1998 DODGE RAM 1500 transfer

VIBRATION
Vibration at the rear of the vehicle is usually
caused by:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
NOTE: All driveline components should be exam-
ined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear and lis-
ten for the noise. A mechanics stethoscope is helpful
in isolating the source of a noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid or
correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
DRREAR AXLE - 11 1/2 AA 3 - 141
REAR AXLE - 11 1/2 AA (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)

CONDITION POSSIBLE CAUSES CORRECTION
Partial engagement of clutch disc.
One side of disc is worn and the
other side is glazed and lightly
worn.1. Clutch pressure plate position
incorrect.1. Replace clutch disc and cover.
2. Clutch cover, spring, or release
fingers bent or distorted.2. Replace clutch disc and cover.
3. Clutch disc damaged or
distorted.2. Replace clutch disc.
4. Clutch misalignment. 4. Check alignment and runout of
flywheel, disc, pressure plate, andùr
clutch housing. Correct as
necessary.
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Slave Cylinder Nuts 23 17 -
Clutch Master Cylinder
Nuts28 21 -
Pressure Plate Bolts - V6
&V850 37 -
Pressure Plate Bolts - V10 30 22.5 -
Pressure Plate Bolts -
Diesel30 22.5 -
Release Bearing Pivot 23 17 -
Flywheel Bolts 95 70 -
CLUTCH DISC
REMOVAL
(1) Support engine with wood block and adjustable
jack stand, to prevent strain on engine mounts.
(2) Remove transmission and transfer case, if
equipped.
(3) If pressure plate will be reused, mark the posi-
tion on flywheel with paint or scriber (Fig. 1). Also
note location marks on the pressure next to the bolt
holes. The mark will be a L or a circle with an X in
it.
(4) Insert clutch alignment tool through clutch disc
and into pilot bushing, to hold disc in place while
removing bolts.
(5) Loosen pressure plate bolts evenly, a few
threads at a time and in a diagonal pattern to pre-
vent warping the plate.
(6) Remove bolts completely and remove pressure
plate, disc and alignment tool.
INSTALLATION
(1) Check runout and free operation of new clutch
disc.
(2) Lubricate crankshaft pilot bearing with a NLGI
- 2 rated grease.
(3) Install clutch alignment tool in clutch disc hub
with the raised side of hub is facing away from the
flywheel.
NOTE: Flywheel side is imprinted on the disc face.
(4) Install alignment tool in pilot bearing and posi-
tion disc on the flywheel.
(5) Position pressure plate over disc and onto the
flywheel (Fig. 2).
(6) Align and hold pressure plate in position and
install bolts finger tight.
(7) Tighten bolts evenly and a few threads at a
time in a diagonal pattern.
CAUTION: Bolts must be tightened evenly and to
specified torque to avoid warping pressure plate
cover.
DRCLUTCH 6 - 5
CLUTCH (Continued)

(11) Wipe pilot bearing surface clean.
(12) Install release lever and bearing in clutch
housing. Verify spring clips that retain fork on pivot
ball and release bearing on fork are installed prop-
erly (Fig. 5).
NOTE: If release lever is installed correctly, the
lever part number will be toward the bottom of the
transmission and right side up. There is also a
stamped ªIº in the lever which goes to the pivot ball
side of the transmission.
(13) Install transmission and transfer case if
equipped.
(14) Check fluid level in clutch master cylinder.
CLUTCH HOUSING
DIAGNOSIS AND TESTING
The clutch housing maintains alignment between
the crankshaft and transmission input shaft. Mis-
alignment can cause clutch noise, hard shifting,
incomplete release and chatter. Also premature pilot
bearing, cover release fingers and clutch disc wear.
In severe cases, it can cause premature wear of the
transmission input shaft and front bearing.
NOTE: Only the NV4500 clutch housing can be
checked using the following bore and face runout
procedures. The NV5600 clutch housing is a inte-
gral part of the transmission and can only be
checked off the vehicle.
CLUTCH HOUSING BORE RUNOUT
CAUTION: On diesel engines if housing bore runout
exceeds 0.015 inch, the clutch housing/transmis-
sion adapter plate must be replaced. On gas
engines if housing bore runout exceeds 0.053 in.
the clutch housing must be replaced.
NOTE: Offset dowels are available for gas engines
to correct housing bore runout. They are not avail-
able for diesel engines.
(1) Remove the clutch housing.
(2) Remove the clutch cover and disc.
(3) Replace one of the flywheel bolts with an
appropriate size threaded rod that is 10 in. (25.4 cm)
long (Fig. 6). The rod will be used to mount the dial
indicator.
(4) Remove release fork from the clutch housing.
(5) Install clutch housing. Tighten the housing
bolts nearest the alignment dowels first.
(6) Mount dial indicator on the threaded rod and
position indicator plunger on the clutch housing bore
(Fig. 7).
(7) Rotate crankshaft until indicator plunger is at
the topof the housing bore. Zero the indicator at this
point.
(8) Rotate crankshaft and record indicator read-
ings at eight points (45É apart) around the bore (Fig.
8). Take measurement at least twice for accuracy.
(9) Subtract each reading from the one 180É oppo-
site to determine runout and direction. Bore runout
example (Fig. 8):
²0.000 ± (±0.007) = 0.007 in.
²+0.002 ± (±0.010) = 0.012 in.
²+0.004 ± (±0.005) = 0.009 in.
²±0.001 ± (+0.001) = ±0.002 in.
Fig. 5 FORK, BEARING AND SPRING CLIPS
1 - FORK
2 - SPRING CLIP
3 - BEARING
4 - SPRING CLIP
Fig. 6 DIAL INDICATOR MOUNTING STUD
1 - 7/16 - 20 THREAD
2 - NUT
3 - STUD OR THREADED ROD
4 - 10 INCHES LONG
DRCLUTCH 6 - 7
CLUTCH DISC (Continued)

To correct this example (Fig. 11) the shims needed
between the clutch housing and transmission are:
²0.009 in. at the 0.000 corner
²0.012 in. at the ±0.003 corner
²0.013 in. at the ±0.004 corner
After installing the clutch assembly and housing,
tighten the housing bolts nearest the alignment dow-
els first.
NOTE: Shims can be made from shim stock or sim-
ilar materials of the required thickness (Fig. 12).
REMOVAL
(1) Remove transmission and transfer case (Fig.
13).
(2) Remove starter from clutch housing.
(3) Remove structural dust cover bolts from clutch
housing.
CAUTION: Do not remove structural dust cover
from enigne block. If cover is removed clutch hous-
ing and cover must be aligned with the engine.(4) Remove clutch housing bolts and remove hous-
ing from the engine.
INSTALLATION
(1) Clean housing mounting surface of engine
block with wax and grease remover.
(2) Verify that clutch housing alignment dowels
are in good condition and properly seated.
(3) Transfer slave cylinder, release fork and boot,
fork pivot stud and wire/hose brackets to new hous-
ing.
(4) Install structural dust cover if removed (Refer
to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL
COVER - INSTALLATION).
(5) Align and install clutch housing on engine (Fig.
14). Tighten housing bolts across the top of the hous-
ing first and to the following torque values:
²ªAº bolts 1/4in. diameter - 4.5 N´m (40 in.lb.)
²ªAº bolts 3/8in. diameter - 40 N´m (30 ft.lb.)
²ªAº bolts 7/16in. diameter - 68 N´m (50 ft.lb.)
²ªBº bolts for 5.7L 5.9L TD/8.0L engines - 47.5
N´m (40 ft.lb.)
²ªCº bolts for 5.7L engine - 68 N´m (50 ft.lb.)
²ªCº bolts for 5.9L TD engine - 47.5 N´m (35
ft.lb.)
²ªCº bolts for 8.0L engine - 74.5 N´m (55 ft.lb.)
(6) Install starter to clutch housing.
(7) Install transmission and transfer case, if
equipped.
CLUTCH RELEASE BEARING
REMOVAL
(1) Remove transmission and transfer case, if
equipped.
(2) Remove spring clip.
Fig. 11 MEASUREMENT POINTS AND READINGS
1 - CLUTCH HOUSING FACE CIRCLE (AT RIM OF BORE)
Fig. 12 ALIGNMENT SHIMS
1 - CUT/DRILL BOLT HOLE TO SIZE
2 - SHIM STOCK
3 - MAKE SHIM 1-INCH DIAMETER
Fig. 13 TRANSMISSION/CLUTCH HOUSING-NV4500
1 - CLUTCH HOUSING
2 - TRANSMISSION
DRCLUTCH 6 - 9
CLUTCH HOUSING (Continued)

(3) Disconnect release bearing from release fork
and remove bearing (Fig. 15).
INSTALLATION
(1) Inspect bearing slide surface on transmission
front bearing retainer. Replace retainer if slide sur-
face is scored, worn, or cracked.
(2) Inspect release lever and pivot stud. Be sure
stud is secure and in good condition. Be sure fork is
not distorted or worn. Replace fork spring clips if
bent or damaged.
(3) Lubricate input shaft splines, bearing retainer
slide surface, lever pivot ball stud, and release lever
pivot surface with Moparthigh temperature bearing
grease.
(4) Install release fork and release bearing (Fig.
16). Be sure fork and bearing are properly secured by
spring clips. Also be sure that the release fork is
installed properly. The rear side of the release lever
has one end with a raised area. This raised area goes
toward the slave cylinder side of the transmission.
(5) Install clutch housing, if removed.
(6) Install transmission and transfer case.(7) Check clutch master cylinder fluid level.
FLYWHEEL
DIAGNOSIS AND TESTING
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. Mount the
indicator on a stud installed in place of one of the fly-
wheel bolts.
Fig. 14 CLUTCH HOUSING - NV4500
1 - ENGINE BLOCK
2 - CLUTCH DISC/PRESSURE PLATE
3 - CLUTCH HOUSING
4 - DUST COVER
Fig. 15 CLUTCH RELEASE COMPONENTS
1 - CONED WASHER
2 - CLUTCH HOUSING
3 - RELEASE FORK
4 - RELEASE BEARING AND SLEEVE
5 - PIVOT 23 N´m (200 IN. LBS.)
6 - SPRING CLIP
Fig. 16 Clutch Release Fork And
1 - PIVOT BALL
2 - FORK
3 - SLAVE CYLINDER OPENING
4 - BEARING
6 - 10 CLUTCHDR
CLUTCH RELEASE BEARING (Continued)

DIAGNOSIS AND TESTING - RADIATOR
CAP................................58
CLEANING............................59
INSPECTION..........................59
WATER PUMP - 3.7L/4.7L
DESCRIPTION
DESCRIPTION - WATER PUMP...........59
DESCRIPTION - WATER PUMP BYPASS....59
OPERATION
OPERATIONÐWATER PUMP............60
OPERATION - WATER PUMP BYPASS.....60
REMOVAL.............................60
CLEANING............................61
INSPECTION..........................61
INSTALLATION.........................61
WATER PUMP - 5.9L DIESEL
DESCRIPTION.........................62OPERATION...........................62
DIAGNOSIS AND TESTINGÐWATER PUMP . . . 62
REMOVAL.............................62
CLEANING............................62
INSPECTION..........................62
INSTALLATION.........................62
WATER PUMP - 5.7L
REMOVAL.............................63
INSTALLATION.........................63
WATER PUMP - 8.0L
DIAGNOSIS AND TESTING - WATER PUMP . . . 63
REMOVAL.............................64
CLEANING............................66
INSPECTION..........................66
INSTALLATION.........................66
COOLANT
DESCRIPTION
DESCRIPTION - ENGINE COOLANT
ETHYLENE-GLYCOL MIXTURES
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only MopartAntifreeze/Coolant, 5
year/100,000 Mile Formula (ethylene-glycol base cool-
ant with corrosion inhibitors called HOAT, for Hybrid
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain a freeze
point of -37ÉC (-35ÉF).
The required ethylene-glycol (antifreeze) and water
mixture depends upon the climate and vehicle oper-
ating conditions. The antifreeze concentrationmust
alwaysbe a minimum of 44 percent, year-round in
all climates.If percentage is lower than 44 per-
cent, engine parts may be eroded by cavitation,
and cooling system components may be
severely damaged by corrosion.Maximum protec-
tion against freezing is provided with a 68% anti-
freeze concentration, which prevents freezing down to
-67.7É C (-90É F). A higher percentage will freeze at a
warmer temperature. Also, a higher percentage of
antifreeze can cause the engine to overheat becausethe specific heat of antifreeze is lower than that of
water.
Use of 100 percent ethylene-glycol will cause for-
mation of additive deposits in the system, as the cor-
rosion inhibitive additives in ethylene-glycol require
the presence of water to dissolve. The deposits act as
insulation, causing temperatures to rise to as high as
149É C (300É F). This temperature is hot enough to
melt plastic and soften solder. The increased temper-
ature can result in engine detonation. In addition,
100 percent ethylene-glycol freezes at 22É C (-8É F ).
PROPYLENE-GLYCOL MIXTURES
It's overall effective temperature range is smaller
than that of ethylene-glycol. The freeze point of 50/50
propylene-glycol and water is -32É C (-26É F). 5É C
higher than ethylene-glycol's freeze point. The boiling
point (protection against summer boil-over) of propy-
lene-glycol is 125É C (257ÉF)at96.5 kPa (14 psi),
compared to 128É C (263É F) for ethylene-glycol. Use
of propylene-glycol can result in boil-over or freeze-up
on a cooling system designed for ethylene-glycol. Pro-
pylene glycol also has poorer heat transfer character-
istics than ethylene glycol. This can increase cylinder
head temperatures under certain conditions.
Propylene-glycol/ethylene-glycol Mixtures can
cause the destabilization of various corrosion inhibi-
tors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propy-
lene-glycol based coolants are mixed in the vehicle,
conventional methods of determining freeze point will
not be accurate. Both the refractive index and spe-
cific gravity differ between ethylene glycol and propy-
lene glycol.
DRENGINE 7 - 31

DESCRIPTION - HOAT COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE-GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE-GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene-Glycol based coolants
is not recommended, as they provide less freeze
protection and less corrosion protection.
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva-
lent ethylene-glycol base coolant with organic corro-
sion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% ethylene-glycol and 50% distilled
water to obtain a freeze point of -37ÉC (-35ÉF). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu-
tion.
CAUTION: MoparTAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Mixing of
coolants other than specified (non-HOAT or other
HOAT), may result in engine damage that may not
be covered under the new vehicle warranty, and
decreased corrosion protection.
COOLANT PERFORMANCE
The required ethylene-glycol (antifreeze) and water
mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mix-
tures follows:
Pure Water-Water can absorb more heat than a
mixture of water and ethylene-glycol. This is for pur-
pose of heat transfer only. Water also freezes at a
higher temperature and allows corrosion.
100 percent Ethylene-Glycol-The corrosion
inhibiting additives in ethylene-glycol need the pres-
ence of water to dissolve. Without water, additives
form deposits in system. These act as insulation
causing temperature to rise to as high as 149ÉC
(300ÉF). This temperature is hot enough to melt plas-
tic and soften solder. The increased temperature can
result in engine detonation. In addition, 100 percent
ethylene-glycol freezes at -22ÉC (-8ÉF).
50/50 Ethylene-Glycol and Water-Is the recom-
mended mixture, it provides protection against freez-
ing to -37ÉC (-34ÉF). The antifreeze concentration
must alwaysbe a minimum of 44 percent, year-
round in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protec-
tion against freezing is provided with a 68 percent
antifreeze concentration, which prevents freezing
down to -67.7ÉC (-90ÉF). A higher percentage will
freeze at a warmer temperature. Also, a higher per-
centage of antifreeze can cause the engine to over-
heat because specific heat of antifreeze is lower than
that of water.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
COOLANT SELECTION AND ADDITIVES
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (glycol base coolant with
corrosion inhibitors called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a
freeze point of -37ÉC (-35ÉF). If it loses color or
becomes contaminated, drain, flush, and replace with
fresh properly mixed coolant solution.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.
7 - 32 ENGINEDR
COOLANT (Continued)