Fig DODGE RAM 1500 1998 2.G User Guide

²National Lubricating Grease Institute (NLGI)
API SERVICE GRADE CERTIFIED
Use an engine oil that is API Certified. MOPARt
provides engine oils, that meet or exceed this
requirement.
SAE VISCOSITY
An SAE viscosity grade is used to specify the vis-
cosity of engine oil. Use only engine oils with multi-
ple viscosities such as 5W-30 or 10W-30. These are
specified with a dual SAE viscosity grade which indi-
cates the cold-to-hot temperature viscosity range.
Select an engine oil that is best suited to your par-
ticular temperature range and variation (Fig. 1).
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for
gasoline engines. The designation of ENERGY CON-
SERVING is located on the label of an engine oil con-
tainer.
CONTAINER IDENTIFICATION
Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the front
label of engine oil plastic bottles and the top of
engine oil cans (Fig. 2).
This symbol means that the oil has been certified
by the American Petroleum Institute (API). Diamler-
Chrysler only recommend API Certified engine oils.
Use Mopartengine oil or equivalent.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubri-
cants. In addition, API classification defines the
lubricants usage. Such as API GL-5 and SAE 75W-
90.
LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGIsymbol (Fig. 3) on the label. At the bottom of the
NLGI symbol is the usage and quality identification
letters. Wheel bearing lubricant is identified by the
letter ªGº. Chassis lubricant is identified by the letter
ªLº. The letter following the usage letter indicates
the quality of the lubricant. The following symbols
indicate the highest quality.
SPECIALIZED LUBRICANTS AND OILS
Some maintenance or repair procedures may
require the use of specialized lubricants or oils. Con-
sult the appropriate sections in this manual for the
correct application of these lubricants.
DESCRIPTION - ENGINE OIL - DIESEL
ENGINES
Use only Diesel Engine Oil meeting standardMIL-
2104Cor API ClassificationCD or higherorCCML
D4, D5.
SAE VISCOSITY GRADE
CAUTION: Low viscosity oils must have the proper
API quality or the CCMC G5 designation. (Fig. 4)
To assure of properly formulated engine oils, it is
recommended that SAE Grade 10W-40 engine oils
that meet Chrysler material standard MS-6395, be
used in accordance to ACEA B3, B4 specification.
European Grade 10W-40 oils are also acceptable.
Fig. 1 TEMPERATURE/ENGINE OIL VISCOSITY
Fig. 2 API SYMBOL
Fig. 3 NLGI SYMBOL
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS
0 - 2 LUBRICATION & MAINTENANCEDR
FLUID TYPES (Continued)

Oils of the SAE 5W-40 grade number are preferred
when minimum temperatures consistently fall below
-15ÉC. (Fig. 5)
DESCRIPTION - POWER STEERING FLUID
MopartATF +4, Automatic Transmission Fluid is
required in the power steering system. Substitute
fluids can induce power steering system failure.
MopartATF +4, Automatic Transmission Fluid
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal.ATF+4 also has a unique odor that
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition or the
need for a fluid change.
DESCRIPTION - ENGINE 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, CONTACTYOUR 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-
Fig. 4 API RATING WRAP FIGURE
Fig. 5 DIESEL OIL VISCOSITY CHART
DRLUBRICATION & MAINTENANCE 0 - 3
FLUID TYPES (Continued)

FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
OPERATION - AUTOMATIC TRANSMISSION
FLUID
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays con-
stant through the temperature range of operation,
transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
FLUID CAPACITIES
SPECIFICATIONS
FLUID CAPACITIES
DESCRIPTION SPECIFICATION
FUEL TANK
Short Box (Lt. Duty) 98 L (26 gal.)*
Long Box (Lt. Duty) 132 L (35 gal.)*
ENGINE OIL WITH FILTER
3.7L 4.7 L (5.0 qts.)
4.7L 5.6 L (6.0 qts.)
5.7L 6.6 L (7.0 qts.)
5.9L DIESEL 11.4 L (12.0 qts.)
DESCRIPTION SPECIFICATION
COOLING SYSTEM
3.7L 15.4 L (16.2 qts.)**
4.7L 15.4 L (16.2 qts.)**
5.7L 15.4L (16.2 qts.)**
5.9L Diesel Engine 28L (29.5 qts.)**
POWER STEERING
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cooler
options. Depending on type and size of internal
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
Refer to 19, Steering for proper fill and bleed
procedures.
AUTOMATIC TRANSMISSION
Service Fill - 48RE 3.8 L (4.0 qts.)
O-haul - 48RE 14-16L (29-33 pts.)L
Service Fill - 45RFE/
545RFE4X2 - 5.2 L (11.0 pts.)
4X4 - 6.2 L (13.0 pts.)
O-haul - 45RFE/545RFE 14-16 L (29-33 pts.)L
LDry fill capacity Depending on type and size of
internal cooler, length and inside diameter of cooler
lines, or use of an auxiliary cooler, these figures may
vary. (Refer to 21 - TRANSMISSION/AUTOMATIC/
FLUID - STANDARD PROCEDURE)
MANUAL TRANSMISSION
NV3500 4X2 2.27 L (4.8 pts.)
NV3500 4X4 1.99 L (4.2 pts.)
NV4500 3.79 L (8.0 pts.)
NV5600 4.50 L (9.5 pts.)
TRANSFER CASE
NV241 GENII 1.6 L (3.4 pts.)
NV243 1.6 L (3.4 pts.)
NV244 GENII 1.6 L (3.4 pts.)
NV271 1.89 L (4.0 pts.)
NV273 1.89 L (4.0 pts.)
FRONT AXLE   .03 L (1 oz)
C205F 1.66 L (3.5 pts.)
9 1/4 AA 2.25 L (4.75 pts.)
DRLUBRICATION & MAINTENANCE 0 - 5
FLUID TYPES (Continued)

CAUTION: Do not crank starter motor on disabled
vehicle for more than 15 seconds, starter will over-
heat and could fail.
(7) Allow battery in disabled vehicle to charge to
at least 12.4 volts (75% charge) before attempting to
start engine. If engine does not start within 15 sec-
onds, stop cranking engine and allow starter to cool
(15 min.), before cranking again.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
²Disconnect BLACK cable clamp from engine
ground on disabled vehicle.
²When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive
terminal.
²Disconnect RED cable clamp from battery posi-
tive terminal on disabled vehicle.
HOISTING
STANDARD PROCEDURE - HOISTING
Refer to the Owner's Manual for emergency vehicle
lifting procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT (Fig. 6) OR SECURE VEHICLE TO HOIST-
ING DEVICE WHEN THESE CONDITIONS EXIST.
FLOOR JACK
When properly positioned, a floor jack can be used
to lift a vehicle (Fig. 7). Support the vehicle in the
raised position with jack stands at the front and rear
ends of the frame rails (Fig. 6).
CAUTION: Do not lift vehicle with a floor jack posi-
tioned under:
²An axle tube.
²A body side sill.
²A steering linkage component.
²A drive shaft.
²The engine or transmission oil pan.
²The fuel tank.
²A front suspension arm.NOTE: Use the correct frame rail lifting locations
only (Fig. 8) and (Fig. 9).
HOIST
A vehicle can be lifted with:
²A single-post, frame-contact hoist.
²A twin-post, chassis hoist.
²A ramp-type, drive-on hoist.
NOTE: When a frame-contact type hoist is used,
verify that the lifting pads are positioned properly
(Fig. 7). The forward lifting pads should be posi-
tioned against the forward flange of the transmis-
sion crossmember brackets at the bottom of the
frame rail (Fig. 8). The real lifting pads should be
wedged between the forward flange of the leaf
spring bracket and the frame rail (Fig. 9). Safety
stands should be placed under the frame rails at
the front and rear ends (Fig. 6).
Fig. 6 Safety Stands
1 - SAFETY STANDS
0 - 20 LUBRICATION & MAINTENANCEDR
JUMP STARTING (Continued)

TOWING
STANDARD PROCEDURE - TOWING
A vehicle equipped with SAE approved sling-type
towing equipment can be used to tow all vehicles.
When towing a 4WD vehicle using a wheel-lift towing
device, use tow dollies under the opposite end of the
vehicle. A vehicle with flat-bed device can also be
used to transport a disabled vehicle (Fig. 10).
Fig. 7 Vehicle Lifting Locations
Fig. 8 FRONT LIFT PAD LOCATION
1 - BODY MOUNT BRACKET
2 - FRONT LIFT PAD
3 - TRANSMISSION CROSSMEMBER BRACKET
4 - FRAME RAIL
Fig. 9 REAR LIFT PAD LOCATION
1 - FRAME RAIL
2 - REAR LIFT PAD
3 - LEAF SPRING MOUNTING BRACKET
4 - BOX MOUNTING BRACKET
Fig. 10 Tow Vehicles With Approved Equipment
1 - SLING TYPE
2 - WHEEL LIFT
3 - FLAT BED
DRLUBRICATION & MAINTENANCE 0 - 21
TOWING (Continued)

SUSPENSION
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT......................1
FRONT - INDEPENDENT FRONT SUSPENSION..8FRONT - LINK/COIL......................29
REAR.................................41
WHEEL ALIGNMENT
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - PRE-ALIGNMENT
INSPECTION..........................2
STANDARD PROCEDURE
STANDARD PROCEDURE - HEIGHT
MEASUREMENT - 4WD (LD)..............3
STANDARD PROCEDURE - HEIGHT
ADJUSTMENT - 4WD (LD)................3
STANDARD PROCEDURE - CAMBER AND
CASTER ADJUSTMENT..................4STANDARD PROCEDURE - TOE
ADJUSTMENT.........................4
STANDARD PROCEDURE - CAMBER,
CASTER AND TOE ADJUSTMENT..........4
STANDARD PROCEDURE - ALIGNMENT
LINK/COIL SUSPENSION.................5
SPECIFICATIONS
ALIGNMENT..........................6
SPECIAL TOOLS
WHEEL ALIGNMENT....................7
WHEEL ALIGNMENT
DESCRIPTION
NOTE: Suspension components with rubber/ure-
thane bushings should be tightened with the vehi-
cle at normal ride height. It is important to have the
springs supporting the weight of the vehicle when
the fasteners are torqued. If springs are not at their
normal ride position, vehicle ride comfort could be
affected and premature bushing wear may occur.
Wheel alignment involves the correct positioning of
the wheels in relation to the vehicle. The positioning
is accomplished through suspension and steering
linkage adjustments. An alignment is considered
essential for efficient steering, good directional stabil-
ity and to minimize tire wear. The most important
measurements of an alignment are caster, camber
and toe (Fig. 1).
CAUTION: Never attempt to modify suspension or
steering components by heating or bending.
Fig. 1 Wheel Alignment Measurements
1 - FRONT OF VEHICLE
2 - STEERING AXIS INCLINATION
3 - PIVOT POINT
4 - TOE-IN
DRSUSPENSION 2 - 1

OPERATION
²CASTERis the forward or rearward tilt of the
steering knuckle from vertical. Tilting the top of the
knuckle forward provides less positive caster. Tilting
the top of the knuckle rearward provides more posi-
tive caster. Positive caster promotes directional sta-
bility. This angle enables the front wheels to return
to a straight ahead position after turns (Fig. 1)
²CAMBERis the inward or outward tilt of the
wheel relative to the center of the vehicle. Tilting the
top of the wheel inward provides negative camber.
Tilting the top of the wheel outward provides positive
camber. Incorrect camber will cause wear on the
inside or outside edge of the tire (Fig. 1)
²TOEis the difference between the leading inside
edges and trailing inside edges of the front tires.
Wheel toe position out of specification cause's unsta-
ble steering, uneven tire wear and steering wheel off-
center. The wheel toe position is thefinalfront
wheel alignment adjustment (Fig. 1)
²THRUST ANGLEis the angle of the rear axle
relative to the centerline of the vehicle. Incorrect
thrust angle can cause off-center steering and exces-sive tire wear. This angle is not adjustable, damaged
component(s) must be replaced to correct the thrust
angle (Fig. 1)
DIAGNOSIS AND TESTING - PRE-ALIGNMENT
INSPECTION
Before starting wheel alignment, the following
inspection and necessary corrections must be com-
pleted. Refer to Suspension and Steering System
Diagnosis Chart below for additional information.
(1) Inspect tires for size, air pressure and tread
wear.
(2) Inspect front wheel bearings for wear.
(3) Inspect front wheels for excessive radial or lat-
eral runout and balance.
(4) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness or binding.
(5) Inspect suspension components for wear and
noise.
(6) On 4x4 vehicles check suspension height (LD
only).
(7) Road test the vehicle.
SUSPENSION AND STEERING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
FRONT END NOISE 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Loose or worn steering or
suspension components.3. Tighten or replace components as
necessary.
EXCESSIVE PLAY IN
STEERING1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Loose or worn steering gear. 3. Replace steering gear.
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
VEHICLE INSTABILITY 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Tire pressure. 3. Adjust tire pressure.
4. Alignment. 4. Align vehicle to specifications.
2 - 2 WHEEL ALIGNMENTDR
WHEEL ALIGNMENT (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
EXCESSIVE STEERING
EFFORT1. Loose or worn steering gear. 1. Replace steering gear.
2. Column coupler binding. 2. Replace coupler.
3. Tire pressure. 3. Adjust tire pressure.
4. Alignment. 4. Align vehicle to specifications.
VEHICLE PULLS TO ONE
SIDE1. Tire pressure. 1. Adjust tire pressure.
2. Tire. 2. Criss-Cross Front Tires.
3. Alignment. 3. Align vehicle to specifications.
4. Loose or worn steering or
suspension components.4. Tighten or replace components as
necessary.
5. Radial tire lead. 5. Rotate or replace tire as necessary.
6. Brake pull. 6. Repair brake as necessary.
7. Weak or broken spring. 7. Replace spring.
8. Ride height (LD) 4WD only. 8. Measure and adjust ride height. (LD
only)
STANDARD PROCEDURE
STANDARD PROCEDURE - HEIGHT
MEASUREMENT - 4WD (LD)
The vehicle suspension height MUST be measured
and adjusted before performing wheel alignment pro-
cedure. Also when front suspension components have
been replaced. This measure must be performed with
the vehicle supporting it's own weight and taken on
both sides of the vehicle.
(1) Inspect tires and set to correct pressure.
(2) Jounce the front of the vehicle.
(3) Measure and record the height from the ground
at the centerline of the rear lower control arm bolt
front tip (Fig. 2).
(4) Measure and record the height from the ground
at the front spindle centerline (Static Load Radius)
(Fig. 2).
(5) Subtract the first measurement from the sec-
ond measurement. The difference between the two
measurement should be 58 mm (2.3 inches) 3mm
(0.12 inches).
(6) If value is greater than 61 mm (2.4 inches),
tighten the torsion bar bolt until the specification is
achieved (Refer to 2 - SUSPENSION/WHEEL
ALIGNMENT - STANDARD PROCEDURE).
(7) If value is less than 55 mm (2.1 inches), loosen
the torsion bar bolt until the specification is achieve-
d,(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT
- STANDARD PROCEDURE).
(8) Repeat the previous steps until the ride height
is within specifications.
STANDARD PROCEDURE - HEIGHT
ADJUSTMENT - 4WD (LD)
The vehicle suspension height MUST be measured
and adjusted before performing wheel alignment pro-
cedure (Refer to 2 - SUSPENSION/WHEEL ALIGN-
MENT - STANDARD PROCEDURE). Also when
front suspension components have been replaced.
This measurement must be performed with the vehi-
cle supporting it's own weight and taken on both
sides of the vehicle.
Fig. 2 HEIGHT MESUREMENT
1 - HEIGHT FROM THE GROUND AT THE FRONT SPINDLE
CENTERLINE (STATIC LOAD RADIUS)
2 - CENTERLINE OF THE REAR LOWER CONTROL ARM BOLT
FRONT TIP
3 - GROUND LINE
DRWHEEL ALIGNMENT 2 - 3
WHEEL ALIGNMENT (Continued)

To adjust the vehicle height turn the torsion bar
adjustment bolt CLOCKWISE to raise the vehicle
and COUNTER CLOCKWISE to lower the vehicle.
CAUTION: ALWAYS raise the vehicle to the correct
suspension height, NEVER lower the vehicle to
obtain the correct suspension height. If the vehicle
suspension height is too high, lower the vehicle
below the height specification. Then raise the vehi-
cle to the correct suspension height specification.
This will insure the vehicle maintains the proper
suspension height.
NOTE: If a height adjustment has been made, per-
form height measurement again on both sides of
the vehicle.
STANDARD PROCEDURE - CAMBER AND
CASTER ADJUSTMENT
NOTE: 4X4 (LD) SUSPENSION HEIGHT MEASURE-
MENT MUST BE PERFORMED BEFORE AN ALIGN-
MENT.
NOTE: When the upper control arm pivot bolts are
loosened the upper control arm will normally go
inwards toward the frame automatically with the
weight of the vehicle.
Camber and caster angle adjustments involve
changing the position of the upper control arm incon-
junction with the slotted holes in the frame brackets,
Install special tool 8876 between the top of the upper
control arm bracket and the upper control arm (on
1500 series 4X2 & 4X4). Install special tool 8876
between the bottom of the upper control arm bracket
pressing the tool against the frame and the upper
control arm (on 2500/3500 series 4X2) in order to
move the upper control arm outwards for proper
adjustment with the vehicle at normal ride height
(Fig. 3).
STANDARD PROCEDURE - TOE ADJUSTMENT
4X4 SUSPENSION HEIGHT MESUREMENT
MUST BE PERFORMED BEFORE AN ALIGN-
MENT.
The wheel toe position adjustment is the final
adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the tie rod jam nuts.NOTE: Each front wheel should be adjusted for
one-half of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
(3) Adjust the wheel toe position by turning the
inner tie rod as necessary (Fig. 4).
(4) Tighten the tie rod jam nut to 75 N´m (55 ft.
lbs.).
(5) Verify the specifications
(6) Turn off engine.
STANDARD PROCEDURE - CAMBER, CASTER
AND TOE ADJUSTMENT
NOTE: 4X4 (LD) SUSPENSION HEIGHT MEASURE-
MENT MUST BE PERFORMED BEFORE AN ALIGN-
MENT.
Camber and caster angle adjustments involve
changing the position of the upper control arm with
the slots in the frame brackets using special tool
8876 to move the upper control arm outwards for
proper adjustment. (Fig. 3)
NOTE: When the upper control arm pivot bolts are
loosened the upper control arm will normally go
inwards toward the frame automatically with the
weight of the vehicle.
CASTER
Moving the front or rear position of the upper con-
trol arm in or out, will change the caster angle and
camber angle significantly. To maintain the camber
Fig. 3 CASTER & CAMBER ADJUSTMENT
1 - FRONT PIVOT BOLT
2 - REAR PIVOT BOLT
3 - SLOTTED HOLES FOR ADJUSTMENT OF CASTER &
CAMBER
4 - UPPER CONTROL ARM
2 - 4 WHEEL ALIGNMENTDR
WHEEL ALIGNMENT (Continued)

angle while adjusting caster, move one pivot bolt of
the upper control arm in or out. Then move the other
pivot bolt of the upper control arm in the opposite
direction. Install special tool 8876 between the top of
the upper control arm bracket and the upper control
arm (on 1500 series 4X2 & 4X4). Install special tool
8876 between the bottom of the upper control arm
bracket pressing the tool against the frame and the
upper control arm (on 2500/3500 series 4X2) in order
to move the upper control arm outwards for proper
adjustment with the vehicle at normal ride height
(Fig. 3).
To increase positive caster angle, move the rear
position of the upper control arm inward (toward the
engine). Move the front of the upper control arm out-
ward (away from the engine) slightly until the origi-
nal camber angle is obtained using special tool 8876
to move the upper control arm for proper adjustment.
(Fig. 3)
CAMBER
Move both pivot bolts of the upper control arm
together in or out. This will change the camber angle
significantly and little effect on the caster angle
using special tool 8876 to move the upper control
arm for proper adjustment. (Fig. 3)
After adjustment is made tighten the upper control
arm nuts to proper torque specification.
TOE ADJUSTMENT
The wheel toe position adjustment is the final
adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the tie rod jam nuts.
NOTE: Each front wheel should be adjusted for
one-half of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
(3) Adjust the wheel toe position by turning the
inner tie rod as necessary (Fig. 4).
(4) Tighten the tie rod jam nut to 75 N´m (55 ft.
lbs.).
(5) Verify the specifications
(6) Turn off engine.
STANDARD PROCEDURE - ALIGNMENT
LINK/COIL SUSPENSION
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down several times. Always release the bumper inthe down position.Set the front end alignment to
specifications while the vehicle is in its NOR-
MALLY LOADED CONDITION.
CAMBER:The wheel camber angle is preset and
is not adjustable.
CASTER:Check the caster of the front axle for
correct angle. Be sure the axle is not bent or twisted.
Road test the vehicle and make left and right turn.
Observe the steering wheel return-to-center position.
Low caster will cause poor steering wheel returnabil-
ity.
Caster can be adjusted by rotating the cams on the
lower suspension arm (Fig. 5).
TOE POSITION:The wheel toe position adjust-
ment should be the final adjustment.
Fig. 4 TIE ROD END
1 - JAM NUT
2 - TIE ROD - INNER
3 - TIE ROD END - OUTER
Fig. 5 ALIGNMENT ADJUSTMENT CAM
1 - BRACKET REINFORCEMENT
2 - ADJUSTING BOLT
3 - ADJUSTMENT CAM
DRWHEEL ALIGNMENT 2 - 5
WHEEL ALIGNMENT (Continued)