1998 DODGE RAM 1500 Over drive

(3) Tighten the upper and lower bolt/nuts Tighten
to 135 N.m (100 ft. lbs.)
(4) Remove the support and lower the vehicle.
SPRING
DESCRIPTION
The rear suspension system uses a multi-leaf
springs and a solid drive axle. The forward end of the
springs are mounted to the body rail hangers
through rubber bushings. The rearward end of the
springs are attached to the body by the use of shack-
les. The spring and shackles use rubber bushings.
OPERATION
The springs control ride quality and maintain vehi-
cle ride height. The shackles allow the springs to
change their length as the vehicle moves over various
road conditions.
REMOVAL
(1) Raise and support the vehicle.
(2) Support the axle with a suitable holding fix-
ture.
(3) Remove the nuts, spring clamp bolts and the
plate that attach the spring to the axle (Fig. 4).
(4) Remove the nuts and bolts from the spring
front and rear shackle (Fig. 4).
(5) Remove the spring from the vehicle.
INSTALLATION
(1) Position spring on axle shaft tube so spring
center bolt is inserted into the locating hole in the
axle tube.(2) Align the front of the spring with the bolt hole
in the front bracket. Install the eye pivot bolt and
nut.
(3) Align the rear of the spring into the shackle
and install the bolt and nut.
(4) Tighten the spring front and rear eye pivot bolt
snug do not torque.
(5) Install the spring clamp bolts, plate and the
retaining nuts.
(6) Remove the holding fixture for the rear axle.
(7) Remove the supports and lower the vehicle so
that the weight is being supported by the tires.
(8) Tighten the spring clamp retaining nuts to 149
N´m (110 ft. lbs.).
(9) Tighten the spring front and rear pivot bolt
nuts to 163 N´m (120 ft. lbs.)(LD) or 230 N´m (170 ft.
lbs.)(HD).
SPRING TIP INSERTS
REMOVAL
(1) Raise and support the vehicle.
(2) Remove both rear tireand wheel assemblies
(3) Position a large C-Clamp adjacent to the spring
clinch clip and clamp the leaves of the spring
together
Fig. 3 SHOCK ABSORBER
1 - NUT
2 - AXLE
3 - SHOCK ABSORBER
Fig. 4 REAR SPRING
1 - LEAF SPRING
2 - PLATE
3 - NUTS
4 - FRONT NUT & BOLT
5 - SPRING CLAMP BOLTS
6 - SHACKLES
2 - 44 REARDR
SHOCK (Continued)

VIBRATION
Vibration at the rear of the vehicle is usually
caused by:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out of balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
All driveline components should be examined
before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged) can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints/CV joint.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear and lis-
ten for the noise. A mechanics stethoscope is helpful
in isolating the source of a noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.7. Inspect and replace as
necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
3 - 28 FRONT AXLE - C205FDR
FRONT AXLE - C205F (Continued)

(6) Place Scooter Block/Dial Indicator in position
in the housing so dial probe and scooter block are
flush against the surface of the pinion height block.
Hold scooter block in place and zero the dial indica-
tor. Tighten dial indicator face lock screw.
(7) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar
with the scooter block against the pinion height block
(Fig. 10). Slide the dial probe to the crest of the arbor
bar and record the highest reading.
(8) Select a shim equal to the dial indicator read-
ing plus the drive pinion gear depth variance number
marked on the shaft of the pinion gear using the
opposite sign on the variance number. For example, if
the depth variance is ±2, add +0.002 in. to the dial
indicator reading.
(9) Remove the pinion depth gauge components
from the housing
DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims inserted between the
bearing cup and the housing. The proper shim thick-
ness can be determined using slip-fit Dummy Bear-
ings 8398 in place of the differential side bearings
and a Dial Indicator C-3339. Before measuring differ-
ential bearing preload and gear backlash, measure
pinion gear depth and prepare pinion for installation.Pinion gear depth is essential to establishing gear
backlash and tooth contact patterns. After measuring
shim thickness to take up differential side play,
install pinion and measure gear backlash shim thick-
ness. Overall shim thickness is the dial indicator
reading and preload specification added together. The
gear backlash measurement determines the shim
thickness used on the ring gear side of the differen-
tial case. Subtract gear backlash shim thickness from
overall shim thickness to determine shim thickness
for pinion gear side of the differential (Fig. 11).
Fig. 9 PINION GAUGE TOOLS
1 - ARBOR DISC
2 - PINION BLOCK
3 - ARBOR
4 - PINION HEIGHT BLOCK
Fig. 10 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
Fig. 11 ADJUSTMENT SHIM
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING PRELOAD SHIM
3 - RING GEAR
4 - DIFFERENTIAL BEARING PRELOAD SHIM
5 - COLLAPSIBLE SPACER
3 - 34 FRONT AXLE - C205FDR
FRONT AXLE - C205F (Continued)

PINION GEAR/RING GEAR
REMOVAL
NOTE: The ring gear and pinion are serviced in a
matched set. Never replace one without replacing
the other.
(1) Remove differential from housing.
(2) Place differential case in a vise with soft jaw
(Fig. 44).
(3) Remove bolts holding ring gear to differential
case.
(4) Drive ring gear from differential case with a
soft hammer (Fig. 44).
(5) Mark companion yoke and companion flange
for installation reference.
(6) Remove companion flange bolts and tie the pro-
peller shaft to the vehicle underbody.
(7) Rotate companion flange three or four times
and verify flange rotates smoothly.
(8) Record pinion rotating torque an inch pound
torque wrench for installation reference (Fig. 45).
(9) Install bolts into two of the threaded holes in
the companion flange 180É apart.
(10) Position Holder 6719 against the companion
flange and install a bolt and washer into one of the
remaining threaded holes. Tighten the bolts so that
the Holder 6719 is held to the flange.(11) Remove the pinion nut.
(12) Remove the companion flange with Remover
C-452 (Fig. 46).
(13) Remove pinion from differential housing.
(14) Remove pinion seal with a pry tool or a slide
hammer mounted screw.
(15) Remove oil slinger, if equipped and front pin-
ion bearing.
(16) Remove front pinion bearing cup with
Remover 8831 and Handle C-4171 (Fig. 47).
Fig. 43 DIFFERENTIAL CASE BEARINGS
1 - HANDLE
2 - DIFFERENTIAL
3 - BEARING
4 - INSTALLER
Fig. 44 RING GEAR
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - HAMMER
Fig. 45 PINION ROTATING TORQUE
1 - PINION COMPANION FLANGE
2 - TORQUE WRENCH
DRFRONT AXLE - C205F 3 - 49
DIFFERENTIAL CASE BEARINGS (Continued)

VIBRATION
Vibration at the front/rear of the vehicle is usually
caused by:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out of balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components
can contribute to what appears to be a vibration. Do
not overlook engine accessories, brackets and drive
belts.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged) can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear and lis-
ten for the noise. A mechanics stethoscope is helpful
in isolating the source of a noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.7. Inspect and replace as
necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
DRFRONT AXLE - 9 1/4 AA 3 - 55
FRONT AXLE - 9 1/4 AA (Continued)

(5) Remove hub bearing from the steering knuckle.
(6) Remove axle shaft (Fig. 21) from steering
knuckle and axle housing.
DISASSEMBLY
Single cardan U-joint components are not service-
able. If defective they must be replaced as a unit.
CAUTION: Clamp only the narrow forged portion of
the yoke in the vise. To avoid distorting the yoke,
do not over tighten the vise jaws.
(1) Remove the bearing cap retaining snap rings
(Fig. 22).
NOTE: Saturate the bearing caps with penetrating
oil prior to removal.
(2) Locate a socket with an inside diameter that is
larger than the bearing cap. Place the socket
(receiver) against the yoke and around the perimeter
of the bearing cap to be removed.
(3) Locate a socket with an outside diameter that
is smaller than the bearing cap. Place the socket
(driver) against the opposite bearing cap.
(4) Position the yoke with the sockets in a vise
(Fig. 23).
(5) Tighten the vise jaws to force the bearing cap
into the larger socket (receiver).
(6) Release the vise jaws. Remove the sockets and
bearing cap that was partially forced out of the yoke.
(7) Repeat the above procedure for the remaining
bearing cap and remove spider from the propeller
shaft yoke.
Fig. 21 STEERING KNUCKLE
1 - KNUCKLE
2 - AXLE SHAFT
Fig. 22 AXLE SHAFT OUTER U-JOINT
1 - SHAFT YOKE
2 - BEARING CAP
3 - SNAP RINGS
4 - BEARING CAP
5 - SPINDLE YOKE
6 - BEARING
7 - BEARING CAP
8 - SNAP RINGS
9 - BEARING CAP
Fig. 23 YOKE BEARING CAP
1 - LARGE-DIAMETER SOCKET WRENCH
2 - VISE
3 - SMALL-DIAMETER SOCKET WRENCH
3 - 68 FRONT AXLE - 9 1/4 AADR
AXLE SHAFTS (Continued)

REAR AXLE-91/4
TABLE OF CONTENTS
page page
REAR AXLE-91/4
DIAGNOSIS AND TESTING................80
REMOVAL.............................83
INSTALLATION.........................83
ADJUSTMENTS........................83
SPECIFICATIONS.......................90
SPECIAL TOOLS.......................90
AXLE SHAFTS
REMOVAL.............................93
INSTALLATION.........................94
AXLE SHAFT SEALS
REMOVAL.............................94
INSTALLATION.........................94
AXLE BEARINGS
REMOVAL.............................95
INSTALLATION.........................95
PINION SEAL
REMOVAL.............................95
INSTALLATION.........................96
DIFFERENTIAL COVER
REMOVAL.............................97INSTALLATION.........................97
DIFFERENTIAL
REMOVAL.............................97
DISASSEMBLY.........................98
ASSEMBLY............................99
INSTALLATION.........................99
DIFFERENTIAL-TRAC-LOK
DESCRIPTION........................100
OPERATION..........................100
DIAGNOSIS AND TESTING...............100
DISASSEMBLY........................101
ASSEMBLY...........................103
DIFFERENTIAL CASE BEARINGS
REMOVAL............................105
INSTALLATION........................106
PINION GEAR/RING GEAR/TONE RING
REMOVAL............................106
INSTALLATION........................108
REAR AXLE-91/4
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, tooth
contact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly check for:
²Insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-cle turns. A worn pinion shaft can also cause a snap-
ping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearingshave a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Differential bearingsusually produce a low pitch
noise. Differential bearing noise is similar to pinion
bearing noise. The pitch of differential bearing noise
is also constant and varies only with vehicle speed.
Axle shaft bearingsproduce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
3 - 80 REAR AXLE-91/4DR

LOW SPEED KNOCK
Low speed knock is generally caused by:
²Worn U-joint.
²Worn side gear thrust washers.
²Worn pinion shaft bore.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibra-
tion. Do not overlook engine accessories, brackets
and drive belts.NOTE: All driveline components should be exam-
ined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
DRREAR AXLE - 9 1/4 3 - 81
REAR AXLE - 9 1/4 (Continued)