1998 DODGE RAM 1500 Tie rod

ment of the vehicle. The front fog lamp relay is a
conventional International Standards Organization
(ISO) micro relay (Fig. 9). Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions. The relay is contained within a small, rect-
angular, molded plastic housing and is connected to
all of the required inputs and outputs by five integral
male spade-type terminals that extend from the bot-
tom of the relay base.
The front fog lamp relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.
OPERATION
The front fog lamp relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current out-
put to the front fog lamps. 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 windings. 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. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
The front fog lamp relay terminals are connected
to the vehicle electrical system through a connector
receptacle in the Power Distribution Center (PDC).
The inputs and outputs of the front fog lamp relay
include:
²Common Feed Terminal- The common feed
terminal (30) receives battery voltage at all times
from a fuse in the PDC through a fused B(+) circuit.
²Coil Ground Terminal- The coil ground termi-
nal (85) is connected to a control output of the Front
Control Module (FCM) through a front fog lamp relay
control circuit. The FCM controls front fog lamp oper-
ation by controlling a ground path through this cir-
cuit.
²Coil Battery Terminal- The coil battery ter-
minal (86) receives battery voltage at all times from
a fuse in the PDC through a fused B(+) circuit.
²Normally Open Terminal- The normally open
terminal (87) is connected to the front fog lamps
through a front fog lamp relay output circuit and
provides battery voltage to the front fog lamps when-
ever the relay is energized.²Normally Closed Terminal- The normally
closed terminal (87A) is not connected in this appli-
cation.
The front fog lamp relay can be diagnosed using
conventional diagnostic tools and methods. Refer to
the appropriate wiring information for diagnosis and
testing of the front fog lamp micro-relay and for com-
plete wiring diagrams.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover for the Power Distribution
Center (PDC).
(3) Remove the front fog lamp relay by grasping it
firmly and pulling it straight out from the receptacle
in the PDC.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
DRLAMPS/LIGHTING - EXTERIOR 8L - 13
FOG LAMP RELAY (Continued)

PARK LAMP RELAY
DESCRIPTION
The park lamp relay is located in the Power Dis-
tribution Center (PDC) of the vehicle. The park lamp
relay is a conventional International Standards
Organization (ISO) micro relay (Fig. 17). Relays con-
forming to the ISO specifications have common phys-
ical dimensions, current capacities, terminal
patterns, and terminal functions.
The park lamp relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.
OPERATION
The park lamp relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current out-
put to the park lamps. 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 windings. 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. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.The park lamp relay terminals are connected to
the vehicle electrical system through a connector in
the Junction Block (JB). The inputs and outputs of
the headlamp low beam relay include:
²Common Feed Terminal- The common feed
terminal (30) is connected to the park lamps through
the park lamp relay output circuit and provides
ground to the park lamps when the relay is de-ener-
gized, and battery current to the park lamps when-
ever the relay is energized.
²Coil Ground Terminal- The coil ground termi-
nal (85) is connected to a control output of the Front
Control Module (FCM) through a park lamp relay
control circuit. The FCM controls park lamp opera-
tion by controlling a ground path through this cir-
cuit.
²Coil Battery Terminal- The coil battery ter-
minal (86) receives battery current at all times from
a fuse in the PDC through a fused B(+) circuit.
²Normally Open Terminal- The normally open
terminal (87) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Normally Closed Terminal- The normally
closed terminal (87A) is connected to ground at all
times.
The park lamp relay can be diagnosed using con-
ventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - PARK LAMP
RELAY
The park lamp relay (Fig. 18) is located in the
Power Distribution Center (PDC). Refer to the appro-
priate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Remove the park lamp relay from the PDC.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
Fig. 17 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
8L - 20 LAMPS/LIGHTING - EXTERIORDR

INSTALLATION
NOTE: The notched end of the wiper element flexor
should always be oriented towards the end of the
wiper blade that is nearest to the wiper pivot.
(1) Lift the wiper arm off of the windshield glass,
until the wiper arm hinge is in its over-center posi-
tion.
(2) Position the wiper blade near the hook forma-
tion on the tip of the arm with the notched end of the
wiper element flexor oriented towards the end of the
wiper arm that is nearest to the wiper pivot.
(3) Insert the hook formation on the tip of the
wiper arm through the opening in the wiper blade
superstructure ahead of the wiper blade pivot block/
latch unit far enough to engage the pivot block into
the hook (Fig. 21).
(4) Slide the wiper blade pivot block/latch up into
the hook formation on the tip of the wiper arm until
the latch release tab snaps into its locked position.
Latch engagement will be accompanied by an audible
click.
(5) Gently lower the wiper blade onto the glass.
WIPER HIGH/LOW RELAY
DESCRIPTION
The wiper high/low relay is located in the Inte-
grated Power Module (IPM) in the engine compart-
ment near the battery. The wiper high/low relay is a
conventional International Standards Organization
(ISO) micro relay (Fig. 22). Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions. The relay is contained within a small, rect-
angular, molded plastic housing and is connected to
all of the required inputs and outputs by five integralmale spade-type terminals that extend from the bot-
tom of the relay base.
The wiper high/low relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.
OPERATION
The wiper high/low relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control a high current out-
put to the wiper motor. 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 windings. 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. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
The wiper high/low relay terminals are connected
to the vehicle electrical system through a connector
receptacle in the Integrated Power Module (IPM).
The inputs and outputs of the wiper high/low relay
include:
²Common Feed Terminal- The common feed
terminal (30) is connected to the output of the wiper
on/off relay at all times through the wiper on/off
relay output circuit.
²Coil Ground Terminal- The coil ground termi-
nal (85) is connected to a control output of the Front
Control Module (FCM) through a wiper high/low
relay control circuit. The FCM controls wiper motor
operation by controlling a ground path through this
circuit.
²Coil Battery Terminal- The coil battery ter-
minal (86) receives battery current when the ignition
switch is in the On or Accessory positions from a fuse
in the Integrated Power Module (IPM) through a
fused ignition switch output (run-acc) circuit.
²Normally Open Terminal- The normally open
terminal (87) is connected to the high speed brush of
the wiper motor through a wiper high/low relay high
speed output circuit, and is connected to the high
speed brush whenever the relay is energized.
²Normally Closed Terminal- The normally
closed terminal (87A) is connected to the low speed
brush of the wiper motor through a wiper high/low
relay low speed output circuit, and is connected to
the low speed brush whenever the relay is de-ener-
gized.
Fig. 22 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
8R - 20 WIPERS/WASHERSDR
WIPER BLADE (Continued)

DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either per-
formance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING) - PERFORMANCE and (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)ÐMECHANICAL for
possible causes and corrections of malfunctions.
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
DIAGNOSIS AND TESTING) and (Refer to 14 -
FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS
AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following diagnosis:
²Cylinder Compression Pressure Test (Refer to 9 -
ENGINE - DIAGNOSIS AND TESTING).
²Cylinder Combustion Pressure Leakage Test
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING).
²Engine Cylinder Head Gasket Failure Diagnosis
(Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNO-
SIS AND TESTING).
²Intake Manifold Leakage Diagnosis (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
DIAGNOSIS AND TESTING).
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essen-
tially, this repair consists of:
²Drilling out worn or damaged threads.
²Tapping the hole with a special Heli-Coil Tap, or
equivalent.
²Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN II
MopartEngine RTV GEN II is used to seal com-
ponents exposed to engine oil. This material is a spe-
cially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARtATF RTV
MopartATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and seal-
ing properties to seal components exposed to auto-
matic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKER
MopartGasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARtGASKET SEALANT
MopartGasket Sealant is a slow drying, perma-
nently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This mate-
rial is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will pre-
vent corrosion. MopartGasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
Assembling parts using a form-in-place gasket
requires care but it's easier than using precut gas-
kets.
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
9 - 94 ENGINE - 4.7LDR
ENGINE - 4.7L (Continued)

OIL
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL LEVEL
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.
To ensure proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
The acceptable oil level is in the SAFE RANGE on
the engine oil dipstick (Fig. 107).
(1) Position vehicle on level surface.
(2) With engine OFF, allow approximately 15 min-
utes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.
(4) Replace dipstick and verify it is seated in the
tube.
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the SAFE RANGE
area on the dipstick.
(7) Replace dipstick
STANDARD PROCEDURE - ENGINE OIL
SERVICE
WARNING: HOT OIL CAN CAUSE PERSONAL
INJURY.
NOTE: Change engine oil and filter at intervals
specified in the owner's manual.
(1) Operate the engine until the water tempera-
ture reaches 60ÉC (140ÉF). Shut the engine off.
(2) Use a container that can hold at least 14 liters
(15 quarts) to hold the used oil. Remove the oil drain
plug and drain the used engine oil into the container.
(3) Always check the condition of the used oil. This
can give you an indication of engine problems that
might exist.
²Thin, black oil indicates fuel dilution.
²Milky discoloration indicates coolant dilution.
(4) Clean the area around the oil filter head.
Remove the filter (Refer to 9 - ENGINE/LUBRICA-
TION/OIL FILTER - REMOVAL).
(5) Install new oil filter (Refer to 9 - ENGINE/LU-
BRICATION/OIL FILTER - INSTALLATION).
(6) Clean the drain plug and the sealing surface of
the pan. Check the condition of the threads and seal-
ing surface on the oil pan and drain plug.
(7) Install the drain plug. Tighten the plug to 50
N´m (37 ft. lbs.) torque.
(8) Use only High-Quality Multi-Viscosity lubricat-
ing oil in the Cummins Turbo Diesel engine. Choose
the correct oil for the operating conditions (Refer to
LUBRICATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION).
(9) Fill the engine with the correct grade of new oil
(Refer to LUBRICATION & MAINTENANCE/FLUID
CAPACITIES - SPECIFICATIONS).
(10) Start the engine and operate it at idle for sev-
eral minutes. Check for leaks at the filter and drain
plug.
(11) Stop engine. Wait 15 minutes to allow the oil
to drain back to the pan and check the level again.
USED ENGINE OIL DISPOSAL
Care should be exercised when disposing of used
engine oil after it has been drained from a vehicle's
engine.
1 - ROCKER ARM
2 - ROCKER SHAFT
3 - PEDESTAL
4 - FROM MAIN OIL RIFLE
5 - TO VALVE TRAIN
6 - MAIN OIL RIFLE
7 - FROM MAIN OIL RIFLE8 - TO CAMSHAFT
9 - TO PISTON COOLING NOZZLE
10 - FROM OIL COOLER
11 - CRANKSHAFT MAIN JOURNAL
12 - ROD JOURNAL
13 - TO ROD BEARING
14 - MAIN OIL RIFLE
Fig. 107 Oil Level Indicator (Dipstick)
1 - ADD OIL MARK
2 - O-RING
3 - SAFE RANGE
9 - 292 ENGINE 5.9L DIESELDR
LUBRICATION (Continued)

STEERING
TABLE OF CONTENTS
page page
STEERING
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER
STEERING SYSTEM....................2
DIAGNOSIS AND TESTING - POWER
STEERING FLOW AND PRESSURE........4
SPECIAL TOOLS
STEERING...........................5COLUMN...............................6
GEAR - INDEPENDENT FRONT SUSPENSION..17
GEAR - LINK/COIL.......................20
LINKAGE - INDEPENDENT FRONT
SUSPENSION...........................32
LINKAGE - LINK/COIL....................34
PUMP.................................39
STEERING
DESCRIPTION
CAUTION: MOPARTATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
Power steering systems consist of:
²Steering column
²Rack and pinion steering gear
²Belt driven hydraulic steering pump
²Pump pressure and return hoses
²Oil Cooler
OPERATION
The steering column shaft is attached to the gear
pinion. The rotation of the pinion moves the gear
rack from side-to-side. This lateral action of the rack
pushes and pulls the tie rods to change the direction
of the front wheels (Fig. 1).
Power assist is provided by an engine mounted
hydraulic pump which supplies hydraulic fluid pres-
sure to the steering gear.
Fig. 1 STEERING COMPONENTS
1 - POWER STEERING PUMP ASSEMBLY
2 - RESERVOIR
3 - HOSES
4 - TIE ROD ENDS
5 - MOUNTING BOLTS
6 - RACK & PINION
DRSTEERING 19 - 1

BINDING AND STICKING
CONDITION POSSIBLE CAUSE CORRECTION
DIFFICULT TO TURN WHEEL
STICKS OR BINDS1. Low fluid level. 1. Fill to proper level.
2. Tire pressure. 2. Adjust tire pressure.
3. Steering components (ball
joints/tie rod ends).3 Inspect and repair as necessary.
4. Loose belt. 4. Adjust or replace.
5. Low pump pressure. 5. Pressure test and replace if
necessary.
6. Column shaft coupler binding. 6. Replace coupler.
7. Steering gear worn. 7. Replace gear.
8. Pump seized / Stuck valve 8. Replace pump.
INSUFFICIENT ASST. OR POOR RETURN TO CENTER
CONDITION POSSIBLE CAUSE CORRECTION
HARD TURNING OR MOMENTARY
INCREASE IN TURNING EFFORT1. Tire pressure. 1. Adjust tire pressure.
2. Low fluid level. 2. Fill to proper level.
3. Loose belt. 3. Adjust or replace.
4. Low pump pressure. 4. Pressure test and repair as
necessary.
5. Internal gear leak. 5. Replace gear.
STEERING WHEEL DOES NOT
WANT TO RETURN TO CENTER
POSITION1. Tire pressure. 1. Adjust tire pressure.
2. Wheel alignment. 2. Align front end.
3. Lack of lubrication. 3. Inspect and lubricate suspension
compnents.
4. High friction in steering gear. 4. Replace gear.
LOOSE STEERING AND VEHICLE LEAD
CONDITION POSSIBLE CAUSE CORRECTION
EXCESSIVE PLAY IN STEERING
WHEEL1. Worn or loose suspension or
steering components.1. Inspect and repair as necessary.
2. Worn or loose wheel bearings. 2. Inspect and repair or adjust
bearings.
3. Steering gear mounting. 3. Tighten gear mounting bolts to
specification.
4. Gear out of adjustment. 4. Replace gear.
5. Worn or loose steering coupler. 5. Inspect and replace as
necessary.
VEHICLE PULLS OR LEADS TO
ONE SIDE.1. Tire Pressure. 1. Adjust tire pressure.
2. Radial tire lead. 2. Rotate tires.
3. Brakes dragging. 3. Repair as necessary.
4. Wheel alignment. 4. Align front end.
DRSTEERING 19 - 3
STEERING (Continued)

GEAR - INDEPENDENT FRONT SUSPENSION
TABLE OF CONTENTS
page page
GEAR - INDEPENDENT FRONT SUSPENSION
DESCRIPTION.........................17
REMOVAL.............................17
INSTALLATION.........................18
SPECIFICATIONS
TORQUE CHART......................19BUSHING
REMOVAL.............................19
INSTALLATION.........................19
GEAR - INDEPENDENT FRONT
SUSPENSION
DESCRIPTION
A rack and pinion steering gears (Fig. 1) is made
up of two main components, the pinon shaft and the
rack. The gear cannot be adjusted or internally ser-
viced. If a malfunction or a fluid leak occurs, the gear
must be replaced as an assembly.
REMOVAL
NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative meth-
ods of locking the steering wheel for service will
have to be used.
(1) Lock the steering wheel.(2) Drain and siphon the power steering fluid from
the reservoir.
(3) Raise the vehicle.
(4) Remove and discard the steering coupler pinch
bolt.
(5) Remove the power steering hoses from the rack
& pinion.
(6) Remove the tire and wheel assembly.
(7) Remove the tie rod end nuts and separate tie
rod ends from the knuckles with Special tool 8677
(Refer to 19 - STEERING/LINKAGE/TIE ROD END -
REMOVAL).
(8) Remove the skid plate (Refer to 13 - FRAME &
BUMPERS/FRAME/FRONT SKID PLATE -
REMOVAL).
(9) Remove the rack & pinion mounting bolts. (Fig.
2) & (Fig. 3)
(10) Remove the rack & pinion from the vehicle.
Fig. 1 STEERING GEAR
1 - OUTER TIE ROD ENDS
2 - MOUNTING BUSHINGS
3 - BELLOWS
Fig. 2 STEERING GEAR MOUNTING BOLTS
1 - STEERING GEAR MOUNTING BOLTS 4X4
DRGEAR - INDEPENDENT FRONT SUSPENSION 19 - 17