1998 DODGE RAM 1500 IPM

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY STATE OF
CHARGE CANNOT BE
MAINTAINED.1. The battery has an
incorrect size or rating for
this vehicle.1. Refer to Battery System Specifications for the
proper specifications. Replace an incorrect
battery, as required.
2. The battery terminal
connections are loose or
corroded.2. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
3. The electrical system
ignition-off draw is excessive.3. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test
procedures. Repair the faulty electrical system, as
required.
4. The battery is faulty. 4. Test the battery using the Micro 420 battery
tester. Refer to Standard Procedures for
additional test procedures. Replace the faulty
battery, as required.
5. The starting system is
faulty.5. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
6. The charging system is
faulty.6. Determine if the charging system is performing
to specifications. Refer to Charging System for
additional charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
7. Electrical loads exceed the
output of the charging
system.7. Inspect the vehicle for aftermarket electrical
equipment which might cause excessive electrical
loads.
8. Slow driving or prolonged
idling with high-amperage
draw systems in use.8. Advise the vehicle operator, as required.
THE BATTERY WILL NOT
ACCEPT A CHARGE.1. The battery is faulty. 1. Test the battery using the Micro 420 battery
tester. Charge or replace the faulty battery, as
required.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
1. A faulty or incorrect charging system compo-
nent. Refer to Charging System for additional charg-
ing system diagnosis and testing procedures.
2. A faulty or incorrect battery. Use Micro 420 bat-
tery tester and refer to Battery System for additional
battery diagnosis and testing procedures.
3. A faulty circuit or component causing excessive
ignition-off draw.4. Electrical loads that exceed the output of the
charging system. This can be due to equipment
installed after manufacture, or repeated short trip
use.
5. A faulty or incorrect starting system component.
Refer to Starting System for the proper starting sys-
tem diagnosis and testing procedures.
6. Corroded or loose battery posts and/or terminal
clamps.
7. Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.
8F - 4 BATTERY SYSTEMDR
BATTERY SYSTEM (Continued)

(4) Inspect the battery thermal guard (if equipped)
for tears, cracks, deformation or other damage.
Replace any battery thermal guard that has been
damaged.
(5) Inspect the battery built-in test indicator sight
glass (if equipped) for an indication of the battery
condition. If the battery is discharged, charge as
required. Refer to Standard Procedures for the
proper battery built-in indicator test procedures. Also
refer to Standard Procedures for the proper battery
charging procedures.
SPECIFICATIONS
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
found on the original equipment battery label. Be
certain that a replacement battery has the correct
Group Size number, as well as CCA, and RC or AH
ratings that equal or exceed the original equipment
specification for the vehicle being serviced. Battery
sizes and ratings are discussed in more detail below.
²Group Size- The outside dimensions and ter-
minal placement of the battery conform to standards
established by the Battery Council International
(BCI). Each battery is assigned a BCI Group Size
number to help identify a correctly-sized replace-
ment.
²Cold Cranking Amperage- The Cold Crank-
ing Amperage (CCA) rating specifies how much cur-
rent (in amperes) the battery can deliver for thirty
seconds at -18É C (0É F). Terminal voltage must not
fall below 7.2 volts during or after the thirty second
discharge period. The CCA required is generally
higher as engine displacement increases, depending
also upon the starter current draw requirements.
²Reserve Capacity- The Reserve Capacity (RC)
rating specifies the time (in minutes) it takes for bat-
tery terminal voltage to fall below 10.5 volts, at a
discharge rate of 25 amperes. RC is determined with
the battery fully-charged at 26.7É C (80É F). This rat-
ing estimates how long the battery might last after a
charging system failure, under minimum electrical
load.
²Ampere-Hours- The Ampere-Hours (AH) rat-
ing specifies the current (in amperes) that a battery
can deliver steadily for twenty hours, with the volt-
age in the battery not falling below 10.5 volts. This
rating is also sometimes identified as the twenty-
hour discharge rating.
BATTERY CLASSIFICATIONS & RATINGS
Part NumberBCI Group Size
ClassificationCold Cranking
AmperageReserve
CapacityAmpere -
HoursLoad Test
Amperage
56029449AB 65 600 120 Minutes 66 300
56029451AB 65 750 150 Minutes 75 375
56028450AA 65 600 120 Minutes 66 300
56028452AA 65 750 150 Minutes 75 375
56028452AB 65 700 130 Minutes 70 350
56029396AA 65 700 130 Minutes 70 350
56029382AA 65 700 130 Minutes 70 350
Fig. 3 Clean Battery Terminal Post - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE
3 - BATTERY
8F - 6 BATTERY SYSTEMDR
BATTERY SYSTEM (Continued)

SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS
BATTERY
DESCRIPTION
A large capacity, low-maintenance storage battery
(Fig. 4) is standard factory-installed equipment on
this model. Models equipped with a diesel engine
must utilize two 12-volt batteries connected in paral-
lel. Male post type terminals made of a soft lead
material protrude from the top of the molded plastic
battery case to provide the means for connecting the
battery to the vehicle electrical system. The battery
positive terminal post is physically larger in diameter
than the negative terminal post to ensure proper bat-
tery connection. The lettersPOSandNEGare also
molded into the top of the battery case adjacent to
their respective positive and negative terminal posts
for identification confirmation. Refer to Battery
Cables for more information on the battery cables
that connect the battery to the vehicle electrical sys-
tem.
The battery is made up of six individual cells that
are connected in series. Each cell contains positively
charged plate groups that are connected with lead
straps to the positive terminal post, and negatively
charged plate groups that are connected with lead
straps to the negative terminal post. Each plate con-
sists of a stiff mesh framework or grid coated with
lead dioxide (positive plate) or sponge lead (negative
plate). Insulators or plate separators made of a non-
conductive material are inserted between the positive
and negative plates to prevent them from contacting
or shorting against one another. These dissimilar
metal plates are submerged in a sulfuric acid and
water solution called an electrolyte.
The factory-installed battery has a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. Refer to Standard Procedures for the proper
built-in indicator test procedures.The factory-in-
stalled low-maintenance battery has non-re-
movable battery cell caps.Water cannot be added
to this battery. The battery is not sealed and has
vent holes in the cell caps. The chemical composition
of the metal coated plates within the low-mainte-
nance battery reduces battery gassing and water
loss, at normal charge and discharge rates. There-
fore, the battery should not require additional water
in normal service. Rapid loss of electrolyte can be
caused by an overcharging condition.
DIAGNOSIS AND TESTING - BATTERY
The battery must be completely charged and the
terminals should be properly cleaned and inspected
before diagnostic procedures are performed. Refer to
Battery System Cleaning for the proper cleaning pro-
cedures, and Battery System Inspection for the
proper battery inspection procedures. Refer to Stan-
dard Procedures for the proper battery charging pro-
cedures.
Micro 420 Battery Tester
Fig. 4 Low-Maintenance Battery - Typical
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - TEST INDICATOR (IF EQUIPPED)
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - GREEN BALL
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - LOW-MAINTENANCE BATTERY
DRBATTERY SYSTEM 8F - 7
BATTERY SYSTEM (Continued)

(1) Before measuring the open-circuit voltage, the
surface charge must be removed from the battery.
Turn on the headlamps for fifteen seconds, then
allow up to five minutes for the battery voltage to
stabilize.
(2) Disconnect and isolate both battery cables, neg-
ative cable first.
(3) Using a voltmeter connected to the battery
posts (see the instructions provided by the manufac-
turer of the voltmeter), measure the open-circuit volt-
age (Fig. 8).
See the Open-Circuit Voltage Table. This voltage
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts or
greater, it may be load tested to reveal its cranking
capacity (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM/BATTERY - STANDARD PROCEDURE).
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.4 volts 75%
12.6 volts or more 100%
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor-
mal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from five
to thirty-five milliamperes (0.005 to 0.035 ampere)
with the ignition switch in the Off position, and all
non-ignition controlled circuits in proper working
order. Up to thirty-five milliamperes are needed to
enable the memory functions for the Powertrain Con-
trol Module (PCM), digital clock, electronically tuned
radio, and other modules which may vary with the
vehicle equipment.
A vehicle that has not been operated for approxi-
mately twenty days, may discharge the battery to an
inadequate level. When a vehicle will not be used for
twenty days or more (stored), remove the IOD fuse
from the Integrated Power Module (IPM). This will
reduce battery discharging.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.
If the IOD is over thirty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes. See the Electronic Module Igni-
tion-Off Draw Table for more information.
Fig. 8 Testing Open-Circuit Voltage - Typical
DRBATTERY SYSTEM 8F - 11
BATTERY (Continued)

ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
ModuleTime Out?
(If Yes, Interval And Wake-Up Input)IODIOD After Time
Out
Radio No1to3
milliamperesN/A
Audio Power
AmplifierNoup to 1
milliampereN/A
Powertrain Control
Module (PCM)No 0.95 milliampere N/A
ElectroMechanical
Instrument Cluster
(EMIC)No 0.44 milliampere N/A
Combination Flasher No 0.08 milliampere N/A
(2) Determine that the underhood lamp is operat-
ing properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
(3) Disconnect the battery negative cable.
(4) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multi-
meter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the bat-
tery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.
(5) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Integrated Power Module (IPM), one
at a time until the amperage reading becomes very
low, or nonexistent. Refer to the appropriate wiring
information in this service manual for complete Inte-
grated Power Module fuse, circuit breaker, and cir-
cuit identification. This will isolate each circuit and
identify the circuit that is the source of the high-am-
perage IOD. If the amperage reading remains high
after removing and replacing each fuse and circuit
breaker, disconnect the wire harness from the gener-
ator. If the amperage reading now becomes very low
or nonexistent, refer to Charging System for the
proper charging system diagnosis and testing proce-
dures. After the high-amperage IOD has been cor-rected, switch the multi-meter to progressively lower
amperage scales and, if necessary, repeat the fuse
and circuit breaker remove-and-replace process to
identify and correct all sources of excessive IOD. It is
now safe to select the lowest milliampere scale of the
multi-meter to check the low-amperage IOD.
CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(6) Observe the multi-meter reading. The low-am-
perage IOD should not exceed thirty-five milliam-
peres (0.035 ampere). If the current draw exceeds
thirty-five milliamperes, isolate each circuit using the
fuse and circuit breaker remove-and-replace process
in Step 5. The multi-meter reading will drop to
within the acceptable limit when the source of the
excessive current draw is disconnected. Repair this
circuit as required; whether a wiring short, incorrect
switch adjustment, or a component failure is at fault.
STANDARD PROCEDURE - USING MICRO 420
BATTERY TESTER
Always use the Micro 420 Instruction Manual that
was supplied with the tester as a reference. If the
Instruction Manual is not available the following pro-
cedure can be used:
WARNING: ALWAYS WEAR APPROPRIATE EYE
PROTECTION AND USE EXTREME CAUTION WHEN
WORKING WITH BATTERIES.
BATTERY TESTING
(1) If testing the battery OUT-OF-VEHICLE, clean
the battery terminals with a wire brush before test-
ing. If the battery is equipped with side post termi-
nals, install and tighten the supplied lead terminal
stud adapters. Do not use steel bolts. Failure to prop-
8F - 12 BATTERY SYSTEMDR
BATTERY (Continued)

Large eyelet type terminals are crimped onto the
opposite end of the battery cable wire and then sol-
der-dipped. The battery positive cable wires have a
red insulating jacket to provide visual identification
and feature a larger female battery terminal clamp
to allow connection to the larger battery positive ter-
minal post. The battery negative cable wires have a
black insulating jacket and a smaller female battery
terminal clamp.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a return path for electrical current gen-
erated by the charging system for restoring the volt-
age potential of the battery. The female battery
terminal clamps on the ends of the battery cable
wires provide a strong and reliable connection of the
battery cable to the battery terminal posts. The ter-
minal pinch bolts allow the female terminal clamps
to be tightened around the male terminal posts on
the top of the battery. The eyelet terminals secured
to the ends of the battery cable wires opposite the
female battery terminal clamps provide secure and
reliable connection of the battery to the vehicle elec-
trical system.
DIAGNOSIS AND TESTING - BATTERY CABLES
A voltage drop test will determine if there is exces-
sive resistance in the battery cable terminal connec-
tions or the battery cables. If excessive resistance is
found in the battery cable connections, the connec-
tion point should be disassembled, cleaned of all cor-
rosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.EXAM-
PLE:When testing the resistance of the battery pos-
itive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery pos-
itive cable eyelet terminal at the starter solenoid
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
VOLTAGE DROP TEST
WARNING: MODELS EQUIPPED WITH A DIESEL
ENGINE HAVE AN AUTOMATIC SHUTDOWN (ASD)RELAY LOCATED IN THE POWER DISTRIBUTION
CENTER (PDC). REMOVAL OF THE ASD RELAY
MAY NOT PREVENT THE DIESEL ENGINE FROM
STARTING. BE CERTAIN TO DISCONNECT THE
FUEL SHUTDOWN SOLENOID WIRE HARNESS
CONNECTOR TO PREVENT THE ENGINE FROM
STARTING. FAILURE TO DO SO MAY RESULT IN
PERSONAL INJURY.
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing this
test, be certain that the following procedures are
accomplished:
²The battery is fully-charged and tested (Refer to
8 - ELECTRICAL/BATTERY SYSTEM/BATTERY -
STANDARD PROCEDURE).
²Fully engage the parking brake.
²If the vehicle is equipped with an automatic
transmission, place the gearshift selector lever in the
Park position. If the vehicle is equipped with a man-
ual transmission, place the gearshift selector lever in
the Neutral position and block the clutch pedal in the
fully depressed position.
²Verify that all lamps and accessories are turned
off.
²To prevent a gasoline engine from starting,
remove the Automatic ShutDown (ASD) relay. The
ASD relay is located in the Integrated Power Module
(IPM), in the engine compartment. See the fuse and
relay layout label on the underside of the IPM cover
for ASD relay identification and location.
(1) Connect the positive lead of the voltmeter to
the battery negative terminal post. Connect the neg-
ative lead of the voltmeter to the battery negative
cable terminal clamp (Fig. 11). Rotate and hold the
ignition switch in the Start position. Observe the
voltmeter. If voltage is detected, correct the poor con-
nection between the battery negative cable terminal
clamp and the battery negative terminal post.
NOTE: If the vehicle is equipped with two 12v bat-
teries, step #1 must be performed twice, once for
each battery.
(2) Connect the positive lead of the voltmeter to
the battery positive terminal post. Connect the nega-
tive lead of the voltmeter to the battery positive cable
terminal clamp (Fig. 12). Rotate and hold the ignition
switch in the Start position. Observe the voltmeter. If
voltage is detected, correct the poor connection
between the battery positive cable terminal clamp
and the battery positive terminal post.
NOTE: If the vehicle is equipped with two 12v bat-
teries, step #2 must be performed twice, once for
each battery.
DRBATTERY SYSTEM 8F - 15
BATTERY CABLES (Continued)

REMOVAL
The starter relay is located in the Power Distribu-
tion Center (PDC) (Fig. 15). Refer to label on PDC
cover for relay location.
(1) Disconnect and isolate negative battery cable.
(2) Remove cover from Power Distribution Center
(PDC) for relay identification and location.
(3) Remove starter relay from PDC.
(4) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(5) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
(1) Push down firmly on starter relay until termi-
nals are fully seated into PDC receptacle.
(2) Install PDC cover.
(3) Connect battery cable.
Fig. 15 PDC LOCATION
1 - BATTERY
2 - INTEGRATED POWER MODULE (IPM)
DRSTARTING 8F - 37
STARTER MOTOR RELAY (Continued)

²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The rear window defogger relay cannot be adjusted
or repaired. If the relay is damaged or faulty, it must
be replaced.
OPERATION
The rear window defogger relay is an electrome-
chanical switch that uses a low current input from
the integrated power module (IPM) to control the
high current output to the rear window defogger
grid. The movable common feed contact point is held
against the fixed normally closed contact point by
spring pressure. When the relay coil is energized, an
electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. The resistor or diode is connected in
parallel with the relay coil in the relay, and helps to
dissipate voltage spikes and electromagnetic interfer-
ence that can be generated as the electromagnetic
field of the relay coil collapses.
The rear window defogger relay terminals are con-
nected to the vehicle electrical system through a
receptacle in the IPM. The inputs and outputs of the
rear window defogger relay include:
²The common feed terminal (30) receives a bat-
tery current input from fuse 27 (15 amp) in the IPM
through a fused B(+) circuit at all times.²The coil ground terminal (87) receives a ground
input from the A/C-heater control when the A/C-
heater control electronically pulls the control circuit
to ground.
²The coil battery terminal (85) receives a battery
current input from fuse 36 (10 amp) in the IPM
through a fused B(+) circuit only when the ignition
switch is in the Run position.
²The normally open terminal (86) provides a bat-
tery current output to the rear window defogger and
heated power mirrors (when equipped) through the
relay output circuit only when the rear window
defogger relay coil is energized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
a battery current output only when the rear window
defogger relay coil is de-energized.
The rear window defogger relay cannot be repaired
and, if faulty or damaged, it must be replaced. Refer
to the appropriate wiring information for diagnosis
and testing of the micro-relay and for complete rear
window defogger system wiring diagrams.
REMOVAL
(1)Disconnect and isolate the negative battery cable.
(2) Remove the cover from the integrated power
module (IPM) (Fig. 3).
(3) Refer to the fuse and relay layout map on the
inner surface of the IPM cover for rear window defog-
ger relay identification and location.
(4) Remove the rear window defogger relay from
the IPM.
Fig. 2 Rear Window Defogger Relay
1 - RELAY TERMINALS
2 - RELAY CAVITIES
Fig. 3 Integrated Power Module (IPM)
1 - BATTERY
2 - INTEGRATED POWER MODULE (IPM)
DRHEATED GLASS 8G - 3
REAR WINDOW DEFOGGER RELAY (Continued)