1998 DODGE RAM 1500 change time

ADJUSTABLE PEDAL SWITCH
REMOVAL
(1) Remove the lower drivers side bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL DR SIDE BEZEL - REMOVAL).
(2) Disconnect the electrical connector from the
adjustable pedal switch.
(3) Remove the switch from the lower drivers side
bezel by squeezing the retaining clips together and
pushing the switch outwards (Fig. 2).
INSTALLATION
(1) Install the switch to the lower drivers side
bezel by pushing the switch inwards seating the
retaining clips to the lower drivers side bezel.
(2) Reconnect the electrical connector to the
adjustable pedal switch.
(3) Install the lower drivers side bezel (Fig. 2)
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL DR SIDE BEZEL - INSTALLA-
TION).
ADJUSTABLE PEDAL MOTOR
DESCRIPTION
The Adjustable Pedals System (APS) is designed to
enable the fore and aft repositioning of the brake and
accelerator pedals. This results in improved ergonom-
ics in relation to the steering wheel for taller and
shorter drivers. Being able to adjust the pedal posi-
tions also allows the driver to set steering wheel tilt
and seat position to the most comfortable position.
The position of the brake and accelerator pedals can
be adjusted without compromising safety or comfort
in actuating the pedals.
Change of pedal position is accomplished by means
of a motor driven screw. Operating the adjustable
pedal switch activates the pedal drive motor (Fig. 3).
The pedal drive motor turns a screw that changes
the position of the brake and accelerator pedals. The
pedal can be moved rearward (closer to the driver) or
forward (away from driver). The brake pedal is
moved on its drive screw to a position where the
driver feels most comfortable.
The accelerator pedal is moved at the same time
and the same distance as the brake pedal.
Neither the pedal drive motor (Fig. 3) nor drive
mechanism are subject to the mechanical stress of
brake or accelerator application.
²SYSTEM FEATURES:
²Range of Adjustment: The pedals may be
adjusted up to 3 in. (75 mm)
²Pedal Adjustment Speed: 0.5 in./sec (12.5
mm/sec)
HANDLE C-4171
CAP, MASTER CYLINDER PRESSURE BLEED 6921
GAUGE, BRAKE SAFE-SET C-3919
Fig. 2 LOWER DRIVERS SIDE BEZEL
1 - SCREWS (2)
2 - ADJUSTABLE PEDAL SWITCH (if equipped)
3 - PEDAL SWITCH ELECTRICAL CONNECTOR
4 - BEZEL
5 - 6 BRAKES - BASEDR
BRAKES - BASE (Continued)

INSTALLATION
INSTALLATION - FRONT
(1) Bottom pistons in caliper bore with C-clamp.
Place an old brake shoe between a C-clamp and cal-
iper piston.
(2) Clean caliper mounting adapter and anti-rattle
springs.
(3) Lubricate anti-rattle springs with Mopar brake
grease.
(4) Installnewanti-rattle springs.
NOTE: Anti-rattle springs are not interchangeable.
(5) Install inboard brake shoe in adapter.
(6) Install outboard brake shoe in adapter.(7) Tilt the top of the caliper over rotor and under
adapter. Then push the bottom of the caliper down
onto the adapter.
(8) Install caliper, (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION).
(9) Install wheel and tire assemblies and lower
vehicle, (Refer to 22 - TIRES/WHEELS/WHEELS -
STANDARD PROCEDURE).
(10) Apply brakes several times to seat caliper pis-
tons and brake shoes and obtain firm pedal.
(11) Top off master cylinder fluid level.
INSTALLATION - REAR
(1) Clean caliper mounting adapter and anti-rattle
springs.
(2) Lubricate anti-rattle springs with Mopar brake
grease.
(3) Installnewanti-rattle springs.
NOTE: Anti-rattle springs are not interchangeable.
(4) Install inboard brake shoe in adapter.
(5) Install outboard brake shoe in adapter.
(6) Tilt the bottom of the caliper over rotor and
under adapter. Then push the top of the caliper down
onto the adapter.
(7) Install caliper, (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION) (Refer to 5 - BRAKES/HYDRAU-
LIC/MECHANICAL/DISC BRAKE CALIPERS -
INSTALLATION).
(8) Install wheel and tire assemblies and lower
vehicle, (Refer to 22 - TIRES/WHEELS/WHEELS -
STANDARD PROCEDURE).
(9) Apply brakes several times to seat caliper pis-
tons and brake shoes and obtain firm pedal.
(10) Top off master cylinder fluid level.
DISC BRAKE CALIPERS
DESCRIPTION
The calipers are a single piston type in the rear
and dual piston type in the front. The calipers are
free to slide laterally, this allows continuous compen-
sation for lining wear.
OPERATION
When the brakes are applied fluid pressure is
exerted against the caliper piston. The fluid pressure
is exerted equally and in all directions. This means
pressure exerted against the caliper piston and
within the caliper bore will be equal (Fig. 24).
Fluid pressure applied to the piston is transmitted
directly to the inboard brake pad. This forces the pad
lining against the inner surface of the disc brake
Fig. 22 Top Anti-Rattle Spring
1 - CALIPER ADAPTER
2 - ANTI-RATTLE SPRING
Fig. 23 Bottom Anti-Rattle Spring
1 - ANTI-RATTLE SPRING
2 - CALIPER ADAPTER
5 - 16 BRAKES - BASEDR
BRAKE PADS/SHOES (Continued)

TONE WHEEL
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR
Diagnosis of base brake conditions which are
mechanical in nature should be performed first. This
includes brake noise, lack of power assist, parking
brake, or vehicle vibration during normal braking.
The Antilock brake system performs several self-
tests every time the ignition switch is turned on and
the vehicle is driven. The CAB monitors the system
inputs and outputs circuits to verify the system is
operating properly. If the CAB senses a malfunction
in the system it will set a DTC into memory and trig-
ger the warning lamp.
NOTE: The MDS or DRB III scan tool is used to
diagnose the Antilock Brake system. For test proce-
dures refer to the Chassis Diagnostic Manual.
HYDRAULIC/MECHANICAL
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING
Vehicles equipped with ABS use electronic variable
brake proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear propor-
tioning valve. The EVBP system uses the ABS sys-
tem to control the slip of the rear wheels in partial
braking range. The braking force of the rear wheels
is controlled electronically by using the inlet and out-
let valves located in the integrated control unit
(ICU).
OPERATION - ELECTRONIC VARIABLE BRAKE
PROPORTIONING
EVBP is able to decrease, hold and increase rear
brake pressure without activating full ABS control.
Upon entry into EVBP the inlet valve for the rear
brake circuit is switched on so that the fluid supply
from the master cylinder is shut off. In order to
decrease the rear brake pressure, the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
hydraulic control unit (HCU) resulting in a drop in
fluid pressure to the rear brakes. In order to increase
the rear brake pressure, the outlet valve is switched
off and the inlet valve is pulsed. This increases the
pressure to the rear brakes.
The EVBP will remain functional during many
ABS fault modes. If both the red BRAKE and amber
ABS warning indicators are illuminated, the EVBP
may not be functioning.
HCU (HYDRAULIC CONTROL
UNIT)
DESCRIPTION
The HCU consists of a valve body, pump motor, low
pressure accumulators, inlet valves, outlet valves and
noise attenuators.
OPERATION
Accumulators in the valve body store extra fluid
released to the system for ABS mode operation. The
pump provides the fluid volume needed and is oper-
ated by a DC type motor. The motor is controlled by
the CAB.
The valves modulate brake pressure during
antilock braking and are controlled by the CAB.
The HCU provides three channel pressure control
to the front and rear brakes. One channel controls
the rear wheel brakes in tandem. The two remaining
channels control the front wheel brakes individually.
During antilock braking, the solenoid valves are
opened and closed as needed.
During normal braking, the HCU solenoid valves
and pump are not activated. The master cylinder and
power booster operate the same as a vehicle without
an ABS brake system.
NOTE: The three modes mentioned below do occur
but not necessarily in the order listed everytime.
During antilock braking, solenoid valve pressure
modulation occurs in three stages, pressure increase,
pressure hold, and pressure decrease. The valves are
all contained in the valve body portion of the HCU.
PRESSURE DECREASE
The outlet valve is opened and the inlet valve is
closed during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the CAB closes the inlet
then opens the outlet valve, which also opens the
return circuit to the accumulators. Fluid pressure is
allowed to bleed off (decrease) as needed to prevent
wheel lock.
Once the period of high wheel slip has ended, the
CAB closes the outlet valve and begins a pressure
increase or hold cycle as needed.
PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle but only the inlet valve is energized. Fluid
apply pressure in the control channel is maintained
at a constant rate. The CAB maintains the hold cycle
until sensor inputs indicate a pressure change is nec-
essary.
DRBRAKES - ABS 5 - 49

exhaust pipe may indicate a faulty cylinder head gas-
ket, cracked engine cylinder block or cylinder head.
A convenient check for exhaust gas leakage into
cooling system is provided by a commercially avail-
able Block Leak Check tool. Follow manufacturers
instructions when using this product.
COMBUSTION LEAKAGE TEST - WITHOUT
PRESSURE TESTER
DO NOT WASTE reusable coolant. If the solution
is clean, drain the coolant into a clean container for
reuse.
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAIN-
COCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
Drain sufficient coolant to allow thermostat
removal. (Refer to 7 - COOLING/ENGINE/ENGINECOOLANT THERMOSTAT - REMOVAL). Remove
accessory drive belt (Refer to 7 - COOLING/ACCES-
SORY DRIVE/DRIVE BELTS - REMOVAL).
Add coolant to radiator to bring level to within 6.3
mm (1/4 in) of the top of the thermostat housing.
CAUTION: Avoid overheating. Do not operate
engine for an excessive period of time. Open drain-
cock immediately after test to eliminate boil over.
Start engine and accelerate rapidly three times, to
approximately 3000 rpm while observing coolant. If
internal engine combustion gases are leaking into
cooling system, bubbles will appear in coolant. If bub-
bles do not appear, internal combustion gas leakage
is not present.
DIAGNOSIS AND TESTING - COOLING SYSTEM DIESEL ENGINE
COOLING SYSTEM DIAGNOSIS - DIESEL ENGINE
CONDITION POSSIBLE CAUSES CORRECTION
TEMPERATURE GAUGE READS
LOW1. Vehicle is equipped with a heavy
duty cooling system.1. None. System operating normally.
NOTE: Information on dash cluster
is displayed based on broadcast
datd from ECM. DTC will be set for
engine sensore circuit concern.2. Thermostat stuck open 2. Inspect and test thermostat.
3. Coolant level low. 3. Fill cooling system. (Refer to 7 -
COOLING - STANDARD
PROCEDURE)
4. Temperature gauge not
functioning correctly.4. Check cluster (Refer to 8 -
ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)
5. Engine sensor stuck in range 5. Monitor sensor with DRB III to
verify sensor reading changes with
increasing temperature.
6. Engine sensor failed out of
range.A DTC will be set.
7. Electronically Controlled Vicsous
Fan Drive not operating properly.7. Check Electronically Controlled
Viscous Fan Drive (Refer to 7 -
COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - DIAGNOSIS
AND TESTING)
DRCOOLING 7 - 7
COOLING (Continued)

(7) Air Conditioned vehicles; Install the generator.
Tighten the bolts to 41 N´m (30 ft. lbs.).
(8) Install the support bracket (generator mount-
ing bracket-to-intake manifold). (Fig. 17). Tighten the
bolts to 54 N´m (40 ft. lbs.).
(9) Install the accessory drive belt (Fig. 18)(Refer
to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - INSTALLATION).
(10) Fill the cooling system (Refer to 7 - COOLING
- STANDARD PROCEDURE).
(11) Connect battery negative cable.
(12) Start and warm the engine. Check for leaks.
ENGINE COOLANT
THERMOSTAT - 3.7L/4.7L
DESCRIPTION
CAUTION: Do not operate the engine without a ther-
mostat, except for servicing or testing.
A pellet-type thermostat controls the operating
temperature of the engine by controlling the amount
of coolant flow to the radiator. On all engines the
thermostat is closed below 195ÉF (90ÉC). Above this
temperature, coolant is allowed to flow to the radia-
tor. This provides quick engine warm up and overall
temperature control. On the 3.7L4.7L engine the
thermostat is designed to block the flow of the cool-
ant bypass journal by 50% instead of completely
blocking the flow. This design controls coolant tem-
perature more accurately (Fig. 23).The same thermostat is used for winter and sum-
mer seasons. An engine should not be operated with-
out a thermostat, except for servicing or testing.
Operating without a thermostat causes other prob-
lems. These are: longer engine warmup time, unreli-
able warmup performance, increased exhaust
emissions and crankcase condensation. This conden-
sation can result in sludge formation.
OPERATION
The wax pellet is located in a sealed container at
the spring end of the thermostat. When heated, the
pellet expands, overcoming closing spring tension
and water pump pressure to force the valve to open.
DIAGNOSIS AND TESTINGÐTHERMOSTAT
ON-BOARD DIAGNOSTICS
Allgasoline powered modelsare equipped with
On-Board Diagnostics for certain cooling system com-
ponents. Refer to On-Board Diagnostics (OBD) in the
Diagnosis section of this group for additional infor-
mation. If the powertrain control module (PCM)
detects low engine coolant temperature, it will record
a Diagnostic Trouble Code (DTC) in the PCM mem-
ory. Do not change a thermostat for lack of heat as
Fig. 21 Thermostat PositionÐ5.9L EnginesFig. 22 Belt Routing ± 5.9L Engines
1 - IDLER PULLEY
2 - GENERATOR PULLEY
3 - A/C COMPRESSOR PULLEY
4 - IF W/OUT A/C
5 - POWER STEERING PUMP PULLEY
6 - WATER PUMP PULLEY
7 - CRANKSHAFT PULLEY
8 - AUTOMATIC TENSIONER
7 - 44 ENGINEDR
ENGINE COOLANT THERMOSTAT- 5.7L (Continued)

(7) Start the engine and check for coolant leaks.
Run engine to check for proper thermostat operation.
ENGINE COOLANT
THERMOSTAT - 8.0L
DESCRIPTION
CAUTION: Do not operate an engine without a ther-
mostat, except for servicing or testing.
The thermostat on all gas powered engines is
located beneath the thermostat housing at the front
of the intake manifold (Fig. 27).
The thermostat is a moveable sleeve type.
Coolant leakage into the pellet container will cause
the thermostat to fail in the open position. Thermo-
stats very rarely stick. Do not attempt to free a ther-
mostat with a prying device.
The same thermostat is used for winter and sum-
mer seasons. An engine should not be operated with-
out a thermostat, except for servicing or testing.
Operating without a thermostat causes longer engine
warmup time, unreliable warmup performance,
increased exhaust emissions and crankcase condensa-
tion that can result in sludge formation.
OPERATION
The wax pellet is located in a sealed container at
the spring end of the thermostat. When heated, the
pellet expands, overcoming closing spring tension
and water pump pressure to force the valve to open.
DIAGNOSIS AND TESTING - THERMOSTAT
ON-BOARD DIAGNOSTICS
Allgasoline powered modelsare equipped with
On-Board Diagnostics for certain cooling system com-
ponents. Refer to On-Board Diagnostics (OBD) in the
Diagnosis section of this group for additional infor-
mation. If the powertrain control module (PCM)
detects low engine coolant temperature, it will record
a Diagnostic Trouble Code (DTC) in the PCM mem-
ory. Do not change a thermostat for lack of heat as
indicated by the instrument panel gauge or by poor
heater performance unless a DTC is present. Refer to
the Diagnosis section of this group for other probable
causes. For other DTC numbers, (Refer to 25 - EMIS-
SIONS CONTROL - DESCRIPTION).
Fig. 26 Thermostat Removal/Installation
1 - THERMOSTAT HOUSING
2 - CYLINDER HEAD
3 - THERMOSTAT
Fig. 27 Thermostat - 8.0L V-10 Engine
1 - COOLANT TEMP. SENSOR (FOR PCM)
2 - HEATER SUPPLY FITTING
3 - BOLTS (6)
4 - HOUSING WITH INTEGRAL SEAL
5 - THERMOSTAT
6 - RUBBER LIP SEAL
7 - TEMP. GAUGE SENDING UNIT
7 - 48 ENGINEDR
ENGINE COOLANT THERMOSTAT - 5.9L DIESEL (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
CLOCK WILL NOT KEEP
SET TIME1. Fuse faulty. 1. Check Ignition-Off Draw (IOD) fuse in the
Integrated Power Module (IPM). Replace fuse, if
required.
2. Radio connector faulty. 2. Check for loose or corroded radio connector.
Repair, if required.
3. Wiring faulty. 3. Check for battery voltage at radio connector.
Repair wiring, if required.
4. Radio ground faulty. 4. Check for continuity between radio chassis and
a known good ground. There should be
continuity. Repair ground, if required.
5. Radio faulty. 5. Refer to appropriate Diagnostic Service
Manual.
POOR RADIO RECEPTION 1. Antenna faulty. 1. (Refer to 8 - ELECTRICAL/AUDIO/ANTENNA
BODY & CABLE - DIAGNOSIS AND TESTING).
2. Radio ground faulty. 2. Check for continuity between radio chassis and
a known good ground. There should be
continuity. Repair ground, if required.
3. Radio noise suppression
faulty.3. Repair or replace ground strap as necessary.
4. Radio faulty. 4. Refer to appropriate Diagnostic Service
Manual.
NO/POOR TAPE
OPERATION1. Faulty tape. 1. Insert known good tape and test operation.
2. Foreign objects behind
tape door.2. Remove foreign objects and test operation.
3. Dirty cassette tape head. 3. Clean head with Mopar Cassette Head
Cleaner.
4. Faulty tape deck. 4. Exchange or replace radio, if required.
NO COMPACT DISC
OPERATION1. Faulty CD. 1. Insert known good CD and test operation.
2. Foreign material on CD. 2. Clean CD and test operation.
3. Condensation on CD or
optics.3. Allow temperature of vehicle interior to stabilize
and test operation.
4. Faulty CD player. 4. Refer to appropriate Diagnostic Service
Manual.
AMPLIFIER
DESCRIPTION
The optional Infinity premium speaker system
includes a separate Infinity audio power amplifier.
The amplifier is a six channel unit and is rated at
240 total output watts. The amplifier is located
behind the glove box.
OPERATION
The power amplifier electronically increases the
frequency response of the normal audio signal output
from the radio amplifier in order to improve the
acoustic performance of the speakers. On vehiclesequipped with an amplifier, the amplifier section of
the radio becomes a pre-amplifier.
The amplifier receives audio signal inputs for
speaker channels from the radio, then sends ampli-
fied audio outputs through six separate channels
with dedicated feed and return circuits to the indi-
vidual speakers.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove glove box (Refer to 23 - BODY/IN-
STRUMENT PANEL/GLOVE BOX - REMOVAL).
DRAUDIO/VIDEO 8A - 3
AUDIO (Continued)

data bus, more function and feature capabilities are
possible.
In addition to reducing wire harness complexity,
component sensor current loads and controller hard-
ware, multiplexing offers a diagnostic advantage. A
multiplex system allows the information flowing
between controllers to be monitored using a diagnos-
tic scan tool. The DaimlerChrysler system allows an
electronic control module to broadcast message data
out onto the bus where all other electronic control
modules can9hear9the messages that are being sent.
When a module hears a message on the data bus
that it requires, it relays that message to its micro-
processor. Each module ignores the messages on the
data bus that are being sent to other electronic con-
trol modules.
OPERATION
Data exchange between modules is achieved by serial
transmission of encoded data over a single wire broad-
cast network. The wire colors used for the PCI data bus
circuits are yellow with a violet tracer, or violet with a
yellow tracer, depending upon the application. The PCI
data bus messages are carried over the bus in the form
of Variable Pulse Width Modulated (VPWM) signals.
The PCI data bus speed is an average 10.4 Kilo-bits per
second (Kbps). By comparison, the prior two-wire
Chrysler Collision Detection (CCD) data bus system is
designed to run at 7.8125 Kbps.
The voltage network used to transmit messages
requires biasing and termination. Each module on
the PCI data bus system provides its own biasing
and termination. Each module (also referred to as a
node) terminates the bus through a terminating
resistor and a terminating capacitor. There are two
types of nodes on the bus. The dominant node termi-
nates the bus througha1KWresistor and a 3300 pF
capacitor. The Powertrain Control Module (PCM) is
the only dominant node for the PCI data bus system.
A standard node terminates the bus through an 11
KW resistor and a 330 pF capacitor.
The modules bias the bus when transmitting a
message. The PCI bus uses low and high voltage lev-
els to generate signals. Low voltage is around zero
volts and the high voltage is about seven and one-
half volts. The low and high voltage levels are gener-
ated by means of variable-pulse width modulation to
form signals of varying length. The Variable Pulse
Width Modulation (VPWM) used in PCI bus messag-
ing is a method in which both the state of the bus
and the width of the pulse are used to encode bit
information. A9zero9bit is defined as a short low
pulse or a long high pulse. A9one9bit is defined as a
long low pulse or a short high pulse. A low (passive)
state on the bus does not necessarily mean a zero bit.
It also depends upon pulse width. If the width isshort, it stands for a zero bit. If the width is long, it
stands for a one bit. Similarly, a high (active) state
does not necessarily mean a one bit. This too depends
upon pulse width. If the width is short, it stands for
a one bit. If the width is long, it stands for a zero bit.
In the case where there are successive zero or one
data bits, both the state of the bus and the width of
the pulse are changed alternately. This encoding
scheme is used for two reasons. First, this ensures
that only one symbol per transition and one transi-
tion per symbol exists. On each transition, every
transmitting module must decode the symbol on the
bus and begin timing of the next symbol. Since tim-
ing of the next symbol begins with the last transition
detected on the bus, all of the modules are re-syn-
chronized with each symbol. This ensures that there
are no accumulated timing errors during PCI data
bus communication.
The second reason for this encoding scheme is to
guarantee that the zero bit is the dominant bit on
the bus. When two modules are transmitting simul-
taneously on the bus, there must be some form of
arbitration to determine which module will gain con-
trol. A data collision occurs when two modules are
transmitting different messages at the same time.
When a module is transmitting on the bus, it is read-
ing the bus at the same time to ensure message
integrity. When a collision is detected, the module
that transmitted the one bit stops sending messages
over the bus until the bus becomes idle.
Each module is capable of transmitting and receiv-
ing data simultaneously. The typical PCI bus mes-
sage has the following four components:
²Message Header- One to three bytes in length.
The header contains information identifying the mes-
sage type and length, message priority, target mod-
ule(s) and sending module.
²Data Byte(s)- This is the actual message that
is being sent.
²Cyclic Redundancy Check (CRC) Byte- This
byte is used to detect errors during a message trans-
mission.
²In-Frame Response (IFR) byte(s)-Ifa
response is required from the target module(s), it can
be sent during this frame. This function is described
in greater detail in the following paragraph.
The IFR consists of one or more bytes, which are
transmitted during a message. If the sending module
requires information to be received immediately, the
target module(s) can send data over the bus during
the original message. This allows the sending module
to receive time-critical information without having to
wait for the target module to access the bus. After
the IFR is received, the sending module broadcasts
an End of Frame (EOF) message and releases control
of the bus.
8E - 2 ELECTRONIC CONTROL MODULESDR
COMMUNICATION (Continued)