank (2).
Fig. 69: Diesel Exhaust Fluid Dosing Control Unit & Wire Harness Connectors
11. Disconnect DEF dosing control unit wire harness connector (2).
12. Lower the tank.

Fig. 70: Diesel Exhaust Fluid Pump Cover & Bolts

13. If necessary, remove bolts (1) and the DEF pump cover (2).


14. If necessary, disconnect DEF supply line (3) from the DEF pump.
15. If necessary, disconnect the DEF pump wire harness connector (1).
16. Remove the DEF tank from vehicle.
Fig. 72: Diesel Exhaust Fluid Mount, Tank, Strap & Nut
17. Remove nut (4) and the DEF tank strap (3).
18. Remove the DEF tank (2) from mount (1).
CLEANING
CLEANING
NOTE: If diagnosis has confirmed the Diesel Exhaust Fluid (DEF) UREA is
contaminated with hydrocarbon then following components
MUST
be replaced:
Diesel Exhaust Fluid (DEF) tank

DEF pump
DEF supply line
DEF fill tube
DEF fill tube cap
DEF injector.

1. Remove the DEF tank. Refer to TANK, DIESEL EXHAUST FLUID, REMOVAL.
2. Install the DEF tank. Refer to TANK, DIESEL EXHAUST FLUID, INSTALLATION.
3. Remove the DEF pump. Refer to ASSEMBLY, DIESEL EXHAUST FLUID PUMP, REMOVAL.
4. Install the DEF pump. Refer to ASSEMBLY, DIESEL EXHAUST FLUID PUMP, INSTALLATION.
5. Remove the DEF supply/return line. Refer to LINE, DIESEL EXHAUST FLUID SUPPLY,
REMOVAL.
6. Install the DEF supply/return. Refer to LINE, DIESEL EXHAUST FLUID SUPPLY,
INSTALLATION.
7. Remove the DEF fill tube and cap. Refer to TUBE, DIESEL EXHAUST FLUID TANK FILL,
REMOVAL.
8. Install the DEF fill tube and cap. Refer to TUBE, DIESEL EXHAUST FLUID TANK FILL,
INSTALLATION.
9. Remove the DEF injector. Refer to INJECTOR, DIESEL EXHAUST FLUID, REMOVAL.
10. Install the DEF injector. Refer to INJECTOR, DIESEL EXHAUST FLUID, INSTALLATION.
11. Fill the DEF tank with a minimum of 2.5 gallons of good clean DEF fluid.
INSTALLATION
INSTALLATION
Fig. 73: Diesel Exhaust Fluid Mount, Tank, Strap & Nut
1. Position the Diesel Exhaust Fluid (DEF) tank (2) onto tank mount (1).
2. Install the DEF tank strap (3). Tighten nut (4) to 54 N.m (40 ft. lbs.).


3. If necessary, connect the DEF supply line (3) to DEF pump (2).
4. If necessary, connect the DEF pump wire harness connector (3).
5. Position the DEF Tank onto transmission jack and raise tank part way into place.

6. Connect the DEF dosing control unit wire harness connector (2).
Fig. 76: Diesel Exhaust Fluid Tank & Bolts

7. Raise the DEF tank (2) into place.

8. Install the left side DEF tank mounting bolts (1) and tighten to 46 N.m (34 ft. lbs.).
Fig. 77: Right Side Diesel Exhaust Fluid Tank Mounting Bolts

9. Install the right side DEF tank mounting bolts (1) and tighten to 46 N.m (34 ft. lbs.).
10. Remove the transmission jack.
Fig. 78: Diesel Exhaust Fluid Pump Cover & Bolts

11. If removed, install the DEF pump cover. Tighten bolts (1) to 14 N.m (124 in. lbs.).

Fig. 79: Diesel Exhaust Fluid Fill Tube Vent Line, Tube & Tank
12. Connect the DEF fill tube (2) to DEF tank (3).
13. Connect the DEF fill tube vent line (1) to fluid limit vent valve.
15. Fill the DEF tank with clean fresh fluid.
TUBE, DIESEL EXHAUST FLUID TANK FILL
REMOVAL
REMOVAL
1. The Diesel Exhaust Fluid (DEF) filler tube is incorporated with the diesel fuel fill tube and is serviced as
an assembly. For removal, refer to TUBE, FUEL TANK FILLER, REMOVAL .
INSTALLATION
INSTALLATION
1. The Diesel Exhaust Fluid (DEF) filler tube is incorporated with the diesel fuel fill tube and is serviced as
an assembly. For Installation, refer to TUBE, FUEL TANK FILLER, INSTALLATION .
UNIT, DIESEL EXHAUST FLUID DOSING CONTROL

DESCRIPTION
DESCRIPTION
The Diesel Exhaust Fluid (DEF) Dosing Control Unit controls the function of the Urea's "wet system" (heaters,
pump, and injector). The DEF Dosing Control Unit receives a signal from the Powertrain Control Module
(PCM) on when to inject. The DEF Dosing Control Unit is mounted on the DEF tank.
OPERATION
OPERATION
The Diesel Exhaust Fluid (DEF) Dosing Control Unit is used to control the operation and monitoring of the
Diesel Exhaust Fluid system. The DEF Dosing Control Unit shares information with the Powertrain Control
Module (PCM) over the J1939 Data Link.
REMOVAL
REMOVAL

2. Remove the Diesel Exhaust Fluid (DEF) tank (3). Refer to TANK, DIESEL EXHAUST FLUID,
REMOVAL.
3. Disconnect the body side DEF dosing control unit wire harness connector (2).

4. Disconnect the DEF pump wire harness connector (1).
Fig. 81: Diesel Exhaust Fluid Dosing Control Unit, Tank & Bolt
5. Remove bolt (2) and the DEF dosing control unit (1) from tank (3).
INSTALLATION
INSTALLATION

Fig. 82: Diesel Exhaust Fluid Dosing Control Unit, Tank & Bolt
1. Install the Diesel Exhaust Fluid (DEF) dosing control unit. Tighten bolt (1) to 12 N.m (106 in. lbs.).

2. Connect the DEF pump wire harness connector (1).

3. Connect the body side DEF dosing control unit harness connector (2).
4. Install the DEF tank (3). Refer to TANK, DIESEL EXHAUST FLUID, INSTALLATION.
EVAPORATIVE EMISSIONS, 6.7L DIESEL

SPECIFICATIONS
DIESEL EVAP SYSTEM TORQUE SPECIFICATIONS

Breather Cover Bolts 10 89 -
Crankcase Pressure Sensor Bolt 3 27 -
Engine Cover Bolts 10 89 -
SENSOR, CRANKCASE PRESSURE
DESCRIPTION
DESCRIPTION
Fig. 84: Locating Crankcase Pressure Sensor

The Crankcase Pressure Sensor 1 (5) is mounted on the left side of cylinder head cover (4).

Fig. 85: Crankcase Pressure Sensor Wire Harness Connector & Clamp
The Crankcase Pressure Sensor 2 (1) is mounted on the right side of cylinder head cover.
OPERATION
OPERATION

The Crankcase Pressure (CP) Sensor (5) is mounted on the valve cover (4). The CP sensor monitors crankcase
pressure that builds up as the result of combustion gas blow-by. The Powertrain Control Module (PCM) uses

data from the CP sensor to determine the condition of the crankcase breather (ventilation) filter. The PCM can
also determine if a crankcase breather (ventilation) filter is present.
REMOVAL
CRANKCASE PRESSURE SENSOR 1
Fig. 87: Engine Cover, Bolts & Oil Dipstick


2. Remove the engine oil dipstick (2).
3. Remove bolts (1) and the engine cover (3).


4. Disconnect the Crankcase Pressure Sensor wire harness connector (7).

5. Remove bolt (6) and the Crankcase Pressure Sensor (5) from valve cover (4).



4. Disconnect the Crankcase Pressure Sensor wire harness connector (1).
Fig. 91: Crankcase Pressure Sensor & Bolt

5. Remove bolt (2) and the Crankcase Pressure Sensor (1).
INSTALLATION


1. Check condition of sensor O-ring.

2. Install the Crankcase Pressure Sensor (5) into valve cover (4). Tighten bolt (6) to 3 N.m (27 in. lbs.).
3. Connect the Crankcase Pressure Sensor wire harness connector (7).

4. Install the engine cover (3). Tighten bolts (1) to 10 N.m (89 in. lbs.).

5. Install the engine oil dipstick (2).

CRANKSHAFT POSITION SENSOR 2

1. Check the condition of O-ring seal (1) and replace if damaged.
Fig. 95: Crankcase Pressure Sensor & Bolt

2. Install the Crankshaft Position Sensor (1). Tighten bolt (2) to 3 N.m (27 in. lbs.).

3. Connect the Crankcase Pressure Sensor wire harness connector (1).

SYSTEM, CLOSED CRANKCASE VENTILATION (CCV)
DESCRIPTION

DESCRIPTION
Fig. 98: CCV System Components

The CCV system contains the following components:
Cylinder Head Cover Assembly (7)

Breather Element (2)
Breather Cover (1)
Crankcase Pressure Sensor (3)
Crankcase Differential Regulator (CDR) Valve; a part of the breather filter cover (1)
The cylinder head cover assembly (7) is made of a composite material. The cover has a recessed area for the
breather element and passages for oil draining from the breather element, back to the crankcase. The breather
element is serviced separately. The drain tubes have one-way check valves (4), (5) and (6) that prevent oil from
being forced up the tubes by excessive crankcase pressure. The external fittings to the breather tube and
breather drain tube are serviceable.

Fig. 99: CCV Valve

The closed crankcase ventilation valve is used to vent the crankcase gases back into the intake of engine. If the
crankcase ventilation filter becomes too restrictive, under high intake vacuum situations, the closed crankcase
ventilation prevents the engine from siphoning crankcase gases/oil from the crankcase of the engine. The closed
crankcase ventilation valve is located under the crankcase ventilation filter cover at the top of the engine.
OPERATION
OPERATION

Fig. 100: CCV System Components

The CCV system reroutes crankcase ventilation (blow-by) gases from the breather assembly back into the
engine intake airflow to be used for combustion. The crankcase ventilation system uses a coalescing filter (2)
which captures and filters crankcase blow-by gases and then returns oil directly to the sump.
Fig. 101: Identifying Breather Element & Hoses

The Closed Crankcase Ventilation System (CCV) consists of several parts to make it functional. One part is the
breather element (1). The breather element (1) is serviceable and prevents oil mist from entering the discharge
tube of the CCV system. The breather element (1) should be replaced at 67, 500 mile intervals.

Crankcase gasses travel into the breather cavity under the breather cover where they pass through a filtering
media (serviceable maintenance component) which separates the oil from the crankcase gasses. The oil drains
back into the engine block through two hoses (2) on the left side of the engine.
The crankcase gasses are directed through the Crankcase Depression Regulator (CDR) valve which allows the
system to maintain a constant positive pressure in the crankcase. The CDR valve is a non-serviceable
component located on the underside of the breather cover. Clean crankcase gasses flow from the CDR valve
into the fresh air side of the turbocharger compressor.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CLOSED CRANKCASE VENTILATION (CCV)
1. If troubleshooting high crankcase pressure, the following items can be causing the closed crankcase
ventilation valve to close during engine operation:
A restricted crankcase ventilation filter. Change the filter
A malfunctioning or incorrectly assembled closed crankcase ventilation valve. Check the valve
operation.
2. The closed crankcase ventilation valve should allow crankcases gases to flow when the engine is not
running and/or removed from the engine.
NOTE: Application of air can be applied either to the inlet or outlet of the closed
crankcase ventilation valve.
3. A small amount of air can be blown through the closed crankcase ventilation valve (less than 34 kPa [5
psi]) to check the closed crankcase ventilation valve.
4. If air does not go through the closed crankcase ventilation valve, replace the valve.
REMOVAL
REMOVAL



3. Remove fasteners (1, 4) and the engine cover (2).
4. Disconnect the crankcase pressure sensor wire harness connector (1).

5. Remove the breather hose (2) from the breather cover.

Fig. 104: CCV Cover & Bolts

CAUTION: The use of air tools is not recommended as damage to the

component may result.
6. Remove the oil fill cap, the bolts (1) and the breather cover (2).
Fig. 105: Breather Element & Cylinder Head Cover


7. Remove the breather element (1) from the cylinder head cover (2).
INSPECTION
INSPECTION
Fig. 106: Oil Filler Cap, O-Ring & Gaskets

1. Inspect the Close Crankcase Ventilation System (CCV) by ensuring the oil drain hoses are not kinked or
cracked.
2. Inspect the breather element sealing gasket (3) and surface area for gouges or cracks; this surface should
be smooth and free of abrasions.
INSTALLATION
INSTALLATION

Fig. 107: Cylinder Head Cover & Gasket

1. Clean the filter sealing surface on the cylinder head cover (2) with a clean shop towel.
2. Install a new gasket (1) onto the cylinder head cover (2).
Fig. 108: Bottom O-Rings & Breather Element

3. Apply clean engine oil to the two bottom O-ring (1) on the breather element (2) and install the new
breather element onto the cylinder head cover.

Fig. 109: Top O-Ring

4. Apply clean engine oil to the top O-ring (1) on the breather element (2).
Fig. 110: Breather Element & Cylinder Head Cover

5. Install the breather element (1) onto the cylinder head cover (2).

Fig. 111: CCV Cover & Bolts

CAUTION: The use of air tools is not recommended as damage to the

component may result.
6. Install the breather cover (2) and the oil fill cap. Tighten bolts (1) to 10 N.m (89 in. lbs.).
7. Install the breather hose (2) onto the breather cover.

8. Connect the crankcase pressure sensor wire harness connector (1).


EXHAUST GAS RECIRCULATION, 6.7L DIESEL

SPECIFICATIONS
6.7L EGR TORQUE SPECIFICATIONS

EGR Air Flow Control Valve 10 89 -
EGR Air Flow Control Valve Inlet
14 124 -
Hose Clamp
EGR Crossover Tube P-
10 89 -
Clamp/Support Bracket Bolt
EGR Crossover Tube Clamp 10 89 -
EGR Cooler Bypass Valve Bolt 24 - 18
EGR Cooler Bypass Valve-to-
43 - 32
Exhaust Manifold Nuts
EGR Cooler Bypass Valve Inside
10 89 -
Bracket Bolt
EGR Cooler Bypass Valve Lower
10 89 -
Heat Shield Bolt

EGR Cooler Bypass Valve Lower

10 89 -
Heat Shield Nut
EGR Cooler Bypass Valve Outside
24 - 18
Bracket Bolt
EGR Cooler Bypass Valve Upper
10 10 -
Head Shield Nut
EGR Temperature Sensor 18 159 -
EGR Valve Bolts 24 - 18
Engine Cover Bolts 10 89 -
SENSOR, EGR TEMPERATURE
DESCRIPTION
DESCRIPTION
Fig. 114: EGR Temperature Sensor

The EGR Temperature Sensor (1) is located on the EGR crossover tube (6) near the EGR valve.
OPERATION
OPERATION


The EGR temperature sensor is a negative temperature coefficient thermistor used to measure the temperature
of the EGR gas flow after it exits the EGR cooler.
The Powertrain Control Module (PCM) supplies 5 volts to the EGR temperature signal circuit. To determine the
temperature of the EGR gas flow, the PCM monitors the change in voltage caused by changes in the resistance
of the sensor. The PCM uses the exhaust gas recirculation temperature value for the engine protection system,
and also for engine emissions control.
REMOVAL
REMOVAL


1. Disconnect and isolate both negative battery cables.


4. Disconnect EGR Temperature Sensor (1) harness connector (2).

5. Remove EGR Temperature Sensor (1) from EGR tube (6).
INSTALLATION
INSTALLATION

1. Clean EGR crossover tube at sensor mounting point.

2. Check condition of the sensors metal gasket and replace if necessary.
3. Install EGR temperature sensor (1) to EGR tube (6). Tighten to 18 N.m (159 in. lbs.).
4. Connect EGR temperature sensor (1) harness connector (2).


SYSTEM, EXHAUST GAS RECIRCULATION (EGR)
OPERATION
OPERATION

Fig. 120: EGR System Components

The EGR (Exhaust Gas Recirculation) system is designed to reduce NOx in the exhaust system by reducing
combustion temperatures. This is done by introducing inert gas (exhaust) into the combustion process. The
intake air charge is diluted by a precisely metered amount of exhaust gas for the operating mode. For example at
idle and part throttle, more EGR is introduced than at high-speed cruise conditions. A cooler (2) reduces the
temperature of the exhaust gas before it is combined with the intake air, which increases the ability of the
existing volume of inert gas to reduce NOx. The EGR cooler is cooled by the engine coolant.
The EGR system contains the following components:
EGR Cooler (2)

EGR Valve Assembly (5)
EGR Valve Crossover Tube (4)
EGR Temperature Sensor (7)
EGR Valve (6)
EGR Air Flow Control Valve (8)

Fig. 121: EGR System Flow And Layout

EGR is active at low load and speed ranges. Control of EGR flow is based on engine load and engine speed.
The ECM (Engine Control Module) gathers information from engine input sensors, and after evaluating the
input signals, uses a stored performance map to operate the EGR Valve Actuator (2) and EGR Airflow Throttle
Control Valve (3). The calculation allows for a precise EGR flow rate.
The EGR Valve Assembly (1) is located at the left front of the engine, in the upper corner of the intake
manifold. The EGR valve has two poppet valves connected by a valve shaft. Cooled exhaust gases flow from
the EGR cooler to the center of the valve. When the valves open, exhaust gasses flow into the intake air stream
from both the top and the bottom of the passage.
The EGR valve motor (actuator) (2) is a three-phase, brushless DC motor controlled by the ECM. The motor
assembly also contains three Hall-effect sensors that detect EGR valve position.
TUBE, EXHAUST GAS RECIRCULATION (EGR), CROSSOVER
REMOVAL
REMOVAL


1. Disconnect and isolate both negative battery cables at batteries.

Fig. 123: EGR Crossover Tube

4. Loosen and remove two clamps (1 and 3) at ends of EGR Crossover Tube (2).
5. Disconnect the EGR temperature sensor harness connector (4).
6. Remove clamp mounting bolt (5) at center bottom of EGR crossover tube.


8. Remove and discard gaskets at each end of tube (2).
INSTALLATION
INSTALLATION

1. Clean each end of EGR crossover tube and its connection points of any old gasket material.
2. Install new gaskets to each end of the EGR crossover tube (2).
3. Position EGR crossover tube (2) to engine.
4. Install bolt (5) finger tight at center bottom of EGR crossover tube.
5. First, tighten EGR tube clamp (1) to 10 N.m (89 in. lbs.) then tighten clamp (3) to 10 N.m (89 in. lbs.).
6. Tighten bolt (5) to 10 N.m (89 in. lbs.).
7. Connect the EGR temperature sensor harness connector (4).


8. Install the engine cover (2) and fasteners (1, 4).

VALVE, EXHAUST GAS RECIRCULATION (EGR), 6.7L DIESEL
REMOVAL
REMOVAL



Fig. 127: EGR Valve & Wire Harness Connector

4. Disconnect the EGR valve wire harness connector (1).


5. Loosen clamp (1), remove clamp (3) at EGR valve.

6. Remove bolt (5) at center bottom of EGR crossover tube.
Fig. 129: EGR Valve Assembly & Bolts

7. Remove bolts (1) and the EGR valve assembly (2).

Fig. 130: EGR Valve Gaskets

8. Remove crossover tube gasket (1) and clean EGR valve. Also clean end of EGR tube of any old gasket
material.
9. Remove two gaskets on bottom EGR valve (4). Clean bottom of EGR valve and top of its intake
connection point of any old gasket material.
CLEANING
CLEANING


1. Remove EGR valve. Refer to VALVE, EXHAUST GAS RECIRCULATION (EGR), 6.7L DIESEL,
REMOVAL.
2. Remove the four screws (4) from EGR valve motor (3).

Fig. 132: Exploded View Of EGR Valve

NOTE: The original EGR valve motor and its shim must be reinstalled onto the
original EGR valve housing.
3. Remove the valve motor (6) and shim (5) from EGR valve housing (1). Motor (6) and shim (5) must be
kept for reassembly.

Fig. 133: EGR Valve Spring Retainer & Keepers

4. Use two fingers to press down on valve spring retainer (3) to unlock two valve keepers (2). If valve
keepers will not release using finger pressure, locate a 5/8" deep socket to the spring retainer (3). Gently
tap on the socket with a small hammer to release keepers, then use two fingers and press for keeper
removal.


5. Remove the valve spring retainer (3) and valve spring (2).

Fig. 135: Pressing On Valve Stem

6. Lightly press on valve stem (1) about 3/8" to force valve faces from valve seats.
7. Using a small steel wire bristled brush, brush away loose soot from EGR valve housing.
Fig. 136: EGR Valve Shaft Assembly

8. The EGR valve shaft assembly (1) is comprised of two poppets (2), two seats (3), and a lower soot guard
(4). An upper soot guard (5) is pressed into the housing.
9. Using the same steel wire bristle brush, clean the soot from both poppets (2) and both seats (3); Ensure
there is metal to metal contact between both poppet/seats interfaces so that the valve is fully closed.

10. Using the same steel wire bristle brush bend to a 45 degree angle or 90 degree angle, clean the soot
between the lower soot guard (4) and the upper soot guard (5) interface while rotating the shaft.
11. Completely submerge valve housing using a mixture of hot tap water and MOPAR® EGR System
Cleaner (ESC). Mix cleaning solution 1 part ESC and 4 parts water. Allow the valve to soak in the
cleaning solution for 1 hour, and occasionally agitating the shaft or moving it up and down through its
full stroke.
12. Remove the valve assembly from cleaning solution. Completely remove remaining soot from shaft
assembly (1), poppets (2), seats (3), and between the lower soot guard (4) and upper soot guard (5) using
the wire bristle brushes.
13. Dispose of cleaning solution per local governmental regulations.
14. Rinse EGR valve housing in hot tap water until all cleaning solution is rinsed clean. Using shop air, blow
dry the EGR valve completely.

15. Assemble valve spring (2) and retainer (3) to housing.

Fig. 138: EGR Valve Spring Retainer & Keepers

16. Position valve keepers (2). Press down on retainer (3) until groves on valve keepers lock into valve stem
(1).


17. Install original shim (5) and original motor (6) to housing. Motor is not indexed. Rotate motor until its
electrical connector is pointed towards front of vehicle. Install four mounting screws (7).
18. Install EGR valve. Refer to VALVE, EXHAUST GAS RECIRCULATION (EGR), 6.7L DIESEL,
INSTALLATION.
INSTALLATION
INSTALLATION


1. Install a new EGR crossover tube gasket (1).

2. Install a new gasket (4) to bottom of EGR valve (2).
Fig. 141: EGR Valve Assembly & Bolts


3. Position EGR valve assembly (2) and install the four EGR valve mounting bolts (1) finger tight.

4. Install clamps (3) at end of EGR crossover tube (2).

5. Install bolt (5) at center bottom of EGR crossover tube finger tight.
6. First tighten clamp (3) to 10 N.m. (89 in. lbs.) then tighten clamp (1) to 10 N.m. (89 in. lbs.).
7. Tighten bolt (5) to 10 N.m (89 in. lbs.).
Fig. 143: Installing EGR Valve


8. Tighten the four EGR valve mounting bolts (1) in a cross-cross fashion to 24 N.m (18 ft. lbs.).
Fig. 144: EGR Valve & Wire Harness Connector

9. Connect the EGR valve wire harness connector (1).


VALVE, EXHAUST GAS RECIRCULATION (EGR) AIRFLOW CONTROL
REMOVAL
REMOVAL



Fig. 147: Clamps, EGR Air Flow Control Valve Wire Harness Connector & CAC Hose
4. Remove clamps (1, 3) and the inlet hose (3).

5. Disconnect the EGR air flow control valve wire harness connector (2).
Fig. 148: EGR Air Flow Control Valve, Gasket & Bolts
6. Remove four mounting bolts (4, 6) and the EGR air flow control valve (5).

7. Remove gasket (3) and discard.
INSTALLATION
INSTALLATION
Fig. 149: EGR Air Flow Control Valve, Gasket & Bolts
1. Clean the mating surfaces at the top of EGR air flow control valve (5) and the bottom of air intake
connection (2).
2. Using a new gasket (3) install the EGR air flow control valve (5). Tighten bolts (4 and 6) to 10 N.m (89
in. lbs.).

Fig. 150: Clamps, EGR Air Flow Control Valve Wire Harness Connector & CAC Hose
3. Connect the EGR air flow control valve wire harness connector (2).
4. Install the EGR air flow control valve inlet hose (3). Tighten clamps (1) to 14 N.m (124 in. lbs.).

5. Install the engine cover (3).

6. Install the engine oil dipstick (2). Tighten bolts (1) to 10 N.m (89 in. lbs.).

VALVE, EXHAUST GAS RECIRCULATION (EGR) COOLER BYPASS
REMOVAL
REMOVAL



4. Disconnect the EGR temperature sensor harness connector (4).

5. Loosen and remove two clamps (1 and 3) at ends of EGR crossover tube (2).
6. Remove clamp mounting bolt (5) at center bottom of EGR crossover tube.
8. Remove and discard gaskets at each end of tube (2).
Fig. 154: EGR Cooler Exploded View

9. Remove nuts (7) and remove upper heat shield (6).

10. Remove bolts (10), nut (8) and remove lower heat shield (9).
11. Remove bolts (5) and (14).
12. Separate the bypass valve (4) from exhaust transfer connection (15) and discard gasket (3).

Fig. 155: EGR Bypass Valve Harness Connector & Exhaust Pressure Sensor Wire Harness
Connector
13. Disconnect the exhaust pressure sensor wire harness connector (2).
14. Disconnect EGR bypass valve harness connector (1).
Fig. 156: Outside Bracket Mounting Bolt

15. Remove the outside bracket mounting bolts (2).

Fig. 157: EGR Bypass Valve Mounting

16. Remove the inside bracket mounting bolts.
Fig. 158: EGR Cooler Bypass Valve Assembly

17. Remove EGR cooler bypass valve assembly (1).
INSTALLATION
INSTALLATION


1. Clean gasket mating surfaces on castings (4) and (15).

2. Position EGR cooler bypass valve assembly (15) to EGR cooler (1).
3. Position new gasket (3) between exhaust transfer connection castings (4) and bypass valve (15).
4. Install bolts (5) and (14). Do not tighten bolts at this time.
Fig. 160: EGR Bypass Valve Mounting

5. Install the inside bracket bolts (1). Tighten bolts (1) to 10 N.m (89 in. lbs.).
Fig. 161: Outside Bracket Mounting Bolt

6. Install the outside bracket bolts (2). Tighten bolts (2) to 24 N.m (18 ft. lbs.).
Fig. 162: EGR Bypass Valve Harness Connector & Exhaust Pressure Sensor Wire Harness
Connector

7. Connect EGR bypass valve harness connector (1).

8. Connect the exhaust pressure sensor wire harness connector (2).

9. Tighten bolts (5) and (14) to 24 N.m (18 ft. lbs.).

10. Install lower heat shield (9), bolts (10), and nut (8). Tighten nut/bolts to 10 N.m (89 in. lbs.).
11. Install upper heat shield (6) and nuts (7). Tighten nuts to 10 N.m (89 in. lbs.).


12. Clean each end of EGR crossover tube and its connection points of any old gasket material.
13. Install new gaskets to each end of the EGR crossover tube (2).
14. Position EGR crossover tube (2) to engine.
15. Install bolt (5) finger tight at center bottom of the EGR crossover tube.
16. First, tighten EGR tube clamp (1) to 10 N.m (89 in. lbs.) then tighten clamp (3) to 10 N.m (89 in. lbs.).
17. Tighten EGR crossover tube bolt (5) to 10 N.m (89 in. lbs.).
18. Connect the EGR temperature sensor harness connector (4).


21. Connect and both negative battery cables.
ON-BOARD DIAGNOSTICS
DESCRIPTION
DESCRIPTION
Acronym Description
ACC Adaptive Cruise Control
AHBM Automatic High Beam Module
AHLM Automatic Headlamp Leveling Module
AGS Active Grill Shutter
AMP Amplifier
ASBM Auxiliary Switch Bank Module
APPS Accelerator Pedal Position Sensor
AAT Ambient Air Temperature
ABS Anti-Lock Brake System
ASBS Auto Sway Bar System
ASCM Air Suspension Control Module
ASD Auto Shut Down
BARO Barometric
BCM Body Control Module
CGW Central Gateway
CKP Crankshaft Position Sensor
CMP Camshaft Position Sensor
CMTC Compass/Mini-Trip Computer
COM Compass Module
CRVMM Combined Rear View Mirror Module
CSWM Comfort Seat Wheel Module
CTM Convergence Telematics Module
DCHA Diesel Cabin Heater Assist
DDM Drivers Door Module
DLC Data Link Connector
DSBM Drivers Switch Bank Module
DTC Diagnostic Trouble Code
DTCM Drivetrain Control Module
EATX Electronic Automatic Transaxle
ECT Engine Coolant Temperature

ECM Engine Control Module

ECMM EC Mirror/AHBM
EDM External Disk Module
EGR Exhaust Gas Recirculation
EPB Electronic Park Brake
ETC Electronic Throttle Control
EPS Electronic Power Steering
ESL Electronic Steering Lock
ESM Electronic Shift Module
ETM Radio
ETM Entertainment Telematic Module (2014 BF Only)
FFCM Forward Facing Camera Module
FCTP CTP Chrysler Telematic Module
GEN Generator
GPEC Global Powertrain Engine Controller
FCM Front Control Module
FDCM Final Drive Control Module
FOBIK Key Fob
FSM Folding Seat Module
GPM Glow Plug Module
HID High Intensity Discharge
HSW Heated Steering Wheel
HVAC Heating, Ventilation and Cooling
IAT Intake/Inlet Air Temperature
IAC Idle Air Control
IBS Intelligent Battery Sensor
ICS Integrated Center Stack
IGNM Ignition Node Module
IOD Ignition Off-Draw
IPC Instrument Panel Cluster
IPM Integrated Power Module
ITM Intrusion Theft Module
JTEC Jeep Truck Engine Controller
KS Knock Sensor
KIN Keyless Ignition Node
LBSS Left Blind Spot Sensor
LDP Leak Detection Pump
LRSM Light Rain Sensor Module
MAP Manifold Air Pressure
MDS Multi Displacement System
MGU Motor Generating Unit

Mechanical Instrument Cluster

MIL Malfunction Indicator Lamp
MSM Memory Seat Module
MTV Manifold Tuning Valve
NGC Next Generation Controller
NVLD Natural Vacuum Leak Detection
O2S Oxygen Sensor
OCM Occupant Classification Module
OBD On Board Diagnostic
ORC Occupant Restraint Controller
PAM Parking Assist Module
PDC Power Distribution Center
PCI Programmable Communication Interface
PCM Powertrain Control Module
PCV Positive Crankcase Ventilation
PDM Passenger Door Module
PEP Peripheral Expansion Port
PLGM Power Liftgate Module
PMU Power Module Unit
RBSS Right Blind Spot Sensor
RFHM Radio Frequency Hub Module
RRM Radio Receiver Module
RVCM Rear Camera
SBEC Single Board Engine Controller
SCM Steering Control Module
S/C Speed Control
SDAR Satellite Digital Audio receiver
SKIM Sentry Key Immobilizer Module
SKREEM Sentry Key Remote Entry Module
SOL Solenoid
SRV Short Runner Valve
SWS Steering Wheel Switch
TCM Transmission Control Module
TCC Torque Converter Clutch
TIP Throttle Inlet Pressure
TIPM Totally Integrated Power Module
TP Throttle Position
TPMS Tire Pressure Monitor System
TRS Transmission Range Sensor
TSBM Terrain Switch Bank Module
UAM Ultrasonic & Anti-Tilt Module

Universal Garage Door Opener

VSM Voltage Stability Module
VSM2 Voltage Stability Module 2
VSS Vehicle Speed Sensor/Signal
WCPM Wireless Charging Pad Module
WCU Wiper
WWSM Windshield Wiper Smart Motor
WIN Wireless Ignition Node
OPERATION
OPERATION
The following procedure has been established to assist technicians in the field with enabling and running OBD
II Monitors. The order listed in the following procedure is intended to allow the technician to effectively
complete each monitor and to set the CARB Readiness Status in the least time possible.
NOTE: Once the monitor run process has begun, do not turn off the ignition. By
turning the ignition key off, monitor enabling conditions will be lost. EVAP
Monitor runs after key off. By performing a Battery Disconnect, or Selecting
Erase DTCs, the CARB Readiness and all additional OBD II information will be
cleared.
MONITOR PRELIMINARY CHECKS:
1. Plug a scan tool into the vehicle's Data Link Connector (DLC).
2. Turn the ignition, KEY ON - ENGINE OFF. Watch for the MIL lamp illumination during the bulb check.
MIL lamp must illuminate, if not, repair MIL lamp.
3. Using a scan tool check for Powertrain related DTCs.
Verify that No Emissions Related DTCs are Present. If an Emissions DTC is Present, the OBD II
Monitors may not run and the CARB Readiness will not update.
The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors
will need to be run and completed to set the CARB Readiness Status.
Using the scan tool check the CARB Readiness Status.
Do all the CARB Readiness Status Locations read YES?
YES - all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
NO - then the following procedure needs to be followed to run/complete all available monitors.
NOTE: Only the monitors, which are not YES in the CARB Readiness Status, need to be
completed. Specific criteria need to be met for each monitor. The most efficient

order to run the monitors has been outlined below, including suggestions to aid
the process.
EVAPORATIVE EMISSION SYSTEM LEAK DETECTION WITH PURGE MONITOR
This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine
running. The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this
test the fuel level must be between 15-85% full. Criteria for EVAP monitor:
Engine off time greater than one hour.

Fuel Level between 15% and 85%.
Start Up ECT and IAT within 10°C (18°F).
Vehicle started and run until Purge Monitor reports a result.
NOTE: If the vehicle does not report a result and the conditions where correct. It may
take up to two weeks to fail the small leak monitor. DO NOT use this test to
attempt to determine a fault. Use the appropriate service information procedure
for finding a small leak. If there are no faults and the conditions are correct this
test will run and report a pass. Note the Small leak test can find leaks less than
10 thousands of an inch. If a small leak is present it takes approximately one
week of normal driving to report a failure.
CATALYST/O2 MONITOR
The Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles will need
to be driven at highway speed (less than 50 mph) (73km/h) for a few minutes. Some vehicles run the monitor at
idle in drive. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the
monitor running criteria.
Engine RPM between 1200 to 3000.

Engine temperature greater than 70°C (158°F)
Engine run time greater than 92 seconds
MAP between 10 - 20 kPa (7.5 - 15 Hg)
Vehicle speed between 20 - 70 mph (29-103 km/h)
EGR MONITOR
After the vehicle has reached the below conditions and during a throttle decel the EGR monitor will run.
Engine RPM between 1375 - 2500

Engine temperature greater than 70°C (158°F)
Engine run time greater than 125 seconds
Vehicle speed between 25 - 70 mph (37-103 km/h)

O2 SENSOR HEATER MONITOR
This monitor is now continuously running once the heaters are energized. Pass information will be processed at
power down.
MIS-FIRE MONITOR
The Misfire Monitor is a continuous two-trip monitor. The monitor uses two different tests/counters:
NOTE: The Adaptive Numerator must be learned before the PCM will run the Mis-Fire
Monitor. The PCM updates the Adaptive Numerator at every key-ON, and is
relearned after battery disconnect. The Misfire Monitor will not run until the
Adaptive Numerator has updated since the last battery disconnect. If the
Adaptive Numerator is equal to the default value then the PCM knows that the
Adaptive Numerator has not been learned and does not permit the Misfire
Monitor to run. If the Adaptive Numerator exceeds a calibrated percentage, the
PCM sets a DTC for CKP NOT LEARNED and illuminates the MIL.
200 Revolution Counter - Looks for misfire that can cause immediate catalyst damage.
1000 Revolution Counter - Looks for misfire that can cause emissions to increase 1.5 times the Federal
Test Procedure (FTP) standards. This test must also identify misfire percentages that might cause a
"durability demonstration vehicle" to fail an Inspection and Maintenance Program tailpipe emissions test.
TASK MANAGER
DESCRIPTION
DESCRIPTION
The PCM is responsible for efficiently coordinating the operation of all the emissions-related components. The
PCM is also responsible for determining if the diagnostic systems are operating properly. The software designed
to carry out these responsibilities is call the "Task Manager".
OPERATION
OPERATION
The Task Manager determines when tests happen and when functions occur. Many of the diagnostic steps
required by OBD II must be performed under specific operating conditions. The Task Manager software
organizes and prioritizes the diagnostic procedures. The job of the Task Manager is to determine if conditions
are appropriate for tests to be run, monitor the parameters for a trip for each test, and record the results of the
test. Following are the responsibilities of the Task Manager software:
Test Sequence
MIL Illumination
Diagnostic Trouble Codes (DTCs)

Trip Indicator
Freeze Frame Data Storage
Similar Conditions Window
PENDING
Under some situations the Task Manager will not run a monitor if the MIL is illuminated and a fault is stored
from another monitor. In these situations, the Task Manager postpones monitors pending resolution of the
original fault. The Task Manager does not run the test until the problem is remedied.
For example, when the MIL is illuminated for an Oxygen Sensor fault, the Task Manager does not run the
Catalyst Monitor until the Oxygen Sensor fault is remedied. Since the Catalyst Monitor is based on signals from
the Oxygen Sensor, running the test would produce inaccurate results.
CONFLICT
There are situations when the Task Manager does not run a test if another monitor is in progress. In these
situations, the effects of another monitor running could result in an erroneous failure. If this conflict is present,
the monitor is not run until the conflicting condition passes. Most likely the monitor will run later after the
conflicting monitor has passed.
For example, if the Fuel System Monitor is in progress, the Task Manager does not run the catalyst Monitor.
Since both tests monitor changes in air/fuel ratio and adaptive fuel compensation, the monitors will conflict
with each other.
SUSPEND
Occasionally the Task Manager may not allow a two trip fault to mature. The Task Manager will suspend the
maturing of a fault if a condition exists that may induce an erroneous failure. This prevents illuminating the
MIL for the wrong fault and allows more precise diagnosis.
For example, if the PCM is storing a one trip fault for the Oxygen Sensor and the catalyst monitor, the Task
Manager may still run the catalyst Monitor but will suspend the results until the Oxygen Sensor Monitor either
passes or fails. At that point the Task Manager can determine if the catalyst system is actually failing or if an
Oxygen Sensor is failing.
TEST SEQUENCE
In many instances, emissions systems must fail diagnostic tests more than once before the PCM illuminates the
MIL. These tests are known as 'two trip monitors.' Other tests that turn the MIL lamp on after a single failure
are known as 'one trip monitors.' A trip is defined as 'start the vehicle and operate it to meet the criteria
necessary to run the given monitor.'
Many of the diagnostic tests must be performed under certain operating conditions. However, there are times
when tests cannot be run because another test is in progress (conflict), another test has failed (pending) or the
Task Manager has set a fault that may cause a failure of the test (suspend).

MIL ILLUMINATION
The PCM Task Manager carries out the illumination of the MIL. The Task Manager triggers MIL illumination
upon test failure, depending on monitor failure criteria.
The Task Manager Screen shows both a Requested MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a good trip, the Requested MIL state changes to OFF. However, the
MIL remains illuminated until the next key cycle. (On some vehicles, the MIL will actually turn OFF during the
third good trip) During the key cycle for the third good trip, the Requested MIL state is OFF, while the Actual
MIL state is ON. After the next key cycle, the MIL is not illuminated and both MIL states read OFF.
DIAGNOSTIC TROUBLE CODES (DTCS)
With OBD II, different DTC faults have different priorities according to regulations. As a result, the priorities
determine MIL illumination and DTC erasure. DTCs are entered according to individual priority. DTCs with a
higher priority overwrite lower priority DTCs.
Priorities
Priority 1 One-Trip Failure of Non-Fuel or Non-Mis-Fire Fault (e.g., Cat Mon Failure)
Priority 3 Matured Fault (either One-Trip or Two-Trip) Non-Fuel AND Non-Mis-Fire
Priority 4 One-Trip Failure of Fuel System or Mis-Fire Fault
Priority 6 Matured Fault for Fuel System or Mis-Fire (either One-Trip or Two-Trip)
Non-emissions related failures have no priority. One trip failures of two trip faults have low priority. Two trip
failures or matured faults have higher priority. One and two trip failures of fuel system and misfire monitor take
precedence over non-fuel system and non-misfire failures.
DTC SELF ERASURE
With one trip components or systems, the MIL is illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure in two consecutive trips for MIL illumination. Upon failure
of the first test, the Task Manager enters a maturing code. If the component fails the test for a second time the
code matures and a DTC is set.
After three good trips the MIL is extinguished and the Task Manager automatically switches the trip counter to
a warm-up cycle counter. DTCs are automatically erased following 40 warm-up cycles if the component does
not fail again.
For misfire and fuel system monitors, the component must pass the test under a Similar Conditions Window in
order to record a good trip. A Similar Conditions Window is when engine RPM is within ±375 RPM and load is
within ±20% of when the fault occurred.
NOTE: It is important to understand that a component does not have to fail under a
similar window of operation to mature. It must pass the test under a Similar

Conditions Window when it failed to record a Good Trip for DTC erasure for
misfire and fuel system monitors.
DTCs can be erased anytime with a scan tool. Erasing the DTC with the scan tool erases all OBD II
information. The scan tool automatically displays a warning that erasing the DTC will also erase all OBD II
monitor data. This includes all counter information for warm-up cycles, trips and Freeze Frame.
TRIP INDICATOR
The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set of vehicle
operating conditions that must be met for a specific monitor to run. All trips begin with a key cycle.
Good Trip
The Good Trip counters are as follows:
Global Good Trip

Fuel System Good Trip
Misfire Good Trip
Alternate Good Trip (appears as a Global Good Trip on scan tool)
Comprehensive Components
Major Monitor
Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sensor and Catalyst efficiency monitors must have run and
passed, and 2 minutes of engine run time.
Fuel System Good Trip
To count a good trip (three required) and turn off the MIL, the following conditions must occur:
Engine in closed loop

Operating in Similar Conditions Window
Short Term multiplied by Long Term less than threshold
Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will count a good trip (three required) and turn off the MIL.
Misfire Good Trip
If the following conditions are met the PCM will count one good trip (three required) in order to turn off the

MIL:
Operating in Similar Condition Window

1000 engine revolutions with no misfire
Alternate Good Trip
Alternate Good Trips are used in place of Global Good Trips for Comprehensive Components and Major
Monitors. If the Task Manager cannot run a Global Good Trip because a component fault is stopping the
monitor from running, it will attempt to count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip for Comprehensive components when the following
conditions are met:
Two minutes of engine run time, idle or driving

No other faults occur
The Task Manager counts an Alternate Good Trip for a Major Monitor when the monitor runs and passes. Only
the Major Monitor that failed needs to pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good Trip Counter, the PCM automatically switches to a Warm-Up
Cycle Counter that can be viewed on the scan tool. Warm-Up Cycles are used to erase DTCs and Freeze
Frames. Forty Warm-Up cycles must occur in order for the PCM to self-erase a DTC and Freeze Frame. A
Warm-Up Cycle is defined as follows:
Engine coolant temperature must start below and rise above 160° F (71° C)
Engine coolant temperature must rise by 40° F (4.5° C)
No further faults occur
FREEZE FRAME DATA STORAGE
Once a failure occurs, the Task Manager records several engine operating conditions and stores it in a Freeze
Frame. The Freeze Frame is considered one frame of information taken by an on-board data recorder. When a
fault occurs, the PCM stores the input data from various sensors so that technicians can determine under what
vehicle operating conditions the failure occurred.
The data stored in Freeze Frame is usually recorded when a system fails the first time for two trip faults. Freeze
Frame data will only be overwritten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the scan tool, or by disconnecting the battery,
also clears all Freeze Frame data.
SIMILAR CONDITIONS WINDOW

The Similar Conditions Window displays information about engine operation during a monitor. Absolute MAP
(engine load) and Engine RPM are stored in this window when a failure occurs. There are two different Similar
conditions Windows: Fuel System and Misfire.
FUEL SYSTEM
Fuel System Similar Conditions Window - An indicator that 'Absolute MAP When Fuel Sys Fail' and
'RPM When Fuel Sys Failed' are all in the same range when the failure occurred. Indicated by switching
from 'NO' to 'YES'.
Absolute MAP When Fuel Sys Fail - The stored MAP reading at the time of failure. Informs the user at
what engine load the failure occurred.
Absolute MAP - A live reading of engine load to aid the user in accessing the Similar Conditions
Window.
RPM When Fuel Sys Fail - The stored RPM reading at the time of failure. Informs the user at what
engine RPM the failure occurred.
Engine RPM - A live reading of engine RPM to aid the user in accessing the Similar Conditions
Window.
Adaptive Memory Factor - The PCM utilizes both Short Term Compensation and Long Term Adaptive
to calculate the Adaptive Memory Factor for total fuel correction.
Upstream O2S Volts - A live reading of the Oxygen Sensor to indicate its performance. For example,
stuck lean, stuck rich, etc.
SCW Time in Window (Similar Conditions Window Time in Window) - A timer used by the PCM
that indicates that, after all Similar Conditions have been met, if there has been enough good engine
running time in the SCW without failure detected. This timer is used to increment a Good Trip.
Fuel System Good Trip Counter - A Trip Counter used to turn OFF the MIL for Fuel System DTCs. To
increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive
Memory Factor must be less than calibrated threshold and the Adaptive Memory Factor must stay below
that threshold for a calibrated amount of time.
Test Done This Trip - Indicates that the monitor has already been run and completed during the current
trip.
MISFIRE
Same Misfire Warm-Up State - Indicates if the misfire occurred when the engine was warmed up
(above 160° F).
In Similar Misfire Window - An indicator that 'Absolute MAP When Misfire Occurred' and 'RPM When
Misfire Occurred' are all in the same range when the failure occurred. Indicated by switching from 'NO' to
'YES'.
Absolute MAP When Misfire Occurred - The stored MAP reading at the time of failure. Informs the
user at what engine load the failure occurred.
Absolute MAP - A live reading of engine load to aid the user in accessing the Similar Conditions
Window.
RPM When Misfire Occurred - The stored RPM reading at the time of failure. Informs the user at what
engine RPM the failure occurred.

Engine RPM - A live reading of engine RPM to aid the user in accessing the Similar Conditions
Window.
Adaptive Memory Factor - The PCM utilizes both Short Term Compensation and Long Term Adaptive
to calculate the Adaptive Memory Factor for total fuel correction.
200 Rev Counter - Counts 0-100 720 degree cycles.
SCW Cat 200 Rev Counter - Counts when in similar conditions.
SCW FTP 1000 Rev Counter - Counts 0-4 when in similar conditions.
Misfire Good Trip Counter - Counts up to three to turn OFF the MIL.

ENGINE PERFORMANCE Emissions Control - Ram Pickup

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ENGINE PERFORMANCE Emissions Control - Ram Pickup

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2014 RAM 3500 HD Laramie

2014 ENGINE PERFORMANCE Emissions Control - Ram Pickup

2014 ENGINE PERFORMANCE

Emissions Control - Ram Pickup

10189 - Wrench, DEF Module Lock Ring

Thursday, November 16, 2017 19:47:37

Fig. 1: EVAP Canister Type 1

Thursday, November 16, 2017 19:47:33 Page 2

1. Raise and support vehicle.

Fig. 2: EVAP Canister Type 2

1. Raise and support vehicle.

Thursday, November 16, 2017 19:47:33 Page 3

4. Disconnect vapor line (7) from ESIM switch.

Fig. 3: EVAP Canister Type 3

1. Raise and support vehicle.

Thursday, November 16, 2017 19:47:33 Page 4

Fig. 4: EVAP Canister Type 4

1. Raise and support vehicle.

Thursday, November 16, 2017 19:47:33 Page 5

Fig. 5: Clips, Heat Shield, Straps & Nuts

1. Raise and support vehicle.

Thursday, November 16, 2017 19:47:33 Page 6

Fig. 6: Vapor Line, Electrical Wiring Connector & ESIM Switch

7. Disconnect electrical wiring connector (3) from ESIM switch (2).

Fig. 7: Canister & Quick Connect Vapor Lines

Thursday, November 16, 2017 19:47:33 Page 7

Courtesy of CHRYSLER GROUP, LLC

9. Disconnect quick-connect vapor lines (2, 3) from canister (1).

Fig. 8: EVAP Canister Type 1

Thursday, November 16, 2017 19:47:33 Page 8

5. Connect electrical wiring connector to ESIM switch (3).

Fig. 9: EVAP Canister Type 2

Thursday, November 16, 2017 19:47:33 Page 9

Fig. 10: EVAP Canister Type 3

Thursday, November 16, 2017 19:47:33 Page 10

6. Connect electrical wiring connector to ESIM switch (3).

Fig. 11: EVAP Canister Type 4

Thursday, November 16, 2017 19:47:33 Page 11

6. Connect electrical wiring connector to ESIM switch (4).

Fig. 12: Canister & Quick Connect Vapor Lines

Thursday, November 16, 2017 19:47:33 Page 12

4. Connect vapor line (1) to ESIM switch.

Fig. 14: Clips, Heat Shield, Straps & Nuts

Thursday, November 16, 2017 19:47:33 Page 13

Courtesy of CHRYSLER GROUP, LLC

CAP, FUEL FILLER

ONBOARD REFUEL VAPOR RECOVERY (ORVR)

Thursday, November 16, 2017 19:47:33 Page 14

SOLENOID, EVAPORATIVE EMISSIONS PURGE

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1. Connect vapor line quick-connect fitting (1) to solenoid.

SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR

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Fig. 17: View Of EVAP System

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Fig. 18: Exploded View Of ESIM

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Fig. 19: Cut Away View Of ESIM

1 - Large Check Valve

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Conditions for running the intrusive test are:

Thursday, November 16, 2017 19:47:33 Page 20

If servicing separately, refer to the following:

Fig. 20: ESIM Switch & Canister