1998 DODGE RAM 1500 wheel torque

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Rack and Pinion Steering
Gear
Gear to Frame Bolts319 235 Ð
Rack and Pinion Steering
Gear
Coupler Bolt49 36 Ð
Tie Rod End
Knuckle Nut61
Then tighten an additional
90É45
Then tighten an additional
90ÉÐ
Tie Rod End
Jam Nut75 55 Ð
Power Steering Line
Pressure Line32 23 Ð
Power Steering Line
Return Line71 52 Ð
Power Steering Line
Pressure Line To Pump37 27 Ð
BUSHING
REMOVAL
(1) Remove the steering gear (Refer to 19 -
STEERING/GEAR - REMOVAL).
CAUTION: Do not overtighten the vise on the gear
case.
(2) Mount the steering gear in a soft jawed vise.
NOTE: If the bushings are seized a brass punch can
be used to remove the bushings from the gear
using care not to strike the gear.
(3) Remove the front mounting bushings.
(4) Remove the rear mounting bushings.
(5) Remove the steering gear from the vise and
place it on the bench.
INSTALLATION
NOTE: Coat all bushings with a thin rubber lubri-
cate oil prior to installation.
NOTE: A rubber mallet can be used to assist in the
installation of the bushings once lubricated.
(1) Coat the rear bushings with a thin rubber
lubricate oil then install the rear bushings using a
rubber mallet to seat the bushings in the gear.
(2) Coat the front bushings with a thin rubber
lubricate oil then install the front bushings using a
rubber mallet to seat the bushings in the gear.
(3) Install the steering gear (Refer to 19 - STEER-
ING/GEAR - INSTALLATION).
(4) Adjust the toe position (if necessary) (Refer to 2
- SUSPENSION/WHEEL ALIGNMENT - STAN-
DARD PROCEDURE).
DRGEAR - INDEPENDENT FRONT SUSPENSION 19 - 19
GEAR - INDEPENDENT FRONT SUSPENSION (Continued)

GEAR - LINK/COIL
TABLE OF CONTENTS
page page
GEAR - LINK/COIL
DESCRIPTION.........................20
OPERATION...........................20
REMOVAL.............................20
INSTALLATION.........................21
ADJUSTMENTS
ADJUSTMENT........................21
SPECIFICATIONS
POWER STEERING GEAR..............22
TORQUE CHART......................23
SPECIAL TOOLS
POWER STEERING GEAR..............23
PITMAN SHAFT SEAL
REMOVAL
REMOVAL - GAS ENGINE...............25REMOVAL - DIESEL...................25
INSTALLATION
INSTALLATION - GAS ENGINE...........26
INSTALLATION - DIESEL................26
STEERING GEAR INPUT SHAFT SEAL
REMOVAL.............................27
INSTALLATION.........................29
PITMAN SHAFT
REMOVAL
REMOVAL - GAS......................30
REMOVAL - DIESEL...................30
INSTALLATION
INSTALLATION - GAS..................31
INSTALLATION - DIESEL................31
GEAR - LINK/COIL
DESCRIPTION
The power steering gear is a recirculating ball type
gear (Fig. 1). The gear ratio's used are 12.5:1.
OPERATION
The gear acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is sup-
ported by a thrust bearing at the lower end and a
bearing assembly at the upper end. When the worm
shaft is turned from input from the steering column
the rack piston moves. The rack piston teeth mesh
with the pitman shaft. Turning the worm shaft, turns
the pitman shaft, which turns the steering linkage.
REMOVAL
(1) Place the front wheels in a straight-ahead posi-
tion.
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.
(2) Lock the steering wheel.
(3) Siphon out as much power steering fluid as
possible.
Fig. 1 STEERING GEAR
1 - INPUT SHAFT
2 - OUTLET
3 - INLET
4 - VALVE ASSEMBLY HOUSING
5 - PITMAN SHAFT COVER BOLTS
6 - STEERING GEAR
7 - MESHLOAD ADJUSTER NUT
8 - PITMAN SHAFT
19 - 20 GEAR - LINK/COILDR

(4) Disconnect and cap the fluid hoses from steer-
ing gear (Refer to 19 - STEERING/PUMP/HOSES -
REMOVAL).
(5) Remove coupler pinch bolt at the steering gear
and slide shaft off gear (Fig. 2).
(6) Mark the pitman shaft and pitman arm for
installation reference. Remove the pitman arm from
the shaft with Puller C-4150A (Refer to 19 - STEER-
ING/LINKAGE/PITMAN ARM - REMOVAL), (Fig. 3).
(7) Remove steering gear three mounting bolts
(Fig. 4). Remove the steering gear from the vehicle.
INSTALLATION
(1) Position the steering gear on the frame rail and
install the three mounting bolts (Fig. 4). Tighten the
mounting bolts to 196 N´m (145 ft. lbs.).(2) Align steering coupler on gear shaft. Install
pinch bolt and tighten to 49 N´m (36 ft. lbs.) torque.
(3) Align and install the pitman arm (Refer to 19 -
STEERING/LINKAGE/PITMAN ARM - INSTALLA-
TION).
(4) Install the washer and retaining nut on the pit-
man shaft. Tighten the nut to 305 N´m (225 ft. lbs.).
(5) Connect fluid hoses to steering gear (Refer to
19 - STEERING/PUMP/HOSES - INSTALLATION),
tighten to 31 N´m (23 ft. lbs.).
(6) Add fluid, (Refer to 19 - STEERING/PUMP -
STANDARD PROCEDURE).
(7) Reset the toe and center the steering wheel
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT -
STANDARD PROCEDURE).
ADJUSTMENTS
ADJUSTMENT
CAUTION: Steering gear must be adjusted in the
proper order. If adjustments are not performed in
order, gear damage and improper steering response
may result.
NOTE: Adjusting the steering gear in the vehicle is
not recommended. Remove gear from the vehicle
and drain the fluid. Then mount gear in a vise to
perform adjustments.
(1) Remove the steering gear from the vehicle
(Refer to 19 - STEERING/GEAR - REMOVAL).
(2) Mount the gear carefully into a soft-jawed vise.
Fig. 2 COLUMN SHAFT
1 - STEERING COUPLER
2 - STEERING GEAR INPUT SHAFT
Fig. 3 PITMAN ARM REMOVAL
1 - PITMAN ARM
2 - C-4150A PULLER
Fig. 4 STEERING GEAR REMOVAL/INSTALLATION
1 - STEERING GEAR
2 - MOUNTING BOLTS (3)
DRGEAR - LINK/COIL 19 - 21
GEAR - LINK/COIL (Continued)

SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.Now that the front band is holding the sun gear sta-
tionary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
Fig. 7 Second Gear Powerflow
1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT
2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED
3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED
4 - OUTPUT SHAFT 9 - INPUT SHAFT
5 - OVER-RUNNING CLUTCH FREE-WHEELING
21 - 138 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2-3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clock-
wise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the front
annulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically con-
trolled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not ener-
gized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
Tow/Haul control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the over-
drive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
Fig. 8 Direct Drive Powerflow
1 - FRONT CLUTCH APPLIED 6 - INPUT SHAFT
2 - OVER-RUNNING CLUTCH FREE-WHEELING 7 - OVER-RUNNING CLUTCH FREE-WHEELING
3 - OUTPUT SHAFT 8 - REAR CLUTCH APPLIED
4 - REAR CLUTCH APPLIED 9 - FRONT CLUTCH APPLIED
5 - OUTPUT SHAFT 10 - INPUT SHAFT
DRAUTOMATIC TRANSMISSION - 48RE 21 - 139
AUTOMATIC TRANSMISSION - 48RE (Continued)

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 234).
Under stall conditions the turbine is stationary and
the oil leaving the turbine blades strikes the face of
the stator blades and tries to rotate them in a coun-
terclockwise direction. When this happens the over-
running clutch of the stator locks and holds the
stator from rotating. With the stator locked, the oil
strikes the stator blades and is redirected into a
ªhelpingº direction before it enters the impeller. This
circulation of oil from impeller to turbine, turbine to
stator, and stator to impeller, can produce a maxi-
mum torque multiplication of about 1.75:1. As the
turbine begins to match the speed of the impeller, the
fluid that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically
applied or released when fluid is feed or vented from
the hydraulic circuit by the torque converter control
(TCC) solenoid on the valve body. The torque con-
verter clutch is controlled by the Powertrain Control
Module (PCM). The torque converter clutch engages
in FOURTH gear, and in THIRD gear under various
conditions, such as when the O/D switch is OFF, orwhen the vehicle is cruising on a level surface after
the vehicle has warmed up. The torque converter
clutch can also be engaged in the MANUAL SEC-
OND gear position if high transmission temperatures
are sensed by the PCM. The torque converter clutch
may disengage momentarily when an increase in
engine load is sensed by the PCM, such as when the
vehicle begins to go uphill or the throttle pressure is
increased.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
Fig. 234 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 260 AUTOMATIC TRANSMISSION - 48REDR
TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 123) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 124).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over-run-ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston and friction
material to the front cover, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on
overdrive control switch position. If the overdrive
control switch is in the normal ON position, the
clutch will engage after the shift to fourth gear. If the
Fig. 123 Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 403
TORQUE CONVERTER (Continued)

control switch is in the OFF position, the clutch will
engage after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within thedesired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 125). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
Fig. 124 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 404 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)