1998 DODGE RAM 1500 oil

number or zero (0) along with the gear set sequence
number (01 to 99) is on each gear. This first number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
marked with a (0). The next two numbers are the
sequence number of the gear set. The standard depth
provides the best teeth contact pattern.Compensation for pinion depth variance is
achieved with select shims. The shims are placed
behind the rear pinion bearing. (Fig. 4).
If installing a new gear, note the depth variance
number of the original and replacement pinion. Add
or subtract this number from the original depth
shim/oil slinger to compensate for the difference in
the depth variances. The numbers represent thou-
sands of an inch deviation from the standard. If the
number is negative, add that value to the required
thickness of the depth shims. If the number is posi-
tive, subtract that value from the thickness of the
depth shim.
Pinion Gear Depth Variance Chart: Note where
Old and New Pinion Marking columns intersect.
Intersecting figure represents plus or minus the
amount needed.
Fig. 1 SHOCK ABSORBER
1 - NUT
2 - AXLE
3 - SHOCK ABSORBER
Fig. 2 REAR SPRING
1 - LEAF SPRING
2 - PLATE
3 - NUTS
4 - FRONT NUT & BOLT
5 - SPRING CLAMP BOLTS
6 - SHACKLES
Fig. 3 PINION ID NUMBER
1 - VARIANCE NUMBER
2 - SEQUENCE NUMBER
Fig. 4 ADJUSTMENT SHIM LOCATIONS
1 - DIFFERENTIAL HOUSING
2 - COLLAPSIBLE SPACER
3 - PINION BEARING
4 - PINION DEPTH SHIM
5 - PINION GEAR
6 - BEARING CUP
3 - 84 REAR AXLE-91/4DR
REAR AXLE - 9 1/4 (Continued)

(10) If rotating torque is low, use Holder 6719 to
hold the companion flange and tighten pinion nut in
6.8 N´m (5 ft. lbs.) increments until proper rotating
torque is achieved.
NOTE: The bearing rotating torque should be con-
stant during a complete revolution of the pinion. If
the rotating torque varies, this indicates a binding
condition.
NOTE: The seal replacement is unacceptable if the
final pinion nut torque is less than 285 N´m (210 ft.
lbs.).
(11) Install propeller shaft with the installation
reference marks aligned.
(12) Tighten the companion flange bolts to 108
N´m (80 ft. lbs.).
(13) Install brake rotors.
(14) Check the differential lubricant level.
DIFFERENTIAL COVER
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove drain plug.
(3) Remove cover bolts.
(4) Remove cover and drain lubricant.
INSTALLATION
(1) Apply a 6.35mm (1/4 in.) bead of Mopar Sili-
cone Rubber Sealant or equivalent to the housing
cover (Fig. 29).CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied. Failure to heed caution may result in
damage.
(2) Install cover and identification tag. Tighten
cover bolts in a criss-cross pattern to 41 N´m (30 ft.
lbs.).
(3) Fill differential to specifications.
(4) Install fill plug.
DIFFERENTIAL
REMOVAL
(1) Remove filler plug from the differential cover.
(2) Remove differential cover and drain the lubri-
cant.
(3) Clean housing cavity with flushing oil, light
engine oil or a lint free cloth.
NOTE: Do not use steam, kerosene or gasoline to
clean the housing.
(4) Remove axle shafts.
(5) Remove RWAL/ABS sensor from housing.
NOTE: Side play resulting from bearing races being
loose on case hubs requires replacement of the dif-
ferential case.
(6) Mark differential housing and bearing caps for
installation reference (Fig. 30).
(7) Remove bearing threaded adjuster lock from
each bearing cap.
(8) Loosen differential bearing cap bolts.
Fig. 29 COVER SEALANT
1 - SEALANT
2 - DIFFERENTIAL COVER
Fig. 30 REFERENCE MARKS
1 - REFERENCE MARKS
2 - REFERENCE MARK
3 - BEARING CAPS
DRREAR AXLE - 9 1/4 3 - 97
PINION SEAL (Continued)

(12)Remove pinion gear from the housing (Fig. 56).
(13) Remove pinion seal with a pry tool or slide-
hammer mounted screw.
(14) Remove front pinion bearing and oil slinger if
equipped.
(15) Remove front pinion bearing cup with
Remover C-4345 and Handle C-4171 (Fig. 57).(16) Remove rear pinion bearing cup from housing
(Fig. 58) with Remover C-4307 and Handle C-4171.
(17) Remove collapsible spacer from the pinion
shaft (Fig. 59).
Fig. 56 PINION GEAR
1 - RAWHIDE HAMMER
Fig. 57 FRONT PINION BEARING CUP
1 - REMOVER
2 - HANDLE
Fig. 58 REAR PINION BEARING CUP
1 - DRIVER
2 - HANDLE
Fig. 59 COLLAPSIBLE SPACER
1 - COLLAPSIBLE SPACER
2 - REAR PINION BEARING
3 - PINION DEPTH SHIM
DRREAR AXLE - 9 1/4 3 - 107
PINION GEAR/RING GEAR/TONE RING (Continued)

INSTALLATION
(1) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.
CAUTION: Do not use water, steam, kerosene or
gasoline for cleaning.
(2) Lubricate differential case bearing.
(3) Install differential case with bearings cups into
the housing.
NOTE: A light coat of grease on the cups will hold
them in place during installation.
(4) Install bearing caps and bolts (Fig. 36). Tighten
the bearing cap bolts finger-tight.
NOTE: Do not torque bearing cap and bolts at this
time.
(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 165 N´m (122 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 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.).
Fig. 36 CASE BEARING CAP
1 - DIFFERENTIAL HOUSING
2 - BEARING CAP
3 - ADJUSTERFig. 37 ADJUSTER LOCK BOLT
1 - DIFFERENTIAL CASE
2 - ADJUSTER LOCK
3 - ADJUSTER LOCK BOLT
4 - BEARING CAP BOLT
3 - 130 REAR AXLE - 10 1/2 AADR
DIFFERENTIAL (Continued)

(6) Remove six pinion gears (Fig. 41).
(7) Remove remaining side gear thrust washer and
spacer.
(8) Remove remaining three pinion brake shoes.
CLEANING
Clean the differential case and gears with light oil
or a lint free cloth.
NOTE: Never use water, steam, kerosene or gaso-
line for cleaning.
INSPECTION
NOTE: Minor corrosion, nicks or scratches can be
smoothed with 400 grit emery cloth and polished
out with crocus cloth.
(1) Inspect pinion gears teeth for chips and cracks
(Fig. 42).
(2) Inspect pinion gears shafts and brake shoes for
scratches, flat-spots or worn (Fig. 42).(3) Inspect side gears teeth for chips and cracks
(Fig. 43).
(4) Inspect pinion and side gear bores for scratches
(Fig. 44).
NOTE: If any damage is found the differential must
be replaced as an assembly. Individual components
can not be replaced separately.
Fig. 41 PINION GEARS
1 - PINION GEARS
2 - SIDE GEAR
Fig. 42 PINION GEAR AND BRAKE SHOE
1 - BRAKE SHOES
2 - PINION GEAR
3 - PINION SHAFT
Fig. 43 SIDE GEARS
1 - THRUST WASHERS
2 - SPACER
3 - SIDE GEARS
3 - 132 REAR AXLE - 10 1/2 AADR
DIFFERENTIAL TRAC-RITE (Continued)

(3) Install first pinion gear into the differential
window and side gears. Rotate the pinion gear to the
back of the case (Fig. 34).
(4) Install the other pinion gear and thrust
washer. Rotate the gears to align hole in the pinion
gears with hole in the differential case.
(5) Slide pinion shaft into the case and through
the pinion gears. Tap the shaft to seat the pinion
shaft snap-ring into the case (Fig. 35).
(6) Install ring gear.
INSTALLATION
(1) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.
CAUTION: Do not use water, steam, kerosene or
gasoline for cleaning.
(2) Lubricate differential case bearing.
(3) Install differential case with bearings cups into
the housing.
NOTE: A light coat of grease on the cups will hold
them in place during installation.
(4) Install bearing caps and bolts (Fig. 36). Tighten
the bearing cap bolts finger-tight.
NOTE: Do not torque bearing cap and bolts at this
time.
Fig. 34 PINION GEAR
1 - DIFFERENTIAL WINDOW
2 - SIDE GEARS
3 - PINION GEAR
Fig. 35 PINION SHAFT INSTALLATION
1 - SNAP RING
2 - SIDE GEAR
3 - PINION GEAR
4 - PINION SHAFT
Fig. 36 CASE BEARING CAP
1 - DIFFERENTIAL HOUSING
2 - BEARING CAP
3 - ADJUSTER
DRREAR AXLE - 11 1/2 AA 3 - 157
DIFFERENTIAL (Continued)

CLEANING
Clean the differential case and gears with light oil
or a lint free cloth.
NOTE: Never use water, steam, kerosene or gaso-
line for cleaning.
INSPECTION
NOTE: Minor corrosion, nicks or scratches can be
smoothed with 400 grit emery cloth and polished
out with crocus cloth.
(1) Inspect pinion gears teeth for chips and cracks
(Fig. 42).
(2) Inspect pinion gears shafts and brake shoes for
scratches, flat-spots or worn (Fig. 42).
(3) Inspect side gears teeth for chips and cracks
(Fig. 43).
(4) Inspect pinion and side gear bores for scratches
(Fig. 44).
NOTE: If any damage is found the differential must
be replaced as an assembly. Individual components
can not be replaced separately.
Fig. 42 PINION GEAR AND BRAKE SHOE
1 - BRAKE SHOES
2 - PINION GEAR
3 - PINION SHAFT
Fig. 43 SIDE GEARS
1 - THRUST WASHERS
2 - SPACER
3 - SIDE GEARS
Fig. 44 PINION/SIDE GEAR BORE
1 - PINION BORES
2 - SIDE GEAR BORE
3 - 160 REAR AXLE - 11 1/2 AADR
DIFFERENTIAL TRAC-RITE (Continued)

²Drum brake shoes binding on worn/damaged
support plates.
²Mis-assembled components.
²Long booster output rod.
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake pads
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered
with grease and grit during repair. Contaminated lin-
ing should be replaced to avoid further brake prob-
lems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake pads in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors can become so scored that replacement is nec-
essary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
5 - 4 BRAKES - BASEDR
BRAKES - BASE (Continued)