1998 DODGE RAM 1500 parking brake

(1) Through the axle tube use Wrench C-4164 to
adjust each threaded adjuster inward until the differ-
ential bearing free-play is eliminated. Allow some
ring gear backlash approximately 0.25 mm (0.01 in.)
between the ring and pinion gear. Seat the bearing
cups with the procedure described above.
(2) Install dial indicator and position the plunger
against the drive side of a ring gear tooth (Fig. 9).
Measure the backlash at 4 positions, 90 degrees
apart around the ring gear. Locate and mark the
area of minimum backlash.
(3) Rotate the ring gear to the position of the least
backlash. Mark the gear so that all future backlash
measurements will be taken with the same gear
teeth meshed.
(4) Loosen the right-side, tighten the left-side
threaded adjuster. Obtain backlash of 0.076 to 0.102
mm (0.003-0.004 in.) with each adjuster tightened to
14 N´m (10 ft. lbs.). Seat the bearing cups with the
procedure described above.
(5) Tighten the differential bearing cap bolts 136
N´m (100 ft. lbs.).
(6) Tighten the right-side threaded adjuster to 102
N´m (75 ft. lbs.). Seat the bearing cups with the pro-
cedure described above. Continue to tighten the
right-side adjuster and seat bearing cups until the
torque remains constant at 102 N´m (75 ft. lbs.)
(7) Measure the ring gear backlash. The range of
backlash is 0.15 to 0.203 mm (0.006 to 0.008 in.).(8) Continue increasing the torque at the right-
side threaded adjuster until the specified backlash is
obtained.
NOTE: The left-side threaded adjuster torque
should have approximately 102 N´m (75 ft. lbs.). If
the torque is considerably less, the complete
adjustment procedure must be repeated.
(9) Tighten the left-side threaded adjuster until
102 N´m (75 ft. lbs.) torque is indicated. Seat the
bearing rollers with the procedure described above.
Do this until the torque remains constant.
(10) Install the threaded adjuster locks and
tighten the lock screws to 10 N´m (90 in. lbs.).
GEAR CONTACT PATTERN
Gear tooth contact pattern is used to verify the cor-
rect running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specifica-
tion.
(4) Apply parking brakes lightly to create at 14
N´m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
²Gear contact pattern is correct (Fig. 10). Back-
lash and pinion depth is correct.
Fig. 9 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
3 - EXCITER RING
Fig. 10 CORRECT CONTACT PATTERN
DRREAR AXLE - 9 1/4 3 - 87
REAR AXLE - 9 1/4 (Continued)

(6) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(7) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(8) Rotate the pinion several times to seat the def-
erential bearings.
(9) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup, then tighten
it until it makes contact.
(10) Tighten pinion gear side adjuster an addi-
tional:
²New Bearings:6 Adjuster Holes
²Original Bearings:4 Adjuster Holes
(11) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(12) Tighten bearing cap bolts to 115 N´m (85 ft.
lbs.).
(13) Tighten adjuster lock bolts to 33 N´m (24 ft.
lbs.).
(14) Measure ring gear backlash with a Dial Indi-
cator C-3339 and Dial Indicator Stud L-4438 at eight
points around the drive side of the ring gear (Fig. 9).
The backlash should be 0.08-0.25 mm (0.003-0.010
in) with a preferred backlash of 0.13-0.18 mm (0.005-
0.007 in).
NOTE: Backlash measurement should not vary
more than 0.05 mm (0.002 in) between measuring
points. If measurement does vary inspect the gears
for burrs, the differential case flange and ring gear
mounting.GEAR TOOTH CONTACT PATTERN
Gear tooth contact pattern is used to verify the cor-
rect running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specifica-
tion.
(4) Apply parking brakes lightly to create at 14
N´m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
²Gear contact pattern correct (Fig. 10). Backlash
and pinion depth is correct.
²Ring gear too far away from pinion gear (Fig.
11). Decrease the backlash, by moving the ring closer
to the pinion gear using the adjusters.
²Ring gear too close to pinion gear (Fig. 12).
Increase the backlash, by moving the ring away from
the pinion gear using the adjusters.
Fig. 9 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
Fig. 10 CORRECT CONTACT PATTERN
Fig. 11 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
3 - 118 REAR AXLE - 10 1/2 AADR
REAR AXLE - 10 1/2 AA (Continued)

(6) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(7) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(8) Rotate the pinion several times to seat the def-
erential bearings.
(9) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup, then tighten
it until it makes contact.
(10) Tighten pinion gear side adjuster an addi-
tional:
²New Bearings:6 Adjuster Holes
²Original Bearings:4 Adjuster Holes
(11) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(12) Tighten bearing cap bolts to 115 N´m (85 ft.
lbs.).
(13) Tighten adjuster lock bolts to 33 N´m (24 ft.
lbs.).
(14) Measure ring gear backlash with a Dial Indi-
cator C-3339 and Dial Indicator Stud L-4438 at eight
points around the drive side of the ring gear (Fig. 9).
The backlash should be 0.08-0.25 mm (0.003-0.010
in) with a preferred backlash of 0.13-0.18 mm (0.005-
0.007 in).
NOTE: Backlash measurement should not vary
more than 0.05 mm (0.002 in) between measuring
points. If measurement does vary inspect the gears
for burrs, the differential case flange and ring gear
mounting.GEAR TOOTH CONTACT PATTERN
Gear tooth contact pattern is used to verify the cor-
rect running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specifica-
tion.
(4) Apply parking brakes lightly to create at 14
N´m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
²Gear contact pattern correct (Fig. 10). Backlash
and pinion depth is correct.
²Ring gear too far away from pinion gear (Fig.
11). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.
²Ring gear too close to pinion gear (Fig. 12).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.
Fig. 9 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
Fig. 10 CORRECT CONTACT PATTERN
Fig. 11 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
3 - 146 REAR AXLE - 11 1/2 AADR
REAR AXLE - 11 1/2 AA (Continued)

FLUID RESERVOIR
REMOVAL.............................23
INSTALLATION.........................24
BRAKE JUNCTION BLOCK
REMOVAL.............................24
INSTALLATION.........................24
MASTER CYLINDER
DESCRIPTION.........................24
OPERATION...........................25
DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER...........25
STANDARD PROCEDURE - MASTER
CYLINDER BLEEDING..................26
REMOVAL
REMOVAL - ALL EXCEPT HYDROBOOST . . . 26
REMOVAL - HYDROBOOST.............26
INSTALLATION
INSTALLATION - ALL EXCEPT
HYDROBOOST.......................27
INSTALLATION - HYDROBOOST..........27
PEDAL
DESCRIPTION.........................28
OPERATION...........................28
REMOVAL.............................28
INSTALLATION.........................28
POWER BRAKE BOOSTER
DESCRIPTION.........................29
OPERATION...........................29
REMOVAL.............................29
INSTALLATION.........................29
HYDRO-BOOST BRAKE BOOSTER
DIAGNOSIS AND TESTING - HYDRAULIC
BOOSTER...........................30
STANDARD PROCEDURE - BLEEDING......31
REMOVAL.............................31
INSTALLATION.........................32
ROTORS
DIAGNOSIS AND TESTING
DISC BRAKE ROTOR..................32
REMOVAL
REMOVAL - FRONT....................33
REMOVAL - REAR.....................34REMOVAL - REAR DUAL WHEELS........34
INSTALLATION
INSTALLATION - FRONT................34
INSTALLATION - REAR.................34
INSTALLATION - REAR DUAL WHEELS....35
SUPPORT PLATE
REMOVAL.............................35
INSTALLATION.........................36
PARKING BRAKE
DESCRIPTION.........................36
OPERATION...........................36
CABLES
REMOVAL
REMOVAL - FRONT PARKING BRAKE
CABLE..............................36
REMOVAL - REAR PARK BRAKE CABLE . . . 37
REMOVAL - RIGHT REAR CABLE.........37
REMOVAL - LEFT REAR CABLE..........38
INSTALLATION
INSTALLATION - FRONT PARKING BRAKE
CABLE..............................38
INSTALLATION - REAR PARK BRAKE
CABLE..............................38
INSTALLATION - RIGHT REAR CABLE.....38
INSTALLATION - LEFT REAR CABLE......39
SHOES
REMOVAL.............................39
CLEANING - REAR DRUM IN HAT BRAKE....39
INSPECTION - REAR DRUM IN HAT BRAKE . . 39
INSTALLATION.........................40
ADJUSTMENTS
ADJUSTMENT - PARKING BRAKE SHOES . . 41
ADJUSTMENT - WITH ADJUSTING TOOL . . . 42
PEDAL
REMOVAL.............................42
INSTALLATION.........................42
CABLE TENSIONER
ADJUSTMENTS
ADJUSTMENT........................43
RELEASE HANDLE
REMOVAL.............................44
INSTALLATION.........................44
BRAKES - BASE
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM
Base brake components consist of the brake pads,
calipers, brake drum in hat rotor in the rear, rotors,
brake lines, master cylinder, booster, and parking
brake components.
Brake diagnosis involves determining if the prob-
lem is related to a mechanical, hydraulic, or vacuum
operated component.
The first diagnosis step is the preliminary check.
PRELIMINARY BRAKE CHECK
(1) Check condition of tires and wheels. Damaged
wheels and worn, damaged, or underinflated tires
can cause pull, shudder, vibration, and a condition
similar to grab.
(2) If complaint was based on noise when braking,
check suspension components. Jounce front and rear
of vehicle and listen for noise that might be caused
by loose, worn or damaged suspension or steering
components.
(3) Inspect brake fluid level and condition. Note
that the brake reservoir fluid level will decrease in
proportion to normal lining wear.Also note that
brake fluid tends to darken over time. This is
5 - 2 BRAKES - BASEDR

normal and should not be mistaken for contam-
ination.
(a) If fluid level is abnormally low, look for evi-
dence of leaks at calipers, wheel cylinders, brake
lines, and master cylinder.
(b) If fluid appears contaminated, drain out a
sample to examine. System will have to be flushed
if fluid is separated into layers, or contains a sub-
stance other than brake fluid. The system seals
and cups will also have to be replaced after flush-
ing. Use clean brake fluid to flush the system.
(4) Check parking brake operation. Verify free
movement and full release of cables and pedal. Also
note if vehicle was being operated with parking
brake partially applied.
(5) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for
being loose or for bind condition. Do not road test
until condition is corrected.
(6) Check booster vacuum check valve and hose.
(7) If components checked appear OK, road test
the vehicle.
ROAD TESTING
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
(2) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under constant foot pressure.
(3) During road test, make normal and firm brake
stops in 25-40 mph range. Note faulty brake opera-
tion such as low pedal, hard pedal, fade, pedal pulsa-
tion, pull, grab, drag, noise, etc.
(4) Attempt to stop the vehicle with the parking
brake only and note grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak or
fluid contamination. The leak point could be at a
brake line, fitting, hose, or caliper/wheel cylinder. If
leakage is severe, fluid will be evident at or around
the leaking component.
Internal leakage (seal by-pass) in the master cylin-
der caused by worn or damaged piston cups, may
also be the problem cause.
An internal leak in the ABS or RWAL system may
also be the problem with no physical evidence.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up worn linings,
rotors, drums, or rear brakes out of adjustment are
the most likely causes. The proper course of action isto inspect and replace all worn component and make
the proper adjustments.
SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. However, thin brake drums or substandard
brake lines and hoses can also cause a spongy pedal.
The proper course of action is to bleed the system,
and replace thin drums and substandard quality
brake hoses if suspected.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve or a
vacuum hose could also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake
rotors with excessive lateral runout or thickness vari-
ation, or out of round brake drums. Other causes are
loose wheel bearings or calipers and worn, damaged
tires.
NOTE: Some pedal pulsation may be felt during
ABS activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only.
Drag is a product of incomplete brake shoe release.
Drag can be minor or severe enough to overheat the
linings, rotors and drums.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In
severe cases, the lining may generate smoke as it
chars from overheating.
Common causes of brake drag are:
²Seized or improperly adjusted parking brake
cables.
²Loose/worn wheel bearing.
²Seized caliper or wheel cylinder piston.
²Caliper binding on corroded bushings or rusted
slide surfaces.
²Loose caliper mounting.
DRBRAKES - BASE 5 - 3
BRAKES - BASE (Continued)

²Drum brake shoes binding on worn/damaged
support plates.
²Mis-assembled components.
²Long booster output rod.
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake pads
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered
with grease and grit during repair. Contaminated lin-
ing should be replaced to avoid further brake prob-
lems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake pads in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors can become so scored that replacement is nec-
essary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
5 - 4 BRAKES - BASEDR
BRAKES - BASE (Continued)

DESCRIPTION N´m Ft. Lbs. In. Lbs.
Caliper
Brake Line Banjo Bolt
Rear27 20 245
Brake Hose
Front Bolts To Frame10 7.5 Ð
Brake Hose
Front Fitting19 14 250
Brake Hose
Rear Fitting19 14 250
Parking Brake Pedal
Assembly19 14 250
Rotor to Hub Bolt
Rear128 95 Ð
Hub/Bearing
Bolts
LD163 120 Ð
Hub/Bearing
Bolts
HD176 130 Ð
DRBRAKES - BASE 5 - 9
HYDRAULIC/MECHANICAL (Continued)

(4) Bottom the caliper pistons into the caliper by
prying the caliper over.
(5) Remove the caliper slide bolts.
(6) Remove the disc brake caliper from the mount.
CAUTION: Never allow the disc brake caliper to
hang from the brake hose. Damage to the brake
hose will result. Provide a suitable support to hang
the caliper securely.
(7) Remove the inboard and outboard brake pads
(Fig. 39).
(8) Remove the anti-rattle clips (Fig. 39).
(9) Remove the caliper adapter mounting bolts
(Fig. 39).
(10) Remove the caliper adapter.
INSTALLATION
INSTALLATION - FRONT
(1) Install the caliper adapter to the steering
knuckle (Fig. 38).
(2) Install the caliper adapter mounting bolts and
tighten to 176 N´m (130 ft.lbs.) (Fig. 38).
(3) Install the disc brake caliper (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - INSTALLATION).
(4) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(5) Remove the support and lower the vehicle.
INSTALLATION - REAR
(1) Install the caliper adapter mounting bolts.
Tighten the mounting bolts to 135 N´m (100 ft.lbs)
(Fig. 39).(2) Install the anti-rattle clips (Fig. 39).
(3) Install the inboard and outboard pads (Fig. 39).
(4) Install the caliper mounting bolts.
(5) Install the tire and wheel assembly
DISC BRAKE CALIPER
ADAPTER MOUNT
REMOVAL - REAR
(1) Remove wheel and tire assembly.
(2) Remove the disc brake caliper (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(3) Remove the caliper adapter (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - REMOVAL).
(4) Remove the rotor (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/ROTORS - REMOVAL).
(5) Remove the axle shaft (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - REMOVAL).
(6) Remove the park brake shoes (Refer to 5 -
BRAKES/PARKING BRAKE/SHOES - REMOVAL).
(7) Remove the parking brake cable from the
brake lever.
(8) Remove the bolts attaching the support plate to
the axle and remove the support plate (Fig. 65).
(9) Remove the caliper adapter mount from the
axle housing (Fig. 40).
INSTALLATION
(1) Install the caliper adapter mount on the axle
housing (Fig. 40).
(2) Install support plate on axle flange (Fig. 66).
Tighten attaching bolts to 115 N´m (85 ft. lbs.).
Fig. 39 CALIPER MOUNT
1 - DISC BRAKE PADS
2 - ANTI-RATTLE CLIPS
3 - CALIPER ADAPTER
4 - MOUNTING BOLTS
Fig. 40 CALIPER ADAPTER MOUNT - REAR
1 - CALIPER ADAPTER MOUNT
2 - AXLE TUBE
3 - MOUNTING STUDS
5 - 22 BRAKES - BASEDR
DISC BRAKE CALIPER ADAPTER (Continued)