1998 DODGE RAM 1500 Tire

WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (GROUND) CABLE, THEN WAIT TWO MINUTES
FOR THE SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
(1) Disconnect and isolate the battery negative
cable. Disconnect the seat belt switch pigtail wire
connector from the seat wire harness connector for
the seat belt switch on the inboard side of the driver
side front seat forward of the seat belt buckle-half
anchor. Check for continuity between the seat belt
switch sense circuit and the ground circuit cavities of
the seat belt switch pigtail wire connector. There
should be continuity with the seat belt buckled, and
no continuity with the seat belt unbuckled. If OK, go
to Step 2. If not OK, replace the faulty front seat belt
buckle-half assembly.
(2) Check for continuity between the ground cir-
cuit cavity in the seat wire harness connector for the
seat belt switch and a good ground. There should be
continuity. If OK, go to Step 3. If not OK, repair the
open ground circuit to ground (G301) as required.
(3) Remove the instrument cluster from the instru-
ment panel. Check for continuity between the seat
belt switch sense circuit cavity of the seat wire har-
ness connector for the seat belt switch and a good
ground. There should be no continuity. If OK, go to
Step 4. If not OK, repair the shorted seat belt switch
sense circuit between the seat belt switch and the
instrument cluster as required.
(4) Check for continuity between the seat belt
switch sense circuit cavities of the seat wire harness
connector for the seat belt switch and the instrument
panel wire harness connector (Connector C2) for the
instrument cluster. There should be continuity. If
OK, test and replace the faulty instrument cluster as
required. (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If not OK,
repair the open seat belt switch sense circuit between
the seat belt switch and the instrument cluster as
required.SEAT BELT TENSIONER
DESCRIPTION
Front outboard seating position seat belt tension-
ers supplement the driver and passenger airbags for
all versions of this model (Fig. 48). The seat belt ten-
sioner is integral to the front outboard seat belt and
retractor units, which are secured to the inner B-pil-
lar on the right and left sides of the vehicle. The
retractor is concealed beneath the molded plastic
inner B-pillar trim. The seat belt tensioner consists
primarily of a die cast aluminum tensioner housing
or chamber, a mechanical clutch unit, a tape-like
metal strip, a pair of cutters, a pyrotechnically acti-
vated gas generator, and a short pigtail wire. All of
these components are located on one side of the
retractor spool on the outside of the retractor hous-
ing. The seat belt tensioners are controlled by the
Airbag Control Module (ACM) and are connected to
the vehicle electrical system through a dedicated
take out of the body wire harness by a keyed and
latching molded plastic connector insulator to ensure
a secure connection.
The seat belt tensioners cannot be repaired and, if
faulty or damaged, the entire outboard front seat belt
and retractor unit must be replaced. If the front air-
bags have been deployed, the seat belt tensioners
have also been deployed. The seat belt tensioners are
not intended for reuse and must be replaced follow-
ing any front airbag deployment. A locked retractor
that will not allow the seat belt webbing to be
Fig. 48 Seat Belt Tensioner
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
7 - RETRACTOR LOCKING MECHANISM COVER
8O - 52 RESTRAINTSDR
SEAT BELT SWITCH (Continued)

retracted or extracted is a sure indication that the
seat belt tensioner has been deployed and requires
replacement. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/FRONT OUTBOARD SEAT BELT &
RETRACTOR - REMOVAL).
OPERATION
The seat belt tensioners are deployed by a signal
generated by the Airbag Control Module (ACM)
through the driver and passenger seat belt tensioner
line 1 and line 2 (or squib) circuits. When the ACM
sends the proper electrical signal to the tensioners,
the electrical energy generates enough heat to ini-
tiate a small pyrotechnic gas generator. The gas gen-
erator is installed at the top of the tensioner housing
which contains a long metal tape that is routed
through two chambers within the housing. Each end
of the tape is wound around the outer sleeve of a
mechanical clutch mechanism secured to one end of
the torsion bar upon which the retractor spool is
secured. As the gas expands, it is directed against
the metal tape within the two chambers of the hous-
ing causing the tape to unwind from the clutch
sleeve. As the clutch rotates it engages the torsion
bar, which drives the seat belt retractor spool causing
the slack to be removed from the seat belt.
Once a seat belt tensioning sequence has been
completed, the forward momentum of the occupant
results in deformation of the torsion bar. As the tor-
sion bar deforms it allows the seat belt webbing to
unwind from the retractor spool, which causes the
metal tape to be wound back onto the clutch sleeve
until it is pulled tight against two cutter blades
within the housing, which immediately cut the metal
tape.
Removing excess slack from the seat belt not only
keeps the occupant properly positioned for an airbag
deployment following a frontal impact of the vehicle,
but also helps to reduce injuries that the occupant
might experience in these situations as a result of a
harmful contact with the steering wheel, steering col-
umn, instrument panel and/or windshield. The tor-
sion bar is designed to deform in order to control the
loading being applied to the occupant by the seat belt
during a frontal impact, further reducing the poten-
tial for occupant injuries.
The ACM monitors the condition of the seat belt
tensioners through circuit resistance. The ACM will
illuminate the airbag indicator in the ElectroMe-
chanical Instrument Cluster (EMIC) and store a
Diagnostic Trouble Code (DTC) for any fault that is
detected. For proper diagnosis of the seat belt ten-
sioners, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
SEAT BELT TENSION
REDUCER
DESCRIPTION
A seat belt tension reducer is standard equipment
for the driver side front outboard seat belt on stan-
dard cab versions of this model (Fig. 49). The tension
reducer is integral to the driver side front outboard
seat belt and retractor unit, which is secured to the
inner B-pillar on the left side of the vehicle. The
retractor is concealed beneath the molded plastic
inner B-pillar trim. The seat belt tension reducer
consists primarily of a 12-volt Direct Current (DC)
solenoid and an integral connector receptacle that is
located on the forward facing end housing of the
retractor. The seat belt tension reducer is controlled
by a battery current output of the ignition switch and
a ground path provided by the seat belt switch, and
is connected to the vehicle electrical system through
a dedicated take out of the body wire harness by a
keyed and latching molded plastic connector insula-
tor to ensure a secure connection.
The seat belt tension reducer cannot be repaired
and, if faulty or damaged, the entire driver side front
outboard seat belt and retractor unit must be
replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/
FRONT OUTBOARD SEAT BELT & RETRACTOR -
REMOVAL).
Fig. 49 Seat Belt Tension Reducer
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
DRRESTRAINTS 8O - 53
SEAT BELT TENSIONER (Continued)

5.9L Diesel With Manual Trans.
The speed control system is fully electronically con-
trolled by the Engine Control Module (ECM).A
cable and a vacuum controlled servo are not
used if the vehicle is equipped with a manual
transmission and a diesel engine. This is a ser-
vo-less system.The controls consist of two steering
wheel mounted switches. The switches are labeled:
ON/OFF, RES/ACCEL, SET, COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
OPERATION
When speed control is selected by depressing the
ON switch, the PCM (the ECM with a diesel engine)
allows a set speed to be stored in its RAM for speed
control. To store a set speed, depress the SET switch
while the vehicle is moving at a speed between 35
and 85 mph. In order for the speed control to engage,
the brakes cannot be applied, nor can the gear selec-
tor be indicating the transmission is in Park or Neu-
tral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM (the ECM with a diesel engine).
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the PCM (the ECM with
a diesel engine).
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
PCM (the ECM with a diesel engine) when the RES/
ACCEL is released. The PCM (the ECM with a diesel
engine) also has a9tap-up9feature in which vehicle
speed increases at a rate of approximately 2 mph for
each momentary switch activation of the RES/AC-
CEL switch.
A ªtap downº feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activa-
tion, speed will be lowered approximately 1 mph.DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM SUPPLY
TEST
3.7L / 4.7L Gas Powered Engines
3.7L/4.7L gas powered engines: actual engine vac-
uum, a vacuum reservoir, a one-way check valve and
vacuum lines are used to supply vacuum to the speed
control servo.
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. Vac-
uum gauge should read at least ten inches of mer-
cury.
(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet
this requirement, check for poor engine performance
and repair as necessary.
(4) If vacuum line to engine is not leaking, check
for leak at vacuum reservoir. To locate and gain
access to reservoir, refer to Vacuum Reservoir Remov-
al/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum
pump to reservoir fitting. Apply vacuum. Reservoir
vacuum should not bleed off. If vacuum is being lost,
replace reservoir.
8P - 2 SPEED CONTROLDR
SPEED CONTROL (Continued)

(11) Before starting engine, operate accelerator
pedal to check for any binding.
SWITCH
DESCRIPTION
Two separate switch pods operate the speed control
system. The steering-wheel-mounted switches use
multiplexed circuits to provide inputs to the PCM (to
the ECM for diesel) for ON, OFF, RESUME, ACCEL-
ERATE, SET, DECEL and CANCEL modes. Refer to
the owner's manual for more information on speed
control switch functions and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
Depending on engine control computer (JTEC
having a 3± plug connector or NGC having a 4±
plug connector), 2 types of switches are used.
Both types of switches are internally and exter-
nally different. The switch used with the NGC
system has an attached pigtail lead. The switch
used with the JTEC system does not have an
attached pigtail lead.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM(ECM for diesel)allows
a set speed to be stored in its RAM for speed control.
To store a set speed, depress the SET switch while
the vehicle is moving at a speed between approxi-
mately 35 and 85 mph. In order for the speed control
to engage, the brakes cannot be applied, nor can the
gear selector be indicating the transmission is in
Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral (auto. trans.)
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²Depressing the clutch pedal (manual trans.).
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
set speed
Fig. 6 SPEED CONTROL SERVO LOCATION
1 - BATTERY TRAY
2 - MOUNTING LUGS
3 - SERVO
4 - ELEC. CONNEC.
5 - MOUNTING SCREWS (3)
6 - MOUNTING BRACKET
7 - VACUUM LINE
Fig. 7 SERVO CABLE CLIP REMOVE/INSTALL Ð
TYPICAL
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
DRSPEED CONTROL 8P - 7
SERVO (Continued)

interval at which to de-energize the wiper on/off
relay to complete the wipe-after-wash mode cycle.
DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM
If the wiper motor operates, but the wipers do not
move on the windshield, replace the faulty wiper
module. If the washer pump/motor operates, but no
washer fluid is dispensed on the glass; or, if the wip-
ers operate, but chatter, lift, or do not clear the glass,
clean and inspect the wiper and washer system com-
ponents as required. (Refer to 8 - ELECTRICAL/
WIPERS/WASHERS - CLEANING) and (Refer to 8 -
ELECTRICAL/WIPERS/WASHERS - INSPECTION).
For diagnosis and testing of the multi-function
switch (Refer to 8 - ELECTRICAL/LAMPS/LIGHT-
ING - EXTERIOR/MULTI-FUNCTION SWITCH -
DIAGNOSIS AND TESTING). Refer to the appropri-
ate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
The hard wired circuits and components of the
wiper and washer system may be diagnosed and
tested using conventional diagnostic tools and proce-
dures. However, conventional diagnostic methods
may not prove conclusive in the diagnosis of the
instrument cluster, the Front Control Module (FCM),
or the electronic message inputs to or outputs from
the instrument cluster and the FCM that control the
various wiper and washer system operating modes.
The most reliable, efficient, and accurate means to
diagnose the instrument cluster, the FCM, or the
electronic message inputs and outputs related to the
various wiper and washer system operating modes
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (GROUND) CABLE, THEN WAIT TWO MINUTES
FOR THE SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
CLEANING - WIPER & WASHER SYSTEM
WIPER SYSTEM
The squeegees of wiper blades exposed to the ele-
ments for a long time tend to lose their wiping effec-
tiveness. Periodic cleaning of the squeegees is
suggested to remove any deposits of salt or road film.
The wiper blades, arms, and windshield glass should
only be cleaned using a sponge or soft cloth and
windshield washer fluid, a mild detergent, or a non-
abrasive cleaner. If the wiper blades continue to
leave streaks, smears, hazing, or beading on the
glass after thorough cleaning of the squeegees and
the glass, the entire wiper blade assembly must be
replaced.
CAUTION: Protect the rubber squeegees of the
wiper blades from any petroleum-based cleaners,
solvents, or contaminants. These products can rap-
idly deteriorate the rubber squeegees.
WASHER SYSTEM
If the washer system is contaminated with foreign
material, drain the washer reservoir by removing the
washer pump/motor from the reservoir. Clean foreign
material from the inside of the washer pump/motor
inlet filter screen and the washer reservoir using
clean washer fluid, a mild detergent, or a non-abra-
sive cleaner. Flush foreign material from the washer
system plumbing by first disconnecting the washer
hoses from the washer nozzles, then running the
washer pump/motor to run clean washer fluid or
water through the system. Plugged or restricted
washer nozzles should be carefully back-flushed
using compressed air. If the washer nozzle obstruc-
tion cannot be cleared, replace the washer nozzle.
CAUTION: Never introduce petroleum-based clean-
ers, solvents, or contaminants into the washer sys-
tem. These products can rapidly deteriorate the
rubber seals and hoses of the washer system, as
well as the rubber squeegees of the wiper blades.
CAUTION: Never use compressed air to flush the
washer system plumbing. Compressed air pres-
sures are too great for the washer system plumbing
components and will result in further system dam-
age. Never use sharp instruments to clear a
plugged washer nozzle or damage to the nozzle ori-
fice and improper nozzle spray patterns will result.
8R - 6 WIPERS/WASHERSDR
WIPERS/WASHERS (Continued)

(7) Reinstall both wiper arms onto the wiper piv-
ots. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARM - INSTALLATION).
WASHER PUMP/MOTOR
DESCRIPTION
The washer pump/motor unit (Fig. 12) is located on
the rearward facing surface of the washer reservoir,
in the right (except diesel engine) or left (diesel
engine only) front corner of the engine compartment.
A small permanently lubricated and sealed electric
motor is coupled to the rotor-type washer pump. A
seal flange with a barbed inlet nipple on the pump
housing passes through a rubber grommet seal
installed in a dedicated mounting hole of the washer
reservoir. When the pump is installed in the reser-
voir a barbed outlet nipple on the pump housing con-
nects the unit to the washer system through a short
washer reservoir hose.
The washer pump/motor unit is retained on the
reservoir by the interference fit between the barbed
pump inlet nipple and the grommet seal, which is a
light press fit. The top of the washer pump is also
secured to the washer reservoir by the use of a snappost on the motor housing and a snap post receptacle
molded into the reservoir that allows for mounting of
the washer pump without the use of fasteners. An
integral connector receptacle on the top of the motor
housing connects the unit to the vehicle electrical
system. The washer pump/motor unit cannot be
repaired. If faulty or damaged, the entire washer
pump/motor unit must be replaced.
OPERATION
The washer pump/motor unit features a small
Direct Current (DC) electric motor. The motor is con-
nected to the vehicle electrical system through a sin-
gle take out and two-cavity connector of the right
(except diesel engine) or left (diesel engine only)
headlamp and dash wire harness. The motor is
grounded at all times through another take out of
the right (except diesel engine) or left (diesel engine
only) headlamp and dash wire harness. On models
without the diesel engine, a single eyelet terminal
connector is secured by a nut to a ground stud
located on the right front fender inner shield in the
engine compartment. On models with a diesel engine,
an eyelet terminal connector is secured by a ground
screw to the left front fender inner shield in the
engine compartment. The motor receives battery cur-
rent on a washer pump/motor control circuit.
The washer pump/motor control circuit is energized
through a high side driver within the Front Control
Module (FCM) whenever the FCM receives an elec-
tronic message requesting washer system operation
from the instrument cluster over the Programmable
Communications Interface (PCI) data bus. The
instrument cluster monitors a resistor multiplexed
hard wired input from the momentary washer switch
contacts within the multi-function switch on the
steering column to determine when it should issue
the electronic message requesting washer system
operation.
Washer fluid is gravity-fed from the washer reser-
voir to the inlet side of the washer pump. When the
pump motor is energized, the motor spins the rotor
within the washer pump. The spinning pump rotor
pressurizes the washer fluid and forces it through
the pump outlet nipple, the washer plumbing, and
the washer nozzles onto the windshield glass.
The washer pump/motor unit may be diagnosed
using conventional diagnostic tools and methods.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the instrument
cluster, the FCM, or the electronic message inputs to
or outputs from the instrument cluster and the FCM
that control the operation of the washer pump/motor
unit. The most reliable, efficient, and accurate means
to diagnose the washer pump/motor unit, the instru-
ment cluster, the FCM, or the electronic message
Fig. 12 Washer Pump/Motor
1 - MOTOR
2 - SNAP POST
3 - CONNECTOR RECEPTACLE
4 - PUMP
5 - OUTLET NIPPLE
6 - INLET NIPPLE
7 - FILTER SCREEN
DRWIPERS/WASHERS 8R - 13
WASHER NOZZLE (Continued)

plenum cover/grille panel near the base of the wind-
shield and the wiper blades on the windshield glass
(Fig. 18). These wiper arms feature an over-center
hinge that allows easy access to the windshield glass
for cleaning. The wiper arm has a die cast metal
pivot end with a large internally serrated socket for-
mation at one end. A key within the socket formation
indexes the wiper arm to a keyway in the pivot shaft
of the wiper module to provide wiper alignment, and
a spring-loaded latch on the underside of the wiper
arm pivot end locks the unit to the pivot shaft when
it is fully installed. The right and left wiper arms for
this model are not interchangeable, as the right
wiper arm is slightly longer than the left one.
The wide end of a tapered, stamped steel channel
hinges on and is secured with a hinge pin to the
blade end of the wiper arm pivot end. One end of a
long, rigid, stamped steel strap, with a small hole
near its pivot end, is riveted and crimped within the
narrow end of the stamped steel channel. The tip of
the wiper blade end of this strap is bent back under
itself to form a small hook. Concealed within the
stamped steel channel, one end of a long spring is
engaged with a wire hook on the underside of the die
cast pivot end, while the other end of the spring is
hooked through the small hole in the steel strap. The
entire wiper arm has a satin black finish applied to
all of its visible surfaces.
A wiper arm cannot be adjusted or repaired. If
damaged or faulty, the entire wiper arm unit must be
replaced.
OPERATION
The wiper arms are designed to mechanically
transmit the motion from the wiper pivots to the
wiper blades. The wiper arm must be properly
indexed to the wiper pivot in order to maintain the
proper wiper blade travel on the glass. The serrated
and keyed socket formation in the wiper arm pivot
end interlocks with the serrations and keyway on the
outer circumference of the wiper pivot shaft, provid-
ing positive engagement and alignment of this con-
nection. The latch positively locks the wiper arm to
the wiper pivot shaft when the arm is fully installed.
The spring-loaded wiper arm hinge controls the
down-force applied through the tip of the wiper arm
to the wiper blade on the glass. The hook formation
on the tip of the wiper arm provides a cradle for
securing and latching the wiper blade pivot block to
the wiper arm.
REMOVAL
(1) Lift the wiper arm to its over-center position to
hold the wiper blade off of the glass and relieve the
spring tension on the wiper arm to wiper pivot shaft
connection.(2) Pull the latch on the pivot end of the wiper
arm outward (Fig. 19).
(3) Remove the wiper arm pivot end from the
wiper pivot shaft.
INSTALLATION
The right and left wiper arms are not interchange-
able. The right wiper arm is slightly longer than the
left. Be certain that each wiper arm is installed on
the proper wiper pivot.
(1) Place the wiper arm hinge in its over-center
position prior to attempting installation.
(2) The wiper arms are indexed to the wiper pivot
shafts with integral keys in the wiper arm pivot ends
and keyways in the wiper pivot shafts. Align the key
of the wiper arm to the keyway on the wiper pivot
shaft.
(3) Once the wiper blade is aligned, push the pivot
of the wiper arm down firmly and evenly over the
wiper pivot shaft until it is fully engaged. When the
wiper arm is fully engaged on the wiper pivot, the
spring-loaded latch (Fig. 19) will snap back into place
against the wiper arm pivot end.
(4) Gently lower the wiper arm until the wiper
blade is in position on the windshield glass.
WIPER BLADE
DESCRIPTION
Each wiper blade is secured by an integral latching
pivot block to the hook formation on the tip of each
wiper arm, and rests on the glass near the base of
the windshield when the wipers are not in operation
(Fig. 20). The wiper blade consists of the following
components:
Fig. 19 Wiper Arm Remove/Install
1 - WIPER ARM PIVOT END
2-LATCH
8R - 18 WIPERS/WASHERSDR
WIPER ARM (Continued)

²Superstructure- The superstructure includes
several stamped steel bridges and links with claw
formations that grip the wiper blade element. Also
included in this unit is the latching, molded plastic
pivot block that secures the superstructure to the
wiper arm. All of the metal components of the wiper
blade have a satin black finish applied.
²Element- The wiper element or squeegee is the
resilient rubber member of the wiper blade that con-
tacts the glass.
²Flexor- The flexor is a rigid metal component
running along the length of each side of the wiper
element where it is gripped by the claws of the
superstructure.
All models have two 60.00 centimeter (23.62 inch)
long wiper blades with non-replaceable rubber ele-
ments (squeegees). The wiper blades cannot be
adjusted or repaired. If faulty, worn, or damaged the
entire wiper blade unit must be replaced.
OPERATION
The wiper blades are moved back and forth across
the glass by the wiper arms when the wipers are
being operated. The wiper blade superstructure is
the flexible frame that grips the wiper blade element
and evenly distributes the force of the spring-loaded
wiper arm along the length of the element. The com-
bination of the wiper arm force and the flexibility of
the superstructure makes the element conform to
and maintain proper contact with the glass, even as
the blade is moved over the varied curvature that
may be encountered across the glass surface. The
wiper element flexor provides the claws of the bladesuperstructure with a rigid, yet flexible component
on the element which can be gripped. The rubber ele-
ment is designed to be stiff enough to maintain an
even cleaning edge as it is drawn across the glass,
yet resilient enough to conform to the glass surface
and flip from one cleaning edge to the other each
time the wiper blade changes directions.
REMOVAL
NOTE: The notched end of the wiper element flexor
should always be oriented towards the end of the
wiper blade that is nearest to the wiper pivot.
(1) Lift the wiper arm to raise the wiper blade and
element off of the glass, until the wiper arm hinge is
in its over-center position.
(2) To remove the wiper blade from the wiper arm,
depress the pivot block latch release tab under the
tip of the arm and slide the blade away from the tip
towards the pivot end of the arm far enough to dis-
engage the pivot block from the hook formation on
the end of the arm (Fig. 21).
(3) Extract the hook formation on the tip of the
wiper arm through the opening in the wiper blade
superstructure just ahead of the wiper blade pivot
block/latch unit.
CAUTION: Do not allow the wiper arm to spring
back against the glass without the wiper blade in
place or the glass may be damaged.
(4) Gently lower the tip of the wiper arm onto the
glass.
Fig. 20 Wiper Blade
1 - SUPERSTRUCTURE
2 - ELEMENT
3 - PIVOT BLOCK
4 - RELEASE TAB
5 - PIVOT PIN
6 - CLAWS
7 - FLEXOR
Fig. 21 Wiper Blade Remove/Install
1 - SUPERSTRUCTURE
2 - WIPER ARM
3 - PIVOT BLOCK
4 - RELEASE TAB
5 - HOOK
6 - ELEMENT
DRWIPERS/WASHERS 8R - 19
WIPER BLADE (Continued)