1998 DODGE RAM 1500 vin

SHOCK
DIAGNOSIS AND TESTING - SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing.
REMOVAL
REMOVAL - 4X2
(1) Raise and support vehicle.
(2) Support the lower control arm outboard end.
(3) Remove the upper shock absorber nut, retainer
and grommet.
(4) Remove the lower nuts and remove the shock
absorber.
REMOVAL - 4X4
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Support the lower control arm outboard end.
(4) Remove the upper shock nut and with the insu-
lator and retainer (Fig. 27).
(5) Remove the lower shock bolt (Fig. 27).
(6) Remove the shock
INSTALLATION
INSTALLATION - 4X2
NOTE: Upper shock nut must be replaced or use
Mopar Lock 'N Seal or LoctiteT242 on existing nut.(1) Install the lower retainer and grommet on the
shock absorber stud. Insert the shock absorber
through the frame bracket hole.
(2) Install the lower nuts and tighten the nuts to
28 N´m (21 ft. lbs.).
(3) Install the upper grommet, retainer and new
nut or use Mopar Lock 'N Seal or Loctitet242 on
existing nut, on the shock absorber stud. Tighten nut
to 54 N´m (40 ft. lbs.).
(4) Remove the support from the lower control arm
outboard end.
(5) Lower the vehicle.
INSTALLATION - 4X4
(1) Install the upper part of the shock into the
frame bracket with the insulators and retainers (Fig.
27).
(2) Install the nut and Tighten to 54 N´m (40 ft.
lbs.).
(3) Install the lower part of the shock into the
lower control arm and Tighten the bolt to 135 N´m
(100 ft. lbs.) (Fig. 27).
(4) Remove the support from the lower control arm
outboard end.
(5) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(6) Remove the support and lower the vehicle.
STABILIZER BAR
DESCRIPTION
The bar extends across the front underside of the
chassis and connects to the frame crossmember. The
Fig. 27 SHOCK 4X4
1 - INSULATOR & RETAINER
2 - NUT
3 - SHOCK ABSORBER
4 - BOLT
2 - 24 FRONT - INDEPENDENT FRONT SUSPENSIONDR

LOWER SUSPENSION ARM
REMOVAL
(1) Raise and support the vehicle.
(2) Paint or scribe alignment marks on the cam
adjusters and suspension arm for installation refer-
ence (Fig. 22).
(3) Remove the lower suspension arm nut, cam
and cam bolt from the axle.
(4) Remove the nut and bolt from the frame rail
bracket and remove the lower suspension arm (Fig.
22).
INSTALLATION
(1) Position the lower suspension arm at the axle
bracket and frame rail bracket.
(2) Install the rear bolt and finger tighten the nut.
(3) Install the cam bolt, cam and nut in the axle
and align the reference marks.
(4) Remove support and lower the vehicle.
(5) Tighten cam nut at the axle bracket to 217
N´m (160 ft. lbs.). Tighten rear nut at the frame
bracket to 217 N´m (160 ft. lbs.).
SHOCK
DIAGNOSIS AND TESTING - SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing.
REMOVAL
(1) Remove the nut, retainer and grommet from
the upper stud in the engine compartment.
(2) Remove three nuts from the upper shock
bracket (Fig. 23).
(3) Remove the lower bolt from the axle bracket
(Fig. 24). Remove the shock absorber from engine
compartment.
INSTALLATION
(1) Position the lower retainer and grommet on the
upper stud. Insert the shock absorber through the
spring from engine compartment.
(2) Install the lower bolt and tighten to 135 N´m
(100 ft. lbs.).
(3) Install the upper shock bracket and three nuts.
Tighten nuts to 75 N´m (55 ft. lbs.).
(4) Install upper grommet and retainer. Install
upper shock nut and tighten to 54 N´m (40 ft. lbs).
Fig. 22 Adjustment Cam
1 - ADJUSTMENT CAM
2 - AXLE BRACKET
3 - BRACKET REINFORCEMENT
4 - LOWER SUSPENSION ARM
2 - 38 FRONT - LINK/COILDR

REAR
TABLE OF CONTENTS
page page
REAR
DESCRIPTION.........................41
DIAGNOSIS AND TESTING - SPRING AND
SHOCK.............................41
SPECIFICATIONS
TORQUE CHART......................42
BUSHINGS
REMOVAL.............................43
INSTALLATION.........................43
JOUNCE BUMPER
REMOVAL.............................43
INSTALLATION.........................43
AUXILIARY SPRING BUMPERS (3500)
REMOVAL.............................43INSTALLATION.........................43
SHOCK
REMOVAL.............................43
INSTALLATION.........................43
SPRING
DESCRIPTION.........................44
OPERATION...........................44
REMOVAL.............................44
INSTALLATION.........................44
SPRING TIP INSERTS
REMOVAL.............................44
INSTALLATION.........................45
REAR
DESCRIPTION
The rear suspension is comprised of:
²Shock Absorbers
²Jounce Bumpers
²Leaf Springs
²Auxiliary Leaf Spring (3500 series)
²Auxiliary Spring Bumpers (3500 series)
²Drive Axle
CAUTION: A vehicle should always be loaded so
the vehicle weight center-line is located immedi-
ately forward of the rear axle. Correct vehicle load-
ing provides proper front tire-to-road contact. This
results in maximum vehicle handling stability and
safety. Incorrect vehicle weight distribution can
cause excessive tire tread wear, spring fatigue or
failure, and erratic steering.
CAUTION: Suspension components with rubber/ure-
thane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur.
DIAGNOSIS AND TESTING - SPRING AND
SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The spring eye and shock absorber bushings do not
require any type of lubrication. Do not attempt to
stop spring bushing noise by lubricating them.
Grease and mineral oil-base lubricants will deterio-
rate the bushing rubber.
If the vehicle is used for severe, off-road operation,
the springs should be examined periodically. Check
for broken and shifted leafs, loose and missing clips,
and broken center bolts. Refer to Spring and Shock
Absorber Diagnosis chart for additional information.
DRREAR 2 - 41

FRONT AXLE - C205F
TABLE OF CONTENTS
page page
FRONT AXLE - C205F
DIAGNOSIS AND TESTING................27
REMOVAL.............................31
INSTALLATION.........................31
ADJUSTMENTS........................32
SPECIFICATIONS.......................39
SPECIAL TOOLS.......................40
AXLE SHAFTS
REMOVAL.............................43
INSTALLATION.........................43
AXLE SHAFT SEALS
REMOVAL.............................43
INSTALLATION.........................43
AXLE BEARINGS
REMOVAL.............................43INSTALLATION.........................44
PINION SEAL
REMOVAL.............................44
INSTALLATION.........................45
DIFFERENTIAL
REMOVAL.............................46
DISASSEMBLY.........................47
ASSEMBLY............................47
INSTALLATION.........................48
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................48
INSTALLATION.........................48
PINION GEAR/RING GEAR
REMOVAL.............................49
INSTALLATION.........................51
FRONT AXLE - C205F
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, 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. The side gears are loaded dur-
ing turns. They usually do not cause noise during
straight-ahead driving when the gears are unloaded.
A worn pinion mate shaft can also cause a snapping
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 m.p.h.
LOW SPEED KNOCK
Low speed knock is generally caused by:
²Worn U-joints/CV joint.
²Worn side-gear thrust washers.
²Worn pinion shaft bore.
DRFRONT AXLE - C205F 3 - 27

²Ring gear too far away from pinion gear (Fig.
21). Decrease backlash by moving the ring closer to
the pinion gear.
²Ring gear too close to pinion gear (Fig. 22).
Increase backlash, by moving the ring away from the
pinion gear.
²Ring gear too far away from pinion gear (Fig.
23). Decrease backlash, by moving the ring closer to
the pinion gear.²Ring gear too close to pinion gear (Fig. 24).
Increase backlash, by moving the ring away from the
pinion gear.
²Pinion gear set too low (Fig. 25). Increase pinion
gear height, by increasing the pinion depth shim
thickness.
Fig. 20 CORRECT CONTACT PATTERN
Fig. 21 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
Fig. 22 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL
Fig. 23 INCORRECT BACKLASH
1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL
Fig. 24 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE
Fig. 25 LOW PINION HEIGHT
3 - 38 FRONT AXLE - C205FDR
FRONT AXLE - C205F (Continued)

FRONT AXLE - 9 1/4 AA
TABLE OF CONTENTS
page page
FRONT AXLE - 9 1/4 AA
DIAGNOSIS AND TESTING................54
REMOVAL.............................57
INSTALLATION.........................58
ADJUSTMENTS........................59
SPECIFICATIONS.......................63
SPECIAL TOOLS.......................64
AXLE SHAFTS
REMOVAL.............................67
DISASSEMBLY.........................68
ASSEMBLY............................69
INSTALLATION.........................69
AXLE SHAFT SEALS
REMOVAL.............................69
INSTALLATION.........................70PINION SEAL
REMOVAL.............................70
INSTALLATION.........................71
DIFFERENTIAL
REMOVAL.............................72
DISASSEMBLY.........................72
ASSEMBLY............................73
INSTALLATION.........................74
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................75
INSTALLATION.........................75
PINION GEAR/RING GEAR
REMOVAL.............................75
INSTALLATION.........................77
FRONT AXLE - 9 1/4 AA
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, 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. The side gears are loaded dur-
ing turns. They usually do not cause noise during
straight-ahead driving when the gears are unloaded.
A worn pinion mate shaft can also cause a snapping
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 m.p.h.
LOW SPEED KNOCK
Low speed knock is generally caused by:
²Worn U-joint(s).
²Worn side-gear thrust washers.
²Worn pinion shaft bore.
3 - 54 FRONT AXLE - 9 1/4 AADR

(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 9). Move scooter
block till dial indicator crests the arbor, then record
the highest reading.
(9) Select a shim equal to the dial indicator read-
ing.
(10) Install the select shim between the rear pin-
ion bearing and the pinion gear head.
DIFFERENTIAL CASE BEARING PRELOAD AND
GEAR BACKLASH
Backlash is adjusted by moving the adjusters in
and out or both. By moving the adjusters the case/
ring gear will move closer or further away from the
pinion. In most cases this adjustment can be used to
achieve the correct gear tooth pattern and set the
case bearing preload.
(1) Remove adjuster lock bolts and adjuster locks
(Fig. 10).
(2) Loosen the differential bearing caps.
(3) Slide differential case toward the pinion gear
until the gears make contact/zero backlash. If zero
backlash cannot be obtained, turn the pinion side
adjuster until zero backlash is obtained.
(4) Holding the differential case toward the pinion
gear, turn bearing adjusters with Spanner Wrench
8883 until they make contact with the differential
bearings/cups.
(5) Back off the ring gear side adjuster 4 holes, to
obtain initial ring gear backlash.
(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 dif-
ferential bearings.
Fig. 8 GAUGE TOOLS IN HOUSING
1. PINION HEIGHT BLOCK
2. PINION BLOCK
3. ARBOR
4. ARBOR DISCS
Fig. 9 PINION DEPTH MEASUREMENT
1. DIAL INDICATOR
2. ARBOR
3. SCOOTER BLOCK
Fig. 10 ADJUSTER LOCK BOLT
1 - DIFFERENTIAL CASE
2 - ADJUSTER LOCK
3 - ADJUSTER LOCK BOLT
4 - BEARING CAP BOLT
3 - 60 FRONT AXLE - 9 1/4 AADR
FRONT AXLE - 9 1/4 AA (Continued)

(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 85 N´m (63 ft.
lbs.).
(13) Tighten adjuster lock bolts to 25 N´m (18 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.
11). 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 shortened 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 to specifica-
tion.
(4) Apply the brakes lightly to create a 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. 12). Back-
lash and pinion depth is correct.
²Ring gear too far away from pinion gear (Fig.
13). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.
²Ring gear too close to pinion gear (Fig. 14).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.
²Ring gear too far away from pinion gear (Fig.
15). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.
²Ring gear too close to pinion gear (Fig. 16).
Increase backlash, by moving the ring away from the
pinion gear using the adjusters.
Fig. 11 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
Fig. 12 CORRECT CONTACT PATTERN
Fig. 13 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
DRFRONT AXLE - 9 1/4 AA 3 - 61
FRONT AXLE - 9 1/4 AA (Continued)