1998 DODGE RAM 1500 4X4

(12) Perform a wheel alignment (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
LOWER CONTROL ARM
REMOVAL
REMOVAL - 4X4 (LD)
(1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(3) Remove the upper ball joint nut. Separate ball
joint from the steering knuckle with Remover 8677.
(4) Remove the front halfshaft, (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/HALF SHAFT -
REMOVAL).
(5) Remove the torsion bar, (Refer to 2 - SUSPEN-
SION/FRONT/TRACK BAR - REMOVAL).
(6) Remove the shock absorber lower bolt.
(7) Remove the stabilizer bar link (Refer to 2 -
SUSPENSION/FRONT/STABILIZER LINK -
REMOVAL).
(8) Remove the lower ball joint nut. Separate ball
joint from the steering knuckle with Remover 8677.
(9) Remove the control arm pivot bolts and suspen-
sion arm from frame rail brackets (Fig. 23).
REMOVAL - 4X2
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Support the lower control arm at the outboard
side of the lower control arm to support vehicle
weight.(4) Remove the shock (Refer to 2 - SUSPENSION/
FRONT/SHOCK - REMOVAL).
(5) Install Spring Compressor DD-1278 up through
the lower suspension arm, coil spring and shock hole
in the frame. The bell-shaped adapter goes against
the lower suspension arm. Install the nut on top of
the tool at the shock hole.
(6) Tighten the spring compressor nut against bell-
shaped adapter finger tight then loosen 1/2 turn.
NOTE: This will hold the spring in place until the
lower suspension arm is separated from the steer-
ing knuckle.
(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.
NOTE: Do not allow the upper control arm and
steering knuckle to rebound downwards they must
be supported.
(10) 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.
(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).
(16) Remove the front and rear pivot bolts (Fig.
24).
(17) Remove the lower control arm.
INSTALLATION
INSTALLATION - 4X4 (LD)
(1) Position the lower control arm at the frame rail
brackets. Install the pivot bolts and nuts. Tighten the
nuts finger-tight.
CAUTION: The ball joint stud taper must be CLEAN
and DRY before installing the knuckle. Clean the
stud taper with mineral spirits to remove dirt and
grease.
(2) Insert the lower ball joint into the steering
knuckle. Install and tighten the retaining nut to 52
Fig. 23 LOWER CONTROL ARM
1 - LOWER CONTROL ARM
2 - UPPER CONTROL ARM
3 - FRONT BOLT
4 - NUTS
5 - REAR BOLT
DRFRONT - INDEPENDENT FRONT SUSPENSION 2 - 21
LOWER BALL JOINT (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

ends of the bar mount to the lower suspension arm.
All mounting points of the stabilizer bar are isolated
by bushings (Fig. 28).
OPERATION
The stabilizer bar is used to minimize vehicle front
sway during turns. The bar helps to maintain a flat
attitude to the road surface.
REMOVAL
NOTE: To service the stabilizer bar the vehicle
should be on a drive on hoist. The vehicle suspen-
sion must be at curb height for stabilizer bar instal-
lation.
(1) Remove the stabilizer bar link upper nuts and
remove the retainers and grommets (Fig. 29).
(2) Remove the stabilizer bar retainer, bolts and
retainers from the frame crossmember (Fig. 29) and
remove the bar.
(3) If necessary, remove the bushings from the sta-
bilizer barDo not cut the old bushings off the
stabilizer bar use a mixture of soapy water in
order to aid in sliding the bushing off.
INSTALLATION
NOTE: To service the stabilizer bar the vehicle must
be on a drive on hoist. The vehicle suspension
must be at curb height for stabilizer bar installation.
(1) If removed, Install the bushings on the stabi-
lizer bar using a mixture of soapy water or equiva-
lent in order to slide the bushing over the bar with
easeDo not cut the new bushing for installa-
tion.
(2) Position the stabilizer bar on the frame cross-
member brackets and install the bracket and bolts
finger-tight (Fig. 29).NOTE: Check the alignment of the bar to ensure
there is no interference with the either frame rail or
chassis component. Spacing should be equal on
both sides.
(3) Install the stabilizer bar to the stabilizer link
and install the grommets and retainers.
(4) Install the nuts to the stabilizer link and
tighten to 38 N´m (27 ft. lbs.).
(5) Tighten the brackets to the frame to 61 N´m
(45 ft. lbs.).
STABILIZER LINK
REMOVAL
REMOVAL - 4X4
(1) Raise and support the vehicle.
(2) Remove the lower nut (Fig. 29).
(3) Remove the upper nut, retainers and grommets
(Fig. 29).
(4) Remove the stabilizer link from the vehicle
(Fig. 29).
REMOVAL - 4X2
(1) Raise and support the vehicle.
(2) Remove the lower nut (Fig. 29).
(3) Remove the upper nut, retainer and grommets
(Fig. 29).
(4) Remove the stabilizer link from the vehicle
(Fig. 29).
Fig. 28 STABILIZER BAR
Fig. 29 STABILIZER LINK
1 - STABILIZER LINK
2 - SWAY BAR BRACKET
DRFRONT - INDEPENDENT FRONT SUSPENSION 2 - 25
STABILIZER BAR (Continued)

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)

SPRING
REMOVAL
(1) Raise and support the vehicle. Position a
hydraulic jack under the axle to support it.
(2) Paint or scribe alignment marks on lower sus-
pension arm cam adjusters and axle bracket for
installation reference.
(3) Remove the upper suspension arm and loosen
lower suspension arm bolts.
(4) Mark and disconnect the front propeller shaft
from the axle 4x4 models.
(5) Disconnect the track bar from the frame rail
bracket.
(6) Disconnect the drag link from pitman arm.
(7) Disconnect the stabilizer bar link and shock
absorber from the axle.
(8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring.
INSTALLATION
(1) Position the coil spring on the axle pad.
(2) Raise the axle into position until the spring
seats in the upper mount.
(3) Connect the stabilizer bar links and shock
absorbers to the axle bracket. Connect the track bar
to the frame rail bracket.
(4) Install the upper suspension arm.
(5) Install the front propeller shaft to the axle 4x4
model.
(6) Install drag link to pitman arm and tighten
nut to specifications. Install new cotter pin.
(7) Remove the supports and lower the vehicle.
(8) Tighten the following suspension components
to specifications:
²Link to stabilizer bar nut.
²Lower shock bolt.
²Track bar bolt at axle shaft tube bracket.
²Upper suspension arm nut at axle bracket.
²Upper suspension nut at frame bracket.
²Align lower suspension arm reference marks and
tighten cam nut.
²Lower suspension nut at frame bracket.
STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Hold the stabilizer link shafts with a wrench
and remove the link nuts at the stabilizer bar.
(3) Remove the retainers and grommets from the
stabilizer bar links.
(4) Remove the stabilizer bar link nuts from the
axle brackets.
Fig. 23 Shock Absorber and Bracket
1 - GROMMET
2 - RETAINER
3 - BRACKET
4 - RETAINER
5 - SHOCK
6 - GROMMET
Fig. 24 Shock Absorber Axle Mount
1 - SHOCK
2 - SPRING
3 - FLAG NUT
4 - SHOCK BOLT
DRFRONT - LINK/COIL 2 - 39
SHOCK (Continued)

TRANSFER CASE CONTROL
MODULE
DESCRIPTION
The Transfer Case Control Module (TCCM) (Fig. 8)
is a microprocessor-based assembly, controlling the
4X4 transfer case shift functions via the actuation of
a shift motor and utilizing the feedback of a mode
sensor assembly. Communication is via the PCI serial
bus. Inputs include user selectable 4X4 modes that
include 2WD, AWD, 4HI, 4LO, and Neutral. The logic
and driver circuitry is contained in a molded plastic
housing with an embedded heat-sink and is located
behind the left side of the lower instrument panel.
OPERATION
The Transfer Case Control Module (TCCM) utilizes
the input from the transfer case mounted mode sen-
sor, the instrument panel mounted selector switch,
and the following information from the vehicle's PCI
serial bus to determine if a shift is allowed.
²Engine RPM and Vehicle Speed
²Diagnostic Requests
²Manual Transmission and Brake Applied
²PRNDL
²Ignition Status
²ABS Messages
Once the TCCM determines that a requested shift
is allowed, it actuates the bi-directional shift motor
as necessary to achieve the desired transfer case
operating mode. The TCCM also monitors the mode
sensor while controlling the shift motor to determine
the status of the shift attempt.Several items can cause the requested shift not to
be completed. If the TCCM has recognized a fault
(DTC) of some variety, it will begin operation in one
of four Functionality Levels. These levels are:
²Level Zero- Normal Operation.
²Level One- Only Mode Shifts Are Allowed.
²Level Two- Only Mode Shifts and Shifts Into
LOW Are Allowed (No Neutral Shifts Are Allowed).
²Level Three- No Shifts Are Allowed
The TCCM can also be operating in one of three
possible power modes. These power modes are:
²Full Power Modeis the normal operational
mode of the module. This mode is achieved by normal
PCI bus traffic being present and the ignition being
in the RUN position.
²Reduced Power Modewill be entered when
the ignition has been powered off. In this state, the
module will shut down power supplied to external
devices, and to electronic interface inputs and out-
puts. From this state the module can enter either
Sleep Mode or Full Power Mode. To enter this mode,
the module must receive an ignition message denot-
ing that the ignition is off, or not receive any mes-
sages for 5  0.5 seconds. To exit this mode, the
module must receive one ignition message that
denotes that the ignition is in the RUN position.
²Sleep Modewill be entered, from the Reduced
Power Mode, when no PCI traffic has been sensed for
20  1 seconds. If during Sleep Mode the module
detects PCI bus traffic, it will revert to the Reduced
Power mode while monitoring for ignition messages.
It will remain in this state as long as there is traffic
other than run or start messages, and will return to
Sleep mode if the bus goes without traffic for 20  1
seconds.
SHIFT REQUIREMENTS
If the TCCM is in full power mode and at function-
ality level zero, it uses the following criteria to deter-
mine if a shift is allowed.
If any of the driver controllable conditions are not
met once the shift request is recognized, the TCCM
will solidly illuminate the source position's LED and
flash the desired position's LED for all shifts except
NEUTRAL. The NEUTRAL shift LED strategy will
be discussed later.
Mode shiftswill be allowed regardless of trans-
mission gear or vehicle speed, whenever the following
conditions are met:
²Front and rear wheel speed are within 21 km/hr
(13 mph).
²A change in the Selector switch state indicates
that a mode shift has been requested.
²A valid mode sensor signal is being sensed by
the TCCM.
Fig. 8 Transfer Case Control Module (TCCM)
Location
1 - INSTRUMENT PANEL
2 - TRANSFER CASE CONTROL MODULE (TCCM)
3 - TRANSFER CASE SELECTOR SWITCH
8E - 16 ELECTRONIC CONTROL MODULESDR

board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC mod-
ule must be replaced. The cluster lens, hood and
mask unit and the individual incandescent lamp
bulbs with holders are available for individual ser-
vice replacement.
OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
in this model also includes the hardware and soft-
ware necessary to serve as the electronic body control
module and is sometimes referred to as the Cab
Compartment Node or CCN. The following informa-
tion deals primarily with the instrument cluster
functions of this unit. Additional details of the elec-
tronic body control functions of this unit may be
found within the service information for the system
or component that the EMIC controls. For example:
Additional details of the audible warning functions ofthe EMIC are found within the Chime/Buzzer service
information.
The EMIC is designed to allow the vehicle operator
to monitor the conditions of many of the vehicle com-
ponents and operating systems. The gauges and indi-
cators in the EMIC provide valuable information
about the various standard and optional powertrains,
fuel and emissions systems, cooling systems, lighting
systems, safety systems and many other convenience
items. The EMIC is installed in the instrument panel
so that all of these monitors can be easily viewed by
the vehicle operator when driving, while still allow-
ing relative ease of access for service. The micropro-
cessor-based EMIC hardware and software uses
various inputs to control the gauges and indicators
visible on the face of the cluster. Some of these
inputs are hard wired, but most are in the form of
electronic messages that are transmitted by other
electronic modules over the Programmable Communi-
cations Interface (PCI) data bus network. (Refer to 8
Fig. 3 Gauges & Indicators - Gasoline Engine
1 - MALFUNCTION INDICATOR LAMP 13 - ELECTRONIC THROTTLE CONTROL (ETC) INDICATOR
2 - VOLTAGE GAUGE 14 - ENGINE TEMPERATURE GAUGE
3 - LEFT TURN INDICATOR 15 - SECURITY INDICATOR
4 - TACHOMETER 16 - GEAR SELECTOR INDICATOR DISPLAY (INCLUDES
CRUISE & UPSHIFT INDICATORS)
5 - AIRBAG INDICATOR 17 - CHECK GAUGES INDICATOR
6 - HIGH BEAM INDICATOR 18 - BRAKE INDICATOR
7 - SEATBELT INDICATOR 19 - ABS INDICATOR
8 - SPEEDOMETER 20 - ODOMETER/TRIP ODOMETER DISPLAY (INCLUDES
ENGINE HOURS, WASHER FLUID, LAMP OUTAGE, TOW/HAUL
& SERVICE 4x4 INDICATORS)
9 - RIGHT TURN INDICATOR 21 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
10 - OIL PRESSURE GAUGE 22 - FUEL GAUGE
11 - CARGO LAMP INDICATOR 23 - LOW FUEL INDICATOR
12 - DOOR AJAR INDICATOR 24 - TRANSMISSION OVERTEMP INDICATOR
8J - 6 INSTRUMENT CLUSTERDR
INSTRUMENT CLUSTER (Continued)

- ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/COMMUNICATION - OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist such as high coolant tem-
perature, the algorithm can drive the gauge pointer
to an extreme position and the microprocessor can
sound a chime through the on-board audible tone
generator to provide distinct visual and audible indi-
cations of a problem to the vehicle operator. The
instrument cluster circuitry may also produce audi-
ble warnings for other electronic modules in the vehi-
cle based upon electronic tone request messages
received over the PCI data bus. Each audible warn-ing is intended to provide the vehicle operator with
an audible alert to supplement a visual indication.
The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Integrated
Power Module (IPM) on a non-switched fused B(+)
circuit, and on battery current received through a
fused ignition switch output (run-start) fuse in the
IPM on a fused ignition switch output (run-start) cir-
cuit. This arrangement allows the EMIC to provide
some features regardless of the ignition switch posi-
tion, while other features will operate only with the
ignition switch in the On or Start positions. The
EMIC circuitry is grounded through a ground circuit
and take out of the instrument panel wire harness
with an eyelet terminal connector that is secured by
a ground screw to a ground location near the center
of the instrument panel structural support.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the PCI bus mes-
Fig. 4 Gauges & Indicators - Diesel Engine
1 - MALFUNCTION INDICATOR LAMP 14 - ENGINE TEMPERATURE GAUGE
2 - VOLTAGE GAUGE 15 - SECURITY INDICATOR
3 - LEFT TURN INDICATOR 16 - GEAR SELECTOR INDICATOR DISPLAY (INCLUDES
CRUISE & UPSHIFT INDICATORS)
4 - TACHOMETER 17 - WATER-IN-FUEL INDICATOR
5 - AIRBAG INDICATOR 18 - BRAKE INDICATOR
6 - HIGH BEAM INDICATOR 19 - WAIT-TO-START INDICATOR
7 - SEATBELT INDICATOR 20 - ODOMETER/TRIP ODOMETER DISPLAY (INCLUDES
ENGINE HOURS, WASHER FLUID, LAMP OUTAGE, TOW/HAUL
& SERVICE 4x4 INDICATORS)
8 - SPEEDOMETER 21 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
9 - RIGHT TURN INDICATOR 22 - FUEL GAUGE
10 - OIL PRESSURE GAUGE 23 - LOW FUEL INDICATOR
11 - CARGO LAMP INDICATOR 24 - TRANSMISSION OVERTEMP INDICATOR
12 - DOOR AJAR INDICATOR 25 - CHECK GAUGES INDICATOR
13 - ABS INDICATOR
DRINSTRUMENT CLUSTER 8J - 7
INSTRUMENT CLUSTER (Continued)