1998 DODGE RAM 1500 wheel torque

Condition Possible Causes Correction
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid
type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion contact
pattern. Adjust backlash or pinion
depth.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring
gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out. Replace
components as necessary.
8. Loose differential bearing cap
bolts.8. Inspect differential components and
replace as necessary. Ensure that the
bearing caps are torqued tot he
proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Position a lifting device under axle and secure
lift to the axle.
(3) Remove wheels and tires assemblies.
(4) Remove all brake components.
(5) Mark propeller shaft and companion flange for
installation alignment reference.
(6) Remove propeller shaft.
(7) Remove shock absorbers from axle (Fig. 1).
(8) Remove U-bolts from axle (Fig. 2).(9) Remove axle from the vehicle.
Fig. 1 SHOCK ABSORBER
1 - NUT
2 - AXLE
3 - SHOCK ABSORBER
Fig. 2 REAR SPRING
1 - LEAF SPRING
2 - PLATE
3 - NUTS
4 - FRONT NUT & BOLT
5 - SPRING CLAMP BOLTS
6 - SHACKLES
DRREAR AXLE - 11 1/2 AA 3 - 143
REAR AXLE - 11 1/2 AA (Continued)

INSTALLATION
(1) Raise axle with lift and align to the leaf spring
centering bolts.
(2) Install axle U-bolts and tighten to 149 N´m
(110 ft. lbs.).
(3) Install shock absorbers to axle and tighten to
specification.
(4) Install all brake components.
(5) Align propeller shaft and pinion companion
flange reference marks and tighten companion flange
bolts to 115 N´m (85 ft. lbs.).
(6) Install the wheels and tires.
(7) Fill differential to specifications.
(8) Remove lift from axle and lower the vehicle.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets. Compensation for pinion depth variance is
achieved with a select shim, located between the rear
pinion bearing and pinion gear head.
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the housing. Take
measurements with Pinion Gauge Set and Dial Indi-
cator C-3339 (Fig. 3).(1) Assemble Pinion Height Block 6739, Pinion
Block 8897 and rear pinion bearing onto Screw 6741
(Fig. 3).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through pin-
ion bearing cups (Fig. 4).
(3) Install front pinion bearing and Cone-nut 6740
onto the screw. Tighten cone-nut until Torque To
Rotate the screw is 1.7-2.26 N´m (15-20 in. lbs.) (Fig.
3).
(4) Place Arbor Discs 8289 on Arbor D-115-3 in
position in the housing side bearing cradles (Fig. 5).
(5) Install differential bearing caps on arbor discs
and snug the bearing cap bolts. Then cross tighten
cap bolts to 281 N´m (207 ft. lbs.).
NOTE: Arbor should rotate freely in the arbor discs.
(6) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(7) Position Scooter Block/Dial Indicator flush on
the pinion height block. Hold scooter block and zero
the dial indicator.
(8) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 6). Move the
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.
Fig. 3 PINION GEAR DEPTH GAUGE TOOLS
1 - DIAL INDICATOR
2 - ARBOR
3 - PINION HEIGHT BLOCK
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
Fig. 4 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
3 - 144 REAR AXLE - 11 1/2 AADR
REAR AXLE - 11 1/2 AA (Continued)

(4) Remove hub bearing nut with Socket 8954.
(5) Remove hub and bearings from the axle.
(6) Pry out hub bearing seal from the back of the
hub.
NOTE: The inner part of the seal may stay on the
axle tube (Fig. 20). This part must also be removed.
(7) Remove rear bearing.
(8) Remove hub bearing cups with a hammer and
drift.
INSTALLATION
(1) Install outer hub bearing cup with Installer
8961 and Handle C-4171.
(2) Install inner hub bearing cup with Installer
8153 and Handle C-4171.
(3) Pack bearings with the appropriate wheel bear-
ing grease.
(4) Install rear bearing and installnewgrease
seal with Installer 8963 and Handle C-4171.
(5) Slide hub on the axle tube and install front
bearing into the hub.
(6) Install hub bearing nut with Socket 8954 and
tighten to 30 N´m (22 ft. lbs.) while rotating the hub
(Fig. 21).
(7) Back off nut about 30É and align next hub nut
key slot with axle tube key slot and install locking
key.
NOTE: End play should be 0.025-0.25 mm
(0.01-0.001 in.)
(8) Install retainer ring with ring end in the key
slot.
(9) Install new axle shaft gasket and install the
axle shaft.
PINION SEAL
REMOVAL
(1) Remove axle shafts.
(2) Mark the propeller shaft and pinion flange for
installation reference.
(3) Remove propeller shaft.
(4) Rotate pinion gear three or four times.
(5) Measure and record the amount of torque nec-
essary to rotate the pinion gear with an inch pound
torque wrench (Fig. 22).
(6) Hold pinion flange with Flange Wrench 8979
(Fig. 23) and remove pinion flange nut.Fig. 20 INNER PART OF SEAL
1-PRYBAR
2 - AXLE TUBE
3 - REMAINING SEAL
Fig. 21 HUB NUT SOCKET
1 - SOCKET
2 - TORQUE WRENCH
Fig. 22 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH
DRREAR AXLE - 11 1/2 AA 3 - 153
AXLE BEARINGS (Continued)

(5) 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.
(6) Holding the differential case toward the pinion
gear, turn bearing adjusters with Spanner Wrench
8883 until they make contact with the differential
bearings/cups.
(7) Back off the ring gear side adjuster 4 holes, to
obtain initial ring gear backlash.
(8) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(9) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(10) Rotate the pinion several times to seat the dif-
ferential bearings.
(11) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup.
(12) Tighten pinion gear side adjuster until it just
makes contact with the bearing cup.
(13) Tighten pinion gear side adjuster an addi-
tional:
²New Bearings6 Adjuster Holes
²Original Bearings4 Adjuster Holes
(14) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(15) Tighten bearing cap bolts to 281 N´m (207 ft.
lbs.).
(16) Tighten adjuster lock bolts to 25 N´m (18 ft.
lbs.) (Fig. 37).
(17) Measure ring gear backlash and check gear
tooth contact pattern. Refer to Adjustments for pro-
cedure.
(18) Install axle shaft gasket and install axle
shafts.
(19) Install differential housing gasket and cover.
Tighten cover bolts to 40 N´m (30 ft. lbs.).
(20) Fill axle with lubricant, refer to Lubrication &
Maintenance for capacity and lubricant type.
(21) Install fill plug and tighten to 32 N´m (24 ft.
lbs.).
DIFFERENTIAL TRAC-RITE
DESCRIPTION
The Trac-RiteŸ differential is a helical gear differ-
ential. The differential has two side gears, six pinion
gears and six pinion brake shoes.
NOTE: The differential is seviced as an assembly
only if damaged, but can be disassembled for
cleaning. The assembly should be cleaned every
time a bearing is changed due to damage.
OPERATION
When one wheel begins to spin the pinion gears on
that side are forced toward the pinion brake shoes.
The pinion brake shoes then cause frictional drag on
the opposite pinion gears and the side gear. These
friction forces transfer the power to the opposite
wheel. Once the frictional forces are overcome, differ-
entiation will occur. The torque will be continually
biased by the frictional forces to the high traction
wheel.
DISASSEMBLY
(1) Remove differential ring gear bolts.
(2) Remove differential case cover locating screws
(Fig. 38).
(3) Remove differential case cover.
(4) Remove side gear and thrust washer (Fig. 39).
NOTE: Mark all component locations.
Fig. 37 ADJUSTER LOCK BOLT
1 - DIFFERENTIAL CASE
2 - ADJUSTER LOCK
3 - ADJUSTER LOCK BOLT
4 - BEARING CAP BOLT
3 - 158 REAR AXLE - 11 1/2 AADR
DIFFERENTIAL (Continued)

(12) Rotate rotor to verify that the park brake
shoes are not dragging on the brake drum. If park
brake shoes are dragging, remove rotor and back off
star wheel adjuster one notch and recheck for brake
shoe drag against drum. Continue with the previous
step until brake shoes are not dragging on brake
drum.
(13) Install disc brake caliper on caliper adapter
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - INSTALLATION).
(14) Install wheel and tire.
(15) Tighten the wheel mounting nuts in the
proper sequence until all nuts are torqued to half the
specified torque. Then repeat the tightening sequence
to the full specified torque of 180 N´m (135 ft. lbs.)
1500 & 2500 Series or 195 N´m (145 ft. lbs.) 3500
Series.
(16) Lower vehicle.
(17) Apply and release the park brake pedal one
time. This will seat and correctly adjust the park
brake cables.
CAUTION: Before moving vehicle, pump brake
pedal several times to ensure the vehicle has a firm
enough pedal to stop the vehicle.
NOTE: On a new vehicle or after parking brake lin-
ing replacement, it is recommended that the park-
ing brake system be conditioned prior to use. This
is done by making one stop from 25 mph on dry
pavement or concrete using light to moderate force
on the parking brake foot pedal.
(18) Road test the vehicle to ensure proper func-
tion of the vehicle's brake system.
ADJUSTMENT - WITH ADJUSTING TOOL
Adjustment can be made with a standard brake
gauge or with adjusting tool. Adjustment is per-
formed with the complete brake assembly installed
on the backing plate.
(1) Be sure parking brake lever is fully released.
(2) Raise vehicle so rear wheels can be rotated
freely.
(3) Remove plug from each access hole in brake
support plates.
(4) Loosen parking brake cable adjustment nut
until there is slack in front cable.
(5) Insert adjusting tool through support plate
access hole and engage tool in teeth of adjusting
screw star wheel (Fig. 82).
(6) Rotate adjuster screw star wheel (move tool
handle upward) until slight drag can be felt when
wheel is rotated.
(7) Back off adjuster screw star wheel until brake
drag is eliminated.(8) Repeat adjustment at opposite wheel. Be sure
adjustment is equal at both wheels.
(9) Install support plate access hole plugs.
(10) Adjust parking brake cable and lower vehicle.
(11) Depress park brake pedal and make sure park
brakes hold the vehicle staionary.
(12) Release park brake pedal.
PEDAL
REMOVAL
(1) Release the parking brake.
(2) Raise the vehicle.
(3) Loosen the cable tensioner nut at the equalizer
to create slack in the front cable.
(4) Lower the vehicle.
(5) Remove the knee bolster, (Refer to 23 - BODY/
INSTRUMENT PANEL/STEERING COLUMN
OPENING COVER - REMOVAL).
(6) Disconnect the brake lamp wire from the
switch on the pedal assembly.
(7) Roll the carpet back, loosen the front cable
grommet from the floorpan and the cable retainer.
(8) Disengage the release rod (Fig. 83) from the
arm on the pedal assembly.
(9) Remove the bolts/nuts from the pedal assembly
and remove the assembly.
INSTALLATION
(1) Position the replacement pedal assembly on the
dash and cowl.
Fig. 82 Brake Adjustment
1 - STAR WHEEL
2 - LEVER
3 - BRAKE SHOE WEB
4 - SCREWDRIVER
5 - ADJUSTING TOOL
6 - ADJUSTER SPRING
5 - 42 BRAKES - BASEDR
SHOES (Continued)

BRAKES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS
DESCRIPTION.........................45
OPERATION...........................45
STANDARD PROCEDURE - ABS BRAKE
BLEEDING...........................46
SPECIFICATIONS
TORQUE CHART......................46
FRONT WHEEL SPEED SENSOR
DESCRIPTION.........................47
OPERATION...........................47
REMOVAL.............................48
INSTALLATION.........................48
REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
ANTILOCK...........................48
REMOVAL.............................48
INSTALLATION.........................48TONE WHEEL
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR......................49
HYDRAULIC/MECHANICAL
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING...............49
OPERATION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING...............49
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION.........................49
OPERATION...........................49
REMOVAL.............................50
INSTALLATION.........................50
R WA L VA LV E
DESCRIPTION.........................50
OPERATION...........................50
REMOVAL.............................51
INSTALLATION.........................51
BRAKES - ABS
DESCRIPTION
The antilock brake system (ABS) is an electroni-
cally operated, three channel brake control system.
The vehicle has Electronic Variable Brake Propor-
tioning (EVBP) designed into the system which elim-
inates the combination/proportioning valve.
The system is designed to prevent wheel lockup
and maintain steering control during braking. Pre-
venting lockup is accomplished by modulating fluid
pressure to the wheel brake units.
The hydraulic system is a three channel design.
The front wheel brakes are controlled individually
and the rear wheel brakes in tandem. The ABS elec-
trical system is separate from other electrical circuits
in the vehicle. A specially programmed controller
antilock brake unit operates the system components.
ABS system major components include:
²Controller Antilock Brakes (CAB)
²Hydraulic Control Unit (HCU)
²Wheel Speed Sensors (WSS)
²ABS Warning Light
OPERATION
Battery voltage is supplied to the CAB. The CAB
performs a system initialization procedure at start
up. A check of the ABS motor is performed at 15miles per hour. Initialization consists of a static and
dynamic self check of system electrical components.
The static and dynamic checks occurs at ignition
start up. During the dynamic check, the CAB briefly
cycles solenoids to verify operation. An audible noise
may be heard during this self check. This noise
should be considered normal. The ABS motor and
pump are then checked at a speed of 15 mile per
hour.
If an ABS component exhibits a fault during ini-
tialization, the CAB illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
The CAB monitors wheel speed sensor inputs con-
tinuously while the vehicle is in motion. However,
the CAB will not activate any ABS components as
long as sensor inputs indicate normal braking.
During normal braking, the master cylinder, power
booster and wheel brake units all function as they
would in a vehicle without ABS. The HCU compo-
nents are not activated.
The purpose of the antilock system is to prevent
wheel lockup. Preventing lockup helps maintain vehi-
cle braking action and steering control.
The antilock CAB activates the system whenever
sensor signals indicate periods of wheel slip.
The antilock system prevents lockup during a
wheel slip condition by modulating fluid apply pres-
sure to the wheel brake units.
DRBRAKES - ABS 5 - 45

Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of decelera-
tion. Sensors at each front wheel convert wheel speed
into electrical signals. These signals are transmitted
to the CAB for processing and determination of
wheel slip and deceleration rate.
The ABS system has three fluid pressure control
channels. The front brakes are controlled separately
and the rear brakes in tandem. A speed sensor input
signal indicating a wheel slip condition activates the
CAB antilock program.
There are Two solenoid valves (Isolation and Dump
valve) which are used in each antilock control chan-
nel. The valves are all located within the HCU valve
body and work in pairs to either increase, hold, or
decrease apply pressure as needed in the individual
control channels.
During an ABS stop the ISO valve is energized
which acts to prevent further pressure build-up to
the calipers. Then the Dump valve dumps off pres-
sure until the wheel unlocks. This will continue until
the wheels quit slipping altogether.STANDARD PROCEDURE - ABS BRAKE
BLEEDING
ABS system bleeding requires conventional bleed-
ing methods plus use of the DRB scan tool. The pro-
cedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
HCU pump and solenoids. A second base brake bleed-
ing procedure is then required to remove any air
remaining in the system.
(1) Perform base brake bleeding,(Refer to 5 -
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
(2) Connect scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time,(Re-
fer to 5 - BRAKES - STANDARD PROCEDURE) OR
(Refer to 5 - BRAKES - STANDARD PROCEDURE).
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
ABS Assembly
Mounting Bolts15 11 Ð
ABS Assembly
CAB Screws3.5 Ð 31
ABS Assembly
Brake Line Fittings19 Ð 170
Wheel Speed Sensors
Front Sensor Bolt21 Ð 190
Wheel Speed Sensors
Bracket To Knuckle6.7 Ð 60
Wheel Speed Sensors
Rear Sensor Stud22.5 Ð 200
Controller
Mounting Screws6Ð53
RWAL Module
Mounting Bolts15 11 Ð
RWAL Valve
Brake Line Fittings19 Ð 170
Rear Wheel Speed
Sensor
Mounting Bolt24 Ð 200
5 - 46 BRAKES - ABSDR
BRAKES - ABS (Continued)

Engagement problems can cause slip, chatter/shud-
der and noisy operation. The causes may be clutch
disc contamination, wear, distortion or flywheel dam-
age.
CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage
of any clutch component will cause grab, chatter and
improper clutch release.
CLUTCH COVER AND DISC RUNOUT
Check the clutch disc before installation. Axial
(face) runout of anewdisc should not exceed 0.50
mm (0.020 in.). Measure runout about 6 mm (1/4 in.)
from the outer edge of the disc facing. Obtain
another disc if runout is excessive.
Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab
and incomplete release or engagement. Be careful
when handling the cover and disc. Impact can distort
the cover, diaphragm spring, release fingers and the
hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalign-
ment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion (and
consequent misalignment) is improper bolt tighten-
ing.
FLYWHEEL RUNOUT
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of
the flywheel face with a dial indicator.
Common causes of runout are:
²heat warpage
²improper machining
²incorrect bolt tightening
²improper seating on crankshaft flange shoulder
²foreign material on crankshaft flange
Flywheel machining is not recommended. The fly-
wheel clutch surface is machined to a unique contour
and machining will negate this feature. Minor fly-
wheel scoring can be cleaned up by hand with 180
grit emery or with turning equipment. Remove only
enough material to reduce scoring (approximately
0.001 - 0.003 in.). Heavy stock removal isnot rec-
ommended.Replace the flywheel if scoring is severe
and deeper than 0.076 mm (0.003 in.). Excessive
stock removal can result in flywheel cracking or
warpage after installation; it can also weaken the fly-
wheel and interfere with proper clutch release.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may
cock the flywheel causing excessive runout. Use new
bolts when remounting a flywheel and secure the
bolts with Mopar Lock And Seal or equivalent.
Tighten flywheel bolts to specified torque only. Over-
tightening can distort the flywheel hub causing
runout.
DIAGNOSIS CHART
The diagnosis charts Diagnosis Chart describe
common clutch problems, causes and correction.
DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
Disc facing worn out 1. Normal wear. 1. Replace cover and disc.
2. Driver frequently rides (slips) the
clutch. Results in rapid overheating
and wear.2. Replace cover and disc.
3. Insufficient clutch cover
diaphragm spring tension.3. Replace cover and disc.
6 - 2 CLUTCHDR
CLUTCH (Continued)