Reverse light DODGE RAM 1500 1998 2.G Workshop Manual

²Pedal Adjustment Inhibitors: Pedal adjust-
ment is inhibited when the vehicle is in reverse or
when cruise control is activated.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove the kneeblocker (Refer to 23 - BODY/
INSTRUMENT PANEL/STEERING COLUMN
OPENING COVER - REMOVAL).
(3) Remove the brake light switch and discard
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/BRAKE LAMP SWITCH - REMOVAL).
(4) Disconnect the adjustable pedal cables from the
brake and accelerator pedalsAlso clutch pedal if
equipped with a manual transmission.
(5) Disconnect the electrical connector.
(6) Unclip the cable fasteners to the support.
(7) Remove the one mounting bolt for the adjust-
able pedal motor (Fig. 4).
(8) Remove the adjustable pedal motor with the
cables.
NOTE: Adjustable pedal cables are not serviceable.
If they need service the adjustable pedal motor with
the cables must be installed.
INSTALLATION
NOTE: Adjustable pedal cables are not serviceable.
If they need service the adjustable pedal motor with
the cables must be installed.
(1) Install the adjustable pedal motor with the
cables.
(2) Install the one mounting bolt for the adjustable
pedal motor (Fig. 4).
(3) Clip the cable fasteners to the support.
(4) Reconnect the electrical connector.
(5) Reconnect the adjustable pedal cables to the
brake and accelerator pedalsAlso clutch pedal if
equipped with a manual transmission.
(6) Install the new brake light switch (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
BRAKE LAMP SWITCH - REMOVAL).
(7) Install the kneeblocker (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(8) Reconnect the negative battery cable.
(9) Check for proper operation of the pedals.
Fig. 3 ADJUSTABLE PEDAL MOTOR
1 - ADJUSTABLE PEDAL MOTOR
2 - CABLES
3 - ELECTRICAL CONNECTOR
Fig. 4 ADJUSTABLE PEDAL MOTOR
1 - ADJUSTABLE PEDAL MOTOR
2 - MOUNTING BOLT
DRBRAKES - BASE 5 - 7
ADJUSTABLE PEDAL MOTOR (Continued)

²Engine loads and temperatures are high such as
when towing a trailer.
²Cool silicone fluid within the fan drive unit is
being redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
seconds to one minute after engine start-up on a cold
engine.
LEAKS
Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
excessive, replace the fan drive unit.
VISCOUS DRIVE
If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
spun by hand), replace the fan drive. This spin test
must be performed when the engine is cool.
For the following test, the cooling system must be
in good condition. It also will ensure against exces-
sively high coolant temperature.
WARNING: BE SURE THAT THERE IS ADEQUATE
FAN BLADE CLEARANCE BEFORE DRILLING.
(1) Drill a 3.18-mm (1/8-in) diameter hole in the
top center of the fan shroud.
(2) Obtain a dial thermometer with an 8 inch stem
(or equivalent). It should have a range of -18É-to-
105ÉC (0É-to-220É F). Insert thermometer through the
hole in the shroud. Be sure that there is adequate
clearance from the fan blades.
(3) Connect a tachometer and an engine ignition
timing light. The timing light is to be used as a
strobe light. This step cannot be used on the diesel
engine.(4) Block the air flow through the radiator. Secure
a sheet of plastic in front of the radiator. Use tape at
the top to secure the plastic and be sure that the air
flow is blocked.
(5) Be sure that the air conditioner (if equipped)
and blowe fan is turned off.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.
Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88É C (190É F).
Fan driveengagementshould start to occur at/be-
tween:
²3.7L Automatic - 93É C - 99ÉC (200É F - 210É F)
²3.7L Manual/4.7L Automatic/5.9L - 85É - 91É C
(185É - 195É F)
²4.7L Manual - 74É - 79É C (165É - 175É F)
²5.7L
²5.9L
²Engagement is distinguishable by a definite
increasein fan flow noise (roaring). The timing light
also will indicate an increase in the speed of the fan.
(7) When viscous drive engagement is verified,
remove the plastic sheet. Fan drivedisengagement
should start to occur at or between:
²3.7L Automatic - 76ÉC - 81ÉC (168É F - 178É F)
²3.7L Manual/4.7L Auto/ 5.9L - 67ÉC - 73ÉC (153É
F - 163É F)
²4.7L Manual - 56ÉC - 62ÉC (133É F - 143É F)
²5.7L
²5.9L
²8.0L engine - 93É to 101É C (190É - 205É F) Min-
imum 73ÉC (163ÉF). A definitedecreaseof fan flow
noise (roaring) should be noticed. If not, replace the
defective viscous fan drive unit.
CAUTION: Some engines equipped with serpentine
drive belts have reverse rotating fans and viscous
fan drives. They are marked with the word
REVERSE to designate their usage. Installation of
the wrong fan or viscous fan drive can result in
engine overheating.
Fig. 32 Viscous Fan Drive - Typical
1 - VISCOUS FAN DRIVE
2 - THERMOSTATIC SPRING
3 - MOUNTING NUT TO WATER PUMP HUB
DRENGINE 7 - 51
FAN DRIVE VISCOUS CLUTCH-GAS ENGINES (Continued)

the PCM or ECM indicating the percent tank full is
less than empty, the gauge needle is moved to the far
left end of the gauge scale and the low fuel indicator
is illuminated immediately. This message would indi-
cate that the fuel tank sender input to the PCM or
ECM is a short circuit.
²More Than Full Percent Tank Full Message
- Each time the cluster receives a message from the
PCM or ECM indicating the percent tank full is more
than full, the gauge needle is moved to the far left
end of the gauge scale and the low fuel indicator is
illuminated immediately. This message would indi-
cate that the fuel tank sender input to the PCM or
ECM is an open circuit.
²Communication Error- If the cluster fails to
receive a percent tank full message, it will hold the
gauge needle at the last indication about five seconds
or until the ignition switch is turned to the Off posi-
tion, whichever occurs first. After five seconds, the
cluster will move the gauge needle to the low end of
the gauge scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the fuel gauge needle will
be swept to several calibration points on the gauge
scale in a prescribed sequence in order to confirm the
functionality of the gauge and the cluster control cir-
cuitry.
On vehicles with a gasoline engine, the PCM con-
tinually monitors the fuel tank sending unit to deter-
mine the level of the fuel in the fuel tank. On
vehicles with a diesel engine, the ECM continually
monitors the fuel tank sending unit to determine the
level of the fuel in the fuel tank. The PCM or ECM
then sends the proper fuel level messages to the
instrument cluster. For further diagnosis of the fuel
gauge or the instrument cluster circuitry that con-
trols the gauge, (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - DIAGNOSIS AND TESTING).
For proper diagnosis of the fuel tank sending unit,
the PCM, the ECM, the PCI data bus, or the elec-
tronic message inputs to the instrument cluster that
control the fuel gauge, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
GEAR SELECTOR INDICATOR
DESCRIPTION
An electronic automatic transmission gear selector
indicator is standard factory-installed equipment onthis model. The gear selector indicator information is
displayed in a Vacuum-Fluorescent Display (VFD)
unit. The VFD is soldered onto the cluster electronic
circuit board and is visible through a window with a
smoked clear lens located on the lower edge of the
speedometer gauge dial face of the cluster overlay.
The dark lens over the VFD prevents the indicator
from being clearly visible when it is not illuminated.
The gear selector indicator displays the following
characters from left to right: ªP,º ªR,º ªN,º ªD,º ª2,º
and ª1º (Fig. 18). Respectively, these characters rep-
resent the park, reverse, neutral, drive, second gear,
and first gear positions of the transmission gear
selector lever on the steering column. The VFD illu-
minates a rectangular box around the character that
represents the currently selected lever position.
The gear selector indicator characters and graphics
appear in the same blue-green color and at the same
lighting level as the odometer/trip odometer informa-
tion when illuminated by the instrument cluster elec-
tronic circuit board. During daylight hours (exterior
lamps Off) the gear selector indicator VFD is illumi-
nated at full brightness for clear visibility. At night
(exterior lamps are On) the VFD lighting level is
adjusted with the other cluster illumination lamps
using the panel lamps dimmer thumbwheel on the
headlamp switch. However, a ªParadeº mode position
of the panel lamps dimmer thumbwheel allows the
VFD to be illuminated at full brightness when the
vehicle is driven in daylight hours with the exterior
lamps turned On. The gear selector indicator VFD is
serviced as a unit with the instrument cluster.
OPERATION
The electronic gear selector indicator gives an indi-
cation to the vehicle operator of the transmission
gear that has been selected with the automatic trans-
mission gear selector lever. This indicator is con-
trolled by the instrument cluster circuit board based
upon cluster programming. The cluster circuitry
automatically configures itself for the proper trans-
mission and automatic transmission model based
upon the hard wired transmission range sensor mux
circuit input to the cluster. The gear selector indica-
tor information is displayed by a dedicated Vacuum
Fluorescent Display (VFD) unit on the instrument
cluster electronic circuit board, and the VFD will not
display the gear selector indicator information after
the ignition switch is turned to the Off position. The
instrument cluster circuitry configures the gear selec-
tor indicator VFD based upon the following inputs
from the transmission range sensor:
²Open Circuit- If the cluster is configured for
an automatic transmission and the transmission
range sensor mux circuit is open, the cluster circuitry
controls the gear selector indicator display based
Fig. 18 Gear Selector Indicator
DRINSTRUMENT CLUSTER 8J - 27
FUEL GAUGE (Continued)

(2) Install the lamp back plate onto the tail lamp
unit.
(3) Install the tail lamp unit (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/TAIL
LAMP UNIT - INSTALLATION).
(4) Reconnect the negative battery cable.
INSTALLATION - WITHOUT CARGO BOX
(1) Install the backup lamp bulb into the backup
lamp socket by pushing inward and rotating it clock-
wise.
NOTE: Install the tail lamp lens with the clear por-
tion (back-up lens) at the top of the housing. Make
sure that the gasket is correctly in place and not
twisted or torn.
(2) Position the tail lamp lens and gasket onto the
tail lamp unit.
NOTE: Do not overtighten the tail lamp lens screws
or damage to the tail lamp lens may result.
(3) Install the four screws that secure the tail
lamp lens to the tail lamp unit. Tighten the screws
securely.
(4) Reconnect the negative battery cable.
BACKUP LAMP SWITCH
DESCRIPTION
Vehicles equipped with a manual transmission
have a normally open, spring-loaded plunger typeback-up lamp switch (Fig. 2). The backup lamp
switch is located in a threaded hole on the side of the
manual transmission housing. The backup lamp
switch has a threaded body and a hex formation near
the plunger end of the switch, and an integral con-
nector at the opposite end of the switch. When
installed, only the connector and the hex formation
are visible on the outside of the transmission hous-
ing. Vehicles with an optional electronic automatic
transmission have a Transmission Range Sensor
(TRS) that is used to perform several functions,
including that of the backup lamp switch. The TRS is
described in further detail elsewhere in this service
information. The backup lamp switch cannot be
adjusted or repaired and, if faulty or damaged, the
entire switch unit must be replaced.
OPERATION
The backup lamp switch controls the flow of bat-
tery voltage to the backup lamp bulbs through an
output on the back-up lamp feed circuit. The switch
plunger is mechanically actuated by the gearshift
mechanism within the transmission, which will
depress the switch plunger and close the switch con-
tacts whenever the reverse gear has been selected.
The switch receives battery voltage through a fuse in
the Integrated Power Module (IPM) on a fused igni-
tion switch output (run) circuit whenever the ignition
switch is in the On position. A take out of the engine
wire harness connects the backup lamp switch to the
vehicle electrical system. The backup lamp switch
and circuits can be tested using conventional diag-
nostic tools and methods.
DIAGNOSIS AND TESTING - BACKUP LAMP
SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Raise and support the vehicle.
(3) Locate and disconnect the engine wire harness
connector for the backup lamp switch.
(4) Check for continuity between the two terminal
pins in the backup lamp switch connector.
(a) With the gear selector lever in the Reverse
position, there should be continuity.
(b) With the gear selector lever in any position
other than Reverse, there should be no continuity.
Fig. 2 Backup Lamp Switch - Typical
1 - MANUAL TRANSMISSION
2 - BACKUP LAMP SWITCH
3 - ENGINE WIRE HARNESS
8L - 8 LAMPS/LIGHTING - EXTERIORDR
BACKUP LAMP (Continued)

POWER MIRRORS
TABLE OF CONTENTS
page page
POWER MIRRORS
DESCRIPTION.........................10
OPERATION...........................10
DIAGNOSIS AND TESTING - POWER
MIRRORS...........................10
AUTOMATIC DAY / NIGHT MIRROR
DESCRIPTION.........................11
OPERATION...........................11
DIAGNOSIS AND TESTING - AUTOMATIC DAY
/ NIGHT MIRROR......................11REMOVAL.............................12
POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH............................12
REMOVAL.............................12
SIDEVIEW MIRROR
REMOVAL.............................12
POWER MIRRORS
DESCRIPTION
AUTOMATIC DAY/NIGHT MIRROR
The automatic day/night mirror system is able to
automatically change the reflectance of the inside
rear view mirror in order to reduce the glare of head-
lamps approaching the vehicle from the rear. The
automatic day/night rear view mirror receives bat-
tery current through a fuse in the Integrated Power
Module (IPM) only when the ignition switch is in the
On position.
OUTSIDE REAR VIEW MIRROR
The power operated outside rear view mirrors
allow the driver to adjust both outside mirrors elec-
trically from the driver side front seat position by
operating a switch on the driver side front door trim
panel. The power mirrors receive a non-switched bat-
tery feed through a fuse in the Integrated Power
Module (IPM) so that the system will remain opera-
tional, regardless of the ignition switch position.
OPERATION
AUTOMATIC DAY/NIGHT MIRROR
A switch located on the bottom of the automatic
day/night mirror housing allows the vehicle operator
to select whether the automatic dimming feature is
operational. When the automatic day/night mirror is
turned on, the mirror switch is lighted by an integral
Light-Emitting Diode (LED). The mirror will auto-
matically disable its self-dimming feature whenever
the vehicle is being driven in reverse.
OUTSIDE REAR VIEW MIRROR
The heated mirrors include an electric heating grid
behind the mirror glass in each outside mirror, which
can clear the mirror glass of ice, snow, or fog. (Refer
to 8 - ELECTRICAL/HEATED MIRRORS -
DESCRIPTION) for more information.
DIAGNOSIS AND TESTING - POWER MIRRORS
WIRING VOLTAGE TEST
The following wiring test determines whether or
not voltage is continuous through the body harness
to switch.
(1) Remove the power mirror switch (Refer to 8 -
ELECTRICAL/POWER LOCKS/DOOR MODULE -
REMOVAL).
(2) Disconnect wire harness connector from back of
power mirror switch.
(3) Connect the clip end of a 12 volt test light to
Pin 5 in the mirror switch harness connector. Touch
the test light probe to Pin 3.
If the test light illuminates, the wiring circuit
between the battery and switch is OK.
If the lamp does not illuminate, first check fuse in
the Integrated Power Module (IPM). If fuse is OK,
then check for a broken wire.
Refer to the appropriate wiring information.
POWER MIRROR MOTOR TEST
If the power mirror switch is receiving proper cur-
rent and ground and mirrors do not operate, proceed
with power mirror motor test. Refer to the appropri-
ate wiring information.
(1) Remove the power mirror switch (Refer to 8 -
ELECTRICAL/POWER LOCKS/DOOR MODULE -
REMOVAL).
8N - 10 POWER MIRRORSDR

(5) Connect the battery negative cable. Turn the
ignition switch to the On position. Set the parking
brake. Place the transmission gear selector lever in
the Reverse position. Check for battery voltage at the
backup lamp switch output circuit cavity of the auto-
matic day/night mirror wire harness connector. If
OK, go to Step 6. If not OK, repair the open circuit
as required.
(6) Turn the ignition switch to the Off position.
Disconnect the battery negative cable. Plug in the
automatic day/night mirror wire harness connector.
Connect the battery negative cable. Turn the ignition
switch to the On position. Place the transmission
gear selector lever in the Neutral position. Place the
mirror switch in the On (the LED in the mirror
switch is lighted) position. Cover the forward facing
ambient photocell sensor to keep out any ambient
light.NOTE: The ambient photocell sensor must be cov-
ered completely, so that no light reaches the sen-
sor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
(7) Shine a light into the rearward facing head-
lamp photocell sensor. The mirror glass should
darken. If OK, go to Step 8. If not OK, replace the
faulty automatic day/night mirror unit.
(8) With the mirror glass darkened, place the
transmission gear selector lever in the Reverse posi-
tion. The mirror should return to its normal reflec-
tance. If not OK, replace the faulty automatic day/
night mirror unit.
REMOVAL
For removal procedures, (Refer to 23 - BODY/IN-
TERIOR/REAR VIEW MIRROR - REMOVAL).
POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH
The power mirror switch is included with the
Driver Door Module. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR MODULE - DIAGNOSIS
AND TESTING).
REMOVAL
The power mirror switch is included with the
Driver Door Module. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR MODULE - REMOVAL).
SIDEVIEW MIRROR
REMOVAL
(Refer to 23 - BODY/EXTERIOR/SIDE VIEW MIR-
ROR - REMOVAL).
Fig. 2 Automatic Day/Night Mirror
1 - REAR FACING SENSOR
2 - CONNECTOR
3 - FORWARD FACING SENSOR
4 - SWITCH
8N - 12 POWER MIRRORSDR
AUTOMATIC DAY / NIGHT MIRROR (Continued)

(5) Momentarily touch the Positive (+) jumper
probe to the other motor connector terminal.
When positive probe is connected the motor should
rotate in one direction to either move window up or
down. If window is all the way up or down the motor
will grunt and the inner door panel will flex when
actuated in that one direction.
(6) Reverse jumper probes at the motor connector
terminals and window should now move in opposite
direction. If window does not move or grunt, replace
the motor.
If window moved completely up or down, reverse
the jumper probes and cycle window to the opposite
position to verify full operation.
If motor grunts and does not move, verify that reg-
ulator is not binding.
WINDOW MOTOR
REMOVAL
The window motor is serviced with the window
regulator (Refer to 23 - BODY/DOOR - FRONT/WIN-
DOW REGULATOR - REMOVAL) or (Refer to 23 -
BODY/DOORS - REAR/WINDOW REGULATOR -
REMOVAL).
WINDOW SWITCH
DIAGNOSIS AND TESTING - WINDOW SWITCH
The Light-Emitting Diode (LED) illumination
lamps for all of the power window and lock switch
and bezel unit switch paddles receive battery current
through the power window circuit breaker in the
junction block. If all of the LEDs are inoperative in
both the power window and lock switch units and the
power windows are inoperative, (Refer to 8 - ELEC-
TRICAL/POWER WINDOWS - DIAGNOSIS AND
TESTING). If the power windows operate, but any or
all of the LEDs are inoperative, the power window
and lock switch units with the inoperative LED(s) is
faulty and must be replaced. For complete circuit dia-
grams, refer to the appropriate wiring information.
(1) Check the fuse in the Integrated Power Module
(IPM) and the circuit breaker located near the park
brake pedal. If OK, go to Step 2. If not OK, replace
the faulty fuse or circuit breaker.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fuse in the Inte-
grated Power Module (IPM). If OK, turn the ignition
switch to the Off position and go to Step 3. If not OK,
check circuit breaker and repair the circuit to the
ignition switch as required.
(3) Disconnect and isolate the battery negative
cable. Remove the power window switch unit fromthe door trim panel (passenger doors). The drivers
door switch is included with the Driver Door Module
(Refer to 8 - ELECTRICAL/POWER LOCKS/DOOR
MODULE - DIAGNOSIS AND TESTING) for service
procedures. Unplug the wire harness connector from
the switch unit.
(4) Test the power window switch continuity. See
the Power Window Switch Continuity charts to deter-
mine if the continuity is correct in the Off, Up and
Down switch positions (Fig. 1). If OK, (Refer to 8 -
ELECTRICAL/POWER WINDOWS - DIAGNOSIS
AND TESTING). If not OK, replace the faulty switch.
POWER WINDOW SWITCH CONTINUITY
CHART
SWITCH POSITION CONTINUITY BETWEEN
NEUTRAL PIN 2 AND 5, PIN 4 AND
1
UP (FRONT
PASSENGER)PIN 6 AND 5
UP (REAR
PASSENGER)PIN 6 AND 1
DOWN (FRONT
PASSENGER)PIN 6 AND 1
DOWN (REAR
PASSENGER)PIN 6 AND 5
REMOVAL
FRONT PASSENGER
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel (Refer to 23 -
BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(3) Remove the switch from the trim panel bezel.
Fig. 1 PASSENGER DOOR SWITCH
8N - 20 POWER WINDOWSDR
POWER WINDOWS (Continued)

REMOVAL
The fuel pump relay is located in the Power Distri-
bution Center (PDC) (Fig. 13). Refer to label on PDC
cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The fuel pump relay is located in the Power Distri-
bution Center (PDC). Refer to label on PDC cover for
relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
IDLE AIR CONTROL MOTOR
DESCRIPTION
A separate IAC motor is not used with the 5.7L V-8
engine.
The IAC stepper motor is mounted to the throttle
body, and regulates the amount of air bypassing the
control of the throttle plate. As engine loads and
ambient temperatures change, engine rpm changes.
A pintle on the IAC stepper motor protrudes into apassage in the throttle body, controlling air flow
through the passage. The IAC is controlled by the
Powertrain Control Module (PCM) to maintain the
target engine idle speed.
OPERATION
A separate IAC motor is not used with the 5.7L V-8
engine.
At idle, engine speed can be increased by retract-
ing the IAC motor pintle and allowing more air to
pass through the port, or it can be decreased by
restricting the passage with the pintle and diminish-
ing the amount of air bypassing the throttle plate.
The IAC is called a stepper motor because it is
moved (rotated) in steps, or increments. Opening the
IAC opens an air passage around the throttle blade
which increases RPM.
The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP dur-
ing decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply elec-
trical current to the motor windings to operate the
stepper motor in one direction. The other 2 wires are
also for 12 volts and ground to supply electrical cur-
rent to operate the stepper motor in the opposite
direction.
To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
motor in position when no movement is needed, the
PCM will energize both windings at the same time.
This locks the IAC motor in place.
In the IAC motor system, the PCM will count
every step that the motor is moved. This allows the
PCM to determine the motor pintle position. If the
memory is cleared, the PCM no longer knows the
position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
where it was before. This zeros the counter. From
this point the PCM will back out the IAC motor and
keep track of its position again.
When engine rpm is above idle speed, the IAC is
used for the following:
²Off-idle dashpot (throttle blade will close quickly
but idle speed will not stop quickly)
²Deceleration air flow control
²A/C compressor load control (also opens the pas-
sage slightly before the compressor is engaged so
that the engine rpm does not dip down when the
compressor engages)
²Power steering load control
The PCM can control polarity of the circuit to con-
trol direction of the stepper motor.
Fig. 13 PDC LOCATION
1 - BATTERY
2 - INTEGRATED POWER MODULE (IPM)
14 - 28 FUEL INJECTION - GASDR
FUEL PUMP RELAY (Continued)

MAINSHAFT AND GEARTRAIN
(1) Move 1-2 and 3-4 synchro sleeves into neutral.
(2) Remove drive gear thrust bearing from forward
end of mainshaft (Fig. 28).
(3) Remove fourth gear clutch gear and synchro
stop ring from mainshaft (Fig. 29).
(4) Roll gear case onto left side.
(5) Remove mainshaft assembly (Fig. 30) by lifting
front end of mainshaft slightly. Then grasp mainshaft
rear splines and turn spline end of mainshaft coun-
terclockwise to rotate shaft and geartrain out of case.
Tilt mainshaft outward and removed from case.
NOTE: Handling mainshaft carefully because gears
are lose on the mainshaft.
REVERSE IDLER AND COUNTERSHAFT
(1) Remove countershaft rear bearing plate (Fig.
31).
(2) Remove countershaft end play shim and rear
bearing cup (Fig. 32).
Fig. 28 DRIVE GEAR THRUST BEARING
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING
Fig. 29 FOURTH GEAR CLUTCH GEAR STOP RING
1 - FOURTH GEAR SYNCHRO STOP RING
2 - FOURTH SPEED CLUTCH GEAR
Fig. 30 MAINSHAFT AND GEARTRAIN
1 - MAINSHAFT AND CASE
Fig. 31 COUNTERSHAFT REAR BEARING PLATE
1 - REAR BEARING PLATE
2 - COUNTERSHAFT
Fig. 32 END PLAY SHIM AND REAR BEARING CUP
1 - COUNTERSHAFT REAR BEARING CUP
2 - END PLAY SHIM
21 - 52 MANUAL TRANSMISSION - NV4500DR
MANUAL TRANSMISSION - NV4500 (Continued)

(39) Roll gear case onto its left side.
(40) Grip mainshaft at pilot bearing hub and just
behind reverse gear. Then lift assembly and guide
rear of shaft through bearing bore at rear of case.
(41) Continue holding front of shaft but switch
grip at rear to shaft output splines. Lift mainshaft
assembly slightly, align gears and seat assembly in
case.
(42) Set transmission case upright (Fig. 108).
(43) Install drive gear thrust bearing on mainshaft
(Fig. 109). Use plenty of petroleum jelly to hold bear-
ing in place.
(44) Check alignment and mesh of mainshaft
gears. If gears are not aligned, roll case on side and
realign shaft and gears in case.DRIVE GEAR AND RETAINER
(1) Install bearing on drive gear with Installer
6448 (Fig. 110).
(2) Lubricate pilot bearing with petroleum jelly
and install it in drive gear bore.
(3) Install drive gear on mainshaft. Work gear
rearward until mainshaft hub is seated in pilot bear-
ing.
(4) Install bearing cup in front retainer with Han-
dle C-4171 and Installer C-4308 (Fig. 111).
Fig. 108 MAINSHAFT AND GEARTRAIN IN CASE
1 - MAINSHAFT AND GEARTRAIN
2 - FOURTH SPEED CLUTCH GEAR
Fig. 109 DRIVE GEAR THRUST BEARING
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING
Fig. 110 FRONT BEARING ON DRIVE GEAR
1 - INSTALLER
2 - BEARING
3 - DRIVE GEAR
Fig. 111 FRONT BEARING CUP IN RETAINER
1 - INSTALLER
2 - HANDLE
3 - WOOD BLOCKS
4 - RETAINER
21 - 74 MANUAL TRANSMISSION - NV4500DR
MANUAL TRANSMISSION - NV4500 (Continued)