1998 DODGE RAM 1500 control arm

(7) Remove the stabilizer link (Refer to 2 - SUS-
PENSION/FRONT/STABILIZER LINK - REMOVAL).
(8) Remove the lower ball joint nut at the steering
knuckle.
(9) Install Ball Joint Remover tool 8677 on the
lower ball joint and separate the ball joint from the
knuckle.
(10)
NOTE: Do not allow the upper control arm and
steering knuckle to rebound downwards they must
be supported.Support the upper control arm and
steering knuckle out of the way.
(11) Remove the lower control arm support.
(12) Tighten the spring compressor tool to allow
clearance for the lower ball joint to be removed out of
the knuckle.
NOTE: It may necessary to loosen the control arm
pivot bolt to allow downward swing.
(13) Loosen the tension on the spring compressor
tool slowly allowing the lower suspension arm to
pivot downward.
(14) Remove the spring compressor tool.
(15) Remove coil spring and isolator pad from the
vehicle (Fig. 26).
INSTALLATION
(1) Tape the isolator pad to the top of the coil
spring. Position the spring in the lower suspension
arm well. Be sure that the coil spring is seated in the
well.
(2) Install Spring Compressor DD-1278 up through
the lower suspension arm, coil spring and shock hole
in the frame.(3) Tighten the tool nut to compress the coil
spring.
(4) Remove the support from the upper control
arm and steering knuckle.
(5) Position the lower ball joint into the steering
knuckle.
(6) Install the retaining nut on the lower ball joint
and tighten to 52 N´m (38 ft. lbs.)(on 1500 series only
an additional 90É turn is required) or 135 N´m (100
ft. lbs.)(HD 4X2 only).
(7) Remove the spring compressor tool.
(8) Support the lower control arm at the outboard
side of the lower control arm to support vehicle
weight.
(9) Install the shock absorber. (Refer to 2 - SUS-
PENSION/FRONT/SHOCK - INSTALLATION).
(10) Install the stabilizer link (Refer to 2 - SUS-
PENSION/FRONT/STABILIZER LINK - INSTALLA-
TION).
(11) Remove the lower control arm support.
(12) Install the wheel and tire assembly and lower
the vehicle. (Refer to 22 - TIRES/WHEELS/WHEELS
- STANDARD PROCEDURE).
(13) Lower the vehicle to the floor with vehicle
weight and Tighten the front and rear control arm
pivot bolts if loosened to 204 N´m (150 ft. lbs.)(LD) or
285 N´m (210 ft. lbs.)(HD 4X2 only).
(14) Perform a wheel alignment (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
Fig. 25 SPRING COMPRESSOR TOOL
1 - SPECIAL TOOL DD-1278
2 - BELL-SHAPED ADAPTER
Fig. 26 COIL SPRING
1 - COIL SPRING
2 - STEERING KNUCKLE
3 - OUTER TIE ROD END
4 - LOWER CONTROL ARM
5 - SHOCK
DRFRONT - INDEPENDENT FRONT SUSPENSION 2 - 23
SPRING (Continued)

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

INSTALLATION
INSTALLATION - 4X4
(1) Install the stabilizer link to the vehicle.
(2) Install the lower nut and Tighten to 102 N´m
(75 ft. lbs.).
(3) Install the retainers, grommets and upper nut
and Tighten to 38 N´m (27 ft. lbs.).
(4) Remove the support and lower the vehicle.
INSTALLATION - 4X2
(1) Install the stabilizer link to the vehicle (Fig.
29).
(2) Install the lower nut and Tighten to 102 N´m
(75 ft. lbs.).
(3) Install the retainers, grommets and upper nut
and Tighten to 38 N´m (27 ft. lbs.).
(4) Remove the support and lower the vehicle.
TORSION BAR
DESCRIPTION
The front of the bar connects to the back side of
the lower suspension arm. The rear end of the bar is
mounted in a anchor that rests in the frame cross-
member.
OPERATION
The torsion bars are used to control ride height
and ride quality. The vehicle height is adjusted
through an anchor adjustment bolt that increases or
decreases the wind up of the torsion bar. Increasing
or decreasing the bar angle changes the wind up of
the suspension arms.
REMOVAL
CAUTION: The left and right side torsion bars are
NOT interchangeable. The bars are identified and
stamped R or L, for right or left. The bars do not
have a front or rear end and can be installed with
either end facing forward.
(1) Raise and support the vehicle with the front
suspension hanging.
(2) Remove the transfer case skid plate (Refer to
13 - FRAME & BUMPERS/FRAME/TRANSFER
CASE SKID PLATE - REMOVAL).
NOTE: Count and record the number of turns for
installation reference.
(3) Mark the adjustment bolt setting.
(4) Install Special Tool - 8686 to the anchor arm
and the cross member (Fig. 30).(5) Increase the tension on the anchor arm tool
until the load is removed from the adjustment bolt
and the adjuster nut (Fig. 30).
(6) Turn the adjustment bolt counterclockwise to
remove the bolt and the adjuster nut..
(7) Remove the Special Tool - 8686, allowing the
torsion bar to unload (Fig. 30).
(8) Remove torsion bar and anchor. Remove anchor
from torsion bar (Fig. 31).
(9) Remove all foreign material from torsion bar
mounting in anchor and suspension arm.
(10) Inspect adjustment bolt, bearing and swivel
for damage.
Fig. 30 LOADING/UNLOADING TORSION BAR
1 - SPECIAL TOOL ± 8686
2 - CROSSMEMBER
Fig. 31 TORSION BAR
1 - ANCHOR
2 - SWIVEL
3 - TORSION BAR
4 - LOWER CONTROL ARM
2 - 26 FRONT - INDEPENDENT FRONT SUSPENSIONDR
STABILIZER LINK (Continued)

INSTALLATION
CAUTION: The left and right side torsion bars are
NOT interchangeable. The bars are identified and
stamped R or L, for right or left. The bars do not
have a front or rear end and can be installed with
either end facing forward.
(1) Insert torsion bar ends into anchor and suspen-
sion arm.
(2) Position the anchor in the frame crossmember.
(3) Install Special Tool - 8686 to the anchor and
the crossmember (Fig. 30).
(4) Increase the tension on the anchor in order to
load the torsion bar.
(5) Install the adjustment bolt and the adjuster
nut.
(6) Turn adjustment bolt clockwise the recorded
amount of turns.
(7) Remove tool - 8686 from the torsion bar cross-
member (Fig. 30).
(8) Install the transfer case skid plate (Refer to 13
- FRAME & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - INSTALLATION).
(9) Lower vehicle and adjust the front suspension
height (Refer to 2 - SUSPENSION/WHEEL ALIGN-
MENT - STANDARD PROCEDURE).
(10) Perform a wheel alignment (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
UPPER BALL JOINT
DIAGNOSIS AND TESTING - UPPER BALL
JOINT
NOTE: If the ball joint is equipped with a lubrication
fitting, grease the joint then road test the vehicle
before performing test.
(1) Raise the front of the vehicle. Place safety floor
stands under both lower control arms as far outboard
as possible. Lower the vehicle to allow the stands to
support some or all of the vehicle weight.
(2) Remove the front tires.(3) Mount a dial indicator solidly to the frame and
then zero the dial indicator.
(4) Position dial indicator plunger on the topside of
the upper ball joint (Fig. 32).
NOTE: The dial indicator plunger must be perpen-
dicular to the machined surface of the ball joint
(Fig. 32).
NOTE: Use care not to pry or tear the ball joint
boot, when checking the free play.
(5) Position a pry bar between the steering
knuckle and the upper control arm. Pry upwards on
the upper control arm (Fig. 32).
(6) If the travel exceeds 0.5 mm (0.020 in.), replace
the upper control arm since the upper ball joint is
integral to the arm (Refer to 2 - SUSPENSION/
FRONT/UPPER CONTROL ARM - REMOVAL).
(7) If the upper ball joint is within specs reinstall
the front tires (Refer to 22 - TIRES/WHEELS/
WHEELS - STANDARD PROCEDURE).
Fig. 32 UPPER BALL JOINT PLAY
1 - DIAL INDICATOR
2 - UPPER CONTROL ARM
3-PRYBAR
4 - KNUCKLE
5 - BALL JOINT BOOT
DRFRONT - INDEPENDENT FRONT SUSPENSION 2 - 27
TORSION BAR (Continued)

UPPER CONTROL ARM
REMOVAL
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove the nut from upper ball joint.
(4) Separate upper ball joint from the steering
knuckle with Remover 8677 (Fig. 33)
CAUTION: When installing Remover 8677 to sepa-
rate the ball joint, be careful not to damage the ball
joint seal.(5) Remove the control arm pivot bolts and remove
control arm (Fig. 34).
INSTALLATION
(1) Position the control arm into the frame brack-
ets. Install bolts and tighten to 132 N´m (97 ft.
lbs.)(LD) or 170 N´m (125 ft. lbs.)(HD 4X2 only).
(2) Insert the ball joint in steering knuckle and
tighten the upper ball joint nut to 54 N´m (40 ft.
lbs.)(on 1500 series only an additional 90É turn is
required).
(3) Install the wheel and tire assembly,(Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(4) Remove the support and lower vehicle.
(5) Perform a wheel alignment, (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
Fig. 33 UPPER BALL JOINT SEPARATION
1 - UPPER CONTROL ARM
2 - REMOVER
3 - STEERING KNUCKLE
Fig. 34 UPPER CONTROL ARM
1 - REAR PIVOT BOLT
2 - FRONT PIVOT BOLT
3 - UPPER CONTROL ARM
2 - 28 FRONT - INDEPENDENT FRONT SUSPENSIONDR

DESCRIPTION N´m Ft. Lbs. In. Lbs.
Stabilizer Bar
Frame Bolt61 45 Ð
Stabilizer Link
Lower Control Arm Nut102 75 Ð
Stabilizer Link
Axle Bracket71 52 Ð
Stabilizer Link
Stabilizer Bar Nut38 27 Ð
Hub/Bearing
Bolts202 149 Ð
Axle Nut 179 Beginning Torque,
Then Rotate 5 to 10
Times With a Final Torque
of 356132 Beginning Torque,
Then Rotate 5 to 10
Times With a Final Torque
of 263Ð
Tie Rod End
Nut75 55 Ð
NOTE: Suspension components with rubber/urethane bushings should be tightened with the vehicle at nor-
mal 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 pre-
mature bushing wear may occur.
SPECIAL TOOLS
9 1/4 AA
Puller C-3894±A
Remover, Wheel Stud C-4150A
BALL JOINT PRESS - C-4212F
REMOVER / INSTALLER BALLJOINT - 8445
2 - 30 FRONT - LINK/COILDR
FRONT - LINK/COIL (Continued)

HALF SHAFT
TABLE OF CONTENTS
page page
HALF SHAFT
CAUTION.............................20
DIAGNOSIS AND TESTING................20
REMOVAL.............................20
INSTALLATION.........................21
SPECIFICATIONS.......................21
SPECIAL TOOLS.......................21CV JOINT-OUTER
REMOVAL.............................22
INSTALLATION.........................23
CV JOINT-INNER
REMOVAL.............................25
INSTALLATION.........................25
HALF SHAFT
CAUTION
CAUTION:: Never grasp half shaft assembly by the
boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints
when handling the half shaft.
Half shafts exposed to battery acid, transmission
fluid, brake fluid, differential fluid or gasoline may
cause the boots to deteriorate. Failure to heed cau-
tion may result in damage.
DIAGNOSIS AND TESTING
Check inboard and outboard C/V joint for leaking
grease. This is a sign of boot or boot clamp damage.
NOISE/VIBRATION IN TURNS
A clicking noise or vibration in turns could be
caused by a damaged outer C/V or inner tripod joint
seal boot or seal boot clamps. This will result in the
loss/contamination of the joint grease, resulting in
inadequate lubrication of the joint. Noise could also
be caused by another component of the vehicle com-
ing in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a damaged or worn C/V joint. A
torn boot or loose/missing clamp on the inner/outer
joint which has allowed the grease to be lost will
damage the C/V joint.
SHUDDER/VIBRATION DURING ACCELERATION
This could be a worn/damaged inner tripod joint or
a sticking tripod joint. Improper wheel alignment
may also cause a shudder or vibration.
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of out of balance
front tires or tire/wheel runout. Foreign material
(mud, etc.) packed on the backside of the wheel(s)
will also cause a vibration.
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove half shaft hub nut.
(3) Remove brake caliper and rotor.
(4) Position hydraulic jack under lower suspension
arm and raise jack to unload rebound bumper.
(5) Remove lower shock absorber bolt.
(6) Remove upper ball joint nut and seperate ball
with Remover 8677 (Fig. 1).
(7) Disengage inner C/V joint from axle shaft with
two pry bars between the C/V housing and axle hous-
ing.
Fig. 1 UPPER BALL JOINT SEPARATION
1 - UPPER CONTROL ARM
2 - REMOVER
3 - STEERING KNUCKLE
3 - 20 HALF SHAFTDR

OPERATION
OPERATION - COOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
All engines utilize an ambient overflow bottle for
coolant recovery/reserve.
An optional factory installed maximum duty cool-
ing package is available on most models. This pack-
age will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures.
OPERATION - HOSE CLAMPS
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, only use constant tension clamp pliers
designed to compress the hose clamp.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTINGÐON-BOARD
DIAGNOSTICS (OBD)
COOLING SYSTEM RELATED DIAGNOSTICS
The Engine Control Module (ECM) has been pro-
grammed to monitor certain cooling system compo-
nents:
²If the engine has remained cool for too long a
period, such as with a stuck open thermostat, a Diag-
nostic Trouble Code (DTC) can be set.
²If an open or shorted condition has developed in
the electronically controlled viscous fan clutch circuit,
a Diagnostic Trouble Code (DTC) can be set.
²If fan speed is not detected a DTC will be set.
²Coolant temperature sensor circuit problems can
set a DTC.
If the problem is sensed in a monitored circuit
often enough to indicated an actual problem, a DTC
is stored. The DTC will be stored in the ECM mem-
ory for eventual display to the service technician.
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ACCESSING DIAGNOSTIC TROUBLE CODES
To read DTC's and to obtain cooling system data,
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ERASING TROUBLE CODES
After the problem has been repaired, use the
DRBIIItscan tool to erase a DTC. Refer to the
appropriate Powertrain Diagnostic Procedures ser-
vice information for operation of the DRBIIItscan
tool.
DIAGNOSIS AND TESTING - COOLING SYSTEM
- TESTING FOR LEAKS
ULTRAVIOLET LIGHT METHOD
A leak detection additive is available through the
parts department that can be added to cooling sys-
tem. The additive is highly visible under ultraviolet
light (black light). Pour one ounce of additive into
cooling system. Place heater control unit in HEAT
position. Start and operate the engine until the radi-
ator upper hose is warm to the touch. Aim the com-
mercially available black light tool at the components
to be checked. If leaks are present, the black light
will cause the additive to glow a bright green color.
The black light can be used in conjunction with a
pressure tester to determine if any external leaks
exist (Fig. 5).
Fig. 4 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
DRCOOLING 7 - 5
COOLING (Continued)